Knowledge that Transforms

In a queuing process, let 1/λ be the mean time between the arrivals of two consecutive units, L be the mean number of units in the system, and W be the mean time spent by a unit in the system. It is shown that, if the three means are finite and the corresponding stochastic processes strictly stationary, and, if the arrival process is metrically transitive with nonzero mean, then L = λW.

We consider the problem of finding maximum capacity routes between all pairs of nodes in a network.

The cutting-stock problem is the problem of filling an order at minimum cost for specified numbers of lengths of material to be cut from given stock lengths of given cost. When expressed as an integer programming problem the large number of variables involved generally makes computation infeasible. This same difficulty persists when only an approximate solution is being sought by linear programming. In this paper, a technique is described for overcoming the difficulty in the linear programming formulation of the problem. The technique enables one to compute always with a matrix which has no more columns than it has rows.

This paper is concerned with establishing the mathematical basis of the Critical-Path Method—a new tool for planning, scheduling, and coordinating complex engineering-type projects. The essential ingredient of the technique is a mathematical model that incorporates sequence information, durations, and costs for each component of the project. It is a special parametric linear program that, via the primal-dual algorithm, may be solved efficiently by network flow methods. Analysis of the solutions of the model enables operating personnel to answer questions concerning labor needs, budget requirements, procurement and design limitations, the effects of delays, and communication difficulties.

A variety of nonlinear follow-the-leader models of traffic flow are discussed in the light of available observational and experimental data. Emphasis is placed on steady-state flow equations. Some trends regarding the advantages of certain follow-the-leader functionals over others are established. However, it is found from extensive correlation studies that more data are needed before one can establish the unequivocal superiority of one particular model. A discussion is given of some ideas concerning the possible reasons for the existence of a bimodal flow versus concentration curve especially for multilane highways.