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The unequal distribution of economic activities, transposed in economic, social and territorial disparities is the general characteristic of the European economy. Gaps increased in the context of European Union (EU) enlargement towards Eastern and Central Europe and of the economic crisis, thus bringing new differentiations among member states’ economies. The main aim of the chapter is to emphasise the centre-periphery differentiations in the European economy, by using a composite index of peripherality, in order to better understand the determinants of growth and convergence in Central and Eastern European countries and to reach normative conclusions for increasing Cohesion Policy (CP) effectiveness. The first part of the chapter provides a short overview of the main theories and models of the peripherality analysis and the relationships between the centre and the periphery, in order to find out how this analysis relates to the research in the field. The second part provides a comparative analysis of the evolution of European economies during 2003–2014, in order to find out whether the EU enlargement process stabilised the EU core-periphery pattern or, on the contrary, the process of core-periphery structural convergence occurred. The third part includes the suggested model of analysis (methodology, data, and main results) from a multidisciplinary perspective, underlining the centre-periphery differentiations on the two axes, North–South and West–East. The results have been interpreted in conclusions, with a focus on their relevance for the European CP challenges.

The Spain–Portugal Cross-Border Cooperation Program launched the “Espomar” project in 2017, with the aim of designing a sustainable and transboundary maritime transport system in the Gulf of Cádiz, which includes the Spanish provinces of Cádiz (its Atlantic coast) and Huelva, together with the Portuguese region of the Algarve. This chapter limits the scope to the Algarve-Huelva connection and the resident population demand. The findings suggest a maritime connection defined and marketed as part of leisure activities. The demand for potential tourism packages created around boat trips appears to be promising. The sun beach, gastronomy wine and culture landscape vectors are the main attractors.

The Polish–Slovak borderland is a mountainous area with extraordinary natural conditions for tourism development. The main aim of this chapter is to analyze theoretical aspects of a relationship between transport and tourism and to assess selected changes in cross-border transport that have influenced tourism in Polish–Slovak tourism regions. We have tried to answer the questions on changes in transport infrastructure (based on the analysis of the cross-border projects) and public transport (based on the analysis of timetables of the cross-border public transport connections) in the borderland during the last 30 years and to answer the question whether these changes are in accordance with the sustainable development goals. The Polish–Slovak border is seen as a barrier to transport. The increasing cross-border movement of people and goods through Polish–Slovak border after 1989 required the opening of new border crossings and the construction of new cross-border transport infrastructure. Investments to the road infrastructure have led to using of individual automobile transport. Public transport is currently of marginal importance in cross-border transport. The three cross-border rail lines are in poor technical condition, and plans for their modernization are uncertain. Bus transport has been limited on two tourist-oriented lines in the central part of the borderland. In terms of the structure of the use of means of transport, therefore, no change in trends should be expected and most of the incoming people will continue to cross the Polish–Slovak border by their own means of communication. What is worrying, in the future, in the absence of modernization of the railway infrastructure and no organizational measures, there will be a further decline in the importance of public transport in relation to individual road transport.

Departing from an ideal interpretation of the collaborative governance approach, the authors analyse the integrative and collaborative capacities of project-based regional development actions in spatially diverse city regions in Finland. Scrutinizing the relevance of collaborative ideals and their institutional prerequisites becomes all the more salient given the strong emphasis on collaborative approaches to regional diversities throughout Europe. The results show that the integrative potentials are related to specific types of areas. They also call the facilitating capacities of politico-administrative institutions into question. The results are interpreted in terms of an institutional duality that strongly corresponds to the public-private divide.

The Ruhr region is a long-term showcase for the implementation of nature-based solutions (NBS) as part of regional and local development policies. With the implementation of the Emscher Landscape Park and the ecological renewal of the Emscher River System, a fundament for new and integrated strategies and projects was created. The Ruhr Region was inspired by the models, strategies, and discussions of the EU to test and implement ES, NBS, and GI in the last 10 years. The planners were also following the two competing national discussions in Germany to interpret GI more in the context of sustainable urban development or more as nature protection and biodiversity. In 2016, the Ruhr Region published a first own GI strategy named Green Infrastructure Ruhr, which was designed as an integrated and multi-level strategy with five operative fields of action for the whole region: (1) Urban Landscape, (2) Water in the City, (3) Green Urbanism, (4) Climate-friendly Mobility, and (5) Climate Protection and supporting Energy Efficiency. The conceptional and political discussions about this approach in the region are still going on. The author recommends changing the perception of NBS from green conceptual and academic perspective to operative policy and management. NBS can be developed as real urban infrastructures. Our societies are well trained to run, to finance, and to maintain various infrastructure systems. It is time to take operative responsibility for NBS in our cities and regions.