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This article analyses actor relationships in Transit Oriented Development (TOD) planning in order to better understand the preconditions necessary for planning processes to result in TOD in lower density contexts, in suburbs, or small cities. Empirically, the analysis builds on a comparative case study of TOD planning projects. The focus in the analytical work is on understanding how market conditions in lower density contexts influence the conditions for TOD planning projects, and how this feeds through to planning processes. The overall conclusion is that we should not expect that planning processes in small cities with low to medium densities of populations and activities differ much from those in more 'classic' highly urban TOD locations. Market conditions had an impact on planning processes, but once in the planning stage conditions for implementation depended more on the ability to handle competing interests and less on market conditions. In terms of policy recommendations, it is important for actors to develop a joint vision of the built environment of the site in question that channels organizations' individual actions in a joint direction. The ability to achieve such a joint vision for the design of the site in question may be more important in small towns than in more 'typical' TOD contexts in denser urban areas. This is because all enablers need to work together in a positive way in such location – which may be marginal from a market point of view – for the development to be able to go ahead. [ABSTRACT FROM AUTHOR]

This paper analyzes strategies that can be successfully pursued to implement measures to reduce car traffic in what has traditionally been a very car-centric planning praxis. Analytically, the paper use path dependency theory to provide an understanding of why certain types of measure are not implemented in cities on as widespread a basis as policy objectives may require, and to understand how transport planning path dependence in urban authorities might be changed. Empirically, the analysis builds on a comparative case study of transport and land use planning in Swedish cities. The most effective strategies do not appear to be radical policies leading to fast implementation of goals about sustainable transport, for example by implementing very car restrictive measures, even in the face of resistance from the public and from within the city administration. The results support an approach that from a strategy making perspective can be understood as an institutionalizing process by which internal organizational and external public support for car restrictive and potentially controversial measures are built. Implementation may be achieved by building new institutions within city administrations, where routines and norms gradually change so that car restraint measures gradually become part of the normal way of doing transport planning. This then starts to lock-in certain patterns of travel and make further car restraint measures more feasible and institutionalized as part of a standard menu of measures that cities use, and not something out of the order. [ABSTRACT FROM AUTHOR]

Recent research on public transport has seen increasing focus on issues like coordination, collaboration and steering in complex governance settings. One of the themes in this field of research is related to partnership approaches, as one way of stimulating functioning collaboration between formally independent private and public organisations. The aim of this paper is to explore the role and function of partnerships as a way of supporting well-functioning public transport networks and services in fragmented institutional settings. The empirical focus is on partnerships between operators and public (transport) authorities in two different legal settings: England and Sweden. The analysis is based on interviews with operators and public transport authorities in two metropolitan regions in each country where innovative partnership working has been developed to deal with various types of barriers to delivering better public transport. The results show the key qualities of these partnerships that are required for them to function. Although the regulatory contexts are very different, the partnership qualities are very similar in both cases. [ABSTRACT FROM AUTHOR]

Abstract: Policy transfer is the process of applying a policy, or knowledge that informs a policy, from one setting to another. It is considered to be an effective way for cities, municipalities or countries to learn from one another, and is documented by many (e.g. Evans, 2009; Common, 2001) as a process that is being used with increasing frequency. The European Union (EU) provides the ideal platform for knowledge exchange between member states and its various funding streams for multi-national projects, especially so. To date there has been little research into the effectiveness of EU-funded projects for facilitating such policy transfer and in particular which particular processes within them were most effective at delivering the transfer. This paper examines five different processes used within the EU-funded Active Access project, which aimed to encourage cycling and especially walking for short trips, walking audits, stakeholder exchange workshop, shadowing, analysis of best practice and overall participation within the project. The processes are analysed under a framework for policy transfer (Dolowitz and Marsh, 2000). Quantitative and qualitative analysis of questionnaires completed by the project partners focuses on how effective those involved perceived the different methods of transfer. The results presented in the paper illustrate that some methods of policy transfer are perceived to be more effective in delivering the same message than others. Insight is also given with regard to the cultural barriers that exist for such knowledge transfer. The implications for the design of future multi-national projects in order to maximise effective policy transfer, is discussed. [Copyright &y& Elsevier]

This article considers the inter-relationship between on-street parking and choice of mode for journeys to work in the Scottish city of Edinburgh. This city is typical of many in that its centre has significant on-street parking controls but, beyond a radius of 1 to 1 1/2 miles (1.5 to 2.5?km) from the centre, there are no controls and commuter parking on-street is commonplace. The article reviews the relevant literature, and then considers the results of a survey undertaken of Edinburgh city centre employees in order to ascertain their parking habits and likely response to the extension of existing on-street parking controls. The article concludes that the results are transferable to other cities but that the scale of the impacts in each will be related to site specific factors, particularly the demand for residential parking space on-street in areas close to the city centre. [ABSTRACT FROM AUTHOR]

Abstract: Charging employees to park at their places of work is a transport policy measure advocated by the UK government as a means of reducing car commuting and hence achieving the twin objectives of reducing congestion and combating environmental degradation, especially in urban areas. The empirical effects of employee parking charges have been analysed (see for example [Willson, R.W., Shoup, D.C., 1990. Parking subsidies and travel choices: assessing the evidence. Transportation 17, 141–157; Department for Transport (DfT), 2002. Making travel plans work: report on case studies. London: DfT (Also available at www.local-transport.dft.gov.uk/travelplans/guides/index.htm)]). There is, however, a dearth of literature examining the practicalities of employee car parking charge implementation in those few organisations that haves done so. Based on empirical studies of 11 UK workplaces, this paper examines the reasons for and the practicalities of implementation and concludes by considering the barriers to the wider adoption of this policy. [Copyright &y& Elsevier]