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The purpose of this paper is to propose a method that can calculate the transportation infrastructure network service capacity enhancement given by planned transportation infrastructure projects construction. Managers can sequence projects more rationally to maximize the construction effectiveness of infrastructure investments.

This paper designed a computational network simulation software to generate topological networks based on established rules. Based on the topological networks, the software simulated the movement path of users and calculated the average travel time. This software allows the adjustment of parameters to suit different research objectives. The average travel time is used as an evaluation index to determine the most appropriate construction sequence.

In this paper, the transportation infrastructure network of Sichuan Province in China was used to demonstrate this software. The average travel time of the existing transportation network in Sichuan Province was calculated as 211 min using this software. The high-speed railways from Leshan to Xichang and from Xichang to Yibin had the greatest influence on shortening the average travel time. This paper also measured the changes in the average travel time under two strategies: shortening the maximum and minimum priorities. All the transportation network optimisation plans for Sichuan Province will be somewhere between these two strategies.

The contribution of this research are three aspects: First, a complex network analysis method that can take into account the differences of node elements is proposed. Second, it provides an effective tool for decision makers to plan transportation infrastructure construction. Third, the construction sequence of transportation infrastructure development plan can effect the infrastructure investment effectiveness.

The purpose of this paper is to compare public preferences for investment and spending on non-automobile infrastructures (mass transit and bicycling) to preferences for new roads and the repair of current highways. The study explores the factors that explain preferences for non-automobile infrastructure using a three-factor model including self-interest (personal transportation benefits), concern for community-wide benefits (political beliefs), and concern for the economic impact. The study uses a case study of the urban context of the Hampton Roads region of Southeastern Virginia (USA).

The analysis uses data from a 2013 telephone survey of urban residents in the Hampton Roads area. Survey respondents were asked to identify their two investment priorities from four options: repairing existing roads, bridges, and tunnels; constructing new or expanding roads, bridges, and tunnels; expanding mass transit; and expanding bicycle routes and improving bike safety.

Repairing existing highway infrastructure is the most popular spending priority (66 percent of residents). There is as much support (46 percent) for investing in non-automobile infrastructure as for investing in new roads, bridges, and tunnels. Significant predictors of support for non-automobile infrastructure, using the three-factor model, are: length of commute time, self-identification as liberal, use of light rail, and a belief that light rail contributes to economic development.

The study examines public preferences for both non-traditional and traditional transportation infrastructure investments. It highlights the factors that contribute to public support for different transportation spending options.

The large-scale construction of China’s transportation infrastructure has driven the flow of elements between regions, which has provided convenient conditions for the accumulation of advantageous resources.

Based on the panel data of 31 provinces in China in the past 2003-2017 years, this paper applies the spatial econometric model and partial differential method and empirically analyzes the spatial spillover effect of transportation infrastructure on employment in the service industry under four spatial weighting matrices.

The results show that for every 1 per cent increase in the level of transportation infrastructure, the employment density of the service industry in the region can be increased by 0.1274 per cent. It is worth noting that roads promote the employment of the service industry more than railways and inland waterways. However, inland waterways have not shown positive effects. The results on spatial spillover of transportation infrastructure indicate that railway has obvious promotion effect on the employment level of service industry in the surrounding area, while the highway has hindered the effect. The spatial spillover effect of inland waterway is not obvious.

The value of this paper is to consider the impact of China’s transportation infrastructure on employment in a particular industry, especially in the service industry. The research will help to provide empirical evidence for policymakers. The government needs to invest and build transportation infrastructure based on the stage and development potential of the employment development of the regional service industry.

The infrastructure investment is one important source of economic growth in China in the past three decades. However it is not clear to what extent such investment affects development in rural area. The purpose of this paper is to explore this impact both conceptually and quantitatively, and draw policy implications from the empirical exercise.

The authors first describe the conceptual link between the transportation infrastructure and rural development, which motivates the empirical model. Then by utilizing an autoregressive distributed lag model, the authors estimate both the short- and long-run impacts of the transportation infrastructure on rural development, in terms of cereal yield and per capita net income of rural households.

