**European Policy for the Promotion of Inland Waterway Transport – A Case Study of the Danube River**

Svetlana Dj. Mihic and Aleksandar Andrejevic *Faculty of Business and Law Studies, Novi Sad Serbia* 

#### **1. Introduction**

20 Sustainable Development

Policy and Urban Development – Tourism, Life Science, Management and Environment

Sustainable Development –

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22

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cybernetics.

Sustainable development, as a global development concept, represents a multi-dimensional phenomenon and it includes many different indicators of human activities. When trying to view such a large concept it is necessary to individualize, measure and follow the movement of those indicators that are considered the most important and the most influential from the point of view of sustainability of future development. In certain number of cases, big changes in values of some indicators do not have a significant influence. However, indicators that show the state of the field which is exploited and use of energy belong to the group of the most important indicators of sustainable development in general [1].

In all fields of human activity, certain forms and amounts of energy are used in different ways and with a different efficiency degree, which depends on a big number of diverse factors. Anyhow, theory and practice show to the fact that transport in general is absolutely the biggest energy consumer and contributes to pollution in biggest amount [2]. That being said, a lot more attention needs to be devoted to consideration and implementation of solutions that will lead us to the lower energy consumption and lower exploitation for transportation needs.

In traditional sense, we can talk about air, land and water transport. Water transport is considered ecologically most acceptable for several reasons. Above all, in order to carry out water transport, natural waterways (rivers, canals, seas and oceans) are used, with the use of some waterways whose purpose is to shorten the distance during a certain trip. Another point is that, while conducting a water transport, many modern high-capacity means of transport are used and they allow heavy load transport. Apart from all of this, these means of transport can use ecologically acceptable fuels, especially biodiesel and its blends. Water transport, if conducted properly, does not jeopardize environment too much, it does not create waste, it does not create much pollution and it does not harm the view of the landscape, which can entirely retain its characteristics. Lastly, it is important to say that the economists today completely agree on one thing – water transport is absolutely the cheapest way of transport nowadays.

Because of everything above-mentioned, in all European countries, as well as inside the European Union, the possibilities to exploit and to use these existing waterways are

European Policy for the Promotion

of Inland Waterway Transport – A Case Study of the Danube River 25

Via Danube-Rhine-Main Canal, the length of waterway has been extended to 3,500km, and in that way western and south-eastern Europe have been completely connected. Danube has a navigable length of 2,411 km out of which 1,156 km ( or 48% ) are border sections. The countries which belong to Danube waterway are: Germany, Austria, Slovakia, Hungary, Croatia, Serbia, Romania, Bulgaria, Moldavia and Russia (via Black Sea). Given the position of Europe as a continent and considering the Danube's flow direction, this river can be seen as the ''gate of Europe'', that is it can be its water connection to Russia, Asia, Africa and via

Mediterranean Sea it can be connected to the rest of the world (Fig. 1).

Fig. 1. Container Liner Services on Danube - Constanta as a gateway to Europe Source: Graphics: Austrian Institute for Regional Studies and Spatial Planning

of course, requires quality and efficient transport.

Apart from its global relevance, Danube's water flow is of vital importance for entire Europe and especially for the region and the countries through which it flows. Danube has multiple significance for the development of the region. Above all, Danube represents the cheapest and ecologically the most acceptable way of transport. This fact is especially important if taken into account that Danube flows through and connects some of the highly developed world countries which constantly increase their level of export and import services, which,

Besides, Danube embodies a sort of ecosystem with its own characteristics and regions and cities which it flows through have great historical and cultural importance and hence act as a backbone for sustainable tourism in this part of the world. Danube region and its countries

seriously considered. Namely, the analyses show that there is an extremely well-developed network of waterways in Europe which are only partially used.

It has been estimated that around 30,000 kilometers of rivers and canals are running through Europe. They are evenly distributed in all European countries. Besides, in Europe there are some canals which were build on purpose and which connect north and south, east and west, Europe, Asia and the rest of the world. European rivers provide homes to some of the biggest and most developed capitals and cities. These areas are also famous for being the most developed ones and the most inhabited ones. In spite of favorable natural conditions, in the EU countries, water transport covers only 5.6% of total land transport in those countries. In the most developed European countries (which belong to Rhine region) water transport is constantly decreasing. From 12% in 1970 to 7% in the year 2000. At the same time, the total transport increased for 18% in the period of 30 years.

In order to promote the total transport, European Commission passed a so-called White Paper '' European Transport Policy for 2010: Time to decide'' by which Europe declares its willingness to intensify river transport as an economic, efficient, reliable and ecologically acceptable way of transport [3]. Likewise, the Declaration of European Ministers of Transport signed in Rotterdam in September 2001 called upon Member and Accession States to implement Pan - European RIS by the year 2005 [4] .

The European Parliament resolution following the White Paper sided the creation of high performance, geographically-comprehensive information systems of inland waterways to be extremely important in this connection and asked the Commission to submit a proposal for harmonized technical provisions towards the implementation of River Information Services (RIS). In the session of the Transport Council of 9th October 2003, The Netherlands, supported by other Member States, welcomed the Commission's initiative to put forward a proposal for a Directive on River Information Services. Meanwhile, this resulted in a RIS Directive, which creates a European-wide harmonized framework for River Traffic Information Services in order to ensure compatibility and interoperability between current and new RIS systems and to achieve effective interaction between different information services on inland waterways of international importance [5].

The harmonized river information services (RIS) on inland waterways in the Community Directive was published in the official journal of the European Union on 30th of September 2005 and came into force on 20th of October 2005.

#### **2. Regional, continental and global relevance of Danube River**

Danube is, together with River Volga, the longest European river. The length of the river from its spring in Germany, to its mouth in the Black Sea is 2,850 km. Danube connects 10 European countries. Taking into consideration the strategic concept of Europe as a region with long term sustainability strategy, European Commission has started considering the important potential, ecologic and economic relevance of unexploited waterway transport, by which the biggest attention is paid to the most important European river- Danube. River Danube is a waterway which makes an integral part of Trans European Transport Network (TEN-T). Via canal network, Danube connects Rotterdam harbor in the Netherlands with the Black Sea, that is, with Russia on the east. Because of all of this, Danube is thought o be the most important river in Europe, if not in the world.

Sustainable Development – 24 Policy and Urban Development – Tourism, Life Science, Management and Environment

seriously considered. Namely, the analyses show that there is an extremely well-developed

It has been estimated that around 30,000 kilometers of rivers and canals are running through Europe. They are evenly distributed in all European countries. Besides, in Europe there are some canals which were build on purpose and which connect north and south, east and west, Europe, Asia and the rest of the world. European rivers provide homes to some of the biggest and most developed capitals and cities. These areas are also famous for being the most developed ones and the most inhabited ones. In spite of favorable natural conditions, in the EU countries, water transport covers only 5.6% of total land transport in those countries. In the most developed European countries (which belong to Rhine region) water transport is constantly decreasing. From 12% in 1970 to 7% in the year 2000. At the same

In order to promote the total transport, European Commission passed a so-called White Paper '' European Transport Policy for 2010: Time to decide'' by which Europe declares its willingness to intensify river transport as an economic, efficient, reliable and ecologically acceptable way of transport [3]. Likewise, the Declaration of European Ministers of Transport signed in Rotterdam in September 2001 called upon Member and Accession States

The European Parliament resolution following the White Paper sided the creation of high performance, geographically-comprehensive information systems of inland waterways to be extremely important in this connection and asked the Commission to submit a proposal for harmonized technical provisions towards the implementation of River Information Services (RIS). In the session of the Transport Council of 9th October 2003, The Netherlands, supported by other Member States, welcomed the Commission's initiative to put forward a proposal for a Directive on River Information Services. Meanwhile, this resulted in a RIS Directive, which creates a European-wide harmonized framework for River Traffic Information Services in order to ensure compatibility and interoperability between current and new RIS systems and to achieve effective interaction between different information

The harmonized river information services (RIS) on inland waterways in the Community Directive was published in the official journal of the European Union on 30th of September

Danube is, together with River Volga, the longest European river. The length of the river from its spring in Germany, to its mouth in the Black Sea is 2,850 km. Danube connects 10 European countries. Taking into consideration the strategic concept of Europe as a region with long term sustainability strategy, European Commission has started considering the important potential, ecologic and economic relevance of unexploited waterway transport, by which the biggest attention is paid to the most important European river- Danube. River Danube is a waterway which makes an integral part of Trans European Transport Network (TEN-T). Via canal network, Danube connects Rotterdam harbor in the Netherlands with the Black Sea, that is, with Russia on the east. Because of all of this, Danube is thought o be the

network of waterways in Europe which are only partially used.

time, the total transport increased for 18% in the period of 30 years.

to implement Pan - European RIS by the year 2005 [4] .

services on inland waterways of international importance [5].

**2. Regional, continental and global relevance of Danube River** 

2005 and came into force on 20th of October 2005.

most important river in Europe, if not in the world.

Via Danube-Rhine-Main Canal, the length of waterway has been extended to 3,500km, and in that way western and south-eastern Europe have been completely connected. Danube has a navigable length of 2,411 km out of which 1,156 km ( or 48% ) are border sections. The countries which belong to Danube waterway are: Germany, Austria, Slovakia, Hungary, Croatia, Serbia, Romania, Bulgaria, Moldavia and Russia (via Black Sea). Given the position of Europe as a continent and considering the Danube's flow direction, this river can be seen as the ''gate of Europe'', that is it can be its water connection to Russia, Asia, Africa and via Mediterranean Sea it can be connected to the rest of the world (Fig. 1).

Fig. 1. Container Liner Services on Danube - Constanta as a gateway to Europe Source: Graphics: Austrian Institute for Regional Studies and Spatial Planning

Apart from its global relevance, Danube's water flow is of vital importance for entire Europe and especially for the region and the countries through which it flows. Danube has multiple significance for the development of the region. Above all, Danube represents the cheapest and ecologically the most acceptable way of transport. This fact is especially important if taken into account that Danube flows through and connects some of the highly developed world countries which constantly increase their level of export and import services, which, of course, requires quality and efficient transport.

Besides, Danube embodies a sort of ecosystem with its own characteristics and regions and cities which it flows through have great historical and cultural importance and hence act as a backbone for sustainable tourism in this part of the world. Danube region and its countries

European Policy for the Promotion

**3.1 Danube fleet** 

 Description and analysis of the existing fleet; The amount and analysis of heavy load transport; The amount and analysis of passenger transport: The influence these characteristics had on ecology.

Danube in the period from 1962 to 2005 are the following:

of the key solutions to problems of energy consumption today.

which represents growth of 144%;

the total number of vessels on Danube.

**3.2 Heavy load transport** 

periods, as shown in Fig. 2.

of Inland Waterway Transport – A Case Study of the Danube River 27

The analysis of the data was made based on the research results, and suggestions have been given on how to improve the quality and quantity of traffic on Danube, to make its sustainable use possible by giving a significant contribution to sustainable economic and

The development of Danube fleet has been monitored statistically since 1962. For the needs of this research the authors had at their disposal the data for the period since 1965, taking into account that some data are registered every 5 years, so that the data for year 2010 were not yet available. The research shows that the number and the power of the fleet has been increasing year after year. The basic changes in the characteristics of the fleet used on

The number of the entire fleet grew from 3,142 vessels in 1962 to 4,529 vessels in 2005

 The total heavy load which was transferred by the Danube fleet increased from 1,807,219 tons in 1962 to 4,385,986 tons in 2005 which represents growth of 242%; The biggest number of Danube fleet is used in Germany, Austria, Romania and Ukraine. The number of vessels in Serbia, Croatia and Moldavia is for 5% lower than

These mentioned growths point to the fact that Danube fleet transports more and more heavy load but not due to the bigger amount of vessels but because their capacity and operational power grow. From the point of view of sustainable transport on Danube this tendency can be considered extremely favorable, being that energetic efficiency could be one

The volume of heavy load transport on Danube has been monitored since 1965 and it includes the analysis of the amount of transported goods and the analysis of traffic in harbors on Danube River. The analysis in this field gave extremely precious data when talking about the possibility of realization of water transport on this waterway. Namely, the objective of this research is promotion and stimulation of efficient and ecologically acceptable transport of bigger heavy loads by waterway. The amount of load has been monitored on three different bases: the load which entered the river's flow from the Black Sea, the load which used Danube to get to the Black Sea as well as the load transported between Danube harbors without reaching the Black Sea. By analyzing these data the authors concluded that the transport on Danube in the last 40 years recorded 3 characteristic

First and foremost, this diagram shows that the total amount of heavy load transported on Danube increased 4.8 times in comparison to the initial year, that is 1950. During this period,

ecological development of entire west, central and south-east region of Europe.

are in part the most developed European countries and in part there are countries which are on the road to economic development. The prognoses point to the fact that the other Eastern European countries will grow economically and more intensely in the following decade. Therefore, contemporary Europe thinks of Danube as of the basis for development of this region, it sees it as a connection between European Union, Balkan countries in south and Russia, which is considered a region with special development potential.

All countries that are on Danube flow have marked a significant degree in economic development. Ninety million inhabitants live in the Danube region and they produce a Gross Domestic Product (GDP) of around 450 billion euro. Based on the predictions made by BMVIT and European Commission, the average growth rate degree in some countries of this region could happen in the period between 2010 and 2015 and it could be considered extremely favorable. Namely, all Danube region countries will show growth of GDP. This growth is predicted to be of 2.2% per inhabitant in Germany and even 4.9% per inhabitant which is expected in Croatia. This positive trend will impose the need for more intense and for a better organized river transport on Danube [6].

The European Union believes that Danube should represent the point of integration in this region and hence help and accelerate the progress of less developed countries, especially in Croatia, Serbia and Turkey, which are the only countries out of the EU at the moment. The countries through which Danube does not flow could also profit from the upgrading of water transport, in an indirect way at least. All of the Danube region is expected to show an extremely encouraging period of economic growth, and as a consequence it will have higher needs for transport.

There is a wide range of speeds that Danube's flow can take. Near the spring of the river the average speed is 6.5 km/h. Near Vienna the speed is 6 km/h. Afterwards the speed slightly decreases so that when entering Romania it is 4.6 km/h and on its way to the Black Sea the speed is 2.2 km/h. There are 78 bridges in total, whereas the biggest number of bridges is in bigger cities like Vienna and Budapest [7].

Regardless the fact that Danube does not flow through Russia, this country is extremely interested in Danube's waterway, especially given the fact that Russia borders with the Black Sea which represents the mouth of Danube river. Danube can be used for transport of natural resources and of products from Russia to the rest of the Europe and world, as well as vice versa. This fact shows how important is the need for a more precise long- term sustainable transport on this waterway.

#### **3. Transport research on Danube River**

Danube has been used for transport for a long time, but the precise data about transport on this river can be followed starting only from the year 1950, which was taken as the first year of the research. The final year of the research is 2005 or 2009 depending on the availability of the data. The data for the last year have been given in the form of an assumption, based on the movement on Danube in the last period, with a goal to get a clear and unique picture about character of transport on Danube in this period of 60 years, which was also the period of a strong economic development of Europe. The research covered the analysis of the following parameters [8]:


The analysis of the data was made based on the research results, and suggestions have been given on how to improve the quality and quantity of traffic on Danube, to make its sustainable use possible by giving a significant contribution to sustainable economic and ecological development of entire west, central and south-east region of Europe.

#### **3.1 Danube fleet**

Sustainable Development – 26 Policy and Urban Development – Tourism, Life Science, Management and Environment

are in part the most developed European countries and in part there are countries which are on the road to economic development. The prognoses point to the fact that the other Eastern European countries will grow economically and more intensely in the following decade. Therefore, contemporary Europe thinks of Danube as of the basis for development of this region, it sees it as a connection between European Union, Balkan countries in south and

All countries that are on Danube flow have marked a significant degree in economic development. Ninety million inhabitants live in the Danube region and they produce a Gross Domestic Product (GDP) of around 450 billion euro. Based on the predictions made by BMVIT and European Commission, the average growth rate degree in some countries of this region could happen in the period between 2010 and 2015 and it could be considered extremely favorable. Namely, all Danube region countries will show growth of GDP. This growth is predicted to be of 2.2% per inhabitant in Germany and even 4.9% per inhabitant which is expected in Croatia. This positive trend will impose the need for more intense and

The European Union believes that Danube should represent the point of integration in this region and hence help and accelerate the progress of less developed countries, especially in Croatia, Serbia and Turkey, which are the only countries out of the EU at the moment. The countries through which Danube does not flow could also profit from the upgrading of water transport, in an indirect way at least. All of the Danube region is expected to show an extremely encouraging period of economic growth, and as a consequence it will have higher

There is a wide range of speeds that Danube's flow can take. Near the spring of the river the average speed is 6.5 km/h. Near Vienna the speed is 6 km/h. Afterwards the speed slightly decreases so that when entering Romania it is 4.6 km/h and on its way to the Black Sea the speed is 2.2 km/h. There are 78 bridges in total, whereas the biggest number of bridges is in

Regardless the fact that Danube does not flow through Russia, this country is extremely interested in Danube's waterway, especially given the fact that Russia borders with the Black Sea which represents the mouth of Danube river. Danube can be used for transport of natural resources and of products from Russia to the rest of the Europe and world, as well as vice versa. This fact shows how important is the need for a more precise long- term

Danube has been used for transport for a long time, but the precise data about transport on this river can be followed starting only from the year 1950, which was taken as the first year of the research. The final year of the research is 2005 or 2009 depending on the availability of the data. The data for the last year have been given in the form of an assumption, based on the movement on Danube in the last period, with a goal to get a clear and unique picture about character of transport on Danube in this period of 60 years, which was also the period of a strong economic development of Europe. The research covered the analysis of the

Russia, which is considered a region with special development potential.

for a better organized river transport on Danube [6].

bigger cities like Vienna and Budapest [7].

sustainable transport on this waterway.

following parameters [8]:

**3. Transport research on Danube River** 

needs for transport.

The development of Danube fleet has been monitored statistically since 1962. For the needs of this research the authors had at their disposal the data for the period since 1965, taking into account that some data are registered every 5 years, so that the data for year 2010 were not yet available. The research shows that the number and the power of the fleet has been increasing year after year. The basic changes in the characteristics of the fleet used on Danube in the period from 1962 to 2005 are the following:


These mentioned growths point to the fact that Danube fleet transports more and more heavy load but not due to the bigger amount of vessels but because their capacity and operational power grow. From the point of view of sustainable transport on Danube this tendency can be considered extremely favorable, being that energetic efficiency could be one of the key solutions to problems of energy consumption today.

#### **3.2 Heavy load transport**

The volume of heavy load transport on Danube has been monitored since 1965 and it includes the analysis of the amount of transported goods and the analysis of traffic in harbors on Danube River. The analysis in this field gave extremely precious data when talking about the possibility of realization of water transport on this waterway. Namely, the objective of this research is promotion and stimulation of efficient and ecologically acceptable transport of bigger heavy loads by waterway. The amount of load has been monitored on three different bases: the load which entered the river's flow from the Black Sea, the load which used Danube to get to the Black Sea as well as the load transported between Danube harbors without reaching the Black Sea. By analyzing these data the authors concluded that the transport on Danube in the last 40 years recorded 3 characteristic periods, as shown in Fig. 2.

