PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

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329 During the High-Level Meeting in Brussels, March 2000, Guy Crauser, then Director General for Regional Policy at the Commission, delivered a speech which was supposed to clarify the aims of structural and cohesion funding in Member states and their relationship to pre-accession funding to the applicant countries. The ISPA-relevant excerpts from this speech are also well-worth considering in detail. Turning to ISPA, Crauser began by saying the following (Crauser 2000): As you all know, ISPA will be a major new source of investment in the transport and environment sectors. ISPA is not an environmental or a transport policy instrument. ISPA has been designed as a precursor of the Cohesion and Structural Funds. It is hence part of the family of financial support instruments for economic and social cohesion. ISPA's principal aim is therefore to lay the foundations for the future Structural Funds by providing the authorities here with the experience of managing large-scale strategic investments in partnership with the Commission. This experience will be invaluable when the time comes to manage larger and more complex investment programmes supported by the Structural Funds. (Emphasis added.) Just a few moments later, however, we find the following remarks: ISPA's aims are ambitious: it will support major investments which make a real difference to the transport system and to the quality of the environment … I understand that there has been some confusion as to the scope of the different instruments. ISPA is a precursor of an economic and social cohesion support mechanism but not an instrument of regional policy and not an instrument for rural development. ISPA beneficiaries are entire countries with their whole territory. ISPA is targeted to the trans-European transport corridors and to investment into the environmental acquis. (Emphasis added.) In the end, Crauser himself did little to end the confusion over ISPA, but rather exacerbated it. How can an instrument not be a transport policy instrument when it is explicitly aiming to make a difference in the recipient’s transport system by targeting Trans-European transport corridors? How can an instrument not be a regional policy instrument when it is a) being administered by the Directorate General for Regional Policy and b) considered to be part of “a family of instruments for economic and social
330 cohesion”? And if ISPA is neither a transport nor a regional policy instrument, what is it exactly, then, other than a random pre-accession hand-out? Given the elaborate criteria and policy documents relating to ISPA, ISPA is all but a random instrument, of course. The fact remains that, as Chapter 7 already indicated and as will be demonstrated in more detail below, the prospect of receiving ISPA grants profoundly shaped national transport policy considerations in the recipient countries. So de facto, ISPA is clearly an EU instrument influencing CEE transport policy, despite the semantic acrobatics of the EU’s Regional Policy Director to the contrary. Apart from generic references to the favoring of environmentally friendly modes, neither the ISPA Council Regulation not any other supplementary materials contain any specifications on modal allocations. It is thus possible that similar to the EU Cohesion Fund as well as Phare and IFI funding in CEE, ISPA will end up disproportionably benefiting the road sector. Of course this has to be looked at on a case by case basis, since much also depends on what the different countries desire to submit for ISPA funding. This is why I begin each of the two case study reviews on National ISPA funding in Poland and Hungary with some preliminary remarks about the national transport policy context after the transition. 8.4 EU ISPA Transport Funding for Poland 8.4.1 The National Context: Polish Transport Policy (Post-Transition) Polish national transport policy underwent several profound changes before the ISPA strategy was formulated in 1999 - 2000. A comprehensive post-transition transport policy document, the so-called Polish Transport White Paper (Polityka transportowa,
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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
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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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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
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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
Page 334 and 335: 323 countries will increase substan
Page 336 and 337: 325 is also an explicit goal. The g
Page 338 and 339: 327 1. The Community assistance fin
Page 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 356 and 357: 345 As far as mode specific details
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Page 360 and 361: 349 Table 8.4 The Széchenyi Plan
Page 362 and 363: 351 construction contracts, and non
Page 364 and 365: 353 There are thirteen [road sector
Page 366 and 367: 355 Table 8.5 Overview of ISPA Tran
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Page 370 and 371: 359 more up to the CEEC to make sur
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Page 374 and 375: 363 9.1 Introduction: The Significa
Page 376 and 377: 365 reinvigorated calls to build th
Page 378 and 379: 367 9.2.2 The Northern Section: A h
Page 380 and 381: 369 the environment and living cond
Page 382 and 383: 371 are then listed within the four
Page 384 and 385: 373 more progressive variant of the
Page 386 and 387: 375 9.4 Local and International Pro
Page 388 and 389: 377 The permission plan and the EIA
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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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