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The results from citation studies of journals have often been used as a benchmark in evaluating a faculty member's productivity for tenure, salary adjustment, teaching load reduction and other areas. It is also often used in ranking academic programs of particular disciplines in universities. This paper attempts to rank the leading journals in the logistics and transportation discipline using three different approaches: total weighted score, total weighted score on citations provided by journals other than the journal in question, and standardized weighted score. A different weight is assigned to each citation depending on whether the article in question is written by single or multiple authors, there are multiple citations of the same study, or the citation is from author/s’ own work. The ranks of journals differ depending on the citation study methods used. A sample of 19 journals in the logistics and transportation field for the year, 1999 was used as a sample space. The results of the study using the most objective and rigorous criterion, standardized weighted score, indicate that the top five journals in the logistics and transportation field are in order of their ranks, the Journal of Business Logistics, International Journal of Physical Distribution & Logistics Management, Transportation Journal, Production and Inventory Management Journal, and Journal of Supply Chain Management. Although this study reveals that the top three ranked journals remain stable regardless of the method used, there is strong evidence that the rankings of journals fluctuate widely based on volume and numbers of pages of the journals in question as depicted by the wide movements in Transportation Quarterly, Transportation Science and International Journal of Logistics. Standardized approach is a unique method to neutralize such bias in the citation study. Study limitations including study period of one year are discussed.

This study explores the characteristics of high-speed rail (HSR) and air transportation networks in China based on the weighted complex network approach. Previous related studies have largely implemented unweighted (binary) network analysis, or have constructed a weighted network, limited by unweighted centrality measures. This study applies weighted centrality measures (mean association [MA], triangle betweenness centrality [TBC], and weighted harmonic centrality [WHC]) to represent traffic dynamics in HSR and air transportation weighted networks, where nodes represent cities and links represent passenger traffic. The spatial distribution of centrality results is visualized by using ArcGIS 10.2. Moreover, we analyze the network robustness of HSR, air transportation, and multimodal networks by measuring weighted efficiency (WE) subjected to the highest weighted centrality node attacks. In the HSR network, centrality results show that cities with a higher MA are concentrated in the Yangtze River Delta and the Pearl River Delta; cities with a higher TBC are mostly provincial capitals or regional centers; and cities with a higher WHC are grouped in eastern and central regions. Furthermore, spatial differentiation of centrality results is found between HSR and air transportation networks. There is a little bit of difference in eastern cities; cities in the central region have complementary roles in HSR and air transportation networks, but air transport is still dominant in western cities. The robustness analysis results show that the multimodal network, which includes both airports and high-speed rail stations, has the best connectivity and shows robustness.

Prefabricated construction technology enables relatively faster and easier construction of building structures at a lower project cost, providing improved quality control with minimal material waste. Despite the advantages of prefabricated construction systems, they are not extensively used in Turkey because of specific yet largely undefined challenges. Therefore, the purpose of this study aims to determine the factors currently affecting the extensive use of prefabricated construction systems in Turkey.

The reasons for such systems not being used extensively in Turkey were examined using responses to a questionnaire distributed amongst architects working at design firms, prefabricated-building manufacturers and contractors. The obtained survey data were statistically analysed using the SPSS 22 and LISREL 8.7 software to rank the severity of the identified challenges and determine the most critical factors.

Eight critical factors groups affecting the use of prefabricated construction systems and their associated factors were identified according the responses provided by the participants. Potential solutions and recommendations were proposed based on these factor groups that are expected facilitate the implementation of prefabricated construction systems in Turkey.

Little previous research has provided insight into the specific factors limiting the use of prefabricated construction systems. This study accordingly approaches the subject considering all phases of prefabricated construction systems and presents a structural model of the factors obtained by a confirmatory factor analysis for application to expand the use of prefabricated construction systems.

