HELSINKI CORRIDORS – WAYS OF EUROPEAN EXPANSION AND DEVELOPMENT

Efficient distribution of human and goods transport has always been an important element in maintaining the economic systems cohesion. Together with the economic and technological development, the purposes to attain this goal have considerably evolved. .The integration of the Centre, Eastern and South-Eastern European countries’ infrastructure in the European transport networks has as a main goal the promotion of networks’ interconnection and interoperability. This is done through concentrating upon some specific infrastructure routes located on the trajectory of 10 pan-European transport corridors, which pass through geographical zones in many countries, some of them EU members, and others undergoing a process of negotiation (Turkey). Pan-European Corridors will have immediate effects like: the growth of investments in infrastructure thanks to European funds – for developing countries, this will represent an important part as it welcomes a development of the economy, especially in crises; the favoring of conditions for the functioning and administration of globalization; the growth of cooperation both among Eastern countries and between such countries and Western countries; conditions for the recovery of economic differences between West and East; conditions for the recovery of the development in accordance with the policy of European countries and other candidate countries.corridor, transport, connections, efficiency, sector

Innovations of a sub-regional plan: Palermo and its territory in Sicily

Abstract Territorial planning (provincial or sub-regional) in Italy is still up to this day regulated, at national level, similarly to the local administrative planning, but with less influence on the use of the territory, particularly for public infrastructures. This makes the territorial planning inadequate in keeping up with nowadays fast pace transformations. The required transformations are depending less on the regular planning process and are increasingly following the expenditure needs for uncoordinated individual investments, particularly from the European Union. The new pace of the expenditures, mainly imposed for more significant works and based on the link “financing-project-disbursement”, does not correspond with the timeframe of the Plan which – often surpassed and inadequate – delays even further its implementation. This is contributing to the widespread opinion that planning is not useful for development and for the utilization of the resources, which generates a profound misrepresentation of the purposes and theoretical foundations of planning. The Provincial Territorial Plan (PTP) is the planning tool that more encompasses the contradictions originating from its late formation and its inadequacy. Nevertheless, being a tool for vast areas (not restricted) and maybe due to its distance from the strict regulation of the use of the territory, which is mainly done through the local administration planning, the PTP has the potential for innovative methods. Within the territorial plan, the metropolitan dimension (nowadays credited as metropolitan city) is justified by the territorial context relations who amplify its potential of network and points. The actions and objectives of the PTP, which acts as connection between the development policies of the Region and the local administrative planning, consist of a matrix of values (competition and cohesion, balance, productivity and accessibility) related to the different level of services (social and cultural, for the economic development, for the organization of the territory and protection of the environment). The choices of the PTP are articulated in systems that highlight the territorial context relations within an integrated and unified strategic framework. The systems are divided in two parts: the natural environment system and the urban territory system. The first one is sustained and coordinated by the provincial ecological network (derived from the regional ecological network). The second system comprises productive activities, services, residential areas and historical centers and infrastructures. The intervention actions, verified by the strategic framework for systems, represent the basis of the Operational framework of the PTP. The PTP vision is therefore able to represent a methodology for building strategies, and related evaluations, which is open and flexible to the sustainable implementation within the territorial context

International business travel in a digital world economy

International business travel involves the trans-border movement of hundreds of millions of people each year and is a phenomenon that both drives and is driven by processes of continued globalisation and the intensification of an international world economy (see Beaverstock et al., 2009, Beaverstock et al., 2010, Davidson and Cope, 2007, Faulconbridge et al., 2009 and Welch and Worm, 2005). Defined by Aguilera (2008 pp1109–1110) as ‘work-related travel to an irregular place of work (for example: to visit a client, participate in a conference or attend a meeting)’, business travel has become one of the defining features of working life for millions of people around the globe and a normal part of their professional routines

The spatial impact of O.R. Tambo International Airport on Ekurhuleni Municipality: 2000 to 2015

