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POLICY STRATEGIES FOR SUSTAINABLE MOBILITY AT THE NATIONAL LEVEL – HUNGARY

POLICY STRATEGIES FOR SUSTAINABLE MOBILITY AT THE NATIONAL LEVEL – HUNGARY. Tamás Fleischer Inst itute for World Economics of the Hungarian Academy of Sciences <http://www.vki.hu/~tfleisch> <tfleisch@vki.hu>. CORPUS – The SCP Knowledge Hub

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POLICY STRATEGIES FOR SUSTAINABLE MOBILITY AT THE NATIONAL LEVEL – HUNGARY

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  1. POLICY STRATEGIES FOR SUSTAINABLE MOBILITY AT THE NATIONAL LEVEL – HUNGARY Tamás Fleischer Institute for World Economics of the Hungarian Academy of Sciences <http://www.vki.hu/~tfleisch> <tfleisch@vki.hu> CORPUS – The SCP Knowledge Hub First Policy Meets Research Workshop on Sustainable Mobility Funded by the European Commission in FP7 (except me !) Szentendre, Hungary, 5/6 May 2011

  2. Policy Strategies for (Sustainable) Mobility at the National Level • Hungarian Transport Policy 1996 • Hungarian National Environmental Protection ProgramTransport Sector Action Paper 1998 • Hungarian Transport Policy 2003-2015 • New Hungary Development Plan 2007 (ÚMFT)National Strategic ReferenceFramework of Hungary2007–2013(Date of the decision of the European Commission:7 May 2007)Transport Operational Program 2007-13 (KözOP) • National Strategy for Sustainable Development(June 2007) • National Strategy for the Climate Change (2008) • Integrated Transport Development Strategy (EKFS)…Green… …White… …Sub-sectorial… 2007, 2008 • New Széchenyi Plan 2011 (Preliminary chapter title was ‘Transit-Economy’since changed) • Széll Kálmán Plan 2011 • National Integrated Transport Strategy (2011 starting)

  3. Hungarian Transport Policy 1996 • Five strategic objectives of the Hungarian transport policy adopted in 1996 • (1)supporting successful integration into the European Union; • (2) promoting the co-operation with the neighbouringcountries; • (3) promoting a more balanced territorial development of the country; • (4)protection of the human life of the built and the natural environment; • (5)effective and market-oriented transport regulation. • While the objectives formed a well-balanced system of criteria, in the reality the first objective ( integration into the European Union ) has got an absolute priority, in an understanding that above all it is the main corridors that serve that target.

  4. Dilemmas of the Central European Transport Policy in time of the EU Enlargement • European Interest 1 –Corridors (TEN-T) in western Europe were based on the internal demand of the EU area, namely on the necessity of the interconnection of well developed national networks (“Single network to the single market”) • European Interest 2 – the extension of the TEN-T network toward the East was rather the extension of the east-west corridors of the TEN-T than the extension of the grid itself. It reflected the Fifteen’s interest rather than the overall interest of the enlarged European Union. • European Interest 3 – during the adaptation of the EU (CTP) priorities the transition countries overestimated the significance of the TEN-T (supranational) level in territorial cohesion. Without proper local networks the expected advantages can not penetrate into the local economy to promote cohesion – good local network is a general interest. • Special Interest 4 – the structure/pattern of the inter-regional networks within Hungary follows an over-centralised structure that cause special barrier in the development of the adaptive capacity of the country.

  5. Hungarian National Environmental Protection ProgramTransport Sector Action Paper 1998 • Detailed elaboration of a sustainable transport policy, based on the prescription of the Fifth Environmental Action Program of the EU and the Hungarian Environmental Protection Plan based on it. • The Environmental and Regional Development Ministry was standing behind. (Also industry, tourism, water, agriculture, energy Action Programs were elaborated) • Non of the touched ministries accepted the Action Programs, or regarded it as a basis for a debate. Instead they considered it as if the Environment Ministry had exceeded its competence.

