Sustainability and green campus initiatives are widely examined in developed countries but less attention has been paid in developing countries such as Pakistan. Therefore, this study intends to examine the links between sustainability dimensions and green campus initiatives by mediating role of teachers and students’ involvement. Green campus or sustainable campus or environment friendly campus is based on the principles of environmental sustainability, incorporating social, and economic and environmental dimensions. Questionnaire for assessment of sustainability was adopted and 529 responses were received from the faculty, management and servicing staff of the seven Mountain Universities of the Gilgit Baltistan and Azad Jammu and Kashmir in Northern Pakistan. Partial Least Square Structural Equation Modeling (PL-SEM) was used to analyse the data. The results indicated that energy conservation, water conservation, green transport, sustainable waste management have enhanced campus green initiatives. Teachers and students’ involvement partially mediate the relationship between green transport strategies, sustainable waste management and green campuses initiatives. While on another hand, teachers and students’ involvement have not mediated the links between energy conservation, water conservation and green campus initiatives. The study contributes to theory building in the area of green and environment friendly campus initiatives by enriching the understanding of the processes carrying the effect of sustainability dimensions and both teachers and students’ involvement.

Political representation is responsible for choices regarding the supply and the management of transport infrastructure, but its decisions are sometimes in conflict with the will and the general interest expressed by citizens. This situation has progressively prompted the use of specific corrective measures in order to obtain socially sustainable decisions, such as the deliberative procedures for the appraisal of public goods. The standard Stated Choice Modelling Technique (SCMT) can be used to estimate the community appreciation for public goods such as transport infrastructure; but the application of the SCMT in its standard form would be inadequate to provide an estimation that expresses the general interest of the affected community. Hence the need to adapt the standard SCMT on the basis of the operational conditions imposed by deliberative appraisal procedures. Therefore, the general aim of the paper is to outline the basic conditions on which a modified SCMT with deliberative procedure can be set up. Firstly, the elements of the standard SCMT on which to make the necessary adjustments are identified; subsequently, modifications and additions to make to the standard technique are indicated; finally, the contents of an extensive program of experimentation are outlined.

The carbon footprint, which measures greenhouse gas emissions, is a good environmental indicator for choosing the best sustainable mode of transportation. The available emission factors depend heavily on the calculation methodology and are hardly comparable. The minimum and maximum scenarios are one way of making the results comparable. The best sustainable passenger transport modes between Rijeka and Split were investigated and compared by calculating the minimum and maximum available emission factors. The study aims to select the best sustainable mode of transport on the chosen route and to support the decision-making process regarding the electrification of the Lika railroad, which partially connects the two cities. In the minimum scenario, ferry transport without vehicles was the best choice when the transportation time factor was not relevant, and electric rail transport when it was. In the maximum scenario, the electric train and the ferry with vehicles were equally good choices. Road transportation between cities was not competitive at all. The comparison of the carbon footprint based on minimum and maximum scenarios gives a clear insight into the ratio of greenhouse gas emissions from vehicles in passenger transport. It supports the electrification of the Lika railroad as the best sustainable transport solution on the route studied.

In developing metropolitan cities, the expansion of urban areas due to the urbanization phenomenon has resulted in massive transport infrastructure development in suburban areas. This development has prompted many governments to begin introducing Transit-Oriented Development (TOD) to organize emerging transit hubs in suburban areas into their city plans. The approach adopted to introduce TOD may differ, depending on the existing context. Countries with similar socio-cultural background typically adopt a uniform approach, but not Jakarta and Kuala Lumpur as the most developing metropolitan cities in Southeast Asia with similar urbanization and socio-cultural Based on the situation, through the examining documents and spatial analysis, this study seeks to examine the impact of different policy approach between Jakarta and Kuala Lumpur on the progressions of transport infrastructure and TOD areas in suburban. The results showed that Kuala Lumpur had a more rapid progression in transport infrastructures development, accompanied by the establishment of several transit zones in urban and suburban areas. Meanwhile, Jakarta’s approach comprised the gradual development of infrastructures, initially focusing on TOD in central urban areas and only a limited number of suburban areas with significant commuter traffic. These results indicate that differences in policy approaches in the two regions with similar urbanization and socio-cultural contexts influence the evolution of transport infrastructure and TOD areas development. Several factors contribute to these discrepancies, including efficiency, synchrony, bias, clarity of organizational structure, and conceptual comprehension. At macro basis, policy makers must underline that the characteristics suitability between the approach and region critically determines the success of urban development.

African air transport is expected to take off after the Single African Air Transport Market (SAATM) launch in January 2018. Unfortunately, this seems not to be the case, particularly in West Africa, where adequate direct local flight is highly difficult to find. Hence, the fundamental question is: what levers should be activated for an effective revival of this sector? This paper aims to analyze West African air transport competitiveness factors by collecting data physically through surveys in various West African airports (Abidjan, Cotonou, Accra, Lome) also by interviewing professionals in the sector (Air traffic controllers, Air Navigation Service Providers, Air transports Managers, etc.) and among others, SAATM reports to appreciate its implementation. We were able to survey 435 actors (individuals and key informants) from January to July 2023 to evaluate quality of service, airline performance, safety, customer satisfaction etc. Airline operating costs were analyzed to understand the associated bottlenecks. The results show that SAATM is not yet well implemented in all contracting states, travelers are not satisfied with the air supply (airlines, infrastructure and fares) and taxation excessively increases ticket prices. The main factors for West African air transport take-off are liberalization, taxation and infrastructure investments.

The purpose of the article is to present the current situation in the rail freight transport in Thailand and the direction of changes in this area. Firstly, Thailand statistics in volume of freight transport by rail and modal share of freight transport have been presented. Afterwards, problems and obstacles in railway operational practices and in using rail transport services have been identified to improve railway system in Thailand and the outcome was assessed in terms of railway capacity and utilization. The findings were used to outline the direction of changes in rail freight transport. The results show that the rail transport capacity in double-track would increase by 48% (at present by 15.5% and as plan by 30%) and the ratio by rail transport to total freight transport would increase from at present by 1.87% to 10% in 2037.