JOURNAL OF ENVIRONMENTAL GEOGRAPHY Journal of Environmental Geography 11 (1–2), 27–36. DOI: 10.2478/jengeo-2018-0004 ISSN: 2060-467X ASSESSMENT OF LANDSCAPE CONFLICTS IN MOTORWAY PLANNING, NE HUNGARY Szilvia Mészáros*, Attila Gergely, Zsuzsanna Illyés Department of Landscape Protection and Reclamation, Szent István University, Villányi út 29-43, H-1118 Budapest, Hungary *Corresponding author, email: [email protected] Research article, received 11 March 2018, accepted 25 April 2018 Abstract Field surveys are essential in the Hungarian motorway planning process so that it would be possible to assess their impacts on the landscape, since the available databases are insufficient in respect of listing all the valuable elements of the landscape. The aims of the research are to analyse the impacts of the planned M30 Motorway (located in north-eastern Hungary) on the landscape, to enumerate the cultural and natural valuable elements of the landscape near and within the area to be expropriated, to explore the possibilities of their protection and to outline the possible land use conflicts likely to arise after the implementation of the motorway. The main sources used for the research were: landscape, green space management and environmental protection studies made for the modification of the affected settlements’ urban plans, field surveys alongside the entire track, and existing environmental databases. In the case of M30 motorway, the chosen corridor was mostly acceptable in the sections where the motorway track leads along the track of the existing Main Road 3, because it is fitted to an existing linear artificial landscape element, it is basically on the border of two natural micro- regions and can also fit into the existing land use structure. Nevertheless, it is not considered to be the best choice in places where it separates vineyards from vine cellars, where it is located within 50 meters from residential areas or where it passes through small plot vineyards or horticultural areas instead of the arable lands of the nearby plain. Keywords: European Landscape Convention, landscape protection, land use conflicts, planned motorway, ecological barriers Nowadays technical limitations of road INTRODUCTION constructions have almost disappeared; roads can be led In accordance with the European Landscape Convention – along completely new tracks almost everywhere in the ratified by Hungary in 2007 – the landscape “is an area, as landscape, without being adapted to the terrain or the perceived by people, whose character is the result of the hydrographic conditions. Due to the rise of speed limit action and interaction of natural and/or human factors”. The and increase of traffic, the geometry of the road must be preamble states that the landscape “contributes to the adapted to strict technical standards in order to ensure formation of local cultures and that it is a basic component of road safety (Gulyas, 2006; Aarts and Schagen, 2006) the European natural and cultural heritage”, it is “an resulting in a greater intervention in the landscape: e.g. a important part of the quality of life for people everywhere” 13 m wide two-lane road is less safe than a 16 m wide and “landscape is a key element of individual and social well- road (2+1 lanes) with a road separation cable barrier in being and that its protection, management and planning the case of huge traffic load (Bergh et al., 2016). entail rights and responsibilities for everyone”. Thus, as a Moreover, in the case of a motorway the crown width is result of the above mentioned citations, landscape policy has much wider (even 26.6 m as in the case of the M30 to be integrated into any other policies – like transport Motorway) and road safety depends e.g. on the width of planning – directly or indirectly impacting the landscape. the emergency lanes or the central median barrier (Bergh Road development has been a necessary task all et al., 2016; Bramaister, 1999) making the motorway through mankind’s history (Rostovtzeff, 1926), but wider. So the environmental impacts of road development nowadays these road development demands have can be more significant because of the greater intervention increased due to the rapid progress of motorization (Jones, in the landscape than they were before the construction of 2008). The establishment of transport connections and the motorways. provision of the existing connections’ usability are in the A new road line and its connecting facilities (e.g. whole society’s interest, since road transportation has a lot drainage ditch, petrol station, rainwater reservoir, new of positive socio-economic effects as well, like increasing utility lines or just a temporary land use change which can employment (by mobilizing manpower), aiding be caused