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High-speed rail, as a distinct subset of rail systems, has been in operation since 1964, first introduced in Japan and subsequently adopted widely in heavily populated countries across Europe and Asia with plans in place to extend to America and Australia. Development of technologies has been continuous such that maximum speed in service operation has safely increased from 210 to 350 km/h with further advances to come in the next decade. Its economic and social effect through reducing journey time between cities while also offering very high capacity, reliability and safety with a low-carbon footprint means it is no longer considered by sponsoring governments on its merits as a transport system but rather as part of a wider set of strategic policies around housing settlement and employment. Analysis techniques continue to be developed to estimate true benefits alongside construction, environmental impact and operational costs.

Drawing on an original dataset of major European airport companies, this chapter demonstrates the growing role airport infrastructures and their managing authorities have come to play in shaping airport politics that is, how, by whom and where airports are built, modernized and expanded.

Airport infrastructures and companies have received little attention in recent attempts to characterize and explain the transformations of global aviation politics.

This chapter suggests focusing on airport companies as an attempt to characterize their long-term trajectories both in terms of their properties and in terms of their operating contexts.

The chapter shows that airport managing authorities have developed into full-blown economic actors, which enjoy greater levels of autonomy through the systematic accumulation of resources, the diversification of revenues, and new alliances with the global finance and consulting industry. The chapter also discusses the role of privatization as the main driver for change in major European airport markets. Finally, it demonstrates the extent to which the complex interplay between public and private ownership has shaped the rescaling of the territorial dimension of airport activities, thus explaining the limited impact of anti-airport campaigns over the long-term development of major European hubs.

This chapter has larger practical and research implications, as it demonstrates the need to go beyond a functional and context-dependent approach to airport infrastructures and managing companies.

This chapter focuses on how to leverage public transport infrastructure to produce walk-friendly environments, positioning public transport as a walk-enhancing mode. What are the steps that public transport operators can take to create walk-friendly environments? Do more comfortable waiting conditions result in stronger loyalty from the existing customer base and stronger buyout from new customers? This novel approach stemmed from a partnership with the public transport operator Transdev on a real-life experiment in Grenoble to provide a more comfortable walking and resting experience for public transport users. Named Carrefour de Mobilité (‘the crossroads of mobility’), the experiment prototyped urban design interventions to enhance the access and waiting experience of users engaged in mixed-mode commuting. An ex ante/ex post evaluation was deployed to ascertain whether walk-friendlier environments encourage a more intensive use of public space and easier shifting between public transport modes. The findings show that when users perceive dedicated infrastructure as walk-friendly, they consider it more visible and more attractive, and find it comfortable enough to spend longer waiting times there. The evaluation would have benefited from an extension of the perimeter covered by the sensor technology measuring system which was not feasible because of budget constraints. The experiment reached out beyond the initial target public and captured children and older women as well, providing an amenity which was lacking for these groups and resulting in a livelier and more diverse environment for everyone. This lean and low-cost experiment shows that activating public space near public transport hubs enhances their attractiveness in the eyes of the public transport users.

There are a number of conflicts today involving groups and individuals as regards nature in its various forms. The aim of this article is to examine how these give rise to changes in the forms of critique and justification that underpin them. Based on various points of disagreement as to how nature should be developed, three possibilities of change have been put forward for examination according to the importance of the transformations required: (a) integration of the model into existing orders of justification, (b) development of a new order based on the same model, (c) serious adjustment of the underlying common matrix of orders and the basis it offers for appreciating injustice.