First and foremost, this diagram shows that the total amount of heavy load transported on Danube increased 4.8 times in comparison to the initial year, that is 1950. During this period,

European Policy for the Promotion

populated part of the world.

(thousands of tons)

expected positive tendency.

of Inland Waterway Transport – A Case Study of the Danube River 29

of road which can, whenever that is possible, substitute traditional land and railway traffic which represent much bigger a threat to the quality of the environment of this densely

The biggest growth in the amount of transported goods was recorded in Romania, where transport increased 6.8 times respect to 1950. In the same period, the transport in Austria

Besides the general overview of transported goods in this monitored period, the traffic in harbors situated on Danube was also analyzed. The results of transport carried out in

Fig. 3. The traffic in harbors on Danube divided by countries for the period from 1950-2005

The traffic of goods in Danube harbors completely follows the tendency of transport on Danube in the monitored period. With the increase of transport of goods, the traffic in Danube harbors grew as well and it reached its maximum in 1980. After that the traffic in harbors suddenly decreases so that in 2000 it starts recording a new growth, with the

The biggest traffic was noted in harbors in Germany, Austria, Slovakia and Hungary, whereas the lowest values were recorded in Romania and Ukraine. Taking into account that Romania and Ukraine are as well the countries that have at their disposal 40% of entire Danube fleet, these results point to the fact that heavy load only travels through these countries but does not stop in their harbors. This situation opens the possibility for additional engagement of Ukrainian and Romanian harbors as a place for loading the goods produced in these countries. For the moment Danube in Romania and Ukraine has only a

also increased, 5.7 times. The lowest growth was noted in Slovakia, 1.7 times.

Danube harbors from 1965 to 2005 was given in Fig. 3.

Fig. 2. The total of heavy load transported via Danube in the period from 1965 to 2005

the economic growth of some countries in this region directly affected the increase in transport as well. The growth registered each year reached its maximum in 1980 when a heavy load transport of 8 million tons was recorded. Such a high level of transported goods has been maintained until 1990. After that, there was a long period characterized by sudden decrease in the volume of transported goods, which is explained by the fact that transporters mostly used land transport. What brought to this decrease was also the worsening of economic and political situation and changes in countries of this region which belong to eastern Europe and in most cases they have accessed the process of political and economic transition. After the sudden decrease, the transport on Danube started recording some growth which was, however much slower so that in the last available year regarding the data(2005), the traffic equal to the traffic of 1970 was recorded. Because of these reasons, the promotion of Danube and sustainable transport development on it are of extreme importance.

The biggest volume of goods was recorded with the load entering the Danube through the Black sea. Somewhat less amount of goods refers to the goods transported between Danube harbors. The least amount of transported goods is represented by the goods which was imported from the countries of this region towards the Black Sea and further on. All this shows that in the past Danube, as well as now, has been used as a river by which different goods is imported in Danube region countries, and it is mostly referred to raw materials and unfinished products meant to be further processed. The least amount of goods is represented by raw materials or finished goods produced in the countries of this region and which are addressed to markets outside of Europe. It is very encouraging to see that transport among Danube harbors is well developed. The sustainable development of Danube traffic and this region as a whole insists on maximizing the use of Danube as means Sustainable Development – 28 Policy and Urban Development – Tourism, Life Science, Management and Environment

Fig. 2. The total of heavy load transported via Danube in the period from 1965 to 2005

importance.

the economic growth of some countries in this region directly affected the increase in transport as well. The growth registered each year reached its maximum in 1980 when a heavy load transport of 8 million tons was recorded. Such a high level of transported goods has been maintained until 1990. After that, there was a long period characterized by sudden decrease in the volume of transported goods, which is explained by the fact that transporters mostly used land transport. What brought to this decrease was also the worsening of economic and political situation and changes in countries of this region which belong to eastern Europe and in most cases they have accessed the process of political and economic transition. After the sudden decrease, the transport on Danube started recording some growth which was, however much slower so that in the last available year regarding the data(2005), the traffic equal to the traffic of 1970 was recorded. Because of these reasons, the promotion of Danube and sustainable transport development on it are of extreme

The biggest volume of goods was recorded with the load entering the Danube through the Black sea. Somewhat less amount of goods refers to the goods transported between Danube harbors. The least amount of transported goods is represented by the goods which was imported from the countries of this region towards the Black Sea and further on. All this shows that in the past Danube, as well as now, has been used as a river by which different goods is imported in Danube region countries, and it is mostly referred to raw materials and unfinished products meant to be further processed. The least amount of goods is represented by raw materials or finished goods produced in the countries of this region and which are addressed to markets outside of Europe. It is very encouraging to see that transport among Danube harbors is well developed. The sustainable development of Danube traffic and this region as a whole insists on maximizing the use of Danube as means of road which can, whenever that is possible, substitute traditional land and railway traffic which represent much bigger a threat to the quality of the environment of this densely populated part of the world.

The biggest growth in the amount of transported goods was recorded in Romania, where transport increased 6.8 times respect to 1950. In the same period, the transport in Austria also increased, 5.7 times. The lowest growth was noted in Slovakia, 1.7 times.

Besides the general overview of transported goods in this monitored period, the traffic in harbors situated on Danube was also analyzed. The results of transport carried out in Danube harbors from 1965 to 2005 was given in Fig. 3.

Fig. 3. The traffic in harbors on Danube divided by countries for the period from 1950-2005 (thousands of tons)

The traffic of goods in Danube harbors completely follows the tendency of transport on Danube in the monitored period. With the increase of transport of goods, the traffic in Danube harbors grew as well and it reached its maximum in 1980. After that the traffic in harbors suddenly decreases so that in 2000 it starts recording a new growth, with the expected positive tendency.

The biggest traffic was noted in harbors in Germany, Austria, Slovakia and Hungary, whereas the lowest values were recorded in Romania and Ukraine. Taking into account that Romania and Ukraine are as well the countries that have at their disposal 40% of entire Danube fleet, these results point to the fact that heavy load only travels through these countries but does not stop in their harbors. This situation opens the possibility for additional engagement of Ukrainian and Romanian harbors as a place for loading the goods produced in these countries. For the moment Danube in Romania and Ukraine has only a

European Policy for the Promotion

million passengers were transported in 2005.

buy the fleet for transport of people.

**4. Ecology and transport on Danube** 

it was pollution created by transport or in some other way.

relatively good parameters of quality of Danube water in this area.

of Inland Waterway Transport – A Case Study of the Danube River 31

the transported heavy load). Also, the biggest number of passengers was transported in Austria, Germany, Slovakia and Hungary. After that period, the passenger transport suddenly decreased and it reached its lowest point in 1995 which can be explained by the use of other, faster means of transport as well as by the wars and unstable political situation on the Balkans, given that general safety was very low and some of the bridges on Danube completely destroyed. After this period the number of passengers started growing rather insignificantly, for later it would start decreasing once again. The last year's data say that 1.2

By monitoring countries, the biggest fall in number of passengers was noted in countries which at some point in past had the biggest number of passengers on Danube (Austria, Germany, Slovakia) which means that the promotion of water transport has to be adjusted to the requirements of the region. Also, based on this diagram it is easily noticeable that the number of passengers in Serbia is constantly low and it is especially surprising to know that there is a really small number of passengers in Romania, taking into consideration that Romania has big fleet. The fleet is primarily directed at heavy load transport, which means that planning the sustainable waterway transport must consider the investment projects to

Even though transport on Danube continues to show low intensity throughout the last 20 years the quality of the water has been harmed, being that there is a lot of waste water from many nearby industrial areas but also from cities located near the river. Regardless the strict laws which regulate the purification of water before letting it out, Danube has been significantly polluted. Given the impossibility to detect the sources of pollution, for the needs of the research the quality of the water has been decided not only based on the fact if

Danube water in its upper waterway belongs to the II category ( there is a moderate pollution in the river and good oxygen supply, there is a diversity of species and an abundance of algae, insect larvae, snails, entomostracans, aquatic plants which can cover wide areas and there is a lot of fish diversity). This type of water quality can be considered satisfactory, being that Danube in its upper waterway flows through Germany and Austria which are the countries that have reached very high level of development. Certainly, adequate laws in these countries (as well as in the EU in general) contribute a lot to these

After going through Vienna, the capital of Austria, Danube water loses on quality and it changes to the III category (higher organic pollution; rather low oxygen content which affects fish; local sludge deposition; frequent and mass occurrence of sewage bacteria and ciliates; sponges, leeches and isopods can be often found; scarce aquatic vegetation ). At some points going downstream from Vienna, the quality decreases even more and it become the IV category water (restricted living conditions for higher life forms; extremely high organic pollution; highly infected by organic, oxygen-depleting wastewater; total oxygen depletion is often caused by bacteria, flagellates and ciliates; suspended wastewater

constituents cause turbidity or haziness; dense population of larvae and oligochaeta.)

transition character. It is encouraging to know that traffic in Danube harbors in Serbia is increasing, even though it is a country with the least developed fleet in comparison to the other countries from this monitored sample.

The goods transported via Danube is very diverse. Mostly there are iron ore (25.6%), then processed and unprocessed metals (22.7%), coal (9.1%), oil and oil derivatives (8.5%), cement (7.5%), grain goods (6%), processed metals of metal industry (5.4%), natural resources: wood (4.3%), colored metals ores (3%), finished metal products (2.7%) and the least transported goods is agricultural goods like fodder (1.6%). These data show that Danube is not enough used for transport of agricultural products for no reason at all, especially given the fact that Danube flows through almost exclusively agricultural regions and where the production of food represents the basis for export of food from the countries of Danube region, above all for Hungary, Serbia, Croatia, Bulgaria and Romania.

#### **3.3 Passenger transport**

Passenger transport on Danube has been statistically followed from 1964 and the updated data have been available for the year 2005. Based on the general insight and for the needs of planning of sustainable transport on Danube, the analysis has been made regarding the changes in the number of transported passengers from 1964 to 2005 which is shown in Fig. 4.

Fig. 4. Passenger transport on Danube from 1964 to 2005 (expressed in thousands)

Unlike the heavy load transport, where the constant growth was noted, passenger transport on Danube shows somewhat different characteristics. The biggest number of passengers was transported in the period between 1980 and 1990 (which coincides with the volume of Sustainable Development – 30 Policy and Urban Development – Tourism, Life Science, Management and Environment

transition character. It is encouraging to know that traffic in Danube harbors in Serbia is increasing, even though it is a country with the least developed fleet in comparison to the

The goods transported via Danube is very diverse. Mostly there are iron ore (25.6%), then processed and unprocessed metals (22.7%), coal (9.1%), oil and oil derivatives (8.5%), cement (7.5%), grain goods (6%), processed metals of metal industry (5.4%), natural resources: wood (4.3%), colored metals ores (3%), finished metal products (2.7%) and the least transported goods is agricultural goods like fodder (1.6%). These data show that Danube is not enough used for transport of agricultural products for no reason at all, especially given the fact that Danube flows through almost exclusively agricultural regions and where the production of food represents the basis for export of food from the countries

Passenger transport on Danube has been statistically followed from 1964 and the updated data have been available for the year 2005. Based on the general insight and for the needs of planning of sustainable transport on Danube, the analysis has been made regarding the changes in the number of transported passengers from 1964 to 2005 which is shown in

of Danube region, above all for Hungary, Serbia, Croatia, Bulgaria and Romania.

Fig. 4. Passenger transport on Danube from 1964 to 2005 (expressed in thousands)

Unlike the heavy load transport, where the constant growth was noted, passenger transport on Danube shows somewhat different characteristics. The biggest number of passengers was transported in the period between 1980 and 1990 (which coincides with the volume of

other countries from this monitored sample.

**3.3 Passenger transport** 

Fig. 4.

the transported heavy load). Also, the biggest number of passengers was transported in Austria, Germany, Slovakia and Hungary. After that period, the passenger transport suddenly decreased and it reached its lowest point in 1995 which can be explained by the use of other, faster means of transport as well as by the wars and unstable political situation on the Balkans, given that general safety was very low and some of the bridges on Danube completely destroyed. After this period the number of passengers started growing rather insignificantly, for later it would start decreasing once again. The last year's data say that 1.2 million passengers were transported in 2005.

By monitoring countries, the biggest fall in number of passengers was noted in countries which at some point in past had the biggest number of passengers on Danube (Austria, Germany, Slovakia) which means that the promotion of water transport has to be adjusted to the requirements of the region. Also, based on this diagram it is easily noticeable that the number of passengers in Serbia is constantly low and it is especially surprising to know that there is a really small number of passengers in Romania, taking into consideration that Romania has big fleet. The fleet is primarily directed at heavy load transport, which means that planning the sustainable waterway transport must consider the investment projects to buy the fleet for transport of people.

#### **4. Ecology and transport on Danube**

Even though transport on Danube continues to show low intensity throughout the last 20 years the quality of the water has been harmed, being that there is a lot of waste water from many nearby industrial areas but also from cities located near the river. Regardless the strict laws which regulate the purification of water before letting it out, Danube has been significantly polluted. Given the impossibility to detect the sources of pollution, for the needs of the research the quality of the water has been decided not only based on the fact if it was pollution created by transport or in some other way.

Danube water in its upper waterway belongs to the II category ( there is a moderate pollution in the river and good oxygen supply, there is a diversity of species and an abundance of algae, insect larvae, snails, entomostracans, aquatic plants which can cover wide areas and there is a lot of fish diversity). This type of water quality can be considered satisfactory, being that Danube in its upper waterway flows through Germany and Austria which are the countries that have reached very high level of development. Certainly, adequate laws in these countries (as well as in the EU in general) contribute a lot to these relatively good parameters of quality of Danube water in this area.

After going through Vienna, the capital of Austria, Danube water loses on quality and it changes to the III category (higher organic pollution; rather low oxygen content which affects fish; local sludge deposition; frequent and mass occurrence of sewage bacteria and ciliates; sponges, leeches and isopods can be often found; scarce aquatic vegetation ). At some points going downstream from Vienna, the quality decreases even more and it become the IV category water (restricted living conditions for higher life forms; extremely high organic pollution; highly infected by organic, oxygen-depleting wastewater; total oxygen depletion is often caused by bacteria, flagellates and ciliates; suspended wastewater constituents cause turbidity or haziness; dense population of larvae and oligochaeta.)

European Policy for the Promotion

towards highly increased ecologic pollution.

**5. Improvement in use of Danube River waterway** 

waterway transport. The name of the project is PLATINA.

projects points out the following primary activities :

Provision of technical expertise and support,

European level.

administrations

**5.1 European policy for the promotion of inland waterway transport** 

of Inland Waterway Transport – A Case Study of the Danube River 33

Its intensification has been predicted, and this fact in uncontrolled conditions can lead

In accordance with regulations conducted so far regarding the development of Europe, which is supported by the results obtained after the analysis of 60 years of Danube waterway, it is clear why all European countries support the development to intensify transport on Danube, certainly by respecting the concept of sustainability of transport and development in general. Considering the fact that Danube's potential has not been used enough, the new concept was defined as an all-embracing basis for the promotion of inland

Realization of Danube waterway promotion is connected to a lot of different problems which, above all, refer to the different levels of economic and institutional development of the countries through which Danube flows. The need for sustainable use of one river is possible only if all the activities, whose primary objective is equalization in position of some countries, are performed. Only in this way will it be possible to see Danube as unique, undivided and safe waterway, from source to mouth of river. For that reason, PLATINA

 Establish a knowledge network bringing together all relevant actors concerned to assist in the implementation of NAIADES in Europe (EC, Member States and third countries),

Platform deals with areas that require non-legislative coordinative actions at the

These activities will be adjusted to the needs of each country. In order to proceed with efficient implementation of Danube promotion project, it is first necessary that every

Each country that uses Danube waterway shows different quality of river and transport infrastructure. That being said, it is necessary that all the countries be put in the state which

The results of this and similar researches confirm the fact that Danube's waterway is not being sufficiently used. Besides, the economic predictions of intensity regarding the economic development of Danube region in the following decades shows that there will be higher growth in industrial development and that imposes the need for more intense transport. Because of this, every country needs to think of Danube's waterway as of one of

Building capacity for waterway and navigation authorities as well as for related

country makes its own personal action plan, which has to cover the following parts:

Provision of organizational, infrastructural and financial support and

Improvement and maintenance of waterway infrastructure

will suit the requirements of contemporary river transport [11].

Exploitation of Danube's waterway potential

the most dominant existing waterways in the future [12].

Going through Hungary and reaching Belgrade, the capital of Serbia, the Danube water situation changes once again. It becomes the V category water and going downstream all the way to the Black Sea, Danube water is extremely polluted and at certain points it is even considered to be of VI or VII category [9]. Such a low water quality in this area is not so low only due to the highly developed industry, given that these are countries with a lower development level, but the insufficient and inadequate laws regarding environment.

The traffic on Danube affects the quality of Danube water depending on the quality of the fleet and on the frequency of ecological incidents. Given the age of the Danube fleet, European Union started a whole range of initiatives whose goal is to upgrade the quality of Danube water in its entire flow. For that reason, The Danube River Protection Convention has been enforced. It was created in the framework of the ECE – Convention for protection of trans-boundary waters that was enforced in 1998 and it is the only legal document regulating the transport on Danube and it includes Danube's tributaries as well. The basic objectives of this Convention are:


The importance of Danube waterway for the EU can be seen in the fact that at the moment there are over 400 different projects on Danube which are being prepared or are already in process and their total value is around 5 billion dollars [10] and this money is to be distributed in the following way:


Bearing in mind that Danube waterway is very important and taking into account how much money has been invested into these projects, their realization is conducted under the supervision of the EU and it is conducted in 3 phases. In the first phase, completed in the end of 2003, the definition of Danube basin and Danube region was conducted together with conducting the analysis and upgrading the institutional frame necessary for collaboration among Danube areas and countries. The second phase of this enormous project was finished until the end of 2006, and it covered the analysis of the quality of Danube water, definition of ecology and source of pollution, as well as ways to control and monitor. After this phase there was a possibility to define clear strategic objectives and ways to realize them. In majority of Danube countries the third phase of the project is taking place. It covers conduction of certain activities. Given the character and volume of planned measures, the end of the first phase will be finished in 2021, even though there are some indications that it could last until 2027. All these things point to the need of clear and precise planning in all fields regarding the use of Danube, especially regarding the planning of sustainable traffic. Sustainable Development – 32 Policy and Urban Development – Tourism, Life Science, Management and Environment

Going through Hungary and reaching Belgrade, the capital of Serbia, the Danube water situation changes once again. It becomes the V category water and going downstream all the way to the Black Sea, Danube water is extremely polluted and at certain points it is even considered to be of VI or VII category [9]. Such a low water quality in this area is not so low only due to the highly developed industry, given that these are countries with a lower

The traffic on Danube affects the quality of Danube water depending on the quality of the fleet and on the frequency of ecological incidents. Given the age of the Danube fleet, European Union started a whole range of initiatives whose goal is to upgrade the quality of Danube water in its entire flow. For that reason, The Danube River Protection Convention has been enforced. It was created in the framework of the ECE – Convention for protection of trans-boundary waters that was enforced in 1998 and it is the only legal document regulating the transport on Danube and it includes Danube's tributaries as well. The basic

Sustainable development and use of Danube as water resource and natural wealth of

The importance of Danube waterway for the EU can be seen in the fact that at the moment there are over 400 different projects on Danube which are being prepared or are already in process and their total value is around 5 billion dollars [10] and this money is to be

Bearing in mind that Danube waterway is very important and taking into account how much money has been invested into these projects, their realization is conducted under the supervision of the EU and it is conducted in 3 phases. In the first phase, completed in the end of 2003, the definition of Danube basin and Danube region was conducted together with conducting the analysis and upgrading the institutional frame necessary for collaboration among Danube areas and countries. The second phase of this enormous project was finished until the end of 2006, and it covered the analysis of the quality of Danube water, definition of ecology and source of pollution, as well as ways to control and monitor. After this phase there was a possibility to define clear strategic objectives and ways to realize them. In majority of Danube countries the third phase of the project is taking place. It covers conduction of certain activities. Given the character and volume of planned measures, the end of the first phase will be finished in 2021, even though there are some indications that it could last until 2027. All these things point to the need of clear and precise planning in all fields regarding the use of Danube, especially regarding the planning of sustainable traffic.

