Infrastructure networks and the competitiveness of the economy

This paper aims to examine how technical infrastructure networks may contribute to improving the competitiveness of the Hungarian economy. Consequently, our main question will be to establish how certain networks or sectors can promote competitiveness of the entire economy rather than how they could be more competitive in their own field. In the macroeconomic or regional sense competitiveness is interpreted as the entirety of safeguards and preconditions that provide a long term basis for success in a competitive market environment. The review of the economic, social, institutional and facility preconditions of competitiveness has highlighted that practically every component must be backed by a good system of relations: both strong, balanced internal relations promoting co-operation and external relations to assure outward linkages. Despite the above correlation, it would be a fallacy to assume that infrastructure networks as linking elements in general are factors per se improving competitiveness. In accordance with the level of development of the economy, the key forms of activity and the realistically attainable objectives, different linkages and service needs become key for the development of the economy in different stages

Régiók, határok és hálózatok [=Regions, Borders and Networks]

Regons, Borders and Networks The title of the conference "Borders and Regions" was considered by the majority of the lecturers as problems of a region at the border of a larger region (country, European Union). This lecture deals rather with the relation of a region to its own border: sets out the main functions of the frontiers of a region and concludes how certain networks can help to fulfil the same tasks. Nowadays both in strict sense and figuratively there is a shift from using sharp administrative borders towards creating indistinct frontiers. Sharp spatial borders become concentration of tension rather then solving problems (iron curtain, US—Mexican border etc.). As an analogy we can also refer to the general shift from regulation with sharp administrative limits towards market-type regulation with softer frontiers (in economy, environmental protection etc.). Over the roles supplied by a frontier zone (buffer, filter and barrier) it is a characteristic spatial structure within the region that has a chance to select the external effects arriving to the region. The physical networks that are spatial imprints of the existing relation systems have four possible roles as internal provision, external accessibility, to assure through-cut and of avoiding a region. The condition of the good operation of a region is the good local provision, that is the existence of appropriate internal networks. Out of its existence the pattern of the structure is also determining: creating appropriate internal transport network in a region it is an important target to built out multilateral net structures so, that a similar provisional position be able to decrease (and not increase) the differences originated from the position of there different localities. The measure of good accessibility is the multilaterality and multidirectionality of relations. There are two important levels of accessibility links to be distinguished: the direct main, large-scale axes and the transborder extension of the subordinated internal provision networks. In case of similarly developed linked regions, we can expect that the advantages due to the improvement of the relation will also be symmetrical between the regions. Improving accessibility between developed and less developed regions, it is not so clear, that the result is similar: we also have to take into account whether the internal structure in the underdeveloped side able to develop at a measure needed by externally controlled changes. In order to defend and develop the internal structure, the through traffic crossing the region has to be led with minimised harmfulness and with minimised troubling of internal relations. We have to learn, that it is impossible to eliminate through traffic, but on the other side it is not at all an aim to attract more of it into the region. With the metaphors Island, Basin and Crossroad we try to describe the relation between a region and its environs. The Island represents the isolated region without external relations. A Basin disposes with clearly interpretable frontiers, while there are gates along this frontier that are able to both let and filter the inflow. In the same time the internal structure is also able to select: there are incoming elemen[ easily melting into the structure, while other elements are not. The Crossroad is a part of the space where the internal structures have no role or importance; everything serves those arriving, everything is determined by external structures. By forming the transport network we can influence the endowments of a region. In connection with that task now in Hungary (and in Eastern Central Europe) we just have to strengthen the Basin-characteristics and as we are able we have to decrease the danger to be involved into a Crossroad role. Understanding such role of the networks gives us a possibility that the networks, in frame of a conscious development policy be ready to take over a part from the role of the frontiers and by that development a functional harmony could be created between the tasks of the frontiers and the internal structures

Role of Transport Networks in Supporting the Spatial Dimension of Sustainability

The main messages of the contribution in five points are the following: (1) Besides temporal relations of sustainability, we also have to underline the importance of the spatial context of it. (2) It is the internal network of a region that helps to preserve the structure and the existing connections within the region. (3) The proper external connections of the region are also very important, but their positive effects can reach the given region only if the internal transmitter elements are existing and the region is able to adapt these effects. (4) There is no such rule that the more transit (through traffic) would be better. The transport that exceeds the region’s adaptive capacity is harmful for the local economy, society and environment alike. (5) A newer and also important function of the transport management is to bypass those areas where the extensive traffic would be harmful

