Integrated transport planning in the UK: From concept to reality

This paper explores the need for new planning authority practices and structures that can accommodate new policy demands, synergies and approaches to urban management in the UK. Initially it considers recent UK government ideas on the integration of transport and land use planning, exploring how the concept has been located carefully in relation to both established and emerging debates about, for example, sustainability, mobility and structures of governance. The paper then moves on to consider the relationship between these concepts in EU transport discourse taking an example from Sweden of what an integrated urban transport policy might look like on the ground. The final section develops a model of integration and applies this analytic construct to assess integration practices and outcomes of urban mobility management at the local authority level in England. The research uncovers implementation failures including duplication of procedures, failures in communication and the lack of clear and resourced responsibilities.     

Using accessibility measures to integrate land use and transport policy in Edinburgh and the Lothians

To ensure more effective integration of development and transport planning, new national planning policy guidance in the UK requires greater consideration of accessibility issues. Although quantitative accessibility analysis is common in research, the practical application of these techniques in land use planning has been rare, and assessment has been restricted to qualitative considerations. The strong policy focus on accessibility increases the need for robustness, but practical quantitative techniques are still evolving. This paper describes a structured approach to accessibility analysis, as part of the development of a new structure plan for Edinburgh and the Lothians, and demonstrates how an ‘integration index’ can be developed from accessibility measures to help compare alternative approaches.     

A review of Short Sea Shipping policy in the European Union

Short Sea Shipping (SSS) has attracted a lot of attention in the European Union in the last 15 years. It is considered as a mode favoured to alleviate road congestion. Alas, promises have not been met and cargo transfers have not reached their objectives yet, despite strong financial will and a programme for modal shift implemented by the European Union (EU). The hypothesis raised by this paper is that Short Sea Shipping has not been well defined in the EU and market potential for modal shift from land to sea has been overestimated. Therefore, this has a great impact for policy-making. Studies have covered many topics such as its implementation using case studies, cost-benefit analysis compared to land-transport modes, general European shipping policy and its environmental contribution. Therefore, little has been written on the role of public institutions in its implementation and no critical assessment of the success of supporting public programme in the EU has been done. This paper explains how the lack of a final definition has led to misadapted public policies favouring modal transfer in the EU and how misknowledge of SSS markets has led to the overestimation of the modal shift potential.     

Policy transfer and learning in the field of transport: A review of concepts and evidence

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.     

Is there a good governance model for the delivery of contemporary transport policy and practice? An examination of Melbourne and Perth

Land use and transport integration (LUTI) is a contemporary planning policy and practice that supports sustainable transport. Attempts to implement LUTI have raised questions about the appropriate organisational structure and the role of governance to deliver this policy. This paper presents the discussions from two public fora held in 2008 in Melbourne and Perth, Australia. Their purpose was to examine the governance arrangements for land use and transport integration. It is concluded that integration of land use and transport agencies does not mean that land use transport integration will be achieved in practice. Rather than simple organisational re-structuring, a focus on networked governance, together with strong regulation, is conducive to inclusive policy development and the implementation of land use and transport integration policies.     

Urban transport policy transfer: “bottom-up” and “top-down” perspectives

The paper provides insights into the urban transport policy transfer process, focusing particularly on the transfer of the transport policy within the EU. The themes of the paper are structured according to five of the “Dolowitz and Marsh questions”: what is transferred?; why do actors engage in policy transfer?; who are the key actors involved in the policy transfer process?; from where are the lessons drawn?; and what restricts or facilitates the policy transfer process? The methodological approach taken for considering each question involves two steps. Firstly, a “bottom-up” step considers the views of policy transfer from a “city perspective”, for which use is made of results from interviews recently carried out within the EU project “Transport Research Knowledge Centre” (TRKC). These interviews were intended to ascertain the information needs of seven “representatives” of European cities, all of whom were involved in the Cities Reference Group of the EU project “Citymobil”. These seven cities have widely varying characteristics in terms of size and geographical location (across Europe). By discussing information needs, the interviewees provided many insights into the transport policy transfer process. Secondly, a “top-down” step considers the policy transfer questions from an “EU perspective’; use here is made of various transport policy documents published by the European Commission (EC). For each of the five questions, “bottom-up” and “top-down” perspectives are examined and compared. The final section of the paper draws conclusions, providing a number of recommendations to both city authorities and the EU on how urban transport policy transfer might be enhanced in the future.     

