Non-motorised Transport and Sustainable Development: evidence from Calcutta

The important role that non-motorised transport plays in urban sustainability is discussed with particular reference to the developing world and to the links between environmental and poverty issues. The significance of non-motorised transport in terms of reduced pollution, income maintenance for the poor and providing transport for vulnerable groups is stressed and placed within the general context of sustainable development. More specifically, evidence is presented for rickshaws in Calcutta, which demonstrates the vital role that non-motorised transport must play if sustainable development objectives are to be met. This evidence indicates that if rickshaws were to disappear from Calcutta's streets there would not only be significant increases in air pollution but also a substantial increase in the numbers of people living in poverty.     

Joint Working within Local Government: Air quality as a case-study

Air quality management (AQM) is a process of environmental control that must be embedded within a wide range of policy areas, from local-scale initiatives to international treaties, if it is to be successful. Because of the integrative aspects of AQM, it is imperative that joint working is undertaken within local authorities and other involved parties. Environmental health departments have taken the lead role in AQM as they have traditionally had responsibilities for some other aspects of pollution control. However, AQM requires input from a variety of professionals such as transport planners, land-use planners, economic development officers and Local Agenda 21 (LA21) officers, as well as environmental health professionals. This paper examines the involvement of these professions within the AQM process. Results are presented from a widespread questionnaire survey of urban local authorities in England. In the case of air quality, it is concluded that co-operation between the necessary professions is still at an early stage. Transport planners are more fully engaged with the process than are land-use planners or economic development officers. In order that the joint working process develops appropriately, it is suggested that LA21 officers have an important role in facilitating inter-professional working to support the AQM process.     

Can environmental compensation contribute to socially equitable conservation? The case of an ecological fiscal transfer in the Brazilian Atlantic forest

ABSTRACT

Regions of high biodiversity often coincide with regions of poverty and conservation can imply economic and social costs for poor resident populations. Environmental compensation is considered a tool to reduce socio-environmental conflict, improve the equity of conservation and promote sustainable development. The intricacies of specific socio-ecological systems may determine how compensation payments are interpreted locally to produce outcomes. This research examines the social perceptions of an ecological fiscal transfer which intends to compensate the local public administration for the substantial costs of conservation in a hotspot of biological and social diversity in the Brazilian Atlantic forest. In this context we explore whether financial compensation (1) influences local perceptions of the conservation regime, (2) contributes towards the reconciliation of human-conservation conflicts and (3) triggers any meaningful socio-economic improvement that would counter the local costs of conservation. Results show that environmental compensation is not widely recognised as effectively benefiting the community. Local authorities consider compensation insufficient to enact a sustainable development agenda. Environmental compensation could play an important role in a policy mix for socially equitable conservation by being explicitly linked to community benefits, especially to fostering local livelihoods. The collaboration of actors operating across multiple governance levels may improve the institutional capacity of local actors to produce effective outcomes.     

Marine protected areas and local coastal conservation and management in Hong Kong

Abstract

This paper presents as case studies some New Zealand local government sustainable development initiatives in cleaner production and civic building design. From a series of structured interviews with key players, it describes key motivators and demotivators and puts these in the context of behaviour change theory. These enable a set of actions for local government to be developed that, if applied, could result in an advancement of the sustainable development agenda. However, other critical factors are given that are external to these actions and on which their overall success is dependent. In reviewing these factors as a group we conclude that far greater understanding of the partnership formation process and its dynamic in engendering successful sustainable development decision-making processes is crucial to move beyond the rhetoric of partnerships and enter the more complex and difficult world of truly participatory approaches.     

Beyond sustainability indicators

Abstract

Sustainability indicators are an increasingly popular tool for the identification of policies and monitoring of progress towards sustainable development. The need for indicators is clearly set out in Agenda 21 and has been taken up by the Commission for Sustainable Development. Devising alternative measures of progress to gross national product has been the subject of much research in the past few years. There are many local sustainability indicator initiatives now under way, co‐ordinated by local authorities and involving local communities. However useful these exercises have been (not least to those engaged in them) there is little evidence, so far, that sustainability indicators are leading to substantial shifts in policy at national or local level. Evidence points, in fact, to substantial barriers to progress in several key areas: for example, the necessity for the greater integration of environmental, social and economic policy, the tackling of inequality and poverty and the encouragement of greater public participation in action on sustainable development. In order for indicators to make any progress in surmounting these barriers there is a need to address issues of trust and to examine existing institutional structures and practices. In parallel with the development of indicators, national, and particularly local, government will need to experiment with new and creative techniques for community participation in decision making, engage in dialogue with new cultural networks and implement practical initiatives to improve the quality of life in particular communities.     

