Asian Transport Studies最新文献

Numerous cities in developing countries in Asia have focused on building rail transit networks using the transit-oriented development (TOD) policy to improve urban accessibility through public transportation. However, the hypothesis that expanding rail transport networks and implementing TOD policies will improve urban accessibility in developing cities has not been sufficiently analyzed. Therefore, this study selected four Asian cities of various sizes under different stages of development to explore how the expansion of rail transport networks and implementation in high-density development of the three TOD policies affect urban accessibility. The results suggest that rail transit network expansion would significantly increase overall accessibility, and TOD policy implementation would further increase accessibility in all cities. This study clarified that the desired urban structure of each city, which determines accessibility, significantly differs depending on the size of the city and existing and proposed networks.

Transit-oriented development (TOD) has been widely used in many countries to create more sustainable cities. In 1983, the “Taipei City Self-Ordinance for Land Use Zoning Regulation” was introduced to implement a TOD-equivalent design concept even though the term “TOD” was not yet used worldwide. The regulation specifically allowed any new development within a 500 m radius catchment area of a main public transport station which followed Taipei City's urban planning strategies to have a floor area ratio (FAR) reward up to 30% more than the original FAR (Rule No. 80-4). To strategically plan for TOD, Taipei City has developed a comprehensive TOD strategy with four development aspects, ten development strategies and 32 planning principles. The motivation for private developers to follow Taipei City's TOD strategy is the TOD FAR reward. Value capture, an important funding mechanism for public transport infrastructure, has been implemented in Taipei City's TOD strategy to provide a sustainable public transport system. In order to investigate the impacts of TOD strategy in the form of property value uplift at micro and macro levels, trend analysis and difference in differences modelling are constructed. Model results confirm a significant property value uplift at the micro-level. This review has two strong policy uses. First, it can be a starting point to help cities without a TOD strategy to develop a plan. Second, it can help cities, particularly high population density cities, with an existing TOD plan to review their own TOD plan.

In this study, we focus on selecting distribution centers (DCs) in the pre-disaster period based on the case of an earthquake in the Kanto district of Japan. This research aims to achieve two objectives, (first) to define the importance of criteria that impact the selection of DCs by analytic hierarchy process (AHP), and (second) to rank existing private DCs and evaluate their location tendency and utilization based on weighted aggregated sum product assessment (WASPAS) and k-means. The results show that the criteria of distance to the nearest highway, floor area, and built-up area are essential for selecting DCs. Furthermore, the top-ranked DCs are located in Kanagawa and Chiba. DCs located near airports and ports should be prioritized. However, for regions far from airports and ports, it is crucial to utilize DCs that are close to highways and have large areas.

This study attempted to investigate the impacts of COVID-19 on public transport usage in a hypothetical ‘new normal’ situation in a South Asian country, Bangladesh, by using data collected during the first wave of COVID-19. Most of the samples came from young and affluent groups. Findings of the study showed that a substantial proportion of respondents expected to reduce travel by public transport during the ‘new normal’ situation than the pre-pandemic situation. To identify the factors behind the expectation, a multinomial logistic regression model was developed. Results suggest that income, regular travel mode, frequency of travel by public transport in the pre-COVID-19 situation, expected change in trip frequency and virtual activities, risk perception, and trust in preventive strategies can influence public transport use during the ‘new normal’ situation. The results of the study would be useful in understanding the immediate impact of a pandemic on public transportation and help prepare better for future pandemics.

This study develops a more stable model to simulate the global container cargo flows in the intermodal network with link capacities by improving the existing model with incremental assignment and parallel computing. The developed model is validated by comparing it with the observed port cargo throughputs and sensitivity analyses. Subsequently, the model is applied to the ASEAN region and China to examine the impact of logistics corridor development policies. Specifically, the scenarios improving borders between ASEAN and China confirm that improvements in Myanmar borders would shift cargo from other ASEAN countries, while improvements across ASEAN would increase the region-wide land transit cargo. The scenarios improving borders in the East–West Corridor (EWC) of the Greater Mekong Subregion confirm that the EWC is in competitive and complementary relationships with Thilawa port. Finally, the scenarios adding liner services suggest stimulating the demand by improving Myanmar's domestic logistics network than encouraging border crossings.

