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For railway infrastructure, benchmarking is an effective tool that can support the management in their pursuit of continuous improvement by the use of maintenance performance indicators (MPIs). Hence, there is a need to study the MPIs and link them with benchmarking. The purpose of this paper is to present case studies dealing with the application of benchmarking and maintenance performance indicators for the railway infrastructure.

Case studies were conducted at Banverket (the Swedish Rail Administration) and at Jernbaneverket (the Norwegian National Rail Administration), which is responsible for the Norwegian part of the Iron Ore Line between Kiruna in Sweden and Narvik in Norway. The results from the two case studies are compared and analyzed. The benchmarking data for the railway infrastructure are retrieved, classified and analyzed for best practice improvement.

MPIs can successfully use benchmarking as a tool for improvement by learning from within or from other organizations for continuous improvement, which is a rather new phenomenon in the railway industry.

Each railway infrastructure is unique due to its geographical locations and constraints, besides the organization, management and other resources. These factors need to be considered while benchmarking the railway infrastructures.

The results obtained in these case studies can be used by the railway infrastructure managers for continuous improvements. Moreover, other relevant MPIs required by the railway infrastructure managers can be benchmarked in a similar manner.

The paper presents a structured method for continuous improvement of railway infrastructure by using MPIs for benchmarking.

The mega railway infrastructure projects are faced with complex environments and multi-level management challenges. Thus, the mega railway infrastructure project management system not only needs to focus on its composition, but also needs to consider changes and impacts of internal and external environment.

This study attempts to introduce the concept of dissipative structure from the perspective of complexity theory and constructs a positive entropy and negentropy flow index system for mega railway infrastructure project management system in order to analyze the factors of management system more deeply. The Brusselator model is used to construct the structure of the mega railway infrastructure project management system, and the entropy method is used to calculate the positive entropy and negentropy values to verify whether the management system is a dissipative structure.

A plateau railway project in China was used as an example for an empirical study, not only its own characteristics are analyzed, but also the role of constraints and facilitation of the internal and external environment. Based on the research results, several effective suggestions are put forward to improve the stability and work efficiency of mega railway infrastructure project management system.

This study demonstrates that mega railway infrastructure project management system has the characteristics of dissipative structure. It can provide theoretical support for the development of mega railway infrastructure project management system from disorderly state to orderly state.

Railways are a well-known example of complex critical infrastructure, incorporating socio-technical systems with humans such as drivers, signallers, maintainers and passengers at the core. The technological evolution including interconnectedness and new ways of interaction lead to new security and safety risks that can be realised, both in terms of human error, and malicious and non-malicious behaviour. This study aims to identify the human factors (HF) and cyber-security risks relating to the role of signallers on the railways and explores strategies for the improvement of “Digital Resilience” – for the concept of a resilient railway.

Overall, 26 interviews were conducted with 21 participants from industry and academia.

The results showed that due to increased automation, both cyber-related threats and human error can impact signallers’ day-to-day operations – directly or indirectly (e.g. workload and safety-critical communications) – which could disrupt the railway services and potentially lead to safety-related catastrophic consequences. This study identifies cyber-related problems, including external threats; engineers not considering the human element in designs when specifying security controls; lack of security awareness among the rail industry; training gaps; organisational issues; and many unknown “unknowns”.

The authors discuss socio-technical principles through a hexagonal socio-technical framework and training needs analysis to mitigate against cyber-security issues and identify the predictive training needs of the signallers. This is supported by a systematic approach which considers both, safety and security factors, rather than waiting to learn from a cyber-attack retrospectively.

The aim of this paper is to compare the railway and internet revolutions. What do they have in common and what is different between them, considering the 150‐year time difference in their occurrence? As time passes, can internet developers learn something from the railway industry?

The two industries have a lot of common. Both railways and the internet represent national infrastructures that cannot be managed just based on business management principles. As both are concerned with traffic, either that of physical goods or of messages, the two industries also seem to have a lot in technical terms when one takes a sufficiently abstract point of view. The main message is that in the long term, the railway revolution vanished and the industry turned into a low profit/interest field. The internet might follow the same path.

The paper in its current form is based on a literature review only. Its quality could be improved with a detailed empirical study. Other similar infrastructure‐type industries could also be involved.

There are several things that could be improved in the management of the internet, but they are large‐scale issues needing co‐operation between the many stakeholders in the internet. Examples are those of avoiding the digital divide and catering for critical “last mile” connections, as well as managing the diversity of different standards.

As far as the author knows this is the first paper of its kind comparing these two industries. The message is that more cross‐industrial studies need to be performed. Also, the message of the paper – that the internet might turn into a low‐interest business in the long run – has not been discussed sufficiently.

