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There has been widespread interest in the potential for the significant behavioural and policy adaptations rendered necessary by Coronavirus to act as a catalyst for radical longer term policy change in transport. However, this body of work to date has been limited in its consideration of how such policy change might be brought about. Translating the lessons from the Coronavirus response to other ongoing strategic challenges such as decarbonisation requires analysis of what the pandemic has revealed about processes of policy formulation and how institutions responsible for policy implementation actually work. This paper explores the extent to which rapid policy change has actually been possible in the transport sector in England and Scotland during the pandemic, and key examples of how such change has been both achieved and blocked. Two rounds of interviews with senior stakeholders from across the transport sector were undertaken in June and November 2020 to inform the analysis. We find that the pandemic has accelerated some policy commitments that were already planned, but at a time of huge stress on the whole of government and its partner delivery organisations, the potential to deliver radical policy adaptation was limited. However, Coronavirus is recognised as being a potentially path-changing disruption to existing trajectories in terms of the adaptations to business practices, industry structures, ways of working and the public finances. Paradoxically, whilst recognising these uncertainties, decision-makers are yet to deviate from pre-pandemic planning assumptions and policy plans and this risks missing the opportunities to steer how those changes unfold. • Addresses research gap in the study of governance responses during disruptions. • Identifies transport as a distant policy sub-sector in a crisis that affected all parts of government. • Finds that the response to the pandemic has accelerated already planned policies but generated few new policies. • Long-term impacts on the future structure of cities, use of public transport and uptake of active travel could still emerge. • The leading strategic thinkers on transport policy are still unsure what kinds of future demand to plan for. [ABSTRACT FROM AUTHOR]

There is an active contemporary debate about how emerging technologies such as automated vehicles, peer-to-peer sharing applications and the ‘internet of things’ will revolutionise individual and collective mobility. Indeed, it is argued that the so-called ‘Smart Mobility’ transition, in which these technologies combine to transform how the mobility system is organised and operates, has already begun. As with any socio-technical transition there are critical questions to be posed in terms of how the transition is managed, and how both the benefits and any negative externalities of change will be governed. This paper deploys the notion of ensuring and enhancing public value as a key governance aim for the transition. It sets out modes and methods of governance that could be deployed to steer the transition and, through four thematic cases explores how current mobility governance challenges will change. In particular, changing networks of actors, resources and power, new logics of consumption, and shifts in how mobility is regulated, priced and taxed – will require to be successfully negotiated if public value is to be captured from the transition. This is a critical time for such questions to be raised because technological change is clearly outpacing the capacity of systems and structures of governance to respond to the challenges already apparent. A failure to address both the short and longer-term governance issues risks locking the mobility system into transition paths which exacerbate rather than ameliorate the wider social and environmental problems that have challenged planners throughout the automobility transition. [ABSTRACT FROM AUTHOR]

Bus Rapid Transit systems exist in over 206 cities and 45 countries around the world. They are seen to provide a much lower cost option of mass mobility than fixed rail or underground systems which developing countries struggle to afford. Whilst BRT systems have undoubtedly been seen to be successful from a transport system perspective, they are more than a transport system innovation. They are often introduced to replace what is seen to be a failing, unsafe and poorly regulated informal transit system. This paper therefore focuses on the process of BRT introduction as a governance reform. The paper draws on African experience where adoption of BRT has been slow relative to South America and South East Asia. Using an in-depth analysis of the introduction of a new system in Ghana and data on levels of governance maturity across the African sub-continent, the paper finds that to understand BRT implementation requires an understanding of how the incumbent transport regime could and will be able to be reorganized. The success of BRT systems that result will depend at least as much on how the reforms are achieved as it will on the usual design concerns which typically occupy transport planners. [ABSTRACT FROM AUTHOR]

