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Infrastructure Networks in Central Europe and the EU enlargement

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Title: Infrastructure Networks in Central Europe and the EU enlargement


1
Infrastructure Networks in Central Europe and
the EU enlargement
  • Fleischer Tamás
  • Institute for World Economics of the Hungarian
    Academy of Sciences
  • lttfleisch_at_vki.hugt

POLISH-HUNGARIAN WORKSHOP Warsaw, 2002 October
7-8.
2
Infrastructure Networks in Central Europe and
the EU enlargement
  • - About the spatial dimension of sustainability
  • - Critical remarks on the planned development
    of the interregional corridors
  • - Suggestions for a possible structural
    improvement of the interregional corridors
  • - Summary of the general findings

3
About the spatial dimension of sustainability (1)
  • The general sustainability approach focus on the
    time dimension of sustainability taking care on
    the environmental conditions of the future
    generations (inter-generational solidarity)
  • Also important approach is the requirement of the
    intra-generational solidarity - (touched rather
    its social, security, political, cultural,
    globalisation components ) Can also be mentioned
    as spatial solidarity and spatial
    interdependence.
  • Inter-generational connection is a one-way
    relation it is our responsibility for future
    generations, - they cant do anything for us..
  • Intra-generational relation is a two-ways
    relation the activity of others can also effect
    our circumstances and possibilities. We have to
    count on their solidarity, but this is not
    enough, we must also do for defending our
    environment. Sustaining our activity in a
    changing environment out of the solidarity we
    need also a kind of self-defence.

4
About the spatial dimension of sustainability (2)
  • Manuel Castells sustainability is also a fight
    for control over space out of control over time.
    Space of places must retain its autonomy and its
    meaning independently from the evolution and
    dynamics of the space of flows
  • Space of place is our physical environment that
    has meaning and importance for us, with its
    order, culture, rules, and internal structures.
    Space of flows is the field of force of the
    effects arriving from outside. This latter is not
    a continuous space, but space of individual
    effects. Castells do not want to exclude
    external impacts and do not deny the possibility
    of internal changes, just underlines that too
    rapid and too sudden external effects not serve,
    but rather disintegrate internal relations and
    structures. - defence is needed against.

5
About the spatial dimension of sustainability (3)
  • Above terms can be translated to economic and
    transport relations using terms as provision,
    (connections of the space of places) and.
    accessibility, through traffic and by-passing.
    (trajectories of the space of flows)

Different network relations relative to a region
Source After Plogmann (1980), with own additions.
6
About the spatial dimension of sustainability (4)
The different network patterns of the western and
the eastern side of the Polish railway network
Source Ray, Violette (1991) Borders versus
Networks in Eastern Central Europe. Flux,
Vol.1. No.3.
7
About the spatial dimension of sustainability (5)
The 20 of Polish gminas with lowest own income
per capita, 1998
Source Gorzelak G Jalowiecki B (2002)
European Boundaries Unity or Division of the
Continent? Regional Studies, Vol.36. No.4.
8
Critical remarks on the planned development of
the interregional corridors (1)
  • Single network to the single market The main
    target of the 1992 EU Common Transport Policy
    (CTP) was to interconnect the existing national
    networks. The CTP didnt deal with the internal
    problems of individual national networks, but
    with the common level.
  • Trans-European Networks (TEN) (overlapping
    level) the structure more-or-less has been formed
    by 1989, the collapse of the iron-curtain hardly
    influenced the plans (1992, 1996)
  • Pan-European Corridors the extension of the TEN,
    with dominating east-west relations. Only one
    (No IX ) corridor offers extensive north-south
    connection, the others are incidental and
    imperfect (1991, 1994, 1997)

9
Critical remarks on the planned development of
the interregional corridors (2)
Source http//www.khvm.hu/EU-integracio/A_magyaro
rszagi_TINA_halozat/Image11.gif The Helsinki-, or
pan-European transport corridors
10
Critical remarks on the planned development of
the interregional corridors (1)
  • Single network to the single market The main
    target of the 1992 EU Common Transport Policy
    (CTP) was to interconnect the existing national
    networks. The CTP didnt deal with the internal
    problems of individual national networks, but
    with the common level.
  • Trans-European Networks (TEN) (overlapping
    level) the structure more-or-less has been formed
    by 1989, the collapse of the iron-curtain hardly
    influenced the plans (1992, 1996)
  • Pan-European Corridors the extension of the TEN,
    with dominating east-west relations. Only one
    (No IX ) corridor offers extensive north-south
    connection, the others are incidental and
    imperfect (1991, 1994, 1997)
  • TINA (Transport Infrastructure Needs Assessment)
    The backbone network is identical with the
    pan-European network, the concerned countries
    might recommend additional elements of secondary
    priority to the network. (1995-1999)

11
Critical remarks on the planned development of
the interregional corridors (3)
  • Hungarian Transport Policy (1996) in spite of
    the balanced five strategic pillars, the
    promotion of the integration to the EU got a
    dominant role and in such an understanding that
    it needs the urgent construction of the
    corridors. By that way the inter-regional level
    of relations (the carrier of the space of
    flows) had been emphasised at an unjustified
    extent at the expense of the inter-city and
    inter-village relations (that is the background
    of the space of places) within the whole
    transport system
  • Functions to be balanced from the point of view
    of the transport inter-village relations,
    inter-city relations, inter-regional relations.
  • Functions to be balanced from the point of view
    of the region provision, accessibility,
    transition (and by-pass).