  6. Table 6: Development tasks according to zoning and sectoral priorities • Source: The main objectives of the transportation development of Budapest. Fomterv, Budapest. August, 1994. Further developed in: The Hungarian Transportation Policy in an Environmental Value System. Hungarian Transportation Club, Budapest, November, 1994.

  7. Hungarian Transport Policy 2003–2015 http://www.gkm.hu/data/cms18631/k_zlpol_nyomt.pdf

  8. A short part of the Introduction of the transport policySource: Magyar Közlekedéspolitika 2003 – 2015. Magyar Köztársaság, Budapest, 2004 március. [heighten of the text by me F.T.] Translation: „…how is it possible to satisfy the growing mobility needs while minimising the harmful consequences, attain the sustainable mobility.”

  9. Hungarian Transport Policy 2003–2015 • „Five” strategic objectives • „Its main strategic goals have remained mainlyunchanged since the original transportation policy adopted in 1996. i.e.:” • • improvement of the quality of the life, conservation of health, reduction of theterritorial differences, increasing the traffic safety, protection of the built andnatural environment; • • supporting successful integration into the European Union; • • improvement of the conditions of the contacts with the neighbouring countriesand their enlargement; • • aiding the implementation of the land use development objectives; • • creation of the conditions of the efficient operation and maintenance with the aidof the regulated competition. • Altogether 32 objectives, goals, targets, aims etc. appeared in the document

  10. Strategic Environmental Assessment of the Hungarian Transport Policy 2003–2015 • Alternative suggestion to a homogeneous form of the strategic objectives (5): *

  11. Strategic Environmental Assessment of the Hungarian Transport Policy 2003–2015 • Alternative suggestion to a homogeneous form of the policy goals (10): *

  12. Strategic Environmental Assessment of the Hungarian Transport Policy 2003–2015

  13. Strategic Environmental Assessment of the Hungarian Transport Policy 2003–2015

  14. Strategic Environmental Assessment of the Hungarian Transport Policy 2003–2015 • Few lessons: • The objectives and goals of the transport policy are not clearly declared, their grouping is not coherent, their appearance in the document doesn’t follow any logic of hierarchy • Important sub-sector programs (as the one on motorways) were adopted by the government few months before the transport policy, so the most important decisions were already fixed. • The strategic environmental assessment proved to be a useful tool, it was a pity that the transport policy was adopted itself before the finishing of the assessment. • The harmony between the objectives of the policy and those of the sustainability documents compared was at a medium level • The revision of the transport policy should be commenced without any delay.

  15. New Hungary Development Plan (2007)National Strategic ReferenceFramework of Hungary2007–2013 Access: http://www.nfu.hu/download/1770/K%C3%96ZOP_070712_hu.pdf

  16. New Hungary Development Plan (2007)National Strategic ReferenceFramework of Hungary2007–2013 • Subtitle: Employment and Growth • During the preparation phase there were two pillars of objectives: competitiveness and employment one the one side and sustainability and cohesion on the other • In the final version the overall objectives are:increased employment and promotion of long term growth • There are also horizontal policies (3.1.4.) „Ensuring the conditions for sustainability” and „Strengthening cohesion” that „have to be taken into consideration” that is not fitted into the hierarchy of objectives (p. 81. in ÚMFT-enhttp://www.nfu.hu/the_new_hungary_development_plan_ ) • „These horizontal policies have to be enforced in the development of both the sectors and regions in the New Hungary Development Plan. Sustainability, adjustment and equal opportunities between regions and within a region, including the requirement for equal treatment of women and men and non-discrimination – as specified EU requirements – have to be taken into consideration while concentrating on the above two aspects in the planning, implementation, monitoring and evaluation of the Operational Programmes and interventions.”

