Transport Geography Papers of Polish Geographical Society is a peer-reviewed, open-access, interdisciplinary scientific journal which mainly publishes research in the field of transport geography.
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Description
Transport Geography Papers of Polish Geographical Society is a peer-reviewed, open-access, interdisciplinary scientific journal which mainly publishes research in the field of transport geography. Editors also accept studies in the field of sciences related to socio-economic geography which meet the thematic scope of the journal, and thus in particular concern the spatial dimension of the functioning of transport, mobility, and transport accessibility. Articles published in the journal can be theoretical, conceptual or empirical in nature, and cover a variety of spatial scales, from the local to the international one.
The journal covers following main thematic issues:
ISSN: 1426-5915
eISSN: 2543-859X
MNiSW points: 70
UIC ID: 490933
DOI: 10.4467/2543859XPKG
Editorial team
Affiliation
The University of Gdańsk Press
Publication date: 2023
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 5-8
Martyna Sydorów, Beata Chmiel, Sandra Żukowska
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 9-21
https://doi.org/10.4467/2543859XPKG.23.001.17398Arkadiusz Kołoś, Łukasz Fiedeń, Jakub Taczanowski, Adam R. Parol, Krzysztof Gwosdz, Robert Guzik, Jakub Łodziński
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 22-39
https://doi.org/10.4467/2543859XPKG.23.002.17399Transport activities are a significant factor in environmental pollution, especially in cities. Therefore, measures aimed at electrification of public transport are particularly important. The aim of the paper is to present the origins, status and development dynamics of electromobility in Polish cities, especially the second generation of electromobility, i.e. vehicles that do not require continuous connection to the energy source. In practice the second-generation electric vehicles can be identified with battery-powered vehicles, hydrogen and hybrid vehicles. The study was prepared on the basis of an analysis of literature, industry documents or development strategies. In addition, a database of information on zero- and low-emission vehicles in public transport (i.e. electric and hybrid buses) was compiled to analyse the phenomenon. The study shows that the implementation of electromobility in Poland has already emerged from the initial phase. The possibilities for developing battery technology vary in cities of different sizes. In 2021 in Poland, the share of low-emission buses in the public transport fleet was several times higher than that of electric vehicles among passenger vehicles. It is most likely that the Polish road to electromobility leads primarily through public transport. The following factors influencing the development of electromobility were identified: these were primarily EU and Polish legislation and regulations, the presence of manufacturers of rolling stock and electrotechnical equipment, and – at the local scale – organisational, economic and social issues.
On the Road to A Fare-Free Public Transport Policy: A Case Study of The Wroclaw Anarchist Federation
Daniel Štraub
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 40-51
https://doi.org/10.4467/2543859XPKG.23.003.17400“Climate Alarm”, a position of Wroclaw public authorities, is an official recognition of issues linked to global climate changes highlighting the position of urban transport development on the sustainable development agenda. Wroclaw Anarchists Federation (WAF) has entered the debate over the further trajectory of the city by proposing the fare-free public transport policy (FFPT) as an instrument supporting the new path presented with the “Climate Alarm.” As the FFPT is being implemented for various reasons, this study uses the content and discourse analyses to explore not only the framing of the FFPT campaign but also how the call for FFPT adoption is set in motion. The WAF sees the FFPT as sustainable transport innovation, and their campaign is suitable for explaining the ecological and social rationale of the FFPT. However, it is not enough to shift the public discourse and mobilize public authorities to consider the FFPT as an option.
Krzysztof Grzelec, Katarzyna Hebel, Romanika Okraszewska, Olgierd Wyszomirski
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 52-68
https://doi.org/10.4467/2543859XPKG.23.004.17401This paper aims to assess changes in mobility and modal shift caused by COVID-19 travel restrictions among the residents of Gdańsk Bay Metropolis (Poland). Measurement’s moments were assumed in periods differing in the level of restrictions. The computer-assisted telephone interview (CATI) was carried out in November and December 2020. The results did not confirm the expected modal shift. However, significant changes in the number of trips between periods were observed. Restrictions in the first period of the pandemic resulted in a greater decrease in mobility than the restrictions at the end of the year. Moreover, significant associations were found between transport behaviour and place of residence. Nevertheless, possible negative changes in the modal split after the pandemic ends should be counteracted by improving the quality of public transport services. As the most important attributes of public transport attracting passengers after the pandemic respondents recognized: high frequency of vehicles, low cost of travel, not overcrowded vehicles. However, some residents declared they will not use public transport regardless of service improvements. Consequently, to meet the objectives of sustainable mobility policy, it can be necessary to increase the share in the modal split of other sustainable modes of travel.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 69-87
https://doi.org/10.4467/2543859XPKG.23.005.17402The issue of processes concerning Polish state Motor Transport Company PKS enterprises has been of interest to the author of the article for many years, and he focused in particular on the ownership transformation that affected them. The commercialization, privatization and communalization of these entities has actually come to an end. In recent years, however, another phenomenon related to them has intensified – the growing number of companies that have terminated the service of scheduled passenger transport. To a large extent, this applied to those in which foreign investors participated in the privatization. This was particularly visible in 2016-2019, when a total of as many as 37 PKS’s resigned from servicing scheduled services. This aroused legitimate concern not only from the society, but also from the decision-makers governing the country. Limiting the offer of non-urban public public transport, including primarily PKS companies, has led to a discussion on the growing problem of transport based social exclusion. An attempt to respond to this phenomenon was the establishment of the Bus Transport Development Fund in 2019, the funds of which were intended to stop the collapse of, above all, the former state-owned PKS enterprises, but also other carriers. Unfortunately, the pandemic caused by the COVID-19 virus has left its mark, especially on suburban bus lines, periodically cutting off entire districts from public transport services. At the same time, it had a strong impact on the financial condition of bus carriers. Even the increase in funding for transport, unfortunately, did not end the complete withdrawal of subsequent PKS companies from serving scheduled routes – from the beginning of 2020 to the end of August 2022, eight more entities left the market, and the next ones intended to do so in the same year. Unfortunately, the recent increase in fossil fuel prices and staff shortages may contribute to the deepening of the described processes.
Jakub Majewski
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 88-98
https://doi.org/10.4467/2543859XPKG.23.006.17403Using the example of links between a group of cities acting as regional capitals in Poland and bordering foreign regions, the article presents the differences between the infrastructure links and the transport offer available in rail transport. The analysis of individual relations allows for a comparison of potential and actual travel possibilities. The first part of the study describes the research method and sources used, and includes an analysis of the infrastructure potential and the actual transport offer. The second part presents a structured overview of the parameters of connections made between provincial cities and the capitals of neighbouring countries and foreign regions. The third part presents an assessment and description of the degree of utilisation of the infrastructure potential. The whole is concluded by a summary, indicating the low quality, in many cases unjustified by external conditions, of international railway connections of Polish regions.
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 5-8
Martyna Sydorów, Beata Chmiel, Sandra Żukowska
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 9-21
https://doi.org/10.4467/2543859XPKG.23.001.17398Arkadiusz Kołoś, Łukasz Fiedeń, Jakub Taczanowski, Adam R. Parol, Krzysztof Gwosdz, Robert Guzik, Jakub Łodziński
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 22-39
https://doi.org/10.4467/2543859XPKG.23.002.17399Transport activities are a significant factor in environmental pollution, especially in cities. Therefore, measures aimed at electrification of public transport are particularly important. The aim of the paper is to present the origins, status and development dynamics of electromobility in Polish cities, especially the second generation of electromobility, i.e. vehicles that do not require continuous connection to the energy source. In practice the second-generation electric vehicles can be identified with battery-powered vehicles, hydrogen and hybrid vehicles. The study was prepared on the basis of an analysis of literature, industry documents or development strategies. In addition, a database of information on zero- and low-emission vehicles in public transport (i.e. electric and hybrid buses) was compiled to analyse the phenomenon. The study shows that the implementation of electromobility in Poland has already emerged from the initial phase. The possibilities for developing battery technology vary in cities of different sizes. In 2021 in Poland, the share of low-emission buses in the public transport fleet was several times higher than that of electric vehicles among passenger vehicles. It is most likely that the Polish road to electromobility leads primarily through public transport. The following factors influencing the development of electromobility were identified: these were primarily EU and Polish legislation and regulations, the presence of manufacturers of rolling stock and electrotechnical equipment, and – at the local scale – organisational, economic and social issues.
On the Road to A Fare-Free Public Transport Policy: A Case Study of The Wroclaw Anarchist Federation
Daniel Štraub
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 40-51
https://doi.org/10.4467/2543859XPKG.23.003.17400“Climate Alarm”, a position of Wroclaw public authorities, is an official recognition of issues linked to global climate changes highlighting the position of urban transport development on the sustainable development agenda. Wroclaw Anarchists Federation (WAF) has entered the debate over the further trajectory of the city by proposing the fare-free public transport policy (FFPT) as an instrument supporting the new path presented with the “Climate Alarm.” As the FFPT is being implemented for various reasons, this study uses the content and discourse analyses to explore not only the framing of the FFPT campaign but also how the call for FFPT adoption is set in motion. The WAF sees the FFPT as sustainable transport innovation, and their campaign is suitable for explaining the ecological and social rationale of the FFPT. However, it is not enough to shift the public discourse and mobilize public authorities to consider the FFPT as an option.
Krzysztof Grzelec, Katarzyna Hebel, Romanika Okraszewska, Olgierd Wyszomirski
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 52-68
https://doi.org/10.4467/2543859XPKG.23.004.17401This paper aims to assess changes in mobility and modal shift caused by COVID-19 travel restrictions among the residents of Gdańsk Bay Metropolis (Poland). Measurement’s moments were assumed in periods differing in the level of restrictions. The computer-assisted telephone interview (CATI) was carried out in November and December 2020. The results did not confirm the expected modal shift. However, significant changes in the number of trips between periods were observed. Restrictions in the first period of the pandemic resulted in a greater decrease in mobility than the restrictions at the end of the year. Moreover, significant associations were found between transport behaviour and place of residence. Nevertheless, possible negative changes in the modal split after the pandemic ends should be counteracted by improving the quality of public transport services. As the most important attributes of public transport attracting passengers after the pandemic respondents recognized: high frequency of vehicles, low cost of travel, not overcrowded vehicles. However, some residents declared they will not use public transport regardless of service improvements. Consequently, to meet the objectives of sustainable mobility policy, it can be necessary to increase the share in the modal split of other sustainable modes of travel.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 69-87
https://doi.org/10.4467/2543859XPKG.23.005.17402The issue of processes concerning Polish state Motor Transport Company PKS enterprises has been of interest to the author of the article for many years, and he focused in particular on the ownership transformation that affected them. The commercialization, privatization and communalization of these entities has actually come to an end. In recent years, however, another phenomenon related to them has intensified – the growing number of companies that have terminated the service of scheduled passenger transport. To a large extent, this applied to those in which foreign investors participated in the privatization. This was particularly visible in 2016-2019, when a total of as many as 37 PKS’s resigned from servicing scheduled services. This aroused legitimate concern not only from the society, but also from the decision-makers governing the country. Limiting the offer of non-urban public public transport, including primarily PKS companies, has led to a discussion on the growing problem of transport based social exclusion. An attempt to respond to this phenomenon was the establishment of the Bus Transport Development Fund in 2019, the funds of which were intended to stop the collapse of, above all, the former state-owned PKS enterprises, but also other carriers. Unfortunately, the pandemic caused by the COVID-19 virus has left its mark, especially on suburban bus lines, periodically cutting off entire districts from public transport services. At the same time, it had a strong impact on the financial condition of bus carriers. Even the increase in funding for transport, unfortunately, did not end the complete withdrawal of subsequent PKS companies from serving scheduled routes – from the beginning of 2020 to the end of August 2022, eight more entities left the market, and the next ones intended to do so in the same year. Unfortunately, the recent increase in fossil fuel prices and staff shortages may contribute to the deepening of the described processes.
Jakub Majewski
Transport Geography Papers of Polish Geographical Society, 26 (1), 2023, pp. 88-98
https://doi.org/10.4467/2543859XPKG.23.006.17403Using the example of links between a group of cities acting as regional capitals in Poland and bordering foreign regions, the article presents the differences between the infrastructure links and the transport offer available in rail transport. The analysis of individual relations allows for a comparison of potential and actual travel possibilities. The first part of the study describes the research method and sources used, and includes an analysis of the infrastructure potential and the actual transport offer. The second part presents a structured overview of the parameters of connections made between provincial cities and the capitals of neighbouring countries and foreign regions. The third part presents an assessment and description of the degree of utilisation of the infrastructure potential. The whole is concluded by a summary, indicating the low quality, in many cases unjustified by external conditions, of international railway connections of Polish regions.