The authors find that investment in transportation infrastructure positively affects rural development in China. In terms of cereal yield, a 1 percent increase in the road infrastructure (road length) leads to around 0.05 percent increase in cereal yield in the short-, and around 0.19 percent increase in the long-run. In terms of the per capita net income of rural households, a 1 percent increase in the road infrastructure results in around 0.14 percent increase in the short-, and its long-run impact is not statistically significant. The positive impacts lend supports to promote investment in the transportation infrastructure. To this end, in addition to the government funding, the participation of private capital can also be promoted through a number of channels, such as the build-operate-transfer, public-private partnership, and establishment of infrastructure investment bank.

This study evaluates the impacts of transportation infrastructure on rural development in China. Despite of the importance of infrastructure and rural development, there is a lack of study on the interaction between them. This paper intends to fill in this gap. In addition, implications drawn in this exercise can benefit policy makers not only in China, but also in other developing countries.

The purpose of this paper is to study the performance of transportation infrastructure of Thailand. A set of performance indicators of Thailand’s transportation infrastructure is proposed and gathered. The relationship between existing transportation infrastructure performance and Thailand’s economy is investigated.

The framework for determining Transportation Infrastructure Performance Index (TPI), proposed by the US Chamber of Commerce, is adapted for assessing the efficiency of Thailand’s transportation infrastructure. The analytical hierarchy process is employed in the process of constructing Thailand TPI. The relationship between TPI and Thailand’s economic growth is examined using multiple regression analysis.

The performance of Thailand’s transportation infrastructure had been continuously increased from 19.69 in 2005 to 61.52 in 2010. Great emphasis on improvement of the transportation infrastructure system should be placed as an increase in one unit of TPI results in the improvement by Baht449.420 of Thailand’s GDP per capita.

The most critical issue arisen in the data collection process is the unavailability of data for some indicators in the TPI framework. Consequently, some indicators that contain insufficient data were excluded.

The proposed set of indicators is practical and instrumental in assessing the transportation infrastructure performance of Thailand, and investigating its relationship with the economy.

This research proposes a framework for quantifying the performance of transportation infrastructure, and develops the first national composite index to account for the overall performance.

The purpose of this paper is to explore the pathway toward operationalizing resilience in management of transportation infrastructure.

The research approach includes a comprehensive survey of the State Transportation Agencies (STA) in the USA. The information collected from the survey is analyzed using statistical analysis to explore the determinants of operationalizing resilience in transportation infrastructure management.

The results reveal that the current practices of STA need improvement in terms of pre-disaster vulnerability and exposure analysis as well as pre-disaster retrofit and betterment efforts. A pathway toward this end is identified with the major components being: funding availability, integration of efforts across different units, use of risk and vulnerability assessment approaches, and use of resilience indices.

The pathway, along with the other findings, enhances the understanding of the status quo, drivers, and barriers toward operationalizing resilience in transportation infrastructure management. Such an understanding is critical for infrastructure agencies to better adapt and enhance the resilience of their assets in response to various stressors such as the impacts of climate change as well as natural disasters.

The study presented in this paper is the first of its kind to identify the pathway toward operationalizing resilience in transportation infrastructure management.

The purpose of this paper is to rank critical risks and determine major categories of risks to be considered by public–private partnerships (PPPs) investors when investing in “smart” transportation infrastructure. Such investment is sorely needed in many mega cities around the world currently suffering from serious impacts of traffic congestion, pollution and lack of usability of transport systems.

The study used literature review focused upon smart transportation infrastructure projects financed by PPP arrangements to create a questionnaire which was refined by subject matter experts and then completed by 126 experienced respondents. Exploratory factor analysis was used to create major categories emerging from the collected data. Interviews with ten experts were used to validate the findings.

The most highly major ranked risks shared by these participants were lack of expertise in complex project implementation, political interference, lack of PPP project data and lack of a collaboration mechanism between government and private sectors. Factor analysis showed that in terms of risk likelihood, stakeholder engagement, implementation process issues, the natural environment, data-sharing and technology complexity emerged. In terms of risk impact, major factors were stakeholder engagement, trust versus resistance issues, the natural environment and factors concerning uncertainty.

This paper addresses a somewhat unexplored area, the risks involved in investing in PPP smart transportation infrastructure. Such infrastructure projects are embedded in their environments, and approaches using a complexity lens can emerge overriding risk concerns for investors when undertaking such projects.

