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>
<[email protected]>
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
Policy Strategies for (Sustainable) Mobility
at the National Level
 Hungarian Transport Policy 1996
 Hungarian National Environmental Protection Program
Transport Sector Action Paper 1998
 Hungarian Transport Policy 2003-2015
 New Hungary Development Plan 2007 (ÚMFT)
National Strategic Reference Framework of Hungary 2007–2013
(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)
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 neighbouring
countries;
(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.
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.
Hungarian National Environmental Protection
Program Transport 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.
•PROTECTED
TRANSPORTATION AREAS
•ZONE 1 IN
INNER CITIES
AND THE
CENRTRAL
CORE OF
OTHER
ZONES
•HILLSIDE
AND GREEN
AREAS
•ZONE 2 IN
INNER CITIES
AND THE
OUTER
CIRCLES OF
OTHER ZONES
•TRANSPORT
CORRIDORS OF
MIXED ZONES
•TRANSPORT
CHANNELS
IN
SUBURBAN
ZONES
•PEDESTRIAN
•developing pedestrian
zones and corridors
•developing
pedestrian zones and
pavement
•development of
streets with small
traffic as yards
•development of
pedestrian corridors
•separated lanes next
to highways
•f separated lanes
next to highways
•BICYCLE
•development, in
pedestrian zones
restrictions
•development, new
regulations of traffic
lanes
•development,
securing traffic
priorities
•development, new
regulations of traffic
lanes
•f separated lanes next
to highways
•separated lanes
next to highways
•PUBLIC
TRANSPORT
•differentiated
restrictions by tools
•analysis and the
improvement of
services within the
zone
•analysis,
environment
friendly
development of
transportation
routes
•development of
railway routes and
diagonal connections
•radiant and diagonal
rapid public
transportation, the
development of
interior connection
•radiant and
diagonal rapid
public
transportation, the
development of
interior connection
•PRIVATE CARS
•(LOCAL
DESITNATION
TRAFFIC)
•significant restrictions
differentiated by
sources in tome and
area
•restriction
differentiated in
time and speed limit
•development, the
better enforcement
of local interests
•development, the
better enforcement
of local interests
•development, P+R
centers
•development, P+R
centers
•TRUCK
TRAFFIC AND
LOADING
•(LOCAL
TRAFFIC)
•significant restriction
by volume, time and
area
•significant
restriction by
volume, time and
area, night hours
preferred
•significant
restrictions, night
hours preferred
•development of
regulations on
volume by time and
area, restrictions
•development, storing
and processing
services
•development,
storing and
processing services
•PARKING
•occasional
restrictions,
restrictions
differentiated by
source, time and space
•restrictions
differentiated by
sources, time and
area
•supporting private
developments,
restriction on public
areas
•development
outside of road
surface, on roads
and pavements
restrictions
•development,
construction of P+R
systems
•development,
construction of
P+R systems
•PASSENGER
TRANSIT
(THROUGH
TRAFFIC)
•prohibition
•prohibition
•significant
restrictions,
occasional
prohibition
•restrictions,
reducing advantages
for transit
•development on main
highways, otherwise
restrictions
•development on
main highways,
otherwise
restrictions
•GOODS
TRANSIT
(THRUOGH
TRAFFIC)
•prohibition
•prohibition
•prohibition
•significant
restrictions and
occasional
prohibition
•development on main
highways, otherwise
restrictions
•development on
main highways,
otherwise
restrictions
ZONE
SECTOR
Hungarian Transport Policy 2003–2015
http://www.gkm.hu/data/cms18631/k_zlpol_nyomt.pdf
A short part of the Introduction of
the transport policy
Source: 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.”
Hungarian Transport Policy 2003–2015
 „Five” strategic objectives
 „Its main strategic goals have remained mainly unchanged since the





original transportation policy adopted in 1996. i.e.:”
• improvement of the quality of the life, conservation of health,
reduction of the territorial differences, increasing the traffic
safety, protection of the built and natural environment;
• supporting successful integration into the European Union;
• improvement of the conditions of the contacts with the
neighbouring countries and their enlargement;
• aiding the implementation of the land use development objectives;
• creation of the conditions of the efficient operation and
maintenance with the aid of the regulated competition.
