The paper identifies the most appropriate transport infrastructure investment among three alternative transport modes land, air, water across five delineated regions in the Philippines. The analytical tool used is a spatial computable general equilibrium (SCGE) model with a five-region social accounting matrix (SAM) as database. An exogenous shock in the form of technological improvement in transport infrastructure is introduced for each transport mode in each region. This results to higher output elasticity with respect to transport input. The transport infrastructure with greatest impact on gross output is then isolated using a SAM-based SCGE model. The impact on relative welfare of households via equivalent variation concept and interregional flows among production sectors via changes in spatial impedance ratio is then presented. The completion of Skyway project connecting Northern Luzon to Southern Luzon via National Capital Region is a concrete example of infrastructure project which meets aforementioned criteria.

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The paper discusses the issue of Chinese transportation system's resource allocation in the background of integrative transportation system. Firstly, the definition of resource allocation in this paper is given, then a brief introduction about data envelopment analysis is presented. After that, the data envelopment analysis is used to evaluate resource allocation of Chinese transportation system's different periods resource allocation efficiency, scale income, ideal input/output are calculated as well. In the end, some suggestions about Chinese transportation system's resource allocation are put forward.

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Existing computable general equilibrium (CGE) model in a static framework has weakness that it cannot simulate impacts on employment. As for neoclassical type dynamic CGE model, reproducibility of macro economic variables such as gross product and private capital investment is very bad. This paper proposes a dynamic CGE model considering disequilibrium accumulation process of labor and capital which can evaluate impacts of transport developments on employment and whose reproducibility is better than existing models. The model consists of a static CGE model for describing the economy in each year and macro economic functions that express changes in number of employees, private capital investment and private capital stock. As results of empirical analysis for an expressway development project in the Tokyo metropolitan area with the model and a neoclassical type model, it is found that project evaluation by existing CGE model or dynamic CGE model has possibility of underestimation.

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For a government, one important subject as regards public infrastructure program is how to effectively allocate budget, especially when it is in financial difficulty, in order to put the budget to the best use and maximize the function of the budget. Otherwise, it may generate the problem that some units are faced with excessive budget and hurry to absorb the budget while other units are left in the dilemma of insufficient budget. Therefore, the question of how to allocate budget according to the priority, constitutes an important subject for government. In the budget allocation of transportation construction projects, the first issue is to determine the priority. In this paper, the authors used the Fuzzy Multi-Criteria Grade Classification Model to deal with the grade of prioritized execution of transportation construction projects. In this way, the budget will first go to prioritized projects which enjoy the right to the prioritized performance.

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This paper proposes integrated data envelopment analysis (DEA) models to jointly evaluate the transport efficiency and effectiveness by measuring the efficiency scores under three aspects of technical efficiency, service effectiveness, and technical effectiveness simultaneously. The underlying reason for requiring joint evaluation is that when the transport services are produced and a portion of which are not consumed, the technical effectiveness would be less than the technical efficiency. A case study on 15 bus companies in Taipei is conducted. Results show that the number of efficient companies determined by the proposed models is fewer than that determined by conventional two-stage DEA models. It indicates a superior benchmarking power of the proposed models.

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In this paper, we estimated changeable road pricing while considering the capital and congestion degree, that could be applicable in the long term (Gangbyeon Expressway). We investigated traffic volume and speed(unit per 15 minutes, 2005. Jan. 10 - 2005. Jan. 14.). Then we determined congestion areas as when the average pass speed of vehicle is under 30km/h on Expressway occurred over 3 times a day. The 13 sections were investigated out of the total of 43 sections. These sections are between Nanji I.C. and the northern end of Sungsoo Bridge. As a result, there were some differences among each section(13 sections, average length : 1.38km), but we were able to estimate the range of road pricing which is 900~2,300won, that is in accordance with the degree of congestion.

