PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

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173 controversial, issue, since many ecological modernization scholars would still support calls for new and improved governance structures in order to help overcome environmental challenges. 4.8 Concluding Remarks The key aim of this long and wide-ranging chapter was to present a description of both the currently dominant environmental discourse of ecological modernization and of complementing and contradicting discourses shaping potential transport policy alternatives. Of course, some distinctions between the different discursive frameworks sometimes appear somewhat stereotypical, especially when common sense tells us that most of the relevant stakeholders influencing transport policy in Europe are in fact employing a mixture of the above distinguished approaches. However, I would argue that the existence of such multiple policy discourses is precisely the reason for the enormous success that the discursive framework of ecological modernization has had in shaping urban, regional, environmental and transport policy in the Europe Union: ecological modernization offers a win-win perspective that is best poised to incorporate wide-ranging environmental critiques into an overall, positive future vision of sustainable development. In his concluding paragraph, Maarten Hajer (1995:294) mused that the environmental dilemma of modern society will not go away. … It would be a great improvement if ecological politics would shed its prevailing techno-corporatist format and create open structures to determine what sort of nature and society we really want. The evidence on EU transport infrastructure investment rationales presented in the following chapters betrays Hajer’s hope: Growth and expansion-oriented discourses and techno-corporatist influences still reign strong in this particular arena.
174 Printed on September 21, 2002 Last revised on Sept 15, 2002 PART II: RHETORIC EU Discourses on Transport Policy and Transport Infrastructure Investments
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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
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56 activity from one place to anoth
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58 The earliest meaning of sustain
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60 The underdevelopment debates of
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62 Kousis et al. 1997) makes the im
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64 to other social scientists. For
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66 Figure 2.2 The Three Dimensions
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68 A recent definition provided by
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70 The Vancouver principles are als
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72 2.5 Two Ill-Defined Concepts? We
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74 “We are all Greens now” unat
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76 a frequently quoted definition,
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78 concept aims to integrate aspect
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80 influence is reflected in severa
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83 and policy-making. For these Hab
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85 Pointing to the ultimate conting
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87 Allmendinger (2002b:77), in a re
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89 everything but one-sided interpr
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91 green consciousness” as the re
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93 course, also scholars propagatin
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95 practitioners and a majority of
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97 strongly agree with these author
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99 Instead, Baker et al. subsumes t
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101 policy analysts to built scient
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103 beliefs, notions of validity an
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105 Printed Thursday, October 31, 2
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107 and capture the most important
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109 4.2 Ecological Modernization: T
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111 modernization as “the discour
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113 metabolism, implies major or ba
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115 defining it as one of two theor
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117 modernization is about “what
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119 and World Bank-funded Global En
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121 The automobile lobby, of course
Page 134 and 135: 123 external environmental and soci
Page 136 and 137: 125 The Australian planning theoris
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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
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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 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
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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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