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In Asian megacities, behind wide streets accessible by car, there are areas of narrow streets that are inaccessible by bus or car. This study investigates measures to improve access to bus stops in Hanoi from the perspective of the neighborhood environment of these residents. These results are expected to contribute to solving similar problems in Asian megacities. The survey divided residents into two groups, one group living on wide streets and the other group living on narrow streets in Hanoi, then obtained and analyzed data on their attitudes towards walking to bus stops through a questionnaire survey. The results revealed the following. The distance to the bus stop was accessible for both groups. Between the two groups, the attitude towards walking to the bus stop is more influenced by the location factor than the occupation (employee or student). Factors such as the benefits of walking, infrastructure, and security conditions play an important role in the decision to walk to the bus stop during the daily commute.

Herein, we propose a “Comprehensive Road Safety Management for School Routes” to realize “Vision Zero for School Routes”, launched by International Association of Traffic and Safety Sciences (IATSS). Specifically, we discuss Niigata City's “Vision Zero” project rolled out at Hiyoriyama Elementary School, which aims to eliminate accidents resulting in deaths of or serious injuries to children. Hiyoriyama Elementary School was to be opened by merging four elementary schools in Chuo-ku, Niigata City, and traffic safety measures were discussed with the participation of local residents to ensure the safety of the new route to the school, which would bring in many children from a wide range of localities. In a workshop attended by road administrators, police, school officials, and local residents, issues were identified, a traffic survey was conducted to understand the current situation, and a traffic simulation was conducted to verify concerns that might arise subsequent to the implementation of traffic control measures. The traffic in front of the elementary school was restricted during school hours; furthermore, to ensure compliance with these restrictions, rising bollards were installed for the first time along a school route in Japan. We also clarified the long-term effects of the rising bollards installed on a public road in Japan for the first time in an IATSS project. We hope that this report contributes to the expansion of Vision Zero, which secures the safety of schoolchildren.

The existence of the multiple-mode decision making process challenges the existing psychological theories those predict travel behaviors because the theories were mainly to explain the relationship between travelers' perceived attributes of a targeted mode, not to make choices between modes. A review of related literatures showed a lack of focus on the mechanism of one mode influencing other mode in psychological models. The present study investigates how car-related factors affect the establishment of bus use intention in a psychological investigation. It is hypothesized that single car use factors do not directly influence bus use intention, rather than that; they indirectly influence bus use intention through an overall factor of car use. Results from a dataset of 270 samples investigating three types of daily trips in the Japanese context showed support to the mediating effect of the overall car use factor. As such, an arbitrary inclusion of car-related factors to psychological models of public transportation may not be recommended. Keywords: Psychological model, Multiple-mode decisions, Travel behavior, Public transportation, Bus service

In some circumstances on streets equipped with new bike facilities, cyclists are not interested in using them. Instead, they continue to use shared spaces with pedestrians or motor vehicles. Thus, simply adding a bike facility does not guarantee that cyclists will switch to using it. Owing to the considerable development of bike facilities, the investigation of facility preference, particularly focusing on facility choice forecast, has become increasingly important. This study developed a model for predicting the facility choice of cyclists between on-street facilities (curb, traffic lane, and bike lane (BL)) and off-street facilities (sidewalks). Initially, the optimal model was selected using Bayesian Model Averaging method. Then, it was validated by both internal and external validations. Apart from the aforementioned factors, several other exogenous variables were also found to be significant predictors of bike facility choice, including the width of traffic lanes, existence of real-time stopping vehicle, type of bike, bus stop existence, and in-group cycling. Analysis of the relative importance of predictors indicated that bus stop existence, effective sidewalk width, and type of bike were the potential predictors. A framework for predicting BL usage, if it is present, was also developed. A test for the predictive performance of the application at a real site was carried out. By comparing predicted and actual BL usage figures, the analysis showed good predictive performance. The results of this study can help developers, planners, and designers to adopt reasonable investment decisions as well as better designs in developing new bike facilities. Keywords: Bicycle facility, Bicycle facility preference, Bicycle facility choice, Bicycle lane, Bicycle lane usage

