The purpose of this paper is to review the hedonic approaches to evaluate infrastructural and environmental improvement projects. The study first examines the accuracy and availability of land and property value and prices data. The study then discusses the empirical validity of capitalization theory in the case of marginal improvements and under disequilibrium market conditions. Finaly the paper demonstrates the applicability of the approach comparing the estimated value of the improvement of various infrastructure and environment.

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In a simple two-region model, this article reviews theoretical results in economics on the reliability and biases of hedonic benefit estimates. Major results are: (1) if migration between regions is free and costless, then hedonic estimates yield upper bounds for benefits of environmental improvements, and (2) in special cases such as the small, open case hedonic estimates equal the true benefits. Intertemporal changes in land rents give neither upper nor lower bound estimates except in the small region case.

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Rosen's hedonic price model is widely used for estimating the market price function, the demand for housing attributes and the welfare consequences of public policy that affect housing attributes. There are, however, some problems in applying Rosen's model to emprical studies. This paper reviews issues of empirical problems in estimating hedonic price function and housing demand function concerning simultaneity and identification of the structural hedonic equations.

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The purpose of this paper is twofold i. e. to analyse the approximity of the estimation of the social benefits using cross-sectional hedonic model within the context of general equilibriui framework and to constract a multi-regional hedonic land value function in order to establish the method to estimate the social benefits of large infrastructure improvement projects. The study clarifies the limit of over estimation of cross-sectional analysis and demonstrats the applicability of the method with the case study of Tohoku-Shinkansen project.

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While the public notification of land prices can be considered the most extensive survey of the kind, the problem associated with it is the frequent changes in points to be notified. Thus it is desirable to fill in the land prices which are not available due to such changes. This can be done by means of an iterative process incorporating cross-sectional land prices which reflect density variables and hedonic-like items. After examining the validity of our compilation process on two Japanese metropolitan areas, we demonstrate the parameters of land price function fluctuate depending on the area and year. Additionally, we investigate how the recent rise in land prices has propagated among and within metropolitan areas using the land price database thus obtained.

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There exist a lot of locations where should be redeveloped in Tokyo. Most of them are concerned with transport facilities such as a former yard site. There the following two problems may arise: to determine a fair level of encumbrancbe and to realize fine quality in urban space after a variety of redevelopment.
This paper presents simple econometric models which could estimate effects caused by transportation investment and district redevelopment in order to cope with the above problems. Ordinary hedonic land price models and LISREL models applied in marketing research field were employed here. The later has two advantages comparing with conventional econometric models. The first is its structural simplicity. The second is availability of introducing latent variables composed of some indicators observed by actual data. This is utilized for defining a new concept which structured the evaluation function. After the estimation of models, the effects of external changes on transportation could be evaluated using hedonic approach.

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A commuter decides his travel behaviour related to out-of-home, nonwork activities under the constraints on an usable time. The usable time is assumed to be scheduled based on the relation between the obligatory time factors associated with work and such other time factors as domestic activities time. business hours of store, appointed time for meeting and so on. This assumption is examined through the analysis of the decision making in travel behaviours related with the time factors focused on difference in commuter's attribute and purpose of nonwork activity. In this analysis, the travel behaviours are explained about whether or not to participate in out-of-home, nonwork activities and when or how to make their trip.

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The purpose of this paper is to propose a model to predict the departure time choice of commuters by private cars responding to road traffic congestion. The model is based on an assumption that commuters choose their departure times to minimize the sum of disutility derived from “Virtual Time Consumption” (time interval from departure time to work start time) and that due to traffic congestion. The disutility due to traffic congestion is defined as a function of the reciprocal of travel speed in the measure of VTC. The model was applied to commuters for a factory and it was revealed that the proposed model gave reasonable estimation of departure time distributions.

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In this paper we propose a new model for estimating the departure rate and route assignment of commuter traffic during peak period in a network. This model can not only improve the estimation accuracy of hourly route assignment but also evaluate some traffic management devices for reducing traffic congestion such as flextime systern, road pricing system and so on.
It is shown that the model can be formulated as a Beckmann-type user equilibrium assignment problem with a departure rate function defined by a multinominal logit model. The accuracy of estimation by the model are evaluated through the application to the real road network.

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In our previous paper, we reported AROP1 and AROP2 models of stationary stochastic processes for the state of fluctuation in transportation demands. But, transportation demands with properties of a nonstationary stochastic process are not small and comprise 76 out of the total 153 example data sets.
The pupose of this paper is: 1) to construct a rational and efficient prediction system including both stationary and nonstationary stochastic processes for predicting transportation demand; and 2) to propose AROP3 and AROP4 prediction models of nonstationary-type processes. The prediction system of nonstationary stochastic process consists of a subsystem which estimates the precision of prediction. AROP3, AROP4 models, and subsystem which corrects unusual values for improving the precision of prediction. This paper describes how to obtain better precision relative to the traditional ARIMA model and AROP1, AROP2 models of stationary-type processes. This is demonstrated by applying the AROP3, AROP4 models to the 76 example data sets. The efficiency and limits of application are discussed.

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In order to develop a steady-state on-ramp traffic control method for large scale urban expressway network in future, the conventional Linear Programming type model is extended so that it can be applied to the cases which include the network with multiple travel routes between on and off ramp pair and traffic congetsion on each link. Formulated optimal control model combines the User Equilibrium assignment with the current LP type control model using bilevel optimization framework. The control variable of the model is each on-ramp traffic volume and the objective function is to maximize the total number of expressway users. Constraints are link capacity constraints and demand constraint as well as the UE conditions. A solution algorithm is proposed through applying the Costrained Simplex (Complex) Method. Simple numerical examples verify the algorithm.

