This paper uses survey and qualitative evidence from four neighbourhoods in two cities to explore the hypothesis that citizen participation in urban governance is fostered by political structures and public policy as well as by a civic culture supportive of citizen involvement. The analysis shows that although the prospects for citizen participation are likely to be least propitious in poor neighbourhoods demonstrating lower educational attainment levels, for example, such factors may be mitigated by political mobilisation and the approaches to urban governance, including citizen participation, adopted by local institutions. Citizen participation may be fostered as much by the creation of opportunity structures that build confidence in the efficacy of participation as by the intrinsic levels of civic culture. The key policy lesson is that the effort devoted to creating greater institutional thickness and participatory structures is not wasted.

Policy change is characterised as being slow and incremental over long time periods. In discussing a radical shift to a low carbon economy, many researchers identify a need for a more significant and rapid change to transport policy and travel patterns. However, it is not clear what is meant by rapid policy change and what conditions might be needed to support its delivery.Our contention in this paper is that notions of habit and stability dominate thinking about transport trends and the policy responses to them. We limit variability in our data collection and seek to design policies and transport systems that broadly support the continuation of existing practices. This framing of the policy context limits the scale of change deemed plausible and the scope of activities and actions that could be used to effect it.This paper identifies evidence from two sources to support the contention that more radical policy change is possible. First, there is a substantial and on-going churn in household travel behaviour which, harnessed properly over the medium term, could provide the raw material for steering behaviour change. Secondly, there is a growing evidence base analysing significant events at local, regional and national level which highlight how travellers can adapt to major change to network conditions, service availability and social norms. Taken together, we contend that the population is far more adaptable to major change than the policy process currently assumes.Disruptions and the responses to them provide a window on the range of adaptations that are possible (and, given that we can actually observe people carrying them out, could be more widely acceptable) given the current configuration of the transport system. In other words, if we conceptualise the system as one in which disruptions are commonplace, then different policy choices become tractable. Policy change itself can also be seen as a positive disruption, which could open up a raft of new opportunities to align policy implementation with the capacity for change. However, when set against the current framing of stability and habit, disruption can also be a major political embarrassment. We conclude that rather than being inherently problematic, disruption are in fact an opportunity through which to construct a different approach to transport policy that might enable rather than frustrate significant, low carbon change

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.

The aim of this paper is to suggest new avenues for trust research by critiquing the extant literature on this topic. We analyse the most influential research on intraorganizational trust from the perspective of a classic industrial sociology framework from the 1970s – Alan Fox’s work on frames of reference and trust dynamics. Our analysis of intraorganizational trust studies leads us to three conclusions. First, the large majority of intraorganizational trust research has strong unitarist underpinnings, which support a managerial agenda that is potentially detrimental to employees’ (and indeed managers’) long-term interests. Second, most of this research fails to explain how trust in organizations is embedded in societal and field-level institutions, hence it would benefit from looking ‘beyond the factory gates’ for a more complete understanding of trust dynamics in organizations. In this connection, we argue that Fox’s pluralist and radical perspectives, which are under-represented in intraorganizational trust research, could provide new lines of inquiry by locating internal trust relations in a wider institutional context. Third, Fox’s explanation of how low and high trust dynamics in organizations are embedded in wider society may help address the concerns about under-socialized, endogenous explanations and open the way for structure-agency analyses of building, maintaining and repairing intraorganizational trust.

We examine the impact of devolution in the United Kingdom on transport policies in the first two terms of devolved government, from 1999/2000 to 2007/08. In particular, we discuss the nature and extent of policy convergence and divergence between the devolved territories (Scotland, Wales, Northern Ireland, and London) and England (wherein responsibility for policy formulation remains with the UK government at Westminster), and between the devolved territories themselves. Our analysis builds on existing work on devolution and public policy not only through its focus on transport policy, but also by distinguishing between ‘horizontal’ and ‘vertical’ dimensions of policy divergence and convergence, referring to relations between territories and to links to previous policies adopted within the same territory, respectively. Findings point to a convergence of overarching transport strategies and a complex picture of both convergence and divergence in terms of specific policy measures. The latter provides evidence of a devolution effect on transport policy.