Views of the City: Multiple pathways to sustainable transport futures

In this paper we look behind the notion of sustainable transport and highlight the tensions and contradictions between the different ways of achieving this. The paper examines transportation plans for a major UK city and describes how these develop the idea and practice of sustainable transport and demand management along three quite distinct trajectories. By focusing on both the technological and the institutional dimensions of three different routes to sustainable transport, the analysis explicates the different ways in which the urban transport problem is framed, the different socio-technical logics of demand management embodied in the plans and the differing ways in which institutional relationships are (re)constituted. A key finding is that technological and institutional innovations are inversely related so that radical technological innovation often serves to reinforce existing social relations of power and exclusion. The conclusion drawn is that the choice is not just between a sustainable and an unsustainable transport future, but also between different forms of sustainability.     

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.     

Engaging Economic Development Agencies in Environmental Protection: The case for embedded autonomy

This article examines the role of economic development agencies in strengthening the environmental performance of industry within rapidly industrialising East Asian economies. Three case-study examples are considered, namely, the role of the Industrial Development Board in reducing industrial pollution in Taiwan, pollution control in the palm oil industry in Malaysia, and the role of the Economic Development Board in influencing environmental performance of industry in Singapore. The concept of embedded autonomy is developed to consider the ways in which agencies of economic development can work with firms and industries while simultaneously remaining autonomous from these firms with respect to setting and enforcing performance standards. The three cases suggest that a form of policy integration that more directly integrates economic and environmental goals within agencies of economic development may be feasible, but only where there exists a strong autonomous government bureaucracy and where there is strong societal commitment to improving the environmental performance of industry.     

A tale from the Island of Laputa: The UNCHS (Habitat) crowding and health project from the perspective of two reluctant Laputans

Abstract

This paper seeks to explore Canada's response to the global dialogue over sustainable development on two dimensions: policy articulation at the federal and provincial levels and policy implementation at the municipal level. In order to accomplish these goals, this analysis begins by outlining a critical framework for understanding and assessing local sustainable development. Next, it examines the evolution of Canadian federal and provincial policies supportive of sustainable development, including the role played by non‐governmental organisations (NGOs) in enhancing this process. It then contrasts the Canadian promise and experience with that of the USA. In analysing local responses to the call for sustainable communities, it offers a case study of the Hamilton‐Wentworth Vision 2020 sustainable community programme—a North American showcase of sustainable community initiatives.     

Road Traffic Pollution Monitoring and Modelling Tools and the UK National Air Quality Strategy

This paper provides an assessment of the tools required to fulfil the air quality management role now expected of local authorities within the UK. The use of a range of pollution monitoring tools in assessing air quality is discussed and illustrated with evidence from a number of previous studies of urban background and roadside pollution monitoring in Leicester. A number of approaches to pollution modelling currently available for deployment are examined. Subsequently, the modelling and monitoring tools are assessed against the requirements of local authorities establishing air quality management areas. Whilst the paper examines UK-based policy, the study is of wider international interest.     

Transfrontier conservation areas: Integrating biodiversity and poverty alleviation in Southern Africa

Sub‐Saharan Africa continues to face the daunting challenge of alleviating poverty due to slow economic growth. In southern Africa, most countries are adopting policies that promote the integration of biodiversity conservation and rural development to contribute to rural poverty alleviation. Numerous approaches have been undertaken in this endeavour, including Transfrontier Parks (TFPs) and Transfrontier Conservation Areas (TFCAs). This paper discusses some of the limitations of the TFPs. In conclusion I posit that unlike TFPs, which are state controlled and managed, TFCAs, which promote multi‐land use and multi‐stakeholder participation are attainable and have a higher probability of sustaining biodiversity conservation and contributing to the alleviation of rural poverty, if: (i) areas of high biodiversity conservation within communal areas can be identified, zoned and leveraged to biodiversity conservation and managed in partnership between the communities and the private sector; (ii) local communities can secure legal rights to their customary land being devoted to biodiversity conservation and use such pieces of land as collateral in negotiating partnerships with the private sector in developing conservation‐based enterprises; (iii) functional community natural resource governance institutions can be established and empowered to represent their constituencies in securing fair equity from profits made from sustainable use of the conserved biodiversity assets and tourism businesses; (iv) concerted effort can be invested in developing and implementing family planning and fertility reduction strategies that would slow down human population growth to levels that can be sustained by the available natural resources; and (v) if sustainable financing mechanisms can be developed, and the governance of protected areas occurring in the TFCAs can be broadened to include other stakeholders.     