This paper critiques the state of the art approaches to studying transportation policy. It does so through analysing 100 papers sampled from the two leading policy journals in the transportation literature. On applying two different frameworks for understanding policy, the review finds that only 13% of papers consider specific aspects of the policy cycle, that 60% focus on ‘tools’ for policy, and that two-thirds of papers did not engage with real-world policy examples or policy makers and focussed on quantitative analysis alone. We argue that these findings highlight the persistence of the technical-rational model within the transportation literature. This model, and the numerous traditions and disciplines that have fed into it have an important role to play in developing the transportation evidence base. However, we argue there are important questions of governance; such as context, power, resources and legitimacy, that are largely being ignored in the literature as it stands. The substantial lack of engagement with governance issues and debates means that as a field we are artificially, but more importantly, disproportionately generating a science of applied policy making which is unlikely to be utilised because of the distance between it and the realities on the ground. The paper identifies analytical approaches deployed readily in other fields that could be used to address some of the key deficiencies. [ABSTRACT FROM AUTHOR]

The paper addresses the important question of how institutional structures matter to the delivery of climate change policy for urban transport. It examines the strategic goals, policy tools in operation and initial progress towards carbon emission reduction in seven cities across the UK and Germany where different institutional structures exist. The UK has the presence of a strong national carbon target and strong hierarchical national–local government relationships whilst Germany has a more integrated system of local transport provision in a context where local and regional government is stronger. Our findings show that the carbon agenda has made very little difference to what is happening on the ground in the cities. Across all sites, progress is being made but largely through technological improvements which are being almost completely offset by population growth. Even in the more integrated city environments there has not be an additional stimulus to manage the demand for travel. Contrary to previous research therefore, we cannot conclude that institutional structures are paramount in delivering effective carbon reduction policies. The institutional structures in the UK and in Germany are not perfectly aligned to carbon management but, given the cross policy impacts of most transport interventions, this is perhaps inevitable. We can clearly conclude however that “better” structures are not sufficient to achieve the implementation of more effective carbon policies. Whilst institutional structures must matter, it is the broader governance environment and the resources and politics involved in transport policy that currently seem to dominate the importance of the carbon agenda and implementation paths that emerge. [ABSTRACT FROM AUTHOR]

Stimulating the economy is a dominant policy objective, but on what basis are decisions being taken around transport and growth? We describe how transport studies and political geography offer two related, but poorly connected, theoretical approaches purporting to explain the relationship between transport and the economy. Yet in what ways does it matter that two different world views exist? We test these questions through an empirical case study of how city and regional officials use transport in attempting to realise economic objectives. Echoing theoretical approaches based in political geography, we find officials' own reasoning places emphasis on supply side improvements, especially connectivity within regions and on a high quality urban environment hoped to attract high GVA jobs. The decision-support tools are not well aligned to this reasoning, focussing on time savings and the justification of the value for money of proposed schemes relative to other investments in the region and nationally. In contrast to much theoretical work on competitiveness, employment growth is treated as exogenous with less emphasis given to which areas win and lose in the region. It is competition between weaker regional towns and cities that is prominent in officials' discourse. Such a gap between the thinking by officials, and the types of available transport investment decision-support tools, is of international significance. Given the centrality of the economy to where and what we invest in, the paper suggests a need for better knowledge about the efficacy of urban realm and other supply side improvements on job creation and on the influence of local autonomy in decision-making on investment selection and outcomes. [ABSTRACT FROM AUTHOR]

The UK Climate Change Act 2008 commits to a reduction of 80% in national GHG emissions by 2050 compared to 1990 levels. This article explores what happens next where these top-level aspirations are expected to be turned into radical action. It does so through examination of the transport sector, which is a highly complex, fragmented, and multi-level delivery environment. The research draws on cases studies of four major cities with different governance structures within the two distinct, yet connected, national contexts of England and Scotland. It integrates a range of theoretical legacies, namely ‘muddling through’, multi-level governance, and positional analysis, to look across governmental layers and out to non-governmental actors at all levels. Underneath the 80% target, the framework for action remains unclear. Lower-tiered authorities report difficulties in acting in a more comprehensive or rapid manner than upper tiers of government, largely because of the potential costs involved and a significant resource dependency on national governments. Ambition is also tempered by conflicts with economic growth objectives and the difficulties in aligning the objectives of the myriad of public and private organizations that need to take action. [ABSTRACT FROM PUBLISHER]

