Environmental Engineering Reference
In-Depth Information
discourses associated with travel and the 'embeddedness' of travel within everyday life and
society (Geels, 2011a). Hence an evolutionary and systemic view is taken, where the transport
system can be seen as: 'a semi-coherent configuration of mutually aligned elements, including
technology, industry, markets, consumer behaviour, policy, infrastructure, spatial arrangements
and cultural meaning'. A multi-actor based approach can be developed with issues of 'framing,
perceptions, actions and interactions' between transport users, of different modes, transport
planners, politicians, various other 'stakeholders' and the public (Kemp et al., 2012, p. 16).
For Auckland, this means that reducing transport CO2 emissions is a very complex process,
with interventions required at multiple levels, including at the landscape, regime and niche
levels. There is also an additional and critical difficulty, in that there is already a high level
of motorisation, and a city and culture based around, or at least facilitated by, use of the
private car. Some emerging factors, of course, are more 'malleable' than others. The city
authorities are pushing for sustainable transport (to an extent), yet the political ideology, media,
societal values and beliefs remain fairly fixed, at least in the short term. Transport planners
and engineers may seek to build sustainable transport systems, yet prevailing habits and norms
amongst the travelling public remain 'sticky'. New niches remain very slow to progress, at
least in terms of low-emission vehicles. There may be some signs of the 'older' niches - of
public transport usage and cycling - becoming fashionable again, and it is perhaps here that
there is great hope. The niches don't always have to be 'new' innovations but also can be
effective reinventions of old technologies.
There are many potential forward trajectories, or future pathways, including a 'trans-
formation' where landscape developments exert pressure on the regime, so that 'reconfiguration'
takes place where niche innovations are well developed and exert pressure on the regime.
Alternatively 'technological substitution' is found where tensions in the regime allow a niche
development to break through, or 'de-alignment and re-alignment' may occur where major
landscape pressures lead to a disintegration of the regime and niche innovations take advantage
of the new space (Geels and Schot, 2007). The change process may develop from within the
existing automobility regime, with an adoption of new travel practices, technologies and
rationalities. But it is perhaps more likely that the current automobility regime will become
'stranded' by change beyond its control, and a new system of travel will develop. Important
here would be that the external costs of the regime outweigh the benefits, and the ability of
the regime to resist or absorb change. There may even be some hybrid version of both (Wells
et al., 2012).
This chapter has explored some of the issues that are difficult in terms of reducing transport
CO2 emissions in Auckland, and it also considers, to a limited extent, some of the wider MCA
impacts that might be associated with low carbon transport futures. The current Auckland
transportation system is heavily dependent on the motor car, and the internal combustion
engine fuelled by petrol or diesel. This is a very vulnerable position for Auckland in terms
of many issues, including climate change, oil scarcity, potential rapid rises in future oil prices,
and also energy security. Dependence on motor vehicles, and the associated infrastructure this
entails, has an adverse impact on the local community and urban fabric, health, economy and
local environment. These are all major issues with the current 'path dependency' in carbon
intensive travel behaviours in Auckland.
There are potential policy pathways for Auckland in moving to a much more efficient
transport system in CO2 emission terms, and some of these are being tested at the policy level
