作为“司机计划”的一部分，英国政府寻求限制低流量计划
UK government seeks to limit low-traffic schemes as part of its ‘plan for drivers’
译文简介
“出于某种原因，它们似乎让一些人感到害怕。”——《卫报》报道。
正文翻译
UK government seeks to limit low-traffic schemes as part of its ‘plan for drivers’
-Department for Transport has already cut funding but now seeks to block councils’ ability to fine drivers
作为“司机计划”的一部分，英国政府寻求限制低流量计划
——英国交通部已经削减了资金，但现在又试图阻止地方议会对司机进行罚款
-Department for Transport has already cut funding but now seeks to block councils’ ability to fine drivers
作为“司机计划”的一部分，英国政府寻求限制低流量计划
——英国交通部已经削减了资金，但现在又试图阻止地方议会对司机进行罚款
(Polling indicates LTNs are generally supported and appear to work.)
（民意调查表明低流量街区通常得到支持，并且似乎有效果。）
新闻：
The Department for Transport (DfT) is set to intensify its battle with local councils over low-traffic neighbourhoods (LTNs) and other active travel measures, with imminent new guidance seeking to limit their use.
交通运输部将加强与地方议会围绕低流量街区和其他积极出行措施的斗争，即将出台新的指导方针，寻求对其加以限制。
交通运输部将加强与地方议会围绕低流量街区和其他积极出行措施的斗争，即将出台新的指导方针，寻求对其加以限制。
However, a promised plan to try to force local authorities into abandoning the schemes by cutting them off from the central database needed to issue fines for infractions is understood to be legally complicated and not yet ready to proceed.
然而，据信，一项已承诺的计划试图迫使地方当局放弃这些方案，做法是将它们从违规罚款所需的中央数据库中剔除。这项计划在法律上很复杂，目前尚未准备好实施。
然而，据信，一项已承诺的计划试图迫使地方当局放弃这些方案，做法是将它们从违规罚款所需的中央数据库中剔除。这项计划在法律上很复杂，目前尚未准备好实施。
Sunak’s “plan for drivers”, unveiled in September and intended to prioritise motorists’ needs at the expense of other road users such as bus passengers, cyclists and pedestrians, sought to crack down on not just LTNs but also 20mph speed limits and bus lanes.
苏纳克的“司机计划”于9月公布，旨在优先考虑驾车者的需求，而牺牲其他道路使用者（比如公交车乘客、骑行者和行人）的利益。该计划不仅试图打击低流量街区，还试图打击每小时20英里的限速和公交车道。
苏纳克的“司机计划”于9月公布，旨在优先考虑驾车者的需求，而牺牲其他道路使用者（比如公交车乘客、骑行者和行人）的利益。该计划不仅试图打击低流量街区，还试图打击每小时20英里的限速和公交车道。
The latest salvo, in the form of guidance to councils expected in the next few days, is expected to focus mainly on LTNs, which seek to boost active travel by preventing motor vehicles from using smaller residential streets as cut-throughs, while allowing full access for pedestrians and cyclists.
预计在未来几天内，政府将以指导议会的形式推进最新的改革，预计将主要关注低流量街区。低流量街区旨在通过防止机动车辆使用较小的住宅街道作为通道，同时允许行人和骑自行车的人完全通行，从而促进积极出行。
预计在未来几天内，政府将以指导议会的形式推进最新的改革，预计将主要关注低流量街区。低流量街区旨在通过防止机动车辆使用较小的住宅街道作为通道，同时允许行人和骑自行车的人完全通行，从而促进积极出行。
These are the responsibility of councils, and while the DfT has already said it will no longer provide central funding for them to be installed, it is unclear what other levers can be used.
这些都是地方议会的责任，尽管英国交通部已经表示，将不再为推行这些方案提供中央资金，但目前还不清楚还可以使用哪些其他手段。
这些都是地方议会的责任，尽管英国交通部已经表示，将不再为推行这些方案提供中央资金，但目前还不清楚还可以使用哪些其他手段。
One option being looked at, which would be particularly controversial, would be to cut off councils from access to the Driver Vehicle Licensing Authority (DVLA) database, which matches car registrations to their owners, to prevent them from fining drivers who pass through LTNs.