Developing land use and transport PSS: Meaningful information through a dialogue between modelers and planners

One of the key barriers to integration of land use and transport planning is the lack of a “common language” (i.e. tools, instruments, indicators) that can support planners from both domains in developing shared visions and integrated strategies. Many of such tools and indicators have been developed in recent years, but not so many are implemented in practice. In this paper a new, participatory development approach for planning support systems (PSS) is proposed, termed “mediated planning support” (MPS) that addresses bottlenecks blocking this implementation. It is founded on insights from knowledge management, system dynamics and software innovation and is applied in the Greater Region of Amsterdam. This paper discusses the evolution of the PSS, highlighting the most useful elements which can be applied in other land use and transport planning projects. It offers insights for practitioners and researchers interested in land use and transport planning integration and for professionals that are dealing with supporting planning with information and technologies.     

Athens 2004 Olympic Games' Transportation Plan: a missed opportunity for Strategic Environmental Assessment (SEA) integration?

During the 1990s, a considerable debate on the integration of Strategic Environmental Assessment (SEA) with the policy, plan and programming process took place among scholars throughout the world. This debate is relevant today, especially in the context of Sustainable Development (SD) as it is maintained that the integration of environmental concerns in policy, plan and programme (PPP) making, is a step towards sustainable planning practices. This is also the rationale behind the recent enactment of the European Union (EU) Directive on the `assessment of the effects of certain plans and programmes on the environment' (or `SEA Directive') which requires that following the 21st July 2004, all member states' authorities preparing certain formal plans or programmes should undertake SEAs by preparing an environmental report describing the potential effects of plans and programmes upon the environment. This paper applies an integrative SEA/PPP framework, to the transport planning process of a major international athletic event: the Athens 2004 Olympic Games. It was found that despite the lack of a formal SEA in place, there are positive signs for its future integration in similar studies in Greece. Furthermore, it is recommended through comparison with other SEAs for Olympic Games, that weight should be given to the co-ordination of the common stages of the PPP and SEA processes, if SEA practice is to be encouraged in countries with underdeveloped SEA systems such as Greece.     

EU involvement in TEN development: network effects and European value added

The recent White Paper emphasises once more that the Trans-European transport network (TEN) is a key element in European Union (EU) policy, yet that its realisation is jeopardised by the lack of an integrated approach during evaluation and funding of cross-border infrastructure. Despite the intervention of the EU in conceptualising the TEN, subsidiarity and continued use of conventional evaluation procedures mean that most assessment of individual TEN components is still undertaken in relatively narrow, national terms. The primary objective of this paper is to explore how the international character of the TEN may be recognised and incorporated in still predominantly national evaluation processes, and which evaluation horizons may be broadened based on the concepts of network effects and European value added (EVA). We present some examples of EVA and discuss EU involvement in projects with potentially high EVA, either by co-ordinating bilateral negotiations for compensation between Member States or by co-financing projects that support the achievement of strategic EU transport policy objectives.     

Emerging cycling policy in Moscow,Russia: The role of international policy transfer

Over the past four decades, commuter cycling has become a planning issue in cities that did not have established cycling cultures. This category includes post-Socialist cities with recent and strong automobility systems and limited cycling planning experiences. This article seeks to demonstrate how transfer of policy ideas from other contexts has contributed to the emergence of cycling policies in the largest post-Socialist city, Moscow, Russia, in the mid 2000s - 2016. Policy transfer means the diverse processes of acquiring policy ideas from other planning contexts and adapting this knowledge to shape local policies. The article is based on the results of a study that combined policy transfer questions with policy ethnography methodology that entailed prolonged field work and interviews with diverse policy actors and beneficiaries. This article aims to answer a question: How did policy learning, transfer and translation contribute to the emergence of Moscow's cycling policy? The article concludes that policy transfer facilitated cycling planning in Moscow by providing fast solutions, informing and legitimizing policy decisions, and temporarily leveraging cyclists' advocacy efforts. However, policy learning and transfer do not guarantee acceptance or successful implementation of policies. Integration of cycling into transport policies depends on an interplay of local institutional, political, and socio-spatial factors that influence decision-making. Constraints to implementing cycling policies include a peculiar car-culture, technocratic planning with a significant role of state actors and other elite groups, and insufficient opportunities for Moscow's cycling community to influence policy-making. These findings contribute to the transport policy and geography literature by exploring the role of policy transfer in cycling planning and by focusing on a less known transport policy context: post-Socialist cities outside the European Union.     

