PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

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107 and capture the most important strands of argumentation. Needless to say, the following categorizations are ideal-typical distinctions, and most researchers, policy-makers and activists do not necessarily fit neatly into one of the categories. The environmental movement, for example, is particularly torn between different strategies, with an increasing tendency to adhere to more mainstream (i.e. ecological or reflexive modernization) strategies in recent years (cf. Mol 2000, also see discussions below). Each section in this chapter begins with a general description of the approach, followed by an analysis of its more transport-specific elements drawing mainly from academic literature and, where appropriate, selectively from NGO policy statements. I also identify the key adherents to each approach. Chapter 5 will then review the most important EU policy statements in the area of sustainable development and transport in order to show the EU’s overall bias towards the discursive framework of ecological modernization.
108 Table 4.1 Five Discursive Frameworks for Transport Planning and Policy-Making Theoretical Approach Key concepts Typical Transport Policy Proposals Key Proponents Ecological Modernization Competition Comparative Advantage Efficiency High-Technology Expand Networks Favor High Speed transport Low Emission Vehicles Polluter Pays Managed Growth EU & International Organizations Governments Business/Industry Mainstream NGOS Reflexive Modernization Risk Unintended consequences Expert Systems Democracy Precautionary principle (account for future impacts) Individuals “self-monitor” mobility (e.g. car sharing) Pricing Policies Transport Sociologists Some practitioners Some environmental NGOs Communicative Rationality Argumentation Legitimacy Discourse & Rhetoric Rationality No preference on proposals, focus on “rational” process & more participation in transport decision-making Equal access to information Mostly Academic (Planning theorists) Some practitioners Political Economy Redistribution Power Struggle Who benefits? Core vs. Periphery Subsidize public transport Make services affordable Charge Luxury taxes Socialist Politicians Civic NGOs Environmental Justice NGOs Renunciation Ecology Externalities Habitats Carrying Capacities Non-motorized transport Less long distance travel Less land use consumption Decrease overall mobility Deep Ecologists Some Green Politicians Conservationist NGOs Source: Own compilation
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PLANNING FOR A SUSTAINABLE EUROPE?
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ABSTRACT OF THE DISSERTATION Planni
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ACKNOWLEDGEMENTS My thanks are due
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TABLE OF CONTENTS Abstract Acknowle
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7.7 Conclusions and Consequences 30
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LIST OF FIGURES Figures Page 1.1 Ke
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2 1.1 In Search of a Sustainable Tr
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4 well as ideological ones. Serious
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6 1.3 Situating the Study within th
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8 makes it much more difficult to d
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10 national institution whose legit
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12 Table 1.1: The Three Levels of E
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14 Case studies are often accused o
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16 In adapting this concept of “m
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18 1.6 Personal Motivations for Cho
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20 qualifying as “unbiased” is
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22 Union transport decision-making,
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24 consistent with the needs assess
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26 I structured the resulting inqui
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28 decision-makers. But when focusi
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30 influence of the EU in the candi
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32 on multi-location politicking an
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34 and related propositions form th
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36 information, and evasion of publ
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38 maintenance and construction cos
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40 Printed on October 31, 2002 Last
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42 relationship between transport,
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44 elements are knowledge control,
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46 2.2.2 Macroeconomic aspects of t
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48 existing businesses is reduced.