 Altogether 32 objectives, goals, targets, aims etc. appeared in the
document
Strategic Environmental Assessment of the
Hungarian Transport Policy 2003–2015
 Alternative suggestion to a homogeneous form
of the strategic objectives (5): *
1.1.1.1 A közlekedéspolitika öt lehetséges főiránya:
1. főirány:
az egészség és az emberi élet minőségének javítása,
2. főirány:
3. főirány:
a területi és társadalmi különbségek csökkentése,
az épített és természeti környezet védelme,
4. főirány:
a kapcsolatok bővítése és feltételeinek javítása a környező országokkal és az
Európai Unióval
a hatékony, versenyképes gazdaság biztosítása.
5. főirány:
Strategic Environmental Assessment of the
Hungarian Transport Policy 2003–2015
 Alternative suggestion to a homogeneous form
of the policy goals (10): *
Fő prioritás
2. követelmény:
3./b prioritás:
2. általános elem:
5. követelmény:
1. prioritás:
4. követelmény:
9. követelmény:
2. prioritás:
7. követelmény:
8. követelmény:
fenntartható, környezetkímélő közlekedési rendszer megteremtése
a közlekedésbiztonság növelése,
a közforgalmú közlekedés preferálása az egyéni közlekedéssel szemben
a vasúti és vízi áruszállítás, valamint a kombinált fuvarozás elősegítése
a meglévő közlekedési elemek hatékony kihasználása,
a hiányzó infrastruktúra kiépítése, a főváros-központúságot oldó hálózat
fejlesztésével,
magas színvonalú közlekedési szolgáltatások biztosítása,
korszerű szaktudás és info-technológia széleskörű alkalmazása.
az EU közlekedésben alkalmazott szabályozások, díjak, támogatások
követése,
kiszámítható finanszírozási rendszer,
a célul kitűzött közlekedési feladatok nemzetközi szinten versenyképes
és hatékony lebonyolítása,
14 . a területfejlesztési célok
megvalósításának
előmozdítása
++
0
++
R–+
H+
–+
+–
R–
H0
2. Vannak olyan területek, amelyeket a közút hálózati elemeknek
kötelezően el kell kerülniük
–
+
++
+?
+
–+
0
++
–+
–+
+–
–
+
3. Minimális hosszúságú tranzitpályákat és autópályákat kell
kialakítani, a belföldi forgalom zavarása, nélkül.
+
+
+?
+
+
+
++
–+
–+
+–
–+
+
4. A lakott területek belső, műemléki övezeteiben, az üdülőterületeken a forgalmat korlátozni kell
–
+
++
+?
+
0+
++
++
–+
0
+–
5. A közlekedés kibocsátásai keresztül nem károsíthatja az emberi
egészséget
0
++
+?
++
–+
+
++
–+
+–
–+
+
6. A balesetek, gázolások csökkentése nemcsak az emberre, de az
állatvilágra nézve is.
+
+
+?
++
+–
++
+
–+
–
+–
–+
+
7. Az élőállatok szállítási körülményeinek javítása is szükséges
+
+
+?
0
0
0
++
+
0 (+)
0
–+
+
8. Minden település tömegközlekedési elérhetőségét biztosítani kell
–
+
++
+?
0+
++
+
+–
–+
0 (+)
+–
–
–
9. A távolsági tömegközlekedés elérési ideje nem haladhatja meg
jelentősen a gépkocsival való elérést.
–
+
–+ !
+?
+
+
+
+
–+
–+
+–
–
+
10. Az utas számára a tömegközlekedés nem válhat a stresszhelyzetek sorozatává
+
+
+?
++
+
+0
+
–+
+
–+
0
–+
–+
11. Energiatakarékos és szigorú környezetvédelmi normáknak
megfelelő járműparkot kell kialakítani
–
+
+
+?
+
+0
+0
++
0 (+)
0
–
+
12. Az áruszállításban a közutak tehermentesítését szolgáló
kínálat-bővítést kell megteremteni
–
+
+
+?
+
+–
+
++ –
+–
–+
+–
–
–+
13. A környezetkímélőbb, kisebb terület-felhasználással járó
energiatakarékosabb áruszállítást preferálni kell
–
+
+
+?
+
0
+–
+
+–
–+
+–
–+
–+
14. Az áruszállítási költségeknek tükrözniük kell a közlekedés
externális hatásait
–
+
+
+?
