Factors influencing the acceptability of energy policies: A test of VBN theory

This paper examines factors influencing the acceptability of energy policies aimed to reduce the emission of CO₂ by households. More specifically, it is studied to what extent the value–belief–norm theory of environmentalism (VBN theory; Stern, [(2000). Toward a coherent theory of environmentally significant behavior. Journal of Social Issues, 56(3), 407–424.]) is successful in explaining acceptability judgements. In contrast to previous studies, we test the full VBN theory. A questionnaire study was conducted among 112 Dutch respondents. Results confirmed the causal order of the variables in VBN theory, moving from relative stable general values to beliefs about human–environment relations, which in turn affect behaviour specific beliefs and norms, and acceptability judgements, respectively. As expected, all variables were significantly related to the next variable in the causal chain. Biospheric values were also significantly related to feelings of moral obligation to reduce household energy consumption when intermediate variables were controlled for. Furthermore, as hypothesized, personal norms mediated the relationship between AR and acceptability judgements, AR beliefs mediated the relationship between AC beliefs and personal norms, AC beliefs mediated the relationship between NEP and AR beliefs, and NEP mediated the relationship between values and AC beliefs.     

Local Transport Problems and Possible Solutions: comparing perceptions of residents, elected members, officers and organisations

It is generally accepted that the current growth in personal car use poses a serious threat to local communities and the environment, and that radical changes in transport policy are needed. In order for local authorities to develop acceptable sustainable transport options, it will be necessary that they have a clear view of the attitudes and perceptions of various groups in their community. This research compared the views of elected members and officers with those of residents and organisations in relation to the local transport situation and the use of car travel reduction measures. It was found that the views of elected members and officers reflect those of residents rather well. The views of local organisations, however, were different. Organisations were, in particular, more negative about policy measures that aim to reduce car use in the town centre. They also attached more importance to the viability of the local economy than the other respondents. However, they did agree with the other groups that the quality of life in the community would improve if there was less traffic. The consequences of these findings for local transport planning are discussed.     

Local Transport Problems and Possible Solutions: Comparing perceptions of residents,elected members,officers and organisations

It is generally accepted that the current growth in personal car use poses a serious threat to local communities and the environment, and that radical changes in transport policy are needed. In order for local authorities to develop acceptable sustainable transport options, it will be necessary that they have a clear view of the attitudes and perceptions of various groups in their community. This research compared the views of elected members and officers with those of residents and organisations in relation to the local transport situation and the use of car travel reduction measures. It was found that the views of elected members and officers reflect those of residents rather well. The views of local organisations, however, were different. Organisations were, in particular, more negative about policy measures that aim to reduce car use in the town centre. They also attached more importance to the viability of the local economy than the other respondents. However, they did agree with the other groups that the quality of life in the community would improve if there was less traffic. The consequences of these findings for local transport planning are discussed.     

Compromising sustainable mobility? The case of the Gothenburg congestion tax

Congestion charging is widely considered an effective policy measure to regulate and reduce car traffic demand and associated environmental and health problems in cities. However, introducing restrictive measures to constrain individual choice and behaviour for the common good has often proven difficult. Using a specific case, the Gothenburg congestion tax introduced in 2013, we study the policy process behind the introduction of the tax and assess to what extent green values were compromised along the way. The tax was made possible by co-financing infrastructure investments, including roads, which seemingly contradicts stated goals of reducing car traffic and emissions. We show how the tax was ‘muddled through’ in a top-down political compromise by a grand coalition where different interests could legitimate their support in relation to the achievement of partially conflicting objectives and projects. However, to declare the regulatory goals fully neutralised would be to underestimate the scheme's direct environmental effects and restrictive potential. Finding a compromise with powerful political and economic interests was necessary to get it off the ground. Once launched, however, it can over time regain its restrictive properties and lead to more profound long-term effects.     

