Troublesome Leisure Travel: The Contradictions of Three Sustainable Transport Policies
Troublesome Leisure Travel: The Contradictions of Three Sustainable Transport Policies
复制标题
麻烦的休闲旅行：三种可持续交通政策的矛盾
DOI：
--
复制
发表时间：
2011
期刊：
影响因子：
--
通讯作者：
K. Linnerud
中科院分区：
文献类型：
--
作者：
E. Holden;K. Linnerud
可持续客运政策往往针对日常旅行，而忽视了大量和不断扩大的休闲旅行。通过回顾对三项可持续客运政策的研究：发展更紧凑的城市，建立环保意识和态度，以及促进信息和通信技术的发展，本文审查了旨在减少日常旅行的能源消耗和二氧化碳排放的政策是否会对休闲旅行产生相反的影响。我们发现，这些政策可能确实会产生意想不到的影响，并提出了几种机制，可以解释为什么会出现这种相反的效果。此外，还考虑了制定更全面的可持续运输政策所产生的影响。全国十一分之一的人口--在一个人口稠密的小国，这些都是衡量休闲规划问题的几个指标。这个主题--也是问题--是一个大问题。它包括国家公园、通往乡村的通道、自然保护区、露营、大篷车、漫步和青年招待所、水道、公园和许多其他方面的娱乐活动。对这一广泛领域的研究是迫在眉睫的(库林沃思，1964，第1页；重点补充)。序文1964年发表在《城市研究》上的第一篇文章名为《休闲规划》。在文章的开头，J.B.卡尔林沃斯写道，4700万人生活在58,000平方英里的土地上，拥有超过650万辆汽车；每年有3000万个假日，涉及4.2亿英镑的支出；每年有440万个大篷车假日；10个国家公园，覆盖3088个Erling Holden和Kristin LINNERUD。因此，在第一期《城市研究》中，卡尔林沃斯敦促有必要研究增加休闲对环境的影响。40多年后的今天，解决休闲增加带来的负面影响--特别是休闲时间流动性增加--的需求比库林沃斯想象的更大。的确，在过去的四十年里，人们对休闲的需求大幅增加，其对环境的影响也是如此。然而，自20世纪60年代初以来，休闲需求的增加与环境影响之间的关系在两个方面发生了变化。首先，尽管库林沃思特别注意到私家车作为休闲旅行首选工具的使用增加了，但他没有预见到这种增长会变得多么强劲。此外，他在很大程度上没有意识到即将增加的休闲时间乘飞机旅行(当时在这方面基本上不为人所知的一种交通工具)。其次，虽然卡尔林沃斯主要研究当地的休闲旅行和当地的环境影响，但目前的休闲需求及其环境影响已经走向全球。联合国环境与发展委员会在其1987年的报告《我们共同的未来》(WCED，1987)中指出的全球挑战对他来说基本上是未知的。因此，他还不熟悉可持续发展的概念，而可持续发展目前是所有社会部门--包括休闲旅行--的政治要务。
Sustainable passenger transport policies are most often directed towards everyday travel and ignore the large and expanding amount of leisure travel. The paper examines whether policies aimed at reducing energy consumption and CO2 emissions for everyday travel may have the opposite effect on leisure travel by reviewing studies of three sustainable passenger transport policies: developing more compact cities, building pro-environment awareness and attitudes, and promoting the growth of information and communication technologies. We found that the policies may indeed have unintended effects and suggest several mechanisms that could explain why this opposite effect occurs. Consideration is also given to the implications for developing more comprehensive sustainable transport policies. one-eleventh of the country—these are a few indications of the measure of the problem of planning for leisure in a densely populated small country. The subject—and the problem—is a large one. It encompasses national parks, access to the countryside, nature reserves, camping, caravanning, rambling and youth hostelling, waterways, parks and many other aspects of recreation. A study of this wide field is urgent (Cullingworth, 1964, p. 1; emphasis added). Prologue The very first article to appear in Urban Studies in 1964 was entitled “Planning for leisure”. At the beginning of the article, J. B. Cullingworth wrote Forty-seven million people living on 58,000 square miles, owning over 6.5 million cars; 30 million holidays a year involving an expenditure of £420 million; 4.4 million caravan holidays annually; ten national parks covering 3088 ERLING HOLDEN AND KRISTIN LINNERUD Thus, in the inaugural issue of Urban Studies, Cullingworth urged the need to study the environmental impacts of increased leisure. Today, more than 40 years later, the need to address the negative impacts of increased leisure—particularly increased leisure-time mobility—is even greater than Cullingworth ever could imagine. Indeed, the demand for leisure has increased tremendously during the four decades and so have its environmental impacts. The relation between the increased demand for leisure and environmental impacts has, however, changed in two aspects since the beginning of the 1960s. First, although Cullingworth paid particular attention to the increased use of the private car as the preferred means for leisure-time travel, he did not foresee how strong this increase would become. Moreover, he was largely unaware of the imminent increase of leisure-time travel by plane (at that time a largely unknown means of transport in this respect). Secondly, whereas Cullingworth mainly addressed local leisure-time travel and local environmental impacts, present demand for leisure and its environmental impacts, has gone global. The global challenges noted by the UN Commission on Environment and Development in their 1987 Report Our Common Future (WCED, 1987) were to him largely unknown. Thus, he was not yet familiar with the concept of sustainable development, which presently is a political imperative for all societal sectors—including leisure-time travel.