Abstract The study aims to analyze the attitude toward walking to the stations of residents living within 1 km of transit stations, or they are called transit-oriented development (TOD) residents. They are highly expected to walk to transit station and use rail in their daily travel. In this research, 249 respondents are asked 10 questions on attitudes of walking to station. The analysis was conducted in two stages: factor analysis and structural equation model. As the current access mode of respondents, walkers are more likely to be low-income households. People using motorized mode are mostly from middle- to high-income, households the largest group of respondents. For walking acceptance, high-income group accepts distance and time shorter than other incomes. Low-income households can accept the longer walking distance but shorter time. Middle-income households are more likely to walk in shorter distance than lower-income households, but they tend to accept longer walking time than others. As for the analysis results, the feeling of walking among all respondents significantly influences the walking acceptance. The benefit of walking significantly influences walking acceptance only among middle-income households. The walking attitudes on convenience, safety, a sense of freedom, healthiness, and environmental friendliness highly affect respondents’ acceptable walking distance and time in TODs.

This study aims to find the factors affecting residents near transit stations within 1000Â m, who are referred to as transit-oriented development (TOD) residents, to reduce motorcycle taxi use and encourage walking to stations. These two modes of commuting are the most popular among over 85% of residents. However, motorcycle taxis are the main pedestrian barriers that hinder easy access and walkability in TODs of Bangkok, because they ride, stop, and provide services on sidewalks. From 2013 to 2015, these problems substantially increased the number of motorcycle taxis that are not willing and able to follow the rules. The increasing number of pedestrian accidents on sidewalks is related to the increase in the number of motorcycle taxis. According to a survey on pedestrian safety with 249 respondents, over 25% of walkers feel unsafe to walk, while 40% of motorcycle-taxi users riding to stations do not walk because they are afraid of accidents. In modal split, the share of walking reduces from 76% for areas

The output of the models devised for bus-based evacuations often only provides the time required to complete the evacuation with known input resources along with the routes for each bus trip. The different techniques used to minimize the evacuation time aim to improve either the demand or the supply side of the mechanism. Great care must be exercised to avoid negative impacts of such improvement efforts. In this study, two important factors, variation in demand and evacuation route flexibility, are discussed with respect to their effects on the optimality of bus-based evacuation planning. The model of short-notice bus-based evacuation under dynamic demand conditions (SBED model) was used to highlight the importance of these factors in evacuation planning through a case study of Kawajma Town. The model was run to simulate different evacuee demand and bus route scenarios, and the results were analyzed. In terms of the number of evacuees, better results were observed in the fixed-demand case than in the continuous-demand case. In addition, the results indicate that introducing evacuation route flexibility into the model reduces resource use but necessitates more model run-time. Keywords: Bus-based evacuations, Demand variations, Evacuation route flexibility, Model run-time

The installation of calming measures on a road network is systematically planned way in general to reduce driving speeds, but also reduces the volume of through traffic on local and residential streets. When the demands of traffic calming exceed city resources, there is a need to prioritize or rank them. Asian countries, like Japan, Korea, Bangladesh and etc., do not have a prioritization system to apply in such cases. The objective of this research is to develop a point ranking system to prioritize traffic calming projects. Firstly paired comparison method was employed to obtain residents' opinions about the streets severity and needs of traffic calming treatment. A binary logistic regression model was developed to identify the factors of selecting streets for traffic calming. This model also explored the weight of variables during developing the point ranking system. The weights used in the point ranking system include vehicle speed, pedestrian generation, sidewalk condition and hourly vehicle volume per width (m) of street. Results suggest that the severity of street largely depends on the absence of sidewalks, which has a weight of 45%, and high hourly vehicle volume of traffic per width (m) of street, which has a weight of 38%. These outcomes are significant to develop the state of traffic safety in Japan and other Asian countries.

