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The effects of the EU Cohesion Policy are debated, and while some studies find positive effects, others point to negative effects. Many of the methodological approaches that have so far been used to measure the EU Cohesion Policy are simple benchmarking exercises, focusing on a few indicators covering a short time period. Other evaluations are fragmented, qualitative in nature, and narrow in scope. This paper aims at analysing the EU Cohesion Policy and its impact for the period 2006–2016. We construct a Territorial Cohesion Development Index with target posts in order to analyse the impact at a NUTS2 level. The findings indicate that bigger cities and highly urbanised regions in Central Europe benefited the most from the policy, while non-core and peripheral regions fell further behind. ; published version ; peerReviewed

The effects of the EU Cohesion Policy are debated, and while some studies find positive effects, others point to negative effects. Many of the methodological approaches that have so far been used to measure the EU Cohesion Policy are simple benchmarking exercises, focusing on a few indicators covering a short time period. Other evaluations are fragmented, qualitative in nature, and narrow in scope. This paper aims at analysing the EU Cohesion Policy and its impact for the period 2006–2016. We construct a Territorial Cohesion Development Index with target posts in order to analyse the impact at a NUTS2 level. The findings indicate that bigger cities and highly urbanised regions in Central Europe benefited the most from the policy, while non-core and peripheral regions fell further behind. ; info:eu-repo/semantics/publishedVersion

To what extent territorial cohesion is achieved or not, due to the EU Cohesion Policy, national regional policies, or globalization forces, is debated. This paper aims at discussing territorial cohesion at a NUTS 3 level in Denmark, Finland, Norway and Sweden for 2007 and 2017 by using the Territorial Cohesion Development Index. The findings indicate a) that bigger cities and highly urbanized regions in Denmark, Finland and Sweden perform very well in the Territorial Cohesion Development Index, while non-core and peripheral regions fell further behind; and b) all Norwegian regions and the Åland Islands have high scores in the Territorial Cohesion Development Index. The findings indicate a need to resuscitate the national regional policies in Denmark, Finland and Sweden to counteract the increasing gap between the capital region and the rest of the regions. ; info:eu-repo/semantics/publishedVersion

Cet article jette un éclairage sur les mutations spatiales récentes de l'agglomération de Lisbonne. L'attention est portée sur la relative explosion urbaine qui s'est traduite par deux grandes catégories de formes urbaines, puis sur les tensions spatiales spécifiques au cas lisboète. Enfin est abordé le système de régulation urbaine, résultat du processus démocratique post-1974 et dont la marge de manoeuvre est limitée par une conjoncture défavorable à l'aménagement. ; This paper sheds a light on recent spatial changes in the Metropolitan Area of Lisbon. We focus on the relative urban explosion that has induced two main categories of urban forms. Then, specific spatial tensions are highlighted. Finally, the urban regulation system is examined : it is the result of the post-1974 democratic process and its room for manoeuvre is limited by the current crisis context, which can be seen as a harmful determinant for urban and regional planning. ; info:eu-repo/semantics/publishedVersion

Transport has been studied as gender neutral, as transportation services or infrastructures are considered to benefit all, men and women, evenly (Kunieda and Gauthier, 2007). However, surveys and statistical evidence reveals that the transport consumption between men and women is often gender blinded or gender biased. Until recently we knew little about gender differentiation in transport consumption in Portugal; as the EU gender policies develop, a deep effort is being made by Portuguese government to know more about gender mobility patterns1. This paper explores the statistical groundings on the transportation sector on gender inequalities in Portugal, and develops the discussion of the role that transport plays in the experience of men and women in daily mobility. It finally seeks to highlight possible gender transportation policy for future development. The overall research methodology was based on a review of the literature and in the analysis of national statistics on mobility concerning commuting displacement, separate by sex, by mode of transport and by travel time. After a brief review on the issue context, we present the main achievements of the research on the gender dimensions of transport in Portugal and demonstrate that women: 1) tend to take shorter trips, use more the public transport system and a have an additional complex trip chain, and 2) tend to use less the private car than men in daily use, revealing a more fragile condition concerning accessibility and mobility, in an urban form more and more shaped by the use of the car. The paper concludes that formal policy analysis in this domain should always be informed by gendered approaches as they demonstrate substantial differences among women and man's patterns of mobility. Thus the effort to introduce the gender perspective into transport policy in Portugal is urgently required. ; info:eu-repo/semantics/publishedVersion