Transport planning and participation: the rhetoric and realities of public involvement

The new direction in transport policy, embodied in the 1998 White Paper, has brought with it a sea change in political thinking about the objectives and process of local transport planning. In this paper, we consider `the realities' of how one cornerstone of this `new' agenda, a duty on authorities to undertake `public participation' in producing their local transport plans, has been conceptualised and integrated within the wider planning practice. Drawing on a research project which involved a survey of English highway authorities and a content analysis of policy documents we evaluate experiences in relation to four key principles of the participation process. The paper concludes that whilst there is considerable activity on the surface, evidence of substantive impacts on local transport planning or a strategic approach to the participation process is sparse – a situation which is, we argue, traceable back to the lack of clarity in central government policy and guidance.     

Government Intervention in Tourism Development: Case Studies from Japan and South Australia

The purpose of this paper is to investigate the reasons behind and the nature of the intervention of non-local levels of government in local land management and economic development to assist the development of major tourism facilities. Two examples are provided of government intervention, one from Japan and one from Australia, and they show how state intervention may both stimulate tourism development and distort local development planning policy. It is concluded that, although the contents and policies of local development plans are available and may be followed to some extent, in both systems major project decisions are taken out of the hands of local communities.     

Cycling down under: a comparative analysis of bicycling trends and policies in Sydney and Melbourne

The purpose of this paper is to document and explain differences in cycling between Australia’s two largest cities. Our comparative case study analysis is based on a wide range of statistical datasets, secondary reports, and interviews with a panel of 22 bicycling policy and planning experts. The main finding is that cycling levels in Melbourne are roughly twice as high as in Sydney and have been growing three times as fast in recent years. The difference is due to Melbourne’s more favorable topography, climate, and road network as well as more supportive public policies. In particular, Melbourne has more and better integrated cycling infrastructure as well as more extensive cycling programs, advocacy, and promotional events. Melbourne also benefits from safer cycling than Sydney, which suffers from a lack of traffic-protected cycling facilities and aggressive motorist behavior toward cyclists on the road. While cycling has been increasing in Australia, it remains at very low levels relative to northern Europe, where both land use and transport policies are far more supportive of bicycling while discouraging car use through numerous restrictions and financial disincentives.     

既有铁路用地综合开发分析——以北京铁路局邯郸工务段邯郸养护车间为例

国家鼓励铁路产业盘活既有土地资源,提高土地综合开发力度和收益水平。在铁路资产分类理论分析基础上,从空间分布维度把铁路既有土地分为线路、场站和非运输类三种类别,并提出核心功能圈层、延伸功能圈层、辐射功能圈层以及相应的土地综合开发业态及途径。以邯郸工务段为例,统计了1583．33亩铁路地亩,在能够得到适度开发前提下,匡算了5700万元的纯收益价值,平均每亩收益约3．6万元。认为我国铁路产业土地综合开发前景广阔,从理念、规划、统计、开发业态等方面提出了相关政策建议。     

Transport policy instruments and transport-related social exclusion in rural Republic of Ireland

One of the core commitments of rural development is to ensure social integration whereby all people get the opportunity to realise their full human potential. Despite this, there is still poor regard given to how people live and work in rural areas and how economic and social policies impact on their quality of life. Using the example of the Republic of Ireland, this paper explores how rural development policies are being undermined by other policy instruments (specifically transport) which have a contradictory impact and, rather than relieve rural disadvantage, further compound the exclusion of some sectors of rural society. Assessing rural development and transport policy instruments; trends emerging from the most recent 2002 Census Data; and case study evidence relating to the rural transport initiative (RTI) in the Republic of Ireland, this paper confirms the lack of integrated policy thinking and in some circumstances the exacerbation of further rural disadvantage.     

