4. Co-operation for spatial development in the BSR of VASAB with other organisations

Based on the recognition that spatial development is carried out by numerous other actors, VASAB had always maintained close contact with these, at national and at transnational levels. The action plan of 1996 highlighted this approach calling for a new phase of more intensive collaboration:

4.1 Co-operation with transport sector institutions

VASAB Task:
Cooperate with Ministers of Transport to carry out Territorial Impact Assessments for its prioritised corridor sections, and to promote maritime transport

These tasks have been discussed above in the context of VASAB-initiated transport sector related projects.

Co-operation with Transport sector institutions Conclusions

This co-operation is not yet as close as would be required.

  • Spatial development considerations and territorial impact assessment are still not considered to the desirable extent when plans are prepared for transport infrastructure network improvements.
  • Joint approaches to promote maritime transport need further dialogue and operationalisation.

4.2 Co-operation with Ministries for Regional Development

VASAB Task:
Cooperate with Ministries for Regional Development to promote sustainable spatial planning concepts

This task was fulfilled under the responsibility of each CSD/ BSR member. The discussion on concepts for sustainable spatial development was promoted on numerous occasions. It is ongoing, with active participation of CSD/BSR members and VASAB Secretariat.

4.3 Co-operation with CEMAT

VASAB Task:
Cooperate with CEMAT to promote involvement of CEEC in European-level spatial planning

In the process to prepare 'Guiding principles for sustainable spatial development on the European Continent' of CEMAT, presented at the Hanover Conference in September 2000, VASAB ideas have been widely introduced. CEEC representatives members of CSD/BSR took actively part in these discussions.

The VASAB co-operation was highlighted by CEMAT as an example of co-operation between EU and non-EU countries towards the implementation of its guiding principles.

4.4 Co-operation with Baltic21

VASAB Task:
Contribute to an Agenda 21 for the BSR ("Baltic 21")

Baltic21 is a pan-Baltic initiative officially launched by Ministers of Environment in Oct. 1996 in Saltsjöbaden, Sweden35 . The purpose of Baltic21 is to suggest and to initiate action in the BSR which promotes sustainable development (for a discussion of the concept of sustainable development see chapter I-3).

In their back-to-back 4th Ministerial Conference (Stockholm, Oct. 1996), BSR Ministers responsible for spatial planning and development decided to closely collaborate with BALTIC21.

This co-operation has become one of the most important tasks of VASAB in the years to follow the Stockholm 4th Ministerial Conference.

Baltic21 has been organised along sectoral working groups (agriculture, energy, fisheries, forestry, industry, tourism, transport), bound together through cross-sectoral 'joint actions'36.

VASAB representatives participated in Baltic21 sector meetings. In accordance with the focus of the Rio Declaration (1992)37 , sector groups concentrated on the environmental dimension of sustainable development. VASAB saw its role particularly (a) to promote a cross-sector perspective and (b) to consider the spatial dimension in Baltic21 sector proposals38 .

The latter was supported by two VASAB reports "Spatial Planning for Sustainable Development in the BSR"39 and "Spatial Impacts of Baltic 21 Goals and Actions"40 .

Specific 'spatial planning actions' were included into the Baltic21 Action Plan.

Co-operation with BALTIC 21 Conclusions

This co-operation is essential for VASAB. It has promoted the concept of cross-sectorality as a condition for sustainability.

But this co-operation is only at its beginning. As the operationalisation of Baltic21 action proceeds, the issue of territorial impact assessment will gain significance, and needs for cross-sector harmonisation (and revision) of measures will become apparent. It is at this stage that VASAB participation will become even more necessary.

The balancing task across environmental, social and economic goals has not been completed. With environmental considerations having matured it is now the time to address this issue of comprehensive sustainable development.

Resource scarcity has made VASAB participation in the ambitious Baltic21 initiative difficult. Various Baltic21 sector recommendations could not be discussed in sufficient depth due to this limitation.

The expectations from Baltic21 as regards VASAB inputs will be growing, and this can only be met by making corresponding manpower resources available.

  • VASAB action:
    Strengthen cross-sectorality in Baltic 21

    A specific study was mandated by VASAB on the spatial impacts of Baltic21. Most actions proposed by the sector groups, indeed have spatial impacts in terms of land use, competitiveness and specialisation of locations, functionality of the urban system and rural-urban relationships

    As the conditions for implementation of Baltic21 recommendations depend very much on local circumstances, their assessment requires to make them very concrete. Thus, no full identification of conflicts, and no recommendations for action streamlining could be given.

    At various sector group and SOG meetings, VASAB was given the opportunity to put forward the issue of cross-sector sustainable development.

    One of the foci was transport planning, where HELCOM and Baltic21 presented recommendations in their report "Transport Sector Investment Decision-Making in the Baltic Sea Region" 41. On a VASAB proposal, the introduction of Territorial Impact Assessment forms part of these recommendations.

    Work on this transport sector report proved useful to add to the traditional routines of transport infrastructure planning. But further discussion is required to make these recommendations a sustainable development concept across different goals. In such a concept, regional development aspects need to be elaborated, as well as the issue of compromise in cases of conflicting goals.

    When discussing transport infrastructure attention must be paid to the accessibility from rural areas to urban centres. Urban transport shall be discussed in the light of rural-urban relationships.

    Another topic where VASAB contributed with cross-sector considerations and helped to achieve local participation was integrated coastal zone management (see below).

    As regards other sector recommendations, VASAB resources were not enough to embark on detailed discussions.

    Baltic21 recommendations on agriculture may improve the environment. But they will not necessarily bring about sustainable (i.e. also socio-economic) development. To take arable land out of production has an impact on landscapes and socio-economic living conditions. This may affect rural tourism and rural urbanisation. The viability of rural towns/ service centres needs to be considered as important element in rural development. In conclusion, a wider approach for rural regional development will be required.

    Actions proposed by Baltic21 for the industry sector have an impact on lo-cal economies and should therefore be analysed through regional impact as-sessments. This, again, can only be done once the actions are specified as to their location.

    Dramatic structural changes in Baltic Sea fisheries affect small fisher towns. They must develop alternative economic bases. These must be part of a sustainable local and regional development concept.

    This is also valid for forestry devel-opment, as some regions depend heavily on this sector.

    To conclude, in all cases valuable concepts suggested by Baltic21 need to be complemented by social and economic considerations, including their spatial dimension.

    On this basis a balancing process needs to be initiated to identify sustainable development patterns.

  • VASAB 'spatial planning actions' within Baltic21:
    Further development of integrated coastal zone management

    The 'Common recommendations for spatial planning of the coastal zone in the Baltic Sea Region', prepared by VASAB and adopted at the Stockholm Ministerial Conference in 1996 were a first step towards integrated coastal zone management.

    It was left to the discretion of each country to implement these recommendations. Having not received statutory planning character, the planning principles remained at the level of recommendations. They fertilised discussions among planners. But their impact on local planning was limited.

    VASAB contributed to the discussion of wider approaches for ICZM in the framework of HELCOM pilot projects for sensitive coastal zones. VASAB's main effort was to secure cross-sectorality and to achieve strong participation from local and regional planning institutions.

    VASAB still sees the need to expand ICZM beyond sensitive natural areas in coastal zones (as lagoons and wetlands), to make it part of statutory spatial planning at these levels, and to make it a part of comprehensive (sustainable) development planning to balance environmental, social and economic goals.