PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

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373 more progressive variant of the ecological modernization decision-making framework with a heightened precautionary, future-oriented, more comprehensive consciousness. 7 As below accounts will show, the threat of detrimental medium- to long term modal and land-use impacts related to the construction of the ring road is real, yet relatively unaccounted for in current decision-making structures. Anti-sprawl and modal bias arguments are frequently championed by advocacy-oriented NGOs (see Barnes 2001, especially the quote in section 9.5 below), but to date, neither the local Hungarian governments nor the EU institutions have firmly addressed the issue. We will come back to this important point in the conclusion. Now, in order to put this still somewhat abstract typology on a fully reality-based footing, the following section will show how all these different viewpoints and arguments played out in one concrete case. As evident from above overview, each section of the ring road has been, or is still to be, built under a particular, shifting set of circumstances, so that convincing rationalities for building or not building one stretch of the highway will not necessarily apply to all other parts of the M0. I will therefore limit my close-up view in the next section to the stretch of the M0 whose construction has been the most controversial so far, namely the section between the old National road No. 2 and the M2 highway in the North. 7 Note that for the sake of completion, it is worth pointing out one additional position, namely the “alternative investments” argument. Such a position would discourage any new infrastructure investments in the comparatively wealthy Budapest regions and instead favor investments in less privileged and poorer settlements in Hungary. This position, which might best be grouped in the political-economy category, is consistent with certain EU and national arguments for spatial cohesion and greater polycentricity. However, although politicians from rural Eastern Hungary indeed do object to many additional large-scale infrastructure funds going into the capital, this did not really carry any weight in the actual debate around the M0. Also remember that with regard to local-level political economy arguments, depending on the local actor’s personal viewpoint and economic situation, the same impact (e.g. mushrooming of hypermarkets) can be of course perceived as positive (e.g. cheaper, one-stop shopping, potential for local employment) or negative (destroyed nature recreation area, threatens small local shopkeepers).
374 Table 9.1 Main Arguments for & Objections against the M0 Ring Road Plans Mainstream Policy Goals Arguments in favor of the M0 Plans Key Proponents Ecological Modernization “Sustainable Growth” Network Expansion High-Speed transport Managed Growth “Missing Link”: Key international & national transit node “Bottleneck”: Effective bypass, helps Budapest growth EU, IFIs, Hungarian national government, Budapest municipality Alternative Concerns Objections raised against the M0 Plans Key Opponents 8 Reflexive Modernization “Risk rationality” Precautionary Principle? Unintended Consequences? Longer term land use impacts (sprawl) Increased motorization International sustainable transport advocacy groups: ITDP, T&E Communicative Rationality “Rationality” Participation? Access to Information? Democracy? Faulty participation procedures, no adequate public information Faulty EIA (wrong maps, no dispersion model used for pollution impacts, etc) EU Environmental NGOs: FOEE, European Environment Bureau CEE-wide NGOs: CEE Bankwatch Political Economy Equity & Social Justice Renunciation “Ecological Balance” Who benefits? Impacts on citizens? Land use consumption? Effect on overall mobility? Impact on habitats? Privileges car owners Lack of parallel investments into transit Health & noise impacts on local residents New greenfield land take Severance effects Inadequate measures for protected bush Sensitive ecosystems in the Buda Hills Local municipalities in Dunakeszi Local citizens: Káposztásmegyer Environmental Protection Society Local environmental NGOs: Clean Air Action Group 8 ITDP is the Institute for Transportation and Development Policy, based in New York City. This international transport advocacy NGO has worked closely with the Hungarian Clean Air Action Group on many CEE transport issues over the last decade and provided key support on the M0 case. T&E is the acronym for the European Federation for Transport and Environment, the umbrella organization of European Traffic Clubs. FOEE is Friends of the Earth Europe, an umbrella organization of environmental NGOs based in Brussels. CEE Bankwatch monitors IFI activity in the CEE region, with a particular focus on the EIB. The Clean Air Action Group is a Hungarian national federation of over 80 individual NGOs.
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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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305 jeopardizing international fund
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307 Figure 7.9 Proposed Hungarian T
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309 In the case of the TINA exercis
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311 With regard to the TINA exercis
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313 Printed on Sunday, November 17,
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315 evaluation. 2 What is possible,
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317 hundreds of EU regulations, dir
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319 First, as far as funding for th
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321 8.2.2 EU Transport Sector Grant
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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
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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
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 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
Page 416 and 417: 405 10.2 Summary of Previous Chapte
Page 418 and 419: 407 contradictory and ultimately as
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Page 422 and 423: 411 internationally-linked priority
Page 424 and 425: 413 In Chapter 9, I looked at the M
Page 426 and 427: 415 guideposts for interpreting rea
Page 428 and 429: 417 explanations of why “in the e
Page 430 and 431: 419 How far this leverage is then p
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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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