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Purpose — This chapter presents various conceptualisations of well-being, which focus on the full breadth of hedonic and eudaimonic qualities. A case has been made for why scholars with an interest in transport mobility and transport policy should consider the use of well-being as a valuable outcome measure to complement the standard economy-based utility models currently prevalent in the transport field.

Methodology — Theoretical and empirical evidence supporting the functions and benefits of well-being was appraised. These included the broaden and build theory and the self-determination theory (SDT) of psychological needs. The limits of existing transport mobility approaches were briefly identified, and the advantages of adopting a model, which includes facets of well-being, were outlined.

Findings — Well-being serves several important functions that align with personal needs and with national policy espoused by many world leaders. However, seldom has well-being been included in transport research. This may in part be because the term ‘well-being’ has been misunderstood and its full potential unrealised by those not directly involved in well-being research. In sum, the measurement of well-being in transport mobility research would provide added utility and justification and would help guide future transport mobility initiatives to achieve added benefits to those currently being attained.

Purpose — In this chapter a case will be made for the importance of measuring well-being in transport mobility research. A number of well-being measures and determinants of well-being will be presented in reference to the current project. This chapter will then conclude with some practical recommendations for transport mobility researchers wishing to include well-being measures in their future studies.

Methodology — Measurement methods associated with previous transport mobility and well-being research will be critically examined so that strengths and limitations can be identified. The measurement approach to well-being adopted for the current project will be presented and associated challenges experienced by the research team will then be discussed.

Findings — A review of the extant transport mobility research which includes an assessment of well-being shows that it is not uncommon for unstandardised measures of well-being to be adopted. In addition, exploration of relationships between transport mobility and well-being are often undertaken without any consideration of potential moderating or mediating factors. More work is needed to advance our knowledge of the transport mobility and well-being relationship and the underlying mechanisms driving this relationship. Research also needs to focus on undertaking longitudinal studies which will enable causation to be established.

Purpose — This chapter presents research findings in relation to the place of the ability to be mobile in promoting social inclusion.

Approach — A model outlining the relationships between social exclusion, well-being (satisfaction with life), bonding and bridging social capital, sense of community and trips, was explored. The difficulty of measuring complex intangibles in social science was recognised and a number of possible approaches to social capital were examined.

Findings — Despite the different ways of organising the data on social capital, the findings showed the same trends. It was found that the number of trips was important for the relationship between social capital and sense of community on social exclusion and well-being. Bonding and bridging social capital are important for both increasing social inclusion and well-being, both of which are strongly correlated. The number of trips taken by a person acts as a mediating variable to increase bridging social capital and decrease social exclusion. This research illustrates both the complexities and importance of definitions and measurement of social science concepts and the importance of considering their role in transport planning, where their use is new. This research adds a new area of understanding about the role of transport. It moves beyond a narrow view of travel needs and experiences, to the onset of understanding how transport can also facilitate intermediate goals related to social capital and social inclusion and how these social aspects then lead to enhanced well-being.

This chapter presents a spiritual or wisdom-based approach to development, its rationale, conceptualization, methods and examples of applications. The politics of being proposes that societies explicitly make the fulfillment (‘being’) of all its members – humans and non-humans – their main goal, which should guide the development and implementation of public policies. It stands in opposition to the current development paradigm focused on economic growth or ‘having’, and rooted in a set of modern western values – individualism, materialism, reductionism, anthropocentrism, etc. By nourishing our relational nature, the politics of being can address the root causes of the meta crisis the world is facing, reconciling human flourishing with sustainability and supporting the cultural evolution that is needed. It proposes a dialogue between wisdom and science, the two main areas of knowledge, to guide its design and implementation. It conceptualizes ‘being’ as the actualization of our truest ‘being’ and our highest ‘being’. This means that societies should provide the right conditions for their human members to express themselves and fulfil their healthy aspirations, as well as to develop human virtues and qualities. Wisdom traditions and spiritual teachings offer relevant insights into the nature of human fulfilment and the process of spiritual evolution that can be applied to societies. They emphasize the cultivation of spiritual values and qualities such as love, peace, happiness, life, mindfulness, mystery and the understanding of interconnectedness. In recent decades, these qualities have become areas of scientific research and been at the core of social change and development initiatives. Together they can serve as the foundations of the politics of being and allow to identify actionable public policy agendas in many sectors mainly based on existing examples.

Some educators and teachers, when seeking to adopt a new pedagogy or technology, neglect to search for motivation. What will motivate the learner to accept and participate in any new method or technology offered by others? Based on personal experience, realistic observations, and literature reviews, we find that many educators and teachers suggest new pedagogy or technology for different purposes without consulting the ultimate beneficiary, who is the learner. Such behavior often creates resistance on the part of learners that negatively affects the desired outcomes.

From the lessons learned, for teachers in higher education (HE) to succeed in introducing or adopting a new pedagogy, such as active learning or modern technology, the learners' opinions must be explored, their points of view recognized, and their involvement in decision-making encouraged. We start by telling them what they should learn (curriculum, objectives, and content), then suggesting new pedagogy and technology and searching for consensus with the majority to get the required motivation. Active learning pedagogy is no exception here.

This chapter contributes to highlighting the importance of motivation for the success of active learning practices. Aiming to encourage educators and teachers to search for motivation before adopting a new project, pedagogy, or technology. This study offers a strategy to guide active learning practices in HE. We expect a positive impact of active learning practices in (HE) when such strategy (i.e., seeking motivation) is not neglected. The content analysis approach was adopted to collect data, and the data was analyzed by Excel. Finally, some recommendations were made.