PLANNING FOR A SUSTAINABLE EUROPE? - TU Berlin

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77 Table 3.1 Five Discursive Frameworks for Sustainable Policy-Making Theoretical Approach Overarching Theme Unit of Analysis Pro- Modern ? Pro- Capitalist? Key Policy Relevance Ecological Modernization “Sustainable Growth” (Market) Economy Yes Yes Proactive, Competitive Action Reflexive Modernization “Risk Rationality” Society Yes Yes Precautionary Action Communicative Rationality Rationality People & Institutions Yes Yes / No Communicative Action Political Economy Equity & Social Justice Society & Space Yes / No No Re-distributive Action Renunciation Source: Own compilation Ecological Balance Nature Yes / No No Protective Action (Eco-centric) 3.2 From Three Definitions of Sustainability to Five Discursive Frameworks For many advocates of the sustainability concept, my distinction of five different discursive frameworks – with ecological modernization being the dominant one in EU policy-making – might seem somewhat counter-intuitive. Conventionally, sustainability scholars argue that the three-dimensional nature of sustainable development presented in Chapter 2 (“efficiency” – “environment” – “equity”) can be ascribed to the fact that the level theoretical constructs located somewhere between Kuhn’s “paradigms” and Sabatier’s “policy theory frameworks,” and with a much greater affinity towards the former.
78 concept aims to integrate aspects from three fundamentally different development “paradigms”. Campbell (1996), fortunately avoiding the use of the term paradigm, speaks of a “planner’s triangle of sustainable development” comprised of the three fundamental aims of environmental protection, economic development and social equity. This view is also exemplified by Masser, Sviden and Wegener (1992:35) in the Geography of Europe’s Future where they identify three main transport development “paradigms” in Europe which are often in conflict with each other: growth, equity and environment. They further equate these “paradigms” with conservative, socialdemocratic and green transport politics, respectively. Note that I consider the use of the term “paradigm” quite inappropriate in this context (also see section 3.5.1 below). Nevertheless, in my initial analyses of EU transport policy, I originally also planned to follow this more conventional three-part distinction. However, the discussion of the relationship between transport and economic development in Chapter 2 already indicated that rather than simply viewing the term sustainability as having three main, somehow complementary “dimensions” of growth, environment and equity, we have to instead consider several additional factors in the equation. For example, we have to somehow account for the fact that the very nature of capitalist development is undergoing profound changes. We also have to consider more process- and institutionally-oriented arguments related to “sustainable” decision making (transparency, participation). We have to also take into account that many scholars increasingly reject the concept of sustainable development. Finally, additional concerns related to the changing nature of rational decision-making in the context of globalization, multi-level governance and multilocation politics also need to be considered. This chapter therefore takes a fundamentally
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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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Page 53 and 54: 42 relationship between transport,
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Page 57 and 58: 46 2.2.2 Macroeconomic aspects of t
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Page 61 and 62: 50 the qualitative aspects of the i
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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
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Page 77 and 78: 66 Figure 2.2 The Three Dimensions
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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
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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
Page 98 and 99: 87 Allmendinger (2002b:77), in a re
Page 100 and 101: 89 everything but one-sided interpr
Page 102 and 103: 91 green consciousness” as the re
Page 104 and 105: 93 course, also scholars propagatin
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Page 108 and 109: 97 strongly agree with these author
Page 110 and 111: 99 Instead, Baker et al. subsumes t
Page 112 and 113: 101 policy analysts to built scient
Page 114 and 115: 103 beliefs, notions of validity an
Page 116 and 117: 105 Printed Thursday, October 31, 2
Page 118 and 119: 107 and capture the most important
Page 120 and 121: 109 4.2 Ecological Modernization: T
Page 122 and 123: 111 modernization as “the discour
Page 124 and 125: 113 metabolism, implies major or ba
Page 126 and 127: 115 defining it as one of two theor
Page 128 and 129: 117 modernization is about “what
Page 130 and 131: 119 and World Bank-funded Global En
Page 132 and 133: 121 The automobile lobby, of course
Page 134 and 135: 123 external environmental and soci
Page 136 and 137: 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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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
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403 challenging and re-evaluating p
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405 10.2 Summary of Previous Chapte
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407 contradictory and ultimately as
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409 storylines are closely aligned
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411 internationally-linked priority
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413 In Chapter 9, I looked at the M
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415 guideposts for interpreting rea
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417 explanations of why “in the e
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419 How far this leverage is then p
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421 decision-making, and instead re
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423 or “congestion.” This is wh
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425 concentration of economic activ
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427 10.4.1 Taking Action on Strateg
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429 brought forward not only by man
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431 Table 10.1 A Two-Dimensional
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433 space. Transport loans are usua
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435 APPENDICES, GLOSSARY, BIBLIOGRA
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437 Table A.2 EIB Transport Loans t
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439 Table A.4 EBRD and IBRD Transpo
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441 Annex II: List of Key Contacts
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443 CEC Tom Robbert SCR, EU lending
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445 NGO Hana Rihkovsky Comm. of Eur
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447 ”Poverty Alleviation through
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449 Annotated Glossary of Terms, Ac
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451 competitiveness and growth of E
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453 Pan-European Corridors See “H
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455 Bibliography Aglietta, M. (1979
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457 the Infrastructure Studies Grou
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459 Centre For European Policy Stud
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461 —— (2001a). A Sustainable E
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463 Dierkes, M., U. Hoffmann, et al
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465 European Parliament. European R
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467 Münster, Lit Verlag. Giunta, A
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469 Henderson, K., Ed. (1999). Back
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471 Kesselring, S. (2001). Mobile P
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473 Race and Class Barriers to Mobi
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475 Europe: a cross-national compar
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477 Studies 36(11): 1849-1858. Prug
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479 Transport Reviews 20(3): 369-38
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481 Future. New York, United Nation
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483 DEIKE PETERS EDUCATION: CURRICU
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