Thesis is submitted in partial fulfilment for the degree of Master of Science (Development Planning) to the Faculty of Engineering and the Built Environment, School of Architecture and Planning at the University of the Witwatersrand, Johannesburg, 2017O.R Tambo International Airport (ORTIA) holds strong prominence as Africa’s biggest airport. Additionally, the anticipated growth of aviation within Africa will further enhance its relevance. Airports in their own right are becoming city cores of which its surrounding environments (aerotropolis) attract special industries which result to a transformation of the urban fabric. Ekurhuleni has followed global trends by asserting its decision to transform ORTIA into an Aerotropolis. The legitimacy of the aerotropolis model however is being questioned for the effects on the natural environment, displacement effects and its heavy dependence on government incentives required that tend to have a bias focus on foreign investment. Ekurhuleni is confronted by unique contextual factors of inequality and spatial racial-segregation that are the result of the historical South African apartheid system. Additionally, Ekurhuleni comes from a unique premise that it is a relatively newly established city that has been formed by amalgamating nine previous towns. Irrespective of this incomparable situation of being a non-traditional metropolis, Ekurhuleni not having a traditional metropolis, notably relying on the adjacent City of Johannesburg for its identity, it has sought punch above its weight and thrive to become an airport city. This research explores the spatial impacts of O.R Tambo International Airport on Ekurhuleni Area through qualitative research methods and a review of key theories that are born from neo-liberal policies and airport orientated developments. It explores current developments with O.R Tambo International Airport and Ekurhuleni focusing on physical, economic and social spaces that are owed to the existence of the airport. O.R Tambo International Airport has had significant spatial impact on Ekurhuleni area. The spatial impacts undeniably led to positives through the conception of competitive, economically thriving and innovative environments which align to global, competitive cities. As part of the Gauteng City Region (GCR), Ekurhuleni is placing strong leverage on the existence of the airport to shape the city spatially. There is a strong focus on increasing scale and density within the immediate surrounds of the airport through development infill and replacement of single dwellings with apartments and hotels. The corridors and spines developed place focus on links to the airport as the key central point in which its development stems. The environment reveals industrial clusters which gain economically through the agglomeration effects. It is also stimulating focus on the presence of social facilities such as tourism, retail and hotels which would serve the airport. The traditionally manufacturing based economy of Ekurhuleni is integrating with knowledge economy industries which are aligned to global cities. The city is focusing on compaction with new development being mixed- use spaces connected by a multi modal transport network. These Integrated Transport Networks are concretised by recent investments into the Gautrain and the Bus Rapid Transitsystem (BRT). The previous far reaching edge cities that were the black traditional townships are being connected to the metro core through increasing available modes of public transport. There still remains the threat that airports become contributory factor to the creation of exclusionary spaces faced with environmental threats. It is noted that in an unequal society such as South Africa, areas surrounding airports may exacerbate the challenges of crime and further displacement of residents. The spatial formation process within Ekurhuleni involved multi-disciplinary actors from various industries and decision making cuts across the various spheres of government. Non-robust community engagements coupled by their lack of knowledge on the aerotropolis initiative has reflected that there needs to be a focus on the empowerment of citizens. Branding has been recognized as critical for city competitiveness. The resultant effects of Ekurhuleni being formed from a combination of towns has left it with meek and ambiguous identity. The formulation of robust branding policies and building on the strength of ORTIA brand has the potential to give Ekurhuleni’s vague character significant leverage. Overall, ORTIA’s spatial contribution has both a positive and negative spatial impacts on Ekurhuleni. ORTIA gives competitive advantage to the Gauteng City Region (GCR) and it acts as an urban development stimuli to Ekurhuleni as the GCR gateway airport. Planning can however be instrumental in remedial actions on addressing the negative corollaries caused by airports to their surrounds. Hence it is recommended that a communicative and collaborative planner; who encourages equitable capacity development practices, would be effective in managing the spatial formation process within Ekurhuleni.MT201

ESPON Project 2.3.1., Application and effects of the ESDP in the Member States. Second Interim Report

This Second Interim Report includes the preliminary results of the project, "Application and Effects of the ESDP in the Member States" within the ESPON Programme 2000-2006. The focus of the study is the application of the European Spatial Development Perspective (ESDP), which was adopted at the Potsdam informal Ministerial Council meeting in May 199

Transport and Megaregions: High-Speed Rail in the United States

This lead paper examines the status of high-speed rail in the United States within the context of emerging megaregions. It reflects on the current state of high-speed rail planning globally and examines its link to economic planning and enhanced mobility systems