Pedestrians are the most vulnerable road users as they are more exposed than other road users. Pedestrian safety at road intersections still remains the most vital and yet unsolved issue. One of the critical points in pedestrian safety is the occurrence of accidents between left-turning vehicle and pedestrians on crosswalks at signalized intersections. A crosswalk is a place designated for pedestrians and cyclists to cross vehicular roads safely. Drivers are expected to give priority to pedestrians or cyclists during interactions between them on the crosswalk. If a driver exhibits non-yielding behavior, the interaction will turn into a collision. This study examined the safety effect of three crosswalks designed with different materials such as red-colored material or brick pavement based on a safety performance study. The safety performance study considered left-turning driver's gap acceptance behavior and the severity of traffic conflict events between left-turning vehicles and pedestrians. The results of the study indicates that using brick pavement on a crosswalk increases the safety level of the crosswalk. Drivers at such crosswalks are more acquiescent to the priority rule.

The literature on psychological studies includes numerous documented efforts to explain traveller behaviour under the pro-environmental approach. However, this approach was found to perform weakly compared to the self-interest approach. A review of the pro-environmental approach showed that the existing pro-environmental models generally discussed travellers' mode-use obligation under a narrow background of environmental awareness. This would probably lead to results showing no difference in mode-use obligation between private vehicles, which have environmental concerns, and public vehicles, which have both social and environmental concerns. In addition, findings of non-mode-choice studies have suggested that awareness of social value would likely be involved in deciding pro-environmental behaviour. As such, it was suggested that social-awareness factors may influence travellers' obligations to transportation modes. However, it was surprising that the literature on mode-use behaviour showed few efforts aimed at the impacts of social-awareness factors on travellers' mode-use behaviour. This study, therefore, provided an examination of the necessity of expanding travellers' mode-use obligations towards social-awareness aspect by considering various social awareness factors in the mode-use model. Empirical results from 333 respondents in Hidaka City, Japan, showed support for the expansion of the travellers' obligations through observation of novel social-awareness factors, including social-awareness of consequences and perceived service interruption, as predictors of bus use intention.

With the aim of identifying typical characteristics of travellers, traditional segmentation approaches were based on socio-demographic variables. However, the approaches could not reveal the factors motivating individual behaviour. This result led to an emerging interest in psychological research models that are adhered to the decision-making process. Among various related theories, the concept of loyalty was attractive because the major purpose of establishing a loyalty concept is to recognise a customer's pattern towards a given service. However, there were few efforts aimed at determining market segments based on a loyalty framework. In addition, there was no consensus achieved on theoretical loyalty typology due to different empirical findings in different market contexts. This study aims to be the first loyalty-based attempt to provide an operational method of segmenting bus service market. Seeking practical implementation, another focus of this study is to determine typical characteristics of the market segments. Analyses that included cluster techniques were conducted on questionnaire data collected from 333 respondents in Hidaka city, Japan. A cross-classification between relative attitude and service patronage was successfully established, dividing the market into four segments. Segments of loyalty and no-loyalty were observed to be dominant over the remaining market. In contrast, the spurious loyalty segment was small and insignificant. An expansion of the latent loyalty segment was also observed when moving from the intention phase to the actual behaviour phase. Notably, not only demographic factors but also social awareness variables including environmental concern and elderly support were observed to be significant in distinguishing customer segments from one another.

The purpose of this study is to verify the efficacy of a route/timetable reorganization methodology focused on a hub-and-spoke schedule bus architecture as well as the introduction of demand responsive transport (DRT) in suburban or underpopulated areas in Japan to accommodate local requirements. We selected Tokigawa town for our reorganization trial and there were many local characteristics that needed to be addressed, including town residents' demands for origins and destinations that were linearly arranged within the town but also scattered outside of the town, geographically far flung, and in this scenario, route reorganization utilizing a hub-and-spoke architecture proved effective. Particularly, by changing the timetable whereby long routes running longitudinally and across the town connected with spoke-style short routes, service frequency was increased considerably without significantly increasing expenses. Also, by implementing a system to alternatively operate regular route buses and DRT with a fixed schedule and area for routes in the mountain area, bus availability for residents living in low traffic areas was successfully increased due to increased efficiencies.