目前正在考虑的一种选择，可能会引起特别的争议，那就是切断地方议会访问车辆驾驶执照管理局数据库（该数据库将车辆登记与车主相匹配）的权限，以防止他们对通过低流量街区的司机进行罚款。
目前正在考虑的一种选择，可能会引起特别的争议，那就是切断地方议会访问车辆驾驶执照管理局数据库（该数据库将车辆登记与车主相匹配）的权限，以防止他们对通过低流量街区的司机进行罚款。
This is expected to be the subject of a consultation, with a DfT source saying ministers were “still actively looking at the options” for doing this, albeit with a timetable given only as “at a future point”.
预计这将是一个磋商的主题，一位英国交通部消息人士表示，大臣们“仍在积极考虑”这样做的选择，尽管只给出了一个“在未来某个时候”的时间表。
预计这将是一个磋商的主题，一位英国交通部消息人士表示，大臣们“仍在积极考虑”这样做的选择，尽管只给出了一个“在未来某个时候”的时间表。
Cutting DVLA access to stop LTNs could mean councils also being unable to use cameras for other means, such as enforcing parking outside schools, or on bus routes and cycle lanes, and could mean LTNs instead use physical barriers, such as planters and bollards.
切断车辆驾驶执照管理局数据库访问来阻止低流量街区可能意味着地方议会也无法将摄像头用于其他手段，比如强制在学校外、公共汽车路线和自行车道上停车，也可能意味着低流量街区转而使用物理屏障，比如种植槽和护柱。
切断车辆驾驶执照管理局数据库访问来阻止低流量街区可能意味着地方议会也无法将摄像头用于其他手段，比如强制在学校外、公共汽车路线和自行车道上停车，也可能意味着低流量街区转而使用物理屏障，比如种植槽和护柱。
It would also remove an increasingly important revenue stream for councils, who often use money from fines to subsidise concession schemes for public transport.
它还将剥夺地方议会日益重要的收入来源，他们经常用罚款的钱来补贴公共交通的特许计划。
它还将剥夺地方议会日益重要的收入来源，他们经常用罚款的钱来补贴公共交通的特许计划。
The move could be legally difficult to achieve, given that a 2002 law gives local authorities the right of access to vehicle registration details, meaning the change could require new legislation.
这一举措可能在法律上难以实现，因为2002年的一项法律赋予地方当局查阅车辆登记细节的权利，这意味着这一改变可能需要新的立法。
这一举措可能在法律上难以实现，因为2002年的一项法律赋予地方当局查阅车辆登记细节的权利，这意味着这一改变可能需要新的立法。
The government plan for drivers emerged from the unexpected Conservative win in last July’s Uxbridge and South Ruislip byelection, after controversy over the expansion of London’s ultra-low emission zone.
去年7月，在伦敦超低排放区扩大引发争议后，保守党在乌克斯布里奇和南瑞斯利普的补选中意外获胜，政府出台了司机计划。
去年7月，在伦敦超低排放区扩大引发争议后，保守党在乌克斯布里奇和南瑞斯利普的补选中意外获胜，政府出台了司机计划。
After the victory, Sunak watered down a series of green policies and presented himself as the friend of the driver, pledging to end what he called “anti-car measures”, notably LTNs.
胜选后，苏纳克淡化了一系列环保政策，并将自己标榜为司机的朋友，承诺结束他所谓的“反汽车措施”，尤其是低流量街区。
胜选后，苏纳克淡化了一系列环保政策，并将自己标榜为司机的朋友，承诺结束他所谓的“反汽车措施”，尤其是低流量街区。
This has been complicated by the fact they are the responsibility of councils and appear to be, as a broad concept, broadly popular and successful in their aim of nudging people towards active travel for shorter local trips.
由于它们是由地方议会负责的，而且作为一个广泛的概念，它们似乎广受欢迎，并成功地推动了人们进行短途本地旅行的积极出行。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
由于它们是由地方议会负责的，而且作为一个广泛的概念，它们似乎广受欢迎，并成功地推动了人们进行短途本地旅行的积极出行。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
Last year, Downing Street ordered the DfT to put together an official study of LTNs. While it is yet to be published, details of the document, seen by the Guardian last week, showed the polling indicated they were generally supported and appeared to work.