Liberalising environmental governance and the hazards of democratisation

This paper aims to initiate a debate through which the gap between rhetoric and the local-level implementation of sustainable development might be addressed. It seeks to contribute towards a conceptual as well as a practical basis for the understanding of what contribution sustainable development can make in the context of the post-apartheid reconstruction of South African cities. The analysis draws on an examination of the incorporation of sustainable development in post-apartheid policy as it relates to the urban environment, and its implications for implementation as experienced by formal (local government) and informal (community groups) local-level institutions. In order to ensure that capacity exists for the implementation of sustainable development, it is argued that this rethinking of sustainable development should be informed by the present transformation of formal and informal institutions, whilst the transformation of institutions should occur in a manner that reflects these new conceptual understandings.     

城市蔓延、私人交通与雾霾污染

本文选取中国280个地级市2009—2018年的面板数据为研究样本,探究城市蔓延与雾霾污染之间的作用机制。以私人交通为门槛变量,考察城市蔓延对雾霾污染的门槛效应。研究结果表明：(1)城市蔓延对雾霾污染的影响呈现出先降后升的U形曲线特点;(2)私人交通对雾霾污染的影响表现为倒U形的曲线特征,即随着私人交通发展水平的提高,雾霾污染呈现先增后减的趋势;(3)城市蔓延对雾霾污染的影响存在双重门槛效应,当私人交通的门槛值小于第一个门槛值(e^11.6130=110 525辆)时,城市蔓延会加剧雾霾污染;当私人交通的门槛值介于第一个门槛值和第二个门槛值(e^12.2473=208 417辆)之间时,城市蔓延对雾霾污染的影响系数为正,但未通过显著性检验;当私人交通跨过第二个门槛值时,城市蔓延水平的提高有助于抑制雾霾污染。研究城市蔓延、私人交通与雾霾污染这三者之间的关系对于促进城市的健康可持续发展具有重要的意义。     

“Coal is in our food,coal is in our blood”: everyday environmental injustices of rural community gardening in Central Appalachia

ABSTRACT

Central Appalachia's historical dependence on natural resource extraction industries has contributed to a long history of under- and uneven development, including trends of persistent poverty, cycles of unemployment, weakened local governance, environmental degradation, and severe social inequalities relative to the rest of the nation. Though these trends have been well documented at structural and community-levels, scholarship is more limited in assessing how the conditions of natural resource dependency may shape the everyday experiences of those who live in such regions and how those everyday experiences may illuminate challenges for future development. Employing an embedded case study design, this study examines how everyday environmental injustices may be experienced via community gardening activities, a sustainable development-oriented activity celebrated in urban locations but largely unexplored in rural environments. Drawing upon in-depth interviews with 43 gardening programme coordinators and participants, the findings demonstrate that everyday environmental injustices are experienced across four distinct, yet overlapping and mutually reinforcing, dimensions: natural, built, human health, and socioeconomic environments. These factors in turn constrain programme participation and beneficial programme outcomes, particularly for more disadvantaged households that are affected by chronic illness, geographic isolation, and environmental hazards. Although the interviewees viewed many of these challenges as further justification for pursuing grassroots initiatives like community gardening programmes, these constraints also interacted in a way that limited the success of these locally-oriented sustainable development efforts, particularly for individuals who are the most socially, economically, and environmentally marginalised.     

Two ways of defining sustainable mobility: Autolib’ and BeMobility

Abstract

European cities have emerged as laboratories for ‘sustainable mobility'. In the last few years, they have supported numerous electric car projects which combine clean engine technologies with offers on public or shared mobility. This paper compares two ongoing public electric car services in Berlin (BeMobility) and Paris (Autolib’). We explain how both projects shape future visions of sustainable mobility and transform regional transport systems in specific ways through their performative impact as local transport policy tools. Focusing on the socio-economic and political processes through which both projects were conceived and put into practice, we explain their differences as they reflect participating actors' interests in a French versus German industrial and transport policy context after the economic crisis in 2008. We find that whereas BeMobility integrates electric cars as one element in Berlin's intermodal transport system, and thus is centred around ‘intermodality' as the central vision of sustainable transport, Autolib’ in Paris essentially reproduces the dominant mode of private passenger car transport through adding a shared electric car fleet.     

