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Geography Vol. 5, No. 3, pp. 215-218, 1997
0 1997 Elsevier Science Ltd. All rights reserved
Printed in Great Britain
0966.6923197 $17.00+ 0.00
Peter Nijkamp
Faculty of Economics, Free University DeBoelelaan 1105, NL-1081 HVAmsterdam,
The Netherlands
There are important social changes that are influencing the way transport is now viewed. In
particular, there are concerns that current trends in transport are not sustainable over the
long term. This paper describes some of the main forces for social change and the way that
they interact with transportation.
It highlights a number of key areas were conceptual
research work could prove advantageous and considers institutional mechanisms that would
foster, in particular, transatlantic initiatives in these fields. 0 1997 Elsevier Science Ltd. All
rights reserved
Keywords: sustainable transport, social change, strategic research, transport policy
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attitudes towards transport. Figure I provides an indication of some of the key interactions involved.
One tractable way of considering modern transport
and mobility is to look at issues from three partly
complementary, partly competing policy angles: the
need for competitive
efficiency,
the need for
geographical accessibility and social equity for all
members of society, and the need for an environmentally sustainable development.
In the first place,
competitive efficiency lies at the heart of current
European transport policy, where massive investments
in trans-European Networks and in missing links serve
to support the goal of economic integration. However,
also at local, metropolitan and regional scales, formidable investment efforts are foreseen in order for main
players to survive in a competitive world market based
on global networks. This applies of course to transconnections,
but also has world-wide
atlantic
dimensions.
There is, in the second place, a major concern for
the geographical accessibility of less central regions in
Europe and elsewhere. The low density of transport
needs in many rural and peripheral areas has always
been a permanent source of concern of public authorities, from the viewpoint of both the service quality
offered by public transport operators and the objectives
set for regional development.
A look at the historical development of European
infrastructure
networks (road, rail, air, waterways)
makes immediately clear that the most important links
were first constructed
between major centres of
economic activity. The connections with rural and
peripheral areas were, in all cases, delayed. Without
granting a transport operator a natural monopoly, such
connections would perhaps never have been realized.
This is a clear case where efficiency motives and equity
motives are in conflict with one another. In the
emerging European welfare states, however, the rights
of the rural and peripheral areas have been recognized
as legitimate claims, even though the economic feasibility of such extra-central connections was often
clearly negative. However, the equity argument, often
reinforced by the generative argument (i.e. an infrastructure, once constructed, will attract new activities),
has played a major role in the political debate on
subsidies for transport for the mobility deprived in
remote areas. In recent years however, we observe a
drastic change in the policy views on the obligatory
provisions of financial support that would ensure public
service delivery to remote areas. Firstly, in the phase of
economic recession, public budgets are often far too
insufficient to cover the related costs. Secondly, in the
period of deregulation, decentralization and privatisation, commercial arguments have strongly come to the
fore. This means that economic feasibility has become
a major motive for sustaining transport connections to
rural and peripheral areas.
The above development has had far-reaching implications for the morphology, the service level and the
competitiveness of different networks. This applies to
rail and bus services, to ferry systems, to road networks
and to the aviation sector. This means that the connectivity of remote areas may become a problematic issue
in the future. Despite European initiatives to plan for
trans-European
Networks (TENS), there is a real
threat that remote areas may again suffer from missing
links It goes without saying that similar policy and
research issues are also emerging in other parts of the
world.
In the third place, there is a major, more recent
policy concern on the question of whether transport
will be devastating for environmentally
sustainable
development. Our mobile society fulfils many socioeconomic needs, but calls at the same time for social
and political change in order to attain sustainable
mobility. Both passenger and goods transport have
rapidly increased in the past years, and for the time
being, there is no reason to expect a change in this
trend. Some European scenarios even forecast a
doubling of transport in one generation. This development provokes intriguing questions on the external
(social) costs of transport, such as congestion, pollution
and safety issues. Apart from local problems such as
congestion or noise, the global environmental implications of transport are increasingly becoming a source of
major concern. Although transport is responsible for a
variety of greenhouse gas emissions, in recent years the
attention has particularly focused on CO, emissions.
Despite the best intentions of many public policies, it
seems to be very hard to curb the current emission
trends. If one takes into consideration the expected
economic growth in various Second and Third World
countries, the future does not offer a very optimistic
picture. The background of the externality problem of
transport is caused by the fact that transport has low
private costs accompanied by unpriced or underpriced
external social costs. This has created a transport-
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(advocated)
changes are rather far reaching, as
reflected, for example, in car-less cities, new time
pioneers going for slow motion, and so forth.
The intellectual and, ultimately, policy challenge is
to develop transport structures that are both socially
sustainable and environmentally sustainable. This is
unlikely to be achieved by adopting a narrow, monodisciplinary approach to the issues. Nor, given the
increased internationalization of lifestyles, is it likely to
be found without international
cooperation
and
coordination in the research initiative.
The research agenda required to address all relevant
issues is lengthy. Some initial economies may be
achieved by drawing together the experience of the
various European initiatives and those from the USA
where similar social changes are taking place. This
would need a clear focus on inter alia social and
cultural values, changes in industrial organisation,
demographic change, shifts in household patterns and
behaviour, and gender roles.
A number of key areas would form the core of work
on social change and sustainable transport.
Firstly, there are important issues concerning the
changes that are occurring in urban societies as major
agents in a networked economy, not only as core
economic agents but also as drivers of new life styles
and adopters of new mobility patterns. Essentially, if
cities are to be both socially and environmentally
sustainable into the next century, transport systems will
need to be redefined and developed. Urban society will
inevitably want different things from their transport
systems, and equally, there will be innovations in
technology and institutions that will increase the
options available. How these new social requirements
interact with the different opportunities available and
the way that potential mechanisms may develop to
foster appropriate inventions are inevitably going to
pose important intellectual challenges. Efforts in the
past that have largely relied on engineering approaches
to confront conflicts between social and environmental
sustainability conflicts have failed, but nothing has yet
emerged to fill the gap. Thus, there is a clear need for
research into behavioural
responses in terms of
mobility. Clearly, the implications of urban developments for more peripheral areas would need some
attention as well.
Secondly, there are issues of the extent to which
society itself will be influenced by the adoption of a
sustainable transport strategy. While a body of research
has emerged looking at the way factors such as
mobility and location choice may be influenced by
various forms of traffic management
approaches,
longer-term feedback effects on other aspects of
lifestyles stemming from the pursuit of sustainability
have been largely ignored. The evidence from all areas
of transport policy is that both users of transport
services and the suppliers of services are very adaptable
and innovative. This is one reason why transport
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