12
What is more, in Hungary we plan the
transit-corridors in a mistaken structure (1)
Hungarian interpretation of pan-European
corridors 1998 (and since)
Source Útgazdálkodás 1994-1998 Min. of
Transport, Communication etc.
13
What is more, in Hungary we plan the
transit-corridors in a mistaken structure (2)
The secondary road network of Hungary
Source OTAB Database
14
What is more, in Hungary we plan the
transit-corridors in a mistaken structure (3)
The main road network of Hungary
Source OTAB Database
15
What is more, in Hungary we plan the
transit-corridors in a mistaken structure (4)
The existing motorway network of Hungary
Source Homepage of the Hungarian Ministry of
Economic and Transport Affairs
16
What is more, in Hungary we plan the
transit-corridors in a mistaken structure (5)
The under-standing of the pan-European corridors
in Hungary
Source Útgazdálkodás 1994-1998 Min. of
Transport, Communication etc.
17
What is more, in Hungary we plan the
transit-corridors in a mistaken structure (6)
Helsinki corridors and additional elements of the
TINA network
Source A 8. sz. foút fejlesztési feladatai...
UKIG Hálózatfejlesztési Foosztálya 2000. szept. 13
18
Suggestions for a possible structural
improvement of the inter-regional corridors (1)
  • Three theses for the model of the interregional
    corridors in Hungary
  • The interregional network, in compliance with its
    function, should be created with a structure
    separated from the secondary and main road
    networks, as one of the levels of the
    multi-layered transport structure.
  • Instead of the earlier suggested single-centred.
    radial-orbital system, today, in an open country,
    the development of an open grid structure should
    be set as the target..
  • Due to Hungarys location, ( partly as an
    advantage but partly as disadvantage), the
    transit traffic of the busiest Pan-European
    Corridors has to be reckoned with. The aim is
    that the through-traffic should disturb the life
    of the country as little as possible. (cross the
    country with the minimum total length, avoid
    ecologically sensitive or densely populated areas
    and those with heavy traffic loads, encourage the
    use of vehicles and transport modes that pollute
    the environment less etc.)

19
Suggestions for a possible structural
improvement of the inter-regional corridors (2)
Main elements three east-west corridors, four
north-south corridors and additional diagonal
elements.
The suggested crossing of Pan-European Corridors
IV and V are marked by the thick line . The
model also demonstrates two sensitive areas (the
resort area of Lake Balaton and the conurbation
of Budapest) through which it would not be
practical to force transit traffic.
20
Suggestions for a possible structural
improvement of the inter-regional corridors (3)
21
Suggestions for a possible structural
improvement of the inter-regional corridors (4)
22
Suggestions for a possible structural
improvement of the inter-regional corridors (5)
23
Suggestions for a possible structural
improvement of the inter-regional corridors (6)
Source Fleischer Tamás Magyar Emoke Tombácz
Endre Zsikla György (2001) A Széchenyi Terv
autópálya-fejlesztési programjának stratégiai
környezeti hatásvizsgálata. 109 p. A Budapesti
Közgazdaságtudományi és Államigazgatási Egyetem
Környezettudományi Intézetének tanulmányai, 6.
szám. Sorozatszerkeszto Kerekes Sándor és Kiss
Károly. Budapest, 2001 december
24
Summary of the general findings
  • (1) Requirement of a multi-layer transport
    network. We admit the importance of interregional
    corridors, but consider them as one layer of the
    whole system of transport networks. The
    (economic, social, cultural etc.) development and
    the sustainability of the different regions
    equally need the well functioning operation of
    each layers of the transport system.
  • (2) Necessity of the isotropity of the transport
    network. (Equal importance to each direction) For
    the Central and Eastern part of Europe a greater
    priority was given in the nineties to the
    directions ended in the EU while secondary
    importance to the internal interregional
    relations.
  • (3) Avoiding to reinforce the over-centralised
    national structure.
  • (4) These models and principles has to be debated
    first and accept a consolidated form of them. The
    next step would be - based on a set of adopted
    principles, - a revision of the old desires
    studying to what extent they serve the present
    targets and objectives - or they give answers on
    the questions of the past.

25
Infrastructure Networks in Central Europe and
the EU enlargement
  • Fleischer Tamás
  • Institute for World Economics of the Hungarian
    Academy of Sciences
  • lttfleisch_at_vki.hugt

THANK YOU FOR YOUR ATTENTION !
POLISH HUNGARIAN WORKSHOP Warsaw, 2002 October
7-8.
26
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