  17. New Hungary Development Plan (2007)Transport Operational Program 2007-2013 • „Priority axes” • (1) Improving the international accessibility (rail, road) of the country and its region-centres (external connections) • (2) Improvement of the regional accessibility (within and between regions: internal provision) • (3) Development the intermodality and transport infrastructure of economic centres, connection of transport modes (fright traffic hubs) • (4) development of public transport in cities and their agglomeration (personal traffic hubs) • It could have been the base of a good and reasonable program • Instead (1) TEN corridors, (2) other motorways and pavement enforcement on the main roads, (the word ‘rail’ doesn’t occurs in this part) • Nothing but the „space of flows” -- no care of „space of place”…

  18. Integrated Transport Development Strategy 2007 Access: (July 2007):http://195.228.157.155/data/cms1393023/ekfs_0907.pdf

  19. Integrated Transport Development Strategy 2007 • There was a necessity to provefor the EUthat there is a strategy behind the projects appearing in the Transport Operational Program • The strategy was built around the already accepted projects • Positive feature: really integrated transport survey. • Passenger transport • Freight transport • Infrastructure of the transport • Horizontal issues (here there is a chapter environment too) • Green Paper (2007), White Paper (2008), Sub-sector Paper

  20. National Strategy for the Climate Change 2008 • National Climate Change Strategy of Hungary 2008–2025http://klima.kvvm.hu/documents/14/nes_080219.pdf) • Transport scenarios were elaborated along two approaches: • (1) analytical approach: to built up it from detailed bricks (emission limits, resource barriers, space limitations etc.) • (2) global approach: to fit scenarios to the IPCC scenarios =>

  21. IPCC scenarios(International Panel for Climate Change) 1 • 2000 Special Report on Emissions Scenarios (SRES) A B 2

  22. IPCC scenarios Global, converged, connected world 1 • 2000 Special Report on Emissions Scenarios (SRES) A B Local, fragmented, regional world 2

  23. IPCC scenarios Global, converged, connected world 1 • 2000 Special Report on Emissions Scenarios (SRES) Economic priority, efficiency, market based world, competition Environment, equity, participative decisions,co-operation A B Local, fragmented, regional world 2

  24. IPCC scenarios 1 global • 2000 Special Report on Emissions Scenarios (SRES) A market B co-operation 2 regional

  25. IPCC scenarios 1 A1 ‘global market’no state intervention, global competition,capital concentration, TNCs, polarised world,technology development global • 2000 Special Report on Emissions Scenarios (SRES) A market B co-operation 2 regional

  26. IPCC scenarios 1 A1 ‘global market’no state intervention, global competition,capital concentration, TNCs, polarised world,technology development global B1 ‘global co-operation’social and environmental factors are important, global equity, global redistribution, world government, centralised lead of environment oriented and technical development[WEU] • 2000 Special Report on Emissions Scenarios (SRES) A market B co-operation 2 regional

  27. IPCC scenarios 1 A1 ‘global market’no state intervention, global competition,capital concentration, TNCs, polarised world,technology development global B1 ‘global co-operation’social and environmental factors are important, global equity, global redistribution, world government, centralised lead of environment oriented and technical development[WEU] • 2000 Special Report on Emissions Scenarios (SRES) A market B co-operation A2 ‘regional market’protectionist, anti-globalsystem of efficient localmarkets, based on limited range TNCs rather than statesgood local connections 2 regional

  28. IPCC scenarios 1 A1 ‘global market’no state intervention, global competition,capital concentration, TNCs, polarised world,technology development global B1 ‘global co-operation’social and environmental factors are important, global equity, global redistribution, world government, centralised lead of environment oriented and technical development[WEU] • 2000 Special Report on Emissions Scenarios (SRES) A market B co-operation B2 ‘regional co-operation’intra-regional redistribution, equity and environment-friendly development directed by regional institutions, Harmony with SD principles: regional production, -trade, -employment; regional institutions and -governance. A2 ‘regional market’protectionist, anti-globalsystem of efficient localmarkets, based on limited range TNCs rather than statesgood local connections 2 regional

  29. Transport scenarios (for Hungary) fitted 1 A1 ‘global market’sustainability targets aresubordinated to efficiency, priority to supply side infrastructure of road transport, sever profitability criteria for public transport, decreasing service level in space and time, transport policy determined by lobby groups global • 2005 Background paper to Hungarian Sustainability Strategy A market B co-operation 2 regional

