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The purpose of this study is to dissect the transport infrastructure performance, public spending in transport infrastructure development and the manufacturing sector in determining the transport sector energy consumption.

An analysis of transport energy consumption with the transport infrastructure performance, public spending in transport infrastructure and manufacturing sector output in India using annual data for the period 1987–2019. The study used the autoregressive distributed lag (ARDL) bounds test approach along with FMOLS, DOLS and canonical cointegration regression (CCR) methods.

The results of the ARDL bounds test provide evidence for the long- and short-run relationships among study variables. It evidenced that transport infrastructure performance reduces transport energy consumption by using FMOLS, DOLS and CCR methods. Furthermore, the inference of the positive impact of value added in the manufacturing sector on transport energy consumption validates the higher energy demand of the manufacturing sector from a mobility perspective.

The estimated finding of this study is expected to be contributing to policy-making discussions on transport infrastructure and manufacturing sector development in an emerging economy like India with insights on energy consumption.

To the best of the authors’ knowledge, this is the first study that integrates the impact of manufacturing sector output on transport sector energy consumption along with transport infrastructure performance and public investment in the transport infrastructure.

Although scientific research community has shown considerable interest in identifying critical success factors (CSFs) for public-private partnership (PPP) projects, yet effort at assessing and compare CSFs within similar PPP infrastructure projects received scant attention. The purpose of this paper is to identify, assess, and compare the CSFs in PPP transport infrastructure projects.

The study adopted literature review and three PPP case studies including structured interviews and review of documentary reports in each case study. The outcome of literature review provided a total list of 26 identified success factors, which was used to design a case study protocol using failure mode and effect analysis (FMEA) technique. FMEA was conducted on each 26 identified success factor to assess their criticality in the three PPP case studies.

The results of FMEA revealed a total of ten CSFs in the concession of the road; four CSFs in the concession of the airport; and eight CSFs in the concession of the seaport. Also, the cross-case analysis showed the three prevalent CSFs, this includes government involvement by providing guarantees, political support, and project economic viability.

The study findings including lessons learnt in each case study would positively influence policy development towards PPP transport infrastructure projects and the manner in which partners (i.e. public and private sector) go about the development of PPP transport projects.

This research would help PPP stakeholders to focus their attention and priorities in managing the identified CSFs in achieving long-term success in PPP transport infrastructure projects implementation.

The smart city paradigm has evolved from a perspective focused on technological infrastructures to an approach in which the effects of the technological apparatus improve the quality of life of people, urban resilience, urban sustainability, and health, by introducing the concept of smart and sustainable city 3.0. In this chapter, the authors evaluate mobility as a key aspect of improving the environmental, social, and economic well-being of communities under the central concept of smart and sustainable city 3.0. To this end, the authors underline the link between mobility, the Sustainable Urban Mobility Plans (SUMP), and environmental health. Then, the authors outline (i) the mobility requirements to be met from a smart perspective on environmental health and how (ii) the SUMPs can be considered as the basic tool for connecting smartness with mobility and environmental health. Finally, the results obtained will be discussed, and future directions of this research will be illustrated.

This chapter focuses on how to leverage public transport infrastructure to produce walk-friendly environments, positioning public transport as a walk-enhancing mode. What are the steps that public transport operators can take to create walk-friendly environments? Do more comfortable waiting conditions result in stronger loyalty from the existing customer base and stronger buyout from new customers? This novel approach stemmed from a partnership with the public transport operator Transdev on a real-life experiment in Grenoble to provide a more comfortable walking and resting experience for public transport users. Named Carrefour de Mobilité (‘the crossroads of mobility’), the experiment prototyped urban design interventions to enhance the access and waiting experience of users engaged in mixed-mode commuting. An ex ante/ex post evaluation was deployed to ascertain whether walk-friendlier environments encourage a more intensive use of public space and easier shifting between public transport modes. The findings show that when users perceive dedicated infrastructure as walk-friendly, they consider it more visible and more attractive, and find it comfortable enough to spend longer waiting times there. The evaluation would have benefited from an extension of the perimeter covered by the sensor technology measuring system which was not feasible because of budget constraints. The experiment reached out beyond the initial target public and captured children and older women as well, providing an amenity which was lacking for these groups and resulting in a livelier and more diverse environment for everyone. This lean and low-cost experiment shows that activating public space near public transport hubs enhances their attractiveness in the eyes of the public transport users.

The Rio 2016 Olympic Games required a significant investment in the public transport systems, connecting four city's areas and providing different types of impacts and legacies for their hosts. The purpose of this paper is to examine resident perceptions of the public transportation issues in the Rio host city before and after the Games. Key factors underpinning transportation issue outcomes are identified.

Data were collected among Rio local residents by using a pre-Games (n = 504) and post-Games design (n = 421). The cross-sectional and longitudinal data were assessed at both time periods. An exploratory factor analysis revealed five factors, and a confirmatory factor analysis analysed the psychometric properties of the constructs proposed. Subsequently, MANOVA and a series of ANOVA tests (one-way and paired samples) were performed to analyse the differences in perceptions before and after the Games.

Results revealed a five-factor model of public transportation issues perceived: planning, infrastructure, insecurity, information and urban mobility. Resident perceptions for four factors (planning, infrastructure, insecurity, urban mobility) increased from pre- to post-Games, meaning that they have a more negative perspective about those issues. In contrast, the findings suggested an improvement in public transport information perceived between the period before and after the Games.

This study contributes to the academic literature related to discussing the Olympic legacy by providing evidence of how hosting the Olympics may lead to social exchange with negative outcomes on transport legacy. The findings of this study can be used as valuable information for future event organizers, local authorities and governments.

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.