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Purpose — This chapter examines links between mobility, risk of social exclusion (SE) and well-being and uses its findings to impute a value to improved (or reduced) mobility. It applies the relevant value to show the benefits of the Melbourne route bus network and to estimate loadings on individual services that are required for service user benefits to break-even with service costs.

Methodology — The research findings are based on econometric modelling of risk of SE and well-being, as a function of a range of likely contributory factors. The modelling draws on household travel survey data and on survey data specifically collected on factors thought likely to affect risk of SE and/or well-being. These factors include social capital, sense of community, household income and trip making, together with a range of psychological and personality variables.

Findings — The modelling shows that a reduced risk of SE is associated with increases in social capital, sense of community, household income and trip making. A lower risk of SE, in turn, is associated with improved reported personal well-being, which is also affected by a range of psychological variables and age. The analysis shows that additional trip making is very highly valued and that this value increases as household income declines. A case study that applies the resulting values shows that Melbourne’s route bus services produce benefits almost four times their costs and that the ‘social inclusion’ benefits calculated in this research comprise the largest single benefit component. This result is particularly important in supporting further investment in improved public transport services.

Megaprojects have a long-lasting impact on all three dimensions of sustainability-social, environmental and economic. The advent of the COVID-19 pandemic has further heightened the importance of sustainability due to its disastrous consequences on the global economy and business activities. This study aims to explore the interactions and interventions of various actors in the megaproject field to institutionalise sustainability.

The current study adopted the organisational field approach as the theoretical lens to understand the decision-making process amongst multiple actors with conflicting interests that come together to play an active role in addressing a common interest of sustainability in megaprojects. A single case study has been undertaken using an Indian metro rail megaproject with multiple sources of data (interviews, documents, media reports).

This study showed that the institutionalisation of sustainability is dependent on interactions of various organisations and influences from institutions. Various institutional measures organised within the field to enhance sustainability practices before and during the COVID-19 pandemic are captured. Four institutional logics (instrumental, intrinsic, equivocal and political) that emerged from the case study are discussed. Finally, while not exhaustive, this study proposed recommendations that can help refine sustainability actions considering COVID-19 implications on megaprojects.

This study's findings emerged from a single case study. The developed conceptual framework can help further research with multiple cases of megaprojects in various fields or countries.

This study would be novel in advancing the organisational field approach in megaproject sustainability.

This study examines the effectiveness of passive value capture mechanisms as an effective form of mechanisms in funding infrastructure from an Australian perspective. The lukewarm response of active value capture mechanisms such as betterment levies in Australia is also discussed.

A case study of the Sydney Metro City and Southwest (SMCSW) project in Sydney is used to illustrate passive value capture mechanisms.

Unlike many developed countries, passive value capture mechanisms have been adopted in Australia. This approach is an effective form of value capture mechanisms to capture the value uplift to offset the total development cost of the SMCSW project. However, this approach is highly sensitive to property transaction activities that could be affected by the general economic conditions and unprecedented events such as the COVID-19 pandemic. Further, there is a widespread discussion of the efficiency of land tax in New South Wales (NSW) in capturing all properties subject to the value uplift. Consequently, a shift towards a broad-based land tax is recommended in which it would provide a more efficient way of infrastructure funding.

Policymakers should consider a broad-based land tax for residential and commercial properties in order to improve the efficiency of passive value capture mechanisms. This also highlights property valuers should play a greater role in the development of broad-based land tax system.

Previous studies have extensively demonstrated property value impacts of transit investments; very little research assesses the growth of value capture funding mechanisms, particularly passive value capture mechanisms. Specifically, this paper is the first paper to assess the effectiveness of passive value capture mechanisms.

The purpose of this paper is to evaluate public transportation efficiency in larger cities. Global agreements to decrease environmental emissions in the future (CO₂), world‐wide decreasing reserves of oil, and growing population in larger cities is the main motivation to develop efficiency benchmarking measurement models for public transportation systems, and gives reason for this research work. Also, from the point of view of the city, data envelopment analysis (DEA) based efficiency measurement has not been researched earlier, which is another motivation for this study from the method development perspective.

Four different DEA‐based efficiency benchmarking models are used to evaluate public transportation efficiency in larger cities. Data are from year 2001, and amount of analyzed cities in smaller DEA model is 52 and in larger 43. This gives statistical significance and efficiency measurement confidence over the results.

Medium‐sized, old and central European cities such as Bern, Munich, Prague and Zürich show frontier performance in all four models. Mega‐cities fail to reach frontier and/or good performance in small “services used” DEA model. However, some other medium‐sized cities show contrarian behaviour for “space used” DEA model. Lowest performance is more divergent in the analyses, but is found from Spanish cities, Athens, Middle East and North America. The author also found support from regression analysis that higher DEA efficiency results in lower share of private car use in large cities.

This research work uses only year 2001 data, and should be repeated in the future as public transportation data18base is being updated. The research is also limited on the use of DEA method, and other efficiency measurement methods should be used to verify the results further.

According to the author's knowledge, this research work is seminal from the city‐level DEA efficiency benchmarking studies concerning public passenger transportation systems. Earlier research works have concerned actors (e.g. bus companies or rail operators), but the overall picture from the city level has not been researched before.

