While there has been much discussion about the large infrastructure needs in Asia and the Pacific, less attention has been paid to public expenditure efficiency in infrastructure services delivery. New constructions are not the only solution, especially when governments have limited capital to invest. Globally, new infrastructure projects face delays and cost overruns, leading to an inefficient use of public resources. The root causes include the lack of transparency in project selection, the lack of project preparation, the silo approach by public entities in assessing feasibility studies, and the lack of public sector capacity to fully develop a bankable pipeline of projects. To tackle these issues, governments need a smarter investment approach and to do so, enhancing public service efficiency is very crucial. The paper suggests a “whole life cycle” (WLC) approach as the main strategic solution for the discussed issues and challenges. We expand the definition of WLC to include the entire life cycle of the infrastructure asset from need identification to its disposal. The stages comprise planning, preparation, procurement, design, construction, operation and maintenance, and disposal. This is because we believe any efficient or inefficient decision throughout such a wide life cycle influences the quality of public services. Hence, in this holistic approach, infrastructure life cycle consists of four phases: planning, preparation, procurement, and implementation. Governments could enhance public efficiency and thus improve access to finance throughout the WLC by several solutions. These are (i) preparing infrastructure master plan and pipelines and long-term budgeting during the planning phase; (ii) establishing framework and guidelines and improving governance during preparation phase; (iii) promoting standardization, transparency, open government, and contractual consistency during the procurement phase; and finally (iv) continued role of government and total asset management during the implementation phase. In addition to these phase-specific means, key WLC solutions include proper use of technology, capacity building, and private participation in general and public-private partnership (PPP) in particular.

This study investigates the impact of toll road construction on 59 micro, small, and medium enterprises in Kampar, Pekanbaru, and Dumai cities. The research aims to analyze the economic and environmental effects of infrastructure expansion on businesses’ profitability and sustainability, providing insights for policymakers and stakeholders to develop mitigation strategies to support MSMEs amidst ongoing infrastructure development. Structural equation modeling, spatial environmental impact analysis, and qualitative data analysis using five-level qualitative data analysis (FL-QDA) were all used together in a mixed-methods approach. Data collection involved observations, interviews, questionnaires, and geospatial analysis, including the use of a Geo-Information System (GIS) supported by drone reconnaissance to map affected areas. The study revealed that the toll roads significantly enhanced connectivity and economic growth but also negatively impacted local economies (β = 0.32, R² = 0.60, P-value ≤ 0.05). and the environment (β = 0.34, P-value ≤ 0.05), as 49% of respondents experienced a 50% decrease in profitability. To mitigate the risk of impact, policymakers should prioritize the principle of prudence to evaluate the significance of mitigation policy implementation (β = 0.144, P-value ≥ 0.05). In a nutshell, toll road construction significantly impacts MSMEs’ business continuity, necessitating an innovative strategy involving monitoring and participatory approaches to mitigate risk.

Infrastructure decision-making has traditionally been focused on the use of cost-benefit analysis (CBA) and multicriteria decision analysis (MCDA). Nevertheless, there remains no consensus in the infrastructure sector regarding a favored approach that comprehensively integrates resilience principles with those tools. This review focuses on how resilience has been evaluated in infrastructure projects. Initially, 400 papers were sourced from Web of Science and Scopus. After a preliminary review, 103 papers were selected, and ultimately, the focus was narrowed down to 56 papers. The primary aim was to uncover limitations in both CBA and MCDA, exploring various strategies for amalgamating them and enhancing their potential to foster resilience, sustainability, and other infrastructure performance aspects. Results were classified based on different rationalities: i) objectivist, ii) conformist, iii) adjustive, and iv) reflexive. The analysis revealed that while both CBA and MCDA contribute to decision-making, their perceived strengths and weaknesses differ depending on the chosen rationality. Nonetheless, embracing a broader perspective, fostering participatory methods, and potentially integrating both approaches seem to offer more promising avenues for assessing the resilience of infrastructures. The goal of this research proposal is to devise an integrated approach for evaluating the long-term sustainability and resilience of infrastructure projects and constructed assets.

For centuries, stem cuttings harvested from sexually mature trees have been recognized to be more difficult to root than those from juvenile shoots. This has been poorly understood and attributed to a combination of ontogenetic and physiological ageing. The recent suggestion that micro-RNA may play a key role in phase change has stimulated a re-examination of some old data that identified pre-severance light x nutrient interactions affecting the rooting ability of stem cuttings. This was linked to vigorous growth and active photosynthesis without constraint from accumulated starch. Support for the prime importance of physiological factors was also obtained when seeking to induce physiological youth in the crowns of ontogenetically mature trees by the induction of roots within the tree crown. Meanwhile, at the other end of the phase change spectrum, floral initiation occurred when the opposite set of environmental conditions prevailed so that growth was stunted, and carbohydrates accumulated in leaves and stems. A re-examination of this literature suggests that rooting ability is driven at the level of an individual leaf and internode emerging from the terminal bud affecting both morphological and physiological activity. In contrast, flowering occurs when internode elongation and assimilate mobilization were hindered. It is therefore suggested that the concepts of juvenility and ageing are not relevant to vegetative propagation and should instead be replaced by physiological and morphological ‘fitness’ to root.

Historically, transportation projects and urban mobility policies overlook the dimension of social sustainability, mainly focusing on economic and environmental criteria. This neglect, seen enhanced in the Global South, leads to long travel times, growing congestion, reliance on motorcycles, high traffic accident rates, and limited access to public transport, jobs, and urban facilities, especially for the more vulnerable population. In light of these issues, this paper proposes the Social Sustainability of Urban Mobility (SSUM) approach as an analytical framework that assesses the state of social sustainability in urban mobility by applying a Systematic Literature Review where three gaps were found. First, by tailoring the SSUM approach to the context of the Global South, it is possible to address the population-focused gap in urban mobility. Second, in the literature review, a theoretical gap defining social sustainability in urban mobility and its three primary categories has yet to reach a consensus among practitioners and academics. Finally, more empirical research should be conducted to discuss methodological aspects of operationalizing the SSUM approach through the three main categories: accessibility, the sustainability of the community, and institutionality. The SSUM approach promotes implementing a sustainable urban agenda that builds inclusive, equitable, and just cities in urban mobility.

In an effort to bridge the gap of economic and social inequality among the community, rural areas in Indonesia are encouraged to be self-sufficient in generating income. This makes the central government create various policies so that the regional government maximizes the management of its potential as an economic resource for the well-being of its people. One of the ways to manage this potential is to encourage rural areas to create tourism products that can be sold to the public. The Indonesian governments openly use the tourism sector as a tool for the development in many rural areas. Next, efforts to achieve successful development of the district will be closely related to the strategic planning and long-term cooperation of each local government with stakeholders in its implementation. These two points are the basic elements of the new regionalism theory. This theory states that the role of local governments is very important in initiating and making policies for new economic activities for a significant improvement in the quality of their population. Therefore, this study tries to explore how the new theory of regionalism can include rural development from a tourism perspective as a way to stimulate the fading economy in rural area of Indonesia. The study found that the new theory of regionalism needs support from various aspects such as social-cultural, community participation, the three pillars of sustainable development namely economic, social, and environmental as well as basic aspects to shape sustainable rural development through tourism.