Urban areas benefit from significant improvements in accessibility when a new high speed rail (HSR) project is built. These improvements, which are due mainly to a rise in efficiency, produce locational advantagesand increase the attractiveness of these cities, thereby possibly enhancing their competitivenessand economic growth. However, there may be equity issues at stake, as the main accessibility benefits are primarily concentrated in urban areas with a HSR station, whereas other locations obtain only limited benefits. HSR extensions may contribute to an increase in spatial imbalance and lead to more polarized patterns of spatial development. Procedures for assessing the spatial impacts of HSR must therefore follow a twofold approach which addresses issues of both efficiency and equity. This analysis can be made by jointly assessing both the magnitude and distribution of the accessibility improvements deriving from a HSR project. This paper describes an assessment methodology for HSR projects which follows this twofold approach. The procedure uses spatial impact analysis techniques and is based on the computation of accessibility indicators, supported by a Geographical Information System (GIS). Efficiency impacts are assessed in terms of the improvements in accessibility resulting from the HSR project, with a focus on major urban areas; and spatial equity implications are derived from changes in the distribution of accessibility values among these urban agglomerations

Maintaining ecosystem continuity has become a central element in spatial planning policies. Several authors acknowledge the environmental, also known as landscape, fragmentation due to human action as one of the main causes which have negative effects on biodiversity. The phenomenon consists of the transformation of larger patches of habitat in smaller ones, or fragments, which tend to be more isolated than in the original condition. It is extremely evident in urban areas, including settlements and various transport and mobility infrastructures, whose main ecological effects include loss of habitat, increased mortality of plants, and isolation of animal and vegetal species. In this paper, we assess landscape fragmentation dynamics of six landscape units belonging to two European regions, i.e. Sardinia in Italy (from 2003 to 2008), and Andalusia in Spain (from 2005 to 2009). We developed on three indices: the Infrastructural Fragmentation Index (IFI), the Urban Fragmentation Index (UFI), and the Connectivity Index (CI). We found that coastal areas generally suffer from an higher pressure due to the demand of longer or faster transport infrastructures and new settlements and less fragmented areas tend to show the most relevant dynamics in a sort of convergent pattern. Even though landscape fragmentation and connectivity are intuitively complementary phenomena, in this paper we did not found any statistical evidence of this associative property

Traditional transport infrastructure assessment methodologies rarely include the full range of strategic benefits for the transportation system. One of these benefits is the contribution to cross‐border integration, critical for the European integration process. However, this is a key issue in strategic planning and decision‐making processes, as its inclusion may increase the probability of large‐scale transport infrastructure projects being funded. This paper presents a methodology for the measurement of the contribution of transport infrastructure plans to European integration. The methodology is based on the measurement of the improvement in network efficiency in cross‐border regions of neighbouring countries, via accessibility calculations in a Geographical Information System support. The methodology was tested by applying it to the ambitious road and rail network extensions included in the Spanish Strategic Transport and Infrastructure Plan (PEIT) 2005–2020. The results show significant and important network efficiency improvements of the PEIT outside the Spanish border. For the road mode, while the Spanish average accessibility improvement accounts for 2.6%, average improvements in cross‐border regions of France and Portugal are of 1.8%. And for the rail mode, the corresponding Spanish value is 34.5%, whereas in neighbouring regions it accounts for 20.2%. These results stress the significant importance of this strategic benefit and the consequent need for its inclusion in strategic planning processes. Finally, the paper identifies the potential of the methodology when applied at different administrative levels, such as the local or state levels.