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The long-run costs of different forms of urban development are one of the major problems in the field of land use and transport. This paper summarises and evaluates the most important international literature, dealing with "Costs of Sprawl": comprehensive studies including many social aspects, studies on public costs and those simulating the local fiscal impact of various development scenarios. Taking these examples, the paper derives criteria and requirements for a calculation framework to estimate Social Residential Urban Sprawl Costs, which includes the aspect of cost-by-cause principle and sponsorship under the viewpoint that economic and fiscal problems basically occur, if costs are not paid by those who are causing them. Both fiscal instruments and land use development methods, which are described for Japan and Germany as an example, need to be taken into account in respect to its impact and its application aiming in socially efficient urban structures.

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In this paper we have defined location externality with a simple model and shown that transportation cost in Nash equilibrium differs from that of social optimum. Further the impacts of location externalities on transportation cost have been explained using the above model. From this analysis every possible Nash equilibrium locations transportation cost is not equal to social optimum transportation cost. Further more it is explored that how the equilibrium locations can bring to social optimum locations patterns by imposing the toll tax or by giving subsidies.

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This paper looks at the relationship between airline alliance and building of hub airport and analyzes the strategic effects of airline alliances when alliance members want to build their base airport to a hub. In this paper we introduce the basic concepts and characteristics of airline alliance and some indispensable features of the hub airport, and discuss the key factors for building hub airport. Finally we present a model of air china entry into star alliance, and try to explain the effects of alliance to Beijing capital's international airport. We can conclude that the alliance is of positive factor to the construction of an airport hub. Several major airlines in China will join the international airline alliance, so their bases airports should seize the opportunity to develop.

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To date, transport policies in Korea have been planned and implemented as part of a larger policy based on the achievement of economic growth. As a result, previous transport policies have been focused mostly on the supply of transport infrastructure. The phenomenon led to an acceleration of the imbalance between the demand and supply of infrastructure. As such, there is a need to establish an innovative transportation policy that can increase national competitiveness and provide momentum for national growth in the 21st century. This research has developed strategies and policies based on interviews that were carried out with specialists in the transport field. This survey consisted of interviews on the subject of prioritizing transport policies, with the responses analyzed using the Data Envelopment Analysis with ranked voting data. The results are as follows. The most urgent issues identified was the development of an inter-modal transport system.

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The domestic air fare are compared between China and foreign countries on the basis of air transport economics in this paper, including publishing air fare, actual air fare and comparing between air fare and railway fare. Hereon, several existing problems on domestic air fare system of China and trends of its development are put forward.

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Conventionally, highways are formulated by public departments through annual government budgets. However, due to budget deficits, limited investment in feasibility studies and technical innovations, most highway projects encounter overruns. On the other hand, privatization of highway assets faces renegotiation, revenue short falls or profit maximization and unbearable risks. This paper aims to facilitate procurement of highway projects successfully through public-private partnership (PPP) approaches. The objective is to evaluate the applicability of PPPs for highway projects in developing countries, particularly Myanmar. Analysis focuses on key criteria and comparison of other countries' PPP experiences. Finally, PPP options appropriate for Myanmar are highlighted as being procurements with autonomous public agency, government and private investment on public work force/ public-private joint venture (JV) under PPP regulations.

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This study first gives an overview of the development of highway transport and the history of applied economic benefits calculating methodology in China. Following is the comparison between the current used methodology (Link-Cost Based Method) and the OD-Cost Based Method, the strengths and weaknesses of both methodologies are explained under different road networks. Finally, it probes into in-depth analysis OD-Cost Based Method with a case study, and foresees the development of this practical methodology in a scientific way. This report is useful for potential researchers who are interested in economic benefit calculation with the fast development of China highways.

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This paper attempts to examine the special characteristics of and their implications for overall urban transport policy in East Asian Megacities. These characteristics create more challenges than opportunities when it comes to dealing with the urban transport problems. A broad framework of long-term vision and strategic approaches is recommended to face such challenges. The core element of the framework is transit dominated multimodal urban transport system and strategic timing of different policy options. Finally, the paper discusses some of the special policy issues and measures that are relevant to the case of East Asian Megacities.

