PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

More documents

Recommendations

Info

135 In related studies, car accidents appear as an individualized risk which directly translates into a major social cost associated with this mode. The TERM reports published by the European Environmental Agency are a perfect example of such awareness-raising scientific “objective” reporting. Figure 4.1 shows a graph taken from the 2001 TERM report (European Environment Agency (EEA) 2001) that is clearly making the point that the risk of car accidents imposes exorbitant external costs on society. The credited sources are INFRAS and IWW, two major European research institutions which conducted an external cost study on behalf of the International Union of Railways. The resulting policy recommendation is without doubt a decreased dependence on individual car transport. This example illustrates how complex arguments related to the environmental impacts of transport are effectively short-circuited through the implicit assumption that standard cost benefit methodologies developed by major research institutions correctly and objectively capture environmental risks and costs associated with the different modes, even if the relevant research is clearly initiated and paid for by a stakeholder with a vested interest in demonstrating problems associated with car transport. 30 In sum, society has become dependent on experts to quantify, assess and ultimately remedy the environmental and social risks associated with modern transport systems. This prospect is disempowering to laypersons who are often confronted with contrasting “scientific” assessments. 30 Note that I personally do not think that the INFRAS/IWW assessments are politically biased. I nevertheless agree that it is important to point out that, in the end, all environmental cost calculations are of course socially constructed. What exact value we attach to qualities such as equal mobility rights, clean air, unservered landscapes and good public health is ultimately a matter of societal consensus-building and political argumentation. Economics remains a social science.
136 Figure 4.1 Environmental Costs/Risks of Transport as presented by the EEA Source: EEA (2001) 4.4 Communicative Rationality If there is one theme that runs through all the discussions and debates on planning, it is that of rationality. John Friedmann (1987:97) Power has a rationality that rationality does not know. Bent Flyvbjerg (1998:225) 4.4.1 Introducing the Framework The overarching theme of the discursive framework of communicative rationality is simply rationality itself. The unit of analysis is not really society as a whole, but rather people and institutions. The relevance for policy lies in the elaboration of the concept of “communicative action.” “Communicative rationality” concepts have only rather recently been applied to the realm of transport policy and planning. As Richard Willson
Page 1 and 2:
PLANNING FOR A SUSTAINABLE EUROPE?
Page 3 and 4:
ABSTRACT OF THE DISSERTATION Planni
Page 5 and 6:
ACKNOWLEDGEMENTS My thanks are due
Page 7 and 8:
TABLE OF CONTENTS Abstract Acknowle
Page 9 and 10:
7.7 Conclusions and Consequences 30
Page 11 and 12:
LIST OF FIGURES Figures Page 1.1 Ke
Page 13 and 14:
2 1.1 In Search of a Sustainable Tr
Page 15 and 16:
4 well as ideological ones. Serious
Page 17 and 18:
6 1.3 Situating the Study within th
Page 19 and 20:
8 makes it much more difficult to d
Page 21 and 22:
10 national institution whose legit
Page 23 and 24:
12 Table 1.1: The Three Levels of E
Page 25 and 26:
14 Case studies are often accused o
Page 27 and 28:
16 In adapting this concept of “m
Page 29 and 30:
18 1.6 Personal Motivations for Cho
Page 31 and 32:
20 qualifying as “unbiased” is
Page 33 and 34:
22 Union transport decision-making,
Page 35 and 36:
24 consistent with the needs assess
Page 37 and 38:
26 I structured the resulting inqui
Page 39 and 40:
28 decision-makers. But when focusi
Page 41 and 42:
30 influence of the EU in the candi
Page 43 and 44:
32 on multi-location politicking an
Page 45 and 46:
34 and related propositions form th
Page 47 and 48:
36 information, and evasion of publ
Page 49 and 50:
38 maintenance and construction cos
Page 51 and 52:
40 Printed on October 31, 2002 Last
Page 53 and 54:
42 relationship between transport,
Page 55 and 56:
44 elements are knowledge control,
Page 57 and 58:
46 2.2.2 Macroeconomic aspects of t
Page 59 and 60:
48 existing businesses is reduced.
Page 61 and 62:
50 the qualitative aspects of the i
Page 63 and 64:
52 European researchers warned that
Page 65 and 66:
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
Page 75 and 76:
64 to other social scientists. For
