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The purpose of this paper is to analyze the institutional and social forces that influence collaborative data sharing practices in cross-sector interorganizational networks. The analysis focusses on the data sharing practices between professionals in the transportation and public health sectors, areas prioritized for collaborative action to improve public health.

A mixed methods design is utilized. Electronic surveys were sent to 57 public health and 157 transportation professionals in a large major metropolitan area in the USA (response rate 39.7 percent). Focus groups were held with 12 organizational leaders representing professionals in both sectors.

The application of the institutional-social capital framework suggests that professional specialization and organizational forces make it challenging for professionals to develop the cross-sector relationships necessary for cross-sector collaborative data sharing.

The findings suggest that developing the social relationships necessary for cross-sector collaboration may be resource intensive. Investments are necessary at the organizational level to overcome the professional divides that limit the development of cross-sector relationships critical for collaborative data sharing. The results are limited to the data sharing practices of professionals in one metropolitan area.

Despite mandates and calls for increased cross-sector collaboration to improve public health, such efforts often fail to produce true collaboration. The study’s value is that it adds to the theoretical conceptualization of collaboration and provides a deeper understanding as to why collaborative action remains difficult to achieve. Future study of collaboration must consider the interaction between professional specialization and the social relationships necessary for success.

Since the transportation sector plays an important role in the initiation and propagation of business cycles, in previous chapters we developed output [transportation services output (TSI)] and other indicators to construct an index of coincident indicators for the U.S. transportation sector to identify its current state. We defined the reference cycle, including both business and growth cycles for this sector beginning in 1979 using both the conventional National Bureau of Economic Research (NBER) method and modern time series models. A one-to-one correspondence between cycles in the transportation sector and those in the aggregate economy was found; however, both business and growth cycles of transportation often start earlier and end later than those of the overall economy. Although the knowledge and inference based on coincident indicators can serve as an important reference for planning and other decision-making processes, these indicators are also subject to substantial lag due to data collection, processing and revision, underscoring the need to develop a system of leading indicators for the industry. Thus, in this chapter, we construct an index of leading indicators for the transportation sector as a forecasting tool using rigorous statistical procedures.

The purpose of this research paper is to understand the major factors considered before choosing the mode of transportation for the freight movement in India by different stakeholders and look into the future prospects on each of these sectors, i.e. railways, roadways and inland waterways.

This paper collected the primary data from the various stakeholders in the transportation sector and the secondary data through websites and various ministries of each of the sectors. The various factors are then determined by thoroughly analysing the responses by performing factor analysis in SPSS.

Earlier railways were the preferred medium of transportation, but the dynamics shifted during the 90’s to roadways, and now, it is responsible for nearly 60% of the freight traffic with waterways slowing increasing its share of the pie. Also, there are a lot of factors which stakeholders consider, but the major factors that came out are cost, sustainability, timing, government initiatives, visibility and performance.

The result of this study implies that sectors should create a robust network for easy reach of the customers and try working in conjunction to create an efficient, affordable and highly connected network. This study will also help in taking vital decisions regarding the future planning of transportation sector.

The findings help in improving the transportation network and help in better decision-making by various stakeholders while choosing the mode of transportation.

During the 2001 International Symposium on Forecasting in Atlanta, Peg Young approached me to inquire whether I would be interested in developing an output measure of the transportation sector for the purpose of macroeconomic forecasting. At that time, the Bureau of Transportation Statistics (BTS) of the U.S. Department of Transportation (US DOT) was interested in developing such a project in order for it to join the company of other federal agencies that produce monthly U.S economic indicators. During next two years with a research grant from US DOT at the University of Albany, SUNY, entitled “The Theoretical Development, Selection, and Testing of Economic Indicators for the Transportation Industry,” I developed the transportation services index (TSI) with the assistance of Herman Stekler as the consultant and graduate student Wenxiong Yao as the research assistant of the project. Needless to say, we had to make numerous visits to Washington to consult with DOT staff and for presentations. Identifying monthly indicators for different sectors of the transportation sector was difficult because transportation indicators had virtually disappeared from business cycle research since the early 1950s. The research project was completed in a year and during the summer of 2003. I went to US DOT headquarters in Washington DC with Wenxiong Yao to train its staff to produce the index on a monthly basis. On January 2, 2004, after ringing the opening bell of the New York Stock Exchange, the U.S. Transportation Secretary Norman Mineta announced the roll out of the TSI as a new economic indicator intended to measure the total freight and passenger activity in the U.S. economy. Six weeks later, the first monthly release of the TSI on March 10, 2004, marked the official beginning of the series that has been released and updated every month since then, and all reports are now available at http://www.bts.gov/xml/tsi/src/index.xml. The new indicator did not escape the media attention. On April 5, 2004, issue of Business Week, columnist James Mehring noted, “The index provides another sorely needed measure of the service sector. Services constitute about two-thirds of the economy, yet few government reports cover the…[It] should become a new crystal ball for economists and investors to peer into.” On March 15, 2010, the front page of Wall Street Journal reported the recent upward movement in the freight component of TSI, suggesting that the latest recession might have turned around.

The purpose of this paper is to highlight the level of knowledge management (KM) activity underway in the transportation sector. The environmental scan highlighted common business drivers for KM across transportation agencies.

The project team used outreach methods, environmental scanning techniques, targeted interviews constructed around amplifying questions to identify stakeholders. A two-day workshop was sponsored, where stakeholders could discuss common business interests and exchange KM practices.

The environmental scan methodology was successful and will be carried over to two other economic sectors in the coming year. The identification and elaboration of business drivers through the amplification process was a valuable contribution. Sharing of KM practices was highly effective because the participants were working from a common set of business drivers.