+
–+
+
+
+–
0
0
–+
+
15. A fejlesztéseknél preferálni kell a gyalogos és kerékpáros
közlekedés feltételeinek a javítását
–+
– ++
+?
+
0
++
++ –
+–
0
+–
–
+
+
+
+
+
15. a hatékony
üzemeltetés
feltételeinek
megteremtése a
szabályozott verseny
segítségével
13. a környező
országokkal a
kapcsolatok
bővítése és
feltételeinek javítása
+
11. az épített és
természeti környezet
védelme
12 .az Európai
Unióba való sikeres
integrációnk
elősegítése
+?
9. a területi
különbségek
csökkentése
10. a közlekedésbiztonság növelése
+
1. Az értékes ökoszisztémák érintettségét minimalizálni kell
8. az egészség
megőrzése
3. a környezet
szempontjából
fenntartható mobilitás
biztosításával
R– –
H+
A fenntarthatósági
értékrend elemei
Általános
társadalompolitikai
célok
7. [Ld. 2]
az életminőség
javítása
2. az életminőség
javítása
1. a tartós gazdasági
növekedés
elősegítése
Strategic Environmental Assessment of the
Hungarian Transport Policy 2003–2015
–+
+–
++
++
–
0–
–+
+–
0+
–+
+–
++
++
–
0–
–+
+–
+
–+
–0
++
+
+
+–
+–
+–
+
–+
+
++
++
0
+–
–
+–
++
–+
+–
++
++
0
+–
+–
0
++
–+
+
+
++
0+
+–
+–
0+
+
+0
+
+
++
0
+
–+
0
+
+–
+–
++
+
0
++
+–
+–
++
+–
–+
++
+
0
+–
–+
+–
++ –
–+
+–
+
++
0+
++
–+
+
++
0+
+
++
++
+
++ –
–
+
++
–+
+–
+
++
+–
–+
–+
+–
++ –
–+
+–
++
++
0
+–
–+
+
++
0–
+
++
++
0
+–
–+
+
0+
–+
+–
+
++
0
+–
–
+–
+–
24
korszerű szaktudás
és technológia
alkalmazása
+–
22
kiszámítható
finanszírozási
rendszer
20
a meglévő
közlekedési elemek
hatékony
kihasználása
–
16
a fenntartható
fejlődés biztosítása
19 *
magas színvonalú
közleke-dési
szolgáltatások
biztosítása
1. Az értékes ökoszisztémák érintettségét
minimalizálni kell
2. Vannak olyan területek, amelyeket a közút hálózati
elemeknek kötelezően el kell kerülniük
3. Minimális hosszúságú tranzitpályákat és
autópályákat kell kialakítani, a belföldi forgalom
zavarása, nélkül.
4. A lakott területek belső, műemléki övezeteiben, az
üdülő- területeken a forgalmat korlátozni kell
5. A közlekedés kibocsátásai keresztül nem
károsíthatja az emberi egészséget
6. A balesetek, gázolások csökkentése nemcsak az
emberre, de az állatvilágra nézve is.
7. Az élőállatok szállítási körülményeinek javítása is
szükséges
8. Minden település tömegközlekedési elérhetőségét
biztosítani kell
9. A távolsági tömegközlekedés elérési ideje nem
haladhatja meg jelentősen a gépkocsival való elérést.
10. Az utas számára a tömegközlekedés nem válhat a
stressz-helyzetek sorozatává
11. Energiatakarékos és szigorú környezetvédelmi
normáknak megfelelő járműparkot kell kialakítani
12. Az áruszállításban a közutak tehermentesítését
szolgáló kínálat-bővítést kell megteremteni
13. A környezetkímélőbb, kisebb területfelhasználással járó energiatakarékosabb áruszállítást
preferálni kell
14. Az áruszállítási költségeknek tükrözniük kell a
közlekedés externális hatásait
15. A fejlesztéseknél preferálni kell a gyalogos és
kerékpáros közlekedés feltételeinek a javítását
5
az EU
közlekedésben
alkalmazott
szabályozásának
követése
6
környezetkímélő
közlekedési
rendszer
megteremtése
A fenntarthatósági
értékrend elemei
4*
a hiányzó
infrastruktúra
kiépítése
Átfogó
közlekedési célok
18 *
az ország védelmi
képességének
erősítése
Strategic Environmental Assessment of the
Hungarian Transport Policy 2003–2015
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.