There is quite common understanding of the importance of provision of Social Services of General Interest (SSGI) in the European states. The Charter of Fundamental Rights of the EU and several other official documents like green paper and white paper nevertheless guarantee every EU citizen access to and availability of SSGI. Nevertheless, when it comes to share responsibility over the delivery, finance and territorial organization of various SSGI, the approaches and practices within the European states highly differ and reflect in some way the functioning of the welfare states. Taking public service obligation as a starting point does not automatically imply to regard SSGI production and finance a solely public affair. Rather, this is mostly done in some way of public-private governance and investment arrangements, depending on the concrete SSGI and the societal, political choice upon it. The aim of this contribution is to show a systematic analysis of how European states (the EU27 member states, the EES-countries Norway and Switzerland, and the EU accession states Croatia and Iceland) cope with the organization of selected Social Services of General Interest out of the fields of education, care, health, labour market, social housing and social transfer schemes. Compared to Services of General Economic Interest (SGEI) like energy, telecommunication and transport, that are widely under the umbrella of European Single Market and therefore subject to international liberalization and privatization, SSGI will allow a clearer picture of European diversity as their politico-territorial organization and public-private finance are still matters of the member states. The results will be based on multivariate statistical analysis, fed from a standardized expert questionnaire. Our aim is to detect similarities and differences of the various national approaches to come to a typology of SSGI organization for Europe. Putting an emphasis on the comparative aspects of the study, conclusions on the organizational and financial effectiveness of the different types will be drawn and an outlook on future politico-territorial organization and public-private finance will be given. Acknowledgement This contribution has been financed by the ESPON applied research project 2013/1/16 Indicators and Perspectives for Services of General Interest in Territorial Cohesion and Development as part of Activity 5 (typologies). The economic support from ESPON is gratefully acknowledged. The content in this paper does not necessarily reflect the opinion of the ESPON Monitoring Committee.

AbstractThis paper applies the image of a Roman atrium to disclosure of CSR activities on company websites, through an examination of the website content of 19 large companies operating in Portugal.The analysis reveals a CSR discourse targeting stakeholders. What is stated is carefully chosen in order to mitigate potential reactions from offended stakeholders, these coming mostly from those areas where their negative impact could be more visible.We conclude that comparison with Roman atria can be made to the extent that (a) websites allow companies to suggest positive images about themselves, (b) their openness forces companies to adopt bi‐focal messages where the target does not always coincide with the message's subject and (c) their visibility and accessibility induce companies to take a position on external events and to seek greater alignment between disclosure and action. Copyright © 2006 John Wiley & Sons, Ltd and ERP Environment.

It is commonly understood across Europe that the provision of Social Services of General Interest (SSGI) is important. Several official documents guarantee every EU citizen access to, and the availability of, SSGI. Nevertheless, when it comes to producing, financing, administrating and territorially organising SSGI, the approaches and practices used across the various European states differ significantly while often mirroring the functioning of the social welfare and national administrative planning systems that prevail on the ground. The purpose of this paper is to present a systematic analysis of how European states (the EU 27 plus Croatia and the EFTA countries of Iceland, Norway and Switzerland) cope with the organisation of SSGI in the fields of education, care, labour market, social housing and insurance schemes. Outlining the similarities and differences of the various national approaches leads to the creation of a European typology of SSGI organisation. This typology will then be compared to existing typologies and classifications of social welfare and spatial planning systems. ; info:eu-repo/semantics/publishedVersion

