greener and smarter transport cetc-route65: part of a revised ten network – a basis for economic...

GREENER AND SMARTER TRANSPORT

CETC-Route65: part of a revised TEN network – a basis for economic development of the region

Tamás Fleischer Institute for World Economics of the Hungarian Academy of Sciences http://www.vki.hu/~tfleisch/efleischer_tamas.shtml [email protected]

Committee of the Regions - 13th of October 2009

GREENER AND SMARTER TRANSPORT CONFERENCE


Brussels,13 October 2009

CETC Route65 – part of a revised TEN

• Two statements in the title: part of a revised TEN-T network + basis for economic development of the region

• The importance of a network-level approachthe importance of the internal network of a region + the role of the external network

• The spatial dimension of sustainability• What do the transport can do? • What role the corridors convey • …for Europe• …for our region



The spatial dimension of sustainability

• UN Bruntland report (Our Common Future 1987) definition of sustainable development “meets the needs of the present without compromising the ability of future generations to meet their own needs”

• 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 to speak about the spatial conditions of sustainability as spatial solidarity and spatial interdependence – or intra-generational solidarity and spatial self-defence

• Development that “meets the needs of those living here without compromising the ability of those living elsewhere to meet their own needs”

• Inter-generational connection is a one-way relation: our responsibility for future generations, – they can’t do anything for us...



The spatial dimension of sustainability

• 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.

• The key concept is: „space of places” and „space of flows” (Castells, Manuel 1996 The Rise of the Network Society - The Information Age). Space of places 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: the effects arriving from outside. This latter is not a continuous space, but space of individual effects.

• Sustainability is also a fight for control over space beside control over time. “Space of places must retain its autonomy and its meaning independently from the evolution and dynamics of the space of flows” (Castells)



What do the transport network can do?

• 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’) (Fleischer T. Regions, borders and networks Tér és Társadalom 2001/3-4).

Different network relations relative to a region



What do the transport network can do?

• 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’) (Fleischer T. Regions, borders and networks Tér és Társadalom 2001/3-4).

Different network relations relative to a region

Provision, accessibility, transit, by-passing




• The existence of a proper internal network is the precondition of the harmonised operation of a region.

• A main target of the transport is to make prosperous the world of the starting and destination points in a region - and not the “good transport” in itself.

• The physical networks of a region reserve the paths of earlier connections as a memory, and make easier to sustain or create again similar relations.=>





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.





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.




• The existence of a proper internal network is the precondition of the harmonised operation of a region.

• A main target of the transport is to make prosperous the world of the starting and destination points in a region - and not the “good transport” in itself.


• The pattern of the internal structure is determining, whether a given region becomes prosperous.

• In case of strictly hierarchical structures the nods are in key positions as the flows are not able to avoid them. The consequences are rigidity, vulnerability and the lack of flexibility.

• The importance of a grid structure is, that different points of a region are helped to be at a more equal position, that is it decreases (and not increases) the differences owing to their position.=>




• The importance of a grid structure is, that different points of a region are helped to be at a more equal position, that is it decreases (and not increases) the differences owing to their position.=>

The distinction between centripetal and centrifugal networks

Source: Rodrigue, J-P (1998-2003), Dept. of Economics & Geography, Hofstra University




• The multi-directionality and multi-modality of the accessibility is of basic importance for the development of a region.

• Among the external relations a difference has to be taken between large scale backbone relations and neighbour (co-operation) relations. (The latter is an extension of the internal provision

relations) =>

• The symmetry or the asymmetry of the impacts depend on the difference in the development of the interconnected regions. For interconnecting to each other developed and less developed regions, it is necessary to calculate that what measure and tempo of the external changes is tolerable for the less developed structure.




Road numbering since 1975 – the first signal of corridor thinking

Source: Az országos közúthálózat 1991-2000 évekre szóló-fejlesztési programja 1991, KHVM




Model of the grid of the TEN




Eastern extension of the grid of the TEN




Eastern extension of the grid of the TEN

Eastern extension of the east-west corridors of the TEN




Source: http://www.khvm.hu/EU-integracio/A_magyarorszagi_TINA_halozat/Image11.gif

The Helsinki, or pan-European transport corridors



What role the corridors have?

• European Interest 1 – the extension of the TEN network toward the East was rather the extension of the east-west corridors of the TEN than the extension of the grid itself. It reflected the Fifteen’s interest rather than the general interest of an enlarged European Union.

• European Interest 2 – during the adaptation of the EU (CTP) priorities the transition countries overestimated the significance of the TEN (supranational) level in territorial cohesion. TEN is an internal connection in European level, but external connection for the accession area. Without good local networks the expected advantages can not penetrate into the local economy, to achieve cohesion – so good local network is of a general interest.

• European Interest 3 – the construction of the inter-regional network elements of the TEN became a competition for projects rather than a network level management of the process.



What role the corridors have?

• Central-European Interest 1 – it is necessary to revise the whole TEN process, listening to the interest of a whole European level

• Central-European Interest 2 – within that network Central-European countries have to deal specially with the internal network of the Central-European area, because it is a condition for them to cooperate as a region. Without good local networks the expected advantages can not penetrate into their economy, – so a good local Central-European network is of a general interest.