Previous studies have shown very little information regarding drivers' opinions, attitudes and behaviours with respect to speeding and driving on urban residential streets with a 30 km/h speed limit. The present research aims to address this issue by conducting a questionnaire study with a sample of 367 Japanese drivers. The results showed that drivers tended to have positive beliefs about complying with the 30 km/h speed limit and understand the negative consequences of speeding; however, a majority of the drivers considered breaking the speed limit as a way to reduce their travel time. While the extent of speeding was found to be very serious, a number of drivers still supported the use of a 30 km/h speed limit on residential streets and favoured protecting the right of vulnerable street users. The logistic regression models developed in this study identified that the drivers who did not support the 30 km/h speed limit were associated with those who had committed traffic-law violations, who had negative beliefs about complying with the speed limit, who did not consider residents' opinions, who believed it is acceptable for them to drive at a high speed, and who felt it difficult to refrain from speeding. With regard to anti-speeding countermeasures, under drivers' point of view, streets should be designed to make the 30 km/h speed limit more credible, although this study also showed evidence supporting the application of public awareness programmes and social campaigns as speeding interventions. In addition, this research investigated drivers' speed choices in various specific driving circumstances, and six underlying factors affecting drivers' speed choices were determined. On the basic of the findings, the implications and suggestions for speeding interventions were also discussed.

A speed limit of 30 kilometres per hour (km/h) has been widely introduced for urban residential streets to ensure traffic safety and allow these streets to fulfil other intended functions. However, excessive speeds on these roads are very common, causing traffic safety problems and threatening the liveability of neighbourhoods. An effective and active way to deal with speeding is the application of a performance-based design approach, as mentioned in previous research. In a performance-based design approach, street geometrics and roadside elements are selected based on their influence on the desired driving speeds. The relationship between driving speeds and street features therefore needs to be determined. Although several studies have developed operating speed models for urban streets, all of these models were calibrated based on data for streets with speed limits of more than 30 km/h. The present research is designed to investigate the influence of various roadway and roadside characteristics on operating speeds on urban tangent street sections with a 30 km/h speed limit using profile-speed data. A simultaneous equation regression with a three-stage-least-square (3SLS) estimator was used for the modelling effort. The driving speed models developed in this study incorporate several street design factors, which provide helpful information for urban planners and street designers to cope with speeding issues on residential streets.

This research is used a combination model by the proportion of urban land use functions, residential properties and the proportion of agricultural land use. It was also calculated based on the distance bands. The objective of this research is to improve the policy of fringe-settlements development in the rural-urban fringe area. This result are: (1) There has been a conversion of productive agricultural-land into residential-land. (2) New fringe-settlements should be established in inner fringe. Outer fringe area should be keep for agricultural-land. Thus, there is a balance in the rural-urban fringe area. (3) An appropriate strategy for rural-urban fringe area is: Tax Defferal and Abatement Laws is suitable to be applied in the inner fringe area because the majority of the population in no longer committed to preserve agricultural and activities. Utility Extension Policy and Police Power Mechanism are suitable to be applied in the outer fringe area because the availability of agricultural land is still a lot and the farmer committed to agricultural land and agricultural activities.

Knowledge of the market is a requirement for a successful provision of public transportation. This study aims to explore public perception of paratransit service, as represented by the user and non-user of paratransit. The analysis has been conducted based on the publicâs response, by creating several binomial logistic regression models using the public perception of the quality of service, quality of car, quality of driver, and fare. These models illustrate the characteristics and important variables to establish whether the public will use more paratransit in the future once improvements will have been made. Moreover, several models are developed to explore public perception in order to find out whether they agree to the replacement of paratransit with other types of transportation modes. All models are well fitting. These models are able to explain the respondentsâ characteristics and to reveal their actual perception of the operation of paratransit. This study provides a useful tool to know the market in greater depth.