Abstract

Problem, research strategy, and findings

At what scale should we plan transportation to shift to more sustainable modes? In this study I explore the multiscalar effort by London’s (UK) boroughs and the traffic director for London to expand bus priority in London, viewing it as a real-world case of Iris Marion Young’s “empowerment without autonomy” regional governance model. Using archival data, media analysis, and interviews, I found that the boroughs acted as a source of policy alternatives to reshape the problem–solution nexus around congestion, a forum for diverse interests to discuss this transition to more sustainable transport, and a deliberative partner for the new regional actor with sufficient capacity and expertise to reshape the policy to better meet community needs. The establishment of the position of traffic director for London in 1991 created the empowered but not autonomous structure, giving the traffic director veto power over some borough roads but empowering them to manage parking. Working together, the traffic director and the boroughs installed 524 bus lanes between 1991 and 2000, more than doubling the total number of lanes and demonstrating that a deliberative process need not sacrifice speed. Because this is a single case, more research is needed to confirm the mechanisms of the empowerment without autonomy model and how those mechanisms are most easily replicated in other contexts.

Takeaway for practice

Transit planning is best done at both the local and regional levels, in an empowered but not autonomous structure that forces regional and local actors to deliberate with each other on how best to achieve the goals of each scale.

中文翻译：

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多尺度慎重交通规划

摘要

问题、研究策略和发现

我们应该在多大程度上规划交通以转向更可持续的模式？在这项研究中，我探讨了伦敦（英国）自治市镇和伦敦交通主管为扩大伦敦公交优先权所做的多尺度努力，并将其视为 Iris Marion Young 的“没有自治权的赋权”区域治理模型的真实案例。使用档案数据、媒体分析和采访，我发现行政区充当了政策替代方案的来源，以重塑围绕拥堵的问题 - 解决方案的关系，成为讨论向更可持续交通过渡的不同利益的论坛，以及审议合作伙伴对于具有足够能力和专业知识的新区域行为者来重塑政策以更好地满足社区需求。1991 年伦敦交通主管职位的设立创建了授权但非自治的结构，赋予交通主管否决权对一些自治市镇道路但授权他们管理停车。在 1991 年至 2000 年期间，交通主管和行政区共同安装了 524 条公交专用道，使车道总数增加了一倍多，并证明了慎重的过程不需要牺牲速度。因为这是一个单一的案例，需要更多的研究来确认没有自治模型的授权机制以及这些机制如何最容易在其他情况下复制。将车道总数增加一倍以上，并证明审议过程不需要牺牲速度。因为这是一个单一的案例，需要更多的研究来确认没有自治模型的授权机制以及这些机制如何最容易在其他情况下复制。将车道总数增加一倍以上，并证明审议过程不需要牺牲速度。因为这是一个单一的案例，需要更多的研究来确认没有自治模型的授权机制以及这些机制如何最容易在其他情况下复制。

练习外卖

交通规划最好在地方和区域层面进行，在一个授权但非自主的结构中，迫使区域和地方参与者相互商议如何最好地实现每个规模的目标。