Publication date: 2022
Michał Kowalski, Szymon Wiśniewski, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 5-6
Urszula Motowidlak
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 7-25
https://doi.org/10.4467/2543859XPKG.22.018.17142The article concerns the analysis of trends and policies supporting the development of zero-emission mobility, in accordance with the assumptions of the European Green Deal. The aim of the study is to identify and assess the essential factors determining the level of sustainability of the electromobility system in relation to individual car transport in the European Union. he article reviews strategies for the development of climate-neutral mobility as outlined in strategic documents, the European Green Deal and the “Fit for 55” package. The current state of development of the electric vehicle market and charging infrastructure is shown, which implies a number of challenges in the pursuit of emission-free mobility. A review of the literature on the subject and the results of the expert analysis confirmed the importance of national and regional policies in the uptake of electric vehicles. Taking active measures to increase the level of sustainability of the electromobility system should first focus on the further development of charging infrastructure, the creation of an EV battery value chain and the uptake of cars. The main expectations for the development of electromobility are to reduce CO2 emissions, reduce dependence on the supply of fossil fuels, increase the competitiveness and innovation of the economy, and reduce the social costs generated by transportation.
Stanisław Mordwa
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 26-39
https://doi.org/10.4467/2543859XPKG.22.019.17143Iryna Manczak, Natalia Muniak, Kamil Pawłowski
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 40-47
https://doi.org/10.4467/2543859XPKG.22.020.17144Public transport services are an example of important category for the implementation of key activities by the local community. These services enable the movement of residents and guests visiting destinations and provide access to city elements of the settlement. The aim of the article is to identify the reasons for using public transport services in Cracow in the group of respondents. Selected characteristics of public transport are outlined on the basis of an analysis of the published literature. Particular attention was paid to the offer of Cracow’s public transport. The study presents the results of surveys conducted by an online diagnostic survey among users of the surveyed services. The aim of the research was to identify the reasons why the respondents use Cracow’s public transport services are: the lack of a car, a travel allowance and an attractive connection network turned out to be a group of key reasons for using the analyzed services. The results indicate the need to continuously improve the level of functioning of Cracow’s public transport by: information about vehicle delays, improving the operation of ticket vending machines, and by providing a regular number of conn.
Joanna Górniak
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 48-58
https://doi.org/10.4467/2543859XPKG.22.021.17145Nowadays, technical and technological development is subject to many new concepts and challenges, such as sustainable development, smart city and electromobility. In order to improve the flow of people through cities, it is necessary to skillfully implement various types of solutions and tools. The article presents the essence and importance of information in urban transport. The considerations focus mainly on selected mobile applications, which are designed to provide travelers with information about traveling by public transport in Poland. Various classifications distinguishing information mobile applications in urban transport have been presented. The empirical part of the article presents the division into two groups of these tools, namely applications whose main functionality is the possibility of purchasing a ticket and planning the route. In the comparative analysis of mobile information applications in urban transport, parameters such as geographical coverage, payment, the need to log in and additional functionalities were taken into account.
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 59-73
https://doi.org/10.4467/2543859XPKG.22.022.17146Urban transport in countries of East-Central Europe, including the Czech Republic, Poland and Slovakia, played an important role in the residents’ daily mobility. The underdevelopment of individual motorisation contributed to the lasting significant role of public transport. Due to the operating characteristics of electric vehicles, as well as emerging fuel crises, electric public transport played a key role, especially in large cities. Differences in the development of economies in the electrotechnical segment influenced the structure of public transport in the analysed countries. The higher level of development of the Czechoslovak transport sector contributed to a greater share of trams and trolleybuses in total transport. Despite many development plans in Poland, the process of developing traditional means of electric transport slowed down with the political change in 1989. The situation was slightly different in the Czech Republic and Slovakia, where, despite financial difficulties, the development of tramway and trolleybus networks continued. Modernisation of public transport began after joining the European Union. Technological development has led to the emergence of a new means of transport –electric buses. The apparent ease of putting them into service revolutionised the situation in Poland, thus popularising electric transport. The situation was different in the Czech Republic and Slovakia, where the main focus was on the development of tramway and trolleybus transport. The article reconstructs the development of urban electric transport after 1989 in the analysed countries and identifies factors that differentiate contemporary transport development policies in the Czech Republic, Poland and Slovakia.
Łukasz Lechowski
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 74-93
https://doi.org/10.4467/2543859XPKG.22.023.17147In spatial accessibility studies based on market areas, such as floating catchment area (FCA) family methods, it is crucial to identify the point to which weights are assigned, both on the demand and supply side. Bearing in mind that it is not always possible to work on disaggregated data, the aim of this paper was to investigate which method of determining a point, minimises bias in the estimation of walking accessibility. The research used the G2SFCA method, introduced by Dai, which has been employed several times to model walking accessibility. Results clearly show that point location methods for area units, based on disaggregating data to buildings, perform better at the scale of statistical districts or cadastral precincts, compared to those based on the centrally weighted mean. They also show that positional measures such as the Euclidean centrally weighted median can improve the results of analyses in units that are heterogeneous in terms of settlement network pattern.
Mariusz Lamprecht
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 94-105
https://doi.org/10.4467/2543859XPKG.22.024.17148The article contains the results of the analysis on the distribution of economic activities in modern Łódź conducted with the use of space syntax tools. The study encompassed selected street sections in the broadly-understood city centre (in total, approx. 30 km of streets, with more than 1300 recorded business locations). The analysis conducted has shown that the observed density of business activities in Łódź is connected to the spatial arrangement of the global street network integration. The configuration of the Łódź plan is a statistically important factor that influences the spatial patterns of economic activities. Depending on the location within the layout, individual street sections provide various conditions for the development of business activities, therefore they have varying significance to the shaping of the internal, economic image of the city area.
Michał Kowalski, Szymon Wiśniewski, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 5-6
Urszula Motowidlak
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 7-25
https://doi.org/10.4467/2543859XPKG.22.018.17142The article concerns the analysis of trends and policies supporting the development of zero-emission mobility, in accordance with the assumptions of the European Green Deal. The aim of the study is to identify and assess the essential factors determining the level of sustainability of the electromobility system in relation to individual car transport in the European Union. he article reviews strategies for the development of climate-neutral mobility as outlined in strategic documents, the European Green Deal and the “Fit for 55” package. The current state of development of the electric vehicle market and charging infrastructure is shown, which implies a number of challenges in the pursuit of emission-free mobility. A review of the literature on the subject and the results of the expert analysis confirmed the importance of national and regional policies in the uptake of electric vehicles. Taking active measures to increase the level of sustainability of the electromobility system should first focus on the further development of charging infrastructure, the creation of an EV battery value chain and the uptake of cars. The main expectations for the development of electromobility are to reduce CO2 emissions, reduce dependence on the supply of fossil fuels, increase the competitiveness and innovation of the economy, and reduce the social costs generated by transportation.
Stanisław Mordwa
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 26-39
https://doi.org/10.4467/2543859XPKG.22.019.17143Iryna Manczak, Natalia Muniak, Kamil Pawłowski
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 40-47
https://doi.org/10.4467/2543859XPKG.22.020.17144Public transport services are an example of important category for the implementation of key activities by the local community. These services enable the movement of residents and guests visiting destinations and provide access to city elements of the settlement. The aim of the article is to identify the reasons for using public transport services in Cracow in the group of respondents. Selected characteristics of public transport are outlined on the basis of an analysis of the published literature. Particular attention was paid to the offer of Cracow’s public transport. The study presents the results of surveys conducted by an online diagnostic survey among users of the surveyed services. The aim of the research was to identify the reasons why the respondents use Cracow’s public transport services are: the lack of a car, a travel allowance and an attractive connection network turned out to be a group of key reasons for using the analyzed services. The results indicate the need to continuously improve the level of functioning of Cracow’s public transport by: information about vehicle delays, improving the operation of ticket vending machines, and by providing a regular number of conn.
Joanna Górniak
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 48-58
https://doi.org/10.4467/2543859XPKG.22.021.17145Nowadays, technical and technological development is subject to many new concepts and challenges, such as sustainable development, smart city and electromobility. In order to improve the flow of people through cities, it is necessary to skillfully implement various types of solutions and tools. The article presents the essence and importance of information in urban transport. The considerations focus mainly on selected mobile applications, which are designed to provide travelers with information about traveling by public transport in Poland. Various classifications distinguishing information mobile applications in urban transport have been presented. The empirical part of the article presents the division into two groups of these tools, namely applications whose main functionality is the possibility of purchasing a ticket and planning the route. In the comparative analysis of mobile information applications in urban transport, parameters such as geographical coverage, payment, the need to log in and additional functionalities were taken into account.
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 59-73
https://doi.org/10.4467/2543859XPKG.22.022.17146Urban transport in countries of East-Central Europe, including the Czech Republic, Poland and Slovakia, played an important role in the residents’ daily mobility. The underdevelopment of individual motorisation contributed to the lasting significant role of public transport. Due to the operating characteristics of electric vehicles, as well as emerging fuel crises, electric public transport played a key role, especially in large cities. Differences in the development of economies in the electrotechnical segment influenced the structure of public transport in the analysed countries. The higher level of development of the Czechoslovak transport sector contributed to a greater share of trams and trolleybuses in total transport. Despite many development plans in Poland, the process of developing traditional means of electric transport slowed down with the political change in 1989. The situation was slightly different in the Czech Republic and Slovakia, where, despite financial difficulties, the development of tramway and trolleybus networks continued. Modernisation of public transport began after joining the European Union. Technological development has led to the emergence of a new means of transport –electric buses. The apparent ease of putting them into service revolutionised the situation in Poland, thus popularising electric transport. The situation was different in the Czech Republic and Slovakia, where the main focus was on the development of tramway and trolleybus transport. The article reconstructs the development of urban electric transport after 1989 in the analysed countries and identifies factors that differentiate contemporary transport development policies in the Czech Republic, Poland and Slovakia.
Łukasz Lechowski
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 74-93
https://doi.org/10.4467/2543859XPKG.22.023.17147In spatial accessibility studies based on market areas, such as floating catchment area (FCA) family methods, it is crucial to identify the point to which weights are assigned, both on the demand and supply side. Bearing in mind that it is not always possible to work on disaggregated data, the aim of this paper was to investigate which method of determining a point, minimises bias in the estimation of walking accessibility. The research used the G2SFCA method, introduced by Dai, which has been employed several times to model walking accessibility. Results clearly show that point location methods for area units, based on disaggregating data to buildings, perform better at the scale of statistical districts or cadastral precincts, compared to those based on the centrally weighted mean. They also show that positional measures such as the Euclidean centrally weighted median can improve the results of analyses in units that are heterogeneous in terms of settlement network pattern.
Mariusz Lamprecht
Transport Geography Papers of Polish Geographical Society, 25 (4), 2022, pp. 94-105
https://doi.org/10.4467/2543859XPKG.22.024.17148The article contains the results of the analysis on the distribution of economic activities in modern Łódź conducted with the use of space syntax tools. The study encompassed selected street sections in the broadly-understood city centre (in total, approx. 30 km of streets, with more than 1300 recorded business locations). The analysis conducted has shown that the observed density of business activities in Łódź is connected to the spatial arrangement of the global street network integration. The configuration of the Łódź plan is a statistically important factor that influences the spatial patterns of economic activities. Depending on the location within the layout, individual street sections provide various conditions for the development of business activities, therefore they have varying significance to the shaping of the internal, economic image of the city area.
Publication date: 2022
Wojciech Jurkowski, Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 5-6
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 7-23
https://doi.org/10.4467/2543859XPKG.22.013.16607Collective public transport is the most important public service and its organization is the main focus of cooperation in functional urban areas. So far, research on its development in Poland concerned mainly the largest cities, excluding smaller centers and their complexes. The conducted analysis is to partially fill this cognitive gap. The aim of the research was to determine the range and assessment of the level of development of local collective transport systems in settlement complexes unrelated to voivodeship centers in Poland. The answer to the question about the scope of inter-municipal cooperation in this respect in comparison to the designated FUAs and ITIes was also interesting. The 23 settlement complexes were identified outside voivodship centers in Poland, where urban transport served intercity connections. Urban transport in these complexes was serviced by a total of 141 communes, including 76 cities. They were inhabited by a total of 3,3 million people. There were a total of 28 public transport operators operating in their area, running 656 communication lines. These communes were covered with a network of connections to a different extent. Keywords: intercommunal connections, local public transport, municipal transport, non-metropolitan centers, Poland
Iwona Kiniorska, Patryk Brambert
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 24-40
https://doi.org/10.4467/2543859XPKG.22.014.16608Michał Adam Kwiatkowski, Łukasz Karbowiński
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 41-55
https://doi.org/10.4467/2543859XPKG.22.015.16609Public collective transport and cycling are seen as sustainable alternatives to urban car travel. A tool to increase the popularity of these forms of transport is their integration in the bike-and-ride model, consisting in combining cycling and public transport within the same journey. One important aspect of this model is the option to carry a bicycle on a public transport vehicle. Such a combination not only increases the range of journeys, but is also an important solution in an emergency situation when the cyclist is unable to continue cycling for various reasons. The transport rules applied by local public transport operators are crucial for the transfer of bikes on other vehicles. The aim of the study was to analyse the provisions of the public transport regulations concerning the possibility of carrying bikes on board the vehicles (buses, trolleybuses, trams, or underground). The article analysed the transport policies of 55 cities, making comparisons between Western European countries (Denmark and the Netherlands) and Central and Eastern European countries (Poland, the Czech Republic, and Slovakia). The study showed a wide variation in the completeness and restrictiveness of provisions allowing for the carriage of bicycles on public transport vehicles. However, it was assessed that in some cases, the carriage rules are stricter in Western Europe than in Central and Eastern Europe, which may be due to the higher cycling traffic in the cities in this part of the continent and the need for relevant restrictions.
