Ends, means, beginnings: environmental technocracy, ecological deliberation or embodied disagreement

Technocratic attitudes suggest that decisions about environmental policy should be led by scientific experts. Such decisions, it is expected, will be more rational than any arrived at by a democratic mediation between the narrow, short-term interests and uninformed preferences of the general public. Within green political theory, deliberative democracy has emerged as the dominant repost to technocracy, offering an account of how democratic polities can deal with complex scientific and technological decisions through the emergence of communicative rationality. This article argues that neither appeals to expert knowledge, nor communicative rationality, are likely to deliver the optimal green outcomes that proponents suggest, but rather will cover up the inevitable disagreements over environmental policy making. Instead the article suggests that more ecologically-sensitive and democratic decision making about complex scientific and technological issues can emerge if we acknowledge the differently embodied perspectives of decision-makers – from scientists to citizens. This prioritises democratic means over green ends, yet incorporates the environment at the beginning of the decision-making process. The article aims to sketch out the theoretical and practical implications of such an embodied turn for responding to the anti-democratic tendencies of environmental technocracy.

Explaining party cohesion and discipline in democratic legislatures: purposiveness and contexts

Legislative party discipline and cohesion are important phenomena in the study of political systems. Unless assumptions are made that parties are cohesive and act as unified collectivities with reasonably well-defined goals, it is really difficult, if not impossible, to consider their electoral and legislative roles usefully. But levels of legislative party cohesiveness are also important because they provide us with crucial information about how legislatures/ parliaments function and how they interact with executives/governments. Without cohesive (or disciplined) parties,1 government survival in parliamentary systems is threatened because executive and legislative powers are fused while in separated systems presidents' bases of legislative support become less stable. How do we explain varying levels of legislative party cohesion? The first part of this article draws on the purposive literature to explore the benefits and costs to legislators in democratic legislatures of joining and acting collectively and individualistically within political parties. This leads on to a discussion of various conceptual and empirical problems encountered in analysing intra-party cohesion and discipline in democratic legislatures on plenary votes. Finally, the article reviews the extant empirical evidence on how a multiplicity of systemic, party-levels and situational factors supposedly impact cohesion/discipline levels. The article ends with a discussion of the possibilities and limitations of building comparative models of cohesion/discipline.

Old conflicts, new rivals? Airline competition in the European market

Christoph Franz of Lufthansa recently identified Ryanair, easyJet, Air Berlin and Emirates as the company’s main competitors – gone are the days when it could benchmark itself against BA or Air France-KLM! This paper probes behind the headlines to assess the extent to which different airlines are in competition, using evidence from the UK and mainland European markets. The issue of route versus network competition is addressed. Many regulators have put an emphasis on the former whereas the latter, although less obvious, can be more relevant. For example, BA and American will cease to compete between London and Dallas Fort Worth if their alliance obtains anti-trust immunity but 80% of the passengers on this route are connecting at one or both ends and hence arguably belong to different markets (e.g. London-San Francisco, Zurich-Dallas, Edinburgh-New Orleans) which may be highly contested. The remaining 20% of local traffic is actually insufficient to support a single point to point service in its own right. Estimates are made of the seat capacity major airlines are offering to the local market as distinct from feeding other routes. On a sector such as Manchester–Amsterdam, 60% of KLM’s passengers are transferring at Schiphol as against only 1% of bmibaby’s. Thus although KLM operates 5 flights and 630 seats per day against bmibaby’s 2 flights and 298 seats, in the point to point market bmibaby offers more seats than KLM. The growth of the Low Cost Carriers (LCCs) means that competition increasingly needs to be viewed on city pair markets (e.g. London-Rome) rather than airport pair markets (e.g. Heathrow-Fiumicino). As the stronger LCCs drive out weaker rivals and mainline carriers retrench to their major hubs, some markets now have fewer direct options than existed prior to the low cost boom. Timings and frequencies are considered, in particular the extent to which services are a true alternative especially for business travellers. LCCs typically offer lower frequencies and more unsociable timings (e.g. late evening arrivals at remote airports) as they are more focused on providing the cheapest service rather than the most convenient schedule. Interesting findings on ‘monopoly’ services are presented (including alliances) - certain airlines have many more of these than others. Lufthansa has a significant number of sectors to itself whereas at the other extreme British Airways has direct competition on almost every route in its network. Ryanair and flybe have a higher proportion of monopoly routes than easyJet or Air Berlin. In the domestic US market it has become apparent since deregulation that better financial returns can come from dominating a large number of smaller markets rather than being heavily exposed in the major markets - which are hotly fought over. Regional niches that appear too thin for Ryanair to serve (with its all 189 seat 737-800 fleet) are identified. Fare comparisons in contrasting markets provide some insights to marketing and pricing strategies. Data sources used include OAG (schedules and capacity), AEA (traditional European airlines traffic by region), the UK CAA (airport, airline and route traffic plus survey information of passenger types) and ICAO (international route traffic and capacity by carrier). It is concluded that airlines often have different competitors depending on the context but in surprisingly many cases there are actually few or no direct substitutes. The competitive process set in train by deregulation of European air services in the 1990s is leading back to one of natural monopolies and oblique alternatives. It is the names of the main participants that have changed however!