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Japan has been working to create the next-generation road system called SMARTWAY that will utilize advanced ITS technologies to provide diverse road transportation services. The National Institute for Land and Infrastructure Management of the Ministry of Land, Infrastructure and Transport has conducted a joint research with 23 private companies on the next-generation road service provision system based on advanced ITS technologies. The institute has then presented the achievements of the research to the public by carrying out an event SMARTWAY Demo 2006 in February 2006.

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The "collaborative infrastructure management method" is a part of new infrastructure administrative management. This paper aims to examine its significance, role, conceptual development and related issues, and summarizes the results of the study on its institutional design for implementation in Hokkaido. The collaborative infrastructure management method is an organization control and operation procedure for managing cooperative projects between an infrastructure administrative body and relevant public and private organs as well as users and interested people in general to successively improve the quality, utilization and maintenance of facilities, and to systematically, continuously and collaboratively promote concrete management methods, future planning and improvement projects and educational activities of social facilities as a whole.

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Four workshops were held for formulating road improvement and utilization methods in the Shiretoko World Natural Heritage area (including the national highway between Shari and Utoro). Participants in these workshops consisted of local residents, scholars and road administrators, and employed a method called "Collaborative infrastructure management." Through the workshops, a "basic plan" was framed which summarized how future road improvements should be carried out, and how roads themselves should be utilized. The method of collaborative infrastructure management identifies and arouses discussion of specific needs and problems, and allows the creation of long-range solutions. Opinion map/Resource map used in the workshops were useful for the Externalization and Combination process of the SECI model which is model concept for knowledge management, and video clips of driving conditions were effective in the Socialization process.

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Nowadays, draft for guideline in formulating performance indicator and evaluation of transport sector have been compiled, where the compilation of budget based on the performance of planning and the performance indicator achieved by a budget entity. For that reason, in 2004 Bappenas have compiled and developed the transportation performance indicators as stepping base for the budget arrangement. This article reports the re-study result to performance indicators and method of assessment for transportation facilities and infrastructure performance and also trial test assessment to performance indicator of transportation sector with selected city or regency in Indonesia as case study. Some strategic issues in transportation sector related to emulation modal, market structure and compartment, intermode and multimode and also requirement of development continue assessment of transportation sector performance is also presented in this article.

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It is generally acknowledged that economic feasibility study should be preceded when introducing and developing new transit system such as urban transit maglev train. Urban transit maglev train recently known for technology is recognized for potential superiority of environment friendship and maintenance and is selected for one of national projects. Although maglev train is commercially operated at Nagoya Tobu-kyuro line in Japan, it is expected that there are some technical problem for maglev train to alternate the existing LRT market. However, it is expected that economic ripple effect would be great when some problems is settled. Since it is required enormous budget to promote practical-use plan of urban transit maglev train, it is necessary to precede economic feasibility study to attain the reasonability of the project. In this study, the scales of domestic & international market of maglev train are analyzed and the methodology of economic analysis is classified.

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In 2003, as part of the City of Manila's urban renewal program, a section of Rizal Avenue, which is a major national arterial road, was pedestrianized, thereby closing the road to vehicular traffic. Because of this, vehicles that were originally traveling along this road section were diverted to the adjacent local streets which do not have enough capacity to handle heavy traffic volumes. Coupled with heavy volumes of pedestrians and high roadside friction in the downtown area, this resulted in massive congestion and travel delays. Commuters have also suffered with the increase in in-vehicle and out-of-vehicle travel time. On the part of the jeepney drivers, the re-routing meant longer travel distances, hence additional fuel consumption, but without a corresponding increase in fares. This paper attempts to estimate these costs brought about by the project to gain an understanding of its impact on society.