Prospects for mitigating climate change require decarbonisation of the energy sector over relatively short time periods, coupled with significant changes to the way we consume energy. This is particularly true in the transport sector given the current levels of transport-related greenhouse gas emissions, the heavy dependence on fossil fuels, and the uncertainty surrounding transition pathways to ultra-low carbon vehicles. There are policy responses aiming to reduce carbon emissions by changing travel behaviour, but prominent approaches share a common theme of seeking to change behaviour by focusing on the individual and their choices. These are the object of critics who maintain that effective change requires collective action at the social, economic and cultural levels. This paper questions whether decision-makers are relying on these choice-based approaches to change travel behaviour and, if so, how effective they expect them to be. We address this through analysis of over 50 interviews with policy stakeholders in England and Scotland. We find dominant policy approaches do focus on individual choices, but significantly it is not because decision-makers have faith in their effectiveness. These approaches persist in policy on carbon reduction for two reasons. One is appeal to a politically powerful, but incoherent, discourse of individualism. The second is that decision-makers do not want significant behavioural change. There is an imperative of economic growth and a firm belief that a strong economy is linked to higher traffic levels, and that to reduce the demand for travel is to risk economic damage. We argue that these beliefs about the relation between travel demand and prosperity are narrowly defined and contestable for empirical and normative reasons. If there is to be a significant change in the approach to intervening in travel demand there is an urgency to engage in the politics of behaviour change - a meta-level behaviour change challenge. [ABSTRACT FROM AUTHOR]

To understand the complex meanings of mobility and to engage in transport planning and management processes, a variety of disciplines, skills, and tools are potentially useful. Universities have a limited amount of time and resources to train future professionals though. This poses a problem: where should the teaching priorities be? By means of a web-survey, this study has asked academics based at a number of universities what the disciplines, skills, and tools that — according to their personal viewpoints — are the most relevant for practitioners in the mobility and transport sector. The respondents generally support curricula that facilitate a holistic, non-specialised, understanding of mobility and transport issues. [ABSTRACT FROM AUTHOR]

Highlights: [•] We explore the uptake of public bikesharing systems in Europe and North America. [•] We apply diffusion theory to understand the spread of system adoptions. [•] Europe’s system uptake is more advanced and new systems continue to emerge. [•] Uptake of systems in North America is gaining momentum. [•] Notable systems act as sources of learning, inspiring the creation of new systems. [Copyright &y& Elsevier]

Highlights: [•] Travel behaviour is far more variable than policy makers allow for. [•] Factors external and internal to the transport system engender change in behaviour. [•] Accepting rather than problematising change could unlock more radical policies. [Copyright &y& Elsevier]

Stakeholders play a crucial role in ensuring the smooth design and implementation of policies worldwide. This research presents the results of three focus groups carried out with stakeholders from different transport ministries and agencies involved in road safety in Nigeria. It aimed to understand their perception of road safety in Nigeria through discussing the road safety situation, measures, and strategies for improvement. Results showed that poor road design, organisation and implementation of road safety legislation, road user behaviour and inadequate research were impeding the improvement of road safety in Nigeria. Amongst the road safety measures discussed, public education and information campaigns were rated by each stakeholder group as very effective and easy to implement despite this not being supported by the wider literature. However, there were some variations in perception regarding the effectiveness of measures such as traffic control, road design and maintenance. Improving the road safety situation in Nigeria would require more concerted effort and an overall system-based policy reform involving both government and road users. The results of this study will contribute to and provide research evidence-based recommendations needed to design and develop integrated road safety policies and sustainable implementation strategies in Nigeria and other developing countries. [ABSTRACT FROM AUTHOR]