去年，唐宁街命令英国交通部对低流量街区进行正式研究。虽然这份文件尚未公布，但《卫报》上周看到的这份文件的细节显示，民意调查显示，这些措施得到了普遍支持，而且似乎起了作用。
去年，唐宁街命令英国交通部对低流量街区进行正式研究。虽然这份文件尚未公布，但《卫报》上周看到的这份文件的细节显示，民意调查显示，这些措施得到了普遍支持，而且似乎起了作用。
Clyde Loakes, the deputy leader of Labour-led Waltham Forest council who also holds the council’s air quality cabinet post, said removing DVLA access would “destroy our popular and successful active travel schemes, put schoolchildren in danger, open up to fraud resident priority parking schemes and gut our important concessionary travel schemes for older people and those with disabilities.”
工党领导的沃尔瑟姆森林委员会副主席，同时也是该委员会空气质量内阁的一员，克莱德·洛克斯说，切断车辆驾驶执照管理局数据库访问将“破坏我们受欢迎和成功的积极出行计划，将学童置于危险之中，为刁民优先停车计划敞开大门，并破坏我们为老年人和残疾人提供的重要优惠出行计划。”
工党领导的沃尔瑟姆森林委员会副主席，同时也是该委员会空气质量内阁的一员，克莱德·洛克斯说，切断车辆驾驶执照管理局数据库访问将“破坏我们受欢迎和成功的积极出行计划，将学童置于危险之中，为刁民优先停车计划敞开大门，并破坏我们为老年人和残疾人提供的重要优惠出行计划。”
He said: “This is micro-management taken to another level by those who clearly don’t understand the issue and the implications and consequences of these latest proposals.”
他说：“这是那些显然不了解这个问题以及这些最新提议的影响和后果的人将微观管理提升到了另一个层次。”（菜鸟当微操大师）
他说：“这是那些显然不了解这个问题以及这些最新提议的影响和后果的人将微观管理提升到了另一个层次。”（菜鸟当微操大师）
A DfT spokesperson said: “We remain committed to the measures set out in our plan for drivers, including exploring options on councils’ access to DVLA data to enforce traffic schemes such as low-traffic neighbourhoods. This is part of our long-term plan to help people across our country travel in the way that works best for them.”
交通部的一位发言人说：“我们仍然致力于为司机制定计划，包括探索议会访问车辆驾驶执照管理局数据库的选项，以执行交通计划，比如低交通街区。这是我们长期计划的一部分，旨在帮助全国各地的人们以最适合他们的方式出行。”
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
交通部的一位发言人说：“我们仍然致力于为司机制定计划，包括探索议会访问车辆驾驶执照管理局数据库的选项，以执行交通计划，比如低交通街区。这是我们长期计划的一部分，旨在帮助全国各地的人们以最适合他们的方式出行。”
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
评论翻译
很赞 ( 2 )
收藏
As someone who can't drive it's made me realise how much everything is designed around cars. Even just simply walking around the local area cars have priority over pedestrians more or less everywhere, which of course is how our roads are designed in this country. LTN's are one way of improving that in certain areas but of course drivers having to drive a couple of minutes or so longer is the end of the world.
作为一个不会开车的人，这让我意识到一切都是围绕着车设计的。即使只是在当地走走，汽车或多或少都比行人优先，这显然就是我们国家道路的设计方式。低流量街区是在某些地区改善这一状况的一种措施，但当然，司机不得不多开几分钟左右的车是世界末日，对吧。
Motorists are easy cash cows. Why make driving easier for them?
驾车者很容易成为摇钱树（违章罚款）。为什么要让他们开车更容易呢？
They're responsible for a huge amount of deaths, directly through collisions and indirectly through local air pollution. Both reasons why LTNs exist. No one wants to live on a street that has been turned into a thoroughfare rat run.
他们造成了大量的死亡，通过碰撞直接致死，通过当地的空气污染间接致死。这都是低流量街区存在的原因。没有人愿意住在一条因为司机绕路而变成闹市的小街道上。
No one wants their commute time to double because everyone's thrown out onto the same poorly designed roads either.
I'm not saying LTNs are bad, but the focus should be on optimising road designs (so people aren't resorting to rat runs).
The volume of traffic can be an annoyance, but, living on a road like this myself... Quite frankly, the thing that boils the blood of us lot on this road is the state of other peoples' parking on the street rather than the volume of traffic.