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This paper presents the preliminary findings of the STREAM case study on Taipei. The focus is on urban features, transport policies, and lessons learned in Taipei, which could be relevant references for other cities. Both quantitative data and qualitative reviews are presented to backup the points of the paper. The urban context and urban transport structure of Taipei City as well as the metropolitan area are first presented. The urban transport strategies and measures adopted in recent years are presented next. Urban transport policy issues and lessons learned are also discussed. Lastly, as a conclusion, key success factors for urban transport summarized from the experiences and lessons learned in Taipei are highlighted.

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This paper attempts to explore factors influencing car ownership and car use rates. Through regression analysis, the effects of common urban transport policy measures on car ownership and car use rates are estimated. In addition, dynamics of urban transport system through feedback loops diagram is examined. Our analysis suggests that common policy measures intended to control motorization are effective through their effects more on car use rate than on car ownership rate. Likewise, Mass Rapid Transit (MRT) can play significant role in improving overall condition of urban transport. However, the impact of MRT would be insignificant if the investment is committed too late. A simple index for MRT timing has been proposed that could help policy makers from cities without MRT system to make judgment about the appropriate timing of MRT investment. Regression results, feedback loops diagram and proposed index for MRT timing offer new insights for policy makers.

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Strategic transport pricing instruments used to internalize social costs of motorization in East Asia remain to be uncoordinated in spite of the regional economic integration policies and plans. This article contributes to the limited literature discussing the current situation and issues in the road transport pricing instruments in East Asia. To understand road transport pricing regime in the region we present in this paper: (1) review and comparison of road transport pricing administration in different institutions; (2) issues on the current taxation and charging regime in the region; and (3) panel analysis of the politico-economic variables influencing institutions strategic pricing policies. Finally, we discuss implications and policy recommendations on tax and pricing competition and cooperation in the transport sector.

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Tokyo Metropolitan Expressway (MEX) advances the examination for the introduction of a new toll system of use charge corresponding to the distance from a flat rate system that continued for 45 years aiming at fiscal year 2008. Therefore, user's behavior change when a part of charge social experiment was executed in the section in December, 2006, and the traffic charge was changed trying it depending on the use distance and the change in a traffic situation were measured. The use traffic in the experiment section increased by about 20 percent along the route, and the congestion easing and the running speed improvement of the public highway that goes side by side were seen. The examination of the toll system according to the distance in which effective use on the network in the metropolitan area is based will be advanced in the future.

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This paper describes the results of TDM implementation with toll discount for ETC vehicles, which is intended to mitigate congestion for an uninterrupted flow section of the Tomei Expressway. As an initial trial for mitigation of congestion on Japanese intercity expressways, the TDM was implemented during the New Year period of 2007. Though traffic congestion still occurred partly because of increased daily traffic volume and insufficient shift of traffic demand from peak hours to off-peak hours, it is estimated that total delay is reduced by 35% as compared to the one predicted in case of no TDM implementation. It seems difficult to expect the shift traffic if the amount of discount is less than 1000 yens or so. Moreover, it is found from a questionnaire survey that about 50% of targeted drivers were aware of the New Year early morning discount and the induced demand was about 2%. Finally some issues are also addressed.

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This article investigates the development of Jakarta urban transport, its challenges and options for catering future demand for mobility. The paper utilizes data from various studies and projects between 1978 until 2006. It portrays the change of policies and its impacts to transport and environmental indicators using time-series and descriptive analysis. The paper suggests that Jakarta and Greater Jakarta have grown into megacities with a lack of planning control. The urbanized area has grown into enormous geographical scale which makes it difficult to manage and has created serious problems in air quality. Some failures in the past policies were due to the lack of political climate and weak leadership. However, success story with Jakarta BRT / Busway system has given the city a self confidence to promote further sustainable transport while the challenge is to maintain the development momentum for further implementation.

