PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

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389 Besides retail and industrial parks, the southern section of the M0 has also attracted scores of new logistical and warehousing facilities (see figures 9.3 and 9.4). Far exceeding the space requirements even of big box retail, these new uses take advantage of the strategic location of Budapest in Central Europe. Although problematic from a conservationist perspective, these greenfield developments are more difficult to assess in terms of overall transport sustainability, since several of them consist of traffic-intensive, distributive functions that are rightfully being relocated from Budapest’s more central districts to the ring road. On the other hand, many of the new businesses relocated from Vienna (the current logistics hub in Central Europe) and elsewhere, thus bringing new traffic into the region rather than relocating existing traffic from the Budapest center. A key question in terms of longer-term sustainable transport development is whether the logistic centers will be predominantly truck based, or whether they will also rely on rail and combined transport. As figure 9.4 shows, so far the biggest centers developed where the M0 intersects with both other highways and rail lines. In the North, investments are also taking off now that the M0 link near the M3 and M2 highways is completed. The most problematic is a giant shopping center. In October 2001, shortly after environmental challenges against the development plans had been defeated in court, the French multinational Auchan opened their largest hypermarket in the world (19,600 m 2 ) immediately next to the disputed, EIB and Phare-co-funded M0 junction by Dunakeszi. The environmentalists had fought the development on the grounds that the development was planned on a wetland that should be preserved. Since the M0 is located at the edges of the municipal boundaries of the City of Budapest, the city has little influence on these developments, and the local communities surrounding
390 Budapest are eagerly competing for investment, frequently offering land to developers that was not originally intended for development. Picture 9.2 Big Box Retail along the M1/7 & M0 Highways in Budaörs: IKEA and Auchan Auchan Hypermarket IKEA Photo Credit: Deike Peters (2000) (View from the Budaörs Hills) Picture 9.3 New single-family homes in the environmentally sensitive hills of Budaörs Photo credit: Deike Peters (2000)
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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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323 countries will increase substan
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325 is also an explicit goal. The g
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327 1. The Community assistance fin
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329 During the High-Level Meeting i
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331 MTME 1995) was elaborated in 19
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333 In fact, the World Bank agreed
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335 However, due to renewed shifts
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337 describes Polish transport sect
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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
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 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 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
Page 420 and 421: 409 storylines are closely aligned
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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Page 434 and 435: 423 or “congestion.” This is wh
Page 436 and 437: 425 concentration of economic activ
Page 438 and 439: 427 10.4.1 Taking Action on Strateg
Page 440 and 441: 429 brought forward not only by man
Page 442 and 443: 431 Table 10.1 A Two-Dimensional
Page 444 and 445: 433 space. Transport loans are usua
Page 446 and 447: 435 APPENDICES, GLOSSARY, BIBLIOGRA
Page 448 and 449: 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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