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50 the qualitative aspects of the i
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52 European researchers warned that
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54 In examining the difficult quest
Page 67 and 68: 56 activity from one place to anoth
Page 69 and 70: 58 The earliest meaning of sustain
Page 71 and 72: 60 The underdevelopment debates of
Page 73 and 74: 62 Kousis et al. 1997) makes the im
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Page 77 and 78: 66 Figure 2.2 The Three Dimensions
Page 79 and 80: 68 A recent definition provided by
Page 81 and 82: 70 The Vancouver principles are als
Page 83 and 84: 72 2.5 Two Ill-Defined Concepts? We
Page 85 and 86: 74 “We are all Greens now” unat
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Page 89 and 90: 78 concept aims to integrate aspect
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Page 94 and 95: 83 and policy-making. For these Hab
Page 96 and 97: 85 Pointing to the ultimate conting
Page 98 and 99: 87 Allmendinger (2002b:77), in a re
Page 100 and 101: 89 everything but one-sided interpr
Page 102 and 103: 91 green consciousness” as the re
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Page 108 and 109: 97 strongly agree with these author
Page 110 and 111: 99 Instead, Baker et al. subsumes t
Page 112 and 113: 101 policy analysts to built scient
Page 114 and 115: 103 beliefs, notions of validity an
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Page 120 and 121: 109 4.2 Ecological Modernization: T
Page 122 and 123: 111 modernization as “the discour
Page 124 and 125: 113 metabolism, implies major or ba
Page 126 and 127: 115 defining it as one of two theor
Page 128 and 129: 117 modernization is about “what
Page 130 and 131: 119 and World Bank-funded Global En
Page 132 and 133: 121 The automobile lobby, of course
Page 134 and 135: 123 external environmental and soci
Page 136 and 137: 125 The Australian planning theoris
Page 138 and 139: 127 responsible for rising levels o
Page 140 and 141: 129 principle) for the development
Page 142 and 143: 131 automobility as part and parcel
Page 144 and 145: 133 company Deutsche Bahn is now of
Page 146 and 147: 135 In related studies, car acciden
Page 148 and 149: 137 (2001:2) recently summarized:
Page 150 and 151: 139 excellent, discourse- and rheto
Page 152 and 153: 141 investments in Central Europe.
Page 154 and 155: 143 the “communicative rationalit
Page 156 and 157: 145 by government regulation and fu
Page 158 and 159: 147 industry (certain segments), bi
Page 160 and 161: 149 Table 4.3 “Brown” Agenda ve
Page 162 and 163: 151 or the European Investment Bank
Page 164 and 165: 153 sustainable transport. Quoting
Page 166 and 167: 155 “on the move” while the wea
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157 higher levels of education and
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159 In sum, political economy argum
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161 Table 4.4 The Eight Points of D
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163 International, for example, dem
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165 regions in the world and the ge
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167 Man on a bicycle can go three o
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169 Policy arguments in favor for l
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171 infrastructures with regard to
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173 controversial, issue, since man
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175 Last modified on September 20,
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177 on EU Research Framework Progra
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179 development (March 1995) stress
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181 5.2.3 From the Maastricht Treat
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183 The 1997 Treaty of Amsterdam (T
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185 The 1998 Decision is particular
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187 developments.” This de-coupli
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189 environmentalists also strongly
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191 directly focus on transport iss
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193 foods and subsidized intensive
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195 (as opposed to viewing transpor
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197 in the medium to long term due
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199 document stands out in that it
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201 improving quality,” and “im
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203 infrastructure charging systems
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205 For example, the new White Pape
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207 This online refusal to consider
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209 are seen as being intimately re
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211 transport-related policies, the
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213 5.5 The EU’s Research Framewo
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215 Table 5.2 Transport-relevant Re
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217 perhaps should not, be united i
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219 Printed on Thursday, October 31
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221 longstanding, ongoing and mutua
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223 the Social Science Research Cen
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225 contradictions of EU decision-m
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227 6.2.3 Enlargement (Widening) Th
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229 sustainability is necessarily b
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231 four poorest member states (Gre
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233 creator of an idea or storyline
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235 The 1990s saw the start of the
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237 the poorer member states to agr
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239 A Cohesion Fund set up by the C
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241 importance of economies of scal
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243 more precise, less optimistic a
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245 based European Federation for T
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247 look at the situation in the Ea
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249 Figure 6.3 The Blue Banana I: A
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251 at the Informal Council of Mini
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253 urban systems are to be found i
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255 In particular, ERT’s 1984 rep
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257 ERT soon created the myth that
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259 Regardless of these different m
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261 Once the “Missing Links” st
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263 most simple form, it is an unqu
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265 For roads, it might be a bypass
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267 agglomerations in the core, the
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269 dissenters of the view that reg
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271 Printed Sunday, November 17, 20
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273 between member states, and pros
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275 having been an intergovernmenta
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277 links are investigated in any f
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279 selection, there was no actual
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281 European ministerial meeting pr
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283 25,310 km for the rail sector a
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285 7.4 The Transport Infrastructur
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287 of the politically defined corr
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289 Figure 7.5 TINA Rail Network So