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This papar develops a traffic assiginment model which can describe the route choice behavior of motorists with fuzzy information. It is called a fuzzy user equlibrium assiginment propoded as an extension model with Wardrop's user equlibrium criterion. First, route travel time is defined as a TFN (Triangle Fuzzy Number) to represent consciousness of drivers. Second, comparison methods among fuzzy travel times is mentioned to construct practical traffic assginment model. It proved that the proposed algorithm gives the unique solution with similar way of the conventional deterministic approach. Third, variation of traffic flow under various pattern of fuzzy route information is analized with numerical example.

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Recently car trip generation and attraction data have been accumulated for some periods and we have more chance to develop new trip estimating methods using time series data. This paper examines the temporal stability of parameteres estimated in regression equations of trip generation and attraction with use of 4 time periods and 52 zone data in Kinki region.
New forecating equations which introduce temporal variables and have parameters estimated by pooling data analysis are proposed. It is shown that the volume of error between forecasted and actual car trips in the case of the new equations is much less than that in the case of the former equations where parameters are estimated using only one time data.

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Ex-post Evaluation techniques for the neighborhood traffic management should be able to evaluate the scheme from the viewpoint of residents' daily lives. In this paper, we applied POE (Post-Occupancy Evaluatio) to the ex-post evaluation of Woonerf, which is the evaluation technique being given attention in the field of architecture.
As a case study, we conducted POE researches in a housing estate in suburban city of Tokyo, where we introduced Woonerf about two years ago. Through the study, we found out that experimental approach at the time of improvement is quite useful POE technique, and that, because improving residential streets is not as same as constructing ‘ideal’ streets, subjective evaluations, such as questionnaire survey, should be managed carefully.

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This paper aims to empirically analyze changes of the land-use patterns due to urban street improvements. After the fundamental discussion on the whole of their effects on spatial development patterns over time, three cases in a cluster analysis are examined using the mesh-based data in Osaka. The data mainly consist of nine explanatory variables for the 86 meshes related to the improved streets over the time: The first case is the classification of land-use patterns for the data sets about three periods; before the project permission time, before and after the open street The second is a clustering of the pooling data set. The third case is concerned with a comparison in the classified clusters-transition over time between the improved streets and non-improved ones. The results show that spatial development patterns are classified into six clusters, and that the cluster transitions over time are characterized by initial conditions of meshes including improved streets. They also indicate that about 40 percent of improved street meshes have changes of cluster over time, while almost non-improved street ones have no change.

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Recently, land has been regarded as one of the subjects in the portfolio selection. The flow of funds which goes into or comes out of land markets changes the land price. Therefore, in order to explain the mechanism of change in land price, the structure of the flow of funds in land markets should be analyzed. In this paper a theoretical model to explain the structure of the flow is proposed, and the multiplier effects are derived in the land market. Then, it is explained how land taxation in the trade of land controls the multiplier effects, and how the flow of funds between regions causes spatial repercussions in land markets.

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We have developed a simulation system of fire spreading in urban area. In this paper, we try to expand the system to evaluate effects of buffer green zone for fire prevention plan. First, we propose a model which determines the burning state of buffer green zone based on several experimental data of fire resistance of trees. In this model, three states, fired, half-burnt, and unfired, are identified using the scale of conflagration, the wind velocity, the hight and the angle of flare, and the exposure limits of heating of trees. Second, we discuss three models for calculation of the bight and the angle of flare and select P. H. Thomas' formula as suitable for our system. Lastly, we develop a time-slicing algorithm of this model and embed it into the fire spreading simulation system mentiond above, and demonstrate effects of buffer green zone in Kanazawa city applying the expanded system.

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In this paper a multi-window style supporting system is proposed to reach a better solution based on clear recognition of complex societal problems. The problem solving process consists of two subprocesses; in the first subprocess each of participants develops his or her own recognition, and in the second one they reach a wider and clearer recognition through communication. The supporting system is developed by enriching ISM with a menu and multi-window system and by adding commumcatve function. It supports participants in each subprocess. Two applications of this system are to be also demonstrated.

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Tow-dimensional survey networks can usually be solved without much difficulties by the method of condition equations, and that method is suitable to recognize observation errors. It is shown, in this paper, that free network solutions (with inner constraints) of all kinds of two-dimensional networks can be obtained from the results of adjustment by the method of condition equations, by applying the same way as the one already presented by the authers. It is also shown that fitting a free network in a set of control stations can be carried out by two different ways: the one is to apply the Helmert transformation, and the other is to satisfy two conditions, a condition of shape-keeping of the free network and a condition of fitting. Numerical examples related to some simple, typical networks are given.

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This paper analyses the rank of a path-link incidence matrix; that is, the number of independent link flows given all path flows. Although, in network analysis, the path-link incidence matrix is commonly used to define the structure of a transportation network, its fundamental properties have not been well studied. We, therefore, discuss the rank of the matrix based on the flow conservation at each of the nodes. This study generally concludes that the rank is equal to the number of links minus the number of nodes exclusive of origin or destination nodes.

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While road constructions are being worked, motorists and pedestrians are forced to travel by detour routes. In a sprawl district, the impact is serious. So, it is necessary to minimize this impact in such a sprawl district. In this paper, a method is proposed to determine the road sections to be worked simultaneously in several stages.
As the results in the case study, it is shown that the method has been found useful.

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There are several survey reports on the sound power level radiated from a single truck which starts from a toll-booth. But in these reports, what mainly influences the level have not been sufficiently explained. So, we shall try to clarify how the factors, such as maximum pay load, gradient of road and vehicle operation desired by a driver, influence the level, using the calculation method proposed in the previous paper.

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