PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

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37 very different areas of the overall case study. Triangulation was nevertheless aimed for whenever possible, i.e. different interview partners were asked the same question when they were working in the same general area. For example, desk officers at the ISPA Unit in Brussels were asked similar questions about the successes and failures of the first round of applications received and on the formulation of the ISPA strategy document. Information was considered to be true when confirmed by several interview partners. Since I guaranteed anonymity to the persons interviewed, they are usually not quoted by name. A large number of additional talks were also conducted in more informal settings, outside office surroundings over lunch or dinner. Sometimes meetings were also conducted in a quasi-participant-observation manner, for example during the course of the many workshops and conferences related to European transport in which I took part over the course of the last four years, and where I was often not only a passive observer but also an active participant. Annex II provides a detailed list of the most important contacts met over the course of the research period, while Annex III provides additional information on the relevant meetings, conferences, and seminars I attended during that time. 1.9.3 General Statistical Data The EU Statistical Office collects up to date information on economic, social and environmental indicators. OECD statistics are also generally up to date and helpful for comparative purposes. Quantitative data is used primarily to establish measures for the “sustainability” of existing transport systems and projections about future developments. Readily available data includes information on motorization rates, transport-related air pollution in major urbanized areas, rail and road network density and intensity of use,
38 maintenance and construction costs, national and regional level transport investments by mode, percentage of transport sector investment by international financial institutions etc. Since there is no European-wide traffic demand model, most traffic projections, especially when it comes to Pan-European East-West connections are highly unreliable and are therefore only discussed within the political context that they are used.
Page 1 and 2: PLANNING FOR A SUSTAINABLE EUROPE?
Page 3 and 4: ABSTRACT OF THE DISSERTATION Planni
Page 5 and 6: ACKNOWLEDGEMENTS My thanks are due
Page 7 and 8: TABLE OF CONTENTS Abstract Acknowle
Page 9 and 10: 7.7 Conclusions and Consequences 30
Page 11 and 12: LIST OF FIGURES Figures Page 1.1 Ke
Page 13 and 14: 2 1.1 In Search of a Sustainable Tr
Page 15 and 16: 4 well as ideological ones. Serious
Page 17 and 18: 6 1.3 Situating the Study within th
Page 19 and 20: 8 makes it much more difficult to d
Page 21 and 22: 10 national institution whose legit
Page 23 and 24: 12 Table 1.1: The Three Levels of E
Page 25 and 26: 14 Case studies are often accused o
Page 27 and 28: 16 In adapting this concept of “m
Page 29 and 30: 18 1.6 Personal Motivations for Cho
Page 31 and 32: 20 qualifying as “unbiased” is
Page 33 and 34: 22 Union transport decision-making,
Page 35 and 36: 24 consistent with the needs assess
Page 37 and 38: 26 I structured the resulting inqui
Page 39 and 40: 28 decision-makers. But when focusi
Page 41 and 42: 30 influence of the EU in the candi
Page 43 and 44: 32 on multi-location politicking an
Page 45 and 46: 34 and related propositions form th
Page 47: 36 information, and evasion of publ
Page 51 and 52: 40 Printed on October 31, 2002 Last
Page 53 and 54: 42 relationship between transport,
Page 55 and 56: 44 elements are knowledge control,
Page 57 and 58: 46 2.2.2 Macroeconomic aspects of t
Page 59 and 60: 48 existing businesses is reduced.
Page 61 and 62: 50 the qualitative aspects of the i
Page 63 and 64: 52 European researchers warned that
Page 65 and 66: 54 In examining the difficult quest
Page 67 and 68: 56 activity from one place to anoth
Page 69 and 70: 58 The earliest meaning of sustain
Page 71 and 72: 60 The underdevelopment debates of
Page 73 and 74: 62 Kousis et al. 1997) makes the im
Page 75 and 76: 64 to other social scientists. For
Page 77 and 78: 66 Figure 2.2 The Three Dimensions
Page 79 and 80: 68 A recent definition provided by
Page 81 and 82: 70 The Vancouver principles are als
Page 83 and 84: 72 2.5 Two Ill-Defined Concepts? We
Page 85 and 86: 74 “We are all Greens now” unat
Page 87 and 88: 76 a frequently quoted definition,
Page 89 and 90: 78 concept aims to integrate aspect
Page 91: 80 influence is reflected in severa
Page 94 and 95: 83 and policy-making. For these Hab
Page 96 and 97: 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
Page 232 and 233:
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
Page 302 and 303:
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
Page 318 and 319:
307 Figure 7.9 Proposed Hungarian T
Page 320 and 321:
309 In the case of the TINA exercis
Page 322 and 323:
311 With regard to the TINA exercis
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313 Printed on Sunday, November 17,
Page 326 and 327:
315 evaluation. 2 What is possible,
Page 328 and 329:
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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339 that had previously received mo
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341 Committee, i.e. well over half
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343 moderate increase in private ve
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345 As far as mode specific details
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347 Hungarian National ISPA Strateg
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349 Table 8.4 The Széchenyi Plan
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351 construction contracts, and non
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353 There are thirteen [road sector
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355 Table 8.5 Overview of ISPA Tran
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357 most of the more problematic ch
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359 more up to the CEEC to make sur
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361 new infrastructures, regardless
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363 9.1 Introduction: The Significa
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365 reinvigorated calls to build th
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367 9.2.2 The Northern Section: A h
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369 the environment and living cond
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371 are then listed within the four
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373 more progressive variant of the
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375 9.4 Local and International Pro
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377 The permission plan and the EIA
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379 since only citizens or legal pe
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381 environmental matter. Moreover,
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383 9.5.5 Reexamining the impact of
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385 Orbital motorways do not necess
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387 At this point, a suitable defin
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389 Besides retail and industrial p
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391 Figure 9.2 New construction of
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393 city still shows a strong upwar
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395 Figure 9.8 Budapest’s “Stra
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397 upgrades in and around the Hung
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399 infrastructures, including the
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401 Printed on November 17, 2002 La
Page 414 and 415:
403 challenging and re-evaluating p
Page 416 and 417:
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
Page 436 and 437:
425 concentration of economic activ
Page 438 and 439:
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
Page 458 and 459:
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
Page 474 and 475:
463 Dierkes, M., U. Hoffmann, et al
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465 European Parliament. European R
Page 478 and 479:
467 Münster, Lit Verlag. Giunta, A
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469 Henderson, K., Ed. (1999). Back
Page 482 and 483:
471 Kesselring, S. (2001). Mobile P
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473 Race and Class Barriers to Mobi
Page 486 and 487:
475 Europe: a cross-national compar
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477 Studies 36(11): 1849-1858. Prug
Page 490 and 491:
479 Transport Reviews 20(3): 369-38
Page 492 and 493:
481 Future. New York, United Nation
Page 494:
483 DEIKE PETERS EDUCATION: CURRICU
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