Study of the concepts of sustainability and polycentrism as fundamental aspects in local and regiona

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Study of the concepts of sustainability and
polycentrism as fundamental aspects in local and
regional planning in the Baltic Tangent area,
Final version

• Laila Kule, Vidzeme Development Agency
• Rivo Noorkõiv (Geomedia/Valga Town)

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Contents of the study

• INTRODUCTION AND BACKGROUND
• 1. SUSTAINABLE TRANSPORT
• 2. POLYCENTRISM
• 3. CASE STUDIES
• 3.1. Case study General position of
  polycentricity and sustainability in Latvia and
  Vidzeme Region
• 3.2. Case study Sustainable transport
  development in Valga-Valka
• REFERENCES

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The study is based on

• Global governance level - UN policy documents,
  European - the Council of Europe and the European
  Union policy documents
• Baltic Sea region VASAB studies and policy
  documents, reports of other Interreg projects
• Research papers European Spatial Policy
  Observation Network studies
• Scientific articles and monographs, OECD research
  studies
• For case studies national and regional policy
  documents, research reports in national languages

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Polycentricity and sustainability

• EU Interim Territorial Cohesion Report (2004) -
  polycentric urban systems are more sustainable
  and more equitable than either mono-centric urban
  systems or dispersed small settlements.
• There is no clear conflict between sustainability
  and polycentrism revealed in the European spatial
  policy documents. In opposite, there is an
  emphasis that both concepts compliment each
  other.
• There can be a certain conflict between both
  concepts as polycentricity or decentralised
  concentration requires better links and more
  intensive communication (including transport)
  between urban centres involved. Towns and cities
  - keystones of polycentric development, rural
  areas as part of city-region.
• In thus the polycentricity approach has to be
  promoted only by coupling it with the development
  of sustainable transport networks. Integrated
  transport and land-use policy and planning,
  taking into account the effects on the
  society-at-large, can reduce the ill consequences
  of current transport systems (UN-HABITAT, 2005)
  OECD Guiding Principles for Strategies towards
  Sustainable Transport (1997) access, equity,
  individual and community responsibility, health
  and safety, education and public participation,
  integrated planning, land and resource use and
  pollution prevention.

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Polycentrism is both an analytical concept and a
policy option

• The normative definition of polycentricity is a
  policy option to promote balanced and
  multi-spatial types of urban networks that are
  most beneficial from a social and economic point
  of view, both for the core areas and for the
  peripheries.
• Polycentrism is a belief that there are benefits
  to be gained from polycentric development such as
  
• increased competitiveness, cohesion and regional
  balance, parity of access to infrastructure and
  knowledge, and sustainable development
• The definition of the analytical polycentricity
  concept is based on a spatial organisation of
  cities characterised by a functional division of
  labour, economic and institutional integration
  and political cooperation.

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The Concept of Polycentricity

• Polycentricity is measured by three dimensions
  (ESPON, 2005)
• the size or importance of cities (population and
  population change central place functions
  (location of political/administrative centres and
  company headquarters), economic activity,
  industry, economic drivers and investments)
• their distribution in space or location, and
• the spatial interactions or connections between
  cities and towns (including accessibility that
  determines the relative locational advantage).
  (Indicators are the transport network,
  infrastructure and technologies, port capacities,
  overall accessibility, goods transport flows,
  inter-regional migration, barriers to trade and
  migration)

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Measures to reach polycentric development

• Specialisation
• the sharing of tasks and economic specialization,
  based on potential, distinctive features,
  qualities and opportunities in a region, linked
  with regional identity and the branding of urban
  and regional identities. Indicators natural and
  cultural assets, know how, attractiveness,
  universities, tourism development.
• Complementarity

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Polycentricity at three spatial levels (Gløersen,
2005)
National / transnational/ cross-border/
interregional
Local / regional / urban agglomeration /
intra-urban
European /global
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Complementarity

• Morphological, hierarchy of urban areas (nodes
  and centres), administrative status
• Relational, based on the networks and the
  orientation of flows and cooperation between
  urban areas at different scales
• Institutional or political polycentricity, based
  on voluntary cooperation (complementary with
  regard to urban functions). Town and city
  twinning activities or projects
• Structural polycentricity, related to the
  organisation of a territory i.e. to its spatial
  patterns, through urban networking from
  migrations (students, active population,
  commuters) transport, financial and information
  flows.

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Spatial concepts polycentric development and
corridors

• The polycentric development can replace the
  concept of the development corridors
  interconnecting the spaces in more comprehensive
  way by linking various urban networks at
  different scales (Premius, 2001)
• Corridor concept nowadays is seen as accumulation
  of flows and infrastructures that are dynamic
  entities linked with economic, infrastructural
  and technological processes (Rodrigue, 2004).
• The transport corridors distribution paradigm is
  based on the assumption that a major articulation
  point (mega-urban region) serves as the main
  interface between global, national and regional
  systems of goods accumulation and distribution.
  Intermodal transportation systems reinforce
  articulation points as major locations of
  convergence and transhipment (Rodrigue, 2004
  Rimmer, 1999).
• Due to the continuous decline of the transport
  costs distances are becoming less significant
  (GlaeserKohlhase, 2004) but transaction costs,
  being related with quality and level of service
  as well with distance, have increased in
  importance (RietveldVickerman, 2004).

