This paper explores the relationship between social capital and transport quantitatively. Firstly, our panel regression model using prefectural data shows that the usage of local bus positively relates to regional social capital such as “trust,” and “reciprocity,” and that the number of automobiles negatively relates to these factors. Secondly, according to our survey research, a new community bus line has changed the life styles of residents and promoted more opportunities to come into contact with friends and neighbors than before. Those studies indicate that social capital is an important factor as social benefits that public transportation brings about.
It is reported that the trip generation rate for the age group of before-and-after 30s has been decreasing in various regions. It has not been obtained enough knowledge of causes and its impacts, although it has been clarified specially decreasing attributes and their travel behavior from our former studies. Hence, it is analyzed two different kinds of relationships in this study, which is of the relation their travel behavior with their usage of internet, and another is of the relation of their social awareness such as association and concern to society. As a result, it is indicated three kinds of aspects as follows. 1) There are two groups that one is of both active travel behavior and frequently accessing internet and another is of both inactive travel behavior and infrequently accessing internet. 2) There is the actual situation of occurring activity differences. 3) It is related various activities, in particular of the number of times to go out with positiveness to association. It is discussed future transportation polices based on the results of this study.
In recent years, ride sharing and car sharing service using “Shared-adus”automated driving vehicles are becoming widespread. Efficient travel systems and new measures must be considered from an urban planning perspective. For this study, assuming wide introduction of Shared-adus, we compared Shared-adus efficiency at the aggregation level of the city function and in urban form. Results demonstrate that 1） aggregating urban functions raises ride-sharing rates, but the number of necessary vehicles and vehicle traveling time seem to increase. Moreover, travel efficiency differs depending on the urban form.
This paper aims to analyze the change of maritime transport needs of Japanese shippers for Japan-Southeast Asia route, by the route choice model using OD survey data in 2003, 2008 and 2013. We analyze the shipper’s port choice behavior with three elements. The results show that the domestic transportation cost is the most important factor to choose the departure port: this tendency remains the same at each time. Furthermore, we discuss the difference in the market conditions affecting the structural change of shipper’s decision-making.
In recent years, aggregate mobile phone data such as Mobile Spatial Statistics (MSS) has been increasingly applied for transport data collections. Though MSS enables to obtain the data of various days and seasons easily, it does not contain passengers ‘qualitative information’ such as trip-purposes. Thus we propose a novel data-fusion methodology of Inter-Regional Travel Survey (IRTS) and MSS to estimate inter-regional passenger flow by different trip purposes for multiple days and seasons. We found that: (1) the predicted annual passenger demand by each trip purpose is similar with the predicted one from another statistics; (2) the predicted daily passenger demand is reasonable for some origin prefectures with large cities; but, (3) the predicted daily passenger demand seems to be unreasonable for some origin prefectures in rural areas.
Japan is moving ahead with the privatization of public infrastructure by means of concessions. Airports have led the way, followed by seaports as exemplified by the Port of Hakata. With seaport concessions, piers remain under the ownership and operation of the public sector. This characteristic makes it more important to enhance coordination between the public and private sectors and the predictability of the fields involved. While providing incentives for private-sector creativity, seaport concession must also align the public interests of administrators and users with the expectations of concessionaires and investors over issues such as the treatment of users.
Panama Canal is the key junction for the maritime transport between North East Asia including Japan and North America and so on, which many ships go through. In 2016, Panama Canal Expansion was completed and it enabled larger ships go through this canal. Based on those, we analyzed the impact of Panama Canal Expansion to the container ship movement and containerized cargo flow.