Economic analysis of reform policies for small coal mines in China

Over the last three decades, China’s coal industry has achieved dramatic increases in coal production, both in absolute terms and relative to the world as a whole. This achievement is due largely to its coal policies. Yet facing increasing pressures of environmental sustainability and market transition, the Chinese government was forced to make deep reforms and adjustments to regulate the coal industry effectively. This paper presents an historical overview of China’s coal economic policies, paying particular attention to the current reform policy of closing mines and restricting the yield for the small coal mines (SCMs) in the context of economic theories and methods. We argue that the SCM closure policy would not likely be efficiently enforced if a feasible market mechanism were not built up. The failure of closure policy is due largely to problems of property rights, coal pricing, ownership, and objectives.     

Forecasting environmental equity: air quality responses to road user charging in Leeds, UK

Sustainable development requires that the goals of economic development, environmental protection and social justice are considered collectively when formulating development strategies. In the context of planning sustainable transport systems, trade-offs between the economy and the environment, and between the economy and social justice have received considerable attention. In contrast, much less attention has been paid to environmental equity, the trade-off between environmental and social justice goals, a significant omission given the growing attention to environmental justice by policy makers in the EU and elsewhere. In many countries, considerable effort has been made to develop clean transport systems by using, for example, technical, economic and planning instruments. However, little effort has been made to understand the distributive and environmental justice implications of these measures. This paper investigates the relationship between urban air quality (as NO2) and social deprivation for the city of Leeds, UK. Through application of a series of linked dynamic models of traffic simulation and assignment, vehicle emission, and pollutant dispersion, the environmental equity implications of a series of urban transport strategies, including road user cordon and distance-based charging, road network development, and emission control are assessed. Results indicate a significant degree of environmental inequity exists in Leeds. Analysis of the transport strategies indicates that this inequity will be reduced through natural fleet renewal, and, perhaps contrary to expectations, road user charging is also capable of promoting environmental equity. The environmental equity response is, however, sensitive to road pricing scheme design.     

Bike Networking in Rio: the challenges for non-motorised transport in an automobile-dominated government culture

Rio de Janeiro has developed, since 1992, an 84 km cycling network, more as the outcome of green and NGO lobbying than of clear cut and continuous government choices. The city transport policies are widely dominated by car and bus oriented priorities with insufficient investment in rail, ferryboat and other mass transport options. Bicycle use is potentially part of a new policy aimed at reducing automobile dependence and its social and environmental consequences. The Rio experience was influenced by the Dutch example, especially the Amsterdam achievements. The process of building this cycling infrastructure is also a political and cultural one, sometimes encountering tough resistance from some sectors of the city government and the public, hostile to an investment they consider futile. However, opinion polls conducted in Rio have shown impressive support for bike networking. The main conditions for success are: good integration, maintenance and security; appropriate support infrastructure; and continuity with regular investments and upgrading.     

Institutional Constraints to Environmentally Sound Integrated Land Use and Transport Policies: Experiences from the Norwegian Integrated Land Use and Transport Planning Scheme

The Norwegian Integrated Land Use and Transport Planning Scheme TP10 was launched in 1991 as a responseto growing concern about the environmental effects of road transport in Norway's largest cities. Its main goal was to develop transport and land use policies leading to reductions in the growth of car use and transport demand. The purpose of this paper is to explain and discuss why the scheme on the whole failed to produce the intended policies. One reason was that the planning process in the scheme was dominated by the traditional transport planning and implementation authorities. The scheme was also linked to the national roads planning process in a way which diverted TP10 from its stated environmental goals. The paper concludes that radical changes in existing policies should be accompanied by institutional reform.     

Bike Networking in Rio: The challenges for non-motorised transport in an automobile-dominated government culture

Rio de Janeiro has developed, since 1992, an 84 km cycling network, more as the outcome of green and NGO lobbying than of clear cut and continuous government choices. The city transport policies are widely dominated by car and bus oriented priorities with insufficient investment in rail, ferryboat and other mass transport options. Bicycle use is potentially part of a new policy aimed at reducing automobile dependence and its social and environmental consequences. The Rio experience was influenced by the Dutch example, especially the Amsterdam achievements. The process of building this cycling infrastructure is also a political and cultural one, sometimes encountering tough resistance from some sectors of the city government and the public, hostile to an investment they consider futile. However, opinion polls conducted in Rio have shown impressive support for bike networking. The main conditions for success are: good integration, maintenance and security; appropriate support infrastructure; and continuity with regular investments and upgrading.     