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
Page 87 and 88:
76 a frequently quoted definition,
Page 89 and 90:
78 concept aims to integrate aspect
Page 91:
80 influence is reflected in severa
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
Page 104 and 105: 93 course, also scholars propagatin
Page 106 and 107: 95 practitioners and a majority of
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
Page 116 and 117: 105 Printed Thursday, October 31, 2
Page 118 and 119: 107 and capture the most important
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 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
Page 168 and 169: 157 higher levels of education and
Page 170 and 171: 159 In sum, political economy argum
Page 172 and 173: 161 Table 4.4 The Eight Points of D
Page 174 and 175: 163 International, for example, dem
Page 176 and 177: 165 regions in the world and the ge
Page 178 and 179: 167 Man on a bicycle can go three o
Page 180 and 181: 169 Policy arguments in favor for l
Page 182 and 183: 171 infrastructures with regard to
Page 184 and 185: 173 controversial, issue, since man
Page 186 and 187: 175 Last modified on September 20,
Page 188 and 189: 177 on EU Research Framework Progra
Page 190 and 191: 179 development (March 1995) stress
Page 192 and 193: 181 5.2.3 From the Maastricht Treat
Page 194 and 195: 183 The 1997 Treaty of Amsterdam (T
Page 196 and 197:
185 The 1998 Decision is particular
Page 198 and 199:
187 developments.” This de-coupli
Page 200 and 201:
189 environmentalists also strongly
Page 202 and 203:
191 directly focus on transport iss
Page 204 and 205:
193 foods and subsidized intensive
Page 206 and 207:
195 (as opposed to viewing transpor
Page 208 and 209:
197 in the medium to long term due
Page 210 and 211:
199 document stands out in that it
Page 212 and 213:
201 improving quality,” and “im
Page 214 and 215:
203 infrastructure charging systems
Page 216 and 217:
205 For example, the new White Pape
Page 218 and 219:
207 This online refusal to consider
Page 220 and 221:
209 are seen as being intimately re
Page 222 and 223:
211 transport-related policies, the
Page 224 and 225:
213 5.5 The EU’s Research Framewo
Page 226 and 227:
215 Table 5.2 Transport-relevant Re
Page 228 and 229:
217 perhaps should not, be united i
Page 230 and 231:
219 Printed on Thursday, October 31
Page 232 and 233:
221 longstanding, ongoing and mutua
Page 234 and 235:
223 the Social Science Research Cen
Page 236 and 237:
225 contradictions of EU decision-m
Page 238 and 239:
227 6.2.3 Enlargement (Widening) Th
Page 240 and 241:
229 sustainability is necessarily b
Page 242 and 243:
231 four poorest member states (Gre
Page 244 and 245:
233 creator of an idea or storyline
Page 246 and 247:
235 The 1990s saw the start of the
Page 248 and 249:
237 the poorer member states to agr
Page 250 and 251:
239 A Cohesion Fund set up by the C
Page 252 and 253:
241 importance of economies of scal
Page 254 and 255:
243 more precise, less optimistic a
Page 256 and 257:
245 based European Federation for T
Page 258 and 259:
247 look at the situation in the Ea
Page 260 and 261:
249 Figure 6.3 The Blue Banana I: A
Page 262 and 263:
251 at the Informal Council of Mini
Page 264 and 265:
253 urban systems are to be found i
Page 266 and 267:
255 In particular, ERT’s 1984 rep
Page 268 and 269:
257 ERT soon created the myth that
Page 270 and 271:
259 Regardless of these different m
Page 272 and 273:
261 Once the “Missing Links” st
Page 274 and 275:
263 most simple form, it is an unqu
Page 276 and 277:
265 For roads, it might be a bypass
Page 278 and 279:
267 agglomerations in the core, the
Page 280 and 281:
269 dissenters of the view that reg
Page 282 and 283:
271 Printed Sunday, November 17, 20
Page 284 and 285:
273 between member states, and pros
Page 286 and 287:
275 having been an intergovernmenta
Page 288 and 289:
277 links are investigated in any f
Page 290 and 291:
279 selection, there was no actual
Page 292 and 293:
281 European ministerial meeting pr
Page 294 and 295:
283 25,310 km for the rail sector a
Page 296 and 297:
285 7.4 The Transport Infrastructur
Page 298 and 299:
287 of the politically defined corr
Page 300 and 301:
289 Figure 7.5 TINA Rail Network So
Page 302 and 303:
291 Figure 7.7 TINA Network Hungary
Page 304 and 305:
293 It is our opinion that the TINA
Page 306 and 307:
295 In Poland, internationally reno
Page 308 and 309:
297 example, the range was in fact
Page 310 and 311:
299 The question of priorities is s
Page 312 and 313:
301 actual choice considering futur
Page 314 and 315:
303 projects and the overall develo
Page 316 and 317:
305 jeopardizing international fund
Page 318 and 319:
307 Figure 7.9 Proposed Hungarian T
Page 320 and 321:
309 In the case of the TINA exercis
