The economy and well-being of modern societies relies on complex and interdependent infrastructure systems to enable delivery of utilities and movement of goods, people and services. This complexity has resulted in an increased potential for cascading failures, whereby small scale initial failures in one system can result in events of catastrophic proportions across the wider network. Resilience and the emerging concept of resilience engineering within infrastructure are among the main concerns of those managing such complex systems. However, the disparate nature of resilience engineering development in various academic and industrial regimes has resulted in a diversity of definitions and characterisations. These are discussed in this paper, as are the commonalities between sectors and between different engineering disciplines. The paper also highlights the various methodologies used as part of resilience engineering implementation and monitoring, current practices including existing approaches and metrics, and an insight into the opportunities and potential barriers associated with these methodologies and practices. This research was undertaken for the Resilience Shift initiative to shift the approach to resilience in practice for critical infrastructure sectors. The programme aims to help practitioners involved in critical infrastructure to make decisions differently, contributing to a safer and better world.

Longer and Heavier Vehicles (LHVs) could enhance the competitiveness of countries due to savings in transportation costs. However, the impact that this measure might have on the regional economic and on the transportation network remains unknown, since there is no methodology available to assess it. In this paper, we develop a new methodology based on a Random Utility-Based Multiregional Input-output Model and a road transport network model to assess the impact of allowing LHVs. We applied it to the case of Spain, and we found that allowing LHVs would produce both direct and indirect effects. Real GDP and employment are expected to grow in all the regions, but some of them -the most competitive, most peripheral, and most transport-intensive-will benefit much more than other regions. We also found that the measure would lead to a reduction of vehicles in the network and a reduction of emissions too. The approach designed in this paper provides broad guidance to national governments and other transport-related parties to quantify the impacts of transport policies such as this.

Reduced travel time, regional cohesion, economic development, and environmental benefits were some of the reasons given to develop a high-speed rail (HSR) network in Spain. Since the first high-speed line in Spain opened in 1992, HSR has been a part of the travel experience, despite recent concerns raised about the lack of demand and low occupancy rates of HSR trains compared with those in other countries. In February 2013, Renfe Operadora, Spain’s state-owned transport company, implemented a new pricing scheme, which reduced ticket prices by at least 11% and introduced flexibility in their purchase. In this research, the effects of the new scheme were analyzed, and the impact on the shift in transport modes was substantiated through consideration of a discrete choice model. As a consequence of this policy, occupancy rates were increased hugely. Although apparently ticket price was not regarded by users as the main reason to travel by HSR, the price elasticity of demand turned out to be high. Given the transport modes that competed with HSR, the effects were quite different. For short routes connecting small- and medium-sized cities with big metropolitan areas, growth in demand was achieved at the expense of the car and the bus, whereas for long routes connecting large cities in which air transport was available, the growth occurred mainly at the expense of air transportation, and induced demand also was triggered. Finally, when the owner of the infrastructure and the train operating companies were managed by the government, the rail infrastructure fee policy set may have prompted unfair competition with other transport modes.

Several gender differences exist in the transport sector. These include accessibility to transport modes, safety and security when travelling, and the participation of women in transport research and innovation (R&I). In order to achieve sustainable and inclusive transport, planners and policymakers should consider all impacts on gender equality. This paper sheds light on two main issues which interconnect through the decision-making process. The first relates to women’s behaviour in the transport system (i.e., studies the gender mobility gap). The second concerns the role of women in transport R&I, particularly the topics covered by research projects and relevant descriptive statistics of their participation in the sector. Based on a literature review, this paper identifies critical issues in the European transport sector and key European Union policy initiatives and regulations that address gender equality and transport. The European Commission’s Transport Research and Innovation Monitoring and Information System (TRIMIS) is used to summarise the status and evolution of European research in addressing women’s issues in transport. It also analyses the participation of women in European transport research and innovation activities. The paper assesses progress to date and identifies challenges and opportunities for women, mobility, and transport. It concludes by providing policy recommendations to overcome the major barriers to gender equality in the European transport sector and to transport research and innovation.