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Since unexpected delays caused by roadwork are a typical cause of motorists? dissatisfaction, practical roadwork management is the present focus. To minimize roadwork's adverse effect on highway traffic, construction is to be scheduled for off-peak traffic periods. This report outlines the development and use of a roadwork scheduling tool called the "Calendar System" prepared by the Akita National Highway Office. The Calendar is used to restrict construction on "no-work days" corresponding to annual peak traffic periods and marked preliminarily according to previous years's traffic profiles collected by permanent traffic counters. Although the system is a static management method that cannot reflect influence of construction on highway traffic, it is easy to prepare and to use, brings highway administrators no additional work costs, and effectively reduces drivers' time loss due to roadwork in cases where annual traffic fluctuation is large enough and has a stable traffic pattern.

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Logit models were developed for urban transport mode choice of urban travelers during the morning home-to-work trips in Metro Manila. In the multinomial logit model, seven mode choices were available including the private car, regular taxi, light rail transit, air-conditioned bus, non-air-conditioned bus, jeepney, and fx megataxi. Two-level nested logit models were further developed which divided the available modes into private and public, and the public modes were further divided into air-conditioned and non-air-conditioned modes in the three-level nested logit models. Important deterministic variables included in the utility equations include in-vehicle time, out-of-vehicle time, individual monthly income divided by out-of-pocket cost, among others. The developed models were then used to determine the utility ranking of transport modes in Metro Manila and to test the effect of proposed urban-related developments in Metro Manila on mode choice probabilities of urban travelers.

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Developing precise travel behavior models and testing its forecasting capability are essential when planning transportation systems. However, emphasis is observed in estimating while forecasting still needs to be better understood. This study examines the temporal transferability of a Multinomial Logit Model and a hybrid Neuro Fuzzy Multinomial Logit model, which differ primarily by including linear and nonlinear utilities. Geographic Information System is successfully used during the forecasting process. Overall, the hybrid model presents better performance, even though both models do not show satisfactory behavior when directly transferred to the application context. Small sample model results show good behavior of the hybrid model. Accordingly, a sensitivity analysis suggests this model is able to capture travelers sensitivity to parking cost variations, which is not well described by the classical model. Travelers behavior could be better explained by the hybrid model rather than by the classical Multinomial Logit structure

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LISREL and neural networks have recently become popular methodology for causal models. However, few researches have applied either of these two methods in behavioral research of passengers. To investigate the differences between LISREL and neural networks in research of passengers' behavioral intentions, this study applied these two methods to a case of inter city bus transport in Taiwan. First, we applied LISREL to test the goodness of fit of the research model. Second, two competitive models of the NN model were tested, in which one was the full connected network and the other was the non-full connection network. The results indicated that LISREL can be a convenient and effective analysis tool if the causal relationships are known. At the same time, no matter if the causality has been derived in advance or not, NN provided a suitable prediction after the proper training procedure.

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Most existing activity time allocation models assume that individuals allocate their time to different activities over a period in such a way that the marginal utilities of time across activities are equal. Their argument is that, if not equal, an individual is free to allocate more time to those activities whose marginal utilities of time are higher and, finally allocates the optimal time to each activity with equal marginal utility. However, such an ideal situation may not always prevail in reality, especially when an individual is under income constraint and/or under intense time pressure. In order to incorporate such differences in marginal utilities of time across activities, we enrich the traditional activity time allocation model by explicitly including income constraint and by adding marginal extension activity choice model. As an application, the developed integrated model is used to estimate the value of activity time during weekends in Tokyo. The results are encouraging in that they forecast the individual time allocation more accurately and estimate realistically the value of activity time for each activity in a set of different activities than do by existing traditional models.

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Supply chain networks represent economic entities in tiers such as manufacturers, distributors and demand markets. To study how the market share among the commodities is determined under the assumption of profit maximization, we formulate the supply chain network equilibrium problem with logit demand functions using the variational inequality approach. A nested diagonalization method, along with the specially designed supernetwork representation, is then proposed for the solution. The test example shows that the obtained results comply with the generalized Wardrop second principle in that: the market share of the two commodities is determined according to the binary logit formula and for each origin-destination pair, the same commodity at the destination is charged with the same price no matter which transport route is used. In addition, a sensitivity analysis shows that the larger of price difference of the two commodities, the more deviation of their market share.