Transit-oriented development,integration of land use and transport,and pedestrian accessibility: Combining node-place model with pedestrian shed ratio to evaluate and classify station areas in Lisbon

Transit-oriented development is being actively promoted as an urban design model for areas around transit stations. In addition, planning for accessibility is being promoted, which requires integrating land use with transportation planning, and to match the transportation features with the intensity and diversity of land use of the station areas. Nevertheless, and despite the evident similarities between the two approaches, an integrated evaluation tool of a station area in terms of its transportation, land use, and urban design features is missing. In this paper, we bring into the literature on integration of land use and transport a key feature of the transit-oriented development literature: the urban design features of the station areas, in particular their pedestrian friendliness. By complementing the node-place model with an evaluation of the pedestrian connectivity of station areas of Lisbon, we combine these two perspectives in order to evaluate and classify station areas in three different aspects: land use, transportation, and walkability conditions. Our results show that a balanced node-place is not necessarily a transit-oriented development, and vice versa, and so a complementary analysis of both is useful to identify and classify a station area. Therefore, we suggest a typology of station areas based on the three components, which might be used as a planning tool for the development of the station areas into balanced transit-oriented development areas.     

The interplay of formal and informal institutions between local and regional authorities when creating well-functioning public transport systems

This paper analyzes how public transport planning is managed in institutional contexts where governance is spread across local and regional scales. The paper sheds light on two facets of the relationship between local and regional government: first, the decision-making process regarding where to provide public transport services and at what level, and second, integration of public transport with land use planning. An analytical matrix is used to cross-reference the roles of formal institutions (governance established in law) and informal institutions (governance not established in law) against local and regional responsibilities for public transport and land use. Analysis of the interplay between these three axes (formal/informal, local/regional, public transport/land use) reveals how informal institutions help regional and local authorities to negotiate the constraints of formal, statutory institutions and help to “oil the wheels” of delivering measures and policies that make public transport work as a well-functioning system. However, informal institutions clearly have their limits, in the paper exemplified by the remaining challenges to integrate regional public transport and local land use planning. An identified challenge is that, by their very nature, informal institutions are difficult to influence or modify, therefore relying on them to fill gaps in formal institutional responsibilities may be a risky strategy when unpopular decisions are made.     

Cities and flows: re-asserting a relationship as fundamental as it is delicate

This paper emphasizes the relationship between cities and (transport) flows and critically explores the question of how this relationship has changed over time. It ties in with the legacy of Brian Hoyle’s work on port cities and discusses the general mechanisms and trajectories of urban development in the context of transport networks, particularly the tension between the concentration and dispersal of flows and their impact on places. Thus, the relationship between places and flows is considered both fundamental and delicate: that is, it is not only immanent to both, it also causes tensions and conflict. This is discussed in more detail in relation to two distinct cases: ports and airports. In response to related conflicts, the integration of flows in urban areas is pursued as a policy and planning strategy. However, the cases reveal that integration is difficult to achieve, due to complex systems’ dynamics and the individual logic of each sector, where integration is often accompanied by disintegration. Some light is also shed on a constructivist view of the subject matter. Finally, some ramifications for research and planning practices will be presented.     

Policy packages and state engagement: Comparing car-use reduction policy in two Norwegian cities

Policy packages are structures used to combine different policy measures and address multiple objectives. This paper links local-level policy packaging with national authorities’ environmental strategies. Applying a multilevel-governance perspective, it examines how state engagement influences the integration of car-use reduction strategies in local policy packages. Two policy packages are empirically compared, one from the larger Norwegian city of Trondheim and one from the mid-sized city of Bodø. While both policy packages reveal ambivalence in whether to facilitate or restrict car usage, the strategies employed in Trondheim to mitigate the effects of road building are stronger than those used in Bodø. In Trondheim, more resources are used for climate-friendly transport and stronger regulation is applied to integrate land-use and transport policy. In explaining this, different levels of state engagement are emphasised. The study reveals how, both financially and in the building of institutional capacity, the approach of national authorities prioritises the larger city.     

Understanding hinterland service integration by shipping lines and terminal operators: a theoretical and empirical analysis

In the present competitive environment of ports, the key determinant in port competition is the ability of a port to be integrated into the local maritime and hinterland transportation chain. Creating effective integrated hinterland chains requires the coordination of several actors both in port and the hinterland. By making use of insights from Transaction Cost Economics and Resource-based View, the paper helps to understand why and how shipping lines and terminal operating companies enlarge their scope in intermodal transport and in inland terminals. The paper discusses a number of cases from the Hamburg–Le Havre range, where shipping lines and terminal operating companies have changed their scope of activities in ports and hinterland networks. After the theoretical and empirical analysis the papers draws conclusions on the explanatory power of the theories in understanding hinterland service integration by shipping lines and terminal operators.