Amidst sudden and unprecedented increases in the severity and frequency of climate-change-induced natural disasters, building critical infrastructure resilience has become a prominent policy issue globally for reducing disaster risks. Sustainable measures and procedures to strengthen preparedness, response, and recovery of infrastructures are urgently needed, but the standard for measuring such resilient elements has yet to be consensually developed. This study was undertaken with an aim to quantitatively measure transportation infrastructure robustness, a proactive dimension of resilience capacities and capabilities to withstand disasters; in this case, floods. A four-stage analytical framework was empirically implemented: (1) specifying the system and disturbance (i.e., road network and flood risks in Chiang Mai, Thailand), (2) illustrating the system response using the damaged area as a function of floodwater levels and protection measures, (3) determining recovery thresholds based on land use and system functionality, and (4) quantifying robustness through the application of edge- and node-betweenness centrality models. Various quantifiable indicators of transportation robustness can be revealed; not only flood-damaged areas commonly considered in flood-risk management and spatial planning, but also the numbers of affected traffic links, nodes, and cars are highly valuable for transportation planning in achieving sustainable flood-resilient transportation systems.

Sustainable urban transport planning requires inclusive, high-quality mobility systems that address both user needs and broader environmental objectives. This study examines the service quality and user satisfaction of Chiang Mai University Transit using the SERVQUAL framework and structural equation modeling, based on survey data from 384 student respondents. Seven service quality dimensions—Tangibles, Reliability, Responsiveness, Assurance, Empathy, Environmental Performance, and Respiratory Disease Prevention—were systematically analyzed. The results indicate that Responsiveness has the strongest positive influence on perceived service quality, while Tangibles most significantly shape user expectations. Overall, higher service quality is found to enhance user satisfaction substantially. Nevertheless, a measurable service quality gap persists, especially in the areas of Responsiveness (gap = −0.34) and Respiratory Disease Prevention (gap = −0.26), which are identified as priority areas for targeted improvement. In contrast, Environmental Performance surpasses user expectations (gap = +0.12). These empirical insights underscore the importance of strategically investing in university transit systems to encourage modal shift away from private vehicles, reduce congestion, and improve air quality. The study provides an evidence-based foundation for policymakers and planners seeking to implement integrated and environmentally sustainable mobility strategies within both university and broader urban contexts.

Introduction: While substantial research has been conducted on organizational carbon footprint (CFO) assessments across various sectors, studies specifically addressing the CFO of construction organizations, particularly bored pile contractors, remain limited. This study evaluated the carbon footprint of a Thai bored pile contractor for 2022, during which the company completed 146 projects across 20 provinces, drilling 3,454 bored piles with a total volume of 1,998.90 cubic meters and supplying 122,058.04 kilograms of reinforcement steel and 1,832.62 cubic meters of ready-mix concrete. Methods: This study assessed the carbon footprint of the case study company, focusing on two operational units under its control: the construction unit and the head office. The assessment adhered to the guidelines established by the Thailand Greenhouse Gas Management Organization. Results: The company’s total carbon footprint was calculated at 712.099 tCO₂e, comprising Scope 1 direct greenhouse gas (GHG) emissions (66.231 tCO₂e, 9.30%), Scope 2 indirect emissions from electricity use (2.886 tCO₂e, 0.41%), and Scope 3 other indirect emissions (642.982 tCO₂e, 90.29%). Construction activities accounted for the majority of emissions, generating 706.234 tCO₂e (99.18%), compared to 5.865 tCO₂e (0.82%) from office operations. Emission intensities were determined at 36.06 kgCO₂e per cubic meter for bored pile drilling, 1.16 kgCO₂e per kilogram for reinforcement steel, and 268.62 kgCO₂e per cubic meter for ready-mix concrete. Construction materials accounted for the largest share of emissions among all resource categories, totaling 634.150 tCO₂e (89.05%), with ready-mix concrete and deformed bars being the primary contributors, generating 492.271 tCO₂e (69.13%) and 127.012 tCO₂e (17.84%), respectively. Discussion: This study reveals that GHG emissions associated with construction materials were the primary sources of emissions, particularly from ready-mix concrete and reinforcement steel. Additionally, these two core materials were overused by 9.30% and 8.94%, respectively. Based on these findings, it is evident that improving resource efficiency, prioritizing environmentally friendly products, and locally sourcing construction materials—with particular focus on these two materials—constitute strategies with significant potential to reduce the organizational carbon footprint of the case study bored pile contractor. Conclusion: Findings from this study highlight the critical need to enhance resource efficiency, prioritize environment-friendly products, and source construction materials locally as key strategies for reducing GHG emissions. Moreover, the study provides essential benchmarks for bored pile contractors in Thailand and globally to measure environmental impact, implement emission reduction strategies, and promote sustainability in the construction sector.

This study develops a framework for evaluating the social and economic impacts of low-cost road safety improvement projects. The proposed framework applies the Social Return on Investment (SROI) approach to compare the socio-economic outcomes of road safety engineering interventions within 4 levels—Tier 1: removing severe conflicts, Tier 2: reducing speed, Tier 3: managing conflicts, and Tier 4: increasing awareness. Traditional evaluation methods focus on crash reduction and economic efficiency; however, they provide limited information on social outcomes and lack a systematic approach for comparing local road safety interventions. To address this gap, data from 15 road safety improvement projects at different study locations are used to assess the social and economic impacts for three stakeholder groups: road users, communities, and government agencies. The social outcome is converted into monetary values over a five-year evaluation period. Statistical and sensitivity analyses are applied to compare differences across the hierarchy of road safety interventions and evaluate the robustness of the SROI results. Results show that higher-level interventions generate the greater social returns. The average SROI ratios for Tiers 1 to 4 are 17.0, 15.6, 11.5, and 8.1, respectively. Statistical analysis shows a significant difference between intervention levels (F(3,11) = 16.51, p < 0.001). Crash reduction and community satisfaction were the main positive impacts, while increased travel time, fuel consumption, and emissions reduced SROI. The proposed framework provides practical guidance for evaluating low-cost road safety measures based on socio-economic performance in decision-making.