Delays of container services seriously affect the lean, extensive global supply chains such as the just-in-time system. A major cause of ship delay is port/terminal congestion, causing offshore waiting, and these delays create a domino effect on other ships through terminals and ships. During the supply chain crisis, started from the second half of 2020, many ships were forced to wait offshore for more than days at major ports, especially in North America, Europe, and China. This study developed the method for identifying offshore waiting ships of terminals, calculating the waiting time of these ships, and estimating the increment of CO₂ emissions by utilizing log data sent from ships’ automatic identification systems. The calculated results of major world ports were analyzed to understand the relation between the degree of congestion and offshore waiting time capacity and the relation between the waiting time capacity and CO₂ emissions.

Before the pandemic, most studies on active transportation focused on socioeconomic factors, how many cars people had, and how much it cost to own a car. Comfort, safety, and accessibility are the aspects of active transportation that have been talked about the most in previous studies. However, none of them have looked at active transportation as a way to increase the value of residential properties, whether or not the people who live there use active transportation. So, the right neighbourhood, which would have benefited from good planning and infrastructure, couldn't take advantage of the chance. With restrictions on movement and orders to work from home, the question is raised of whether different socioeconomic groups are well represented in active transportation. Even though residential developers and governments are putting more effort into making better amenities and infrastructure for active mobility, there is no evidence that the two are related. Nonetheless, active transportation is utilized to promote an active lifestyle and market properties. This study adds to an original case study evaluation of walkability and active transportation in Lembah Pantai by adding to what we know about active transportation.

As ride-hailing applications (RHAs) have grown in popularity, questions are emerging around their impact on public and private transportation. Using a large-scale public survey of residents in Bangkok, Thailand, our study dissects the relationship between RHA adoption and the intention to purchase a new car. While research from other counties have suggested that RHA use decreases the need to own a car, the context in Thailand is more complex. Our findings based on data analysis using descriptive statistics and binary logistic regression reveal that certain sociodemographic characteristics of RHA users — namely younger and higher income individuals — were positively associated with an intention to buy a car. Still, residents who solely rely on public transportation were less likely to purchase a car compared to those who use multiple forms of transportation, suggesting that the development of comprehensive and affordable public transit could serve a substitution for RHA.

People with transportation access can easily join socioeconomic activities. However, insufficient accessibility levels hinder this engagement, causing the inequitable distribution of transportation benefits. Accessibility distribution for nonwork activities has become a serious issue, especially in rural Japan's aging population. Using the National Integrated Transport Analysis System's travel survey data, this study aims to evaluate whether Mobility-as-a-Service (MaaS) can enhance social equity and accessibility levels, specifically for vulnerable groups in most need of aid in rural Japan. To assess accessibility distribution for nonwork activities, person- and place-based accessibility measures provided detailed observations of individual accessibility levels across social groups. The Gini coefficient and Lorenz curve measured the fairness of transportation benefits distribution for different transportation modes. Transportation was less accessible to the elderly than to young and middle-aged people, and bus accessibility was unequal. Nevertheless, the AI on-demand shuttle caused a remarkable decrease in the accessibility inequity of two out-of-home activities.

Lockdown measures adopted to contain the Coronavirus (COVID-19) pandemic resulted in severe disruptions to mobility, both in demand and supply of passenger and goods transport and supply chain activities globally. This research was designed to understand the immediate reactions of households and society during the curfew imposed in Sri Lanka, a developing country, to curb the spread of the pandemic. This paper investigates psychometric perceptions across different socio-economic characteristics of households using statistical techniques to explore the association between the sample and population parameters. Results prominently indicate that these immediate impacts of health advisories and lockdown on personal mobility and consumption patterns were short-term in nature and unlikely to continue beyond the curfew. These results would be useful in understanding how society would deal with a similar unforeseen event in the future if it were to arise.