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The fast growing rate of motorcycle ownership in Malaysia in recent years has become a serious problem in safety issues and management of traffic system in urban areas throughout Malaysia. To date, there are approximately 5.8 million motorcycles on the roads in Malaysia and accidents rate involving motorcycles is very high, almost half of the total road fatalities recorded. However, regardless of the high accident rate involving motorcycles, motorcycle ownership in Malaysia has increased rapidly from 0.13 in year 1990 to 0.26 motorcycles per person in year 2004. Therefore, in this research, issues concerning motorcycle ownership were investigated. A stated preference survey was conducted in Penang state, Malaysia to determine the trend of motorcycle ownership. An attempt to develop a disaggregate choice model based on the data collected was also conducted. Development of this model will give an indication on the future trend of motorcycle ownership in Malaysia which is important in future travel demand forecasting model.

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The main objective of this research was to develop Indonesian car and motorcycle ownership rate models at municipality and regency levels. The research was conducted using yearly aggregate data (1990-2000) from 21 municipalities and 28 regencies throughout Indonesia. In addition, 105 households from 4 municipalities and 3 regencies were interviewed. The car and motorcycle ownership rate model form was the quasi-logistic function and values of the saturation level were selected based on both previous research and the function boundary condition function. Both in the cross-sectional and longitudinal aggregate models, the wealth level was the most important factor in explaining the vehicle ownership rates variation. The higher the wealth level, the more sensitive car and motorcycle ownership was to the wealth level. In household level a proxy of wealth level (household monthly expenditure) was positively correlated with the number owned cars. As the wealth level increased, motorcycle ownership in a household decreased.

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The objective is to obtain the most appropriate transport demand models which can likely represent the behavior of port-to-port sea freight movements in terms of OD matrices. The model is developed for the purpose of forecasting the Indonesia sea freight movements using the current OD pattern and the forecasted loading and unloading volumes. The paper will report on a family of aggregate models containing a flexible Gravity-Opportunity model for modeling the freight movement in which standard forms of the Gravity and Intervening-Opportunity model can be obtained as special cases. Non-Linear-Least-Squares (NLLS) and Maximum-Likelihood (ML) estimation methods were then used to calibrate the parameter of the model. The models have been tested using the total sea freight movements in 2003 (Stramindo 2003 Data) for 25 major ports in Indonesia. The models were found to provide a reasonably good fit and the calibrated parameters can then be used for forecasting purposes.

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The flight flow forecast has an important significance for the studies of strategic development of civil aviation. The Gray forecast method and the Markov forecast method are taken together, and the Gray-Markov model is established. The Gray model reveals the general trend of long-term development of the air traffic flow. The transition of states is determined by the Markov model. Through the practical application of forecasting air traffic flow, we can see that this model can obtain a high accuracy.

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The travel behavior is a result of complex decision making process affected by individual's socioeconomic, mode and trip characteristic as well as unobserved variables. The focus of this research was to identify the unobserved factors influencing travel behavior. Six latent variables named as travel factors were identified through factor analysis. Structural equation modeling (SEM) was used to identify casual relationship between observed variables and travel factors. It was noted that SEM cannot predict the travel demand but it has ability to express relationships between unobserved and observed variables. Then, travel factors were employed in discrete choice model to consider individual preferences on unobserved variables. It was found that the model with travel factors perform superior than model without travel factors. Conclusively, the further application of these factors in its different forms can effectively measure their effect in the travel demand model.

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This paper firstly proposes a variational inequality and a diagonalization method for the combined transit trip distribution/logit-based stochastic user equilibrium transit assignment with elastic frequencies of transit lines. Secondly, this paper develops a generalized bilevel programming model for the maximal transit trip generation, which consists of two level problems - upper and lower level problems. The upper level problem aims to maximize the reserve transit trip for each origin subject to the transit equity constraints, which is formulated as a multi-objective maximization problem. The lower level problem is the proposed variational inequality for the combined trip distribution/logit-based stochastic user equilibrium transit assignment. A genetic algorithm embedded with the diagonalization method is designed for solving the generalized bilevel programming model. Finally, a numerical example is carried out.

