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An econometric model is developed to analyze the link between productivity and economic activity for various United Kingdom economic segments. Findings revealed that increasing the densities in urban areas have positive impacts, significantly for service industries. The relationship between transport investment, productivity and agglomeration is further analyzed.

Britain's New Labor government is embarking on a road-building scheme in the 21st century that is just as large as the one launched by the Conservatives in the 1990s. However, all over the country, ordinary people are protesting this construction activity and the potential environmental and social damage.

The efforts of the British government to prevent and control traffic congestion, by making changes in the British transportation policy, are described. The economic aspects of the road pricing scheme of the British government are discussed.

The analysis of the pricing of urban bus services in the United Kingdom, Chile and Sri Lanka after the privatisation and deregulation of the urban bus services is presented.

A critical reflection to bear on the upsurge of participatory rhetoric in local governance is presented. Conclusions are developed related to both the process of participation evaluation and wider consequences of public involvement for the renewal of local democracy.

The impact of the difference in public opinion on road pricing schemes in United Kingdom is examined.

Details of the air traffic knowledge management policy which aims to provide better air traffic control in the future is presented.

In this paper, we seek to contribute to the debate concerning the emergence of a 'new realism' in transport planning in the UK, through an examination of the development of Local Transport Plans. After describing the background to these policy changes, we consider how one central tenet of the new realism--the need to manage demand--is taking shape within the local transport planning process in Cambridgeshire and Leicester. We argue that although a 'climate of desperation' exists in each case over levels of traffic growth and their associated impacts, policy learning and change have been confined to a 'weak' interpretation of new realism where transport planning remains effectively subservient to prevailing local notions of how economic competitiveness ought to be promoted. In conclusion, we argue that this poses fundamental challenges for national government's transport and sustainable development policies.

A summary of the historical trends and economic fundamentals that were the background to the 1997 government's policies is presented. The transport policy of UK in the years 1997-2001 is discussed in the view of investments, future policy, charging safety integration and social inclusion in the areas of road traffic, bus railways and freight.

This article discusses Britain's wartime transportation policy which focused on discouraging people from traveling and encouraged local authorities to promote local entertainment. The author examines the campaign 'Holidays at Home' in which local authorities subsidized recreational activities and maintains that even though the campaign was forecasted to continue after the war enthusiasm for it quickly waned.

LONDON - Even Margaret Thatcher thought British Rail as off limits. Virtually no public service was safe from privatization under Thatcher, British Prime Minister from 1979 until overthrown by her [...]

Practical application of sustainable development theory is investigated using airport management policies of the United Kingdom and Europe as examples. Comparisons suggest that while airport policies support the mitigation of the environmental impacts of airports, they do not address the issue of aviation growth.

The article examines pragmatic multimodalism, a new paradigm emerging from Britain's transportation policies. Pragmatic refers to a compromise between the need for public transportation and the demands of the car-using citizenry, while multimodal refers to transport provisioning, both public and private. The authors posit that although the paradigm is politically expedient, is is not economically or environmentally judicious.

The article examines the effects of network-link marginal cost pricing on the environmental impact of highway traffic. Research shows that suppressing traffic and moderating speeds in this manner can significantly contain emissions, decreasing atmospheric carbon dioxide and carbon monoxide by up to a third of the unpriced levels by 2010.

Trends in approaches to transport appraisal in the UK are discussed. The government's New Approach to Transport Appraisal will not replace COst Benefit Analysis and the Environmental Impact Statement, but will offer a common structure for the evaluation of all modes of transport.

An overview is presented on the amount and effectiveness of citizen participation in public policy, using development of transportation policy in the United Kingdom as an example. It is posited that issues surrounding level of demand, supply of opportunities, and motivation may elucidate and resolve barriers to involvement.

Research is presented concerning the development of a neural network model for the analysis of pedestrian crossing strategies. The conflict between pedestrians, motorists and freight traffic is discussed.

A discussion of UK transportation policy is presented, focusing on the privatisation of rail passenger services. Topics include poor scheduling, monopoly, and funding.

A discussion of UK transportation policy is presented, focusing on airports and airlines. Topics include airline competition, privatisation, scare airport capacity, and pollution.

The United Kingdom has seen an increase in road congestion, while public spending on transportation has been low in relation to mainland Europe. The government has decided to focus on usage of public transportation to tackle the problem. Fuel and parking taxes are being used to change consumer behavior, and can be justified by using arguments relating to externalities. Pollution and congestion represent external costs, while public transportation can cut congestion and pollution.

Policy High Speed North Issued by National Infrastructure Commission Issue date 15 March 2016 Background Transport for the North was established in October 2014 to improve connections between major cities [...]