Best practice factory for freight transport in Europe: demonstrating how ‘good’ urban freight cases are improving business profit and public sectors benefits

The objective of this study is to better understand why selected urban freight solutions represent innovations that are technically feasible, economically profitable in different contexts, sustainable, transferable, and with tangible beneficial impacts. A total of 15 solutions are evaluated in the fields of Urban Consolidation Centre, clean and electric vehicles, IT solutions, use of urban waterways, and others. Three solutions are analysed more thoroughly, the Cityporto Padova, the Basel Exhibition Centre logistics support system, and the Berlin laboratory area test of the Bentobox. This paper ends with a transversal analysis of the solutions observed, and with methodological conclusions.

Best practice factory for freight transport in Europe: demonstrating how ‘good’ urban freight cases are improving business profit and public sectors benefits

The objective of this study is to better understand why selected urban freight solutions represent innovations that are technically feasible, economically profitable in different contexts, sustainable, transferable, and with tangible beneficial impacts. A total of 15 solutions are evaluated in the fields of Urban Consolidation Centre, clean and electric vehicles, IT solutions, use of urban waterways, and others. Three solutions are analysed more thoroughly, the Cityporto Padova, the Basel Exhibition Centre logistics support system, and the Berlin laboratory area test of the Bentobox. This paper ends with a transversal analysis of the solutions observed, and with methodological conclusions.

Housing at the neighbourhood level: a review of the initial approaches to neighbourhood development plans under the Localism Act 2011 in England

The Localism Act 2011 created an opportunity for local communities to form neighbourhood forums and to prepare their own neighbourhood development plans in urban and rural areas in England. Initial reactions suggested that, rather than leading to the development of more housing, these initiatives would confirm all the stereotypes of local residents blocking unwanted development in their defined neighbourhoods. However, neighbourhood plans need to be in general conformity with the core strategies of higher-tier plans and often make provision for more new homes than planned before 2011. This article discusses the role and purpose of neighbourhood plans, the evidence base on which they are founded and some of the legal challenges which have helped clarify procedures. It then identifies two types of plan based on the ways housing strategies and evidence of need are reflected in a sample of 10 plans which have been made to date. It concludes that the voluntary nature of localism to date tends to favour more rural and affluent areas and ends with an assessment of the impact of neighbourhood plans on the planning process. It suggests that the implications for spatial planning may be far-reaching.

Accessibility Instrument Survey

This chapter presents the main results of the Accessibility Instrument Survey (AIS), collecting basic information on each of the accessibility instruments reviewed in this report (for more detail on these Instruments see Chapter 3). The aim of the survey was to enable quick, objective and comparable overviews of each of the reviewed accessibility instruments. The information collected will enable the categorization of accessibility instruments present in this research, aiming to be a reference for future categorization of accessibility instruments for planning practice. These categories will support the analysis of the coverage of accessibility instruments in this research, i.e., identify how representative this research is across different accessibility instrument types. In addition, these will be used to analyse the characteristics and concerns which most frequently underlie the development of accessibility instruments. Finally, the survey also collects developer’s perceptions on the usefulness of their accessibility instruments in planning practice, enabling the first insight into the main research question of this COST Action, although limited to the developer’s point of view. In summary, the results of the survey will be used for four purposes: Development of an accessibility instrument sheet for each accessibility instrument summarizing its main characteristics (Appendix A); Identify the coverage of accessibility instrument types present in this research (Section 4.3.1) discussing the representativeness of this Action; Provide a glimpse on the characteristics and concerns which most frequently underlie the development of accessibility instruments (Section 4.3.2); Provide a first insight into the perceived usefulness of accessibility instruments in planning practice from the point of view of the developer (Section 4.3.2 and Section 4.3.3). The next section provides an overview of the Survey describing the information collected. This section also describes the development process of this survey including data collection, dates and means. The results of the survey are analysed in the third section starting with a discussion on the coverage of accessibility instruments reviewed by this research (Section 4.3.1), identifying accessibility measure types which are represented and which are absent. This discussion is accompanied by the presentation of the main categories of accessibility instruments from the perspective of the end user. These categories try to summarize the main concerns planning practitioners are expected to have when searching for an accessibility instrument and is built upon some of the information collected by the survey. Following, the third section also presents a general analysis of the results (Section 4.3.2), focussing on the dominant characteristics of the accessibility instruments reviewed and on the developer’s perception of the usefulness their instrument will have for end users. The section ends with a brief cross analysis of results (Section 4.3.3) trying to identify relationships between accessibility instrument characteristics and perceptions of usefulness by developers. The fourth and last section presents the main conclusions of this study.