The deiciency of mobility and sustainable transport indicators for the arctic

Barrier 10: The deiciency of mobility and sustainable transport indicators for the arctic

All of the above-mentioned barriers have a major impact on the ideal of transportation planning in the Arctic Region: the development of a global vision and an appropriate toolbox for sustainable mobility in the Arctic. In order to improve the development of a sustainable solution for transport, transport experts have been working for the last  years on transport indicators. Many indicators and models have been developed in the context of challenges faced by large agglomerations. Some work has been proposed together with some reflections to improve sustainable rural transport in the context of IURT (Inter-Urban and Regional Transport). In a preventive perspective, several practitioners have put forward a series of initiatives that can be undertaken to improve the sustainability of transportation.

Most of the indicators and initiatives that seem appropriate in most western countries would, however, have difficulty finding adequate support in the Arctic Region and remote areas. Classical initiatives that have been suggested include: i) reducing the need to travel; ii) switching to more efficient modes of transport, providing more ecological transportation options like pedestrian and bicycle routes; iii) reducing travel distance by promoting high-quality locations; iv) using the best available technology, like hybrid cars; v) implementing road pricing systems and increasing parking costs; vi) organizing projects like car-free days (Banister, Pucher and Lee-Gosselin ; Black 5; Litman ).

After evoking some barriers encountered by transportation planners in general and, more precisely, in the context of the High North, where interventions and planning face more specific if not exclusive difficulties, the following section aims to suggest some avenues that may help predict, provide, and justify long-term transportation planning and intervention in the circumpolar regions.

some avenues

Five avenues may be suggested to surmount the difficulties and facilitate the planning of polar transportation. Although these avenues may appear as general intuitive recommendations, they are nonetheless based on the central assumption that transport planning, like any public narrative, can be understood by all the stakeholders who are potentially part of the narrative scheme and who are open to implementing potential solutions to circumvent the previously diagnosed barriers.

avenue 1: preparing a global portrait of transport, mobility, and transport planning strategies in the arctic

As has already been mentioned, the transportation systems in the Arctic have been treated to date in several specific ways under various approaches and rarely as a whole. In addition, a general picture of the polar transportation situation is still missing. Such a picture has already been produced for other sectors (the environment, health, education, language, culture). The mobility of people and goods could and should receive, in the near future, the same kind of attention as those issues addressed in the Arctic Human Development Report. Such a general picture could i) serve as a basis for discussion to inform public policies in the field of Arctic transportation; ii) feed further studies and facilitate decisions in other areas where transportation constitutes an issue (the economy, education, health, well-being in general); and iii) allow actors of the Northern circumpolar region to share a common vision and compare their own situations within the Arctic. Then they could negotiate with national governments in order to establish appropriate policies, particularly regarding criteria for sustainable transport that are adapted to the conditions in the Arctic.

avenue 2: encouraging studies on a new mobility paradigm that is applicable to the arctic

The question of transport has, for too long, been dominated by issues related to engineering. This applies rightly to construction standards and maintenance, but also to social aspects concerning safety, comfort, the environment, access and quality of services. The advent of a new mobility paradigm has opened a The question of transport has, for too long, been dominated by issues related to engineering. This applies rightly to construction standards and maintenance, but also to social aspects concerning safety, comfort, the environment, access and quality of services. The advent of a new mobility paradigm has opened a

be increased among travellers? How can greater equity in transportation be promoted? How can we, in some cases, facilitate the ‘immobility’ of certain groups who prefer to avoid travel? How can we transform stops and transits into more pleasant experiences for commuters? In this regard, the Arctic Region might not appear only as an area of challenges for transport, but also as an immense opportunity for travellers. The efficiency of transport, the ability to reach one’s destination and the importance of the automobile remain pervasive aspects of transportation planning, but their ‘obviousness’ as priorities for transport can also be subject to further questioning. As the Arctic is facing unusual challenges from the traveller’s point of view, the region also offers great opportunities to confront conventional points of view on transportation.

avenue 3: debating the criteria for sustainability mobility and a typology of mobilities in the arctic (propose a model and promote it)

Due to concern about the intense development of transport networks in dense urban areas, as well as road congestion and increasing sensitivity to questions of safety and the risk that transportation represents for the environment, several solutions have been advanced in the last twenty years to promote more sustainable transportation. Indicators have been developed and public policies have been implemented to bring about changes. Since the majority of the population is concentrated around central and dense agglomerations, many policies and intervention measures are not tailored nowadays to meet the environmental, economic and equity challenges affecting transportation in the High North. In the near future, stakeholders from the northern circumpolar region should work on new indicators, taking into account long-distance travel, the natural and physical conditions of the High North, traditional activities, the limited possibilities to implement some urban-tailored solutions, and the mobility patterns of polar people. New criteria should be debated and developed in line Due to concern about the intense development of transport networks in dense urban areas, as well as road congestion and increasing sensitivity to questions of safety and the risk that transportation represents for the environment, several solutions have been advanced in the last twenty years to promote more sustainable transportation. Indicators have been developed and public policies have been implemented to bring about changes. Since the majority of the population is concentrated around central and dense agglomerations, many policies and intervention measures are not tailored nowadays to meet the environmental, economic and equity challenges affecting transportation in the High North. In the near future, stakeholders from the northern circumpolar region should work on new indicators, taking into account long-distance travel, the natural and physical conditions of the High North, traditional activities, the limited possibilities to implement some urban-tailored solutions, and the mobility patterns of polar people. New criteria should be debated and developed in line