the positive and negative impacts of law on development.
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Studies about the expansion of transport networks usually also focus on negative impacts. The significance of positive changes varies, since (for example in the case of public road infrastructure) a less significant road may also bring about measurable results, whereas at times the positive changes expected of a new motorway section fail to occur (e.g. during a recession). The problem which occurs most frequently as a negative impact of infrastructure development is when motorway constructions which are designed to develop underdeveloped, peripheral regions actually enhance the negative ‘draining’ effects of the cities they are connected to. On handing over a new section of road, expenditures (e.g. on shopping or commuting) may increase the incomes of more distant regions instead of local ones. Capital-rich companies may become closer to individuals in time and may thus exploit the resources of the areas explored, thereby further increasing territorial differences.
Literature also mentions a phenomenon called the ‘tunnel effect’ which can occur in the attraction zones of motorways. This describes a situation when clearly definable, positive economic and social changes are generally created but negative impacts are felt on areas further away. There may be no proven increase in economic performance in this case, but with the appearance of development-related effects in a regionally concentrated manner, relevant regions may be disadvantaged (Erdősi, 2000).
The most significant modern negative impact is the environmental impact resulting from the increasing public road traffic of networks (i.e. the supply side). Growing noise and air pollution may reduce the living area and resort value of settlements evoking a change of attitudes in people to a smaller or greater extent. Environmental protection measures have a growing emphasis in transport plans. Among these plans the White Papers of the European Union especially stress the importance of sustainable transport. Since the Maastricht Treaty all community documents have placed a growing emphasis on the protection of the environment. European Union policy therefore calls for an increase in the number of railways and combined transportation options as opposed to public roads. Newly-built roads generate greater traffic, thereby enhancing the number of public road users. Yet the development of railway performance will not become significant even if the level of quality is improved, while the current low performance of modes of water and air transportation means they will not be a competitive alternative to public road transport and transportation.
According to Vickerman (1991) one further negative impact is that better accessibility conditions resulting from the expansion of networks generate higher levels of competitiveness, which will make regional monopolies lose their markets. With a growing demand for mobility, this may become a real danger, putting the monopolies concerned in a difficult position. However, this problem will have to be further investigated to identify impacts on competitiveness.
In order to avoid or reduce negative effects, the most important principle is that (following the German approach) large scale infrastructure investments are worth being implemented when traffic conditions clearly support them. Building bicycle paths and their service infrastructure may play an important role in improving transport connections between settlements and developing regions that are lagging behind (if for example there is no chance that bigger road construction investment will happen due to low levels of traffic). The development of bike paths proves to be favourable from both an environmental and a tourist point of view and they also improve the accessibility of settlements for which a longer internal or external road cannot be constructed due to a lack of resources (Glatz, 2000; Gáspár, 2003).
Literature also mentions a phenomenon called the ‘tunnel effect’ which can occur in the attraction zones of motorways. This describes a situation when clearly definable, positive economic and social changes are generally created but negative impacts are felt on areas further away. There may be no proven increase in economic performance in this case, but with the appearance of development-related effects in a regionally concentrated manner, relevant regions may be disadvantaged (Erdősi, 2000).
The most significant modern negative impact is the environmental impact resulting from the increasing public road traffic of networks (i.e. the supply side). Growing noise and air pollution may reduce the living area and resort value of settlements evoking a change of attitudes in people to a smaller or greater extent. Environmental protection measures have a growing emphasis in transport plans. Among these plans the White Papers of the European Union especially stress the importance of sustainable transport. Since the Maastricht Treaty all community documents have placed a growing emphasis on the protection of the environment. European Union policy therefore calls for an increase in the number of railways and combined transportation options as opposed to public roads. Newly-built roads generate greater traffic, thereby enhancing the number of public road users. Yet the development of railway performance will not become significant even if the level of quality is improved, while the current low performance of modes of water and air transportation means they will not be a competitive alternative to public road transport and transportation.
According to Vickerman (1991) one further negative impact is that better accessibility conditions resulting from the expansion of networks generate higher levels of competitiveness, which will make regional monopolies lose their markets. With a growing demand for mobility, this may become a real danger, putting the monopolies concerned in a difficult position. However, this problem will have to be further investigated to identify impacts on competitiveness.
In order to avoid or reduce negative effects, the most important principle is that (following the German approach) large scale infrastructure investments are worth being implemented when traffic conditions clearly support them. Building bicycle paths and their service infrastructure may play an important role in improving transport connections between settlements and developing regions that are lagging behind (if for example there is no chance that bigger road construction investment will happen due to low levels of traffic). The development of bike paths proves to be favourable from both an environmental and a tourist point of view and they also improve the accessibility of settlements for which a longer internal or external road cannot be constructed due to a lack of resources (Glatz, 2000; Gáspár, 2003).
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