Municipal waste water collection and treatment plants: 3.57 billion US dollars

development level, but the insufficient and inadequate laws regarding environment.

objectives of this Convention are:

Control of pollution of Danube

 International collaboration Promotion of water transport

distributed in the following way:

Preventing further pollution of Danube

Ecologically and economically justified use of Danube

The use of ecological energy as power generating fuel

 Industrial waste water treatment: 0.81 billion US\$ Agricultural projects and use of land: 0.16 billion US\$

Rehabilitation of wetlands: 1.12 billion US\$

common interest

Its intensification has been predicted, and this fact in uncontrolled conditions can lead towards highly increased ecologic pollution.

#### **5. Improvement in use of Danube River waterway**

#### **5.1 European policy for the promotion of inland waterway transport**

In accordance with regulations conducted so far regarding the development of Europe, which is supported by the results obtained after the analysis of 60 years of Danube waterway, it is clear why all European countries support the development to intensify transport on Danube, certainly by respecting the concept of sustainability of transport and development in general. Considering the fact that Danube's potential has not been used enough, the new concept was defined as an all-embracing basis for the promotion of inland waterway transport. The name of the project is PLATINA.

Realization of Danube waterway promotion is connected to a lot of different problems which, above all, refer to the different levels of economic and institutional development of the countries through which Danube flows. The need for sustainable use of one river is possible only if all the activities, whose primary objective is equalization in position of some countries, are performed. Only in this way will it be possible to see Danube as unique, undivided and safe waterway, from source to mouth of river. For that reason, PLATINA projects points out the following primary activities :


These activities will be adjusted to the needs of each country. In order to proceed with efficient implementation of Danube promotion project, it is first necessary that every country makes its own personal action plan, which has to cover the following parts:

Improvement and maintenance of waterway infrastructure

Each country that uses Danube waterway shows different quality of river and transport infrastructure. That being said, it is necessary that all the countries be put in the state which will suit the requirements of contemporary river transport [11].

Exploitation of Danube's waterway potential

The results of this and similar researches confirm the fact that Danube's waterway is not being sufficiently used. Besides, the economic predictions of intensity regarding the economic development of Danube region in the following decades shows that there will be higher growth in industrial development and that imposes the need for more intense transport. Because of this, every country needs to think of Danube's waterway as of one of the most dominant existing waterways in the future [12].

 Building capacity for waterway and navigation authorities as well as for related administrations

European Policy for the Promotion

existing applications are [17, 18]:

skipper/fleet operator towards the authorities.

interactive freight transport virtual marketplace.

(fairway) information services.

and police messages.

produce traffic statistics.

and collect data on inland navigation.

motivating factors in the development.

in real time.

side.

of Inland Waterway Transport – A Case Study of the Danube River 35

ongoing and each of them affects the creation of sustainable transport on Danube, as well as on other waterways in Europe. Due to the canal connection of rivers Danube, Rhine and Main, these projects cover almost entire territory of central, northern and southern Europe. The developments of national stand-alone telematics services, which vary in functions, standards and architecture, brought challenges to the current service regime. Some of the

 **ARGO** (Advanced River Navigation), a German navigation system for inland waterway skippers. It provides data on the fairway conditions and actual water levels

 **BICS** (Barge Information and Communication System) is a voyage and cargo (especially dangerous cargo) reporting system used in The Netherlands, Germany and other countries. The main aim of BICS is to support the reporting duties of the

**BIVAS** (Inland Navigation Intelligent Demand and Supply System) is an internet-based

 **DoRIS** (Donau River Information Services) is an Austrian system that can automatically generate traffic information by means of AIS transponders. The tactical traffic image is currently being tested for use by waterway authorities and skippers. In 2005 the roll-out of the DoRIS systems was performed on the Austrian section of the Danube and the operational test started in the beginning of 2006. Furthermore a subsidy program for RIS equipment is being provided for accelerating the penetration of RIS on the user-

**ELWIS**, a German Electronic Waterway Information System, which provides a series of

 **IBIS** (Informatisering Binnenscheepvaart), a Flanders centralized database system, allows administrations to deliver navigation licenses, locate ships within their territory

**GINA** (Gestion Informatisée de la Navigation), a reporting application for Wallonia

**IVS90**, a ship reporting system used by Dutch waterway authorities supporting lock

 **NIF** (Nautischer Informations-Funk), a German service to transmit messages related to water levels, high-water notifications, water level predictions, ice and mist messages,

**VNF2000**, a French information network used to invoice navigation tolls and to

 **VTS's Rhine**, Vessel traffic management services are installed on the Rhine in two difficult stretches: in the gorge section reach around the Lorelei in Germany with narrow bends and strong currents, and on the meandering Lower Rhine in The Netherlands with heavy traffic These differing operational practices and facilities in Member States reflect the current incompatibility of information systems, standards, and installations. Legislative and technical support for harmonized information services at a pan-European level become more and more necessary to guarantee the efficiency and safety for cross-border navigation and logistics. This was one of the principal

dedicated to the invoicing of navigation fees and the generation of statistics.

planning, vessel traffic services, calamity abatement and statistics.

The development of administrative and institutional systems which provide support and which intensify transport on Danube.

Implementation of River Information Services on Danube

To create and implement the unique RIS system in all the Danube region countries represents one of the most important conditions for integration of the region [13]. In this way, Danube's waterway will surpass international borders and it will represent the unique waterway whose users will be able to use independent information and logistic support, which is something that will contribute to upgrading of the quality of sustainable transport.

Implementation of Transport Management

The implementation of contemporary transport management primarily refers to providing the project with monitoring, control and navigation systems by which it is possible to control the traffic, to prevent delays, to reduce the cost of fuel and to reduce the cost of fleet maintenance [14, 15]. Besides fleet control, contemporary or modern transport management provides some solutions to the synchronization of harbors, load and unload equipment, container services and it provides the solution for bridges on Danube's waterway.

Modernization of the fleet

The results of the research show that there are unfavorable characteristics when it comes to vessels used for transport on Danube. Especially worrying indicators of quality of the fleet are noted in the lowest developed countries (Serbia, Moldavia). It is necessary to proceed with adequate adjustments of existing vessels and with the purchase of new vessels which according to their characteristics fit with modern day economic, transport and ecological requirements. At this point it needs to be said that all the countries in the region have good conditions for production of biodiesel [16], which is considered excellent when used in naval engines.

Development and integration of ecological strategies and concepts for Danube River

Danube represents a unique ecosystem with lower characteristics in some of its parts. Besides, some parts of Danube river bank represent protected natural, cultural and historical places. Sustainable development of transport on Danube needs to provide preservation and improvement of ecological maintenance of these regions.

Creation of an international traffic model for the Danube region

It is necessary to analyze the existing infrastructure that is directly or indirectly related to Danube's waterway. All forms of land transport that are connected to Danube (roads, railways) have to be considered a priority in terms of investments for maintenance and for extending capacities. Also, it is necessary to decide future transport corridors which will connect industrial and agricultural capacities to Danube. Special attention needs to be given to modernization of international transport corridors, borders and customs free zones.

#### **5.2 Applications and projects at work across Europe**

The realization of PLATINA project proceeds via wide range of special projects whose goal is to promote certain aspects of inland waterway transport. All the mentioned projects are Sustainable Development – 34 Policy and Urban Development – Tourism, Life Science, Management and Environment

The development of administrative and institutional systems which provide support and

To create and implement the unique RIS system in all the Danube region countries represents one of the most important conditions for integration of the region [13]. In this way, Danube's waterway will surpass international borders and it will represent the unique waterway whose users will be able to use independent information and logistic support, which is something that will contribute to upgrading of the quality of sustainable transport.

The implementation of contemporary transport management primarily refers to providing the project with monitoring, control and navigation systems by which it is possible to control the traffic, to prevent delays, to reduce the cost of fuel and to reduce the cost of fleet maintenance [14, 15]. Besides fleet control, contemporary or modern transport management provides some solutions to the synchronization of harbors, load and unload equipment,

The results of the research show that there are unfavorable characteristics when it comes to vessels used for transport on Danube. Especially worrying indicators of quality of the fleet are noted in the lowest developed countries (Serbia, Moldavia). It is necessary to proceed with adequate adjustments of existing vessels and with the purchase of new vessels which according to their characteristics fit with modern day economic, transport and ecological requirements. At this point it needs to be said that all the countries in the region have good conditions for production of biodiesel [16], which is considered excellent when used in

Development and integration of ecological strategies and concepts for Danube River

Danube represents a unique ecosystem with lower characteristics in some of its parts. Besides, some parts of Danube river bank represent protected natural, cultural and historical places. Sustainable development of transport on Danube needs to provide preservation and

It is necessary to analyze the existing infrastructure that is directly or indirectly related to Danube's waterway. All forms of land transport that are connected to Danube (roads, railways) have to be considered a priority in terms of investments for maintenance and for extending capacities. Also, it is necessary to decide future transport corridors which will connect industrial and agricultural capacities to Danube. Special attention needs to be given to modernization of international transport corridors, borders and customs free zones.

The realization of PLATINA project proceeds via wide range of special projects whose goal is to promote certain aspects of inland waterway transport. All the mentioned projects are

container services and it provides the solution for bridges on Danube's waterway.

which intensify transport on Danube.

Implementation of Transport Management

improvement of ecological maintenance of these regions.

**5.2 Applications and projects at work across Europe** 

Creation of an international traffic model for the Danube region

Modernization of the fleet

naval engines.

Implementation of River Information Services on Danube

ongoing and each of them affects the creation of sustainable transport on Danube, as well as on other waterways in Europe. Due to the canal connection of rivers Danube, Rhine and Main, these projects cover almost entire territory of central, northern and southern Europe. The developments of national stand-alone telematics services, which vary in functions, standards and architecture, brought challenges to the current service regime. Some of the existing applications are [17, 18]:


European Policy for the Promotion

process and it is supervised and helped by the EU.

commission is the fund of all country members.

regulations in this area. This organization is financed by the UN.

whose headquarters are in Paris and is financed by European countries.

**5.4 The promotion of Danube waterway** 

of the most important are:

skipping service.

of Inland Waterway Transport – A Case Study of the Danube River 37

entire Danube waterway and there is also the skipping service. The full implementation of RIS system is in process and it is conducted with the help of the adequate EU institutions. In Bulgaria the situation is almost the same with the difference that in Bulgaria there is no

Regardless of the fact that Croatia does not belong to EU, this country has a quality and well implemented RIS system. Water level and tactical information services are provided and there is also a skipping service. Electronic reporting system is in the process of development. The most unfavorable situation is in Serbia. In this country there is only one center that can provide with traffic information whereas the full implementation of RIS system still in

The whole EU strategy is based on promotion and realization of conditions necessary for development of countries in this part of the world as well as all the activities conducted in them. Because of this, the special attention needs to be given to changes in traffic field which at the moment represents the biggest pollution threat for the environment. Based on the dimension of the problem and complexity of traffic in Europe, an all-inclusive sustainable development strategy, which concerns, apart from the other things, intensifying of water traffic in European waterways. These objectives are directed towards sustainable development of traffic and they include complex activities which have been going on for more than 20 years and therefore require special intensive and efficient promotion [24].

In Europe there are many organizations which deal with promotion of Danube waterway and they have the same objective to make Danube an intensive and ecologically more acceptable waterway in the future. If this balance of sustainability is reached, the stability in quality of Danube and river bank area, as well as improvement of quality of life of this area's inhabitants is provided. Given the importance of this problem and considering the number and diversity of Danube region countries, many governmental and non – governmental organizations follow and support the promotion of Danube waterway. Some

 Danube Commission with headquarters in Budapest, capital of Hungary, is at the moment the most important international organization which deals with regulation, promotion and implementation of sustainable transport on Danube. This organization consists of all the countries that can be found on Danube's waterway, including Russia, which is connected to Danube via Black Sea. The main source of finances of this

 UN Economic Commission for Europe, Inland Transport Committee, the organization with headquarters in Geneva, Switzerland. The main goal of this organization is the technical development on inland transport as well as the development of laws and

 European Conference of Ministers of Transport gathers all the transport ministers of all European countries whose objective is the implementation of all sustainable and ecologically acceptable forms of transport on the territory of entire Europe. The sustainable development of traffic on Danube is one of the priorities of this organization

Planned infrastructure projects:


The number and volume of mentioned investment projects show that modernization of Danube water way represents one of the most important initiatives which lead towards economic and ecological improvement of the region, which is based on sustainability and long-term stability.

#### **5.3 Development and implementation of RIS**

*River Information Services (RIS)* are the harmonized information services that support traffic and transport management in inland navigation, including interfaces to other transport modes. RIS do not deal principally with internal commercial activities between companies, but is available for interfacing with commercial processes. RIS streamline information exchange between public and private parties participating in inland waterborne transport. The information is shared on the basis of information and communication standards [19]. The information is used in different applications and systems for enhanced traffic or transport processes.

Modern logistics management requires extensive information exchange between partners in supply chains. Implementation of communications and information technologies in organizational and operational processes is a crucial prerequisite to increase operational efficiency and safety in today's market. RIS facilitate the inland waterway transport organization and management. Through effective information exchange, transport operations (such as trip schedules and terminal/lock operation plans) could easily be optimized, providing advantages for inland navigation and enabling it to be integrated into the intermodal logistic chains [20].

The degree of RIS system development in some Danube countries is different [21] but it is also conditioned by the influence of a big number of complex factors. The influence of the RIS development degree on the development of sustainable water transport is extremely intense, hence a short overview of its development in some countries is shown in further text.

Germany is one of the most developed world countries and it has a fully developed and implemented RIS system. The situation is similar in Austria as well. In this country there is a separate RIS centre which coordinates the functionality of the system in the entire territory of the country. The system of water level information, skipping service as well as availability of tactical traffic information all function. Electronic reporting system is still in development. The situation is similar in neighboring countries, Slovakia and Hungary [22, 23].

Somewhat more unfavorable situation regarding this issue is noted in Moldavia. Instead of fully developed RIS system, in Moldavia there is a tactical information transport center. There is no skipping service. In Romania all VTS centers are functional throughout the entire Danube waterway and there is also the skipping service. The full implementation of RIS system is in process and it is conducted with the help of the adequate EU institutions. In Bulgaria the situation is almost the same with the difference that in Bulgaria there is no skipping service.

Regardless of the fact that Croatia does not belong to EU, this country has a quality and well implemented RIS system. Water level and tactical information services are provided and there is also a skipping service. Electronic reporting system is in the process of development. The most unfavorable situation is in Serbia. In this country there is only one center that can provide with traffic information whereas the full implementation of RIS system still in process and it is supervised and helped by the EU.

#### **5.4 The promotion of Danube waterway**

Sustainable Development – 36 Policy and Urban Development – Tourism, Life Science, Management and Environment

Austria: Vienna – cross border section with Slovakia (Danube km 1,921 – km 1,873)

The number and volume of mentioned investment projects show that modernization of Danube water way represents one of the most important initiatives which lead towards economic and ecological improvement of the region, which is based on sustainability and

*River Information Services (RIS)* are the harmonized information services that support traffic and transport management in inland navigation, including interfaces to other transport modes. RIS do not deal principally with internal commercial activities between companies, but is available for interfacing with commercial processes. RIS streamline information exchange between public and private parties participating in inland waterborne transport. The information is shared on the basis of information and communication standards [19]. The information is used in different applications and systems for enhanced traffic or

Modern logistics management requires extensive information exchange between partners in supply chains. Implementation of communications and information technologies in organizational and operational processes is a crucial prerequisite to increase operational efficiency and safety in today's market. RIS facilitate the inland waterway transport organization and management. Through effective information exchange, transport operations (such as trip schedules and terminal/lock operation plans) could easily be optimized, providing advantages for inland navigation and enabling it to be integrated into

The degree of RIS system development in some Danube countries is different [21] but it is also conditioned by the influence of a big number of complex factors. The influence of the RIS development degree on the development of sustainable water transport is extremely intense, hence a short overview of its development in some countries is shown in further

Germany is one of the most developed world countries and it has a fully developed and implemented RIS system. The situation is similar in Austria as well. In this country there is a separate RIS centre which coordinates the functionality of the system in the entire territory of the country. The system of water level information, skipping service as well as availability of tactical traffic information all function. Electronic reporting system is still in development. The situation is similar in neighboring countries, Slovakia and Hungary [22,

Somewhat more unfavorable situation regarding this issue is noted in Moldavia. Instead of fully developed RIS system, in Moldavia there is a tactical information transport center. There is no skipping service. In Romania all VTS centers are functional throughout the

Germany: Straubing – Vilshofen (Danube km 2,321 – km 2,249)

 Hungary: Palkovicovo – Mohacs (Danube km 1,810 – km 1,433) Bulgaria - Romania: Iron Gate II – Calarasi (Danube km 863 – km 375)

Romania: Calarasi – Braila (Danube km 375 – km 1,75)

**5.3 Development and implementation of RIS** 

Planned infrastructure projects:

long-term stability.

transport processes.

text.

23].

the intermodal logistic chains [20].

The whole EU strategy is based on promotion and realization of conditions necessary for development of countries in this part of the world as well as all the activities conducted in them. Because of this, the special attention needs to be given to changes in traffic field which at the moment represents the biggest pollution threat for the environment. Based on the dimension of the problem and complexity of traffic in Europe, an all-inclusive sustainable development strategy, which concerns, apart from the other things, intensifying of water traffic in European waterways. These objectives are directed towards sustainable development of traffic and they include complex activities which have been going on for more than 20 years and therefore require special intensive and efficient promotion [24].