Wider roads, more cars

The transport policy currently followed in many European cities seems to be a combination of investments in public transport in order to increase, or at least maintain, its market share, and road building in order to keep up with expected traffic growth. Apparently, there is a prevalent belief among policy makers that increased road capacity in urban areas does not in itself cause any growth in car traffic worth mentioning. Such a belief neglects the simple economic theory of supply and demand, as well as more specific theories about the dynamics of traffic under congested conditions. An empirical study of commuting patterns in two transport corridors in Oslo, Norway, shows that a considerable proportion of commuters are sensitive to changes in the speed of the respective modes of transportation. The mode chosen depends to a large extent on the ratio of door-to-door travel times by car and transit. Freer flowing traffic in the road network will induce a higher proportion of commuters to travel by car. Conversely, faster public transport will reduce the proportion of car commuters, but the effects of such improvements will be offset if road capacity is simultaneously increased. In addition to the relative speeds of car and transit, the parking conditions at the workplace are of great importance to the choice of transport mode.     

Reducing Air Pollution from Urban Passenger Transport: A Framework for Policy Analysis

Air quality is declining in urban areas, in part because of the rapid motorization of societies world-wide. To combat the problem, various pollution control strategies have been used or proposed for urban passenger transport. This paper develops a simple framework to analyse the impact of these strategies. The paper examines the point of impact of different policy levers and categorizes different instruments in a way that should help policy makers choose between them. The framework explicitly recognizes behavioural incentives, especially the fact that offsetting changes in consumer behaviour can often undermine the original intent of particular policies. The paper concludes that policies aimed at improving transport efficiency often improve air quality at the same time. However, supply side policies to relieve traffic congestion can conflict with the objective of controlling air pollution. It is hence vital that policy makers are aware of the incentives created by different interventions and weigh the impact of these incentives on subsidiary objectives before adoption of particular policies.     

CONSERVATIONAL WATER PRICING FOR INCREASED WATER SUPPLY BENEFITS1

ABSTRACT: A study was undertaken to see if benefits from water supply could be increased by utilizing price-usage information in reservoir design studies. Three pricing policies were examined. The first policy assumed no price-use relationship, and quantity demanded was based on existing community usage with a low water rate. The price of water was set to recover system costs. A price-use relationship was assumed in the second policy and the water rate was constant. The price of water was determined from the associated system which provided maximum expected net benefits. The third policy assumed the price-use relationship and the price charged for water during each billing period was a non-linear function of storage which increased as the amount of water in storage at the beginning of the period decreased. It was found that the use of the conservation pricing policies substantially reduced storage requirements while providing demonstrable net benefits to the community and a large average supply. The conservation pricing policies substantially lowered the average price paid for water. The effect of uncertainty in consumer response to changes in price was studied by using a probabilistic price-use relationship. This uncertainty did not significantly reduce the effectiveness of the conservation policy. It was concluded that demand management by the use of a proper pricing policy could significantly increase net water supply benefits to a community.     