The internationalization of policy regimes and the reorganization of the state have provided new opportunities for cities to bypass nation-state structures and work with other cities internationally. This provides greater opportunity for cities to learn from each other and could be an important stimulus to the transfer of policies across the globe. Few studies exist however which focus on the processes that shape the search for policy lessons and how they are affected by the institutional context within which they are conducted. This paper describes research conducted in the field of urban transport and planning policy across eleven cities in Northern Europe and North America which seeks to explore the motivations for and mechanisms supporting learning about new policies. Thirty policies were examined across the eleven sites using document review and interviews with key actors. The paper explores the search for lessons and the learning process and considers the influences of institutional context, organizational behaviour, and individual cognitive constraints. The process of seeking out and learning policy lessons is defined by individuals operating within a particular policy space and exhibits a number of characteristics of strongly bounded rational choice. The search parameters are significantly influenced by preconceptions of the nature of the preferred solutions and the likelihood of cities in other contexts offering meaningful learning opportunities. Trusted peer networks emerge as critical in overcoming information overload, resource constraints, and uncertainty in the potential for policy transfer. The mobility of policies seems also to be linked to the mobility of the key transfer agents. Cities adopt quite different approaches to engaging with the communities of policy mobilizers which seems likely to impact on the pace and pattern of the movement of policies. [ABSTRACT FROM AUTHOR]

Abstract: This paper presents a state-of-art review of why and how policies and policy lessons in the transport planning arena are transferred between cities. It begins by drawing on literature from the fields of political science, public administration, organisational learning and management to outline a conceptual framework for policy transfer and learning. This framework is then used to structure a review of policy transfer literature in the fields of transport and planning policy. Although there is only a limited amount of literature on policy transfer in this field, the findings suggest that transport has much in common with other areas of public policy in terms of the main aspects and influences on policy transfer. As well as being part of a process for introducing new ideas into countries or cities, policy transfer in the transport sector (as in other areas of public policy) can also be a highly politicised process that seeks to justify preferred solutions. Little is known about the relative importance of different parts of the transfer process or the extent to which learning about policies in other areas can influence the effectiveness of policy design in the transport arena and/or policy outcomes. The paper concludes with some research and methodological recommendations that may help to answer these questions. It is suggested that policy transfer concepts can be important to both practitioners and researchers in the transport arena, particularly given the pressures to seek solutions to accelerate progress to a more sustainable future. [Copyright &y& Elsevier]

Abstract: Climate change is one of the key global policy issues of our time. Transport is the sector from which it has been hardest to cut emissions and, to make substantial progress in the future, action will be required at all levels of government from international to local. The governance of transport within this already challenging arena is further complicated by the existence of different structures for the management of transport modes and variations in formal governance structures across countries and regions. This paper examines the prospect for deep cuts in CO2 emissions from transport through an examination of the key policy levers for change and considering the governance issues that surround them. The focus of the paper is the United Kingdom, and in particular England and Scotland. The UK is the first country to have a legally binding internal obligation to meet carbon dioxide reduction targets and this has prompted significant activity in both governance institutions and delivery. The research uses a multi-level governance framework to understand the policy environment in England and Scotland, capturing both the range of spatial actors and the influence of sectoral actors in what is a complex polity. It is concluded that the policy approach currently appears constrained by a desire to divide accountability by formal institutional structures, thus failing to tackle the dispersed nature of travel and the national and international nature of businesses. There is currently a lack of clarity about the tiering of responsibilities between spatial levels and there is therefore a comparative lack of commitment to the potential for demand management and travel reduction strategies to contribute to carbon reduction. Carbon reduction policies are also influenced by strong industry lobbies whose goals may not be fully aligned with carbon reduction strategies. The profusion of actors engaged in climate change policy seems to dilute rather than promote effective policy making. [Copyright &y& Elsevier]

Much work has focused on the development of indicator sets to monitor changes in the sustainability of transport. Such indicator sets are however, often quite divorced from those used in decision-making and fail to include clear sustainability goals to work towards. This research describes the development of a sustainability appraisal framework in conjunction with a series of key decision-makers in England. A case study of a real set of strategy options tested in a metropolitan area is outlined and the results used to assess the extent to which current strategy development in the United Kingdom produces the information required to both assess and communicate progress towards sustainability. The results suggest that although sustainability exists as a concept, it is poorly defined. This definition deficit has serious implications for the types of strategies tested. First, information on some aspects of sustainability is not produced and so these aspects are marginalized. Secondly, the lack of policy goals and the dominant welfare economics assessment paradigm allow unsustainable strategies to be justified provided they perform better than an unsustainable 'do-minimum'. The paper concludes with some recommendations for the policy and research communities to bridge the current gap in thinking. [ABSTRACT FROM AUTHOR]

