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This paper aims to describe global trends and policy responses with respect to the social sustainability of urban mobility which, put simply, refers to whether the benefits and costs of transport and travel services (mobility) and the spatial organisation of facilities and services (accessibility) are equally and equitably distributed in a society or community. Considering urban transport provision from a social sustainability framework raises critical issues of policy goals and purpose, not least of which is the consideration that policies aimed at stemming or reducing urban mobility should not accentuate existing inequities and inequalities in accessibility. It also raises issues of reshaping urban decision-making structures to better integrate the end-user, where the end-user includes both those who are presently included in mobility and accessibility provision and, most importantly, those who are presently and have been previously excluded.

Comprehensive research into the global policy literature and urban practice around socially sustainable urban mobility under the auspices of an international agency.

The databases and methodologies around social sustainability have not been sufficiently developed to permit ready operationalisation. The use of electronic technology and user feedback – which such technology makes possible – has not been adequately harnessed to develop the necessary methodologies for the measurement of social sustainability with respect to urban mobility.

The development of improved social sustainability methodologies will increase the probability of the building of pro-poor infrastructure.

The development of improved social sustainability methodologies will proved improved frameworks for evaluating the social responsibility of transport options.

The development of participatory methodologies and evaluatory frameworks will lead towards more cohesive and better integrated cities, that is more socially sustainable cities.

This paper makes the case that the participatory research necessary to the evaluation of transport projects, schemes and networks as socially sustainable has not yet been undertaken. It brings together a set of global evidence to make the case that current discussions of the social sustainability currently take place in an evidence and policy vacuum.

Crime in public places is an increasing concern for the police, users of public places and the general public at large. Significantly, users of public transport facilities consistently perceive their risks from crime to be considerably higher, hurting levels of patronage. The aim of this study is to examine concerns for personal safety and measures that could improve sense of personal safety in a Nigerian public transport facility. This study further examines whether respondents’ perceptions determine frequent use of this public place. Explanatory factors are personal safety and place improvements concerns ratings.

The study adopted a case study. The selection of this was accomplished using carefully defined criteria in previous studies. The research process consists of three steps the on-site assessment, objective insecurity assessment and subjective insecurity survey. Both quantitative and qualitative data were collected. Quantitative data were explored using mean ranking, percentages and correlation, whereas qualitative information was analysed using narrative techniques of reporting. To define the major determinants of the frequent use of this public place, a multiple ordinary least squares regression was constructed for variables in the correlation model.

Results show that places within the site are not designed to meet crime prevention through environmental design strategies, as 625 crimes were documented with thefts well above other listed crimes. Respondents exhibited a significant level of concern for their safety across all the factors enumerated while the most important improvements concern was enhancements to lighting. Generally, findings suggest that there is still much to be done to improve elements of surveillance, access control, territoriality, image management and activity support on the site. Regression model shows that efforts to enhance perceived safety of users would have major significance on the frequent use of this facility.

Policies on public place developments should be mainly in terms of tackling the environmental design of car parks and the effects of darkness at night time. This should involve improvement of lighting and the installation of CCTV, security camera as well as constant maintenance of bushes, vegetation, plants, trees and other elements of the landscape. Furthermore, the aesthetics of the site has to be attractive to users. The site and its closest surroundings have to be well-maintained and cared for. Besides, place lines and private areas must be defined with plants, pavement treatments, short walls or fences.

Previous studies on safety and security of public transport places, particularly rail facility, have mainly concentrated on the relations between fear of crime, perceived safety and place improvement concerns. To the best of authors’ knowledge, no study till date has explored how they correlate to the patronage of the transport facility, particularly in the sub-Saharan nations. This study contributes to existing literature having revealed perceived personal safety and transport place improvements concerns to be another important dimension of rail transport patronage in the Nigerian context.

This paper aims to analyze the demand for mobility in higher education to understand the critical elements of students' mobility and the potential impact of accessing sustainable alternatives. The demand for different means of transportation accounts for socioeconomic variables such as household income and size, gender, age, among other travel factors such as distance, time, speed and direct cost.

This research uses a unique data set encompassing a representative sample of households across gender and municipalities in the Monterrey Metropolitan Area in Mexico. This paper uses the value of transportation time savings approach to estimate the derived demand for mobility in higher education across different means. The empirical strategy uses a linear utility framework in a multinomial non-ordered logit model to analyze the conditional selection of transportation as a function of sociodemographics, direct monetary costs and travel determinants such as travel time, distance and speed.

Men students are more likely to use an unsustained transportation mode such as a car or cab than women. Income is a crucial determinant for transportation demand. There is a negative relationship between household income and walking or riding the bus but positive with driving a car. An increase in the time of the trip decreases the probability of walking while increasing the likelihood of using a car or riding the bus to school. Students who feel safe while riding a bus are more likely to use the bus or walk as transportation than using a car. Finally, having access to better quality sidewalks significantly incentive walking over other transportation options.

Results show that individuals would almost always choose private vehicles because of the personal comforts and time savings.

Understanding the demand for higher education and access to sustainable transportation might provide new insights into campus planning and development. Access to public transportation options can reduce the travel costs for students with lower incomes and enlarge options for students who have to commute longer distances by car. Sustainable transportation access plays a role in promoting equality and economic development.

