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Avoiding truck congestion and peaks in landside activity is one of the challenges to container terminal managers. The spreading of truck arrivals at terminals can be facilitated by widening the opening hours of terminals at the landside. Israel’s Ministry of Transport has instituted the “Good Night Program”, involving monetary incentives for importers and exporters who deliver containers to ports at night.

This paper aims to quantitatively examine the market utility resulting from shifting traffic from daytime to nighttime, and analyzes customer considerations regarding nighttime transportation.

The external utility found in the traffic-economics model is quite similar to the economic incentive given to customers. Therefore, a significant increase of the incentive is not feasible.

Furthermore, it seems that an incentive method by itself is not effective enough, and does not motivate customers to act and find creative solutions to the obstacles they face. To achieve a considerable change in nighttime transport to Israeli ports, more effective methods should be examined.

This paper presents a case study examining the emissions impacts of a modal shift from on-road trucks to rail for goods movement through the Southern California ports region, one of the severest non-attainment areas in terms of national air quality standards. Recent completion of the Alameda Corridor, a 20-mile rail expressway that connects the Ports of Long Beach and Los Angeles with rail mainlines near downtown Los Angeles, provides substantial reserve capacity for port traffic to be diverted from the severely congested road network to the rail line. On-road vehicles emissions were estimated using California mobile-source emissions model, ‘EMFAC’ that incorporates a set of emissions factors for each vehicle type and an estimate of vehicle activity. These emissions were then compared with the emissions generated from trains increased to carry freight volume diverted from truck traffic. On the basis of year 2000 traffic level, it was estimated that for a 20 percent modal shift of port traffic, mobile-source emissions can be reduced up to 0.86 tons for nitrogen oxides and 16 kg for particulate matter per day. The analysis results indicate that encouraging the modal shift for port-related freight traffic should be an integral part of overall air quality improvement initiatives for the study area.

COVID-19 has influenced the way we utilise the radio spectrum in terms of increasing data rates, the localisation of usage, and the transfer of traffic from urban to rural areas. Most regulators have shown sympathy towards operator requirements, stipulating a range of mitigation actions including allowing technology neutrality and temporary assignments. Internationally, the ITU-R suspended all physical meetings and launched a new global network resiliency platform named ‘REG4COVID’ to share experiences including those related to spectrum management.

It is argued in this chapter that the pandemic has supported the calls for additional unlicensed spectrum for Wi-Fi in the 6 GHz and accelerated the rollout of 5G. Moreover, despite of increasing use of streaming, it is quite difficult to assume that traditional linear TV will be replaced, at least in the near future for a variety of reasons. The pandemic has also raised the question as to whether an innovative assignment model could be used to assign the spectrum instead of auctions, and whether, in some countries where temporary assignments were made, frequencies are kept unutilised or reserved. Concerning international spectrum management, it is expected that WRC-23 will be held on time though there will be some implications for issues such as the regulatory time-limits for bringing into use satellite networks frequency assignments. Finally, it is argued that the pandemic has also demonstrated the importance of flexibility and agility in national spectrum management, and placed spectrum managers in a new position where they were forced to be proactive instead of their traditional reactive role.

This paper aims to present a project in Australia, where participants use smartphones to measure the level of traffic noise in their homes. Through the data collected, participants learn if they are subjected to sleep disturbances and, if so, understand how they can manage the issue to protect their health. The project also has a secondary purpose: the local council would like to engage its community through the exercise and be seen as acting on the community’s problems.

The approach taken was the development of a mobile app call 2Loud? that turns the smartphones of participants into noise sensors with accuracies comparable to professional sound-meters. The data collected are analyzed by environment and acoustic experts, and personalized feedback, in the form of mitigation strategies, is then provided. The strategies are delivered through the app to allow participants to share within the community and hence, propagate the solution to non-participants.

Participants who are technologically literate find a sense of empowerment as a result. They confirmed the importance of “closing the loop” with the feedback they received after their voluntary data collection effort. They also reported some sense of satisfaction with the technology as an interim solution and noted the council’s creative approach.

This project first showcases how a participatory setup could be extended to create a “closed-loop” feedback system that further empowers its users. It is also a case example of how an organization could engage and manage its stakeholders’ expectations through innovative use of participatory sensing systems.

The purpose of this paper is to develop a life cycle risk management framework for public private partnership (PPP) infrastructure projects that lead to the realization of value for money and balance of interests between different partners including the public and end users.

This paper draws on extensive theoretical research and literature reviews, coupled with case study methodologies. A comprehensive review of current literature in the field was first carried out. Then three PPP infrastructure projects, two from Australia and one from China, are studied to scrutinize reasons leading to their dilemma and articulate the valuable lessons learnt in relation to risk analysis and mitigation.