Adam R. Parol
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 56-75
https://doi.org/10.4467/2543859XPKG.22.016.16610The study deals with the subject of cycling in the regional centre located in Pomerania – Słupsk – in a multifaceted approach. This article is a comprehensive case study. The research was based on the organizational and infrastructural component, i.e. the current state and the process of development of the bicycle path network in Słupsk, taking into account their course in the urban structure and the city space. A topological analysis of the bicycle path network in the city was also performed. The author also referred to the activity of the city bike system and cargo bikes rental in 2021. In addition, a number of examples of interesting places from the perspective of mobility practices in cycling and in interaction with other road users were indicated by the author. The research was carried out on the basis of literature studies, statistical data analysis and field inventory. In the final part, synthetic recommendations for the further development of Słupsk cycling system are presented. They are based on the postulates taken from the literature and experts, official city plans and the author’s own observations.
Wojciech Szymalski, Karolina Bukowicka
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 76-87
https://doi.org/10.4467/2543859XPKG.22.017.16611This paper presents a method for calculating greenhouse gas emissions from passenger transport in Warsaw based on the results of the systematically conducted Warsaw Barometer survey. The results obtained for 2015 were compared to two other available estimates for this period. The total emissions in the presented method are very similar to previous studies and amount to just over 1.4 million kg CO2eq. However, significant differences emerge at the level of the breakdown by mode of transport – individual transport appears to be significantly overestimated, while collective transport appears to be underestimated. The article discusses the possible sources of the differences and makes recommendations that could lead to an increase in the reliability of the method presented.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 88-91
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 92-94
Julia Wójcik
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 95-96
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 88-91
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 92-94
Julia Wójcik
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 95-96
Wojciech Jurkowski, Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 5-6
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 7-23
https://doi.org/10.4467/2543859XPKG.22.013.16607Collective public transport is the most important public service and its organization is the main focus of cooperation in functional urban areas. So far, research on its development in Poland concerned mainly the largest cities, excluding smaller centers and their complexes. The conducted analysis is to partially fill this cognitive gap. The aim of the research was to determine the range and assessment of the level of development of local collective transport systems in settlement complexes unrelated to voivodeship centers in Poland. The answer to the question about the scope of inter-municipal cooperation in this respect in comparison to the designated FUAs and ITIes was also interesting. The 23 settlement complexes were identified outside voivodship centers in Poland, where urban transport served intercity connections. Urban transport in these complexes was serviced by a total of 141 communes, including 76 cities. They were inhabited by a total of 3,3 million people. There were a total of 28 public transport operators operating in their area, running 656 communication lines. These communes were covered with a network of connections to a different extent. Keywords: intercommunal connections, local public transport, municipal transport, non-metropolitan centers, Poland
Iwona Kiniorska, Patryk Brambert
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 24-40
https://doi.org/10.4467/2543859XPKG.22.014.16608Michał Adam Kwiatkowski, Łukasz Karbowiński
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 41-55
https://doi.org/10.4467/2543859XPKG.22.015.16609Public collective transport and cycling are seen as sustainable alternatives to urban car travel. A tool to increase the popularity of these forms of transport is their integration in the bike-and-ride model, consisting in combining cycling and public transport within the same journey. One important aspect of this model is the option to carry a bicycle on a public transport vehicle. Such a combination not only increases the range of journeys, but is also an important solution in an emergency situation when the cyclist is unable to continue cycling for various reasons. The transport rules applied by local public transport operators are crucial for the transfer of bikes on other vehicles. The aim of the study was to analyse the provisions of the public transport regulations concerning the possibility of carrying bikes on board the vehicles (buses, trolleybuses, trams, or underground). The article analysed the transport policies of 55 cities, making comparisons between Western European countries (Denmark and the Netherlands) and Central and Eastern European countries (Poland, the Czech Republic, and Slovakia). The study showed a wide variation in the completeness and restrictiveness of provisions allowing for the carriage of bicycles on public transport vehicles. However, it was assessed that in some cases, the carriage rules are stricter in Western Europe than in Central and Eastern Europe, which may be due to the higher cycling traffic in the cities in this part of the continent and the need for relevant restrictions.
Adam R. Parol
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 56-75
https://doi.org/10.4467/2543859XPKG.22.016.16610The study deals with the subject of cycling in the regional centre located in Pomerania – Słupsk – in a multifaceted approach. This article is a comprehensive case study. The research was based on the organizational and infrastructural component, i.e. the current state and the process of development of the bicycle path network in Słupsk, taking into account their course in the urban structure and the city space. A topological analysis of the bicycle path network in the city was also performed. The author also referred to the activity of the city bike system and cargo bikes rental in 2021. In addition, a number of examples of interesting places from the perspective of mobility practices in cycling and in interaction with other road users were indicated by the author. The research was carried out on the basis of literature studies, statistical data analysis and field inventory. In the final part, synthetic recommendations for the further development of Słupsk cycling system are presented. They are based on the postulates taken from the literature and experts, official city plans and the author’s own observations.
Wojciech Szymalski, Karolina Bukowicka
Transport Geography Papers of Polish Geographical Society, 25 (3), 2022, pp. 76-87
https://doi.org/10.4467/2543859XPKG.22.017.16611This paper presents a method for calculating greenhouse gas emissions from passenger transport in Warsaw based on the results of the systematically conducted Warsaw Barometer survey. The results obtained for 2015 were compared to two other available estimates for this period. The total emissions in the presented method are very similar to previous studies and amount to just over 1.4 million kg CO2eq. However, significant differences emerge at the level of the breakdown by mode of transport – individual transport appears to be significantly overestimated, while collective transport appears to be underestimated. The article discusses the possible sources of the differences and makes recommendations that could lead to an increase in the reliability of the method presented.
Publication date: 2022
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 5-6
Oleksandr Radchenko, Aleksander Kuczabski, Alina Boychuk, Serhiy Klimovych
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 7-17
https://doi.org/10.4467/2543859XPKG.22.009.16267Miroslava Trembošová, Samuel Kohutiar
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 18-26
https://doi.org/10.4467/2543859XPKG.22.007.16265The accessibility of regional centers by public transport in a defined area is a very specific problem. Depending on the organization of public transport, there is a potentially related phenomenon – social transport exclusion. The aim of the study is to express the existence of a relationship between public transport and regional development in the rural self-governing region Trnava. At the same time, we identify municipalities – more precisely areas – with reduced transport accessibility in relation to their regional development and we determine the most advantageous means of public transport for the population who does not have the possibility to use a car. The procedure was to use an electronic database of train and bus timetables to obtain information about the studied characteristics for the return journey during the 24 hours of working days (Tuesday). We found that rail and combined transport have better quality in about half of the region’s municipalities. The Pearson correlation coefficient of product of moments indicated that the value of the correlation between the number of points for public transport and points for regional development is only 0.36, and therefore there is no strong connection between them. However, the individual extreme and average values of these indicators and especially their sub-components have shown us that there is a certain dependence between these values. The results show that despite a lower impact on public transport on regional development, it has a more decisive influence, leading to the strengthening of public transport.
Sławomir Goliszek, Julia Wójcik, Patryk Duma
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 27-41
https://doi.org/10.4467/2543859XPKG.22.010.16268The analysis presented herein is aimed at indicating disparities in accessibility to some selected travel destinations by means of private and public transport in the city of Szczecin. Accessibility is a simple measure of potential interactions between two points in space. For the purpose of the study, an original model of an individual transportation system has been developed using Google Maps API data. In order to do so, some GTFS and pedestrian-related data have been downloaded. To calculate source-destination travel times at certain times of the day for four different parameters of pedestrian motion speed, ArcGIS Network Analyst software has been used. Five research methods have been applied: the proximity measure, the population percentage measure, the cumulative accessibility measure, the potential accessibility index and the potential accessibility quotient. In order to develop an ultimate accessibility rating for housing estates in Szczecin, a synthetic accessibility measure has been developed. The synthetic accessibility measure consists of 9 standardised components/values for both public and private (car) transport. The potential accessibility to the population is part of the synthetic accessibility sub-measure. The isochrones have been drawn in order to analyse the workplaces and secondary schools. Moreover, data concerning accessibility to the nearest kindergarten, primary school, hospital, cinema, shopping centre and indoor swimming pool have also been taken into consideration when calculating the synthetic measure. In the case of potential accessibility measures, it is usually the highest in the city centre. Obviously, the nearer a particular facility, the higher its accessibility measure is. The only disparities between the measures for public and private transport are observed in areas which are not covered by the public transportation network.
Roman Panov
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 42-51
https://doi.org/10.4467/2543859XPKG.22.008.16266One of the main transportation problems of biggest modern cities is the excessively high load on ground transport, which is why the development of subway networks is of particular importance. This article analyzes the development of the spatial structure of subway networks in China. Currently China shows an intensive growth of existing networks and massive openings of new networks, which makes it the most suitable object for studying the evolution of subway networks. The methodology developed by K. Kansky and S. A. Tarkhov was used as the theoretical basis of this study. The study was conducted by analyzing the dynamics of the main quantitative and topomorphological indicators of subway networks during their passage through the stages of spatial evolution. The following indicators were used: the number of subways, the total length of the network, the number of cycles in the network, the number of topological layers and the number of cycles in each of them, the number of branching tiers, the area of topological layers and their share in the cyclic core of the network, the distribution of the length between the elements of the network structure, average cycle size, topological limit, cyclization index and circuity index. We identified the patterns for passing the stages of evolutionary development by the networks of Chinese subways; also, we found common features that define the “Chinese” type of subway, we identified a new subtype of networks.
Hasan Huseyin Coban, Wojciech Lewicki
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 52-62
https://doi.org/10.4467/2543859XPKG.22.011.16269The aim of this study is to investigate how the daily electricity demand from road transport related to the implementation of an electric road system on the eight roads with the highest traffic flow connecting the seven largest cities in Turkey varies according to time and location. Intercity highway route O-7, O-5, O-21, D715, D687, E96, and E87 in Western Turkey was used as a case study. The daily electricity demand on the eight roads working on the full electrification of the existing traffic flow can be increased by 3.7% in the case of the reference point. However, if all roads in Turkey are converted to an electric road system and all land vehicles use this system, the corresponding peak power increase will be 100%. The daily electricity demand along the roads is derived from the available measuring points for the daily road traffic volumes. The study also compares the CO₂ reduction potentials and energy demands of the electrified road system with the use of fossil fuels to achieve the same transportation volume. The results show that an electric road system application on eight Turkish roads with considerable traffic flow can reduce 18.8 million tons of CO₂ emissions from the road transport sector. The research can find practical application in assessing the validity of developing a strategy for the development of electromobility on highways in Turkey.
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 5-6
Oleksandr Radchenko, Aleksander Kuczabski, Alina Boychuk, Serhiy Klimovych
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 7-17
https://doi.org/10.4467/2543859XPKG.22.009.16267Miroslava Trembošová, Samuel Kohutiar
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 18-26
https://doi.org/10.4467/2543859XPKG.22.007.16265The accessibility of regional centers by public transport in a defined area is a very specific problem. Depending on the organization of public transport, there is a potentially related phenomenon – social transport exclusion. The aim of the study is to express the existence of a relationship between public transport and regional development in the rural self-governing region Trnava. At the same time, we identify municipalities – more precisely areas – with reduced transport accessibility in relation to their regional development and we determine the most advantageous means of public transport for the population who does not have the possibility to use a car. The procedure was to use an electronic database of train and bus timetables to obtain information about the studied characteristics for the return journey during the 24 hours of working days (Tuesday). We found that rail and combined transport have better quality in about half of the region’s municipalities. The Pearson correlation coefficient of product of moments indicated that the value of the correlation between the number of points for public transport and points for regional development is only 0.36, and therefore there is no strong connection between them. However, the individual extreme and average values of these indicators and especially their sub-components have shown us that there is a certain dependence between these values. The results show that despite a lower impact on public transport on regional development, it has a more decisive influence, leading to the strengthening of public transport.