by the construction works) result in direct land underdeveloped areas to catch up, strengthening urban- use changes and land use structure changes; nevertheless, rural links (Merriman, 2012). Besides these aspects, road indirect land use changes often also occur as a result of projects also have several negative environmental impacts better regional accessibility after the development of the on the landscape, which are highlighted in the research. transport links (Eiter and Potthoff, 2016; Yuchu et al., 28 Mészáros et al. (2018) 2016). In addition to the direct land use changes, the related ecological research on the fragmentation of Hungarian land uses are limited by the buffer areas of the roads. natural micro-regions made it clear that the most important (Possible uses are regulated by Gov. Decree No. 253 of ecological barriers are to be found in valleys, in small 1997 in Hungary. It is forbidden to plan built-up areas mountain pools, near Lake Balaton and near Budapest except for industrial areas along the motorways in a 250 m (Csorba, 2005). Another negative ecological impact can be wide area each side.) Roads not only ensure good the rapid spread of invasive plant species in the disturbed accessibility and connection between settlements, but can surfaces – which endangers the naturalness of valuable also be functional barriers for local people (Hawbaker et al., habitats (Hulme, 2009). Moreover, negative ecological 2006). Furthermore, land use changes can result from the impacts can be caused by the disruption of local modified hydrological (or other abiotic) conditions which hydrological conditions, pollution of local watercourses by might be caused by the construction of road subgrade – e.g. road run off, effects of road lightning or noise, effects of air disappearance of edaphic forest communities, like pollution from vehicle emissions or disturbance during marshland forests (Fi, 2000). Besides, valuable land use can construction (Byron et al., 2000). In spite of the numerous be endangered by road projects too, like historical land use negative impacts, areas along the road track are habitats structure (Ihse, 1995), traditional land uses (Antrop, 2005), too, where protected species can subsist, e.g. orchids in the unique landscape elements, characteristic plantings – like a roadside or amphibians in drainage facilities (Puky, 1999). line of trees with a special silhouette or a striking visual In Hungary, most of the road development projects appearance, and a clump of trees, which can act as are financed by the European Union through the Integrated landmarks – alongside the road or forests (Liu et al., 2014; Transport Development Operational Programme in the Gurrutxaga et al., 2011). period between 2014 and 2020. Altogether a HUF 1,040 The visibility of the roads and their connecting billion EU fund is allocated, approx. 30.5% of which serves facilities mainly depends on the category of the road (need for road development goals (Integrated Transport of earthworks), the relief, the vegetation and the surrounding Development Operational Programme, 2014-2020). One of buildings, but the perception of visual quality is an the road projects to be financed by this Operational interaction between people and their environment Programme is the planned M30 Motorway between (Transportation Research Board of the National Academies, Miskolc and Tornyosnémeti, which is our study area. In 2013). Visual impacts cannot be defined without accordance with Annex 2 of Gov. Decision No. 1247 of interviewing the stakeholders (or without determining 2016 this project is one of the national priority projects. The frequented viewpoints). Visual changes occur due to the motorway is currently under construction and is planned to appearance of huge road embankments, bridges, noise put into operation in 2021 (based on the website of the walls; or the changes of the vegetation (e.g. disappearing of National Infrastructure Development Corporation). The characteristic alleys). Hungarian planning practice lacks M30 Motorway is part of the Trans-European Transport methodology for quantifying or qualifying these visual Network (TEN-T), namely „Via Carpathia”, between impacts, but there are some good international examples to Klaipeda–Thessaloniki. be adopted (The Landscape Institute with the Institute of The main aims of the research are to investigate the Environmental Management and Assessment, 2002; impacts of the planned M30 Motorway on the landscape, to Transportation Research Board of the National Academies, assess the possible impacts on the valuable cultural and 2013). The landscape character assessment could also be a natural elements of the landscape, to explore the great basis for the road projects’ visual impact assessments