In Europe there are many organizations which deal with promotion of Danube waterway and they have the same objective to make Danube an intensive and ecologically more acceptable waterway in the future. If this balance of sustainability is reached, the stability in quality of Danube and river bank area, as well as improvement of quality of life of this area's inhabitants is provided. Given the importance of this problem and considering the number and diversity of Danube region countries, many governmental and non – governmental organizations follow and support the promotion of Danube waterway. Some of the most important are:


European Policy for the Promotion

September (2001) 58-62.

Springer, (2009), 23-29.

[7] *Statistic ouverage 1950-2005*, Donau Commision

Strasse 1, A-1220 Vienna, Austria

http://www.euro-embarc.com/

Austria, 2008.

TREN project

239684103

**7. References** 

of Inland Waterway Transport – A Case Study of the Danube River 39

many promotional activities. EU predicts that the first phase of the activities, which deals

[1] Mirjana Golusin, Olja Munitlak Ivanovic, *Definition, characteristics and state of indicators of* 

[2] Olja Munitlak Ivanovic, Mirjana Golusin, Sinisa Dodic, Jelena Dodic, *Perspectives of* 

[3] *White Paper "European Policy for 2020: Time to decide",* European Commission "*Declaration* 

[5] The strategic importance of the Danube for a sustainable development of the region, Workshop "Cross-programme ETC Danube projects", Austria, 2009. [6] *Danube waterway – European key axis*, OSCE, Economic and Environmental forum,

[8] Jürg Bloesch, The International Association for Danube Research (IAD)—portrait of a

[10] PINE "*Prospects of Inland Navigation within the enlarged Europe*", Feb 2003-Feb 2004, DG

[11] Reinhard Pfliegl via Donau - Danube Transport Development Agency Donau-City-

[13] THEMIS "*Thematic Network in the Optimal Management of Intermodal Transportation* 

[14] COST 326 "*Electronic Chart for Navigation*" - European cooperation in the fields of

[15] Doc Dr Svetlana Mihić Mr Saša Raletić, Kaizen kao način upravljanja performansama,

[16] PINE "*Prospects of inland Navigation in Enlarged Europe, SWP1.3* 'Information and

[17] EMBARC "*European Maritime study for Baseline and Advanced Regional and Coastal traffic* 

[18] INDRIS "Inland Navigation Demonstrator for River Information Services", Jan 1998-

[19] ALSO DANUBE "*Advanced Logistic Solutions for the Danube Waterway*"May 2000- May 2003, 5th Framework Programme research project http://www.alsodanube.at

Communication systems'", Feb 2003-Feb (2004), DG TREN study

June 2000, 4th Framework Programme research project

*Service*", April 2000-April (2004), 5th Framework Programme thematic network,

scientific and technical research, 1994-1997, http://www.cordis.lu/cost-transport/

XIV Medjunarodni naucni skup SM 2009 – Ekonomski fakultet Subotica, 21.05- 22.05 Maj (2009) Palić – Subotica Zbornik spg.55 ISBN 867233224-5 COBISS.SR-ID

*management*", Dec 2001-Nov 2004, 5th Framework Programme research project,

transboundary scientific NGO, Environmental Science and Pollution Research,

*sustainable development in countries of Southeastern Europe*, Agriculture, Ecosystems

*sustainable development in countries of Southeastern Europe*, Renewable and

*of Rotterdam*", Pan European Conference on Inland Waterway Transportation,

with improvement of sustainable water transport on Danube, will be over in 2027.

sustainable energy review, Vol. 13, Issue 8, (2009),pg 2179-2200.

[4] DoRIS "*Donau River Information Services*", http://www.doris.bmvit.gv.at/

[9] ICPDR / International Commission for the Protection of the Danube River

[12] "*Guidelines and Recommendations of River Information Services*", PIANC, 2002.

http://hermes.civil.auth.gr/themis/project.htm

and Environment, vo. 130, issues 1-2,( 2009), 67-74.


This is an overview of the most important organizations which deal with promotion of Danube waterway from different aspects. Their number, importance and financial sources speak about the relevance that sustainable development of Danube waterway has in all the countries of Danube region and in Europe in general.

#### **6. Conclusion**

The development of inland waterway transport is one of the long-term priorities of sustainable development of EU. Danube and Rhine- Main Canal as well as Danube's tributaries represent the most important waterway in Europe, therefore the biggest efforts of EU are put in analysis and improvement of sustainable water transport on Danube waterway.

By analyzing the available data which refer to the use of Danube waterway in period starting from 1950, it was stated that Danube waterway was used for the needs of traffic with different intensity. By analyzing the amount of freight transport, the number of passengers and heavy load in Danube harbors it is confirmed that Danube was intensely used as a waterway up until 1990 and after that its popularity decreased. After the year 2000, with the beginning of all-inclusive initiative of EU on promotion of inland water transport, some growth in use of Danube was noticed but that growth cannot be considered sufficient neither acceptable.

Therefore in Danube region countries, as well as in EU as a whole, many projects have been developed and there are many ongoing activities which were explained in this research. The objective of all these things is to promote and improve sustainable water transport on Danube. These activities mostly refer to modernization of Danube fleet (with emphasis on use of biodiesel as a power generating fuel), construction of adequate infrastructure, development and implementation of a unique information system on Danube as well as many promotional activities. EU predicts that the first phase of the activities, which deals with improvement of sustainable water transport on Danube, will be over in 2027.

#### **7. References**

Sustainable Development – 38 Policy and Urban Development – Tourism, Life Science, Management and Environment

 Transport Infrastructure Needs Assessment: Corridor 7 is the association dealing with the development of transport infrastructure in inland waterways and it is financed by the EU Commission for the development of traffic. The headquarters of this

 Southeast European Cooperative Initiative: Danube Transport Working Group is the organization of Danube region countries with headquarters in Vienna. This organization deals with the development of traffic on Danube and it is financed by the

 Stability pact for South Eastern Europe is a special organization in the EU, founded with the objective to support and provide stable development of countries in this region which were over the past years exposed to a number of negative influences. The

 Joint Austrian/Romanian initiative; Danube Co-operation Process is an association which stimulates the cooperation among all the countries which are situated on Danube waterway and its goal is to decrease border issues and limitations. It is financed by

 Via Donau is founded and financed by Austria, with headquarters in Vienna. The main goal of this association is improvement in quality and long-term sustainability of river

This is an overview of the most important organizations which deal with promotion of Danube waterway from different aspects. Their number, importance and financial sources speak about the relevance that sustainable development of Danube waterway has in all the

The development of inland waterway transport is one of the long-term priorities of sustainable development of EU. Danube and Rhine- Main Canal as well as Danube's tributaries represent the most important waterway in Europe, therefore the biggest efforts of EU are put in analysis and improvement of sustainable water transport on Danube

By analyzing the available data which refer to the use of Danube waterway in period starting from 1950, it was stated that Danube waterway was used for the needs of traffic with different intensity. By analyzing the amount of freight transport, the number of passengers and heavy load in Danube harbors it is confirmed that Danube was intensely used as a waterway up until 1990 and after that its popularity decreased. After the year 2000, with the beginning of all-inclusive initiative of EU on promotion of inland water transport, some growth in use of Danube was noticed but that growth cannot be considered

Therefore in Danube region countries, as well as in EU as a whole, many projects have been developed and there are many ongoing activities which were explained in this research. The objective of all these things is to promote and improve sustainable water transport on Danube. These activities mostly refer to modernization of Danube fleet (with emphasis on use of biodiesel as a power generating fuel), construction of adequate infrastructure, development and implementation of a unique information system on Danube as well as

traffic and implementation of RIS system on entire Danube waterway.

organization are in Vienna, capital of Austria.

headquarters of this organization are in Brussels, Belgium.

Riparian states, Stability Pact and European Commission.

countries of Danube region and in Europe in general.

**6. Conclusion** 

waterway.

sufficient neither acceptable.

EU member countries and by the USA.


**3** 

*Romania* 

**Sustainable Urban Development Through the** 

The financial, economical, social and ecological crysis that violently outburst worlwide after 2008 is the result of structural challanges, such as globalization, climate changes, the pressure on resources, migrations, social exclusions, demographical changes, the ageing of population, mobility, etc., which all have a strong urban dimension, which was determined, at an international level, mainly by the "SPRAWL"-type growth (Saunders, 2005), which only encourages the economical side of the development. In order to overcome this crisis, we propose, as short, medium and long-term strategies, the analysis and the solutions that we found for the problems of the city of Timişoara (Romania). These studies take into consideration the works of C. Butters (Butters, 2004), who states that regional sustainable development cannot be achieved, and therefore neither that of each city, community or neighbourhood, without gradually improving all of the following aspects, at the same time: the social one, which brings social diversity, accessibility, identity, security, variety, involvement and sociability; the economical one, which can be achieved by cutting revenue expenditure, improving functions, diversifying activities and adjacent financial structures, services and communications, by management and flexibility; the ecologic one, through a more harmonious use of land, through biodiversity and bio-climate, by producing nonpollutant energy, re-naturalising the water cycle, recycling, adequate accessibility and by

The desire to exit this crysis has determined, throughout the majority of the European cities, new types of strategies, with objectives, development directions and clear measures, that are adopted, with small differences, all across the European Union, and that accentuate the importance of good governance at a European/national/regional/local level. From our point of view, however, good governance applied only to those four levels, as stated in the European documents, is not enough; we believe that the local level should be divided in a number of subunits. For the four initial levels of governance, the research methods are clearly formulated, according to the 2007 Leipzig Charta. Solving the problems regarding social exclusions, structural changes, the ageing of population, climate changes and mobility is the main theme of this European document, which hopes to lead to economic prosperity, social ballance and a healthy environment. In this document, the prosperity mentioned above depends on an increased attention paid to the subunits of the local level, which

**1. Introduction** 

improved overall health.

**Empowering of Local Communities** 

Radu Radoslav, Marius Stelian Găman, Tudor Morar,

*Faculty of Architecture,"Politechnica" University of Timişoara, Timişoara,* 

Ştefana Bădescu and Ana-Maria Branea


## **Sustainable Urban Development Through the Empowering of Local Communities**

Radu Radoslav, Marius Stelian Găman, Tudor Morar, Ştefana Bădescu and Ana-Maria Branea *Faculty of Architecture,"Politechnica" University of Timişoara, Timişoara, Romania* 

#### **1. Introduction**

Sustainable Development – 40 Policy and Urban Development – Tourism, Life Science, Management and Environment

[20] COMPRIS "*Consortium Operational Management Platform for River Information Services*",

[22] D4D "*Data warehouse for the Danube waterway*",May 2001-May 2005, Interreg III B project,

[23] SPIN-TN,"*Strategies to Promote Inland Navigation*", June 2000-June 2005, 5th Framework

[24] Doc. Dr Svetlana Mihić, Asis. Saša Raletić, Use of open inovation as possible marketing

[21] BICS "*Barge Information and Communication System*", http://www.bics.nl

Programme thematic network, http://www.spin-network.org

http://www.euro-compris.org

2177-0514 Proceedings page no.191

http://www.d4d.info

Sept. 2002 – August 2005, 5th Framework Programme research project

strategy in logistic, International Conference on Industrial Logistics " Logistic and Sustainability" March 8-th to 11-th, (2010) ICIL 2010 Rio de Janeiro Brazil ISSN:

> The financial, economical, social and ecological crysis that violently outburst worlwide after 2008 is the result of structural challanges, such as globalization, climate changes, the pressure on resources, migrations, social exclusions, demographical changes, the ageing of population, mobility, etc., which all have a strong urban dimension, which was determined, at an international level, mainly by the "SPRAWL"-type growth (Saunders, 2005), which only encourages the economical side of the development. In order to overcome this crisis, we propose, as short, medium and long-term strategies, the analysis and the solutions that we found for the problems of the city of Timişoara (Romania). These studies take into consideration the works of C. Butters (Butters, 2004), who states that regional sustainable development cannot be achieved, and therefore neither that of each city, community or neighbourhood, without gradually improving all of the following aspects, at the same time: the social one, which brings social diversity, accessibility, identity, security, variety, involvement and sociability; the economical one, which can be achieved by cutting revenue expenditure, improving functions, diversifying activities and adjacent financial structures, services and communications, by management and flexibility; the ecologic one, through a more harmonious use of land, through biodiversity and bio-climate, by producing nonpollutant energy, re-naturalising the water cycle, recycling, adequate accessibility and by improved overall health.

> The desire to exit this crysis has determined, throughout the majority of the European cities, new types of strategies, with objectives, development directions and clear measures, that are adopted, with small differences, all across the European Union, and that accentuate the importance of good governance at a European/national/regional/local level. From our point of view, however, good governance applied only to those four levels, as stated in the European documents, is not enough; we believe that the local level should be divided in a number of subunits. For the four initial levels of governance, the research methods are clearly formulated, according to the 2007 Leipzig Charta. Solving the problems regarding social exclusions, structural changes, the ageing of population, climate changes and mobility is the main theme of this European document, which hopes to lead to economic prosperity, social ballance and a healthy environment. In this document, the prosperity mentioned above depends on an increased attention paid to the subunits of the local level, which

Sustainable Urban Development Through the Empowering of Local Communities 43

out of different parts, that function in a complex manner. In the competition between

**2. The relationship between larger Behaviour Settings (European, National,** 

**2.1 The relationship between the Behavior Setting of the European Union and good** 

According to the first ESPON scenarios (when Romania was not part of the European Union), the city of Timișoara was situated outside the area of European integration with strong potential in Central Europe, which ended just after Budapest, and also outside the area of European integration with future potential, which started in Athens, passed through Sofia and ended at Bucharest. After Romania became part of the European Union, Timișoara received a very important part, according to the ESPON Cohesion based scenario for 2030 (ESPON 3.2, 2006), as hinge between the extensions of the two areas mentioned above (fig. 1). From a demographical point of view, many East-European cities have experienced decreases in population of approx. 15% in the last 20 years, percentage very close to that of Timișoara. By 2065, up to a third of the European population will be older then 65. Due to reduced fertility, high life expectancy and migration, the European Union will maintain its total population until 2050. But the structure of the population will change, because the number of youngsters and working people will decrease. According to the same ESPON study, our area is part of the regions with slow urbanization and decreased population. These phenomena, together with the mixing of population through emmigration and immigration, will lead to the possibility of loosing the identity, flexibility and diversity of an area. The decrease in population will lead to loss of usage efficiency of all types of existing infrastructure. The towns from the area can no longer ensure education, sports and health facilities, commerce, public transport, universities, etc. The implementation, through good governance, of the two principles (subsidiarity and procesuality) at all the levels of the Beahviour Settings, cannot be done without the support of the population, which should become an informed partner. Without good governance, the situation can aggravate in all sectors. A proposed measure of good governance is "polycentrism", which implies promoting some complementary and interdependant network of large cities, as well as medium and small ones that can lead to the integration of the rural environment, as alternatives to the metropolis or to the capital cities. In order to consciously accomplish this polycentrism, some common evaluation criteria of the towns (population, competitivity,

Our studies, developed within the Research Group for a Sustainable Territorial Development – "Politechnica" University of Timișoara, have concentrated on different levels of Behaviour Settings: European, Euroregional, Regional, County, Growth Pole, Municipality, District, Neighborhood, Vicinity Unit, Block or Group of Housing Units, for which we propose measures for good governance, according to the principles of the two European documents. In this chapter, parts of our studies will be presented, that justify the holistic triade – economic, social and ecological – as starting point for the transparency of information needed by all actors that operate in the area, especially by citizens, their

Behaviour Settings of the same level good governance plays a key role.

participation in the subunits of the local level being absolutely neccessary.

connectivity, education system, innovation, etc.) are needed.

**Regional and Local) and good governance** 

**governance** 

includes "*the underpriviliged neighbourhoods, in the context of a city as a whole"* (Leipzig Charter, 2007). It is clear that this act reffers to an integrative aspect of governance, which implies a harmonious relation between the inhabitant and its physical environment. The relations between the spatial units and the corresponding social units (Lang, 1994) form a Behaviour Setting. Between these Behaviour Settings, there is a continuous competition for occupying the best position in order to solve the economical and social differences, which depend on a certain type of governance. This competition has always been tempered by cooperation relationships, which are, most of the times, not planned. The European act that completes the Leipzig Charta, namely the 2010 Toledo Declaration, supports *"a good governance, based on the principles of transparency, of participation, of responsibility, of efficiency, of subsidiarity and of coherence"* (Toledo Declaration, 2010). The proposed hierarchy, namely the European/national/regional/local hierarchy, cannot stop here because good governance should reach the level of a group of inhabitants that live in appartaments served by the same staircase of a condominium building, passing through the Behaviour Settings levels of a District, a Neighbourhood (a Territorial Unit of Reference according to the Romanian legislation), a Vicinity Unit and of a Group of Housing Units (Radoslav et al., 2010a). This implies the implementation of two contemporary administrative principles, namely subsidiarity and procesuality. The first principle refers to establishing a connection between the decision and the level upon this decision has the most important effects, while the second aspect takes into consideration the open character of the options and of the decisions regarding territorial planning. Good governance,*"a more efficient and effective use of public resources",* should be provided in order to *"increase the direct public participation of the citizens"* (Toledo Declaration, 2010). The current Romanian legislation states that 30% of the taxes cashed in by the States' Budget should remain at the disposal of the central government, 26% should go to each county's government, while 44% should go to the local governments. When Romania will be reorganised from an administrative point of view, this distribution will most likely be modified: 10% of the taxes will remain at the disposal of the central government, 20% will go to the regional governments (a new administrative form), 30% to each county's government, while 40% will go to the local governments, which represents a step forward towards descentralization. The Toledo Declaration also supports *"an implication, a taking on tasks and a responsabilization of the factors, at multiple levels and from an integrative point of view"*. What we propose is that 40-45% of the money that remain at the local level be redistributed to the subunits previously mentioned through the similar appliance of the principles of subsidiarity and procesuality.