Sławomir Goliszek, Julia Wójcik, Patryk Duma
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 27-41
https://doi.org/10.4467/2543859XPKG.22.010.16268The analysis presented herein is aimed at indicating disparities in accessibility to some selected travel destinations by means of private and public transport in the city of Szczecin. Accessibility is a simple measure of potential interactions between two points in space. For the purpose of the study, an original model of an individual transportation system has been developed using Google Maps API data. In order to do so, some GTFS and pedestrian-related data have been downloaded. To calculate source-destination travel times at certain times of the day for four different parameters of pedestrian motion speed, ArcGIS Network Analyst software has been used. Five research methods have been applied: the proximity measure, the population percentage measure, the cumulative accessibility measure, the potential accessibility index and the potential accessibility quotient. In order to develop an ultimate accessibility rating for housing estates in Szczecin, a synthetic accessibility measure has been developed. The synthetic accessibility measure consists of 9 standardised components/values for both public and private (car) transport. The potential accessibility to the population is part of the synthetic accessibility sub-measure. The isochrones have been drawn in order to analyse the workplaces and secondary schools. Moreover, data concerning accessibility to the nearest kindergarten, primary school, hospital, cinema, shopping centre and indoor swimming pool have also been taken into consideration when calculating the synthetic measure. In the case of potential accessibility measures, it is usually the highest in the city centre. Obviously, the nearer a particular facility, the higher its accessibility measure is. The only disparities between the measures for public and private transport are observed in areas which are not covered by the public transportation network.
Roman Panov
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 42-51
https://doi.org/10.4467/2543859XPKG.22.008.16266One of the main transportation problems of biggest modern cities is the excessively high load on ground transport, which is why the development of subway networks is of particular importance. This article analyzes the development of the spatial structure of subway networks in China. Currently China shows an intensive growth of existing networks and massive openings of new networks, which makes it the most suitable object for studying the evolution of subway networks. The methodology developed by K. Kansky and S. A. Tarkhov was used as the theoretical basis of this study. The study was conducted by analyzing the dynamics of the main quantitative and topomorphological indicators of subway networks during their passage through the stages of spatial evolution. The following indicators were used: the number of subways, the total length of the network, the number of cycles in the network, the number of topological layers and the number of cycles in each of them, the number of branching tiers, the area of topological layers and their share in the cyclic core of the network, the distribution of the length between the elements of the network structure, average cycle size, topological limit, cyclization index and circuity index. We identified the patterns for passing the stages of evolutionary development by the networks of Chinese subways; also, we found common features that define the “Chinese” type of subway, we identified a new subtype of networks.
Hasan Huseyin Coban, Wojciech Lewicki
Transport Geography Papers of Polish Geographical Society, 25 (2), 2022, pp. 52-62
https://doi.org/10.4467/2543859XPKG.22.011.16269The aim of this study is to investigate how the daily electricity demand from road transport related to the implementation of an electric road system on the eight roads with the highest traffic flow connecting the seven largest cities in Turkey varies according to time and location. Intercity highway route O-7, O-5, O-21, D715, D687, E96, and E87 in Western Turkey was used as a case study. The daily electricity demand on the eight roads working on the full electrification of the existing traffic flow can be increased by 3.7% in the case of the reference point. However, if all roads in Turkey are converted to an electric road system and all land vehicles use this system, the corresponding peak power increase will be 100%. The daily electricity demand along the roads is derived from the available measuring points for the daily road traffic volumes. The study also compares the CO₂ reduction potentials and energy demands of the electrified road system with the use of fossil fuels to achieve the same transportation volume. The results show that an electric road system application on eight Turkish roads with considerable traffic flow can reduce 18.8 million tons of CO₂ emissions from the road transport sector. The research can find practical application in assessing the validity of developing a strategy for the development of electromobility on highways in Turkey.
Publication date: 2022
Sławomir Goliszek
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 5-6
Julia Kuźma, Marcin Połom, Sandra Żukowska
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 7-22
https://doi.org/10.4467/2543859XPKG.22.003.15963The problem of the study includes the development of shared mobility in Poland. The determinants of mobility policies development in the country and abroad were analyzed. Barriers and development tendencies were also determined. The study uses the following research methods: review and critical analysis of the literature on the subject and industry studies, statistical and GIS analysis. The conducted analyses clearly indicate that shared transport is systematically gaining popularity. It is conditioned, among others, by a change in the approach of decision makers to the development of urban centers, taking a more sustainable direction in their development activities. This transformation is also taking place in the approach to spatial-functional development of cities. It includes a shift from the traditional design model of focusing on car use to paying more attention to the needs of residents. It also results from a change in attitudes and awareness of urban users who recognize the negative environmental impacts resulting from their use. Statistical summaries in Central and Eastern European countries have been compiled and analysed. The results show that Poland is the leader in terms of the volume of users’ interest in using shared transport. A case study of Tricity was also used to investigate the attractiveness of shared transport services in its area. Both areas of concentration of shared services and areas where public transport is underdeveloped were identified, where it was pointed out that shared mobility can fill this gap.
Sławomir Dorocki
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 23-40
https://doi.org/10.4467/2543859XPKG.22.004.15964The issue of micromobility and personal transport is more and more often undertaken in research on sustainable transport in cities. This is mainly due to the growing communication problems in urban areas, as well as the search for alternative forms of transport for cars. In addition, the Covid-19 pandemic contributed to a decline in the popularity of public transport. Krakow is one of the Polish cities struggling with major communication problems. Therefore, for years, this city has been trying to reduce the number of cars and develop other forms of transport. One of the manifestations of this process is the creation of bicycle transport by the city authorities. The resulting bicycle infrastructure is now also used by electric scooters. The aim of the article is to analyze the accessibility and use of the two most popular alternative forms of personal transport among the inhabitants of Krakow – bicycles and electric scooters. The conducted research proved that the use of electric scooters is becoming more and more popular, mainly among young people, for short-distance commuting. The development of this type of transport depends on the range of these vehicles made available by private rentals.
Damian Banaś
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 41-57
https://doi.org/10.4467/2543859XPKG.22.005.15965This paper presents the spatial differentiation and the variation in the number of significant accidents (divided into: collisions, derailments, level-crossing accidents, accidents to persons caused by rolling stock in motion and fires) in relation to operation work in selected European countries from 2010 to 2017, using CSIs. CSIs (Common Safety Indicators) are statistical information relating to rail safety collected and made available by the European Union Agency for Railways (EUAR), which obtains them from European Union member states as well as from Norway and Switzerland. The analysis revealed the presence of a large disproportion in the number of accidents between Western and Eastern European countries, with a general decrease between 2010 and 2017 in both groups. The structure of significant accidents was also examined – accidents to persons caused by rolling stock in motion accounted for the majority, while level-crossing accidents also had a high proportion, suggesting that external factors (outside the railway system) largely influenced railway accident rates during the studied period. Particular attention was paid in the article to Poland, which at the beginning of the period under study was negatively distinguished in terms of the number of significant accidents, the number of derailments and the number of accidents to persons caused by rolling stock in motion not only in comparison with Western European countries, but also Eastern European countries, and at the end of the period in each category reached lower values than the latter group of countries.
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 58-72
https://doi.org/10.4467/2543859XPKG.22.001.15961This research is based on the analysis of unpublished data on the average daily traffic of freight trains on the railway network managed by PKP Polish Railway Lines and Broad Gauge Metallurgical Railway Line. The changes that took place at that time on the rail freight market in Poland were also presented in terms of the volume and structure of freight transport, the number of carriers, and their market share. The 2010-2020 decade was characterized by increased investments in the railway network in Poland, as well as the dynamic development of the carrier market and internal competition between them. However, these changes did not contribute to increasing the role of railways in the branch structure of transport. Rail traffic tended to be increasingly concentrated on the main routes. Invariably, for many years, the largest freight traffic was characterized by the CE65 main, connecting the ports of the Tri-City with Upper Silesia and the border with the Czech Republic. The current investments and the related track closures and routing trains by detours had an impact on the railway traffic distribution.
Krzysztof Janc, Wojciech Jurkowski
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 73-84
https://doi.org/10.4467/2543859XPKG.22.002.15962Nowadays society is becoming increasingly dependent not only on access to the Internet, but also on its quality, assessed by the speed of data transfer. Therefore, identify regularities in this regard particularly in spatial terms is an important issue both from cognitive and application point of view. The aim of the study is to identify the spatial differentiation of the Internet quality on a local scale in Poland. This phenomenon is considered in the context of digital divide, on two levels of interpretation: symmetry of Internet access and its substitution. The basic source of data used in the study is crowdsourcing data generated by Internet users via Ookla’s Speedtest tool. The data allow to determine the real – experienced by the users – speed of the Internet. As a result of the analysis of the typologies for municipalities prepared in the study, several regularities were identified with regard to the digital divide. Firstly, in the case of the Internet performance, the core-periphery dimension is not universal and obvious, as regional patterns are strongly visible. Secondly, looking at digital divide mainly through the lens of Internet access is definitely an insufficient approach in this research area.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 85-94
https://doi.org/10.4467/2543859XPKG.22.006.15966The first twenty years of the 21st century, especially its second decade, was a period of dynamic growth in the number of transport geographers PhD promotions. The situation with independent academics (in Polish scientific system habilitated doctors and professors) was much worse. There was no such strong dynamics of the development of new staff as in the case of completed PhD procedures. Only one of habilitated doctors promoted in the analysed period is currently working as an associate professor, next one has quit Polish science, but the others have successively obtained professorships. A strong spatial polarization of the places where promotion procedures were carried out was also visible. The PhD processes were carried out by 11 institutions, but nearly 4/5 of them took place before the scientific councils of six of them. At the same time, almost 1/3 of the promotion took place at the Institute of Geography and Spatial Management of the Faculty of Biology and Earth Sciences of the Jagiellonian University and the Institute of Geography and Spatial Organisation of the Polish Academy of Sciences (IGSO PAS). Additionally all habilitation procedures in the field of transport geography were completed in IGSO PAS I. The article points out that the current age structure of researchers of the sub-discipline is quite favourable, while its distortion in terms of research degrees and titles is worrying, where the group of habilitated doctors is disturbingly small, which means that a significant distortion of the pyramid reflecting it is visible. In the future, this may result in problems of the succession of generations.
Sławomir Goliszek
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 5-6
Julia Kuźma, Marcin Połom, Sandra Żukowska
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 7-22
https://doi.org/10.4467/2543859XPKG.22.003.15963The problem of the study includes the development of shared mobility in Poland. The determinants of mobility policies development in the country and abroad were analyzed. Barriers and development tendencies were also determined. The study uses the following research methods: review and critical analysis of the literature on the subject and industry studies, statistical and GIS analysis. The conducted analyses clearly indicate that shared transport is systematically gaining popularity. It is conditioned, among others, by a change in the approach of decision makers to the development of urban centers, taking a more sustainable direction in their development activities. This transformation is also taking place in the approach to spatial-functional development of cities. It includes a shift from the traditional design model of focusing on car use to paying more attention to the needs of residents. It also results from a change in attitudes and awareness of urban users who recognize the negative environmental impacts resulting from their use. Statistical summaries in Central and Eastern European countries have been compiled and analysed. The results show that Poland is the leader in terms of the volume of users’ interest in using shared transport. A case study of Tricity was also used to investigate the attractiveness of shared transport services in its area. Both areas of concentration of shared services and areas where public transport is underdeveloped were identified, where it was pointed out that shared mobility can fill this gap.
Sławomir Dorocki
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 23-40
https://doi.org/10.4467/2543859XPKG.22.004.15964The issue of micromobility and personal transport is more and more often undertaken in research on sustainable transport in cities. This is mainly due to the growing communication problems in urban areas, as well as the search for alternative forms of transport for cars. In addition, the Covid-19 pandemic contributed to a decline in the popularity of public transport. Krakow is one of the Polish cities struggling with major communication problems. Therefore, for years, this city has been trying to reduce the number of cars and develop other forms of transport. One of the manifestations of this process is the creation of bicycle transport by the city authorities. The resulting bicycle infrastructure is now also used by electric scooters. The aim of the article is to analyze the accessibility and use of the two most popular alternative forms of personal transport among the inhabitants of Krakow – bicycles and electric scooters. The conducted research proved that the use of electric scooters is becoming more and more popular, mainly among young people, for short-distance commuting. The development of this type of transport depends on the range of these vehicles made available by private rentals.