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The multilayered network of a transport corridor
(Rimmer, 1999)
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Paradigms in the representation of transport
corridors (Rodrigue, 2004)
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Baltic Tangent area and Polycentrism

• Polycentric development approach - useful to
  explore as an option how to link different
  distant spaces within in the Baltic Tangent (BT)
  project area in order to gain competitive
  potentialities over a stand-alone development of
  individual cities or city-regions. These
  potentialities of the polycentric development are
  the pooling of resources, complementarities and
  integration, better competitiveness, regional
  branding and economic growth.
• BT area consists from many national, regional,
  cross-border, interregional and local spatial
  levels and respective urban and transport
  networks to be analysed. BT can be best figured
  on European, Baltic Sea region and its central
  part spatial levels, as well as combination of
  national and regional levels involved
• On European scale BT area has to be analysed as
  one territory in comparison with the
  Pentagon, including BT area accessibility and
  links with Pentagon area and other major
  metropolitan areas in Europe and in the BSR.
• European, national and regional spatial,
  transport and economic policy documents and
  particular geographical and historical factors
  and patterns have to be taken account.

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Baltic Tangent area and Polycentrism learning
from others

• Regions with certain size, specialisation and the
  interlinkages among them need to be identified
  not only on the map, but also within the
  institutional aspect. If regional organizing
  capacity is able through a more or less
  institutionalized framework of co-operation,
  debate, negotiation and decision-making to shape
  a polycentric urban regions competitive
  advantages
• Interlinked polycentric urban networks at various
  scales are used as an alternative option to the
  economies of scale and agglomeration. These are
  economically successful due to better
  information, closer relationships, and
  concentrations of specialised knowledge,
  supporting institutions, rival firms, related
  enterprises, sophisticated customers and the
  incentives to innovate.
• Major constraints in the previously examined
  regions that were trying to build an polycentric
  structures included institutional fragmentation,
  an internal orientation of key persons and the
  lack of identification with the region at large.
• Polycentric urban networks based on cooperation
  and networking (institutional polycentricity) can
  be created if leaders are committed, information
  and knowledge exchange, business and
  institutional cooperation are facilitated and
  city regions branding and identities are
  strengthen in thus hoping that in longer time-run
  complementarity would be developed based on
  structural polycentric networks that are based
  not only the information flows but also on
  transport and flows of people, freight and
  finances.

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Sustainable Transport in the EU

• European Transport Policy 2010 Time to Decide
  (2001) states that the transport system has to be
  optimised to meet the demands of sustainable
  development, being sustainable from economic,
  social as well as environmental perspective.
  Shifting the balance between modes of transport
  is needed.
• The sustainable transport system as adopted in
  April 2001 by the EU Transport Council has
  following definition
• allows the basic access and development needs of
  individuals, companies and societies to be met
  safely and in a manner consistent with human and
  ecosystem health, and promotes equity within and
  between successive generations
• is affordable, operates fairly and efficiently,
  offers choice of transport mode, and supports a
  competitive economy, as well as balanced regional
  development
• limits emissions and waste within the planet's
  ability to absorb them, uses renewable resources
  at or below their rates of generation, and, uses
  non-renewable resources at or below the rates of
  development of renewable substitutes while
  minimising the impact on the use of land and the
  generation of noise.

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ESPON study on European Transport networks, 2004
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Sustainable Transport in the EU

• The following measures have been identified as
  the main strategies for transport development in
  the European Union till 2010 (2001)
• Revitalising railways
• Improving quality in the road transport sector
• Promoting transport by sea and inland waterway
• Striking a balance between growth in air
  transport and the environment
• Turning intermodality into reality
• Building the trans-European transport network
• Improving road safety
• Adopting a policy on effective charging for
  transport
• Recognising the rights and obligations of users
• Developing high-quality urban transport
• Putting research and technology at the service of
  clean and efficient transport
• Managing the effects of globalization
• Developing medium and long-term environmental
  objectives for a sustainable transport system.

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Principles for sustainable transport development
planning in Europe

• Underlying principles for sustainable transport
  development planning (CEMAT, Council of Europe,
  2000)
• Intercontinental relationships as strategic
  elements for European spatial development policy
• The multiplicity of cultures
• Large European regions as a basis for mutual
  support and co-operation
• Integration of the old and the new member states.

