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DGGUHVVWKHVHJDSVWKHFXUUHQWUHVHDUFKVHWRXWWRDQVZHUWKHIROORZLQJTXHVWLRQV   KRZFDQH[LVWLQJFRQFHSWXDOIUDPHZRUNVSURSRVHGLQWKH756(OLWHUDWXUHEHDGDSWHGWRUHIOHFWDmore diverse range of country contexts; 2) how do other stakeholders influence the access oftransport disadvantaged individual/groups to critical activities and services; and 3) what kindof constraints prevent other stakeholders from getting involved in helping to improve accessof the transport disadvantaged? To do this, it first seeks to clarify the different approachescurrently used to analyse rural transport systems and mobilities. It then proposes a conceptual
framework for assessing the TRSE of selected groups. The main components of theframework are: 1) the political context, 2) the accessibility context, 3) TRSE factors, 4)individual/subgroup attributes, and 5) the influence of other stakeholders. The first step of anassessment is to describe 1) the political context, namely which groups are of policy concern;what kind of activities are prioritised; and what levels of access are desirable and politicallyexpected. The assessment then looks at 2) the accessibility context, namely the location oforigins and destinations of travel; infrastructure; and available modes and transport services.
Taking these into account, it then looks at the ways in which the groups in question
experience the accessibility context by considering 3) how various TRSE factors affect theseexperiences; 4) the influences of specific attributes at the individual or subgroup level; and5) the influences of other stakeholders.
After describing the research contexts of rural areas in Nepal and Japan in Chapter 3, thecurrent thesis presents the results of four case studies about TRSE using this framework as
an organising principle. Chapter 4, Intra-household time-use and children’s participation in
educational activities in rural Nepal, initially set out to investigate the TRSE factors affecting
children’s travel to school and how these affected their enrolment and attendance in ruralNepal. However, the survey found that the vast majority were attending regularly, so thefocus of the study shifted to how children’s time-use, such as helping with household chores,
affected the time they spent on educational activities. A multilevel GSEM model was used
to test these relationships. The same model was extended to incorporate the effects of aparent’s time-use on children’s time-use and confirmed that most of the time-uses weresignificant.
Chapter 5, Interpersonal and socio-cultural norms affecting elderly people’s mobilities in
Nijo District, Japan, explored the mobilities of elderly people in Nijo, a small rural districtin Shimane Prefecture, Japan. In particular, it investigated how they perceive their travel
options, such as how they feel about arranging travel; how they feel about asking other people
for lifts; and who they would call for transport in an emergency. In-depth semi-structured
interviews with 17 elderly people were conducted. Provisional coding and values coding
were used to analyse the interviews, using selected TRSE factors as identified in the TRSE
literature as the basis for coding. Through this analysis, the study identified subjective
attitudes affecting people’s mobility, and proposes that these cultural and social norms canalso be viewed as TRSE factors as they influence the willingness of elderly people to ask forlifts, and the willingness of other people to give lifts to elderly people.
Chapter 6, The potential for Village Hubs to address TRSE: case study of Nijo District,Shimane Prefecture, continued the investigation of TRSE issues in Nijo District, but this timefrom the perspective of its traditional Village Hub. Like “compact city” initiatives, theJapanese Government’s Village Hubs initiative promotes the concentration of critical
economic and social facilities within a limited geographic area in order to consolidate
transport links and facilitate access to them. Based on a small household survey, the study
looked at current shopping practices of residents and their views on transport services aroundthe traditional hub area of Nijo District. Despite the presence of several shops in this hub andtwice-weekly intra-district bus services, the study found that the majority of residents weretravelling to Masuda City, some 20 km away, for their shopping. Though important to those
who were shopping in the traditional hub, their numbers were so few as to make it difficult

to sustain the shops. The study suggested that proximity alone may not facilitate access,and also that people’s shopping and transport behaviours need to be assessed together.
Chapter 7, The potential for transport operators to address TRSE: case study of newservices offered by Japanese taxi companies during the COVID-19 pandemic, presents theresult of a study of new types of taxi services started in the context of the COVID-19
pandemic in Japan.
Through a survey of taxi companies in the Chugoku region of Japan(Hiroshima, Okayama, Shimane, Tottori, and Yamaguchi), managers of companies which
had offered new services were identified and interviewed. The interviews were coded using
the key components of the Business Model Canvas (BMC). Through this process, it emergedthat one of the main motivations for taxi companies to provide these services was to support
elderly customers who they thought were facing difficulties in going shopping during theCovid-19 pandemic. To date, there have been very few studies which involve the views oftransport operators on their role in addressing TRSE, but the current study highlighted how
the exclusion of elderly people from shopping during the pandemic led private operators totry to respond. The interviews revealed that the new services were not popular nor profitable,
but the managers still found value in the experience of trying something new.
Drawing from the four case studies, the thesis concludes with a general discussion of thecross-cutting research questions set out above. It discusses how the proposed TRSE
framework needed to be adapted to reflect additional components, such as benchmarks
regarding access to opportunities and governance structures. It also draws attention to theinfluence of other stakeholders in hindering or enabling the access of the transport
disadvantaged groups. Regarding policy implications, the case studies suggest that byexpanding the range of policy concerns beyond transport, mobility and accessibility issues,
the concept of transport-related social exclusion requires more cooperation from different
stakeholders. This makes policy responses more complicated but also broadens the policy
options that governments can draw upon. One of the limitations of the current thesis was thelack of consideration of appropriate methodologies for analysing TRSE. Although Chapter
5 demonstrated how the TRSE factors could be used as a coding framework for qualitative
analyses, further work is needed to improve methodologies to do the TRSE assessments. In
addition, further empirical applications of the proposed TRSE assessment framework arerequired confirm its usefulness as a research and policy assessment framework. The
conclusions end by highlighting some of the limitations of the research and suggesting areas
for further research.
備考

論文の要旨はＡ４判用紙を使用し，4,000字以内とする。ただし，英文の場合は1,500語以内とする。
Remark: The summary of the dissertation should be written on A4-size pages and should not exceed 4,000
Japanese characters. When written in English, it should not exceed 1,500 words.