Damian Banaś
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 41-57
https://doi.org/10.4467/2543859XPKG.22.005.15965This paper presents the spatial differentiation and the variation in the number of significant accidents (divided into: collisions, derailments, level-crossing accidents, accidents to persons caused by rolling stock in motion and fires) in relation to operation work in selected European countries from 2010 to 2017, using CSIs. CSIs (Common Safety Indicators) are statistical information relating to rail safety collected and made available by the European Union Agency for Railways (EUAR), which obtains them from European Union member states as well as from Norway and Switzerland. The analysis revealed the presence of a large disproportion in the number of accidents between Western and Eastern European countries, with a general decrease between 2010 and 2017 in both groups. The structure of significant accidents was also examined – accidents to persons caused by rolling stock in motion accounted for the majority, while level-crossing accidents also had a high proportion, suggesting that external factors (outside the railway system) largely influenced railway accident rates during the studied period. Particular attention was paid in the article to Poland, which at the beginning of the period under study was negatively distinguished in terms of the number of significant accidents, the number of derailments and the number of accidents to persons caused by rolling stock in motion not only in comparison with Western European countries, but also Eastern European countries, and at the end of the period in each category reached lower values than the latter group of countries.
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 58-72
https://doi.org/10.4467/2543859XPKG.22.001.15961This research is based on the analysis of unpublished data on the average daily traffic of freight trains on the railway network managed by PKP Polish Railway Lines and Broad Gauge Metallurgical Railway Line. The changes that took place at that time on the rail freight market in Poland were also presented in terms of the volume and structure of freight transport, the number of carriers, and their market share. The 2010-2020 decade was characterized by increased investments in the railway network in Poland, as well as the dynamic development of the carrier market and internal competition between them. However, these changes did not contribute to increasing the role of railways in the branch structure of transport. Rail traffic tended to be increasingly concentrated on the main routes. Invariably, for many years, the largest freight traffic was characterized by the CE65 main, connecting the ports of the Tri-City with Upper Silesia and the border with the Czech Republic. The current investments and the related track closures and routing trains by detours had an impact on the railway traffic distribution.
Krzysztof Janc, Wojciech Jurkowski
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 73-84
https://doi.org/10.4467/2543859XPKG.22.002.15962Nowadays society is becoming increasingly dependent not only on access to the Internet, but also on its quality, assessed by the speed of data transfer. Therefore, identify regularities in this regard particularly in spatial terms is an important issue both from cognitive and application point of view. The aim of the study is to identify the spatial differentiation of the Internet quality on a local scale in Poland. This phenomenon is considered in the context of digital divide, on two levels of interpretation: symmetry of Internet access and its substitution. The basic source of data used in the study is crowdsourcing data generated by Internet users via Ookla’s Speedtest tool. The data allow to determine the real – experienced by the users – speed of the Internet. As a result of the analysis of the typologies for municipalities prepared in the study, several regularities were identified with regard to the digital divide. Firstly, in the case of the Internet performance, the core-periphery dimension is not universal and obvious, as regional patterns are strongly visible. Secondly, looking at digital divide mainly through the lens of Internet access is definitely an insufficient approach in this research area.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 25 (1), 2022, pp. 85-94
https://doi.org/10.4467/2543859XPKG.22.006.15966The first twenty years of the 21st century, especially its second decade, was a period of dynamic growth in the number of transport geographers PhD promotions. The situation with independent academics (in Polish scientific system habilitated doctors and professors) was much worse. There was no such strong dynamics of the development of new staff as in the case of completed PhD procedures. Only one of habilitated doctors promoted in the analysed period is currently working as an associate professor, next one has quit Polish science, but the others have successively obtained professorships. A strong spatial polarization of the places where promotion procedures were carried out was also visible. The PhD processes were carried out by 11 institutions, but nearly 4/5 of them took place before the scientific councils of six of them. At the same time, almost 1/3 of the promotion took place at the Institute of Geography and Spatial Management of the Faculty of Biology and Earth Sciences of the Jagiellonian University and the Institute of Geography and Spatial Organisation of the Polish Academy of Sciences (IGSO PAS). Additionally all habilitation procedures in the field of transport geography were completed in IGSO PAS I. The article points out that the current age structure of researchers of the sub-discipline is quite favourable, while its distortion in terms of research degrees and titles is worrying, where the group of habilitated doctors is disturbingly small, which means that a significant distortion of the pyramid reflecting it is visible. In the future, this may result in problems of the succession of generations.
Publication date: 30.12.2021
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 5-6
Paulina Kurzyk, Paulina Sapińska
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 7-19
https://doi.org/10.4467/2543859XPKG.21.021.15737There have been talk of high-speed rail (HSR) lines in Poland since the beginning of the 1990s. High-speed railways have been in operation in the world for much longer, because already in the 1960s in Japan the first trains that could move at speeds above 200 km / h began to be operated. In the study below, the main goal was to determine the changes in accessibility in individual car transport as a result of the construction of high-speed rail in the Łódź Province. In order to estimate changes in the potential accessibility of settlement units before and after the commissioning of new or modernized sections of railway lines, it was necessary to generate focal points of communes in the voivodship and assign them the number of inhabitants. The obtained results prove that each of the seven variants will contribute to a decrease in potential accessibility in the Łódź Province.
Jan A. Wendt
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 20-29
https://doi.org/10.4467/2543859XPKG.21.024.15740The work deals with the changes in the railway network in Romania in the years 1990-2020. As in other countries, it is characterized by regress, but to a lesser extent than in the countries of the region. The aim of the study is to indicate the size of the changes taking place in terms of four spatial levels: country, macroregions, development regions and Romanian counties. Another goal of the analysis undertaken is to assess changes in the quality of the railway network in the analyzed period. Two research hypotheses were put forward, the first one with a small impact of the EU funds on the development of the rail network, the second about the lack of impact of EU funding on changes in the quality of rail transport in Romania. In the research and data analysis, the official Romanian statistical databases on changes in the length of railway lines in individual spatial ranges for the analyzed period were used, as well as data from the „Ranking railroad, The Global economy” portal to assess quality changes in rail transport. Statistical methods and rankings were used in the analysis. The method of comparisons with other countries in the region was used to assess the quality changes. In the study, the literature on the subject was widely used, both concerning the studied country and other countries in the regions of Central Europe and the Balkans. The thesis about the low impact of EU funds on changes in the railway network, which has been positively verified, has been verified. The result of the study is an indication of a much smaller regress in rail transport in Romania than in other countries of the region. The greatest increase in the length of railway lines took place in the eastern regions of the country and in border counties, especially on the border with Hungary. In the analyzed period of time, the quality in rail transport did not improve significantly in practice.
Adeniyi Olufemi Oluwakoya, Seun David Ogundipe
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 30-40
https://doi.org/10.4467/2543859XPKG.21.020.15736Rail transport offers a huge benefit to Nigeria’s socio-economic activities because of its capacity to pull huge volumes of freight and convey large numbers of passengers. Despite these, commerce and socio-economic cohesion have been badly affected as road transport still dominates in overland transport. The revitalization of the rail mode towards economy recovery has suffered greatly since the 1970s. This study examines the spatiotemporal development of the railways in Nigeria. The methodology comprises longitudinal research design spanning over 30 years, from 1970 to 2016. The study reveals the spatiotemporal influence of rail transportation on the spatial development of localities and cities by attracting passengers, cargoes, and revenue receipts. The findings reveals also that rail transportation is experiencing a remarkable transition but has not attained the optimal level in rail development and performance across the country. Therefore more investment and better management are still needed.
Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 41-56
https://doi.org/10.4467/2543859XPKG.21.022.15738The research on the sustainability transitions – a fundamental change in socio-technological systems consisting in increasing the degree of sustainability of production and consumption processes – gained significant dynamics in the second decade of the 21st century, manifested by the expansion and integration of the research community and the growth of article numbers. As part of this trend, the geography of sustainability transitions has emerged. It explains how and why transitions are similar or different across locations. The article’s main aim is to outline the socio-technological perspective of the geographical research on sustainable urban mobility and place within it the achievements of research on Polish cities. Literature studies were bidirectional: (i) identifying possible applications and benefits that the concept of sustainability transitions provides to mobility research in Polish cities, (ii) analysing of peer-reviewed scientific articles published in the Transport Geography Papers of Polish Geographical Society on urban mobility in the context of the identified geographic factors of transitions. The study outcomes showed the dominance of the shift in modal split framed by formal visions, strategies and development policies. The significance of this issue resulted from the importance of public transport in research on transport geography and the dependence of transportation branches on local authorities. The insertion of the analysed achievements within the framework of the multi-level perspective showed that the vast majority of the works concerned the functioning of socio-technological regimes rooted in the structures of cities. The marginal treatment of the macro-level (socio-technological landscape) and the micro-level (innovation in niches) and focusing on selected regularities in the functioning of regimes resulted in a narrowing of the time perspective of the research. A particular challenge for the study of transport geography seems to be the issue of reducing transport needs and its impact on the spatial structure and the functioning of urban transport systems and mobility patterns. The breadth of the issues of transition paths towards sustainable mobility seems to favour the integration of a new, administratively separated scientific discipline, which is socio-economic geography and spatial management. In practical terms, it inspires the territorialisation of development policies.
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 57-74
https://doi.org/10.4467/2543859XPKG.21.023.15739Italy, characterised by a very well developed polycentric urban network and being among the most motorised countries in Europe, has a very high potential for the development of new light rail systems. Although tram networks have never been completely dismantled there, the vast majority of them was closed after the Second World War. In 2003, the construction of new tram systems began. To date, eight networks have been built: in Bergamo, Cagliari, Florence, Messina, Padua, Palermo, Sassari and Venice with a total length of 101.8 km. The networks are rather short – only the systems in Venice, Palermo and Florence have more than 15 km of track. Both classic and fast tram as well as tram-train lines were built. Due to their rather short length and limited service of city centres, their impact on urban transport is mostly moderate. It should be stressed, however, that especially lines with a well-chosen route, connecting the city with satellite centres or crossing the entire city with a passage through the centre, are undoubtedly successful, attracting millions of passengers a year who used to use individual transport which results in an unquestionable benefit for the environment and traffic safety. Also the important role of new tram systems as catalysers of urban regeneration should be highlighted. It applies in particular to public spaces that are being given back to pedestrians and cyclists. Italy’s new tram systems are still in their infancy, so it is too early to evaluate their wider impact on modal share and motorisation rates across the city, let alone in the country. Nevertheless, the considerable potential of Italian cities for the further development of light rail systems is demonstrated by ambitious expansion plans for most existing networks, as well as the intention to implement completely new systems.
Łukasz Fiedeń
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 75-76
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 5-6
Paulina Kurzyk, Paulina Sapińska
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 7-19
https://doi.org/10.4467/2543859XPKG.21.021.15737There have been talk of high-speed rail (HSR) lines in Poland since the beginning of the 1990s. High-speed railways have been in operation in the world for much longer, because already in the 1960s in Japan the first trains that could move at speeds above 200 km / h began to be operated. In the study below, the main goal was to determine the changes in accessibility in individual car transport as a result of the construction of high-speed rail in the Łódź Province. In order to estimate changes in the potential accessibility of settlement units before and after the commissioning of new or modernized sections of railway lines, it was necessary to generate focal points of communes in the voivodship and assign them the number of inhabitants. The obtained results prove that each of the seven variants will contribute to a decrease in potential accessibility in the Łódź Province.
Jan A. Wendt
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 20-29
https://doi.org/10.4467/2543859XPKG.21.024.15740The work deals with the changes in the railway network in Romania in the years 1990-2020. As in other countries, it is characterized by regress, but to a lesser extent than in the countries of the region. The aim of the study is to indicate the size of the changes taking place in terms of four spatial levels: country, macroregions, development regions and Romanian counties. Another goal of the analysis undertaken is to assess changes in the quality of the railway network in the analyzed period. Two research hypotheses were put forward, the first one with a small impact of the EU funds on the development of the rail network, the second about the lack of impact of EU funding on changes in the quality of rail transport in Romania. In the research and data analysis, the official Romanian statistical databases on changes in the length of railway lines in individual spatial ranges for the analyzed period were used, as well as data from the „Ranking railroad, The Global economy” portal to assess quality changes in rail transport. Statistical methods and rankings were used in the analysis. The method of comparisons with other countries in the region was used to assess the quality changes. In the study, the literature on the subject was widely used, both concerning the studied country and other countries in the regions of Central Europe and the Balkans. The thesis about the low impact of EU funds on changes in the railway network, which has been positively verified, has been verified. The result of the study is an indication of a much smaller regress in rail transport in Romania than in other countries of the region. The greatest increase in the length of railway lines took place in the eastern regions of the country and in border counties, especially on the border with Hungary. In the analyzed period of time, the quality in rail transport did not improve significantly in practice.