This study’s results bring new light on how transportation becomes an essential component of the opportunity cost of college education and could define its role in promoting equality or increasing inequality. This study’s finding is of particular interest for cities where housing location seems to be independent of access to school, work or other amenities.

The purpose of this paper is to investigate public disclosures and accountability for government decision-making in the case of a major prison project delivered through a Public–Private Partnership (PPP) in the State of Victoria (Australia).

The study explores a unique case to provide insights into public disclosures for PPPs in a jurisdiction that is a recognised leader in PPP policy and practice. The analysis is theoretically framed by an understanding of neoliberalism and New Public Management, and draws on data from case-specific reporting, media reporting and public policy, to examine interconnections between accounting, public discourse and accountability.

The analysis shows how publicly available information relating to key government decisions routinely lacked supporting evidence or explanation, even though areas of subjectivity were recognised in public policy. Accounting was deployed numerically and discursively to present potentially contestable decisions as being based on common-sense “facts”. The implied “truth” status of government reporting is problematised by media disclosure of key issues absent from government disclosures.

Under neoliberalism, accountingisation can help depoliticise the public sphere and limit discourse by constructing ostensible “facts” in an inherently contestable arena. By contrast, democratic accountability requires public disclosures that infuse a critical dialogical public sphere.

The paper shows how neoliberalism can be embedded in public policies and institutional practices, and buttressed by the use of accounting. The analysis illuminates the persistence and “failing forward” character of neoliberalism, whereby crises are addressed through further neoliberalisation.

This paper aims to explore the link between dangerous driving and other criminal behaviour.

Arksey and O’Malley’s (2005) five-step process for scoping reviews to identify, summarise and classify identified literature was used. Within the 30-year timeframe (1990–2019), 12 studies met the inclusion criteria.

This review indicates that individuals who commit certain driving offences are more likely to also have a general criminal history. In particular, driving under the influence, driving unlicensed and high-range speeding offences were associated with other forms of criminal behaviour. Seven of the studies mentioned common criminological theories; however, they were not integrated well in the analysis. No studies used explanatory psychosocial theories that investigate social and contextual factors.

Future research in this area would benefit from exploring individual and social influences that contribute to criminal behaviour in both contexts.

There is the potential to develop an information-led policing approach to improve safety on the roads and reduce wider offending behaviour. However, it is critical that road policing officers continue to focus on ensuring the road system is as safe as possible for users.

Criminal behaviour on the roads is often seen as a separate from other types of offending. This paper explores if, and how, these two types of offending are linked.

While several countries have introduced strategic planning and management into the work of government and the civil service, there has been some international interest in the British Government's development of strategic management in the period from 1997 to 2007. This paper begins by setting out the characteristics of the development of strategic management, which included a phase of producing departmental strategic plans during 2003‐04. It shows that the government's strategic planning was politically owned. The plans were not formulated by civil servants and rubber stamped by ministers. An analysis of key planning documents for the National Health Service, including the one produced in 2004 as a strategic plan, shows that strategic thinking was emergent. The paper concludes with an observation on the limitations of ministerial‐led strategic planning in a government seeking to realise a state model of being strategic and enabling.

City is an artificial dynamic open giant complex system, whose multifunctional and interdisciplinary characteristics leads to significant complexity. While challenges arising from individual urban functions have been the focus of urban studies, major urban challenges such as traffic congestion and inefficiency of resource usages may originate from the “interface” where different urban functions interact. Previous research has revealed the potential that regarding city as a system-of-systems (SoS) may shed light on solutions to various urban challenges. The paper aims to discuss these issues.

To examine this research potential, this paper begins with an overview of challenges in urbanization and current approaches which lack systematic solutions. The idea of applying SoS approach is then inspired by existing studies on urban metabolism where city is regarded as an entire system. This idea is followed by definition and characteristics of SoS, as well as comprehensive overview of the state of the art on SoS-based solutions to urban challenges. This paper then discusses the merits and limitations of current studies on SoS for urbanization, followed by a case study which precedes research visions.

The paper finds that regarding city as SoS is a potentially effective approach for urban studies. This is highlighted by original research visions on how to advance this line of research. These research visions point out a few ideas for future research. It particularly highlights the role of human and information in the establishment, management and evolution of various urban functions.

The originality of this paper lies in the use of the conception of “SoS” to emphasize the importance of properly modeling human and information in an urban system so as to better reveal the intra-SoS mechanism.

The purpose of this paper is to examine the New Labour governments’ approach to amending the regime for the protection of heritage assets in England.

The paper critically reviews New Labour policy documents alongside contemporary research‐based literature.

The terms heritage, conservation and sustainability are increasingly regarded as synonyms. While providing initiatives for the built heritage, New Labour urban policy was set in the context of domestic economic and political restructuring and increased international environmental awareness. This has made managing the heritage environment at both national and local levels more challenging, an aspect that has been exacerbated by the New Labour government's introduction of performance targets and new operational languages.

The paper offers an applied consideration of three specific aspects of recent heritage protection direction.