PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

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271 Printed Sunday, November 17, 2002 Last amended Sept 17, 2002 CHAPTER 7 EU Transport Infrastructure Plans for CEE: From 10 “Priority Corridors” to a “Backbone Network” for an Enlarged Union 7.1 Introduction..................................................................................................... 272 7.2 EU Plans and Programs for CEE Transport Infrastructures: Overview ......... 276 7.3 From the E-Routes to the Pan-European Transport Corridors........................ 278 7.4 The Transport Infrastructure Needs Assessment (TINA) for CEE................. 285 7.4.1 From Politically-Defined Corridors to an Assessed Network?............... 285 7.4.2 Continued Politicking: European versus National Interests ................... 292 7.4.3 Defining the Desired Future: EU Status Quo Defines CEE Needs ........ 294 7.4.4 Network Assessment & Priority Corridors: Contradictory Discourses .. 298 7.5 The Environmental Scoping Exercise on the Warsaw – Budapest Corridor .. 301 7.6 Epilogue: The Proposed Hungarian Amendments to the TINA Network ...... 305 7.7 Conclusions and Consequences ...................................................................... 308
272 7.1 Introduction Previous chapters demonstrated that development objectives for EU support for transport infrastructures in member states are internally contradictory, attempting to simultaneously achieve greater cohesion (i.e. economic convergence) and competitiveness (economic differentiation and hierarchization) among different EU regions. Chapter 6 further indicated that EU’s Trans-European Network plans and related transport infrastructure investment rationales are ultimately dominated by two powerful storylines, namely the notions of “missing links” and “bottlenecks”. Policymakers and analysts have not sufficiently assessed the implications of such contradictions and biases for enlargement-related transport investments. 1 The EU accession literature is equally unhelpful. Recent books and articles on the EU’s Eastern enlargement do not give much thought to the transport-specific aspects of accession (compare e.g. Avery and Cameron 1998; Grabbe and Hughes 1998; Fink Hafner 1999; Smith 2000; Hughes, Sasse et al. 2001). Moreover, few articles properly acknowledge the problematic fact that structural assistance for CEE candidate countries is based on a model of structural assistance that is heavily criticized by regional development experts and Green EU parliamentarians. 2 To make matters worse, conflicts of interests surrounding EU-CEE links are more geo-politically complex than in the case of internal EU connections 1 Note that parts of the information assembled in the following sections were collected as part of a two-part research consulting project for the German Environmental Agency (Umweltbundesamt) which I co-directed in 1999 and 2000. However, this research project focused exclusively on international transport infrastructure investment-decision making processes in the Baltic Sea region, and therefore did not include any information on the Hungarian international corridors and/or investment priorities. More importantly, the focus of the research was not to analyze European Union transport policy but rather to analyze and critique the lending activities and mechanisms of the International Financial Institutions active in the Baltic Sea region (i.e. the World Bank, the EBRD, the EIB and the Nordic Investment Bank). The resulting report (HELCOM 2000) is therefore partially guilty of the same default. 2 See for example the Hiltner report, a German Green Party position paper on the revision of the Structural Funds, available on the Green-Party affiliated Heinrich Böll Foundation website (www.boell.de).
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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
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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
Page 232 and 233: 221 longstanding, ongoing and mutua
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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 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
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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
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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
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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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