Adeniyi Olufemi Oluwakoya, Seun David Ogundipe
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 30-40
https://doi.org/10.4467/2543859XPKG.21.020.15736Rail transport offers a huge benefit to Nigeria’s socio-economic activities because of its capacity to pull huge volumes of freight and convey large numbers of passengers. Despite these, commerce and socio-economic cohesion have been badly affected as road transport still dominates in overland transport. The revitalization of the rail mode towards economy recovery has suffered greatly since the 1970s. This study examines the spatiotemporal development of the railways in Nigeria. The methodology comprises longitudinal research design spanning over 30 years, from 1970 to 2016. The study reveals the spatiotemporal influence of rail transportation on the spatial development of localities and cities by attracting passengers, cargoes, and revenue receipts. The findings reveals also that rail transportation is experiencing a remarkable transition but has not attained the optimal level in rail development and performance across the country. Therefore more investment and better management are still needed.
Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 41-56
https://doi.org/10.4467/2543859XPKG.21.022.15738The research on the sustainability transitions – a fundamental change in socio-technological systems consisting in increasing the degree of sustainability of production and consumption processes – gained significant dynamics in the second decade of the 21st century, manifested by the expansion and integration of the research community and the growth of article numbers. As part of this trend, the geography of sustainability transitions has emerged. It explains how and why transitions are similar or different across locations. The article’s main aim is to outline the socio-technological perspective of the geographical research on sustainable urban mobility and place within it the achievements of research on Polish cities. Literature studies were bidirectional: (i) identifying possible applications and benefits that the concept of sustainability transitions provides to mobility research in Polish cities, (ii) analysing of peer-reviewed scientific articles published in the Transport Geography Papers of Polish Geographical Society on urban mobility in the context of the identified geographic factors of transitions. The study outcomes showed the dominance of the shift in modal split framed by formal visions, strategies and development policies. The significance of this issue resulted from the importance of public transport in research on transport geography and the dependence of transportation branches on local authorities. The insertion of the analysed achievements within the framework of the multi-level perspective showed that the vast majority of the works concerned the functioning of socio-technological regimes rooted in the structures of cities. The marginal treatment of the macro-level (socio-technological landscape) and the micro-level (innovation in niches) and focusing on selected regularities in the functioning of regimes resulted in a narrowing of the time perspective of the research. A particular challenge for the study of transport geography seems to be the issue of reducing transport needs and its impact on the spatial structure and the functioning of urban transport systems and mobility patterns. The breadth of the issues of transition paths towards sustainable mobility seems to favour the integration of a new, administratively separated scientific discipline, which is socio-economic geography and spatial management. In practical terms, it inspires the territorialisation of development policies.
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 57-74
https://doi.org/10.4467/2543859XPKG.21.023.15739Italy, characterised by a very well developed polycentric urban network and being among the most motorised countries in Europe, has a very high potential for the development of new light rail systems. Although tram networks have never been completely dismantled there, the vast majority of them was closed after the Second World War. In 2003, the construction of new tram systems began. To date, eight networks have been built: in Bergamo, Cagliari, Florence, Messina, Padua, Palermo, Sassari and Venice with a total length of 101.8 km. The networks are rather short – only the systems in Venice, Palermo and Florence have more than 15 km of track. Both classic and fast tram as well as tram-train lines were built. Due to their rather short length and limited service of city centres, their impact on urban transport is mostly moderate. It should be stressed, however, that especially lines with a well-chosen route, connecting the city with satellite centres or crossing the entire city with a passage through the centre, are undoubtedly successful, attracting millions of passengers a year who used to use individual transport which results in an unquestionable benefit for the environment and traffic safety. Also the important role of new tram systems as catalysers of urban regeneration should be highlighted. It applies in particular to public spaces that are being given back to pedestrians and cyclists. Italy’s new tram systems are still in their infancy, so it is too early to evaluate their wider impact on modal share and motorisation rates across the city, let alone in the country. Nevertheless, the considerable potential of Italian cities for the further development of light rail systems is demonstrated by ambitious expansion plans for most existing networks, as well as the intention to implement completely new systems.
Łukasz Fiedeń
Transport Geography Papers of Polish Geographical Society, 24 (4), 2021, pp. 75-76
Publication date: 29.09.2021
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 5-6
Jakub Majewski
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 7-18
https://doi.org/10.4467/2543859XPKG.21.015.15042The aim of this paper is to present the place of transport infrastructure in socio-economic development programming and to analyse the nature and role of this factor in selected theories of regional development. The first part of the paper describes the research method and sources used. The second part contains a synthetic review of the literature on transport economics and indicates the key elements from the point of view of socio-economic development and, consequently, the interest of public authorities. The third part describes the discussion on the expected role of infrastructure investments and their place in selected concepts of regional development. It focuses on the dilemma of the “anticipatory” or “secondary” model of infrastructure development and the role of this issue against the background of other regional development factors. The book closes with a conclusion on the role of the transport sphere in supporting regional development and the conclusion that transport infrastructure is an indispensable element in creating accessibility and, in parallel, the internal potential of regions.
Adam R. Parol
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 19-35
https://doi.org/10.4467/2543859XPKG.21.016.15043Michał Adam Kwiatkowski, Grzegorz Pawlikowski, Donata Wysocka, Jadwiga Biegańska
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 36-48
https://doi.org/10.4467/2543859XPKG.21.017.15044Sandra Żukowska, Tadeusz Palmowski, Marcin Połom
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 49-63
https://doi.org/10.4467/2543859XPKG.21.018.15045Tomasz Michalski
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 64-75
https://doi.org/10.4467/2543859XPKG.21.019.15046Marcin Połom
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 5-6
Jakub Majewski
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 7-18
https://doi.org/10.4467/2543859XPKG.21.015.15042The aim of this paper is to present the place of transport infrastructure in socio-economic development programming and to analyse the nature and role of this factor in selected theories of regional development. The first part of the paper describes the research method and sources used. The second part contains a synthetic review of the literature on transport economics and indicates the key elements from the point of view of socio-economic development and, consequently, the interest of public authorities. The third part describes the discussion on the expected role of infrastructure investments and their place in selected concepts of regional development. It focuses on the dilemma of the “anticipatory” or “secondary” model of infrastructure development and the role of this issue against the background of other regional development factors. The book closes with a conclusion on the role of the transport sphere in supporting regional development and the conclusion that transport infrastructure is an indispensable element in creating accessibility and, in parallel, the internal potential of regions.
Adam R. Parol
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 19-35
https://doi.org/10.4467/2543859XPKG.21.016.15043Michał Adam Kwiatkowski, Grzegorz Pawlikowski, Donata Wysocka, Jadwiga Biegańska
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 36-48
https://doi.org/10.4467/2543859XPKG.21.017.15044Sandra Żukowska, Tadeusz Palmowski, Marcin Połom
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 49-63
https://doi.org/10.4467/2543859XPKG.21.018.15045Tomasz Michalski
Transport Geography Papers of Polish Geographical Society, 24 (3), 2021, pp. 64-75
https://doi.org/10.4467/2543859XPKG.21.019.15046Publication date: 29.06.2021
Railway atlases: bibliography of the cartographic products published worldwide between 1945 and 2021
Karol Kowalczyk
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 1-1
https://doi.org/10.4467/2543859XPKG.21.010.14953The objective of this paper is to present the results of a study compiling a bibliography of railway atlases published worldwide between 1945 and 2021. The atlases are a specific kind of product that supports cartographic communication of information regarding the current or former state of the railway network in a certain area. They are used in professional activities, for travel planning, or as a historical source. The research identified 253 unique titles forming 348 separate volumes. The bibliographic data are presented in tables corresponding to particular geographic regions. The lists are preceded by a descriptive part devoted to the origins of railway cartography, research methods, and a brief overview of selected items.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 5-6
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 7-17
https://doi.org/10.4467/2543859XPKG.21.008.14951Sergey Tarkhov
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 18-39
https://doi.org/10.4467/2543859XPKG.21.009.14952Decline types of passenger turnover of 517 airports worldwide in 2020 compared to 2019, caused by COVID-19, are analyzed. This decay was uneven in space, as well as in individual countries, areas, poles, centers and cores. The strongest decline in 2020 occurred at airports of Europe (especially in the UK, Spain, Germany, and Italy) and Asia (particularly in India and Malaysia), medium – in the countries of America (the USA, Mexico, Brazil) and Norway, moderate – in Russia, weak – in China. 48% of all airports covered by the study showed a strong decline in passenger turnover (from 65 to 85%), 32% – medium (45 to 65%), 10% – moderate (30 to 45%). A catastrophic decline (over 85%) was recorded at 14 airports (2.7%), weak (15-30%) – in 26 (5%), insignificant (3-15%) – in 9 (1.7%). Stagnation (from -3% to + 3%) was noted only in 1 airport, and growth (more than + 3%) – in 3. The largest international airports with a high proportion of international transit passengers and airports with a narrow resort and tourist specialization were most affected by the covid crisis; less – airports with a dominance of domestic traffic. The pandemic has deformed the persistent territorial structure of world air traffic, which has formed over the past 60 years, and also violated the already established hierarchy of the largest and large airports not only around the world, but also within individual mega-regions and countries with big territories and populations.
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 69-82
https://doi.org/10.4467/2543859XPKG.21.011.14954The aim of the article was to examine the load on the railway network in Poland with passenger train traffic as at the beginning of 2020 and its comparison with the beginning of 2010. The years 2010-2020 are a period of intense railway investments and the development of regional carriers market. At the same time, the length of the railway network has been shortened. However, the volume of passenger transport and the intensity of train traffic increased, especially in regional traffic. Infrastructural investments and the involvement of local governments improved the railway offers. However, this improvement did not apply to the entire country. It was most visible in the areas of the Warsaw, Wrocław, and Poznań agglomerations, and the weakest in north-eastern Poland. The border of the voivodeship is also unfavorable in this respect. Silesia and Lesser Poland.
Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 83-93
https://doi.org/10.4467/2543859XPKG.21.012.14955Regional passenger rail transport has been affected by changes in the organisation of transport in recent years. This concerns both management issues and the extent of the railway network served. There are noticeable tendencies to reactivate rail connections and to create new transport links. This is related both to service of urban agglomerations and regional transport. The process of creating new railway communication system can be based on: reactivation of inactive tracks or building new connections. The procedure of taking over unused lines by voivodeship self-government is an element of restoring the original railway system. On the one hand it allows to preserve the infrastructure, and on the other hand it may be a solution for improving transport accessibility. It may contribute to reducing the phenomenon of transport exclusion. An additional measure may be the use of bus transport as a feeder to the railway line. The survey carried out has shown that in Dolnośląskie voivodeship 16 sections of railway lines have been taken over and another 5 are planned to be connected to the rail system. Most of the routes are short connecting sections. The study showed that most of the routes are not located in the main planning documents (including the voivodeship transport plan). From the spatial point of view the highest concentration of routes takes place in the southern part of the voivodeship and within the Wrocław agglomeration. The entirety of the local government’s activities should be of a comprehensive nature, and the voivodeship’s regional public transportation system should be the result.
Sandra Żukowska, Tadeusz Palmowski, Marcin Połom
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 94-105
https://doi.org/10.4467/2543859XPKG.21.013.14956The article presents selected issues of the spatial development of the seaport in Gdynia, in particular its development conditions, as well as the relationship between the port and the city. The seaport and the city of Gdynia are a unique case of development of a port-city unit where, contrary to other cases, the port was created first and then the city started to develop. These conditions had a significant impact on the development of the spatial and economic structure of the port-city complex. The study was supplemented with a synthetic analysis of perspectives and barriers to development of the Port of Gdynia.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 106-119
https://doi.org/10.4467/2543859XPKG.21.014.14957In the article, the author returns to the graph methods which were once classic in the transport geography. Using basic indicators such as the cyclomatic number μ, the α Kansky index, the γ Kansky index and the Gns index developed by A. Ciechański, he analyzes the changes in the network of non-urban public bus transport in the area of the Beskid Niski and the Bieszczady Mountains. He also tests the Gns indicator for more complex graphs with a complicated structure, including often very numerous isolated vertices. Unfortunately, unlike the simple and inconsistent transport networks for which it was created, in the case of large transport networks containing many cycles its sensitivity shows a much worse level and the obtained results are much less unambiguous than in the case when the isolated subgraphs are less numerous, but with the more elaborate structure.