Access to health care is a sensitive issue in low population density territories, as these areas tend to have a lower level of service provision. One dimension of access is accessibility. This paper focuses on measuring the accessibility to urgent and emergency care services in the Portuguese region of Baixo Alentejo, a territory characterized by low population density. Data for the calculation of accessibility is the road network, and the methodology considers the application of a two-level network analyst method: time-distance by own mean (car or taxi) to the urgent care services and the time distance to emergency services as a way to get assistance and to go to urgent care services. While urgent care accessibility meets the requirements stipulated in the Integrated Medical Emergency System's current legislative framework, the simulation of different scenarios of potential accessibility shows intra-regional disparities. Some territories have a low level of accessibility. Older adults, the poorly educated, and low-income population, also have the lowest levels of accessibility, which translates into dually disadvantageous situation since the potential users of emergency services are most likely to belong to this group of citizens. ; Em territórios de baixa densidade populacional, o acesso aos cuidados de saúde é uma questão delicada, pois essas áreas tendem a ter um nível mais baixo de prestação de serviços. Uma dimensão do acesso é a medição da acessibilidade. Este artigo tem como propósito medir a acessibilidade aos serviços de urgência e aos meios de emergência médica na região portuguesa do Baixo Alentejo, território caracterizado por uma baixa densidade populacional. A metodologia considera o método network analyst aplicado à rede viária, em dois níveis: o cálculo da distância-tempo aos serviços de urgência usando modo próprio (carro ou táxi); e o cálculo da distância-tempo recorrendo aos meios de socorro e emergência como forma de aceder aos serviços de urgência. Embora se considere que a acessibilidade ...

Urban mobility plays an important role in addressing urban livability. The complexification and dispersion of travel due to the improvement of transport and the multiplication of our daily living places underline the relevance of multilevel territorial planning, recognizing that the knowledge of local differences is essential for more effective urban policies. This paper aims (1) to comprehend conceptually how urban mobility contributes to the urban livability from the local to metropolitan level and (2) to assess the previous relation toward a livable metropolis based on the readily available statistics for the Lisbon Metropolitan Area. Hence, a triangulation between conceptual, political/operative, and quantitative/monitoring approaches is required. The methodology follows four steps: (1) literature review focusing on the quantification of urban mobility within the urban livability approach; (2) data collection from the Portuguese statistics system; (3) data analysis and results, using principal component analysis (PCA) followed by cluster analysis (CA); (4) discussion and conclusions. In Portugal, although it is implicit, consistency is evident between the premises of recent urban mobility policies and respective planning instruments, such as the Sustainable Urban Mobility Plans (SUMP), and the premises of urban livability as an urban movement. Focusing on the national statistics system, the available indicators that meet our quality criteria are scarce and represent a reduced number of domains. Even so, they allow identifying intra-metropolitan differences in the Lisbon Metropolitan Area (LMA) that could support multilevel planning instruments. The results identified five principal components related to commuting at the local and intermunicipal level, including car use as well as social and environmental externalities, and they reorganized the 18 LMA municipalities into eight groups, clearly isolating Lisbon, the capital, from the others. The identification of sensitive territories and respective problems ...

Urban mobility plays an important role in addressing urban livability. The complexification and dispersion of travel due to the improvement of transport and the multiplication of our daily living places underline the relevance of multilevel territorial planning, recognizing that the knowledge of local differences is essential for more effective urban policies. This paper aims (1) to comprehend conceptually how urban mobility contributes to the urban livability from the local to metropolitan level and (2) to assess the previous relation toward a livable metropolis based on the readily available statistics for the Lisbon Metropolitan Area. Hence, a triangulation between conceptual, political/operative, and quantitative/monitoring approaches is required. The methodology follows four steps: (1) literature review focusing on the quantification of urban mobility within the urban livability approach; (2) data collection from the Portuguese statistics system; (3) data analysis and results, using principal component analysis (PCA) followed by cluster analysis (CA); (4) discussion and conclusions. In Portugal, although it is implicit, consistency is evident between the premises of recent urban mobility policies and respective planning instruments, such as the Sustainable Urban Mobility Plans (SUMP), and the premises of urban livability as an urban movement. Focusing on the national statistics system, the available indicators that meet our quality criteria are scarce and represent a reduced number of domains. Even so, they allow identifying intra-metropolitan differences in the Lisbon Metropolitan Area (LMA) that could support multilevel planning instruments. The results identified five principal components related to commuting at the local and intermunicipal level, including car use as well as social and environmental externalities, and they reorganized the 18 LMA municipalities into eight groups, clearly isolating Lisbon, the capital, from the others. The identification of sensitive territories and respective problems ...