The purpose of this paper is to present a methodology for estimating the “price,” or the not-to-loss value, of individual highway assets, which reflects not only the assets’ capital value but also economic productivity, by adopting a productivity-based asset valuation framework. The price tags can be used in prioritizing highway assets in support of transportation asset management processes.

The methodology adopts the utility theory to consider multiple performance measures reflecting the economic productivity generated by the assets, as well as their capital value. Key performance measures are first selected, and their values are retrieved from highway asset management databases. Next, the utility functions representing decision makers’ preferences convert the performance measures into utility values, which adjust the replacement cost (RC) of each highway asset to estimate price tags. To demonstrate its applicability, case studies were conducted for the highway networks of Texas and Washington State in the USA.

The methodology yielded price tags that better reflect the importance of highways’ roles in the economy in comparison to methods where only RCs are used. Furthermore, it was proven to be flexible enough to accommodate local conditions such as varying data availability.

The research provides a practical and reasonable way to prioritize critical highway assets in purport of maintenance and rehabilitation resource allocations, based on their economic productivity as well as physical condition and historical cost information, enhancing the overall efficiency and effectiveness of highway asset management.

The purpose of this paper is to investigate and develop a framework of the performance evaluation of tourism supply chain management (SCM) for the case of Thailand.

The performance measurement of tourism SCM was based upon the eight dimensions of service performance, namely order process management (OPM), supplier relationship management (SRM), service performance management (SPM), capacity and resources management, customer relationship management, demand management (DM), information and technology management, tour finance supply chain. Data were collected from 195 samples of experts of each component of the supply chain to identify the weight pairwise and criteria on each tourism component. The study also adopted analytical hierarchy process (AHP) technique to rank the dimensions of service performance for searching the suitable performance measurement.

The results showed that there are both similarities and differences in each tier. Among the eight dimensions subject to this measurement, OPM, SPM and SRM are ranked as 1, 2 and 3, respectively, in tourism supply chain.

One limitation should be considered. As the results of this performance measurement are drawn from sole perspectives of the tourism-business operators, these are probably different from those of the tourists.

The contribution of this study is another effective performance measurement which is expected to benefit the evaluation of tourism supply chain for Thai tourism industry.

The purpose of this paper is to estimate a complete demand system for the United Arab Emirates (UAE) and use the estimates to evaluate the welfare impact of price inflation. Eight expenditure groups are considered: food, clothing, housing, furniture, transportation, medical care, recreation, and miscellaneous.

Household survey data are used to estimate the elasticities separately for Emiratis and expatriates by income quintile using seemingly unrelated regression within a Linear Expenditure System that accounts for demographic variables.

Welfare loss is inversely related to income quintile and is lower for Emirati households. Transportation, housing, and food are the sources of the bulk of the welfare loss. The shares of the three consumption groups, combined with their respective inelastic demands, explain why they figure prominently as the leading sources of welfare loss when their prices rise.

First ever demand system estimated for the UAE. Welfare loss estimates provide some rational basis on which examination may be made of existing UAE policies that effect commodity prices, like price controls, and policies currently being discussed, like commodity taxation, and their distributional effects.

This study aims to identify the most significant barriers and the stationary barrier to modular construction (MC) implementation and promote MC widespread use. By doing so, the construction industry can leverage the benefits of MC, such as faster construction times, improved quality control, reduced waste and increased sustainability.

This study uses a Gini’s mean analysis approach to identify the stationary barriers hindering the MC adoption in residential projects. The research focuses on the Egyptian context and uses a questionnaire survey to gather data from professionals in the construction industry.

According to the survey findings, the top five significant MC barriers are inability to modify the design; contractors asking for high bidding prices (higher initial cost); scepticism, conservation and resistance of clients to innovation and change; transportation restrictions; and lack of a one-size-fits-all tool for the design. In addition, Gini’s mean of dispersion demonstrated that the stationary barrier that faces MC adoption is the apprehension that architectural creativity will suffer because of MC.

