This study used card-rating conjoint analysis and Interpretive Structural Modeling (ISM) methodology to determine which factors are considered of greatest importance regarding access transport connecting the newly-opened Shin-Hakodate-Hokuto Shinkansen Station with Hakodate Airport and with the Hakodate City center.
Analysis revealed that in addition to the cost of fare, other factors considered important were the required travel time, the burden of carrying luggage up and down stairs, the ability to secure a seat, and ease of transfer.
To improve tourism services within Hokkaido, it is important to provide ease of movement for travelers. The methods employed in this study were shown to be useful and effective in quantifying factors representative of the demands of customers using these transportation services, so that they may be improved.

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停車場は鉄道と社会生活との接点であり、鉄道の営業拠点として極めて重要な役割を果たすものである。特に大都市に輸送サービスを提供するための拠点として建設された停車場は、輸送需要の増大、当該都市の発展に対処するべくターミナル駅としての使命を早くから与えられ、逐次改良が加えられて今日の形態に発達してきたものである。
首都・東京の中央駅を建設する計画は、1889(明治22)年の東京市区改正計画に取り入れられていたけれども、日清・日露の2大戦争の影響で遅延し、ようやく1908(明治41)年に基礎工事に着手、1914(大正3)年に完成して「東京駅」と命名された。
その後の鉄道網の整備、国力の発展は鉄道の輸送需要を大幅に増大し、東京ターミナル駅の乗降客は逐年増大した。特に丸の内周辺のビジネス街の発展は通勤客の増大となり、朝夕の混雑が激しくなった。この増大する輸送需要に対処するため、東京駅においては各種の改良工事が計画され、実施に移されたのである。
1925(大正14)年に降車口・乗車口の分離を止め、両口を通勤客が利用できるような改良から始まり、八重洲口の開設、戦災を受けた駅舎の復旧、ホームの増設、新幹線の開業、地下駅の建設等、鉄道輸送機能は大いに発達し、開業当時の一日乗降約9.6千人程度の輸送規模から、1985(昭和60)年の一日乗降約794.3千人に対処している。
大都市旅客ターミナル駅は当該都市の発展、周辺街区の整備、これに伴なう輸送需要の増大に対応して常にその機能を強化してきたものであり、東京駅にその良い例を見ることができる。

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On the railroad line, the trains are not running on schedule when a traffic obstruction or accident occurs. In these cases, the operator adjusts the timetable and he tries to dissolve the delay and confusions on the schedule as soon as possible. The train schedule adjustment is a very difficult task because it depends on empirical and intuitive expertise. This paper introduces a knowledge-based system approach to construct a decision support system for adjusting train schedule. Event tracking based diagram simulation method is proposed to make a high-speed diagram simulation of future arrival and departure times of trains. A cooperative man-machine interaction model is also introduced to develop an automatic schedule adjustment planning module.

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The present study examined the effects of a conductor’s announcements on passengers’ psychological states through simulation experiments of monorail emergency stoppages. A comparison between broadcast and face-to-face announcements was examined in the first experiment, and intervals (six minutes and three minutes) of broadcast announcements were examined in the second experiment. The results were as follows: (1) there was no significant difference between the announcement channels on passenger anxiety, (2) the broadcast announcements were perceived more socially desirable than the face-to-face announcements, (3) there was no significant effect of the announcement interval on passengers’ psychological states. The results suggest that face-to-face announcements are perceived as inappropriate in these non-crisis situations. Moreover, announcement frequency has not made a difference on the psychological states of passengers if the contents of the announcements are almost the same. It may be concluded that broadcast announcements at six minute intervals are preferable in terms of practicality.

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