Infrastructure Networks in Central Europe and EU Enlargement

This paper draws attention to the spatial dimension of sustainability, where spatial self-defence is an important part of control over local assets that have to be preserved. It should be added that well-structured local networks constitute an important requirement for effective spatial self-defence. In the existing European Union, where the national infrastructure networks have been relatively developed, the formation of a single market called first for concentration of efforts on the overlapping or inter-regional backbone level of networks. In the area now acceding to the EU, it is important to note that this programme cannot be applied with unchanged priorities in regions still lacking appropriate local networks, where great attention needs devoting to internal networks. In the integration process, the transition countries have to understand the importance of a multilayered network and pay equal attention to every layer of the transport network. The other issue that has been criticized is the structure of the backbone network. While the development of the trans-European networks in western Europe was governed by internal considerations – the intention of connecting national networks, the starting point in the eastern half of Europe was the external consideration of extending Trans-European Networks (TEN) to the transition countries. Even the backbone elements of the Transport Infrastructure Needs Assessment (TINA) network, which enjoy priority today, still reflect this approach. The danger remains that the additions expressing the needs of candidate countries will become lost in the process. Turning to Hungary, the paper gives a brief account of how an overcentralized transport network developed over the last century and the process by which a new road-transport layer was being created. The country today faces a similar process, as the new layer is developed into the new structure. Nonetheless, the existing and emerging structure is mistaken. An effort to reorient the conception is being made by defining the networkdevelopment criteria for a long-term inter-regional road network offering a structure separate from the traditional network of trunk roads, by developing an open grid that ensures minimum disturbance from transit traffic

Transport Policy in the European Union from an Eastern Perspective

Although the intention of developing a common transport policy was mooted in the early stages of the European Communities, it took the form in practice of regulation of isolated transport activities, with the aim in every case of removing advantages inadmissible in competitionpolicy terms. Only in the 1980s were the sights raised from such institutional matters to that of developing corridors between regions on a continental scale. This period brought the Union’s first White Paper on transport, under the motto “a single network for the single market”, aimed principally at removing regulatory, institutional and physical barriers to links between member-states. The next White Paper, appearing in 2001, displayed a strong change of outlook with enhanced attention to environmental constraints. The main demand was for curbs on traffic volume, including a decrease in the proportion of road transport. The 2006 revision of the 2001 White Paper marked a significant departure from the progressive change of outlook that had been initiated, leading to a serious degree of backtracking and reformulation of aims

Gazdaságtalansági számítások: makrogazdaság, környezet, politika és társadalom [=Non-efficiency calculations (macroeconomics, environment, politics and society)]

1./ Környezetátalakító beruházásokról nem rövid távú pénzügyi megtérülés alapján kell dönteni. 2./ Az elkövetett hibák nem alkalmi tévedések eredményei, hanem az újraelosztásra épülő makrogazdasági mechanizmus belső logikájából fakadnak. 3./ A döntések feletti társadalmi kontroll feladata annak biztosítása, hogy ne váljék uralkodóvá a rászorultságot, a csődöt díjazó érdekeltség. 4./ Újraelosztás + a társadalmi kontroll hiánya = önfelélő rendszer pozitív visszacsatolással. (A kötet tartalma a Duna Kör konferenciáján (1988 szeptember 2-4) elhangzott előadások szerkesztett szövege

About the Future Perspectives of Inland Waterway Freight in Central Europe

The paper collects arguments to present that the consumption- and emission characteristics of the rail and inland navigation modes are very close to each other. Considering that these modes are able to transport more or less the same groups of goods, it is a much better way to develop them within an integrated transport policy than trying to bring arguments for one of them against the other

The Challenge of an Intelligent Collective Transportation Mode

In: Proceedings of the International Conference on Engineering and Urban Sustainability Beyond 2000. Budapest, Hungary, October 2-4, 1995. Federal Chamber of Technical and Scientific Societies MTESZ. World Federation of Engineering Organisations WFE