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In acknowledging and reflecting upon the infrastructure barriers faced by blind and partially sighted travellers at UK train stations, this article focuses on the unique interplay between infrastructure and experience, and how the opportunities and limitations that arise from potential barriers influence the overall experience of travel. Recommendations are made for new research at a critically important time in UK rail policy, and the importance of representing the real experiences of sight-impaired travellers in both policy and practice, with a view to providing accessible rail stations for all, is stressed.

"Turning the car inside out" describes how the environmental damage and social exclusion inflicted by the car can only be seen from outside the car. It explains how car use has reshaped land, time use, social relations and economic patterns. It creates ever more pressures for increased car use, yet inevitably leaves the people temporarily or permanently excluded from cars having to negotiate car distances and times. The worst scenario of car saturation is rejected as untenable both because of the permanent social and environmental impact, but also the self‐defeating nature of the quest for mobility.

'Transport-related social inclusion' is a specific naming of the complex set of interrelationships within which accessibility plays an important role in whether a citizen achieves the level of participation in socioeconomic life that he or she seeks. It has its origins in the United Kingdom of the early 2000s, but the diversity of theoretical perspectives, research methods and practical focus shown by the contributions to the present issue on this theme bears witness to the evolution and translation this concept and term has undergone over more than a decade. Nine papers are presented, concerning applications of the concept in three continents, and including some of the poorest and richest per capita income countries on the globe. As well as developing and applying the multi-faceted theories of the processes of exclusion and techniques for the quantitative identification of inclusion, they consider important topics such as the treatment of the less abled and more frail members of society when on the move and the potential for new technological design methods and practical solutions either to enhance inclusion or deepen inequality in our societies. Collectively their conclusions reinforce the message that social exclusion remains multi-dimensional, relational and dynamic, located both in the circumstances of the excluded individual as well as in the processes, institutions and structures that permeate wider society. (author's abstract)

This article argues that there is a need to understand business travel time in the context of the wider organization of work time. It considers why travel time use is potentially changing with the use of mobile technologies by the increasing number of individuals engaged in `knowledge work', and examines existing evidence that indicates that travel time use is part of a wider work-related `taskscape'. However, it not only considers material productive output, but suggests that travel time as `time out' from work-related activities also plays a vital role for employees. It also suggests that business travel time use that is not of benefit to the employer may not be at the employer's expense. This is contrasted with the assumptions used in UK transport appraisal. Data gathered from the autumn 2004 wave of the National Rail Passenger Survey (GB) is used to illustrate some key issues concerning productivity and `anti-activity'. A case study of an individual business traveller then points towards the need for a new approach to exploring the role played by travel time in the organization of work practices to be considered.

This article argues that there is a need to understand business travel time in the context of the wider organization of work time. It considers why travel time use is potentially changing with the use of mobile technologies by the increasing number of individuals engaged in `knowledge work', and examines existing evidence that indicates that travel time use is part of a wider work-related `taskscape'. However, it not only considers material productive output, but suggests that travel time as `time out' from work-related activities also plays a vital role for employees. It also suggests that business travel time use that is not of benefit to the employer may not be at the employer's expense. This is contrasted with the assumptions used in UK transport appraisal. Data gathered from the autumn 2004 wave of the National Rail Passenger Survey (GB) is used to illustrate some key issues concerning productivity and `anti-activity'. A case study of an individual business traveller then points towards the need for a new approach to exploring the role played by travel time in the organization of work practices to be considered.