All these are attractive generic sentences, but problems appear when we try to apply this statement in everyday life. *Where*, *who* and *how* can this desiderate be applyed? *Where* means the delimitation of an area, with a certain autonomy, *who* means the delimitation of a community with a certain identity (Radoslav, 2000) that operates within that area, while *how* refers to the governance of the area and of the community that form a Behaviour Setting thus delimitated. Therefore, we can speak of the Spatial Unit named Earth, that should harmonize, within a Behaviour Setting, with the Social Unit of earthlings, Europe with Europeans, Romania with Romanians, Banat (a region in Romania) with the people who live in it, Timis (a county in Romania) with those who inhabite it, Timisoara with its citizens. It is obvious that these delimitations are the result of a continuous historical process, in which the whole procedes the parts and in which the identity is being born where only homogeneity existed before (Alexander, 1987) and that these Behaviour Settings are made Sustainable Development – 42 Policy and Urban Development – Tourism, Life Science, Management and Environment

includes "*the underpriviliged neighbourhoods, in the context of a city as a whole"* (Leipzig Charter, 2007). It is clear that this act reffers to an integrative aspect of governance, which implies a harmonious relation between the inhabitant and its physical environment. The relations between the spatial units and the corresponding social units (Lang, 1994) form a Behaviour Setting. Between these Behaviour Settings, there is a continuous competition for occupying the best position in order to solve the economical and social differences, which depend on a certain type of governance. This competition has always been tempered by cooperation relationships, which are, most of the times, not planned. The European act that completes the Leipzig Charta, namely the 2010 Toledo Declaration, supports *"a good governance, based on the principles of transparency, of participation, of responsibility, of efficiency, of subsidiarity and of coherence"* (Toledo Declaration, 2010). The proposed hierarchy, namely the European/national/regional/local hierarchy, cannot stop here because good governance should reach the level of a group of inhabitants that live in appartaments served by the same staircase of a condominium building, passing through the Behaviour Settings levels of a District, a Neighbourhood (a Territorial Unit of Reference according to the Romanian legislation), a Vicinity Unit and of a Group of Housing Units (Radoslav et al., 2010a). This implies the implementation of two contemporary administrative principles, namely subsidiarity and procesuality. The first principle refers to establishing a connection between the decision and the level upon this decision has the most important effects, while the second aspect takes into consideration the open character of the options and of the decisions regarding territorial planning. Good governance,*"a more efficient and effective use of public resources",* should be provided in order to *"increase the direct public participation of the citizens"* (Toledo Declaration, 2010). The current Romanian legislation states that 30% of the taxes cashed in by the States' Budget should remain at the disposal of the central government, 26% should go to each county's government, while 44% should go to the local governments. When Romania will be reorganised from an administrative point of view, this distribution will most likely be modified: 10% of the taxes will remain at the disposal of the central government, 20% will go to the regional governments (a new administrative form), 30% to each county's government, while 40% will go to the local governments, which represents a step forward towards descentralization. The Toledo Declaration also supports *"an implication, a taking on tasks and a responsabilization of the factors, at multiple levels and from an integrative point of view"*. What we propose is that 40-45% of the money that remain at the local level be redistributed to the subunits previously mentioned through the similar

appliance of the principles of subsidiarity and procesuality.

All these are attractive generic sentences, but problems appear when we try to apply this statement in everyday life. *Where*, *who* and *how* can this desiderate be applyed? *Where* means the delimitation of an area, with a certain autonomy, *who* means the delimitation of a community with a certain identity (Radoslav, 2000) that operates within that area, while *how* refers to the governance of the area and of the community that form a Behaviour Setting thus delimitated. Therefore, we can speak of the Spatial Unit named Earth, that should harmonize, within a Behaviour Setting, with the Social Unit of earthlings, Europe with Europeans, Romania with Romanians, Banat (a region in Romania) with the people who live in it, Timis (a county in Romania) with those who inhabite it, Timisoara with its citizens. It is obvious that these delimitations are the result of a continuous historical process, in which the whole procedes the parts and in which the identity is being born where only homogeneity existed before (Alexander, 1987) and that these Behaviour Settings are made out of different parts, that function in a complex manner. In the competition between Behaviour Settings of the same level good governance plays a key role.

#### **2. The relationship between larger Behaviour Settings (European, National, Regional and Local) and good governance**

Our studies, developed within the Research Group for a Sustainable Territorial Development – "Politechnica" University of Timișoara, have concentrated on different levels of Behaviour Settings: European, Euroregional, Regional, County, Growth Pole, Municipality, District, Neighborhood, Vicinity Unit, Block or Group of Housing Units, for which we propose measures for good governance, according to the principles of the two European documents. In this chapter, parts of our studies will be presented, that justify the holistic triade – economic, social and ecological – as starting point for the transparency of information needed by all actors that operate in the area, especially by citizens, their participation in the subunits of the local level being absolutely neccessary.

#### **2.1 The relationship between the Behavior Setting of the European Union and good governance**

According to the first ESPON scenarios (when Romania was not part of the European Union), the city of Timișoara was situated outside the area of European integration with strong potential in Central Europe, which ended just after Budapest, and also outside the area of European integration with future potential, which started in Athens, passed through Sofia and ended at Bucharest. After Romania became part of the European Union, Timișoara received a very important part, according to the ESPON Cohesion based scenario for 2030 (ESPON 3.2, 2006), as hinge between the extensions of the two areas mentioned above (fig. 1). From a demographical point of view, many East-European cities have experienced decreases in population of approx. 15% in the last 20 years, percentage very close to that of Timișoara. By 2065, up to a third of the European population will be older then 65. Due to reduced fertility, high life expectancy and migration, the European Union will maintain its total population until 2050. But the structure of the population will change, because the number of youngsters and working people will decrease. According to the same ESPON study, our area is part of the regions with slow urbanization and decreased population. These phenomena, together with the mixing of population through emmigration and immigration, will lead to the possibility of loosing the identity, flexibility and diversity of an area. The decrease in population will lead to loss of usage efficiency of all types of existing infrastructure. The towns from the area can no longer ensure education, sports and health facilities, commerce, public transport, universities, etc. The implementation, through good governance, of the two principles (subsidiarity and procesuality) at all the levels of the Beahviour Settings, cannot be done without the support of the population, which should become an informed partner. Without good governance, the situation can aggravate in all sectors. A proposed measure of good governance is "polycentrism", which implies promoting some complementary and interdependant network of large cities, as well as medium and small ones that can lead to the integration of the rural environment, as alternatives to the metropolis or to the capital cities. In order to consciously accomplish this polycentrism, some common evaluation criteria of the towns (population, competitivity, connectivity, education system, innovation, etc.) are needed.

Sustainable Urban Development Through the Empowering of Local Communities 45

Fig. 2. The Behaviour Setting of the DKMT Euroregion and the other transfrontalier regions

development area Deva-Hunedoara-Simeria (Radoslav et al., 2010b), named "Provincia Corvinia" towards East. The influence radius of this superpole is of approx. 5.000 km, which makes it a Euroregional pole. Each of the three supporting poles has a population between 170.000-250.000 inhabitants and gravitates at a distance of approx. 150 km from the

of cooperation in the Behaviour Setting of European Union

Fig. 3. The Behaviour Setting of the DKMT Euroregion

Fig. 1. The Behaviour Setting of Europe in 2030 – cohesion oriented scenario

#### **2.2 The relationship between the Behavior Setting of the Danube-Cris-Mures-Tisa (DKMT) Euroregion and good governance**

The next level of our studies refers to the good governance of the Behaviour Setting of the Danube-Cris-Mures-Tisa (DKMT) Euroregion (fig. 2), in which Timișoara plays the main role as a growth pole. The problems regarding the harmonization of the transfrontalier areas that compose this Behaviour Setting refer to the creation of equilibrium between the component regions of the European neighbourh countries. In the transfrontalier area Romania-Hungary-Serbia economical differences, as well as socio-political ones appear due to their development in the last 70 years, differences that have been accentuated by Romania's complete isolation after 1980 and by Sebia's after the 1990s. The organization of the European Union leads to the transformation of this transfrontalier area into a very important Behaviour Setting (fig. 3), whose purpose will be reached when equilibrium between the forces of the counties and regions of the three countries will be created. This is a very delicate issue, because if this situation is not fully understood, the desire to expand or to dominate the others will be very difficult to manage.

According to fig. 1, considering the attraction potential of the metropolitan areas, the Growth Pole Timișoara is closer to the atractivity of Belgrade. According to our study from 2007 (Radoslav et al., 2010b), the polycentric development of the DKMT Euroregion, composed at that time by two counties from Voivodina (Serbia), four counties from Hungary and four counties from Romania (later, the county of Hunedoara left this Euroregion), proposes a central superpole Timișoara-Arad, with more then 700.000 inhabitants, supported by Szeged and Novi Sad towards the West and by the inter-city Sustainable Development – 44 Policy and Urban Development – Tourism, Life Science, Management and Environment

Fig. 1. The Behaviour Setting of Europe in 2030 – cohesion oriented scenario

**(DKMT) Euroregion and good governance** 

to dominate the others will be very difficult to manage.

**2.2 The relationship between the Behavior Setting of the Danube-Cris-Mures-Tisa** 

The next level of our studies refers to the good governance of the Behaviour Setting of the Danube-Cris-Mures-Tisa (DKMT) Euroregion (fig. 2), in which Timișoara plays the main role as a growth pole. The problems regarding the harmonization of the transfrontalier areas that compose this Behaviour Setting refer to the creation of equilibrium between the component regions of the European neighbourh countries. In the transfrontalier area Romania-Hungary-Serbia economical differences, as well as socio-political ones appear due to their development in the last 70 years, differences that have been accentuated by Romania's complete isolation after 1980 and by Sebia's after the 1990s. The organization of the European Union leads to the transformation of this transfrontalier area into a very important Behaviour Setting (fig. 3), whose purpose will be reached when equilibrium between the forces of the counties and regions of the three countries will be created. This is a very delicate issue, because if this situation is not fully understood, the desire to expand or

According to fig. 1, considering the attraction potential of the metropolitan areas, the Growth Pole Timișoara is closer to the atractivity of Belgrade. According to our study from 2007 (Radoslav et al., 2010b), the polycentric development of the DKMT Euroregion, composed at that time by two counties from Voivodina (Serbia), four counties from Hungary and four counties from Romania (later, the county of Hunedoara left this Euroregion), proposes a central superpole Timișoara-Arad, with more then 700.000 inhabitants, supported by Szeged and Novi Sad towards the West and by the inter-city

Fig. 2. The Behaviour Setting of the DKMT Euroregion and the other transfrontalier regions of cooperation in the Behaviour Setting of European Union

Fig. 3. The Behaviour Setting of the DKMT Euroregion

development area Deva-Hunedoara-Simeria (Radoslav et al., 2010b), named "Provincia Corvinia" towards East. The influence radius of this superpole is of approx. 5.000 km, which makes it a Euroregional pole. Each of the three supporting poles has a population between 170.000-250.000 inhabitants and gravitates at a distance of approx. 150 km from the

Sustainable Urban Development Through the Empowering of Local Communities 47

estimated GDP for 2011 of approx. 1,3 billions euro (The Romanian National Prognosis Comitee, 2011), similar to most of the other eight Romanian development regions, but much less than regions with similar population from Europe. Considering the environment, the climate is temperate, continental and moderate. As a consequence of the global climate changes, between 1992-2002 a defficit of precipitation of 14,6 mm has been registred. The multiannual average temperature shows an increase of 0,5°C in the last 20 years. These phenomena have determined, in the last years, a series of storms and floodings, as well as warmer winters, with the resulting effects (The Regional Development Agency for the

**2.4 The relationship between the Behavior Setting of the Timiș County and good** 

Fig. 5. The Behaviour Setting of Timiș County – areas with natural risks and sites of

The next level of the study refers to the harmonization through good governance of the Behaviour Setting of Timiș County. Considering the population, this Behaviour Setting had 658.837 inhabitants in 2005, with a decrease of 20.000 inhabitants since 2002, and a predicted decreasing trend until 2025. The structure of the population is even more interesting; 13,6% of the population is over 65, trend that will reach 17% in 2025. The average life expectancy is 71,43 years, while the active population represents 48%. This structure determines a very low unemployment rate, of only 2,3%, in comparison to the 7% national level (The Regional Development Agency for the Western Region, 2011). From an economical point of view, Timiș County is estimated to have the highest GDP of all Romanian counties in 2011, of approx. 600 millions euro, but also four times higher then the GDP of the poorest county from the Western Development Region – Caraș-Severin (The Romanian National Prognosis Comitee, 2011). From an ecological point of view, in Timiș County there has been an increase of the average temperature by 0,5°C in the last 20 years, that complicates even more the situation in the areas prone to natural hazards, especially in the areas with floods and landslides, unstable areas (situated towards East, North-East and South-East from Timișoara) and in the highly seismical area situated in the South of Timișoara (fig. 5). In the areas situated in the vicinity of villages where zootechnics was intensively developed, there

Western Region, 2011).

communitary importance

**governance** 

superpole Timișoara-Arad. The Behaviour Setting of this superpole demonstrates that the influence radius of 30 km between the Growth Pole Timișoara and the Development Pole Arad overlap near the villages Vinga and Orțișoara, which compels their cooperation (Radoslav et al., 2010b) through the creation of a logistic pole – supporting pole at middle distance between Timișoara and Arad. This is the only way to strenghten and expand the transeuropean network – with special attention paid to the reduction of travels, expansion of general interest services in the rural and peripheral areas, ecological problems, as well as to the protection of farmland. Also, transfrontalier risk management can be promoted, including the impact of climate changes, by intensifying territorial cohesion politics.

#### **2.3 The relationship between the Behavior Setting of the Western Development Region and good governance**

The next level of the study refers to the harmonization through good governance of the Behaviour Setting of the Western Development Region, Romania (the former Banat region, between 1948-1964, currently a non-administrative development unit) (fig. 4). The Western Development Region has a surface of 32.034 sqkm (13,4% of the Romania's surface), and is composed by four counties (Arad, Caraș-Severin, Hunedoara and Timiș), with 42 towns (out of which 12 are cities) and 276 communes, with a total of 318 territorial-administrative units and a large number of villages abandobed in the last 20 years. The population of the region was 1.930.458 inhabitants in 2005 (with a decrease of 14% in the last 15 years) and a density of 61,1 inhabitants/sqkm. The urbanization percentage of the region is 63,6% urban population, larger than the national average of 54,9% (The Regional Development Agency for the Western Region, 2011). From an economical point of view, the region has an

Fig. 4. The Behaviour Settings of the Growth Pole Timișoara and of the Development Pole Arad

Sustainable Development – 46 Policy and Urban Development – Tourism, Life Science, Management and Environment

superpole Timișoara-Arad. The Behaviour Setting of this superpole demonstrates that the influence radius of 30 km between the Growth Pole Timișoara and the Development Pole Arad overlap near the villages Vinga and Orțișoara, which compels their cooperation (Radoslav et al., 2010b) through the creation of a logistic pole – supporting pole at middle distance between Timișoara and Arad. This is the only way to strenghten and expand the transeuropean network – with special attention paid to the reduction of travels, expansion of general interest services in the rural and peripheral areas, ecological problems, as well as to the protection of farmland. Also, transfrontalier risk management can be promoted,

including the impact of climate changes, by intensifying territorial cohesion politics.

**2.3 The relationship between the Behavior Setting of the Western Development** 

The next level of the study refers to the harmonization through good governance of the Behaviour Setting of the Western Development Region, Romania (the former Banat region, between 1948-1964, currently a non-administrative development unit) (fig. 4). The Western Development Region has a surface of 32.034 sqkm (13,4% of the Romania's surface), and is composed by four counties (Arad, Caraș-Severin, Hunedoara and Timiș), with 42 towns (out of which 12 are cities) and 276 communes, with a total of 318 territorial-administrative units and a large number of villages abandobed in the last 20 years. The population of the region was 1.930.458 inhabitants in 2005 (with a decrease of 14% in the last 15 years) and a density of 61,1 inhabitants/sqkm. The urbanization percentage of the region is 63,6% urban population, larger than the national average of 54,9% (The Regional Development Agency for the Western Region, 2011). From an economical point of view, the region has an

Fig. 4. The Behaviour Settings of the Growth Pole Timișoara and of the Development Pole

**Region and good governance** 

Arad

estimated GDP for 2011 of approx. 1,3 billions euro (The Romanian National Prognosis Comitee, 2011), similar to most of the other eight Romanian development regions, but much less than regions with similar population from Europe. Considering the environment, the climate is temperate, continental and moderate. As a consequence of the global climate changes, between 1992-2002 a defficit of precipitation of 14,6 mm has been registred. The multiannual average temperature shows an increase of 0,5°C in the last 20 years. These phenomena have determined, in the last years, a series of storms and floodings, as well as warmer winters, with the resulting effects (The Regional Development Agency for the Western Region, 2011).

#### **2.4 The relationship between the Behavior Setting of the Timiș County and good governance**

The next level of the study refers to the harmonization through good governance of the Behaviour Setting of Timiș County. Considering the population, this Behaviour Setting had 658.837 inhabitants in 2005, with a decrease of 20.000 inhabitants since 2002, and a predicted decreasing trend until 2025. The structure of the population is even more interesting; 13,6% of the population is over 65, trend that will reach 17% in 2025. The average life expectancy is 71,43 years, while the active population represents 48%. This structure determines a very low unemployment rate, of only 2,3%, in comparison to the 7% national level (The Regional Development Agency for the Western Region, 2011). From an economical point of view, Timiș County is estimated to have the highest GDP of all Romanian counties in 2011, of approx. 600 millions euro, but also four times higher then the GDP of the poorest county from the Western Development Region – Caraș-Severin (The Romanian National Prognosis Comitee, 2011). From an ecological point of view, in Timiș County there has been an increase of the average temperature by 0,5°C in the last 20 years, that complicates even more the situation in the areas prone to natural hazards, especially in the areas with floods and landslides, unstable areas (situated towards East, North-East and South-East from Timișoara) and in the highly seismical area situated in the South of Timișoara (fig. 5). In the areas situated in the vicinity of villages where zootechnics was intensively developed, there

Fig. 5. The Behaviour Setting of Timiș County – areas with natural risks and sites of communitary importance

Sustainable Urban Development Through the Empowering of Local Communities 49

Only by strengthening the polycentric development and inovating the network of metropolitan areas through cooperation with rural and peripheral settlements, through new forms of governance, partnership between rural and urban areas and drafting regional and subregional development strategies can the Behaviour Setting of the Growth Pole Timișoara enter the European competition. At this level of our study, besides Timișoara's expansion towards the North, due to the attraction between Timișoara and Arad, there can also be noticed an expansion towards the East, near the Euroregional "Traian Vuia" Airport of Timișoara, which could become a multi-modal transportation hub that will allow for the optimization of urban logistics. In this hub the future urban train, that will cross Timișoara (and that can continue up to Arad) meets the airport, highway and possibly the high speed railway (300 km/h), which should, in this case, have a station in this point (fig. 7). By doing so, the central area of Timișoara can be freed from the existing railway barrier. The participation of the citizens from a Behaviour Setting to the decisional proccess implies their involvement in all stages of territorial and urban planning. This cannot be achieved whithout a prolonged democratical exercise, while currently in Romania this participation is only formal (an imposed requirement to the authorities by the European norms). As a consequence, in this transition stage towards a consolidated democracy, the position of our Research Group for Sustainable Territorial Development is concentrated on supporting of the citizens' rights to be informed by data transparency, involved and have access to

Fig. 6. The Behaviour Setting of the Growth Pole Timișoara

justice.

are some acute pollution problems, which imply an extension of the Growth Pole Timișoara with the exclusion of these areas. In Timiș County there also exist some protection areas. In our proposals, these areas should be amplified in order to mitigate part of the previously mentioned risks by planting a forrest belt (a green corridor).