没有人希望因为每个人都被扔到同样设计糟糕的道路上而使他们的通勤时间翻倍。
我并不是说低流量街区不好，但重点应该放在优化道路设计上（这样司机们就不会诉诸于避堵绕小路了）。
交通拥挤的确令人讨厌，但是，我自己就住在这样的路上……坦率地说，让我们这条路上的人火冒三丈的是其他人在街上停车的状况（乱停乱放），而不是车辆的数量。
Cars are the reason it is faster by bike than by bus to go to the next town over. There are so fucking many cars that the roads are clogged and nothing moves. Driving or taking the bus to the next town at rush hour takes 30-60 minutes. Cycling takes 20-25 and I am hardly in peak physical condition and not even using an ebike.
Even when there is no traffic at all you don't save that much time by car.
自驾是骑自行车去下一个城镇比乘公交车还快的原因。车太多了，路都堵了，什么都动不了。在高峰时间开车或乘公交车去下一个城镇需要30-60分钟。骑自行车只需要20-25分钟，这还是在我的身体状况几乎没有达到最佳状态的情况下，甚至不用电动自行车。
即使根本没有交通堵塞，开车也不会节省那么多时间。
Option A: build better public transport lixs so people don’t have to commute at peak times
Option B: build roads/bypasses to help choke points leading to congestion, meaning there’s less traffic through populated areas
Lets go with option C I guess, whatever the fuck that is
选项A：建立更好的公共交通联系，这样人们就不必在高峰时间通勤
选项B：修建道路/旁路，以解决导致拥堵的阻塞点，这意味着通过人口稠密地区的交通会减少
我想我们还是选C吧，不管那tm是什么
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
I'm not saying public transport doesn't need improvement because it very much does. But this congestion issue could largely be aided by just having protected cycle lanes. Most roads in the UK are more than able to accommodate them, and for the ones that aren't - they typically have slower moving and less traffic anyway so don't necessarily need a cycle lane anyway.
我并不是说公共交通不需要改进，因为它确实需要改进。但只要有受保护的自行车道，就可以在很大程度上缓解拥堵问题。英国的大多数道路都能容纳它们，而那些不能容纳它们的道路——它们通常移动速度较慢，交通流量较少，所以不管怎样都不一定需要自行车道。
Didn't they commission a survey a month or so back and it turned out LTNs were broadly popular with residents, and they tried to delay the release of the report?
他们不是一个月前委托进行了一项调查，结果显示低流量街区在居民中很受欢迎，并且他们试图推迟报告的发布吗？
My experiences with LTNs have only been positive so far.
Reduction in car use is the future and I think I have a proposal that will really help.
We need, in addition to blue badges a “yellow badge”. These can be given to anyone who doesn’t qualify for a blue badge but needs a car for various reasons. Those reasons could be work, difficulty walking, easy access to toilets and many more reasons why some people have to travel into and around cities in cars.
Then we limit all city centre parking to blue badges (closest spots, wide spaces as they have now) and yellow badges. Everyone else has to use park and ride or non city centre parking. We can then also make most train station parking blue and yellow.
It’s main thing is it gets everyone who just uses a car for personal convenience out of the car and to use alternative modes of transport.
到目前为止，我在低流量街区的经历都是积极的。
减少汽车的使用是未来，我想我有一个建议会很有帮助。
除了蓝牌外，我们还需要一个“黄牌”。这些可以给任何没有资格获得蓝牌但由于各种原因又需要一辆车的人。这些原因可能是工作、行走困难、上厕所方便，以及一些人不得不开车进出城市的更多原因。
然后，我们将所有市中心的停车位限制为蓝牌（最近的车位，像现在一样宽敞）和黄牌。其他所有车都必须使用停车换乘或非市中心停车场。然后我们也可以把大多数火车站的停车场变成蓝牌和黄牌的。
最主要的是，它让每个只是为了个人方便而开车的人不开车了，转而使用其他交通方式。
原创翻译：龙腾网 https://www.ltaaa.cn 转载请注明出处
They reduce traffic levels, are popular with residents, and most people outside of them don’t really care that much. There is no evidence of any impact on emergency vehicle response times, the impacts on air quality range from positive to so-so, and the impact on surrounding streets is variable, with most big issues sorting themselves out within a few weeks.
Source: am a Transport Planner who has delivered LTNs and similar such schemes for the better part of 30 years.