京津冀及周边地区清洁取暖补贴政策现状、问题与对策

京津冀及周边地区以燃煤为主的农户冬季采暖方式是影响区域大气环境质量的重要原因之一,大规模推进清洁取暖改造是优化区域能源结构、改善大气环境质量的重要举措.本文以京津冀大气污染传输通道城市("2+26"城市)为重点,全面梳理了京津冀及周边地区清洁取暖政策特别是补贴政策的实施情况和主要问题,对近期区域清洁取暖改造补贴投资进行测算,提出未来农村清洁取暖补贴政策的优化建议.结果表明,在现行补贴标准下,补贴资金投入额的差异主要来源于清洁取暖技术路径及农居建筑节能性能的差异,使用热泵类设备并进行建筑节能改造对降低补贴资金投入有积极影响;中央财政的清洁取暖试点城市奖补资金只能覆盖2019年改造补贴所需投资总额的20%左右,地方政府财政压力巨大.未来京津冀及周边地区农村清洁取暖补贴政策应继续充分发挥中央财政支持作用,充分利用市场建立多元化投融资机制,已大规模推进农村清洁取暖改造并已制定清洁取暖补贴政策的地区应继续制定新的补贴政策,尚未大规模改造的地区建议通过试点补贴方式逐步引导推广,清洁取暖补贴标准的制定和调整应在农户可接受、政府可承担的前提下逐步实现退坡.     

External cost internalisation of urban transport: a case study of Dublin

Transport users do not currently pay all costs associated with their transport activities and in particular do not pay the costs they impose on the environment. Case studies on Dublin, Amsterdam, Brussels and London have been conducted to evaluate how best to meet the requirement of the European Commission in its fair and efficient pricing aims in the transport sector, i.e. where transport users are made to pay all costs they impose. The paper presents the results of Do Nothing (DN) and Do Something (DS) scenarios for 2005 where in the latter case each transport user pays for all costs they impose including pollution, noise, accidents etc. The Dublin results, from an economics model used in the study, are examined in detail; the findings are compared with those of parallel studies conducted in the other cities to demonstrate the international relevance of this work. The comparison between the DN and DS scenarios indicates that taxes on all transport modes should be increased substantially, particularly in the morning and evening peak periods. As a result of the price increases, travel demand is reduced. A practical example where transport users could be made to pay for all their costs is road use pricing, i.e. charging individuals for the use of road space. The taxation levels suggested in the DS scenario have been used in a road use pricing trial in Dublin, the results of which were published in O'Mahony, Geraghty and Humphreys (Transportation 27, 269-283, 2000), to see if the reductions in the travel requirements of individuals proposed by the economics model are in fact true. The principles of the work presented in this paper are not only relevant to environmental impact management in the transport sector but can also be applied to other sectors.     

THE IMPORTANCE OF INSTITUTIONAL STRUCTURE IN CONTROLLING AGRICULTURAL RUNOFF1

Abstract: Agricultural runoff, such as dissolved mineral salts and selenium, creates pronounced downstream impacts to agricultural producers and to wildlife. The ability to manage these problems efficiently depends critically on the institutional pricing structure of irrigation water delivery agencies. An important characteristic of irrigation water delivery is whether irrigators pay per unit of water received or make one payment regardless of the quantity of water received. In this study we compare the effectiveness of agricultural runoff reduction policies in two regions that employ these different water pricing structures. We find that reduction policy is more effective and can be achieved at a lower cost when water is priced on a per unit basis and that growers have greater incentive to act on their own to reduce runoff problems. Operating under a per unit pricing system encourages water conservation and runoff reduction, which creates public benefits that are not achieved under the single-payment, fixed allotment method of irrigation water delivery.     

Living on the edge of stagnant water: An assessment of environmental impacts of construction-phase drainage congestion along Dhaka city flood control embankment,Bangladesh

Environmental impacts of the construction-phase drainage congestion along the Dhaka City Flood Control Embankment were assessed by a pilot questionnaire survey (in 1991) among the target population adjacent to the embankment. The results of the survey indicated that, despite significant alleviation of river flooding, the majority of the respondents experienced a new type of flood problem in the form of stagnant water inside the embankment, immediately following its construction. Not only had this stagnant water flooded and damaged their property, it had exposed them to a number of other environmental problems, such as accumulation of municipal sewage, foul odors, mosquitoes, and growth of water hyacinth. The study found that the respondents' assessments of these environmental problems differed significantly according to the magnitude of the impact of stagnant water upon two subgroups within the target population. A postsurvey follow-up in 1994 indicated that this problem of drainage congestion had largely been alleviated by completing the construction of a number of drainage regulators. The study concludes by stressing the importance of synchronizing the construction of drainage structures with that of the embankment systems and by underlining policy implications for flood-vulnerable land use adjacent to embankments.     