#### **2.5 The relationship between the Behavior Setting of the Growth Pole Timișoara and good governance**

The next level of our study refers to the harmonization through good governance of the Behaviour Setting of the Growth Pole Timișoara, which is a juridical association of eight territorial administrative units around Timișoara. From the point of view of urbanization, it has been proposed a maximal growth of the built areas up to the traffic belt and afterwards only alongside the radial penetrations, in order to reduce land use and stop the uncontrolled expansion. The terrain yet unbuilt up to the traffic belt is proposed, in our studies, to be building prohibited, so that this areas become natural areas of protection. Through this act of governance, this terrain, together with the green belt, can contribute to the protection of the natural areas, landscapes, forrests, water resources, farmlands, to the promotion of the local eco-economy, as well as to the strengthening of connections between these areas and the city (fig. 6). From an environmental point of view, one of the greatest problems of the city of Timișoara is the quality of the air (The National Agency for the Protection of the Environment, 2011). The number of days in which certain areas of Timişoara are exposed to a concentration of particles in the air high above the European admitted average (PM 10, with a diameter under 10 micrometers) was 136 days in 2008. The admitted values of the pollution with the PM 10 particles is of 40 g/m3 within a year and 50 g/m3 within a day, but not more then 35 times a year. The current situation regarding the pollution in the Growth Pole of Timișoara is the result of two types of factors – interior and exterior to the city. The interior factors are caused by the investement boom, begun after the year 2000, which was based only on real estate profiteering and concentrated on the communist era industrial areas, where the buildings were demolished and the terrain kept unbuilt. Through this policy, to which the local authorities were passive, the investors hoped to obtain a constant raise in the terrain price, but after 2009, the speculative bussiness in real estate suddenly ended and, as a result, in Timișoara's city center there are now approx. 100 ha of unbuilt terrain, phenomenon that affects the quality of the air. The exterior factors take into consideration the winds that blow from the North-West (13%) and from the West (9,8%) bringing dust from the fields of Panonia. This phenomenon has been aggravated by the merging of traditional agricultural lots, which are rather long and narrow, a prerequisite of intensive agriculture, thus forming large plots in different growth stages. The green spaces ("the cities' lungs") balance temperatures and purify the air. Thus, a hectar of vegetation/forrest gives 220 kg of oxygen daily, consuming at the same time 280 kg of carbon dioxide and retaining 50% of the atmospherical dust (The National Agency for the Protection of the Environment, 2011). Following our proposals, between 2001-2009 a 100 m wide protection forrest was planted in the administrative territory of Timișoara, towards the Nort-West, occupying a surface of 50 ha. This first measure must be accompanied by a much more complex one that should concentrate on unifying the previously mentioned natural protected ares, which are situated towards North-West, by a green corridor irrespective of the auto belt (fig. 6).

Sustainable Development – 48 Policy and Urban Development – Tourism, Life Science, Management and Environment

are some acute pollution problems, which imply an extension of the Growth Pole Timișoara with the exclusion of these areas. In Timiș County there also exist some protection areas. In our proposals, these areas should be amplified in order to mitigate part of the previously

**2.5 The relationship between the Behavior Setting of the Growth Pole Timișoara and** 

The next level of our study refers to the harmonization through good governance of the Behaviour Setting of the Growth Pole Timișoara, which is a juridical association of eight territorial administrative units around Timișoara. From the point of view of urbanization, it has been proposed a maximal growth of the built areas up to the traffic belt and afterwards only alongside the radial penetrations, in order to reduce land use and stop the uncontrolled expansion. The terrain yet unbuilt up to the traffic belt is proposed, in our studies, to be building prohibited, so that this areas become natural areas of protection. Through this act of governance, this terrain, together with the green belt, can contribute to the protection of the natural areas, landscapes, forrests, water resources, farmlands, to the promotion of the local eco-economy, as well as to the strengthening of connections between these areas and the city (fig. 6). From an environmental point of view, one of the greatest problems of the city of Timișoara is the quality of the air (The National Agency for the Protection of the Environment, 2011). The number of days in which certain areas of Timişoara are exposed to a concentration of particles in the air high above the European admitted average (PM 10, with a diameter under 10 micrometers) was 136 days in 2008. The admitted values of the pollution with the PM 10 particles is of 40 g/m3 within a year and 50 g/m3 within a day, but not more then 35 times a year. The current situation regarding the pollution in the Growth Pole of Timișoara is the result of two types of factors – interior and exterior to the city. The interior factors are caused by the investement boom, begun after the year 2000, which was based only on real estate profiteering and concentrated on the communist era industrial areas, where the buildings were demolished and the terrain kept unbuilt. Through this policy, to which the local authorities were passive, the investors hoped to obtain a constant raise in the terrain price, but after 2009, the speculative bussiness in real estate suddenly ended and, as a result, in Timișoara's city center there are now approx. 100 ha of unbuilt terrain, phenomenon that affects the quality of the air. The exterior factors take into consideration the winds that blow from the North-West (13%) and from the West (9,8%) bringing dust from the fields of Panonia. This phenomenon has been aggravated by the merging of traditional agricultural lots, which are rather long and narrow, a prerequisite of intensive agriculture, thus forming large plots in different growth stages. The green spaces ("the cities' lungs") balance temperatures and purify the air. Thus, a hectar of vegetation/forrest gives 220 kg of oxygen daily, consuming at the same time 280 kg of carbon dioxide and retaining 50% of the atmospherical dust (The National Agency for the Protection of the Environment, 2011). Following our proposals, between 2001-2009 a 100 m wide protection forrest was planted in the administrative territory of Timișoara, towards the Nort-West, occupying a surface of 50 ha. This first measure must be accompanied by a much more complex one that should concentrate on unifying the previously mentioned natural protected ares, which are situated towards North-West, by a green corridor irrespective of

mentioned risks by planting a forrest belt (a green corridor).

**good governance** 

the auto belt (fig. 6).

Fig. 6. The Behaviour Setting of the Growth Pole Timișoara

Only by strengthening the polycentric development and inovating the network of metropolitan areas through cooperation with rural and peripheral settlements, through new forms of governance, partnership between rural and urban areas and drafting regional and subregional development strategies can the Behaviour Setting of the Growth Pole Timișoara enter the European competition. At this level of our study, besides Timișoara's expansion towards the North, due to the attraction between Timișoara and Arad, there can also be noticed an expansion towards the East, near the Euroregional "Traian Vuia" Airport of Timișoara, which could become a multi-modal transportation hub that will allow for the optimization of urban logistics. In this hub the future urban train, that will cross Timișoara (and that can continue up to Arad) meets the airport, highway and possibly the high speed railway (300 km/h), which should, in this case, have a station in this point (fig. 7). By doing so, the central area of Timișoara can be freed from the existing railway barrier. The participation of the citizens from a Behaviour Setting to the decisional proccess implies their involvement in all stages of territorial and urban planning. This cannot be achieved whithout a prolonged democratical exercise, while currently in Romania this participation is only formal (an imposed requirement to the authorities by the European norms). As a consequence, in this transition stage towards a consolidated democracy, the position of our Research Group for Sustainable Territorial Development is concentrated on supporting of the citizens' rights to be informed by data transparency, involved and have access to justice.

Sustainable Urban Development Through the Empowering of Local Communities 51

Fig. 8. Typology of housing units in the Behaviour Settings of the Vicinity Units of Timişoara

Fig. 9. The density of the population across the territory of the Behaviour Settings of the

City (condominium and individual housing units)

Neighbourhoods of Timișoara City

Fig. 7. The Behaviour Setting of the Growth Pole Timișoara

#### **2.6 The relationship between the Behavior Setting of Timișoara City and good governance**

The next level of our study deals with the good governance of the Behaviour Setting of Timișoara City. It has a surface of 13.003,87 ha, out of which 6870,21 ha are intravillan. The city population is 334.089 inhabitants (including 16.438 commorants, of which the majority are students), according to the 2002 census, with a decrease in population of 14% in comparison to 1990. In the residential area (2643,74 ha - 53,15% of the intravillan area), the average is 2,2 rooms/housing unit, with a density of 367,70 housing units/1.000 inhabitants. The overall density in the existing intravillan is 49,1 inhabitants/ha, while the average residential areas' density is 126,37 inhabitants/ha. The inhabitancy index is 13,1 sqm inhabitable surface/inhabitant. From the total of 122.195 housing units, 71,30% are in condominium type buildings, while 28,70% are individual housing units (fig. 8).

Hopefully, through good governance, a density of 58,22 inhabitants/ha will be reached, an aspect of whose neccesity will be further developed in our studies. This low density (fig. 9), in comparison to the densities in Europe, makes it difficult for certain facilities to survive without substantial subventions. Our study Master plan for the densification of the urban pattern in Timisoara City (Radoslav et al., 2009), presents a series of measures for each Neighbourhood, Vicinity Unit and Block, to reach a density of 25 housing units/ha in the individual housing units areas (in comparison to the existing density of 3-5 housing units/ha), and 250 housing units/ha in the condominiums areas (in comparison to the Sustainable Development – 50 Policy and Urban Development – Tourism, Life Science, Management and Environment

Fig. 7. The Behaviour Setting of the Growth Pole Timișoara

**governance** 

**2.6 The relationship between the Behavior Setting of Timișoara City and good** 

condominium type buildings, while 28,70% are individual housing units (fig. 8).

The next level of our study deals with the good governance of the Behaviour Setting of Timișoara City. It has a surface of 13.003,87 ha, out of which 6870,21 ha are intravillan. The city population is 334.089 inhabitants (including 16.438 commorants, of which the majority are students), according to the 2002 census, with a decrease in population of 14% in comparison to 1990. In the residential area (2643,74 ha - 53,15% of the intravillan area), the average is 2,2 rooms/housing unit, with a density of 367,70 housing units/1.000 inhabitants. The overall density in the existing intravillan is 49,1 inhabitants/ha, while the average residential areas' density is 126,37 inhabitants/ha. The inhabitancy index is 13,1 sqm inhabitable surface/inhabitant. From the total of 122.195 housing units, 71,30% are in

Hopefully, through good governance, a density of 58,22 inhabitants/ha will be reached, an aspect of whose neccesity will be further developed in our studies. This low density (fig. 9), in comparison to the densities in Europe, makes it difficult for certain facilities to survive without substantial subventions. Our study Master plan for the densification of the urban pattern in Timisoara City (Radoslav et al., 2009), presents a series of measures for each Neighbourhood, Vicinity Unit and Block, to reach a density of 25 housing units/ha in the individual housing units areas (in comparison to the existing density of 3-5 housing units/ha), and 250 housing units/ha in the condominiums areas (in comparison to the

Fig. 8. Typology of housing units in the Behaviour Settings of the Vicinity Units of Timişoara City (condominium and individual housing units)

Fig. 9. The density of the population across the territory of the Behaviour Settings of the Neighbourhoods of Timișoara City

Sustainable Urban Development Through the Empowering of Local Communities 53

In order to accomplish this basic need, the local administration should buy approx. 60 ha, out of which 30 ha for parks should be within the city (in the Romanian legislation, a park must have over 10.000 sqm). For the rest of the green spaces, such as a network of green squares in every Neighbourhood, 300-500 m at most from any housing unit, a series a measures should be provided at the level of each Behaviour Setting of the Neighbourhood. Another measure reffers to the realization of a major non-motorized transportation network (bycicle lanes, fig. 11) in order to reduce pollution, which is based on the philosophy of a system of radials up to the ring no. 2, connected through rings, as well as of a system of bypasses alongside the Bega Canal and the railroad, which will complete the current, not yet structured, network. All of these measures are currently in process of implementation, due

**3. The relationship between the Behaviour Settings of the subunits and good** 

The hierarchy cannot stop here because local governance (through the previously mentioned subsidiarity and procesuality principles) must reach the level of a group of inhabitants, passing through District, Neighbourhood, Vicinity Unit, Block, Group of Housing Units and the units around a Condominium Building's Staircase. From here onward, the involvement of the citizens as an active part in the decisional process must be even stronger, so that every spatial unit will become a Behaviour Setting. This implies the existence of a District Council (a consultative non-juridical entity), in every District in the city, of an association at the level of every Neighbourhood, Vicinity Unit and Block, as well as encouraging the already existing Owners' Associations (juridical entities), at the level of every Staircase of a Condominium Building. These councils and associations should have a very important role in the decisional process regarding their spatial unit, as well as in the distribution of money from the taxes cashed in by the States' Budget (in particular, the 40- 45% that form the local budget), which should be redistributed to each and every level mentioned above. Only this way can the Toledo Declaration, that supports *"an implication, a taking on tasks and a responsabilization of the factors, at multiple levels and from an integrative point of view"* be applied. Governance should now take place, on a local level, through the Decisions of the Local Council (Radoslav, 2000), which should be based on participation and support of every organization from every Behaviour Setting that is affected by that decision.

**3.1 The relationship between the Behaviour Setting of a District and good governance**  With the inscrease in size of some cities, a new unit, namely the Behaviour Setting of a District, with its own rules regarding governance, appeared in order to provide better administration. But this Behaviour Setting can be composed of very different spatial and social dimensions (in Bucharest, the capital city of Romania, it can have hundreds of thousands of inhabitants, in Timișoara – tens of thousands of inhabitants, while in Lugoj, a smaller city near Timișoara, the Behaviour Setting of a District can have a few thousands of

In Timișoara 18 such Districts Behaviour Settings function, based on the city's tradition (fig. 12). Problems become even more complicated as these districts are, most of the times, composed by more then one social community, with a certain identity, life style, human

to the pressure of the NGOs.

**governance** 

inhabitants).

existing 300 housing units/ha), by transfroming the housing units on the ground floors into service areas. The proposed measures deal with avoiding the deepening of the social polarization and of the potential risk of social fragmentation, stimulating the labour market, reduction of school dropout rates, as well as of the risk of underpriviliged districts formation in already vulnerable areas. Timișoara green areas' surfce is 510 ha, out of which parks 117,57 ha, green squares 21,58 ha and Pădurea Verde forrest 50,7 ha. 84% of this surface is actually occupied by vegetation. Even though in 2005 the green surface represented over 16 sqm/inhabitant it was poorly distributed, as the green spaces were concentrated in the city center (fig. 10). It is therefore neccessary to create a park in the South-East part of the city. Consistent with the approved national document no. 114/2007, by the end of 2010 the green surface should have reached 20 sqm/inhabitant and should reach 26 sqm/inhabitant by 2013.

Fig. 10. The current situation of the green areas and of the schools and sports facilities in the Behaviour Settings of the Neighbourhoods of Timișoara City

Fig. 11. The current situation and our proposal regarding bycicle lanes of the Behaviour Setting of Timișoara City, which benefits from the support of the population

Sustainable Development – 52 Policy and Urban Development – Tourism, Life Science, Management and Environment

existing 300 housing units/ha), by transfroming the housing units on the ground floors into service areas. The proposed measures deal with avoiding the deepening of the social polarization and of the potential risk of social fragmentation, stimulating the labour market, reduction of school dropout rates, as well as of the risk of underpriviliged districts formation in already vulnerable areas. Timișoara green areas' surfce is 510 ha, out of which parks 117,57 ha, green squares 21,58 ha and Pădurea Verde forrest 50,7 ha. 84% of this surface is actually occupied by vegetation. Even though in 2005 the green surface represented over 16 sqm/inhabitant it was poorly distributed, as the green spaces were concentrated in the city center (fig. 10). It is therefore neccessary to create a park in the South-East part of the city. Consistent with the approved national document no. 114/2007, by the end of 2010 the green surface should have reached 20 sqm/inhabitant and should

Fig. 10. The current situation of the green areas and of the schools and sports facilities in the

Fig. 11. The current situation and our proposal regarding bycicle lanes of the Behaviour

Setting of Timișoara City, which benefits from the support of the population

Behaviour Settings of the Neighbourhoods of Timișoara City

reach 26 sqm/inhabitant by 2013.

In order to accomplish this basic need, the local administration should buy approx. 60 ha, out of which 30 ha for parks should be within the city (in the Romanian legislation, a park must have over 10.000 sqm). For the rest of the green spaces, such as a network of green squares in every Neighbourhood, 300-500 m at most from any housing unit, a series a measures should be provided at the level of each Behaviour Setting of the Neighbourhood. Another measure reffers to the realization of a major non-motorized transportation network (bycicle lanes, fig. 11) in order to reduce pollution, which is based on the philosophy of a system of radials up to the ring no. 2, connected through rings, as well as of a system of bypasses alongside the Bega Canal and the railroad, which will complete the current, not yet structured, network. All of these measures are currently in process of implementation, due to the pressure of the NGOs.

#### **3. The relationship between the Behaviour Settings of the subunits and good governance**

The hierarchy cannot stop here because local governance (through the previously mentioned subsidiarity and procesuality principles) must reach the level of a group of inhabitants, passing through District, Neighbourhood, Vicinity Unit, Block, Group of Housing Units and the units around a Condominium Building's Staircase. From here onward, the involvement of the citizens as an active part in the decisional process must be even stronger, so that every spatial unit will become a Behaviour Setting. This implies the existence of a District Council (a consultative non-juridical entity), in every District in the city, of an association at the level of every Neighbourhood, Vicinity Unit and Block, as well as encouraging the already existing Owners' Associations (juridical entities), at the level of every Staircase of a Condominium Building. These councils and associations should have a very important role in the decisional process regarding their spatial unit, as well as in the distribution of money from the taxes cashed in by the States' Budget (in particular, the 40- 45% that form the local budget), which should be redistributed to each and every level mentioned above. Only this way can the Toledo Declaration, that supports *"an implication, a taking on tasks and a responsabilization of the factors, at multiple levels and from an integrative point of view"* be applied. Governance should now take place, on a local level, through the Decisions of the Local Council (Radoslav, 2000), which should be based on participation and support of every organization from every Behaviour Setting that is affected by that decision.

#### **3.1 The relationship between the Behaviour Setting of a District and good governance**

With the inscrease in size of some cities, a new unit, namely the Behaviour Setting of a District, with its own rules regarding governance, appeared in order to provide better administration. But this Behaviour Setting can be composed of very different spatial and social dimensions (in Bucharest, the capital city of Romania, it can have hundreds of thousands of inhabitants, in Timișoara – tens of thousands of inhabitants, while in Lugoj, a smaller city near Timișoara, the Behaviour Setting of a District can have a few thousands of inhabitants).

In Timișoara 18 such Districts Behaviour Settings function, based on the city's tradition (fig. 12). Problems become even more complicated as these districts are, most of the times, composed by more then one social community, with a certain identity, life style, human

Sustainable Urban Development Through the Empowering of Local Communities 55

Fig. 13. The main commercial network of the Behaviour Setting of Timișoara City

Fig. 14. The churches of the Behaviour Settings of the Districts of Timișoara City

**governance** 

allowed functions, etc.