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291 Figure 7.7 TINA Network Hungary
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293 It is our opinion that the TINA
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295 In Poland, internationally reno
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297 example, the range was in fact
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299 The question of priorities is s
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301 actual choice considering futur
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303 projects and the overall develo
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305 jeopardizing international fund
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307 Figure 7.9 Proposed Hungarian T
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309 In the case of the TINA exercis
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311 With regard to the TINA exercis
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313 Printed on Sunday, November 17,
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315 evaluation. 2 What is possible,
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317 hundreds of EU regulations, dir
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319 First, as far as funding for th
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321 8.2.2 EU Transport Sector Grant
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323 countries will increase substan
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325 is also an explicit goal. The g
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327 1. The Community assistance fin
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329 During the High-Level Meeting i
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331 MTME 1995) was elaborated in 19
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333 In fact, the World Bank agreed
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335 However, due to renewed shifts
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337 describes Polish transport sect
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339 that had previously received mo
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341 Committee, i.e. well over half
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343 moderate increase in private ve
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345 As far as mode specific details
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347 Hungarian National ISPA Strateg
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349 Table 8.4 The Széchenyi Plan
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351 construction contracts, and non
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353 There are thirteen [road sector
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355 Table 8.5 Overview of ISPA Tran
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357 most of the more problematic ch
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359 more up to the CEEC to make sur
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361 new infrastructures, regardless
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363 9.1 Introduction: The Significa
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365 reinvigorated calls to build th
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367 9.2.2 The Northern Section: A h
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369 the environment and living cond
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371 are then listed within the four
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373 more progressive variant of the
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375 9.4 Local and International Pro
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377 The permission plan and the EIA
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379 since only citizens or legal pe
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381 environmental matter. Moreover,
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383 9.5.5 Reexamining the impact of
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385 Orbital motorways do not necess
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387 At this point, a suitable defin
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389 Besides retail and industrial p
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391 Figure 9.2 New construction of
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393 city still shows a strong upwar
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395 Figure 9.8 Budapest’s “Stra
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397 upgrades in and around the Hung
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399 infrastructures, including the
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401 Printed on November 17, 2002 La
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403 challenging and re-evaluating p
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405 10.2 Summary of Previous Chapte
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407 contradictory and ultimately as
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409 storylines are closely aligned
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411 internationally-linked priority
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413 In Chapter 9, I looked at the M
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415 guideposts for interpreting rea
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417 explanations of why “in the e
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419 How far this leverage is then p
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421 decision-making, and instead re
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423 or “congestion.” This is wh
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425 concentration of economic activ
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427 10.4.1 Taking Action on Strateg
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429 brought forward not only by man
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431 Table 10.1 A Two-Dimensional
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433 space. Transport loans are usua
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435 APPENDICES, GLOSSARY, BIBLIOGRA
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437 Table A.2 EIB Transport Loans t
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439 Table A.4 EBRD and IBRD Transpo
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441 Annex II: List of Key Contacts
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443 CEC Tom Robbert SCR, EU lending
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445 NGO Hana Rihkovsky Comm. of Eur
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447 ”Poverty Alleviation through
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449 Annotated Glossary of Terms, Ac
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451 competitiveness and growth of E
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453 Pan-European Corridors See “H
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455 Bibliography Aglietta, M. (1979
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457 the Infrastructure Studies Grou
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459 Centre For European Policy Stud
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461 —— (2001a). A Sustainable E
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463 Dierkes, M., U. Hoffmann, et al
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465 European Parliament. European R
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467 Münster, Lit Verlag. Giunta, A
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469 Henderson, K., Ed. (1999). Back
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471 Kesselring, S. (2001). Mobile P
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473 Race and Class Barriers to Mobi
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475 Europe: a cross-national compar
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477 Studies 36(11): 1849-1858. Prug
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479 Transport Reviews 20(3): 369-38
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481 Future. New York, United Nation
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483 DEIKE PETERS EDUCATION: CURRICU
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