The paper found that properly assessing risks (financial, government's political and public's acceptance/rejection risks), ensuring value for money and protecting the public (and end users') interests are essential in PPP infrastructure projects and this can only be achieved through optimal risk identification, assessment, allocation and management from a life cycle perspective and balanced interests between the Government/public and private partners as well as product end users.

The paper was limited to proposing the framework; therefore the next step should be testing the framework.

The framework proposed in this paper should be practical and useful for professionals in managing the risks associated with the procurement of PPP infrastructure projects.

The PPP method has been increasingly used to procure large‐scale infrastructures such as freeways, railways, tunnels and bridges worldwide. While there have been many successful PPP projects, unsuccessful cases abound and studying them can help people better manage the risks in future PPP infrastructure projects. To ensure the success of PPP infrastructure projects, it is important for all partners to manage the risks from a project life cycle perspective, in which risks are identified and assessed in the earliest possible project stage and are allocated to the parties who are in the best position to control them. Furthermore, it is also important to continuous monitor the risks and develop proactive risk respond strategies throughout the project life cycle. To this end, this paper provides a life‐cycle risk management framework for PPP infrastructure projects.

Researchers have studied processes of improving road traffic-safety culture by explicitly evaluating the socio-psychological phenomenon of traffic-risk. The implicit traffic-system cues play an important role in explaining urban traffic-culture. This paper aims to ascertain an interpretive framework of the alternative processes of road traffic safety culture is antecedent to promote traffic-safety behaviour in Indian urban context. Subsequently, the authors discussed the reasons for those relationships exists.

Four experts of the urban traffic-safety domain participated in total interpretive structural modelling (TISM) study by completing an interpretive consensus-driven questionnaire. The drafted interpretive model was evaluated for road users proactive action orientation about the traffic-safety decision.

The evolved directed graph (digraph) of the culture of urban traffic-safety management was a serial three-mediator model. The model argued: In the presence of traffic-risk cues, people may become apprised to safety goals that initiate traffic-safety action. Consequently, expectancy-value evaluation motivates the continuation of traffic-safety intention that may lead to the implementation of adaptation plan (volitional control), thus habituating road users to traffic-safety management choice.

The modellers of traffic psychology may empirically estimate and test for the quality criteria to ascertain the applicability of the proposed mechanism of urban traffic-safety culture. The decision-makers should note the importance of arousal of emotions regarding traffic-risk, reduce the impact of maladaptive motivations and recursively improve control over safety actions for promoting safety interventions.

The authors attempted to induce an interpretive model of urban traffic-safety culture that might augment extant discussion regarding how and why people behave in an urban traffic system.

The purpose of this paper is to identify the problems faced by banks, lenders, financial institutions, public authority, developers and concessionaires in course of financing of public–private partnership (PPP) road projects. Subsequently, the reasons that contribute to these problems were analyzed to come up with recommendations for mitigation of these problems.

The methodology adopted is based on identification of financing problems and the reasons thereof, from a systematic and critical review of literature. Financing details including problems faced and reasons behind were extracted from details of one port, one airport and one road project. Data pertaining to financing of PPP road projects have been collected for completed (five projects) as well as projects under implementation (five projects) during a time interval of four months, starting from December 2018 to March 2019. The chosen three projects for case studies were executed in airport project at Kolkata in four years, offshore container terminal at Mumbai port in six years and Tuni Ankapali road project in three years. This period attains importance, as simultaneous progressive development and innovation in the PPP mode of project execution was taking place rapidly.

The commercial banks in India dominate in providing debt to the PPP infrastructure projects, especially in the road sector. The non-banking financial companies and other intermediaries were still in their infancy then, and a corporate bond market was growing steadily, though slowly. Financing problems faced by the developers resulted in unwarranted time and cost overruns emanating from delay in land acquisition and grant of approvals, with these being the two major barriers to private sector participation. Even schedule overrun finally resulted in increased construction and financing cost.

Demand for upgradation, building and expansion of transportation infrastructure (roads) exists to keep pace with economic development. Problems like lack of a developed market for financing, inadequate institutional capacity, lack of personnel having domain expertise and absence of exclusive legislation to govern the implementation of PPP road projects are encountered by the sponsors and developers. Delay in land acquisition and environment clearance inhibits any decisive action by the lenders and investors, as these two are integrally linked to the decisions to be taken with respect to the financing of projects. Investors and bankers are generally apprehensive of their investment getting locked in or ending up as non-performing assets. Identification and proposed mitigation of these problems may likely smoothen the rough edges for the financing of projects, resulting in smoother implementation.