**3.2 The relationship between the Behaviour Setting of a Neighbourhood and good** 

Our studies have introduced new levels of governance, such as the Neighbourhood, Vicinity Unit, Block or the Group of Housing Units. We have focused on the Neighbourhood, which we consider to be a Basic Spatial Unit for a Behaviour Setting, as well as on its delimitations and on the methods that allow the introduction of the needed functions, through good governance. The Neighbourhood proposed by us has a social dimension of approx. 5.000- 10.000 inhabitants (Alexander, 1977) and a physical one of approx. 350x750 m, which represents an area of approx. 7-40 ha. These Behaviour Settings have some common overall characteristics that offer them an identity, such as a landscape with similar characteristics, a representative historical evolution in a certain period of time, population with homogenous structure, similarity in the shape and areas of the lots and buildings, of occupying the terrain or a similar legislative regime of the properties, homogeneous urban rules regarding the

Fig. 12. The Behaviour Settings of the Districts of Timișoara City

behaviour and different human needs, which require specific rules. The defining characteristics of a district are its accessibility to parks (green spaces larger than 10.000 sqm), the main transportation and bycicle lanes' networks, public spaces – the major public square and the district's promenade, highschools, swimming pools, the district's health and major commercial networks and the sacred places (eclesiastical buildings and cemeteries). The catholic confession has placed its churches in the historical areas of the city, the orthodox confession has positioned its churches depending on Neighbourhoods, while the neoprotestants placed their churches depending on the Vicinity Units – fig. 14). However, these Districts are not always perfectly divided into smaller units, with identifiable social units (one such subunit could belong to two different Districts), due to the interventions which influenced their development in the communist era, and this leads to the improper functioning of the Behaviour Settings of the Districts.

One of the major dysfunctionalities of these subunits is the presence of the main traffic roads inside the Behaviour Settings. This became an even bigger problem during the last years, because of the increase in the number of autovehicles that populate the streets of Timișoara. Thus, in comparison to a total number of 239.924 autovehicles in 1997, the 2011 traffic comprised 368.248 autovehicles, which indicates an increase in traffic with more then 53% during the last 14 years (Urbanistic General Plan for Timişoara, 2011). An element that can contribute to the good governance of the Behaviour Setting of the District through a stronger involvement are the District Councils, which have a consultative character and have functioned in Timișoara since 2000, but they did not always take into consideration the point of view of the associations that represent lower subunits, influenced by that decision.

Sustainable Development – 54 Policy and Urban Development – Tourism, Life Science, Management and Environment

behaviour and different human needs, which require specific rules. The defining characteristics of a district are its accessibility to parks (green spaces larger than 10.000 sqm), the main transportation and bycicle lanes' networks, public spaces – the major public square and the district's promenade, highschools, swimming pools, the district's health and major commercial networks and the sacred places (eclesiastical buildings and cemeteries). The catholic confession has placed its churches in the historical areas of the city, the orthodox confession has positioned its churches depending on Neighbourhoods, while the neoprotestants placed their churches depending on the Vicinity Units – fig. 14). However, these Districts are not always perfectly divided into smaller units, with identifiable social units (one such subunit could belong to two different Districts), due to the interventions which influenced their development in the communist era, and this leads to the improper

One of the major dysfunctionalities of these subunits is the presence of the main traffic roads inside the Behaviour Settings. This became an even bigger problem during the last years, because of the increase in the number of autovehicles that populate the streets of Timișoara. Thus, in comparison to a total number of 239.924 autovehicles in 1997, the 2011 traffic comprised 368.248 autovehicles, which indicates an increase in traffic with more then 53% during the last 14 years (Urbanistic General Plan for Timişoara, 2011). An element that can contribute to the good governance of the Behaviour Setting of the District through a stronger involvement are the District Councils, which have a consultative character and have functioned in Timișoara since 2000, but they did not always take into consideration the point

of view of the associations that represent lower subunits, influenced by that decision.

Fig. 12. The Behaviour Settings of the Districts of Timișoara City

functioning of the Behaviour Settings of the Districts.

Fig. 13. The main commercial network of the Behaviour Setting of Timișoara City

Fig. 14. The churches of the Behaviour Settings of the Districts of Timișoara City

#### **3.2 The relationship between the Behaviour Setting of a Neighbourhood and good governance**

Our studies have introduced new levels of governance, such as the Neighbourhood, Vicinity Unit, Block or the Group of Housing Units. We have focused on the Neighbourhood, which we consider to be a Basic Spatial Unit for a Behaviour Setting, as well as on its delimitations and on the methods that allow the introduction of the needed functions, through good governance. The Neighbourhood proposed by us has a social dimension of approx. 5.000- 10.000 inhabitants (Alexander, 1977) and a physical one of approx. 350x750 m, which represents an area of approx. 7-40 ha. These Behaviour Settings have some common overall characteristics that offer them an identity, such as a landscape with similar characteristics, a representative historical evolution in a certain period of time, population with homogenous structure, similarity in the shape and areas of the lots and buildings, of occupying the terrain or a similar legislative regime of the properties, homogeneous urban rules regarding the allowed functions, etc.

Sustainable Urban Development Through the Empowering of Local Communities 57

Fig. 16. Proposal for a pedetsrian underground crossing that unites the Behaviour Settings of

Fig. 17. The public transport network and the bus stops in the Behaviour Settings of the

eventually form a green network, which should be uniform throughout the city, together with the district parks and the green riverside of the Bega Canal. Another important pattern is acces to water, that could be achieved, in the years to come, through the rehabilitation of the Bega Canal (fig. 18), thus becoming an important axis on the East-West direction. Besides this major operation, the 20 ha of water canals that exist on the outskirts of Timișoara City must also be emphasized. These proposals regarding the green and blue spaces are merely trials that sustain the closing of the metabolic urban cycles at a local level. The need to ensure an equal opportunity for education, as well as proffesional training oriented towards maket demands and inclusion leads to the conclusion that in every Neighbourhood there should be a highschool, with sports grounds and other sports facilities, situated at no more than 300-500 m from every housing unit (fig. 10), accessible without crossing a major traffic road. Our studies show that the problems regarding this pattern are not entirely solved, especially the ones concerning the sports grounds and other sports facilities. Without good governance, this situation can lead to social fragmentation and massive school dropout rates. For this level, the participation of the population is also

two Neighbourhoods in the Northern part of Timișoara City

Neighbourhoods of Timișoara City

Fig. 15. The main traffic roads network which delimit the Behaviour Settings of the Neighbourhoods of Timișoara City

The delimitations between the Neighbourhoods have been determined by major natural barriers, such as the Bega River, or by built elements, such as streets with major traffic or the railroad, that currently crosses Timişoara City's central area. Thus, major traffic is not admitted within the limits of a Neighbourhood, where the speed limit is 30 km/h. In Timisoara, over 100 such Neighbourhoods have been delimitated, out of which more than 70 have as main function residential. In these particular Neighbourhoods, bicycle and pedestrian traffic have priority. If the criteria of the population number cannot be achieved, more Neighbourhoods can be connected by under and overground pedestrian crossings (fig. 15). From our studies regarding this type of situations, we present a solution proposed for the Northern part of Timișoara City, as shown in the fig. 16. The analysis of each Neighbourhood was based on many criteria, out of which we mention a Neighbourhood's connectivity to the public transportation system, as well as the network of public stations, provided with attractive functions and activities and situated no more than 300-500 m from any housing unit (fig. 17). The study of this pattern proves that there are some peripheral Neighbourhoods that do not have access to the public transport system, because their density does not reach 25 inhabitants/ha (fig. 9), minimum prerequisite for the efficiency of public transport. This leads to the inability to support a public transport which is cheap and accessible to everybody, especially in the peripheral neighbourhoods, where it should play a key role in order to diminish the physical isolation of these neighbourhoods.

Another important pattern which we analysed for these Behaviour Settings is the access to green squares (green spaces of approx. 5.000 sqm), so that no housing unit is more than 300- 500 m from this facility. One can observe that more than 50% of the Behaviour Settings of Neighbourhoods of our city do not respect this criterion, but for this pattern, the citizens' participation in promoting it is very important (fig. 10). These green squares must Sustainable Development – 56 Policy and Urban Development – Tourism, Life Science, Management and Environment

Fig. 15. The main traffic roads network which delimit the Behaviour Settings of the

key role in order to diminish the physical isolation of these neighbourhoods.

Another important pattern which we analysed for these Behaviour Settings is the access to green squares (green spaces of approx. 5.000 sqm), so that no housing unit is more than 300- 500 m from this facility. One can observe that more than 50% of the Behaviour Settings of Neighbourhoods of our city do not respect this criterion, but for this pattern, the citizens' participation in promoting it is very important (fig. 10). These green squares must

The delimitations between the Neighbourhoods have been determined by major natural barriers, such as the Bega River, or by built elements, such as streets with major traffic or the railroad, that currently crosses Timişoara City's central area. Thus, major traffic is not admitted within the limits of a Neighbourhood, where the speed limit is 30 km/h. In Timisoara, over 100 such Neighbourhoods have been delimitated, out of which more than 70 have as main function residential. In these particular Neighbourhoods, bicycle and pedestrian traffic have priority. If the criteria of the population number cannot be achieved, more Neighbourhoods can be connected by under and overground pedestrian crossings (fig. 15). From our studies regarding this type of situations, we present a solution proposed for the Northern part of Timișoara City, as shown in the fig. 16. The analysis of each Neighbourhood was based on many criteria, out of which we mention a Neighbourhood's connectivity to the public transportation system, as well as the network of public stations, provided with attractive functions and activities and situated no more than 300-500 m from any housing unit (fig. 17). The study of this pattern proves that there are some peripheral Neighbourhoods that do not have access to the public transport system, because their density does not reach 25 inhabitants/ha (fig. 9), minimum prerequisite for the efficiency of public transport. This leads to the inability to support a public transport which is cheap and accessible to everybody, especially in the peripheral neighbourhoods, where it should play a

Neighbourhoods of Timișoara City

Fig. 16. Proposal for a pedetsrian underground crossing that unites the Behaviour Settings of two Neighbourhoods in the Northern part of Timișoara City

Fig. 17. The public transport network and the bus stops in the Behaviour Settings of the Neighbourhoods of Timișoara City

eventually form a green network, which should be uniform throughout the city, together with the district parks and the green riverside of the Bega Canal. Another important pattern is acces to water, that could be achieved, in the years to come, through the rehabilitation of the Bega Canal (fig. 18), thus becoming an important axis on the East-West direction. Besides this major operation, the 20 ha of water canals that exist on the outskirts of Timișoara City must also be emphasized. These proposals regarding the green and blue spaces are merely trials that sustain the closing of the metabolic urban cycles at a local level.

The need to ensure an equal opportunity for education, as well as proffesional training oriented towards maket demands and inclusion leads to the conclusion that in every Neighbourhood there should be a highschool, with sports grounds and other sports facilities, situated at no more than 300-500 m from every housing unit (fig. 10), accessible without crossing a major traffic road. Our studies show that the problems regarding this pattern are not entirely solved, especially the ones concerning the sports grounds and other sports facilities. Without good governance, this situation can lead to social fragmentation and massive school dropout rates. For this level, the participation of the population is also

Sustainable Urban Development Through the Empowering of Local Communities 59

Fig. 20. The public spaces network of the Behaviour Settings of the Neighbourhoods of

The disertation papers within the Master of Urbanism and Territorial Development, "Politehnica" University of Timişoara, produced 50 such proposals, out of which we present a few (fig. 21). These projects raise the attractivity of the Behaviour Setting of the Neighbourhoods, encourage inhabitants to identify with the place and the strengthening of democracy, co-existance, changes, civic progress, diversity and, last but not least, freedom, both indiviual and collective, which are key elements of the European spirit. We also mention that the studied patterns of the health network, the working community network, etc., have begun to naturally coagulate in clusters, action that must be continued through specific measures, all part of our strategies of regenerating the urban economy (fig. 19). One of the conclusions of these studies was that the Neighbourhoods that do not have a reasonable density (fig. 9) cannot sustain neither one of these functions, needed for a Behaviour Setting to function correctly, a school, sports fields, a green square, public transport, salubrity, etc., without substantial financial support from the larger whole. In Timișoara, there are some peripheral Neighbourhoods, that resulted either by the absorbtion of villages with agricultural activities over time, or by new sprawl-type developments, with a density of approx. 5-10 housing units/ha in this situation. In conclusion, these areas should urgently and compulsory go through a densification process, that should not affect the current value of the properties, nor the identity of the place (as it happened in the last few years, through insertion of multi-leveled condominium buildings in areas with a low story limit, without the neighbours consent). A second conclusion is that the Behaviour Setting of Vecinity Units in Timișoara City, together with the Behaviour Setting of every Neighbourhood, should have *"a powerful control of the available terrain and of the speculative development"* (Toledo Declaration, 2010), especially regarding lacking public facilities (green spaces, education facilities). The Master Plan for the Densification of the Urban Pattern in Timisoara (Radoslav et al., 2009) proposes the solving of these problems after having a series

Timișoara City (current situation and proposal)

Fig. 18. The riverside of the Bega Canal – current situation and proposal from disertation papers within the Master of Urbanism and Territorial Planning, coordinated by The Reseach Group for a Sustainable Territorial Development

Fig. 19. The network of education facilities, services, commerce and other public facilities in the Behaviour Setting of the traditional Fabric Neighbourhood from disertation papers within the Master of Urbanism and Territorial Planning

very important, in order to encourage the buying and afterwards the maintaining of the terrains needed for these facilities, with municipal funds and funds belonging to the Behaviour Setting of that certain Neighbourhood. Obviously the main commercial network (fig. 13), a result of the consumer society, is well represented. A very important factor in supporting the eco-products of the Growth Pole Timișoara is the creation of farmer markets in every Neighbourhood, but the local community of each Neighbourhood should provide some measures, through approved rules, that will maintain the services and commerce in the area (fig 19), which is very affected by the aggressive presence of the multi-national corporations' chains of stores. The public spaces network (Radoslav & Cosoroaba-Stanciu, 2010; fig. 20), that makes the life within a community more animanted and healthier (Gehl, 2011), is very similar to the one existing in the year 1900, when Timișoara City's population was half of what it is today.

Sustainable Development – 58 Policy and Urban Development – Tourism, Life Science, Management and Environment

Fig. 18. The riverside of the Bega Canal – current situation and proposal from disertation papers within the Master of Urbanism and Territorial Planning, coordinated by The Reseach

Fig. 19. The network of education facilities, services, commerce and other public facilities in the Behaviour Setting of the traditional Fabric Neighbourhood from disertation papers

very important, in order to encourage the buying and afterwards the maintaining of the terrains needed for these facilities, with municipal funds and funds belonging to the Behaviour Setting of that certain Neighbourhood. Obviously the main commercial network (fig. 13), a result of the consumer society, is well represented. A very important factor in supporting the eco-products of the Growth Pole Timișoara is the creation of farmer markets in every Neighbourhood, but the local community of each Neighbourhood should provide some measures, through approved rules, that will maintain the services and commerce in the area (fig 19), which is very affected by the aggressive presence of the multi-national corporations' chains of stores. The public spaces network (Radoslav & Cosoroaba-Stanciu, 2010; fig. 20), that makes the life within a community more animanted and healthier (Gehl, 2011), is very similar to the one existing in the year 1900, when Timișoara City's population

Group for a Sustainable Territorial Development

within the Master of Urbanism and Territorial Planning

was half of what it is today.

Fig. 20. The public spaces network of the Behaviour Settings of the Neighbourhoods of Timișoara City (current situation and proposal)

The disertation papers within the Master of Urbanism and Territorial Development, "Politehnica" University of Timişoara, produced 50 such proposals, out of which we present a few (fig. 21). These projects raise the attractivity of the Behaviour Setting of the Neighbourhoods, encourage inhabitants to identify with the place and the strengthening of democracy, co-existance, changes, civic progress, diversity and, last but not least, freedom, both indiviual and collective, which are key elements of the European spirit. We also mention that the studied patterns of the health network, the working community network, etc., have begun to naturally coagulate in clusters, action that must be continued through specific measures, all part of our strategies of regenerating the urban economy (fig. 19). One of the conclusions of these studies was that the Neighbourhoods that do not have a reasonable density (fig. 9) cannot sustain neither one of these functions, needed for a Behaviour Setting to function correctly, a school, sports fields, a green square, public transport, salubrity, etc., without substantial financial support from the larger whole. In Timișoara, there are some peripheral Neighbourhoods, that resulted either by the absorbtion of villages with agricultural activities over time, or by new sprawl-type developments, with a density of approx. 5-10 housing units/ha in this situation. In conclusion, these areas should urgently and compulsory go through a densification process, that should not affect the current value of the properties, nor the identity of the place (as it happened in the last few years, through insertion of multi-leveled condominium buildings in areas with a low story limit, without the neighbours consent). A second conclusion is that the Behaviour Setting of Vecinity Units in Timișoara City, together with the Behaviour Setting of every Neighbourhood, should have *"a powerful control of the available terrain and of the speculative development"* (Toledo Declaration, 2010), especially regarding lacking public facilities (green spaces, education facilities). The Master Plan for the Densification of the Urban Pattern in Timisoara (Radoslav et al., 2009) proposes the solving of these problems after having a series

Sustainable Urban Development Through the Empowering of Local Communities 61

Fig. 23. Commercial spaces, created through appartment refunctionalizing on the ground floor of condominium buildings, in the Behaviour Settings of the Vicinity Units of Timișoara City

Fig. 24. The playground network in the Behaviour Settings of the Vicinity Units of Timișoara

City and examples of such playgrounds

Fig. 22. The Behaviour Settings of the Vicinity Units of Timișoara City

of discussions with the population and only by taking into consideration the identity of the existing communities.

Fig. 21. Proposals for public spaces in the Behaviour Setting of the Neighbourhoods of Timișoara City from disertation papers within the Master of Urbanism and Territorial Planning

#### **3.3 The relationship between the Behaviour Setting of a Vicinity Unit and good governance**

The following level of the study reffers to the good governance of the Behaviour Setting of a Vicinity Unit, with a social dimension of approx. 500-1.500 inhabitants; thus, more Vicinity Units compose a Neighbourhood. In Timișoara, 248 Vicinty Units have been identified (fig. 22), for which building regulations have been established (Radoslav et al., 2009), in such a way that the identity of the place will not be destroyed and the existing value of the properties will not be diminished. These rules have been very important for the population in those areas, since it helped them get used to having access to justice, as, in their race towards profit, the developers have built, after 2005, a series of condominiums in the areas of individual housing units, often without the neighbours consent and without abiding regulations regarding the minimun distances needed for natural daylight and intimacy. The regulations regarding the allowed plot occupancy, land use and densities have been drastically ignored.