Abstract: All local transport authorities in England have, since 2000, been obliged to submit 5-year plans for local transport. The plans set out the overall strategy, key policies that will be implemented and how the strategy will be resourced. The central government now adjusts the funding allocations up or down by up to 25% based on the quality of the plans and, on an on-going basis, achievement against the targets proposed in these plans. This paper presents a theoretical and practical assessment of the impacts of these incentives on local authority performance. The research has employed a mixed-methods approach with interviews, questionnaires, the development of a game theoretic representation of the process and a laboratory experiment. The findings have been discussed with practitioners. The research suggests that the presence of performance rewards, in a scheme where authorities believe they have a reasonable chance of being rewarded, leads to authorities setting more ambitious targets. Whilst it is not certain that these targets will be met it appears that the absolute outcomes achieved are likely to be better than they otherwise would have been. Generic conclusions are drawn about the conditions under which target-based performance reward schemes will work best. [Copyright &y& Elsevier]

Abstract: Parking policy is one of the key links between transport and land-use policy. Parking policies are often compromised in their effectiveness due to the perceived tension between three of the objectives that parking supports: regeneration, restraint and revenue. In particular the belief that parking restraint measures could damage the attractiveness of city centres to both retail and commercial enterprises limits the political acceptability of pricing policies and planning. This paper presents a review of the evidence base upon which commuter, leisure and shopping and residential parking policies are based. Whilst underdeveloped, the literature suggests that greater attention should be given to analysing and presenting the accessibility impacts that different parking restraint measures have on travelers of all modes. The research base in many instances does not support, or provides evidence counter to, the assumption that parking restraint makes centres less attractive. Further disaggregate work is needed to understand how context specific these findings might be. [Copyright &y& Elsevier]

The authors describe local government decisionmaking in transport in three areas of the United Kingdom—London, West Yorkshire, and Edinburgh—in which major changes in local government decisionmaking structures have taken place over the last decade, and between which arrangements are now very different. They discuss whether institutional change has had a beneficial or adverse effect, and whether any of the current structures provides a more effective framework for policy development and implementation. The results suggest that, although the sites share a broadly common set of objectives, there are differences in devolved responsibilities and in the extent to which various policy options are within the control of the bodies charged with transport policy delivery. The existence of several tiers of government, coupled with the many interactions required between these public sector bodies and the predominantly private sector public transport operators, appears to create extra transactional barriers and impedes the implementation of the most effective measures for cutting congestion. There is, however, a compelling argument for the presence of an overarching tier of government to organise travel over a spatial scale compatible with that of major commuter patterns. The extent to which such arrangements currently appear to work is a function of the range of powers and the funding levels afforded to the coordinating organisation. [ABSTRACT FROM AUTHOR]

Abstract: The measurement of performance in the public sector has become increasingly important in recent years and it is now commonplace for transport organisations, and local and national governments, to publish performance goals for service supply and quality. Such commitments, when time referenced, are known as targets. This paper, explains how changes in management style, consumer rights legislation, contractual obligations and other factors have combined to make management-by-targets increasingly common in the public sector. The advantages and disadvantages of management-by-targets are illustrated through discussion of the processes and experience of setting transport targets in UK national transport policy. We conclude that while some of the targets have had a significant impact on policy makers, managers and their agents, the effects have not always been as intended. [Copyright &y& Elsevier]