As a part of adaptive and complex system thinking, geographic information systems (GIS) are beneficial particularly for transportation projects, where uncertainty is frequent. Accordingly, this paper aims to examine the utilization of GIS in line with adaptive and complex system thinking, as the basis of the methodical formulation of perceived gaps within the integrated transportation planning (ITP) specifically for the mega transportation projects. Such a framework is undertaken, as the mega transportation projects although may seem straightforward, however, are problematic and require more consideration than the traditional triple bottom line factors. Using the Sydney Metro as the case study, the outcome demonstrates the significance of the fourth separate dimension of engineering into the aforementioned bottom-line factors.

The research examines the utilization of adaptive and complex system thinking, as the basis of the methodical formulation of perceived gaps within the ITP. The use of Sydney’s Metro project is a novel example of the proposed methodical formulation and its empirical assessment and provides a better understanding of the use of mapping and planning tools for mega transportation projects.

Aptly, using the developed conceptual framework, this research further validates the inclusion of a separate engineering dimension with the usual triple bottom line factors. Such inclusion is paramount in responding to the existing ITP gaps found within the current literature.

This research uses GIS and ITP process to support the aforementioned adaptive and complex system thinking. This, in turn, is used as the basis of a methodical formulation framework in dealing with mega rail transportation infrastructure. To support such a proposition, Sydney Metro is examined as the basis of a case study.

The purpose of this paper is to construct indices on Indonesia’s economic infrastructure. The components of infrastructure include transportation, communications and electricity. In constructing the indices, the authors use the longest available data covering the period 1970-2015. The indices of each component of infrastructure are aggregated linearly with the weights calculated using principal component analysis (PCA). The infrastructure index for Indonesia has had a positive increasing trend since 1970, particularly supported by the increase in the infrastructure indices of electricity and telecommunication. Meanwhile, the infrastructure index of transportation has been relatively stable. The infrastructure index constructed shows positive relation with Indonesia’s GDP growth and GDP per capita.

In constructing the indices, the authors use the longest available data covering the period 1970-2015. The indices of each components of infrastructure are aggregated linearly with the weights calculated using PCA.

The infrastructure index for Indonesia has a positive increasing trend since 1970, particularly supported by the increase in the infrastructure indices of electricity and telecommunication. Meanwhile, the infrastructure index of transportation has been relatively stable. The infrastructure index constructed shows positive relation with Indonesia’s GDP growth and GDP per capita.

The novelty of this research is a construction of the infrastructure index for Indonesia. The infrastructure index is important to benchmark the level of infrastructure development and to understand its connection to economic growth. It is also an important barometer used by policymakers for infrastructure investment and planning purposes.

New services design and development are difficult to plan, execute, measure and evaluate. Particularly, new services that are capital-intensive and involve a long gestation and development time are considered extremely risky. The purpose of this paper is to discuss a list of innovative practices in various managerial aspects in designing, planning and development of a large scale infrastructure intensive public transportation service. A contemporary new public transportation service development is discussed as evidence of proven and benchmarked criteria.

This is a technical paper, where theoretical foundations of best practices in new service development project are discussed and supported by practice-based evidences from a real-life urban transportation project. A case study approach is adopted with secondary data.

Worldwide during and after economic recession of 2008, several projects were stalled or abandoned. The inference through this work is that through efficient management practices, a large capital-intensive new service development project can be made successful even during a turbulent economy in a region marred by more challenges than elsewhere.

Several issues in large scale services development, such as urban transportation are domain specific. Some of the issues faced in urban transportation are common to several Gulf countries; therefore the policy guidelines, managerial practices and development strategies reported in this paper can be replicated in many of them. The commercial impact of the service project is a significant drive towards fuel conservation and to save huge amounts of productive time.

Public transportation with a high quality of networked service improves the quality of life to a large extent. Unless certain measurable demands are not met, an affluent society is less likely to endorse public transportation. In addition, endorsement of public transportation is been promoted in several parts of the world as a drive towards a green, energy efficient, low-carbon emission and sustainable environment.

To the best of the authors’ knowledge, new services planning and development is a key operations management topic, on which very little is written about. Particularly no other paper has presented a real-world large scale infrastructure intensive project development to this detail, and along with a theoretical background to benchmark performance and development practices.