Asian Transport Studies最新文献

The presence of illegal parking attendants (IPAs) in Padang, Indonesia, indicates the practice of parking mismanagement. This study explored why the Padang government cannot control the widespread menace of IPAs using an interpretive approach based on mixed qualitative research. Data collection techniques were conducted through interviews with three different types of respondents. In addition, observations were made to further understand the phenomenon and triangulate the interview findings. The results revealed 3 indicators of parking mismanagement practice: (1) the inappropriate cash flow mechanism of parking charges, (2) the parking signs limitation, and (3) the weak law enforcement. Handling the IPA problem is a part of city development planning that all departments in the local government must pay attention of. The widespread existence of IPAs represents parking mismanagement and local government failure. We call for all the relevant departments and authorities to discuss and collaborate in finding a comprehensive solution to the IPA problem that has impacted Padang's tourism industry. We propose beneficial parking management design, technology utilization, and cashless procedures to overcome this problem.

This paper analyses the accuracy of Benefit-Cost Analysis (BCA) of transport projects financed by the Asian Development Bank (ADB). Ex post evaluation of BCAs outside Europe and North America has been largely missing from the current literature. This study covers 59 roadway projects in developing countries funded by ADB and examines the accuracy of BCA results through four dimensions: frequency, magnitude, correlation, and tendency. We found that under an average project completion rate of 95.33%, the average construction cost overrun for 59 roadway projects is 10.71%, equivalent to USD 71.4 million. Grounded on 23 projects disclosing detailed economic analysis, we discovered a systematic tendency to understate both the present values of cost (18 out of 23 projects) and the present values of future economic benefits (13 out of 23 projects) in ex ante BCA. Furthermore, more than half of projects (25 out of 47) underestimated EIRR, and about 52.17% of them (12 out of 23) understated NPV. Since the underestimation of economic benefits is too small to counterbalance the underestimation of costs, the project EIRR is on average 5.4% lower than the initial expectation. Moreover, we discussed ADB’s choice of the social discount rate, shadow price, and counterfactual base scenarios, which significantly influence the accuracy of BCA results and the reliability of decision-making grounded on BCA results. Lastly, the causes of cost overruns and benefits underestimations were analyzed.

In the past few years, telecommuting has diffused on a large scale across many developed countries; however, its popularity in Japan is low due to various factors and cultural differences. The outbreak of COVID-19 has made the adoption of telecommuting indispensable, reaching an unprecedented level in Japan, bringing dramatic changes in the lifestyles and behaviors of citizens. This study investigates how and to what extent this pandemic-induced telecommuting affected employees’ travel, activities, and residence locations and explores their expectations of post-pandemic life. The data were collected through the online questionnaire survey across three major metropolitan areas in Japan that incorporates a comprehensive set of questions regarding telecommuting implementation and feasibility, lifestyles before and during the pandemic, and expected way of life after the pandemic, and the total of 2045 respondents were collected. The analysis has been done based on revealed preference data considering two time periods i.e., before COVID-19, during COVID-19, and for the post-COVID 19 scenario where stated preferences are considered. In the first step, telecommuting behavior, telecommuting preferences and plans, and activity patterns are estimated based on aggregate sample data. Next, by using the stated preference survey conducted, ordered probit model and mixed logit model are applied to identify factors influencing post-pandemic telecommuting frequency and residential location preference, respectively. The analysis revealed two major findings: telecommuting brought significant changes in multiple aspects of people’s lifestyles and activities that might persist after the pandemic; although determinants that govern telecommuting frequency and residential location choice after COVID-19 may differ across metropolitan areas, commuting/telecommuting frequency is the prime factor influencing residential location decisions. The findings of this research can guide transportation and urban planners in establishing effective travel demand management tools and sustainable urban networks for the new-normal era.

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.