Railway atlases: bibliography of the cartographic products published worldwide between 1945 and 2021
Karol Kowalczyk
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 1-1
https://doi.org/10.4467/2543859XPKG.21.010.14953The objective of this paper is to present the results of a study compiling a bibliography of railway atlases published worldwide between 1945 and 2021. The atlases are a specific kind of product that supports cartographic communication of information regarding the current or former state of the railway network in a certain area. They are used in professional activities, for travel planning, or as a historical source. The research identified 253 unique titles forming 348 separate volumes. The bibliographic data are presented in tables corresponding to particular geographic regions. The lists are preceded by a descriptive part devoted to the origins of railway cartography, research methods, and a brief overview of selected items.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 5-6
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 7-17
https://doi.org/10.4467/2543859XPKG.21.008.14951Sergey Tarkhov
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 18-39
https://doi.org/10.4467/2543859XPKG.21.009.14952Decline types of passenger turnover of 517 airports worldwide in 2020 compared to 2019, caused by COVID-19, are analyzed. This decay was uneven in space, as well as in individual countries, areas, poles, centers and cores. The strongest decline in 2020 occurred at airports of Europe (especially in the UK, Spain, Germany, and Italy) and Asia (particularly in India and Malaysia), medium – in the countries of America (the USA, Mexico, Brazil) and Norway, moderate – in Russia, weak – in China. 48% of all airports covered by the study showed a strong decline in passenger turnover (from 65 to 85%), 32% – medium (45 to 65%), 10% – moderate (30 to 45%). A catastrophic decline (over 85%) was recorded at 14 airports (2.7%), weak (15-30%) – in 26 (5%), insignificant (3-15%) – in 9 (1.7%). Stagnation (from -3% to + 3%) was noted only in 1 airport, and growth (more than + 3%) – in 3. The largest international airports with a high proportion of international transit passengers and airports with a narrow resort and tourist specialization were most affected by the covid crisis; less – airports with a dominance of domestic traffic. The pandemic has deformed the persistent territorial structure of world air traffic, which has formed over the past 60 years, and also violated the already established hierarchy of the largest and large airports not only around the world, but also within individual mega-regions and countries with big territories and populations.
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 69-82
https://doi.org/10.4467/2543859XPKG.21.011.14954The aim of the article was to examine the load on the railway network in Poland with passenger train traffic as at the beginning of 2020 and its comparison with the beginning of 2010. The years 2010-2020 are a period of intense railway investments and the development of regional carriers market. At the same time, the length of the railway network has been shortened. However, the volume of passenger transport and the intensity of train traffic increased, especially in regional traffic. Infrastructural investments and the involvement of local governments improved the railway offers. However, this improvement did not apply to the entire country. It was most visible in the areas of the Warsaw, Wrocław, and Poznań agglomerations, and the weakest in north-eastern Poland. The border of the voivodeship is also unfavorable in this respect. Silesia and Lesser Poland.
Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 83-93
https://doi.org/10.4467/2543859XPKG.21.012.14955Regional passenger rail transport has been affected by changes in the organisation of transport in recent years. This concerns both management issues and the extent of the railway network served. There are noticeable tendencies to reactivate rail connections and to create new transport links. This is related both to service of urban agglomerations and regional transport. The process of creating new railway communication system can be based on: reactivation of inactive tracks or building new connections. The procedure of taking over unused lines by voivodeship self-government is an element of restoring the original railway system. On the one hand it allows to preserve the infrastructure, and on the other hand it may be a solution for improving transport accessibility. It may contribute to reducing the phenomenon of transport exclusion. An additional measure may be the use of bus transport as a feeder to the railway line. The survey carried out has shown that in Dolnośląskie voivodeship 16 sections of railway lines have been taken over and another 5 are planned to be connected to the rail system. Most of the routes are short connecting sections. The study showed that most of the routes are not located in the main planning documents (including the voivodeship transport plan). From the spatial point of view the highest concentration of routes takes place in the southern part of the voivodeship and within the Wrocław agglomeration. The entirety of the local government’s activities should be of a comprehensive nature, and the voivodeship’s regional public transportation system should be the result.
Sandra Żukowska, Tadeusz Palmowski, Marcin Połom
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 94-105
https://doi.org/10.4467/2543859XPKG.21.013.14956The article presents selected issues of the spatial development of the seaport in Gdynia, in particular its development conditions, as well as the relationship between the port and the city. The seaport and the city of Gdynia are a unique case of development of a port-city unit where, contrary to other cases, the port was created first and then the city started to develop. These conditions had a significant impact on the development of the spatial and economic structure of the port-city complex. The study was supplemented with a synthetic analysis of perspectives and barriers to development of the Port of Gdynia.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 24 (2), 2021, pp. 106-119
https://doi.org/10.4467/2543859XPKG.21.014.14957In the article, the author returns to the graph methods which were once classic in the transport geography. Using basic indicators such as the cyclomatic number μ, the α Kansky index, the γ Kansky index and the Gns index developed by A. Ciechański, he analyzes the changes in the network of non-urban public bus transport in the area of the Beskid Niski and the Bieszczady Mountains. He also tests the Gns indicator for more complex graphs with a complicated structure, including often very numerous isolated vertices. Unfortunately, unlike the simple and inconsistent transport networks for which it was created, in the case of large transport networks containing many cycles its sensitivity shows a much worse level and the obtained results are much less unambiguous than in the case when the isolated subgraphs are less numerous, but with the more elaborate structure.
Publication date: 29.06.2021
Michał Beim, Radosław Bul
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 5-6
Marta Borowska-Stefańska, Michał Kowalski, Paulina Kurzyk, Miroslava Mikušová, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 7-30
https://doi.org/10.4467/2543859XPKG.21.001.14944This article contains results of studies on the applicability of data from Intelligent Transportation Systems (ITS) for the purposes of geographical studies regarding the spatial mobility of inhabitants within a big city. The article focuses on the option of applying two types of sub-systems – induction loops and automatic number-plate recognition (ANPR) – and includes examples of analyses based on the resulting data, which can serve as a basis for mobility studies. The area on the example of which the capabilities of application of ITS data have been presented is Lodz – a large city in central Poland. The conducted research shows that ITS systems offer an enormous potential in providing data for spatial mobility studies. In order to fully exploit its worth, however, it is imperative to expand the research procedure by including, for instance, the results of qualitative research. Also, the interpretation of results obtained on the basis of ITS data ought to be performed with an awareness of numerous significant preliminary and simplifying assumptions.
Samuel Olorunfemi
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 31-43
https://doi.org/10.4467/2543859XPKG.21.002.14945Road infrastructure has been identified as a major factor in the development of a nation and where is lacking or inadequate usually creates a memorable hardship for road users. To this end, this study assessed the state of road infrastructure in selected urban centres in Kogi State, Nigeria. Structured questionnaire cum field observation were deployed to collect the required data for the study. The structure questionnaire were administered to one thousand, two hundred and fifteen (1,215) household heads in the selected urban centres to elicit information on the perception of the urban dwellers with the state of road infrastructure. More importantly, Z-Score technique was utilized to show variation in the distribution of road infrastructure in the selected urban centres in Kogi State. Findings revealed that disparity exists in the provision of road infrastructure across the selected urban centres in the study area with the highest Z-Score value of 3.85 in Lokoja and a least Z-Score value of -0.28 in Mopa-Amuro. Findings also indicated that that the respondents (urban dwellers) were dissatisfied with the condition of road network and fairly satisfied with the state of bridge and drainage system, lay-by and walk way, street light, traffic/road sign and parking spaces available in the study area. Having revealed the level of satisfaction of respondents with the physical state of existing road infrastructures and their serviceability, the study recommends that Kogi State government should made concerted efforts to develop and implement standard road infrastructure capacity framework for road construction, rehabilitation and maintenance across the urban centres in Kogi State.
Beniamin Stoica-Fuchs, Bogdan-Andrei Michai, Ionuț Săvulescu, Robert Dobre
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 44-56
https://doi.org/10.4467/2543859XPKG.21.003.14946Cost-suitability land modeling is one of the mandatory conditions for the proposal of new transport development projects, in order to achieve optimal costs of design and construction. In the present study, we intend to present a model for assessing land suitability for current and proposed transport infrastructure along the Orient-East Med TEN-T Corridor, in the mountainous region of the Timiș-Cerna Corridor (Romania). The relevant factors for our analysis were outsourced from various thematic data sets and refer to lithology, morphological and morphometrical properties of landforms, soil characteristics and climatic setting of the study area. Conservation of natural environment and human habitat was also taken into consideration by means of analyzing land use patterns and spatial distribution of protected areas. The methodology is based on the principles of cartographic algebra and vector overlay analysis, currently implemented in various GIS applications. The results of our study aim for the identification of critical sectors along the current and proposed transport infrastructure, which intersect areas with high development cost and low suitability. Starting from our observations, specialists in transport networks and spatial planning could make use of dedicated computation algorithms to identify and describe optimal routes for future infrastructure projects that would connect the southern and western parts of the country.
Michał Beim
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 57-63
https://doi.org/10.4467/2543859XPKG.21.005.14948The paper discusses the concept of a 15-minute city. The immobility and social isolation caused by the pandemic situation was an impulse to search for new rules of space organization and directions of urban development. One of the answers was the concept of the fifteen-minute city, which gained great popularity due to being adopted by the Paris authorities. A 15-minute city has been seen not only to be the best response to the challenges of sustainable development, but also to be an optimal resilience. The paper presents the evolution of 15-minute city: from the idea presented in the public debate to the research concept. A 15-minute city is also presented in relation to other concepts of urban development.
Paulina Kurzyk
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 64-77
https://doi.org/10.4467/2543859XPKG.21.006.14949One of the most important international events that allow for far-reaching promotion of a country, place or region are world exhibitions called Expo. The purpose of the article below is to assess the changes in transport accessibility of the areas where the Expo Horticultural exhibition in Łódź is to be held, based on the analysis of the transport system and the number of people before and during the organization of the event. The analyzed area is noteworthy because it is the first host city that decided to organize such an event almost in the city center, which is a challenge for the entire transport system. Network analyzes were used in the work. The research results below prove that the chosen exhibition location will deteriorate the transport accessibility of this area.
Jakub Łodziński
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 78-95
https://doi.org/10.4467/2543859XPKG.21.007.14950The paper presents the functioning of the infrastructure used for passenger check-in, both for PKS bus departure points and private carriers, in small towns in the Podkarpackie Voivodeship: Leżajsk, Lubaczów, Łańcut and Przeworsk. The location of the stations in urban space, the form of their organisation and the comfort provided to passengers vary greatly between stations. Among the reason for their current state are organizational transformations and ownership changes that have taken place over the last decades, both in the whole bus transport industry and individually in the case of specific stations. The custom indicator has been used to determine the distribution of stations in relation to the most important public infrastructure facilities; functional development of the nearest surroundings has also been identified. Negative examples of infrastructure transformation prevail in analysed sample. Most check-in places do not provide passengers with basic amenities – only three objects have all the basic elements of a station required by law.
Michał Beim, Radosław Bul
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 96-100
Daniel Štraub
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 101-102
Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 103-105
Daniel Štraub
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 101-102
Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 103-105
Michał Beim, Radosław Bul
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 5-6
Marta Borowska-Stefańska, Michał Kowalski, Paulina Kurzyk, Miroslava Mikušová, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 7-30
https://doi.org/10.4467/2543859XPKG.21.001.14944This article contains results of studies on the applicability of data from Intelligent Transportation Systems (ITS) for the purposes of geographical studies regarding the spatial mobility of inhabitants within a big city. The article focuses on the option of applying two types of sub-systems – induction loops and automatic number-plate recognition (ANPR) – and includes examples of analyses based on the resulting data, which can serve as a basis for mobility studies. The area on the example of which the capabilities of application of ITS data have been presented is Lodz – a large city in central Poland. The conducted research shows that ITS systems offer an enormous potential in providing data for spatial mobility studies. In order to fully exploit its worth, however, it is imperative to expand the research procedure by including, for instance, the results of qualitative research. Also, the interpretation of results obtained on the basis of ITS data ought to be performed with an awareness of numerous significant preliminary and simplifying assumptions.
Samuel Olorunfemi
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 31-43
https://doi.org/10.4467/2543859XPKG.21.002.14945Road infrastructure has been identified as a major factor in the development of a nation and where is lacking or inadequate usually creates a memorable hardship for road users. To this end, this study assessed the state of road infrastructure in selected urban centres in Kogi State, Nigeria. Structured questionnaire cum field observation were deployed to collect the required data for the study. The structure questionnaire were administered to one thousand, two hundred and fifteen (1,215) household heads in the selected urban centres to elicit information on the perception of the urban dwellers with the state of road infrastructure. More importantly, Z-Score technique was utilized to show variation in the distribution of road infrastructure in the selected urban centres in Kogi State. Findings revealed that disparity exists in the provision of road infrastructure across the selected urban centres in the study area with the highest Z-Score value of 3.85 in Lokoja and a least Z-Score value of -0.28 in Mopa-Amuro. Findings also indicated that that the respondents (urban dwellers) were dissatisfied with the condition of road network and fairly satisfied with the state of bridge and drainage system, lay-by and walk way, street light, traffic/road sign and parking spaces available in the study area. Having revealed the level of satisfaction of respondents with the physical state of existing road infrastructures and their serviceability, the study recommends that Kogi State government should made concerted efforts to develop and implement standard road infrastructure capacity framework for road construction, rehabilitation and maintenance across the urban centres in Kogi State.
