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The Future of LAMAT System in Asian Developing Countries:
Whether to Eliminate or Tolerate It?
(アジア諸国における LAMAT システムに関する研究)
Veng Kheang PHUN 研究員

１．Introduction
The term “LAMAT” refers to the indigenous
public transport modes that are Locally Adapted,
Modified and Advanced for a certain transport
service in a particular city or region. LAMAT
includes all intermediate transport modes between
private vehicles and conventional mass transit,
ranging from non-motorized two-wheelers (bicycletaxi) up to motorized four wheelers (minibus), witha maximum seating capacity of about 25 passengers.
LAMAT has been proposed and used instead of theprevious term “Paratransit” due to its numerous
descriptions found in Asian countries.
LAMAT plays a significant role in Asiandeveloping cities. It provides not only personalized
and flexible transport services to citizens withcertain service quality and reasonable fare but also
assists the social activities through its service
availability and job opportunities for the poor or
low-skilled people. To some extent, tis operations
often cause traffic congestion, traffic accident, andair pollution.
Due to the rapid economic growth andurbanization, the governments have considered
operating mass transit system (e.g., Bus rapidtransit, Light rail transit) to cope with urban trafficissues. Either new introduction or expansion of amass transit system will affect the existing LAMAT
services. Consequently, concerns are raised
whether the LAMAT system should be eliminatedor it should be promoted with better service
performance and less negative impacts?
This study discusses the future directions of
LAMAT system in Asian developing cities.
２．Methodology
In the literatures, there are lacks of studies on
the operator intention of operating as feeder ofmass transit, market share of LAMAT, etc. in Asiandeveloping cities. Interview survey was conductedwith drivers of Motodops and Remorks in Phnom
Penh, as a case study city, to investigate theirintention to feed the recent public bus service,using Structural Equation Model (SEM). Person
trip data from several Asian cities will be used toexplore the market share of LAMAT. Literatures
are also reviewed to discuss the future of LAMAT.

３．Results
Results from modal share showed that Bicycle
taxi, Man-pulled rickshaw and Animal cart havebeen almost disappeared from 11 Asian developingcities. Cycle rickshaws still exist in some cities
including Dhaka and Cebu, but they have beenbanned from entering the CBDs. Motorized
LAMAT modes remain active in urban streets,
while some cities regulated and prohibited theiroperations. Fixed-route LAMAT like microbus andminibus had high modal share in Jakarta,
Ulaanbaatar and Manila. In Phnom Penh, SEM
results showed that drivers of Motodops supported
for the public bus service and intended to operate asits feeder mode, but drivers of Remorks did not. A
more effective regulation (e.g., standard fare,uniform) also showed to encourage the feeder
service of the public bus. This indicates that
operation of Motodop should be regulated whileleaving the operation of Remorks as it is.
4． Conclusions
Most non-motorized LAMAT modes including
man-pulled rickshaw has been almost disappeared
due to their operational characteristics (e.g., low
speed, in-human working). Ordinary LAMAT
modes including auto rickshaws have been
eliminated (e.g., Diesel Tempo in Kathmandu) orbanned from major streets (e.g., Tricycle in Cebu)or converted using fuel alternatives (e.g., E-trike inPhilippines).
However, LAMAT services should not be simplyeliminated due to the stability of social economy(e.g., jobs for the poor) and inevitable needs fortransport poor. To this end, LAMAT should bepromoted with better service performance: 1)
Improvements on service quality (e.g., comfort,safety), 2) Integration with mass transit system (e.g.,
feeder modes, coordinated service), 3) Promotionof E-LAMATs, and 4) The government role (e.g.,
supporting infrastructures, green transport policy).
In sum, the future of each LAMAT mode
depends not only on its operational characteristics
but also other factors such as users, operators,vehicle & technology, and the government.

(C)Dr. PHUN Veng Kheang, Institute for Transport Policy Studies, 2015