The paper summarizes the research results and implications from the DGVII-funded Fourth Framework research project Deployment of Interurban ATT Test Scenarios (DIATS). The objective of DIATS was to identify options available in the short and medium terms, for implementing advanced transport telematics (ATT) systems for motorway-type roads and to develop scenarios of 'highest potential impact' for each of the systems identified. Included are the results of a Delphi study into the most likely deployment scenarios for ATT technologies. The methodology developed to assess the organizational, social, environmental, efficiency, safety and legal concerns associated with new ATT systems is then described. This includes stated preference questionnaires, traffic simulation modelling, driver behaviour assessment using an instrumented vehicle, analysis of accident databases and literature reviews. A multicriteria analysis of the impacts of a range of ATT systems is then presented. In particular, the results discuss the potential impacts of new in-vehicle driver assistance devices such as adaptive cruise control on the operation and effectiveness of existing fixed-infrastructure systems. The paper concludes with a prioritized list of deployment strategies of maximum impact for all of the systems assessed. The research findings are already being applied nationally and a number of field trial assessments that will assist in this are also proposed. [ABSTRACT FROM AUTHOR]

This paper provides an assessment of the tools required to fulfil the air quality management role now expected of local authorities within the UK. The use of a range of pollution monitoring tools in assessing air quality is discussed and illustrated with evidence from a number of previous studies of urban background and roadside pollution monitoring in Leicester. A number of approaches to pollution modelling currently available for deployment are examined. Subsequently, the modelling and monitoring tools are assessed against the requirements of local authorities establishing air quality management areas. Whilst the paper examines UK-based policy, the study is of wider international interest. [ABSTRACT FROM AUTHOR]

The scale of the decarbonisation challenge and the short timeframes over which action is required demand urgent action. This paper is set within the surface transport sector, now the largest sector of emissions with the slowest pace of change in many advanced liberal economies. It focuses on the strategies and actions of local government which is recognised to be a central player in catalysing change. Our evidence is derived from the actions of two UK local areas which claim to be at the forefront of the decarbonisation challenge. The paper focuses on the role of funding and financial mechanisms in addressing the climate crisis. In the face of an established pattern of austerity and hollowing out of local government we explore how deep transformation is being envisaged. We find a recursive set of issues which derive from a dependence on funding from outwith. This dependence means that despite comprehensive overarching strategies and goals the funding available is the core of the strategy. This means that the nature of the funds, such as the requirement for experimentation, innovation or private sector leverage, defines direction. In turn, and to maintain success in attracting funds, there is an emphasis on presenting 'premium spaces of ambition' with little evidence of attention to broader systemic change. This duality is openly recognised. This paper advances a wider point that greater emphasis should be placed on the 'financialisation' of climate policy and the reality rather than the rhetoric of change. [ABSTRACT FROM AUTHOR]

Public acceptability is a major concern for road pricing schemes in Western countries but has not yet been sufficiently studied in the context of Chinese cities, a number of which are considering the introduction of such travel constraint measures. This study explores factors influencing public acceptability of a proposed congestion charge in the City of Beijing. In so doing, the study focuses on understanding the appropriateness of Western frameworks for assessing public acceptability in the Chinese context. Through literature review and focus groups a survey to test different public acceptability constructs was developed (N = 1104). A Structural Equation Model was used to analyze relationships that exist among the different aspects of public acceptability. The results demonstrate that public acceptability is dominantly influenced by the level of trust toward the Government and experts. Various determinants in the Western context, such as access to information and perceived effectiveness were not found to have a significant impact on public acceptability. The results imply that public acceptability of congestion charging in the Chinese context has a stronger resonance with wider social issues such as equity than more specific transport problems such as congestion. As such, attempting to present evidence on the anticipated effectiveness of the policy in alleviating congestion and smog may not make the policy more acceptable to the public. The overall inference of the study is that contextual factors are more important than has been previously considered within public acceptability studies. [ABSTRACT FROM AUTHOR]

