PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

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217 perhaps should not, be united into a common sustainability definition. Baeten’s (2000:70) key insight is worth quoting at length here: The conflicting character of transport planning is remarkably absent in the sustainable transport discourse. The harmonious and conflict-avoiding vocabulary of the sustainability agenda is unable to cope with material processes that shape and transform infrastructure networks. Yet, sustainable development and sustainable transport are policy concepts which are currently widely accepted at international, national and local policy level. It has generated a new optimism among transport planners, since it seems to provide them with a fresh theoretical platform from which to launch new pragmatic planning measures, backed up be a brad, almost globally constructed consensus about the necessity of its implementation. At the same time, however, it is not difficult to observe the remarkable discrepancy between, on one hand, the legitimacy of sustainable transport concepts, and, on the other hand, the poor theoretical elaboration of these concepts. Whitelegg (1993:34) presents a very similar assessment. In particular, he points to the discrepancy between supposedly ‘sustainable’ EU policy initiatives and actual investment plans: Sustainability, if it is to amount to more than rhetoric, must be associated with clear goals and measures that have some potential to achieve these goals. This is not the case with the European Commission (EC) pronouncements on sustainability [as outlined in CEC 1992a]. The EC has invoked the rhetoric of sustainability at the same time as advocating the construction of 12500km of new motorway standard roads (costed at 130 billion ECUs) in Europe [CEC 1992b] and without any evaluation of alternative strategies to solve transport problems. The publication of road plans in advance of a major White Paper on transport policy [CEC 1992c] is further evidence of a clear disregard for environmental issues and the transformation of sustainability into an argument to support traditional policies. We thus return to our core theme of rhetoric versus reality. More importantly, we once again see opposing discursive frameworks at work. In turn, these discursive frameworks often seem to be linked with material interests and decision-making claims different stakeholders have with regard to particular types of transport investments. That is: policy formulations typically appear as rationalizations and reflections of real-life
218 power relationships. This is also where the Flyvbjergian dimension of Realrationalität enters the picture. But if this is true, then Whitelegg’s accusation that the EU simply “disregards the environment” is too simple. In comparison to both road industry lobbyists and environmentalists, Commission officials would seem to have fewer personal, material interests at stake. Rationalizations must thus be shaped at a more abstract, conceptual level. So who and what really influences these EU decision-makers when it comes to the actual formulation of transport sector investment strategies? Is there really just an obvious discrepancy between stated sustainability goals and unsustainable deeds? This chapter has shown that the EU is in fact not binding itself to any radical interpretation of sustainable transport the same way that political economists or environmentalists do. So measured within its own discursive framework, the EU appears less hypocritical than seen from without. Whether we like it or not is a different matter – and arguing against this status quo belongs into the realm of normative theorizing and political activism. What interests me in the following chapters, however, is the complex, mutual relationship between the EU’s eco-modernist formulation of sustainable transport strategies on one hand, and actual investment plans and programs on the other hand. In order to carry out this type of analysis, I will take a more thematic discourse analytical approach.
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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
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123 external environmental and soci
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125 The Australian planning theoris
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127 responsible for rising levels o
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129 principle) for the development
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131 automobility as part and parcel
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133 company Deutsche Bahn is now of
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135 In related studies, car acciden
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137 (2001:2) recently summarized:
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139 excellent, discourse- and rheto
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141 investments in Central Europe.
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143 the “communicative rationalit
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145 by government regulation and fu
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147 industry (certain segments), bi
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149 Table 4.3 “Brown” Agenda ve
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151 or the European Investment Bank
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153 sustainable transport. Quoting
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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
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 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
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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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