The purpose of this paper is to measure and map the potential transportation network impedance to last-mile delivery (LMD) using spatial measures representing attributes of road network and planning controls.

The transport network impedance is estimated as the potential hindrance to LMD as imposed by the characteristics of the built and regulatory environment. A matrix of key transport and planning measures are generated and overlaid in geographical information systems to compute and visualise the levels of transportation network impedance to LMD using a composite indexing method.

The mapped outputs reveal significant spatial variation in transportation network impedance to LMD across different part of the study area. Significant differences were detected along the road segments that connect key industrial hubs or activity centres especially along tram routes and freight corridors, connecting the Port of Melbourne and logistic hub with the airport and the Western Ring Road.

The use of static measures of transport and urban planning restricts the robustness of the impedance index, which can be enhanced through better integration of dynamic and real-time movements of business-to-business LMD of goods. Spatial approach is valuable for broader urban planning at a metropolitan or council level; however, its use is somewhat limited in assisting the daily operational planning and logistics decision making in terms of dynamic routing and vehicle scheduling.

The built and regulatory environment contributes to the severity of LMD problem in urban areas. The use of land use controls as instruments to increase city compactness in strategic nodes/hubs is more likely to deter the movement of urban freight. The mapped outputs would help urban planners and logisticians in mitigating the potential delay in last-mile deliveries through devising localised strategies such as dedicated freight corridors or time-bound deliveries in congested areas of road network.

This is the first study that measured the potential transport network impedance to LMD and improved understanding of the complex interactions between urban planning measures and LMD. Micro-scale mapping of transportation network impedance at the street level adds an innovative urban planning dimension to research in the growing field of city logistics.

The purpose of this paper is to shed light on the relationship between organizational commitment (OC) and organizational citizenship behavior (OCB) as mediated by employee engagement (EE). The impact of different facets of OC (affective, continuance and normative) and EE (alignment, affectiveness and action-orientation) is examined with respect to OCB.

Insights from the literature underpin the hypotheses on how EE mediates the relationship between OC and OCB. Primary data using survey questionnaire were collected from 881 permanent employees of Delhi Metro Rail Corporation (DMRC) in India. Hayes' model 4 has been used for the mediation analysis.

The analyses show that only one facet of OC- affective commitment and the alignment and action-orientation dimensions of EE positively affect OCB. The relationship between OC and OCB is fully mediated by EE.

The results imply that engaging employees is pivotal for effectively fostering citizenship behavior among employees. Organizations should be willing to implement strategies and interventions which enhance the emotional experience of employees to foster a sense of belongingness with the organization and engage them.

The paper draws on a unique data set of a prestigious organization in India to provide insights with substantial degree of generalizability into the relationship between OC, OCB and EE, whilst applying a comprehensive definition of these constructs. It is the first study to examine the inter-relationship among different facets of these constructs.

Purpose — The Department for Transport's 2011 GPS National Travel Survey (NTS) pilot study investigated whether personal GPS devices and automated data processing could be used in place of the 7-day paper diary. Using GPS technology could reduce the relatively high burden that the diary places upon respondents, reduce costs and improve data quality.

Design/methodology/approach — Data was collected from c.900 respondents. Practical changes were made to the existing methodology where necessary, including the collection of information to support data processing. Processing was undertaken using the University of Eindhoven's Trace Annotator. Results from the GPS pilot were then compared to those from the main NTS diaries for the same period.

Findings — There were no insurmountable problems using GPS devices to collect data; however, the processed GPS data did not resemble the diary outputs, making GPS unsuitable for the NTS. The GPS data produced fewer and longer trips than the diary data. The purpose of a quarter of the GPS trips was unclear, and a disproportionate share started and ended at home.

Research limitations — Further work to manually inspect trips identified via validation as unfeasible and subsequently refine the processing algorithms would have been desirable had time permitted. GPS data processing may have been hindered by missing GPS data, particularly in the case of rail travel.

Originality/value — This research used an accelerometer-equipped GPS device to better predict the method of travel. It also combined addresses that respondents reported having visited during the travel week with GIS data to code the purpose of trips without using a post-processing prompted-recall survey.

Attracting commuters from driving to light rail systems has a good potential for reducing carbon emissions. However, the light rail system is interrupted by disruptions frequently, which reduces its attraction to passengers. Therefore, how to provide a quick replacement service during disruptions is of vital importance to avoid passengers change to other higher emission vehicles. The purpose of this paper is to focus on the decision analysis of the replacement tool for disruption recovery service in urban public light rail systems from the perspective of environmental effect.

The traditional approach – bus replacement service – and the new approach – taxi replacement service – which has been recently adopted by several cities, are examined individually and compared. The benefit of the light rail company is formulated by balancing between carbon emission and financial cost. The involving parties’ decision functions taking the passengers’ behaviors as well as numerous other important factors into account are formulated.

Both theoretical and numerical sensitivity analyses are conducted to shed light for light rail systems to better coping with disruptions, increasing service level, and attracting more passengers to the environmental transit system to reduce carbon emission.

It is worth mentioning that this research is a successful application for disruption recovery in a public transit system considering the environmental effect. To the authors’ knowledge, this research is one of the first of such applications in this area and can be used not only in the public light rail systems, but also in other urban public transport network components such as the subway and rail systems.