The Rhine Economy on a New Basis. The Switch from Coal to Oil and the Implications for the Transnational Rhine Region, 1945-1973’

The changing basis of the Rhine economy from coal to oil was the subject of the Third Rhine meeting, which was proceeded by two earlier conferences: the kick-off meeting in Rotterdam in 2009 and the conference on the coal-based economy in Frankfurt in 2010. This third conference was held at the Institute for Social Movements-Ruhr University in Bochum, with special thanks to the Rachel Carson Center for Environment and Society, LMU Munich

How to settle conflicts during port development. The case of the port of Rotterdam (1973-2008)

__Abstract__ In the 2000s, the largest ports in the Hamburg - Le-Havre range encountered public resistance from nature preservation and environmental pressure groups during port expansion, resulting in conflicts and, moreover, delays. Eventually, in the case of Rotterdam the conflicts were settled, resulting in the broad acceptation of the port expansion and even support of the pressure groups. The main question is why. Using the discourse coalition approach it is shown, that there were three preconditions for the rise of support. Firstly, only through covenants and specific (compensation) projects local stakeholders could be persuaded to support port development. Secondly, politicians and civil servants had to accept the fact that the role of the pressure groups had changed. For example, most of the delays were caused by the resistance of politicians against the new role of the pressure groups. Thirdly, in general this case shows that only through conflicts with stakeholder such as pressure groups and local citizens, innovative new strategies can be applied. Only then politicians and civil servants are willing to change their stance towards them. In other words, a comforting thought is that actually the conflict is the key to a structural solution

Think Global, Act Local: Maasvlakte II en het Mainportconcept (1993-2008)

__Abstract__ Tussen 1993 en 2008 vond het besluitvormingsproces plaats van een havenuitbreiding van de grootste haven ter wereld, Rotterdam.2 Dit project, Maasvlakte II, dat de haven met 20 procent moest vergroten, vond zijn basis in het mainport-model. Een model dat in Nederland werd uitgevonden en welke ook alleen in Nederland wordt gebruikt. Dit model onderstreepte dat grote intercontinentale vervoersknooppunten de internationale handel zouden gaan domineren. Binnen de Nederlandse context werden deze vervoersknooppunten door de overheid van groot nationale economisch belang geacht.3 Mainport-projecten moesten de positie van deze grote vervoersknooppunten waarborgen en versterken, waardoor indirect de nationale economie ook een impuls zou krijgen. Maasvlakte II was één van die projecten

De Blankenburgtunnel als een onvermijdelijkheid?

__Abstract__ De Blankenburgtunnel is vernoemd naar het plaatsje Blankenburg dat verplaatst moest worden om eind jaren zestig ruimte te bieden aan Europoort. Net als de verplaatsing van dit dorpje is de bouw van de tunnel geënt op het idee dat de concurrentiepositie van de haven in het geding is. De noodzaak van de tunnel wordt vooral onderbouwd met de verwachte toekomstige groei van het goederenvervoer in de haven. De tegenstanders gebruiken juist de huidige economisch crisis om deze noodzaak in twijfel te trekken. Om te bepalen of de bouw van de Blankenburgtunnel noodzakelijk is, is het ook belangrijk om naar het verleden te kijken. In dit artikel zal worden beargumenteerd dat beslissingen in het verleden de keuze voor de Blankenburgtunnel steeds dichterbij brachten. Hiervoor zal het concept path dependence of padafhankelijkheid gebruikt worden, wat inhoudt dat beslissingen in het verleden de keuzevrijheid op een later moment beperken

The megaproject effect. Entrepreneurship during the decision-making process of Maasvlakte II (1993-2008).

__Abstract__ In 1969, the Municipal Port Management of Rotterdam (hereinafter: the Port Management) proposed the first concrete ideas for an expansion of the port by Maasvlakte II. This Port Management is a department of the Municipality of Rotterdam and, as a result, decisions are made by the City Council. Within a few years these plans were put on ice, as a result of resistance from the local nature preservation and environmental pressure groups and the national government.1 Moreover, in the 1970s the decrease of the transhipment made an expansion unnecessary. Twenty years later, a new political basis was provided for port expansion. In order to fight the 1980s crisis, the Dutch national government chose the transport sector as the spearhead of national policy. In order to stimulate this sector, two ‘mainports’, or important distribution hubs, were pointed out as the economic centres of the Netherlands.2 These were airport Schiphol and the port of Rotterdam. Moreover, the Cabinet decided to create an integral planning procedure for the regions around the mainports. For example, in 1991, in the region of the port of Rotterdam, projects for the stimulation of the economic development were linked to the creation of new nature reserves

Maasvlakte II: ‘Ik ben de verpersoonlijking van Maasvlakte II’ (Deel 4)

__Abstract__ In de voorgaande drie artikelen is er ingegaan op de voorgeschiedenis van Maasvlakte II, met de grote havenuitbreidingen Europoort en Maasvlakte I die hieraan voorafgingen. Daarnaast is aan de hand van Kingdon’s stromenmodel (1984) beschreven hoe het probleem en de oplossing elkaar begonnen te overlappen – door de groei van de containersector – en hoe de gemeenteraadsverkiezingen van 2002 zorgde voor een stroomversnelling in de finale financiële overeenkomst met het rijk

Conflicts about the Extension of the Rhine Economy. The case of the port expansion by Maasvlakte II (1969-2008).

__Abstract__ The port land reclamation project - Maasvlakte II of the Port of Rotterdam - is probably, the most literal extension of the Economic Rhine Region, enhancing it in size and length. In the 1970s and the 1990s, attempts was made by Rotterdam to construct this port expansion. Whereas, in the 1970s the proposal for Maasvlakte II was rejected because of popular resistance, in the 1990s all former opponents began to support Maasvlakte II resulting in its 2008 construction. The reason behind this disparity is the subject of this paper. Firstly, it is concluded that, in contrast to the 1970s, broad support was cultivated as opponents and supporters were part of the same discourse coalition, which supported economic development parallel to the creation of new nature reserve. Within this context resistance and delays were instrumental in fostering a dialogue and reducing conflicts. Finally, within this context it is concluded that plans for port expansions are only effective if they are in line with national policy or the dominant discourse coalition

The Megaproject Effect. The decision-making process of Maasvlakte II (1993-2008).

__Abstract__ Maasvlakte II is a 2.3 billion euro port expansion of the Port of Rotterdam, the largest port in Europe. During the decision-making process, fierce conflicts arose. Not only, between the Port Management and the nature preservation and environment pressure groups, but also, between the local and the national governments. In 2008, despite these conflicts, the port expansion was executed with full support of all actors involved

The Past is always Present in the Port. The decision-making process of Maasvlakte II (1993-2008).

__Abstract__ Maasvlakte II is a 2.3 billion euro port expansion of the Port of Rotterdam, the largest port in Europe. During the decision-making process, fierce conflicts arose. Not only, between the Port Management and the nature preservation and environment pressure groups, but also, between the local and the national governments. In 2008, despite these conflicts, the port expansion was executed with full support of all actors involved