PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

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305 jeopardizing international funding assistance for their countries (Dusik 2000). 16 And since, this line of argument continued, EU and IFI co-financing is mostly available for backbone infrastructures, national priorities should consequently be redirected in the same direction, regardless of actual independently assessed needs. The research carried out as part of this environmental scooping exercise thus confirmed suspicions that TINA effectively overrode national transport policies in the sense that national-level priorities were changed according to what the TINA final report stated (Fleischer 2000). Finally, the various scoping reports also pointed to the fact that since ISPA is modeled on the Cohesion Fund, EU transport sector grant assistance currently cannot be given for much needed urban public transit improvements, thereby further exacerbating detrimental disinvestments trends. This likely over-prioritization of large-scale EU-CEE road connections to the detriment of other key national infrastructure needs may be in part be a tragedy of unintended consequences. It does not make it any less problematic, however. 7.6 Epilogue: The Proposed Hungarian Amendments to the TINA Network Not all governments were prepared to accept the network proposed in the TINA final report as the last word on the issue. As late as early 2001, i.e. well after the completion of the ISPA national strategy documents, the Hungarian government proposed several specific amendments to the TINA rail and road networks, as well as two additional TINA airports in Hungary. As justifications for these amendments, the 16 Another key issue from a procedural perspective is that TINA was still largely a “closed room assessment” in the sense that the process only involved the transport ministries, and excluded decisionmakers from the Ministries of Finance, Environment or Regional Development as well as civil society stakeholders.
306 Hungarians list “general economic and social development,” “advanced integration negotiations,” “the political changes in Yugoslavia,” and “the Hungarian ISPA and several sector strategies” (KöViM 2001). The proposed amendments are largely congruent with those Hungarian national ISPA transport priorities that would not otherwise be justifiable as TINA priorities. In particular, they concern road connections from Rábafüzes to Biharkeresztes (with a new bridge over the Danube) and between Mosonmagyaróvár and Nagykanizsa, a rail link between Sopron and Szombathely and two regional airports at Debrecen and Sárméllek. (For details on the Hungarian ISPA projects, see chapter 8.) Note that these proposals must be seen as additional even to the Hungarian government’s own investment priorities, particularly with regard to the road sector. Figure 7.11 provides an overview map of Hungary’s planned motorway and expressway investments from 2000 to 2010. The map clearly demonstrates that Hungarian road sector national priorities, at least in their 1999 accepted version, are fully congruent with the TINA backbone network (compare figure 7.11 with figures 7.9 and 7.10).
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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
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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
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
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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
Page 332 and 333: 321 8.2.2 EU Transport Sector Grant
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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
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Page 348 and 349: 337 describes Polish transport sect
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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
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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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