  30. Transport scenarios (for Hungary) fitted 1 A1 ‘global market’sustainability targets aresubordinated to efficiency, priority to supply side infrastructure of road transport, sever profitability criteria for public transport, decreasing service level in space and time, transport policy determined by lobby groups global • 2005 Background paper to Hungarian Sustainability Strategy A market B co-operation B2 ‘regional co-operation’integrated urban, spatial and transport policy, integrated modal policy, innovative local shuttle services, priority to PT, congestion price, local calming, in rural areas integrated goods and passenger transport 2 regional

  31. Transport scenarios (for Hungary) fitted 1 A1 ‘global market’sustainability targets aresubordinated to efficiency, priority to supply side infrastructure of road transport, sever profitability criteria for public transport, decreasing service level in space and time, transport policy determined by lobby groups global B1 ‘global co-operation’top-down elaborated legal and institutional changes,support sustainable scenarios at national and international level, eliminate regional inequalities • 2005 Background paper to Hungarian Sustainability Strategy A market B co-operation B2 ‘regional co-operation’integrated urban, spatial and transport policy, integrated modal policy, innovative local shuttle services, priority to PT, congestion price, local calming, in rural areas integrated goods and passenger transport A2 ‘regional market’ 2 regional

  32. New strategies of 2011: Széchenyi Plan • The New Széchenyi Plan is a development strategy based on the competence of the ministries of National Economy and National Development. Other fields covered by other ministries are partly or totally missing from the strategic document. (Transport belongs to the Ministry of National Development, so it is included, but there was relatively small harmonisation with the earlier transport documents).

  33. New strategies of 2011: Széll Kálmán Plan • The focal priority of the Széll Kálmán Plan is the dept decreasing, and it deals mainly with the sectors / sub-sectors where there are possibilities (by previous judgements) for the state to take backdevelopment sources or to get other revenues to help the dept problem. The two touched parts of the transport sector are the public transport and the road pricing. The idea is institutional reorganisation and centralisation in the public transport, and introducing electronic toll system for road pricing. The second seems to be in harmony with the sustainability aspects, while the public transport definitely needs some institutional reform, but anyexpectation on resource extraction from the public transport is based on misunderstanding of the wider context of transport feedbacks and may give support to the growth of the car traffic.

  34. New strategies of 2011: Integrated Transport St. • The National Integrated Transport Strategy has at the moment no documentation or accepted detailed timetable. The future developer team of the plan is the same group that has just finished a sub-sector strategy for the motorways and main road network of Hungary

  35. Policy Strategies for (Sustainable) Mobility at the National Level • Hungarian Transport Policy 1996 • Hungarian National Environmental Protection ProgramTransport Sector Action Paper 1998 • Hungarian Transport Policy 2003-2015 • New Hungary Development Plan 2007 (ÚMFT)National Strategic ReferenceFramework of Hungary2007–2013(Date of the decision of the European Commission:7 May 2007)Transport Operational Program 2007-13 (KözOP) • National Strategy for Sustainable Development(June 2007) • National Strategy for the Climate Change • Integrated Transport Development Strategy (EKFS)…Green… …White… …Sub-sectorial… 2007, 2008 • New Széchenyi Plan 2011 (Preliminary chapter title was ‘Transit-Economy’since changed) • Széll Kálmán Plan 2011 • National Integrated Transport Strategy (2011 starting)

  36. Any conclusion? • A provocative summary: • Too many strategies and other official documents exist together. • The role of the environment is accepted but basically it is pushed behind the ‘real’ mobility targets • All the document prescribed (dealing with sustainability or environment issues) are prepared, finished -- but sometimes after the time-window when they could influence the policy targets. • The development in urban centres greener than it would follow from the general transport policy (pedestrian zones, calmed areas)

  37. POLICY STRATEGIES FOR SUSTAINABLE MOBILITY AT THE NATIONAL LEVEL – HUNGARY THANKS FORYOUR ATTENTION ! Fleischer Tamás Institute for World Economics of the HAS <tfleisch@vki.hu> <http://www.vki.hu/~tfleisch/> CORPUS – The SCP Knowledge Hub First Policy Meets Research Workshop on Sustainable Mobility Funded by the European Commission in FP7 (except me !) Szentendre, Hungary, 5/6 May 2011

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