This activity has implications for other sectors. Well-designed environmental scans of KM programs and initiatives can identify stakeholders for intra-sector communities of practice. These communities of practice provide a support network for knowledge professionals working within organizations, provide the input for intra-sector KM research agendas, and a collaborative action plan for moving that agenda forward.

The workshop participants identified six action items to advance the practice of KM within their institutions.

The environmental scan and the workshop resulted in the creation of a community of practice of knowledge professionals for the transportation sector. The community of practice will work to advance KM within the transportation sector.

The authors believe the scan approach provides a new and valuable approach to encouraging the practice of KM in the field of transportation. The authors also suggest that this approach may be used effectively in other sectors to promote the discipline.

The maritime freight transportation industry has played an important role in the Korean economy. The Korean maritime freight transportation industry is faced with a period of transforming it competitively and efficiently in this global age. This paper, therefore, aims to identify the impact of the maritime freight transportation industry in the Korean national economy. Hence, this paper provides policy-makers with accessible and reliable information regarding the role of the Korean maritime freight transportation industry. This study employs input-output (I-O) analysis to examine the role of the maritime freight transportation industry in the national economy for the period 1995-2003, with specific application to Korea. This study pays particular attention to the maritime freight transportation industry by taking the industry as exogenous variable and then investigates its economic impacts. We identify inter-industry linkage effects in 20 sectors, production-inducing effects, added value-inducing effects, and supply-shortage effects of the maritime freight transportation industry.

The Built Operate Transfer (BOT) model has been increasingly used in transportation investments in Vietnam. However, there is still an inadequacy of risk management applications in these projects and lack of research in this area. The study aims to improve the success of projects implemented through the BOT model in Vietnam.

The study followed a sequential design including interviews and a questionnaire survey to investigate the perception of stakeholders from public and private sector regarding the probability of occurrence and the severity of impact of risks in BOT transportation projects in Vietnam. Quantitative data from the survey was subjected to descriptive and inferential statistics to explore the priority of risks as well as the differences in the perception between the public and private sectors.

The results showed that the top five most significant risks in BOT transportation projects in Vietnam are: (1) problems with land acquisition and compensation, (2) inappropriate location of toll booths, (3) public resistance to pay, (4) high toll rate and (5) lack of cash flow. With the exception of “lack of cash flow,” there were no statistically significant differences in the rankings of individual risks between the public and private sector. In addition, there is a significant positive correlation in the overall rankings of all risks for both sectors.

This study contributes to the body of knowledge by exploring the probability of occurrence and the severity of the impact of risks in BOT transportation projects in a developing country like Vietnam which has not been extensively explored yet. Second, it provides an insight into the perception of stakeholders from the public and private sector regarding the level of risks which is very useful for potential stakeholders in making decisions when they intend to participate in such partnerships. Third, it enables the Vietnamese government to establish suitable policies related to such projects. These contributions are very important in improving risk management in PPPs in developing countries.

This chapter examined the financial effects of COVID-19 pandemic on the Nigerian tourism by disaggregating the tourism sector into transportation industry, accommodation industry, travelling agencies, resorts/tourist site and regulatory agencies. Specifically, this study only targeted 240 key players in the Nigerian Tourism sector in Lagos state while the sourced data were analysed using Pearson correlation analysis. The result revealed that the emergence of COVID-19 pandemic has a negative statistical influence on both the transportation and accommodation industry. The financial implication of this result is that the emergence of COVID-19 pandemic increased the cost of transport, sharply reduced revenue inflow into the transportation and accommodation industry Again, the emergence of COVID-19 pandemic exerted positive significant influence on Travel agency and resort/tourist site. However, the emergence of COVID-19 pandemic exerted positive insignificance influence on regulatory agency. Hence, the study concluded that the emergence of the COVID-19 pandemic increased the cost of transport, sharply reduced revenue inflow into accommodation industry, increased travel agency and resort/tourist site costs. Premised on this, the study recommends that the federal government should ensure that the cost of transportation is subsidized, as this would help to correct the negative effect of COVID-19 on the Nigerian transportation industry.

The problem of climate change is one aspect of the broader problem of sustainability. Many businesses in most sectors now accept that they must address the issue of climate change in order to survive and grow in ever‐changing entangled business economies. Due to mounting pressure from stakeholders, top executives of many organisations are now implementing various carbon emissions reduction strategies. However, the extent to which businesses embrace climate change and carbon management as an integral pillar of their business models remains unclear and poorly understood. This paper seeks to address these issues.

The aim of this research is to investigate the key carbon emissions reduction initiatives currently being implemented in the UK industrial sectors so as to improve their competitiveness. In order to achieve this aim, a mixed research methodological approach was adopted to collect and analyse data. Four industry sectors were examined, specifically: energy and utilities, transportation, construction and not‐for‐profit organisations; with specific respect to their environmental, social and economic impact on the UK society.

The level of implementation of carbon emissions reduction strategies within the UK industrial sectors is fairly “low” and varies significantly across the four sectors; with relatively high uptake in the energy and utilities sector, and low uptake in the construction sector. The level of implementation of change management initiatives to deal with carbon emissions reduction initiatives is also relatively “low”.

This study suggests that carbon emissions reduction strategies are in their infancy. Taken together, the impact of management commitment and leadership, climate change‐related policies, structures, reward systems, training programmes and performance reporting are key factors in successful implementation of low carbon strategies. The paper concludes that there is a need for cross‐sector collaboration to capture and share best and worst practices relating to low carbon strategies.

The paper provides a richer insight into the understanding and awareness of low carbon strategies for competitive advantage.