The large-scale construction of China’s transportation infrastructure has driven the flow of elements between regions, which has provided convenient conditions for the accumulation of advantageous resources.

Based on the panel data of 31 provinces in China in the past 2003-2017 years, this paper applies the spatial econometric model and partial differential method and empirically analyzes the spatial spillover effect of transportation infrastructure on employment in the service industry under four spatial weighting matrices.

The results show that for every 1 per cent increase in the level of transportation infrastructure, the employment density of the service industry in the region can be increased by 0.1274 per cent. It is worth noting that roads promote the employment of the service industry more than railways and inland waterways. However, inland waterways have not shown positive effects. The results on spatial spillover of transportation infrastructure indicate that railway has obvious promotion effect on the employment level of service industry in the surrounding area, while the highway has hindered the effect. The spatial spillover effect of inland waterway is not obvious.

The value of this paper is to consider the impact of China’s transportation infrastructure on employment in a particular industry, especially in the service industry. The research will help to provide empirical evidence for policymakers. The government needs to invest and build transportation infrastructure based on the stage and development potential of the employment development of the regional service industry.

This chapter begins by outlining the ‘theory’ behind the achievement of a financially sustainable railway, before then examining the realities faced when implementing that theory. This is from the context of the main railway financial outgoings and sources of revenue in both the short- and long-term time horizons. What it suggests is that attainment of such a position has proved to be extremely difficult in practice, with the main reasons for such difficulties outlined and discussed. What is clear, however, is that any such initiatives revolve around the establishment of rigid and robust regulatory and organisational structures that create and maintain a clear separation between state and railway, strongly supported by the ideas of rail financing and rail funding.

Of the three ‘pillars of sustainability’, railways’ initial focus was on the economic pillar, having been developed in the nineteenth century to enable economic development and having struggled in the mid-twentieth century to maintain their economic sustainability in the face of competition from road and air transport. From the 1960s onwards, increased focus on and concern about social and environmental sustainability, together with rail’s comparatively high capacity and low environmental impact, has led to renewed interest in the role of rail in passenger and freight transport. Providing the necessary railway system capacity to enable a significant modal shift from air and (especially) road transport requires major investment, and there is a trade-off between the economic sustainability of these investments and the resulting social and environmental sustainability benefits. However, the railways should also benefit from the increased revenue resulting from improved services and could be supported by additional financial incentives to encourage modal shift. Similarly, there are different philosophies of and approaches to timetable planning and development, ranging from making the most economically sustainable use of resources to the provision of high-frequency, integrated ‘clockface’ timetables, providing passengers and freight users with an attractive range of travel and transport opportunities. Future sustainability, capacity, timetabling and other aspirations are set out in the Rail Safety and Standards Board’s Operational Philosophy for the GB Mainline Railway: these aspirations were developed in the context of Britain’s heavy rail system but are also more generally applicable.

This paper aims to investigate the effect of institutional logics on the intended resource coordination and integration in extended enterprises (EEs).

The qualitative multiple case study approach collected data from three EEs and their hierarchical organizational context in the restructured and privatized railway sector of the Netherlands by observing 40 meetings, conducting 31 semi-structured interviews and 9 feedback meetings and perusing organizational documents.

Performance and professional logics characterized the EEs and their hierarchical organizational context. Aligning these logics failed to support the resource coordination and integration in the EEs because of the logics’ resource-centric nature. The co-creation logic in one of the EEs mitigated this resource centrism by addressing the resource personifications and representations of the professional and performance logics. Business unit representatives having hierarchically overlapping organizational positions supported this change process by offering protection from resource-centric logics.

The chosen research design limits the generalization of the findings but reveals new scientific and practical insights on the role of institutional logics for sustaining EEs.

The various EE business-units, but especially their contract and concession authorities, need to realize the crippling effect of resource-centric logics on sustaining an EE. Becoming aware of the resource personifications and representations of these logics can assist in addressing their negative effects.

No previous studies have empirically investigated the effect of institutional logics on the intended resource coordination and integration in EEs.

This paper aims to show a long run and causal association between economic growth and transport infrastructure.

In this study, the authors use ARDL models through the period 1990 – 2020 to investigate the relationship between transport infrastructure and economic growth in India.

The infrastructure has a positive impact on economic growth in India for the long run. Moreover, Granger causality test demonstrates a unidirectional relationship between transport infrastructure to economic development. Stimulatingly, the paper highlights the effect of air infrastructure statistically insignificant on economic growth in the long and short-run period.

The original outcome from the study delivers an inclusive depiction of determinants of economic growth from transport infrastructure in India, and these findings will help the policymakers to frame policies to improve the transport infrastructure. Hence, it is proposed that the government of Indian should focus more to upsurge the transport infrastructure for higher economic development.