New Hungary Development Plan (2007)
National Strategic Reference Framework of Hungary 2007–2013
Access:
http://www.nfu.hu/download/1770/K%
C3%96ZOP_070712_hu.pdf
New Hungary Development Plan (2007)
National Strategic Reference Framework of Hungary 2007–2013
 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-en
http://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.”
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”…
Integrated Transport Development Strategy 2007
Access: (July 2007):
http://195.228.157.155/data/cms1393023/e
kfs_0907.pdf
Integrated Transport Development Strategy 2007
 There was a necessity to prove for the EU that 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
National Strategy for the Climate Change 2008
 National Climate Change Strategy of Hungary 2008–2025
http://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 =>
IPCC scenarios (International Panel for Climate Change)
1
A
B
2
 2000 Special Report on Emissions Scenarios (SRES)
IPCC scenarios
1
Global,
converged,
connected
world
A
B
2
Local, fragmented,
regional world
 2000 Special Report on Emissions Scenarios (SRES)
IPCC scenarios
1
Global,
converged,
connected
world
Economic
priority,
efficiency, A
market
based world,
competition
B
2
Environment,
equity,
participative
decisions,
co-operation
Local, fragmented,
regional world
 2000 Special Report on Emissions Scenarios (SRES)
IPCC scenarios
1
market
global
A
B
2
co-operation
regional
 2000 Special Report on Emissions Scenarios (SRES)
IPCC scenarios
A1 ‘global market’
no state intervention,
global competition,
capital concentration,
TNCs, polarised world,
technology development
market
1
global
A
B
2
co-operation
regional
 2000 Special Report on Emissions Scenarios (SRES)
IPCC scenarios
A1 ‘global market’
no state intervention,
global competition,
capital concentration,
TNCs, polarised world,
technology development
market
1
global
A
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]
B
2
co-operation
regional
 2000 Special Report on Emissions Scenarios (SRES)
IPCC scenarios
A1 ‘global market’
no state intervention,
global competition,
capital concentration,
TNCs, polarised world,
technology development
market
1
global
A
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]
B
co-operation
A2 ‘regional market’
protectionist, anti-global
system of efficient local
markets, based on limited
range TNCs rather than states
good local connections
2
regional
 2000 Special Report on Emissions Scenarios (SRES)
IPCC scenarios
A1 ‘global market’
no state intervention,
global competition,
capital concentration,
TNCs, polarised world,
technology development
market
1
A
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]
B
A2 ‘regional market’
protectionist, anti-global
system of efficient local
markets, based on limited
range TNCs rather than states
good local connections
2
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
regional institutions and -governance.
 2000 Special Report on Emissions Scenarios (SRES)
Transport scenarios (for Hungary) fitted
A1 ‘global market’
1
sustainability targets are subordinated 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
market
global
A
B
2
co-operation
regional
 2005 Background paper to Hungarian Sustainability Strategy
Transport scenarios (for Hungary) fitted
A1 ‘global market’
1
sustainability targets are subordinated 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
market
A
global
B
2
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
regional and passenger transport
 2005 Background paper to Hungarian Sustainability Strategy
Transport scenarios (for Hungary) fitted
A1 ‘global market’
1
sustainability targets are subordinated 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
market
A
global
B1 ‘global co-operation’
top-down elaborated
legal and institutional changes,
support sustainable scenarios
at national and international
level, eliminate regional
inequalities
B
A2 ‘regional market’
2
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
regional and passenger transport
 2005 Background paper to Hungarian Sustainability Strategy
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).
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 back development 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 any expectation 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.
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
Policy Strategies for (Sustainable) Mobility
at the National Level
 Hungarian Transport Policy 1996
 Hungarian National Environmental Protection Program Transport
Sector Action Paper 1998
 Hungarian Transport Policy 2003-2015
 New Hungary Development Plan 2007 (ÚMFT)
National Strategic Reference Framework of Hungary 2007–2013
(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)
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)

POLICY STRATEGIES FOR
SUSTAINABLE MOBILITY AT THE
NATIONAL LEVEL – HUNGARY
Fleischer Tamás
Institute for World Economics of the HAS
<[email protected]> <http://www.vki.hu/~tfleisch/>
THANKS FOR
YOUR ATTENTION !
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