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This paper responds to calls for greater empirical investigation of the interrelationships between depoliticisation and repoliticisation processes. It does so by applying the 'three faces' (governmental, societal and discursive) organising perspective to a longitudinal analysis of transport policy in the UK. This case is important because acceptance of the current dominant policy solution – infrastructure spending – appears to have come full circle over a 30-year period. The research finds that today's focus on infrastructure is enabled through intersecting and reinforcing depoliticisation processes, supporting the 'three faces' perspective. However, the paper also highlights the need for greater recognition of the state as a meta-governor of depoliticisation and the need for clarity on which aspect of a policy solution or problem (or the connections between them) is being depoliticised and repoliticised to better elucidate politicisation processes.

Well-being has recently risen rapidly up the political agenda in Britain and beyond, signalled most clearly by Prime Minister Cameron's announcement in 2010 that well-being measures developed by the Office for National Statistics would be used to guide public policies. Here we seek to explain why well-being has risen up the British political agenda, drawing on Kingdon's multiple streams approach. While this approach has considerable merit, it does not acknowledge the complexity of multi-level governance in which policy, politics and problem streams can operate at different territorial levels. As such, we argue that the match between policy, politics and problem streams has to be not only temporal, but also spatial. The consequence is that, while in relation to measurement a paradigm shift may be taking place, in terms of decisive action there is some way to go before well-being can be described as 'an idea whose time has come'.

This paper explores the implementation of the Indian Government's Smart Cities Mission in four cities. The Mission was to be delivered through a tightly specified governance form, known as a Special Purpose Vehicle (SPV), although its function (smart urban renewal) was left more open. The national reform was, however, silent on how the SPV would work within the pre-existing network of actors. Using interviews and documentary analysis, the paper shows how the embedding of SPVs within pre-existing governance networks was strongly shaped by state-level decisions and local institutional dynamics. These insights open up new avenues for research into multi-level meta-governance.

This paper seeks to understand how the UK government's headline climate change targets are translated into action at the local level in the transport sector drawing on the findings of research in two English regions. In doing so, these headline targets are identified as a symbolic meta-policy that results in little action on the ground and which challenges established conceptions of policy implementation. Both the 'meta' and 'symbolic' aspects of the policy offer part of the explanation for the lack of substantive action on the ground. As a meta-policy, the headline targets across government require the elaboration of other policies at other levels such as targets for government departments and local authorities, but these are largely absent, leaving the meta-policy without teeth. Over time, these headline targets have developed into a symbolic policy, serving political goals but having little practical effectiveness.