全球气候治理主体共同体化现状、问题与深化路径

在全球治理和国际秩序加速变革等大变局背景下,全球气候治理体系和秩序正在经历深刻变化。全球气候问题需要全球气候治理的主体去认知与改造,主体在全球气候治理进程中有着关键性影响。当前全球气候治理主体的内涵和外延在持续变化,最值得关注的变化就是全球气候治理主体走向共同体化,并且正在形成一种规范。全球气候治理主体间在利益、责任与命运关系的演化,对更大范围的、更深程度的主体关系提出了新要求。本文基于近年来全球气候治理实践,分析了全球气候治理主体共同体及其关系的发展情况与趋势,同时分析人类命运共同体如何引导全球气候治理主体共同体及其关系,以更好聚焦国际社会应对气候变化的首要因素,开启全球应对气候变化新征程。     

Public receptiveness to policies promoting plant-based diets: framing effects and social psychological and structural influences

Governmental and non-governmental organizations, social movements, and academics have called for reductions in meat consumption due to the environmental, animal welfare, and public health consequences of industrial animal agribusiness. An impactful move toward plant-based diets would require changes in public policy. First, we assess if there are different social and structural factors that influence support for policies that promote plant-based diets. We look at four categories of policies (action frames) that will likely reduce meat consumption: environmental, animal welfare, public health, and direct meat reduction. Second, we use a manipulation rhetorical frame to see if support can be altered by providing individuals with information about meat reduction, framing the issue in terms of environmental protection, animal welfare, or public health. Different social and structural factors predict support for different policy groupings, meaning that it matters how policies are enclosed in action frames. However, providing information to individuals about a particular impact (rhetorical frame) has limited influence on policy support.     

Hyperautomobility and Governmentality in Auckland

Abstract

A number of cities around the world are associated with very high levels of private motor car usage, and Auckland provides an example of one of these ‘hyperautomobile’ cities. There are many problems with this system of transportation and dependence on the private car, including environmental, social and city design dimensions. Though there is a clear aspiration to move towards reduced levels of car usage in the city's transport and spatial planning strategies, there are major difficulties in implementation terms. We develop and consider future scenarios to 2041 to reduce these levels of motorization, and subsequent transport CO₂ emissions, with a much greater use of public transport, walking and cycling, urban planning, and low emission vehicles. The current implementability of such a ‘sustainable mobility’ future is however questioned in the current political and social context, and critically debated in terms of the available governance mechanisms and the limited attempts to shape the behaviour of the public. We conclude by calling for a reconsideration of the policy measures being considered, including the range and levels of application and investment; with a much wider framing of the transport planning remit, and carried out within a much stronger participatory framework for decision-making.     

Why Singapore's land transportation energy consumption is relatively low

Since the early 1970s, Singapore has enacted a number of measures to tackle traffic congestion, including measures to restrain vehicle ownership. Although Singapore's per capita GDP is comparable to that of OECD countries, the present car-ownership level in Singapore (10 cars per 100 people) is only a fraction of levels in the OECD countries. Traffic flow in this city-State is relatively smooth, even during peak hours. Although the measures taken were aimed primarily at tackling traffic congestion, they have had other positive impacts, such as reducing energy consumption, air pollution and CO₂ emissions. This article presents an overview of the transportation measures and initiatives in Singapore, and analyses two of the transport demand management measures in detail: the vehicle restraint measure, in particular the unique vehicle quota system introduced in 1990; and the two road pricing systems, i.e. the area licensing scheme (ALS) that operated from 1974 to 1998, and the electronic road pricing system (ERP) that went into operation in 1998. Energy and environmental impacts are then discussed, and finally factors contributing to the success of these schemes. Although certain conditions are unique to Singapore, the experience shows that substantial energy and environmental benefits can be achieved through managing urban transportation system in an integrated and innovative way.