低流量街区减少了交通流量，很受居民的欢迎，而且大多数人都不怎么在乎。没有证据表明对应急车辆响应时间有任何影响，对空气质量的影响从积极到一般不等，对周围街道的影响是可变的，大多数重大问题在几周内就会自行解决。
资料来源：我是一名交通规划师，在30年的大部分时间里，我交付过低流量街区和类似的计划。
Yet for some reason, they seem to terrify some people.
然而，出于某种原因，它们似乎让一些人感到害怕。
They terrify oil companies, not by themselves but because of EVs rapid growth (each ev is one ICE customer lost for life).
它们让石油公司感到害怕，不是因为它们自己，而是因为电动汽车的快速增长（每辆电动汽车都是一个燃油车客户的终身损失）。
It makes sense to maybe have one or two in London, but do we really need these in places in the midlands where public transport is non existent.
But also limits your freedoms?
在伦敦建一两个这样的地方是有道理的，但是在没有公共交通的中部地区，我们真的需要这些吗？
但也限制了你的自由？
Public transport is non existent because people would rather drive. People would rather drive because it's cheaper and more convenient for them. It's also more energy inefficient for society, more dangerous and less convenient for people who live in residential 30mph+ streets. The solution is to make driving less convenient, then public transport becomes more convenient and cheaper and people have nicer places to live. The more convenient you make driving, the more people will drive and that's a bad thing.
公共交通不存在，是因为人们宁愿开车。人们宁愿开车，是因为这对他们来说更便宜、更方便。对社会来说，它也更节能，但对生活在限速30英里以上街道上的居民来说，它更危险，更不方便。解决办法是让开车变得不那么方便，然后公共交通变得更方便、更便宜，人们有更好的居住场所。你开车越方便，就会有越多的人开车，这是一件坏事。
I wouldn't say it's cheaper, if anything it's a premium to drive than take public transport.
There are benefits for and to drive too, since public transport won't get the funding it needs anytime soon this will still be an issue come 10yrs time.
Plus, having your own car gives you the freedom to go anywhere at your time and pleasure. So I don't think it's a case of ban drives and or cars, but finding that balance.
我不会说它更便宜，如果要说什么的话，开车比乘坐公共交通工具更划算。
开车也有好处，因为公共交通短期内不会得到所需的资金，并且在10年后仍然是一个问题。
另外，拥有自己的车让你可以随心所欲地去任何地方。所以我不认为这是一个禁止驾驶或禁止汽车的问题，而是要找到平衡。
Problem is that right now the balance is totally out of whack. Cars dictate so much about how we live and work that moving the scales in the other direction even slightly, appears to be an attack.
A lot of people don't want to readjust the balance because they can't envision the benefits beyond the immediate inconvenience.
问题是现在的平衡已经完全不正常了。汽车在很大程度上决定了我们的生活和工作方式，以至于将天平向另一个方向移动哪怕是一点点，似乎都是一种攻击。
很多人不想重新调整平衡，因为他们无法想象除了眼前的不便之外的好处。
Its not existent in some areas because it's not cost effective at all. Making driving less convenient in Dorset or North Wales is just annoying and will further damage businesses in small towns.
公共交通在某地区不存在，是因为它根本不具有成本效益。在多塞特郡或北威尔士，让自驾变得不方便只会让人恼火，还会进一步损害小城镇的商业。
I grew up in a small town in Wiltshire. No problem getting anywhere by bike because its a small town. By that very definition everything is close by. I couldn't really afford to learn to drive but also had no reason to.
Need to buy food. Shops take less than 5 minutes to cycle to. I even remember cycling there faster than my friend could drive as we once decided to race - Proof that 17 year olds are stupid.
我在威尔特郡的一个小镇上长大。骑自行车去任何地方都没问题，因为这是一个小镇。根据这个定义，一切都近在咫尺。我没钱学开车，但也没理由学。
需要买食物。骑车不到5分钟就能到商店。我甚至记得骑车去那里的速度比我朋友开车还快，因为我们曾经决定比赛——17岁孩子中二的证明。
That's fine when you're a teenager but becomes less appealing to people as they age, find partners who live a couple towns over, have kids and get jobs outside the town.
在你十几岁的时候，这还好，但随着年龄的增长，找到住在几个城镇之外的伴侣，有了孩子，在镇外工作，骑车对人们就没那么有吸引力了。