Abstract Egalitarian thought has a long tradition in Chinese history. Synthesized with the socialist ideology, it was practiced nationwide in the first decades of Communist China. Alongside the well-reported quality of life improvements that the recent economic liberalisation reforms have brought about, Chinese people are experiencing an increasingly serious polarization between the rich and the poor. Consequently, an egalitarian tendency has represented itself within contemporary policy and popular discourse. This paper aims to explore how egalitarian thought has influenced public awareness of social inequities by using the case of public attitudes towards the Beijing congestion charge, which is currently still at its planning stage. Nine focus groups, with a total of 73 participants, were undertaken with residents living in different areas of the city. Results show that the perceptions of social inequities are significantly different between low-income and high-income people. Due to egalitarian thinking, low-income people expect the privileges of the rich to be abolished, however, they do not pay much attention to a wider redistribution of wealth and other social resources. By contrast, richer people tend to deny to a wider population the privileges they themselves received, and, to some extent, they are reluctant to accept policy outcomes that may favour those who are in lower social positions. The resentment against the rich, as another by-product of egalitarianism, considerably exaggerates actual social inequalities, thereby intensifying the feelings of being unequally treated. Highlights • Equity issues of congestion charging in the Chinese context are explored via focus group discussions. • Four types of inequities related to congestion charging are identified. • Chinese egalitarianism influences perceived inequities and intensify the feeling of being oppressed. • Chinese egalitarianism leads to an expectation of privilege deprivation. [ABSTRACT FROM AUTHOR]

The notion of ‘fuel poverty’, referring to affordable warmth, underpins established research and policy agendas in the UK and has been extremely influential worldwide. In this context, British researchers, official policymaking bodies and NGOs have put forward the notion of ‘transport poverty’, building on an implicit analogy between (recognised) fuel poverty and (neglected) transport affordability issues. However, the conceptual similarities and differences between ’fuel’ and ’transport’ poverty remain largely unaddressed in the UK. This paper systematically compares and contrasts the two concepts, examining critically the assumption of a simple equivalence between them. We illustrate similarities and differences under four headings: (i) negative consequences of lack of warmth and lack of access; (ii) drivers of fuel and transport poverty; (iii) definition and measurement; (iv) policy interventions. Our review suggests that there are important conceptual and practical differences between transport and domestic energy consumption, with crucial consequences for how affordability problems amongst households are to be conceptualised and addressed. In a context where transport and energy exhibit two parallel policy worlds, the analysis in the paper and these conclusions reinforce how and why these differences matter. As we embark on an ever closer union between our domestic energy and transport energy systems the importance of these contradictions will become increasingly evident and problematic. This work contributes to the long-term debate about how best to manage these issues in a radical energy transition that properly pays attention to issues of equity and affordability. [ABSTRACT FROM AUTHOR]

The notion of ‘fuel poverty’, referring to affordable warmth, underpins established research and policy agendas in the UK and has been extremely influential worldwide. In this context, British researchers, official policymaking bodies and NGOs have put forward the notion of ‘transport poverty’, building on an implicit analogy between (recognised) fuel poverty and (neglected) transport affordability issues. However, the conceptual similarities and differences between 'fuel' and 'transport' poverty remain largely unaddressed in the UK. This paper systematically compares and contrasts the two concepts, examining critically the assumption of a simple equivalence between them. We illustrate similarities and differences under four headings: (i) negative consequences of lack of warmth and lack of access; (ii) drivers of fuel and transport poverty; (iii) definition and measurement; (iv) policy interventions. Our review suggests that there are important conceptual and practical differences between transport and domestic energy consumption, with crucial consequences for how affordability problems amongst households are to be conceptualised and addressed. In a context where transport and energy exhibit two parallel policy worlds, the analysis in the paper and these conclusions reinforce how and why these differences matter. As we embark on an ever closer union between our domestic energy and transport energy systems the importance of these contradictions will become increasingly evident and problematic. This work contributes to the long-term debate about how best to manage these issues in a radical energy transition that properly pays attention to issues of equity and affordability. [ABSTRACT FROM AUTHOR]