The identified obstacles could be useful for decision makers in countries that have not yet adopted MC and may aid in the planning process to manage the risks associated with MC projects. The paper stresses the significance of devising techniques to overcome these barriers and proposes several methods to tackle these challenges.

This study fills the knowledge gap by identifying the stationary barrier and emphasising the potential risks associated with MC barriers. Furthermore, it suggests several strategies for overcoming and reducing these barriers in developing countries residential projects.

The maritime freight transportation industry has played an important role in the Korean economy. The Korean maritime freight transportation industry is faced with a period of transforming it competitively and efficiently in this global age. This paper, therefore, aims to identify the impact of the maritime freight transportation industry in the Korean national economy. Hence, this paper provides policy-makers with accessible and reliable information regarding the role of the Korean maritime freight transportation industry. This study employs input-output (I-O) analysis to examine the role of the maritime freight transportation industry in the national economy for the period 1995-2003, with specific application to Korea. This study pays particular attention to the maritime freight transportation industry by taking the industry as exogenous variable and then investigates its economic impacts. We identify inter-industry linkage effects in 20 sectors, production-inducing effects, added value-inducing effects, and supply-shortage effects of the maritime freight transportation industry.

The purpose of the paper is to examine the impact of infrastructure investment and development on economic growth in Brazil, Russia, India, China and South Africa (BRICS) countries. The effect is examined for each country separately and also collectively by combining each country.

Ordinary least square regression method is applied to examine the effects of infrastructure investment and development on economic growth for each country. Panel data techniques such as panel least square method, panel least square fixed-effect model and panel least square random effect model are used to examine the collective impact by combining all countries in BRICS. The dynamic panel model is also incorporated for analysis in the study.

The results of the study are mixed. The association between infrastructure investment and development and economic growth for countries within BRICS is not robust. There is an insignificant relationship between infrastructure investment and development and economic growth in Brazil and South Africa. Energy and transportation infrastructure investment and development lead to economic growth in Russia. Telecommunication infrastructure investment and development and economic growth have a negative relationship in India, whereas there is a negative association between transport infrastructure investment and development and economic growth in China. Panel data results conclude that energy infrastructure investment and development lead to economic growth, whereas telecommunication infrastructure investment and development are significant and negatively linked with economic growth.

The study is novel as time series analysis and panel data analysis are used, taking the time span for 38 years (1980–2017) to investigate the influence of infrastructure investment and development on economic growth in BRICS Countries. Time-series regression analysis is used to test the impact for individual countries separately, whereas panel data regression analysis is used to examine the impact collectively for all countries in BRICS.

The Built Operate Transfer (BOT) model has been increasingly used in transportation investments in Vietnam. However, there is still an inadequacy of risk management applications in these projects and lack of research in this area. The study aims to improve the success of projects implemented through the BOT model in Vietnam.

The study followed a sequential design including interviews and a questionnaire survey to investigate the perception of stakeholders from public and private sector regarding the probability of occurrence and the severity of impact of risks in BOT transportation projects in Vietnam. Quantitative data from the survey was subjected to descriptive and inferential statistics to explore the priority of risks as well as the differences in the perception between the public and private sectors.

The results showed that the top five most significant risks in BOT transportation projects in Vietnam are: (1) problems with land acquisition and compensation, (2) inappropriate location of toll booths, (3) public resistance to pay, (4) high toll rate and (5) lack of cash flow. With the exception of “lack of cash flow,” there were no statistically significant differences in the rankings of individual risks between the public and private sector. In addition, there is a significant positive correlation in the overall rankings of all risks for both sectors.

This study contributes to the body of knowledge by exploring the probability of occurrence and the severity of the impact of risks in BOT transportation projects in a developing country like Vietnam which has not been extensively explored yet. Second, it provides an insight into the perception of stakeholders from the public and private sector regarding the level of risks which is very useful for potential stakeholders in making decisions when they intend to participate in such partnerships. Third, it enables the Vietnamese government to establish suitable policies related to such projects. These contributions are very important in improving risk management in PPPs in developing countries.