PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

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355 Table 8.5 Overview of ISPA Transport Grants to Hungary ISPA Transport Grants to Hungary TINA Planned Approved (in Million €) Location? ('00-'06) ('00-'01) Rehabilitation Railline Budapest-Györ-Hegeshalom Corridor IV 43,00 42,99 Rehabilitation Railline Vecsés-Szolnok Corridor IV 63,00 63,00 Rehabilitation Railline Zalalövö-Boba Corridor V 84,00 83,70 Technical Assistance Railline Szolnok-Lökösháza Corridor IV 0,50 0,15 Technical Assistance additional rail projects Corridors IV & V 1,50 1,61 PERCENTAGE OF GRANTS RAIL SECTOR 50% 90% 11.5 Axle Load Trunk Roads 3 and 35 Additional 34,00 20,00 Technical Assistance 11.5 Axle Load Project Additional 0,50 0,15 Expressway M0 Budapest (Eastern section) Corridor Node 71,50 Expressway M43 (M5 – Romanian border) Corridor VI 26,50 "Inland navigation": Access road Csepel port B'pest “TINA Riverport” 10,50 Technical Assistance Expressways Misc. Corridors 0,50 PERCENTAGE OF GRANTS ROAD SECTOR 38% 10% Multimodal cargo terminal Györ-Gönyü Danube port Corridor VIII 5,50 Airport Budapest Ferchegy International TINA Airport 20,00 Airport Debrecen Proposed Additions 10,00 Airport Balaton Proposed Additions 10,00 Technical Assistance Budapest Airport TINA Airport 0,50 PERCENTAGE OF GRANTS MULTIMODAL & AIR 12% 0% Total 381,50 211,60 Source: Own compilation using data from the European Commission, DG Regional Policy Website (http://europa.eu.int/comm/regional_policy/funds/ispa/ispa_en.htm) and the National ISPA Transport Strategy Poland 8.5.3 Preliminary Conclusions: EU ISPA grants for Hungary (2000-2001) Between 1999 and 2001, ISPA transport grants were selected and approved under difficult political circumstances in Hungary. Deficiencies in road sector project accountability led to an originally unintended, almost exclusive concentration of ISPA funds in the rail sector. Contrary to Poland, the final project list in the June 2000 ISPA Strategy only listed a total project volume slightly in excess of Hungary’s maximum possible ISPA transport sector allocation (i.e. a total of € 381.5 million compared to a
356 total possible of € 364 million). By the end of 2001, a total of € 191.49 million had been allocated to the rail sector, accounting for 90% of all allocations until that time, and already for 52% of the total possible, and for 63.3% of the mean allocated volume of ISPA transport grants to Hungary. Together with one non-expressway axle load strengthening project, these projects then accounted for 58% of the total possible, and 70% of the mean allocated volume for Hungary. No funds were approved for either expressway development or access roads. Whether this record will be reversed in 2002 after the post-election restructuring of the Hungarian motorway agency remains to be seen. 30 In Hungary, the EU encountered a situation where the Commission’s only last option to ensure transparency in the allocation of funds (i.e. procedural sustainability), namely to threaten to withhold grants for the road sector if international procurement rules were not met, was more or less shrugged off by the recipient government, which then decided to finance the respective highway sections on its own. One might argue that by still providing grant funds to the rail sector, the EU might have thus “freed up” additional governmental funds for the unaccountable road sector. However, choosing to also withhold funds from the struggling rail sector at a time where this mode continued to lose shares against road-based motorization also hardly seemed like a desirable choice. As far as the overall “sustainability” of the EU’s grant funding in Hungary is concerned, 30 As far as medium- to long-term transport sector preferences of the new Hungarian government are concerned, they are not likely to be different from their predecessors. In their renewed ambitiousness, they clearly recall post-war German autobahn projects. As Benkö (2002) reported in mid-August 2002: Economy and Transport Minister István Csillag said [that] …. the proposals will be based on the previous government’s medium-term and long-term road building programs. “As part of the pan- European network, a primary goal of Hungary’s transport policy by 2015 is to build a freeway network from border to border, crossing the country from north to south and east to west, with a density that ensures access to the nearest motorway or principal road in half an hour from any point of the country,” reads the plan that the ministry will submit to the government. [Emphasis added]
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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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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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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 354 and 355: 343 moderate increase in private ve
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
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Page 368 and 369: 357 most of the more problematic ch
Page 370 and 371: 359 more up to the CEEC to make sur
Page 372 and 373: 361 new infrastructures, regardless
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
Page 390 and 391: 379 since only citizens or legal pe
Page 392 and 393: 381 environmental matter. Moreover,
Page 394 and 395: 383 9.5.5 Reexamining the impact of
Page 396 and 397: 385 Orbital motorways do not necess
Page 398 and 399: 387 At this point, a suitable defin
Page 400 and 401: 389 Besides retail and industrial p
Page 402 and 403: 391 Figure 9.2 New construction of
Page 404 and 405: 393 city still shows a strong upwar
Page 406 and 407: 395 Figure 9.8 Budapest’s “Stra
Page 408 and 409: 397 upgrades in and around the Hung
Page 410 and 411: 399 infrastructures, including the
Page 412 and 413: 401 Printed on November 17, 2002 La
Page 414 and 415: 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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