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Communiqué of the 12th Ministerial Session of the
Council of Baltic Sea States (VASAB 2010, 2003)

• Missing links between TEN-T, Transport
  Infrastructure Needs Assessment (TINA) and
  Helsinki corridors have to be carefully
  identified in the Commission's revision of the
  Guidelines for the TEN-T
• When evaluating, planning and implementing
  Pan-Baltic intermodal transport systems, spatial
  development issues, such as balanced regional
  structure, should be taken into account in the
  TEN-T revision
• The effects of infrastructure improvement on
  regional development should be taken effectively
  into account. This concerns particularly the rail
  network in the eastern part of the Baltic Sea
  Region
• Because of their effects on spatial development,
  intermodal transport chains increase the need for
  a better integration of transport planning and
  spatial planning. This can be achieved e.g. by
  better integration of sectoral actors to the
  strategic spatial planning process, informal
  negotiations with business sector, using methods
  of extended strategic environmental assessments
  or/and spatial impact assessments
• The Baltic Sea would become a pilot region in
  implementing the Motorways of the Sea concept.

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Case study National Transport Development
Program for 2000- 2006

• Based on a need that Latvian transport system
  requires to be gradually integrated in European
  transport system and with the transport systems
  of neighbouring counties.
• Based on a sustainability principle, sustainable
  transport system means integration with land use
  planning - transport and land use planning have
  to occur synchrony.
• Sustainable transport is seen as able to meet the
  needs of the increase of the quality of life and
  the equal access.
• The program underlines only the specific needs of
  rural inhabitants in remote areas, with no
  particular focus on how to support urban
  networking and accessibility of urban centres.
• However there is an objective to connect
  transport networks and different modes of
  transport.
• Transport Development Program includes a
  commitment to cooperate in with municipalities in
  the field of regional and spatial development, in
  thus to ensure a balanced and harmonised
  interests of the state, municipalities,
  entrepreneurs and individuals.

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Case study National Transport Development
Program for 2000- 2006
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Case study Vidzeme Planning Region Spatial
Structure Plan (draft, 2004)

• The draft plan has emphasis on a settlement
  structure, infrastructure and open areas.
• Settlements are to be develop balanced and in
  polycentric urban structure and to create
  sustainable and well functioning urban structures
  that are based on cooperation and complemetarity
  principles. To reach a the following tasks are
  listed
• to assess the potential of towns and other
  settlements in Vidzeme region, to define their
  role and place in urban hierarchy,
• to develop urban-rural cooperation and to
  strengthen the supporting role of towns for
  surrounding rural areas and
• To use as efficient as possible the potential of
  each town and settlement.
• to create and strengthen cooperation among towns
  by complementing their functions and by jointly
  providing services and
• to establish links both vertical and horizontal
  among towns within and outside the region and
• to integrate peripheral areas in to the networks
  of towns and other settlements by providing good
  accessibility and the availability of
  communications.

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Case study Vidzeme Planning Region Spatial
Structure Plan (draft, 2004)

• Deficiencies and inconsistencies of the draft
  plan
• The consistent coordination between transport
  development and urban and economical development
  aims is lacking.
• Vidzeme regions strengths that it has already a
  polycentric settlement structure and a good
  accessibility measured by a road network and
  proximity between urban centres, contrast to such
  regions weaknesses as a lack of working places
  and low entrepreneurial activity. Policy to
  strengthen the role of towns and the urban
  networking is included.
• The hierarchy of urban centres are not consistent
  the question arises how proposed
  complementarity of national centres Valmiera and
  Cesis can be reached concerning institutional
  policentricity options.
• The settlement structure and the transport
  network are not analysed by three spatial levels
  taking account that each of them have different
  aims and policy options how to achieve more
  balanced development or polycentric development.
• The draft plan has scarce recommendations on
  economical specialization and regional identity
  that are important prerequisites for such
  polycentric development. The proposed regional
  distinctiveness and identity are based on diverse
  nature and culture heritage and urban structure,
  the economical aspects are lacking.

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Case study Sustainable transport development in
Valga-Valka

• Historically Valga and Valka emerged as a single
  town. Since 1920, the town is separated between
  Estonia and Latvia.
• At present, there are more than 21,100
  inhabitants in the twin town - 14,700 in Valga
  and 7,1 thousand in Valka.
• Within the radius of 100 kilometres there are
  approximately half a million people, which holds
  notable a market potential as well as the
  potential for international cooperation.
• Potential for the application of transit trade
  and international passenger transport that
  enables achieving faster regional development.
• In the interests of the development of
  Valga-Valka, and of South-Eastern Estonia and
  Northern Latvia on wider scale, it is important
  to capitalise on the regions considerable
  strengths and opportunities related to transit,
  logistics and industry. The application of
  contemporary information and communication
  technologies also is needed.

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Case study Sustainable transport development in
Valga-Valka

• The strategic interests of Valga-Valka
• renovating railways and roads, their
  revitalisation to become state priority
• application of modern information communication
  technology
• conceptualising the legal status and tax policy
  of the free zone
• customising the principles of sustainable
  development in land usage
• working out the investment policy and support
  system for business development
• modernising the curricula of education.

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Thank you!

• Laila Kule, consultant for
• Vidzeme Development Agency
• Tel/fax. [phone]
• Mob. Tel [phone]
• E-mail laila.kule_at_lu.lv