新疆北疆地区少数民族贫困县可持续发展水平时空变化解构——以木垒哈萨克自治县为例

可持续发展水平时空解构表明,木垒县可持续发展能力很弱,资源问题成为限制其经济发展、社会发展及环境保护的主要因素。近8年来,木垒县可持续发展水平虽然呈良性上升状态,但其上升主要归功于社会发展因素,经济发展指数、资源指数等对其上升的推动性并不强。仅以提高经济发展水平为目的的掠夺式开发,使得资源匮乏的木垒县因此出现较为严重的资源性环境问题,并制约经济水平的提高。上述分析表明,资源指数成为新疆北疆地区少数民族贫困县可持续发展的基础,少数民族贫困县的贫困现状与其可持续发展能力弱是密切联系的。消除贫困的前提条件是实现可持续发展,因此,提高新疆少数民族贫困县的可持续发展水平这项任务迫切而重要。     

Increasing uptake of low impact urban design and development: The role of sustainability assessment systems

Abstract

‘Market transformation’ of the significant urban development industry towards more sustainable practices is not moving at great pace. Design and assessment systems that may promote uptake of more sustainable urban design and development are reviewed briefly followed by a comparison between building and neighbourhood scales. For the latter there is a dearth of design and assessment tools for the residential built environment and of indicators to monitor progress towards sustainable development. Local authorities increasingly require an integrated approach to data collection and inclusion of infrastructure service providers in design, assessment and monitoring of urban development and associated environmental effects. By examining attempts to increase uptake of more sustainable residential development, the potential for tools and indicators at the neighbourhood scale to reduce environmental impact of the built environment is highlighted. It is recommended that built environment initiatives need to be combined with research into behavioural changes to achieve the desired outcome of a sustainable built environment and to increase the dialogue between communities, developers and local authorities.     

Energy Considerations in Design for Environment: Appropriate Energy Selection and Energy Efficiency

Abstract

The design aspects of energy selection and energy efficiency are described. These topics are key components of Design for Environment, and thus are important considerations in industrial ecology. In the article, background material is presented on energy forms, sources, carriers and conversion technologies. Then, energy use in countries, regions and sectors is discussed, and the impact of energy use on the environment described. Efficiencies and other measures of merit for energy use are presented, and design for energy selection and for energy efficiency are described, highlighting energy-related design factors for pollution prevention. Finally sustainable development and its relation to energy and efficiency are discussed, and a case study is presented.     

Sustainable urban community development from the grassroots: Challenges and opportunities in a pedestrian street initiative

Abstract

A local sustainable development initiative to establish a temporary pedestrian zone within a Canadian urban community served as a research study into the efficacy of social capital in the development of a network for community action. This community-based initiative used social capital to overcome campaign obstacles and the campaign itself generated new social capital within the neighbourhood through the creation of adaptive networks of participants. The campaign succeeded in creating a part-time pedestrian-only space that serves as an educational example of change for sustainable community development that is replicable in other communities, and provides an example of alternative occupation of community space. Contrary to other literature, little evidence of “core burnout” was found although the network does continue to expend a large amount of effort and time on fundraising. While social capital is a powerful tool for local grassroots action, the availability of a critical source of economic capital may prove vital to the long-term success and sustainability of the network.     

Activity-Based Patterns of Everyday Mobility: The Potential for Long-Term Behaviour Change Across Five Groups of Travellers

Abstract

Significant differences in our mobility patterns can be found in relation to both range/distance and form. While some people travel on multiple occasions to global destinations over the course of a year, others travel mainly locally, that is, by bicycle or on foot. Policymakers and planners need to have a clear conception of the different mobility patterns if they are to develop valid and precise measures promoting more sustainable forms of mobility. This paper points to five key mobility types based on an exploratory cluster analysis of approximately 20,000 Norwegian travel diaries. Three of the defined groups are dominated by the private car, while two are oriented towards the use of public transport, bicycling and walking. The key differences and similarities between the mobility types are discussed and the relationship between everyday travel patterns and long-distance travel is analysed. Opportunities and challenges for transformations in the everyday travel habits of the five groups are discussed in the final section.