An operation that has lowered the quality of life in the Vicinity Units was the proccess of adding attics to condominium buildings in the areas with a density of over 300 housing unints/ha, which lead to even higher densities and emphasized the absence of the necessary facilities such as green spaces, kindergardens, schools, sports grounds, parking, etc. The programme presented in the Master Plan for the Densification of the Urban Pattern in Timișoara studies (Radoslav et al., 2009) was an attempt to stop these errors by establishing some rules for each Vicinity Unit that should respect the technical norms. As an example of good governance, one can observe the programme that begun in the year 2000 regarding the playgrounds for children, which is almost entirely completed (fig. 24), as well as the one concerning public water fountains, a network that is present in every Vicinity Unit (fig. 25).

Sustainable Development – 60 Policy and Urban Development – Tourism, Life Science, Management and Environment

of discussions with the population and only by taking into consideration the identity of the

Fig. 21. Proposals for public spaces in the Behaviour Setting of the Neighbourhoods of Timișoara City from disertation papers within the Master of Urbanism and Territorial

**3.3 The relationship between the Behaviour Setting of a Vicinity Unit and good** 

The following level of the study reffers to the good governance of the Behaviour Setting of a Vicinity Unit, with a social dimension of approx. 500-1.500 inhabitants; thus, more Vicinity Units compose a Neighbourhood. In Timișoara, 248 Vicinty Units have been identified (fig. 22), for which building regulations have been established (Radoslav et al., 2009), in such a way that the identity of the place will not be destroyed and the existing value of the properties will not be diminished. These rules have been very important for the population in those areas, since it helped them get used to having access to justice, as, in their race towards profit, the developers have built, after 2005, a series of condominiums in the areas of individual housing units, often without the neighbours consent and without abiding regulations regarding the minimun distances needed for natural daylight and intimacy. The regulations regarding the allowed plot occupancy, land use and densities have been

An operation that has lowered the quality of life in the Vicinity Units was the proccess of adding attics to condominium buildings in the areas with a density of over 300 housing unints/ha, which lead to even higher densities and emphasized the absence of the necessary facilities such as green spaces, kindergardens, schools, sports grounds, parking, etc. The programme presented in the Master Plan for the Densification of the Urban Pattern in Timișoara studies (Radoslav et al., 2009) was an attempt to stop these errors by establishing some rules for each Vicinity Unit that should respect the technical norms. As an example of good governance, one can observe the programme that begun in the year 2000 regarding the playgrounds for children, which is almost entirely completed (fig. 24), as well as the one concerning public water fountains, a network that is present in every Vicinity Unit

existing communities.

Planning

**governance** 

drastically ignored.

(fig. 25).

Fig. 22. The Behaviour Settings of the Vicinity Units of Timișoara City

Fig. 23. Commercial spaces, created through appartment refunctionalizing on the ground floor of condominium buildings, in the Behaviour Settings of the Vicinity Units of Timișoara City

Fig. 24. The playground network in the Behaviour Settings of the Vicinity Units of Timișoara City and examples of such playgrounds

Sustainable Urban Development Through the Empowering of Local Communities 63

Fig. 27. Modified balconies in the Behaviour Settings of the Blocks of Timișoara City

**and good governance** 

of Residential Units of Timișoara City

**3.5 The relationship between the Behaviour Setting of a Group of Residential Units** 

Fig. 28. Exterior public rooms in front of condominium buildings, modified groud floor balconies, elder in the park and improvised green areas in the Behaviour Setting of a Group

The last level of the study refers to the good governance of the Behaviour Setting of a Group of Residential Units, which is divided according to the two types of residential units, namely individual housing units and collective housing units (the units around an Apartments Building's Staircase); this Behaviour Setting has a social dimension of approx. 30-100 inhabitants. The people's discontent with condominium-type projects, focused only on economical efficiency maximization, is obvious, as are their attempts to adapt these buildings to their needs by their own means. For good governance, it is compulsory to accept the rules of organic growth (Alexander, 1977) in order to maintain the health of these Behaviour Settings, thus resulting intervention methods that should take into consideration the interests of the members of the corresponding social groups. These needs can be found in our proposals, which are approved by Decisions of the Local Council, such as the need for an exterior public room in front of a condominium building, ground floor modified balconies (fig. 28), direct access from the apartments towards the green space situated in

Fig. 25. Existing public facilities in the Behaviour Settings of the Vicinity Units of Timișoara City, public fountains and water pumps, and lacking functions (planned parking spaces)

#### **3.4 The relationship between the Behaviour Setting of a Block and good governance**

The next level of the study refers to the good governance of a Block, with a social dimension of approx. 100-500 inhabitants; several Blocks can form a Vicinity Unit, and within the limits of a Block traffic is completely forbidden. Quality of life is also determined by the acceptance of the idea that people try to give the place they live in a personality of its own (Alexander, 1977; fig. 27). Unless we offer inhabitants the facilities they need, they tend to use the public terrain according to their own rules, which prevent the area from developing harmoniously – the green areas are occupied by vehicles (fig. 25). Good governance implies rules established through Decisions of the Local Council, regarding the terrain in front of the condominium buildings, which should be provided with playgrounds, sitting areas for elders or commerce (fig. 28). For each of the 1089 of Timișoara's Blocks, there have been established some measures and rules that encourage social life preventing these Blocks from becoming underprivileged areas.

Fig. 26. The Behaviour Settings of the Blocks of Timișoara City

Sustainable Development – 62 Policy and Urban Development – Tourism, Life Science, Management and Environment

Fig. 25. Existing public facilities in the Behaviour Settings of the Vicinity Units of Timișoara City, public fountains and water pumps, and lacking functions (planned parking spaces)

**3.4 The relationship between the Behaviour Setting of a Block and good governance**  The next level of the study refers to the good governance of a Block, with a social dimension of approx. 100-500 inhabitants; several Blocks can form a Vicinity Unit, and within the limits of a Block traffic is completely forbidden. Quality of life is also determined by the acceptance of the idea that people try to give the place they live in a personality of its own (Alexander, 1977; fig. 27). Unless we offer inhabitants the facilities they need, they tend to use the public terrain according to their own rules, which prevent the area from developing harmoniously – the green areas are occupied by vehicles (fig. 25). Good governance implies rules established through Decisions of the Local Council, regarding the terrain in front of the condominium buildings, which should be provided with playgrounds, sitting areas for elders or commerce (fig. 28). For each of the 1089 of Timișoara's Blocks, there have been established some measures and rules that encourage social life preventing these Blocks from

becoming underprivileged areas.

Fig. 26. The Behaviour Settings of the Blocks of Timișoara City

Fig. 27. Modified balconies in the Behaviour Settings of the Blocks of Timișoara City

#### **3.5 The relationship between the Behaviour Setting of a Group of Residential Units and good governance**

The last level of the study refers to the good governance of the Behaviour Setting of a Group of Residential Units, which is divided according to the two types of residential units, namely individual housing units and collective housing units (the units around an Apartments Building's Staircase); this Behaviour Setting has a social dimension of approx. 30-100 inhabitants. The people's discontent with condominium-type projects, focused only on economical efficiency maximization, is obvious, as are their attempts to adapt these buildings to their needs by their own means. For good governance, it is compulsory to accept the rules of organic growth (Alexander, 1977) in order to maintain the health of these Behaviour Settings, thus resulting intervention methods that should take into consideration the interests of the members of the corresponding social groups. These needs can be found in our proposals, which are approved by Decisions of the Local Council, such as the need for an exterior public room in front of a condominium building, ground floor modified balconies (fig. 28), direct access from the apartments towards the green space situated in

Fig. 28. Exterior public rooms in front of condominium buildings, modified groud floor balconies, elder in the park and improvised green areas in the Behaviour Setting of a Group of Residential Units of Timișoara City

Sustainable Urban Development Through the Empowering of Local Communities 65

We thank: IGEAT – Institut de Gestionde l'Environnement et d'Aménagement du Territorie, Université Libre de Bruxelles, for the 2006 ESPON project 3.2. Spatial Scenarios and

The strategic grant POSDRU 107/1.5/S/77265, inside POSDRU Romania 2007-2013 co-

Alexander, C.; Ishikawa, S. & Silverstein, M. with Jacobson, M.; Fiksdahl-King, I. & Angel, S.

Alexander, C.; Hajo, N. & Artemis, A. (1987). *A New Theory of Urban Design*, Oxford

Butters, C. (2004). A Holistic Method of Evaluating Sustainability, Building and Urban

utforming.miljo.no/file\_upload/idebank%20article%20chris%20butters.pdf> Gehl, J. (2011). *Viața dintre clădiri – Utilizările spațiului public*, Editura Igloo Media, ISBN 978-

German EU Presidency & German Federal Ministry of Transport, Building and Urban

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Lang, J. (1994). *Urban Design – The American Experience,* John Wiley & Sons, ISBN 0-471-

Maslow, A. (1987) *Motivation and Personality* (3rd edition, revised by Frager, R.; Fadiman, J.; McReynold, C. & Cox, R.), Harper & Row, ISBN 978-006-041-987-5, New York Radoslav, R. (2000). *Topos comportamental – Armonizarea dintre spatial urban si comportametul* 

Radoslav, R.; Anghel, A. & Branea, A. (2009). Densification of Singular Housing

*Romania*, Tomul 54(68), Fascicola 1, (2009), pp. 37-41, ISSN 1224-6026

Neighbourhoods. *Scientific Bulletin of the "Politechnica" University of Timișoara,* 

*uman*, Editura Marineasa, ISBN 973- 9485-71-5, Timisoara

rojects/CoordinatingCrossThematicProjects/Scenarios/fr-3.2\_final-

(1977). *A Pattern Language. Towns. Buildings. Construction*, Oxford University Press,

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Affairs (BMVBS) (2007). Leipzig Charter on Sustainable European Cities, In:

<http://www.eukn.org/E\_library/Urban\_Policy/Leipzig\_Charter\_on\_Sustainable

Libre de Bruxelles (2006). ESPON project 3.2. Spatial Scenarios and orientations in relation to the ESDP and Cohesion Policy. Final Report, In: *www.espon.eu*,

<http://www.espon.eu/export/sites/default/Documents/projects/ESPON2006P

Văleanu, P.; coordinated by Radoslav, R. (2009). *inBetween*, Editura Politehnica,

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*www.eukn.org*, 13.07.2011, Available from:

ISBN 0-19-501919-9, New York

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report\_vol1.pdf>

28542-0, New York

14.07.2011, Available from:

ISBN 978-973-625-939-5, Timișoara

**5. Acknowledgement** 

**6. References** 

front of the building, diverse facades and balconies, added roofs, the thermic isolation of the facades, as well as other operations that imply exemption from local taxes.

#### **4. Conclusion**

"The urban regeneration" and "the integrated approach" require a new **"urban alliance"**, shared by all actors involved in the proccess of "building the city": the owners, the finances, the inhabitants, the public authorities, the experts, etc., at all the levels of Behaviour Setting mentioned above. This new "urban alliance" should be based on consensus and it should be legitimized by new forms of governance, in which the social networks play a very important role. The public financing for urban regeneration is the engine that attracts private funds, which should join the Public-Private Partnerships. Thus, the public budget, that consists of 40% of the taxes which remain at the disposal of the local authorities, should be further redistributed, according to the principles of subsidiarity and procesuality: 40% should remain at the disposal of the local authorities, 30% should go to Districts' authorities, 20% should go to the Neighbourhoods, while 10% should go to the Vicinity Units. Besides these, financial stimulents should be created, as well as tax exemption for private companies, thus raising the involvement of the private domain, financial agents and other urban actors in the urban regeneration. The purpose of this proposal is the strenghtening of good governance at every level, that should be directed towards **revalorification, recuperation** and **reinventing of the "existing city"**, thus optimizing the human, social, material, cultural and economic capital, which has developed throughout the history, as well as using these elements in order to build efficient, inovating, inteligent, more durable and socially integrated cities (Toledo Declaration, 2011). The spread of internet use from the early '90s has favoured the formation of a new society, which, at first sight, seems not to take into consideration spatial limits, in which the public-private relationship seems to be destroyed and which seems to anihilate the specificity of local communities. This situation has peaked at the begining of the 21st century, with the spreading, at global level, of the 2.0 web, or of the "web of social interaction". Social networks, such as Facebook, Twitter or hi5, as well as blogs occupy an increasing role in the private lives of the internet-users world over. Our opinion is that by facilitating access to information through these methods, the social networks strengthen the cooperation of the inhabitants for the satisfaction of the human needs (Maslow, 1987) in every Behaviour Setting, through the submination of the control of information at a central level. Thus, the Behaviour Settings are no longer enclosed, which makes living in them much more pleasent, according to the analysis on a Behaviour Setting of a Neighbourhood from Timișoara, coordinated by R. Radoslav (Isopescu et al., 2009) and presented at the 2009 Rotterdam Biennale of Architecture. This situation leads to a new type of public debate, both on a horizontal, as well as on a vertical level. This type of functioning is very much alike to the one in which Europe, the Euroregion, the Region, County, Growth Pole, City, District, Neighbourhood, Vicinity Unit and Block are organised in a network, as parts of a larger whole. In case good governance is not applied in time, the connections between the leaders and the citizens can be broken; this phenomenon is already present, with high intensity, in almost every European city, and especially in the Romanian ones. Our developing studies are currently concentrating on the qualitative evaluation (with total, partial or zero satisfaction) regarding a variety of patterns reffering to the human scale.

#### **5. Acknowledgement**

Sustainable Development – 64 Policy and Urban Development – Tourism, Life Science, Management and Environment

front of the building, diverse facades and balconies, added roofs, the thermic isolation of the

"The urban regeneration" and "the integrated approach" require a new **"urban alliance"**, shared by all actors involved in the proccess of "building the city": the owners, the finances, the inhabitants, the public authorities, the experts, etc., at all the levels of Behaviour Setting mentioned above. This new "urban alliance" should be based on consensus and it should be legitimized by new forms of governance, in which the social networks play a very important role. The public financing for urban regeneration is the engine that attracts private funds, which should join the Public-Private Partnerships. Thus, the public budget, that consists of 40% of the taxes which remain at the disposal of the local authorities, should be further redistributed, according to the principles of subsidiarity and procesuality: 40% should remain at the disposal of the local authorities, 30% should go to Districts' authorities, 20% should go to the Neighbourhoods, while 10% should go to the Vicinity Units. Besides these, financial stimulents should be created, as well as tax exemption for private companies, thus raising the involvement of the private domain, financial agents and other urban actors in the urban regeneration. The purpose of this proposal is the strenghtening of good governance at every level, that should be directed towards **revalorification, recuperation** and **reinventing of the "existing city"**, thus optimizing the human, social, material, cultural and economic capital, which has developed throughout the history, as well as using these elements in order to build efficient, inovating, inteligent, more durable and socially integrated cities (Toledo Declaration, 2011). The spread of internet use from the early '90s has favoured the formation of a new society, which, at first sight, seems not to take into consideration spatial limits, in which the public-private relationship seems to be destroyed and which seems to anihilate the specificity of local communities. This situation has peaked at the begining of the 21st century, with the spreading, at global level, of the 2.0 web, or of the "web of social interaction". Social networks, such as Facebook, Twitter or hi5, as well as blogs occupy an increasing role in the private lives of the internet-users world over. Our opinion is that by facilitating access to information through these methods, the social networks strengthen the cooperation of the inhabitants for the satisfaction of the human needs (Maslow, 1987) in every Behaviour Setting, through the submination of the control of information at a central level. Thus, the Behaviour Settings are no longer enclosed, which makes living in them much more pleasent, according to the analysis on a Behaviour Setting of a Neighbourhood from Timișoara, coordinated by R. Radoslav (Isopescu et al., 2009) and presented at the 2009 Rotterdam Biennale of Architecture. This situation leads to a new type of public debate, both on a horizontal, as well as on a vertical level. This type of functioning is very much alike to the one in which Europe, the Euroregion, the Region, County, Growth Pole, City, District, Neighbourhood, Vicinity Unit and Block are organised in a network, as parts of a larger whole. In case good governance is not applied in time, the connections between the leaders and the citizens can be broken; this phenomenon is already present, with high intensity, in almost every European city, and especially in the Romanian ones. Our developing studies are currently concentrating on the qualitative evaluation (with total, partial or zero

facades, as well as other operations that imply exemption from local taxes.

satisfaction) regarding a variety of patterns reffering to the human scale.

**4. Conclusion** 

We thank: IGEAT – Institut de Gestionde l'Environnement et d'Aménagement du Territorie, Université Libre de Bruxelles, for the 2006 ESPON project 3.2. Spatial Scenarios and orientations in relation to the ESDP and Cohesion Policy (Final Report)

The strategic grant POSDRU 107/1.5/S/77265, inside POSDRU Romania 2007-2013 cofinanced by the European Social Fund – Investing in People.

#### **6. References**


<http://www.universell-

utforming.miljo.no/file\_upload/idebank%20article%20chris%20butters.pdf>


<http://www.espon.eu/export/sites/default/Documents/projects/ESPON2006P rojects/CoordinatingCrossThematicProjects/Scenarios/fr-3.2\_finalreport\_vol1.pdf>


**4** 

*USA* 

**Sustainable Urban Design and** 

Theresa Glanz, Yunwoo Nam and Zhenghong Tang

Urban development within the United States has not remained stagnant as evident by the development patterns that have evolved over time. When urban development was beginning in the United States there was a mix of land-uses which were necessary due to the limited transportation options available at the beginning of the twentieth century and before. Sustainability was related to self-preservation and was partially focused on the ability to get to the needed destination which was accomplished through use of one of the following available transportation modes; horse, trolley, train, and/or walking. A close proximity to the frequented locations was highly desirable due to the limited range of these transportation modes. However, as the evolution of the automobile occurred and became more attainable by households, urban development began a transformation that would help push housing away from the city center and away from desired destinations such as places of employment, shopping, and school. By the mid 1900s, the private automobile was becoming the primary mode of transportation for households and cities would begin tailoring infrastructure to accommodate the increasing numbers of automobiles in use. Sustainability during the height of suburban neighborhood development has been related to personal space preservation and has had little to do with public transportation,

For middle income families in the United States this reliance on the automobile coupled with living in the suburbs would not become a major financial hardship until the beginning of the twenty-first century when fuel prices would dramatically increase in a short period of time. Based on the U.S. Energy Information Administration website prior to the beginning of the 2005 hurricane season (which runs June through November of each year) the average monthly retail prices for gasoline in the United States Midwest region were consistently below \$2.00 per gallon. Beginning with the 2005 hurricane season, fuel prices would progressively increase until the average Midwest retail price reached a monthly average high of \$3.99 per gallon in June 2008 (other regions were higher such as the western state of California where fuel prices averaged \$4.48 per gallon). Based on the Bureau of Labor Statistics Consumer Expenditure Survey the annual cost of gasoline and motor oil expenditures would rise 69.9% between the years 2004 and 2008; during this same time period the median household income in the United States would remain stagnate. Had the "ideal" suburban home and the need to own a car to commute to and from the suburbs

**1. Introduction** 

environmental preservation, and household finances.

become a unsustainable reality for many households?

**Walkable Neighborhoods** 

*University of Nebraska-Lincoln* 


<http://www.adrvest.ro/index.php?page=domain&did=47&maindomain=yes>