This paper presents results from a longitudinal study of the travel behaviour change associated with the London 2012 Olympic and Paralympic Games (the ‘Games’). The research examines commuter travel behaviour through a panel approach enabling an understanding of individual behaviour across three waves (before, during and after), with the study utilising unique access to a Transport for London panel study (n = 1132). The findings indicate that a substantial amount of change occurred during the Games (54% made at least one change), with reducing or re-timing journeys being the most likely adaptations made. A key objective of this work was to advance the discussion about the theoretical constructs that are most applicable in the study of behaviour change associated with disruptive events, which was done through the application and critical evaluation of the Transtheoretical Model. The insights from the stages of change element of the model were relatively limited but the analysis shows significant differences in the underlying factors explaining change according to the type of change made (reduce, re-time, re-mode and re-route). Whilst the long-term behavioural impacts of events like the Games appear small, the study has uncovered a need to consider these behavioural choices as distinct rather than under the collective term of “travel behaviour change”, as is current practice. [ABSTRACT FROM AUTHOR]

This paper highlights the extent to which a future mobility system dominated by Connected and Autonomous Vehicles (CAVs) poses profound challenges to the 'publicness' of the transport and mobility systems of many cities. This is evident at different policy levels: the regulatory posture of governments, changing notions of the contributions of mobility to wider 'public value', and the underpinning shared experiences of urban life and citizenship or civitas. There is relatively little discussion of how widespread automation might reduce the 'publicness' of transport systems in terms of the range of mobility opportunities they offer, how changing patterns of mobility across neighbourhoods and social groups will contribute to urban restructuring, and the implications of this for public value and the character or civitas of cities. In particular, we note how the huge expansion in mobility choices made possible by CAVs might lead to circumstances in which the outcome of individuals exercising that choice is to change the nature of urban mobility profoundly. We identify a number of key challenges that policy makers will need to address in managing the introduction of CAVs in their cities, and how using the lens of 'publicness' might help them do so. • We explore how the notion of 'publicness' can contribute to debates on how best to manage and govern the impacts of autonomous mobility • Shared and automated mobility could extend or diminish opportunities for citizens, with multiple ramifications for public interests • Policy makers are under intense pressure from varied interests over how best to regulate and govern automated mobility • We conceptualise publicness as existing at three levels of debate: ownership and regulation, public value, and civitas • Effective policy interventions will be required to achieve 'public' goals at each of these levels [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

Research Highlights and Abstract This article provides the first detailed and evidence-based account of the coalition government's approach to transport-related carbon management., It exposes the existence of a 'governance vacuum' between the statutory target and a very weak devolved implementation system (i.e. 'fuzzy governance' and 'fuzzy accountability')., Research in four major city regions reveals a systemic switch from an emphasis on carbon management and reduction towards economic growth and job creation., Officials within the policy design and delivery chain emphasise the manner in which the demands of democratic politics tend to frustrate meaningful policy change., A general demand by actors at the local level not for the discretions delivered by localism but for a more robust and centrally managed-even statutory-governance framework., The Climate Change Act 2008 received global acclaim for embedding an ambitious set of targets for the reduction of carbon emissions in legislation. This article explores the policies and institutional frameworks in place to deliver transport-related carbon reductions as part of the subsequent Carbon Plan. A detailed methodology involving institutional mapping, interviews and focus groups combined with a theoretical approach that combines the theory of multi-level governance with the literature on 'blame avoidance' serves to reveal a complex system of 'fuzzy governance' and 'fuzzy accountability'. Put simply, it reveals there are no practical sub-national implementation levers for achieving the statutory targets. Apart from symbolic or rhetorical commitments, the emphasis of policy-makers at all levels in the delivery chain has switched from carbon management and reduction to economic growth and job creation. This raises fresh research questions about the pathologies of democratic competition and future responses to the climate change challenge. [ABSTRACT FROM AUTHOR]

This paper considers how changes in the fabric of society and its values, a subject usually considered to be outside the conventional scope of the transport profession, can have a profound impact on travel demand. The paper stems from the Transport Visions Network, a unique activity involving young professionals from academia, consultancy and government. It raises awareness of the diversity of factors that influence travel and transport. The paper offers an overview of existing trends and projections for the future before presenting a series of different future scenarios. Suggestions on the consequences for transport are then put forward. [Copyright &y& Elsevier]