It is becoming increasingly important to attempt to estimate the cost of traffic congestion to the UK economy. National Economic Research Associates estimates that the overall cost of road congestion to road users was 7 billion pounds sterling in 1996, and it is clear that congestion creates substantial additional costs for the business community. The UK government's response to this problem has been to develop an integrated transport policy. It is hoped that this approach will encourage people to walk and cycle more, as well as to make more extensive use of public transport.

The UK government has published developments in transport policy in July 1998. Included among these are restructuring of the vehicle excise duty tariff for both cards and lorries, a growth in maximum gross vehicle weights to 41 tonnes on 6 axles as an option to the 40 tonnes on 5 axles required by the EU, and pilot charging schemes on the motorway and trunk road network. Consultation on detrunking of around 40% by distance of the trunk road network and pilot charging schemes on the motorway and trunk road network are also included.

The deregulation by the UK of its local bus service on Oct 26, 1986 in all cities save London was to produce mixed results during its first six years and was surrounded by reportedly curious phenomenon. The aim of deregulation was to stimulate the provision of cheaper but higher-quality services by introducing the element of competition. The effect lowered cost per bus mile by 36% and increased bus miles run by 20.4% from 1986-1992 in the country save London. However, patronage fell by 21.6%, contrary to expectations, and fares rose by 12.6%. A study has been taken in the light of this particular deregulated UK industry, to provide some implications of deregulation and their rationale, probable social gains to be gained from deregulation and the significance of demand coordination in such a market.

Traffic congestion is a dilemma that is experienced not only in most developed cities but in developing towns as well. It is seen both in the rural and urban areas. There seems to be no immediate solution to the problem of traffic congestion. Even the mass transit programs have not resolved the issue but has just set a limit to the level of congestion. Economists are advocating road pricing as the only. Many governments are now undertaking studies on pricing mechanisms and implementing the appropriate traffic enforcement and transportation policies and administration.

The British railways suffered immensely in terms of ownership and management in 1963 despite improvements implemented by Dr. Beeching as Chairman of the Board. Privatisation succeeded only partly in managing and controlling the issues of cost of surplus capacity, managerial goals, labor productivity, branch lines and the North-Western electrification. Privatisation has only replaced fixed government payments for subsidies but has not stated clearly any limitations to government support. The government needs to explicitly define its goals for aiding the railway program.

Deregulation and privatization were implemented in the air transportation industry in various parts of the world. Deregulation has brought about increased competition, reduced airlines fares and air travel growth. Some countries which have liberalized both its domestic and international airline industries are Canada, Australia, New Zealand and the US. Liberalization has involved permission of new airlines into routes and the adoption of new airline strategies such as alliances and mergers.

The UK Royal Commission on Environmental Pollution's recommendation that transportation costs be raised to deter vehicle use and avoid the adverse environmental and social effects of road traffic growth is justifiable. In implementing such a policy, authorities should first establish targets for air quality, public transport use, automobile urban journeys and other relevant variables. They should then choose appropriate economic tools for achieving these goals. Among the more promising instruments are an increase in fuel duty and policies relating to road pricing in urban areas.

The Royal Commission on Environmental Pollution warned in its 'Report on Transport and the Environment' that the predicted doubling of road traffic by the year 2025 would have adverse environmental, economic and social consequences. It therefore called for the implementation of significant limitations to the evolution of the transport system and gave 110 recommendations on how transport resources could be allocated and used more efficiently. However, the proposals that fuel taxes be raised and trunk road construction be decreased are not well argued.

A comparative study of two competitive tendering systems adopted by UK authorities after the deregulation of buses was implemented shows that each has its advantages and disadvantages. The system of minimum subsidy involving the payment to the bus operator of the difference between cost and profit appears cost efficient without considering other factors. The system of gross cost tendering, on the other hand, may actually turn out to be more cost efficient when the issue of risk is considered.

Around 37 parties have indicated interest in bidding for the first eight of 25 rail passenger services to be franchised out by the UK government under its privatization program for British Rail. The program entails the sale of about five freight companies, 13 infrastructure service companies and the flotation of Railtrack. However, a tight timetable and the complexity of the government's privatization strategy may put off investors.

The UK suffers from an excess of road traffic and the problem is growing, with an increase in related social costs such as congestion, pollution, noise, damage to buildings and deaths from accidents. There are 22 million cars in 1994 compared with 6.2 million in 1961, and cars are used more often. Th UK government promoted the interests of car users in the 1980s, but has become more aware of environmental problems in the 1990s. The UK now needs an integrated transportation policy to promote public transport and usage of bicycles and reduce car usage.