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This study aims to gather data on aggregate travel demands and socioeconomic developments of Japan from multiple sources, and then to apply regression modeling technique to predict the aggregate travel demands and to explore the impacts of socioeconomic developments, those from the telecommunications in particular. The results show that most transportation modes in Japan are normal goods and are price inelastic. The overall income elasticity further indicates that transportation is more like necessity goods. The results also show that telecommunications causes complementary effects on the demands of most modes in Japan. This implies that the widespread applications of telecommunications are going to boost the demands for transportation, a result that transportation planners would least like to see.

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Under Intelligent Transportation Systems (ITS), real-time operations of traffic management measures depend on long-term planning results, such as origin-destination (OD) trip distribution; however, results from current planning procedure are unable to provide fundamental data for dynamic analysis. In order to capture dynamic traffic characteristics, transportation planning models should play an important role to integrate basic data with real-time traffic management and control. In this research, an estimation framework for dynamic traffic assignment is proposed and field data is applied in estimation and calibration processes. In this framework, results from transportation planning projects in terms of Origin-Destination (OD) trips, are considered and extended to the dynamic models. DYNASMART, a simulation-assignment model, is applied to generate time-dependent flows. The results show high agreement between actual flows from vehicle detectors and simulated flows from DYNAMSART.

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This paper proposes a bi-level programming model to determine the optimal lane configuration in contraflow operations. For the bi-level programming model, the upper level problem aims to minimize the total travel time of a study area by choosing the appropriate number of lanes of candidate links to reserve their travel directions, which is formulated as an integer programming; the lower level is a logit-based stochastic user equilibrium (SUE) traffic assignment model that is able to predict the network flow pattern with respect to the change of network topological structure made by the upper level problem. Furthermore, this paper also proposes a hybrid genetic algorithm embedded with a SUE traffic assignment method for solving the proposed bi-level programming model. The proposed model and solution algorithm are tested using the Sioux Falls network. Results show that the methodology proposed can produce promising results.

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Motorcycle has its advantage of price and mobility to become the main transportation mode in Asia countries where there are high density of population and the economic development falls behind the developed countries. When people have enough economic capability to buy a motor vehicle, the car and the motorcycle have a relation of substitution. It is also a major work to develop a Multinomial Logit Model of motor vehicle chosen. The variables of cost in Multinomial Logit Model are insignificant to the models, and car owners and motorcycle owners usually underestimated the expected cost of another type of vehicle. In sensitive analysis, we can find that three utility factors, such as travel time reliability, convenience and safety are the major reasons influenced the ownership of motor vehicle.

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This paper examines an applicability of the traffic assignment model overcoming some drawbacks of conventional models. The developed model has the following characteristics: 1) integration of trip generation (i.e. activity choice), destination choice, mode choice and route choice; 2) expression of traveler's choice behavior as a nested logit structure; 3) consideration of hourly traffic condition variations including queue evolution; and 4) approximate reproduction of trip chain along the time axis. The reproducibility of developed model is shown under application to the Nagoya Metropolitan Area, Japan. Furthermore, as case study, we evaluate road pricing and railway's fare discount. These results suggest that the model allows us to compare various TDM policies effectively and evaluate in detail.

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This paper studies how equilibrium is achieved in day-to-day traffic dynamics. Trip-makers update their perceived cost on a daily basis and adjust their route choice accordingly. The limiting behavior of day-to-day dynamics is characterized by the notion of equilibrium, which forms a stationary state. The attractiveness of an equilibrium state is examined by stability and can be quantified by its attraction basin. This paper illustrates how instability, as well as the problem of non-convergence from states outside the attraction basin, can be removed by modifying network configuration. This paper further investigates other attractors including cycles and chaos that are associated with the dynamic process in the pursuit of traffic equilibrium.