• Central-European Interest 3 – it is necessary to create a strategic partnership between the countries touched, and create a mutually agreed network, instead of competing for single corridors one against the other. What important is to cover the whole area with a well structured transport network, to achieve a positive sum game for the whole region. To catch a corridor from another partner is a typical 0-sum game within the region, – with a negative result for the whole region.

• Central-European interest 4 – general agreement on the density and the structure of a necessary network.



ENDING HERE IF THERE IS ENDING HERE IF THERE IS

NO MORE TIMENO MORE TIMECETC-Route65: part of a revised TEN network – a basis for economic development of the region

Tamás Fleischer Institute for World Economics of the Hungarian Academy of Sciences

http://www.vki.hu/~tfleisch/efleischer_tamas.shtml [email protected] Committee of the Regions - 13th of October 2009



Summary of the remaining part

• The inter-regional/international corridor is an indirect, higher-level connection, its task is not directly serving the destinations, rather supplying a wider (80-100 km) area (with relatively few corridors), by improving the external connections of the local networks.

• The main aim is the good interconnection of the whole Central-European area. A proper TEN backbone network structure has to serve that aim, and the necessity of single corridors must be deduced from that.

• There are 9-10 countries along the belt of the CETC /SoNorA-corridor, and it is not likely that a 200-300 km wide area could be served by one single north-south corridor. It is not the title that should be fight for, but rather a strategic level survey of the whole Central European network, and to bring decisions based on that.



Automobile ways: spatial coverage

Proximity corridors along the TEN-T road network in 2002 in the European Union supposing a provision of 40-40 km distance

Source: Gutiérrez, J. – Urbano. P. (1996) Accessibility in the European Union: the impact of the trans-European road network. Journal of Transport Geography Vol. 4. No. 1. pp. 1-12.




Those Hungarian zones covered by 15-15 and 30-30 minutes access from the future road corridors by the year 2015

Source: Országos Fejlesztéspolitikai Koncepcióról szóló 96/2005. (XII. 25.) OGY határozat http://net.jogtar.hu/jr/gen/hjegy_doc.cgi?docid=A05H0096.OGY.

Lack of feedback in planning!




• Corridors: do not offer direct service for neighbouring plots

• The corridor offers spatial coverage in an indirect way – through other road categories

• During the planning process it is not only the direct occupied area that is important, but also the indirectly served area. =>

• For an overlapped region the corridor has any effect only if there exist an internal provision network, that can transmit the services of the corridor

• It is not useful to overlap nearby parallel coverage zones, or built the corridor close along a river, a lake – as in such cases the corridor can supply but one side.



Spatial coverage

Whether this is ONE single corridor, and we have to find one single optimal trace?

Source: Source: Agárdy, G.(Bratislava Region) Presentation CETC National Support Group Szombathely 2008.05.09.+ added.



Spatial coverage


Or these are TWO corridors, a Rostock-Berlin-Prague-Adria (D-CZ-A-I) and a Gdansk-Katovicze-Bratislava-Szombathely-Zagreb-Rijeka (PL-SK-H-SN/CR)




Spatial coverage



or possible THREE corridors – 200-300 km!) – Katowicze-Gönyű-Székesfehérvár-Sisek-”V/C”




Spatial coverage



or possible THREE corridors – 200-300 km!) – Katowicze-Gönyű-Székesfehérvár-Sisek-”V/C”

And where are the east-west links?




Statements relating the corridor(s)

• There is a need for north-south corridor

• It is more north-south corridors that are needed

• The TEN-T was the internal network of the EU-15 – it was promoted in order to serve the external competitiveness of the EU

• There wasn’t a similar internal overlay network planned based on the needs of the EU-27 (+X) area

• The corridors have to be planned in a network: listening to all elements of the network



Summary of the two parts

• The existence and structure of an internal network of a region is of primary importance in creating the economic prosperity of the region. It makes possible offering the specialities of the region in different combinations (+sum)

• Central-European countries have to deal specially with the internal network of the Central-European area, because it is a condition for them to cooperate as a region.

• The task of the inter-regional/international corridor is not directly serving the destinations, but supplying a wider (80-100 km) area and improving the external connections of the local networks.

• The main aim is the good internal interconnection of the whole Central-European area. A proper TEN backbone network structure has to serve that aim, and the necessity of single corridors must be deduced from that.

• There are 9-10 countries along the belt of the CETC /SoNorA-corridor, and it is not likely that a 200-300 km wide area could be served by one single north-south corridor. It is not the title that should be fight for, but rather a strategic level survey of the whole Central European network, and to bring decisions based on that.

• The Central European network must be integrated into a whole-European approach and network



THANKS FOR YOUR ATTENTION !

CETC-Route65: part of a revised TEN network – a basis for economic development of the region

Tamás Fleischer Institute for World Economics of the Hungarian Academy of Sciences

http://www.vki.hu/~tfleisch/efleischer_tamas.shtml [email protected]

Committee of the Regions - 13th of October 2009

GREENER AND SMARTER TRANSPORT CONFERENCE

greener and smarter transport cetc-route65: part of a revised ten network – a basis for economic...

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