Page 322 and 323:
311 With regard to the TINA exercis
Page 324 and 325:
313 Printed on Sunday, November 17,
Page 326 and 327:
315 evaluation. 2 What is possible,
Page 328 and 329:
317 hundreds of EU regulations, dir
Page 330 and 331:
319 First, as far as funding for th
Page 332 and 333:
321 8.2.2 EU Transport Sector Grant
Page 334 and 335:
323 countries will increase substan
Page 336 and 337:
325 is also an explicit goal. The g
Page 338 and 339:
327 1. The Community assistance fin
Page 340 and 341:
329 During the High-Level Meeting i
Page 342 and 343:
331 MTME 1995) was elaborated in 19
Page 344 and 345:
333 In fact, the World Bank agreed
Page 346 and 347:
335 However, due to renewed shifts
Page 348 and 349:
337 describes Polish transport sect
Page 350 and 351:
339 that had previously received mo
Page 352 and 353:
341 Committee, i.e. well over half
Page 354 and 355:
343 moderate increase in private ve
Page 356 and 357:
345 As far as mode specific details
Page 358 and 359:
347 Hungarian National ISPA Strateg
Page 360 and 361:
349 Table 8.4 The Széchenyi Plan
Page 362 and 363:
351 construction contracts, and non
Page 364 and 365:
353 There are thirteen [road sector
Page 366 and 367:
355 Table 8.5 Overview of ISPA Tran
Page 368 and 369:
357 most of the more problematic ch
Page 370 and 371:
359 more up to the CEEC to make sur
Page 372 and 373:
361 new infrastructures, regardless
Page 374 and 375:
363 9.1 Introduction: The Significa
Page 376 and 377:
365 reinvigorated calls to build th
Page 378 and 379:
367 9.2.2 The Northern Section: A h
Page 380 and 381:
369 the environment and living cond
Page 382 and 383:
371 are then listed within the four
Page 384 and 385:
373 more progressive variant of the
Page 386 and 387:
375 9.4 Local and International Pro
Page 388 and 389:
377 The permission plan and the EIA
Page 390 and 391:
379 since only citizens or legal pe
Page 392 and 393:
381 environmental matter. Moreover,
Page 394 and 395:
383 9.5.5 Reexamining the impact of
Page 396 and 397:
385 Orbital motorways do not necess
Page 398 and 399:
387 At this point, a suitable defin
Page 400 and 401:
389 Besides retail and industrial p
Page 402 and 403:
391 Figure 9.2 New construction of
Page 404 and 405:
393 city still shows a strong upwar
Page 406 and 407:
395 Figure 9.8 Budapest’s “Stra
Page 408 and 409:
397 upgrades in and around the Hung
Page 410 and 411:
399 infrastructures, including the
Page 412 and 413:
401 Printed on November 17, 2002 La
Page 414 and 415:
403 challenging and re-evaluating p
Page 416 and 417:
405 10.2 Summary of Previous Chapte
Page 418 and 419:
407 contradictory and ultimately as
Page 420 and 421:
409 storylines are closely aligned
Page 422 and 423:
411 internationally-linked priority
Page 424 and 425:
413 In Chapter 9, I looked at the M
Page 426 and 427:
415 guideposts for interpreting rea
Page 428 and 429:
417 explanations of why “in the e
Page 430 and 431:
419 How far this leverage is then p
Page 432 and 433:
421 decision-making, and instead re
Page 434 and 435:
423 or “congestion.” This is wh
Page 436 and 437:
425 concentration of economic activ
Page 438 and 439:
427 10.4.1 Taking Action on Strateg
Page 440 and 441:
429 brought forward not only by man
Page 442 and 443:
431 Table 10.1 A Two-Dimensional
Page 444 and 445:
433 space. Transport loans are usua
Page 446 and 447:
435 APPENDICES, GLOSSARY, BIBLIOGRA
Page 448 and 449:
437 Table A.2 EIB Transport Loans t
Page 450 and 451:
439 Table A.4 EBRD and IBRD Transpo
Page 452 and 453:
441 Annex II: List of Key Contacts
Page 454 and 455:
443 CEC Tom Robbert SCR, EU lending
Page 456 and 457:
445 NGO Hana Rihkovsky Comm. of Eur
Page 458 and 459:
447 ”Poverty Alleviation through
Page 460 and 461:
449 Annotated Glossary of Terms, Ac
Page 462 and 463:
451 competitiveness and growth of E
Page 464 and 465:
453 Pan-European Corridors See “H
Page 466 and 467:
455 Bibliography Aglietta, M. (1979
Page 468 and 469:
457 the Infrastructure Studies Grou
Page 470 and 471:
459 Centre For European Policy Stud
Page 472 and 473:
461 —— (2001a). A Sustainable E
Page 474 and 475:
463 Dierkes, M., U. Hoffmann, et al
Page 476 and 477:
465 European Parliament. European R
Page 478 and 479:
467 Münster, Lit Verlag. Giunta, A
Page 480 and 481:
469 Henderson, K., Ed. (1999). Back
Page 482 and 483:
471 Kesselring, S. (2001). Mobile P
Page 484 and 485:
473 Race and Class Barriers to Mobi
Page 486 and 487:
475 Europe: a cross-national compar
Page 488 and 489:
477 Studies 36(11): 1849-1858. Prug
Page 490 and 491:
479 Transport Reviews 20(3): 369-38
Page 492 and 493:
481 Future. New York, United Nation
Page 494:
483 DEIKE PETERS EDUCATION: CURRICU
show all

PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?