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This study focuses on the reaction of the residents during the social experiment of bus transportation service. According to AIDA model proposed in marketing, the reaction consists of several stages. We assume that the reaction in each stage is different from the person who lives where the service level was low and high before the experiment. Specifically, the person who lives where the service level was low does not react well because the service level has been too low to have concern for the bus service. We verify this assumption using the data from the social experiment conducted in Hiraka Town. As a result, this assumption is verified. Thus the disparity of the responsiveness in the service level before the experiment exists. We discussed that it is not fair to use the observed responsiveness for the information basis of the bus transportation service after the experiment because of the disparity.

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Residents of urban areas must endure daily movements in order to acquire goods and perform activities necessary to life. Goods also must be transported within the urban areas as a result of the market activities. The route choice models are widely used for the prediction of these movements by city and transportation planners. This paper presents the application of a methodology introduced initially for the prediction of route choice of bicycles, now adapted to motorcycles and trucks. The adaptation of the methodology allowed the improvement of the original analysis algorithm increasing the number of considered network attributes and adding a user related attribute: Value of Time. The case studies of Ho Chi Minh City and Tokyo produced satisfactory results relating the route choice behavior and the network attributes. As a result, the value of time for trucks in Tokyo and the parameters relating route choice and network attributes were obtained

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In traffic demand forecasting process, subdividing zones is needed to know trip pattern among smaller zones than existing O-D zone system. Trips among subdivided zones are generally estimated because it is difficult to obtain the real data. Generally, Production of subdivided zones is estimated by population ratio of subdivided zones with respect to existing zone. But it has a weakness which it can not explain properly characteristics of each linked trip (Especially in case of non home-based trip). Therefore new methodology to estimate production of subdivided zones for each linked trip is proposed in this paper. The methodology uses more socio-economic indexes and equations of regression for production. To evaluate the methodology, real data of Haenam County in Korea is applied. The error of estimated production by the methodology will be smaller than that by existing methodology. After all, more accurate traffic demand forecasting will be possible by the methodology.

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This study investigated attitudinal aspects of six travel modes currently used in Ho Chi Minh (HCM) City, and examined the relationship among psychological constructs following Theory of Planned Behavior (TPB). 208 respondents completed measures on attitudes toward travel modes using semantic differential technique in junction with Likert-scale measures of perceived behavioral control (PBC), subjective norm, moral obligation and intention for travel mode choices. Principle component analysis yielded three attitudinal factors, i.e. Symbolic affective, Instrumental and Social Orderliness, repeating the result in the previous study by Van and Fujii (2006). The structural equation model analysis of TPB structure provided strong support for the hypothesized relationships, i.e. all the constructs explained high significant proportions of the intentions' variances. This implies that TPB is potential for predicting the behavioral intention of mode choice in HCM City.

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Choice models with individual decision-making mechanisms have been dominating in transportation, even though it has been long recognized that in many cases, an individual makes his/her choice together with other people. This paper establishes an additional household choice model with group decision-making mechanisms based on a multi-linear household utility function, which can theoretically and endogenously deal with intra-household interaction and members' relative influences in joint decision-making process. The model is applied to represent households' vehicle type choices, using a data collected in two Japanese cities in 2004. The effectiveness of the model is empirically confirmed from both model performance and applicability to analysis of household car ownership behavior.

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This paper proposes a multi-class schedule-based dynamic transit assignment model to investigate the impacts of En-route Transit Information Systems (ETIS). The proposed model considers simultaneously the departure time and route choices of passengers in congested transit network with ETIS. There are two classes of passengers: those equipped and those unequipped with ETIS. These passengers would make their travel choices to follow the stochastic dynamic user optimal principles, with the equipped passengers having a lower perception variation of the travel cost due to the availability of better information. The numerical example indicates some important insights on passenger travel behaviors and the performance of the transit network with ETIS. The effects of the service cost and service quality of ETIS on the market penetration of ETIS and the total passenger travel cost are assessed under different conditions with various levels of transit passenger demand.

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