Beniamin Stoica-Fuchs, Bogdan-Andrei Michai, Ionuț Săvulescu, Robert Dobre
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 44-56
https://doi.org/10.4467/2543859XPKG.21.003.14946Cost-suitability land modeling is one of the mandatory conditions for the proposal of new transport development projects, in order to achieve optimal costs of design and construction. In the present study, we intend to present a model for assessing land suitability for current and proposed transport infrastructure along the Orient-East Med TEN-T Corridor, in the mountainous region of the Timiș-Cerna Corridor (Romania). The relevant factors for our analysis were outsourced from various thematic data sets and refer to lithology, morphological and morphometrical properties of landforms, soil characteristics and climatic setting of the study area. Conservation of natural environment and human habitat was also taken into consideration by means of analyzing land use patterns and spatial distribution of protected areas. The methodology is based on the principles of cartographic algebra and vector overlay analysis, currently implemented in various GIS applications. The results of our study aim for the identification of critical sectors along the current and proposed transport infrastructure, which intersect areas with high development cost and low suitability. Starting from our observations, specialists in transport networks and spatial planning could make use of dedicated computation algorithms to identify and describe optimal routes for future infrastructure projects that would connect the southern and western parts of the country.
Michał Beim
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 57-63
https://doi.org/10.4467/2543859XPKG.21.005.14948The paper discusses the concept of a 15-minute city. The immobility and social isolation caused by the pandemic situation was an impulse to search for new rules of space organization and directions of urban development. One of the answers was the concept of the fifteen-minute city, which gained great popularity due to being adopted by the Paris authorities. A 15-minute city has been seen not only to be the best response to the challenges of sustainable development, but also to be an optimal resilience. The paper presents the evolution of 15-minute city: from the idea presented in the public debate to the research concept. A 15-minute city is also presented in relation to other concepts of urban development.
Paulina Kurzyk
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 64-77
https://doi.org/10.4467/2543859XPKG.21.006.14949One of the most important international events that allow for far-reaching promotion of a country, place or region are world exhibitions called Expo. The purpose of the article below is to assess the changes in transport accessibility of the areas where the Expo Horticultural exhibition in Łódź is to be held, based on the analysis of the transport system and the number of people before and during the organization of the event. The analyzed area is noteworthy because it is the first host city that decided to organize such an event almost in the city center, which is a challenge for the entire transport system. Network analyzes were used in the work. The research results below prove that the chosen exhibition location will deteriorate the transport accessibility of this area.
Jakub Łodziński
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 78-95
https://doi.org/10.4467/2543859XPKG.21.007.14950The paper presents the functioning of the infrastructure used for passenger check-in, both for PKS bus departure points and private carriers, in small towns in the Podkarpackie Voivodeship: Leżajsk, Lubaczów, Łańcut and Przeworsk. The location of the stations in urban space, the form of their organisation and the comfort provided to passengers vary greatly between stations. Among the reason for their current state are organizational transformations and ownership changes that have taken place over the last decades, both in the whole bus transport industry and individually in the case of specific stations. The custom indicator has been used to determine the distribution of stations in relation to the most important public infrastructure facilities; functional development of the nearest surroundings has also been identified. Negative examples of infrastructure transformation prevail in analysed sample. Most check-in places do not provide passengers with basic amenities – only three objects have all the basic elements of a station required by law.
Michał Beim, Radosław Bul
Transport Geography Papers of Polish Geographical Society, 24 (1), 2021, pp. 96-100
Publication date: 30.12.2020
Editor-in-Chief: Marcin Połom
Marcin Połom, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 5-6
Aleksandra Koźlak
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 7-17
https://doi.org/10.4467/2543859XPKG.20.028.13245Mobility-as-a-Service (MaaS) is an innovative concept that makes a significant contribution to transport integration. This concept has developed following the emergence of new types of transport services and technological advances, in particular ICT and mobile technology. MaaS has the potential to improve the use of assets and contributes to a reduction in the number of passenger cars in congested cities. The aim of the article is to synthesise the current state of knowledge on the Mobility-as-a-Service concept, to assess the degree of the implementation of MaaS systems in Europe, to discuss the results of research on the benefits of using these solutions, as well as to show the role of MaaS in transport integration. The research methodology includes a literature review and a deductive research method. The research has shown that any consensus has been reached on the scope of the MaaS system, although the suggestion is that they should include solutions that have at least an integrated module for booking services and payments, in addition to the possibility of planning a journey by different transport means. Currently there are neither sufficient data on the costs and benefits of MaaS systems, nor comprehensive analyses how they affect travel patterns and user behaviour. However, the first fragmented studies of MaaS pilot implementations confirm the existence of benefits for different stakeholder groups. The analysis of levels and the scope of the integration in MaaS systems confirmed that they contribute to the deepening of the integration of transport services. The results of the research presented in this article can be a reason for in-depth research into the essence and effects of Mobility-as-a-Service applications.
Anna Mercik
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 18-33
https://doi.org/10.4467/2543859XPKG.20.029.13246The idea of sustainable mobility is one of the key concepts responding to the need to reduce the negative effects of transport, particularly in urban areas. European Union documents indicate a number of actions which can help to balance mobility. Among them, the concept of increasing the energy efficiency of transport processes through the use of low-emission sources of vehicle power, including electrification of vehicles, occupies an important place.
The aim of the study is to determine whether the actions taken by the GZM Metropolis, operating since 2017 in the central part of the Silesian Voivodship, in the field of electrification of the bus transport it organises can be considered as actions implementing the objectives of sustainable mobility policy.
The article contains: a review of current research on sustainable mobility policy, an attempt to define the concept of electromobility, an indication of the possibility of its application in public bus transport, identification of legal conditions for the implementation of electromobility in public transport in Poland, conditions for the activity of the GZM Metropolis as a public transport authority and an entity responsible for the implementation of sustainable mobility policy, as well as an analysis of actions taken by the Metropolis GZM and its operators in the field of bus fleet electrification.
The results of the study are based, among other things, on an analysis of national and foreign literature on the subject, acts of the European Community and national law, strategic and operational documents of entities at various levels of administration and source data obtained during direct interviews with employees of the largest public transport organiser in the Silesian Voivodeship. The results of the participant observation of the author of the study were also used in the research.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 34-52
https://doi.org/10.4467/2543859XPKG.20.030.13247At the end of June 2017, in the poviats served by the Sanok and Brzozów branches of Arriva Bus Transport Polska (formerly PKS Brzozów and PKS Sanok), an important carrier serving the area of several poviats withdrew unprecedentedly its services. Unlike many other former PKS enterprises that were being closed down, it still had a dominant, and even monopolistic, position on the market.
As part of a broader study on the issue of transport based social exclusion, changes in the collective public transport network in the studied area, were identified. This was used to indicate the areas most exposed to this unfavorable process. One of such administrative division units is the Komańcza commune. Therefore, an additional study was conducted on the current transport problems of adults. It showed that they did not use public transport, and many were forced to buy a car due to insufficient offer of rail and bus operators.
Beata Gierczak-Korzeniowska
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 53-60
https://doi.org/10.4467/2543859XPKG.20.031.13248The article discusses the importance of investments in railway infrastructure for improving the transport accessibility of the Rzeszów agglomeration. For an intensively developing and expanding Rzeszów agglomeration, accessibility plays a key role not only in determining the value of residential and commercial real estate but, above all, in meeting the needs related to the mobility of the region’s inhabitants from one place to another (e.g. to work or school). Therefore, transport accessibility is an important element of spatial organization and has a significant impact on the level and pace of the socio-economic development in the region. The paper consists of a theoretical part and a case study characterising several investment projects in the railway transport infrastructure. The aim of the article is to present the impact planned and implemented investments in rail transport to improvement of accessibility, and thus the level and quality of life of the inhabitants of the Rzeszów agglomeration. The considerations were supplemented with an attempt to assess the current transport accessibility in the region and the changes that will occur as a result of the implemented investments.
Tomasz Michalski
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 61-72
https://doi.org/10.4467/2543859XPKG.20.032.13249The aim of the article is to show how the hitherto important functions of small Polish ports and marinas are disappearing. This was done by analyzing the volume of cargo turnover, the number of international passengers and the gross tonnage (GT) of cutters. The analysis covers the years 1996-2018. It was found that the transhipments increased in Gdańsk, Gdynia and Świnoujście while decrease was observed in Szczecin and small ports. International passenger traffic (after a peak in 1997-2001 in some of them) is currently at a minimal level. Also after Poland’s accession into the European Union, the gross tonnage (GT) of the cutter fleet significantly decreased. Therefore, it is evident that Polish small seaports and marinas should look for new functions that may become their development factors in the future. Tourism, including yacht tourism, should become one of such functions.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 73-74
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 75-77
Jakub Taczanowski, Arkadiusz Kołoś
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 78-79
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 75-77
Jakub Taczanowski, Arkadiusz Kołoś
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 78-79
Marcin Połom, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 5-6
Aleksandra Koźlak
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 7-17
https://doi.org/10.4467/2543859XPKG.20.028.13245Mobility-as-a-Service (MaaS) is an innovative concept that makes a significant contribution to transport integration. This concept has developed following the emergence of new types of transport services and technological advances, in particular ICT and mobile technology. MaaS has the potential to improve the use of assets and contributes to a reduction in the number of passenger cars in congested cities. The aim of the article is to synthesise the current state of knowledge on the Mobility-as-a-Service concept, to assess the degree of the implementation of MaaS systems in Europe, to discuss the results of research on the benefits of using these solutions, as well as to show the role of MaaS in transport integration. The research methodology includes a literature review and a deductive research method. The research has shown that any consensus has been reached on the scope of the MaaS system, although the suggestion is that they should include solutions that have at least an integrated module for booking services and payments, in addition to the possibility of planning a journey by different transport means. Currently there are neither sufficient data on the costs and benefits of MaaS systems, nor comprehensive analyses how they affect travel patterns and user behaviour. However, the first fragmented studies of MaaS pilot implementations confirm the existence of benefits for different stakeholder groups. The analysis of levels and the scope of the integration in MaaS systems confirmed that they contribute to the deepening of the integration of transport services. The results of the research presented in this article can be a reason for in-depth research into the essence and effects of Mobility-as-a-Service applications.
Anna Mercik
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 18-33
https://doi.org/10.4467/2543859XPKG.20.029.13246The idea of sustainable mobility is one of the key concepts responding to the need to reduce the negative effects of transport, particularly in urban areas. European Union documents indicate a number of actions which can help to balance mobility. Among them, the concept of increasing the energy efficiency of transport processes through the use of low-emission sources of vehicle power, including electrification of vehicles, occupies an important place.
The aim of the study is to determine whether the actions taken by the GZM Metropolis, operating since 2017 in the central part of the Silesian Voivodship, in the field of electrification of the bus transport it organises can be considered as actions implementing the objectives of sustainable mobility policy.
The article contains: a review of current research on sustainable mobility policy, an attempt to define the concept of electromobility, an indication of the possibility of its application in public bus transport, identification of legal conditions for the implementation of electromobility in public transport in Poland, conditions for the activity of the GZM Metropolis as a public transport authority and an entity responsible for the implementation of sustainable mobility policy, as well as an analysis of actions taken by the Metropolis GZM and its operators in the field of bus fleet electrification.
The results of the study are based, among other things, on an analysis of national and foreign literature on the subject, acts of the European Community and national law, strategic and operational documents of entities at various levels of administration and source data obtained during direct interviews with employees of the largest public transport organiser in the Silesian Voivodeship. The results of the participant observation of the author of the study were also used in the research.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 34-52
https://doi.org/10.4467/2543859XPKG.20.030.13247At the end of June 2017, in the poviats served by the Sanok and Brzozów branches of Arriva Bus Transport Polska (formerly PKS Brzozów and PKS Sanok), an important carrier serving the area of several poviats withdrew unprecedentedly its services. Unlike many other former PKS enterprises that were being closed down, it still had a dominant, and even monopolistic, position on the market.
As part of a broader study on the issue of transport based social exclusion, changes in the collective public transport network in the studied area, were identified. This was used to indicate the areas most exposed to this unfavorable process. One of such administrative division units is the Komańcza commune. Therefore, an additional study was conducted on the current transport problems of adults. It showed that they did not use public transport, and many were forced to buy a car due to insufficient offer of rail and bus operators.
Beata Gierczak-Korzeniowska
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 53-60
https://doi.org/10.4467/2543859XPKG.20.031.13248The article discusses the importance of investments in railway infrastructure for improving the transport accessibility of the Rzeszów agglomeration. For an intensively developing and expanding Rzeszów agglomeration, accessibility plays a key role not only in determining the value of residential and commercial real estate but, above all, in meeting the needs related to the mobility of the region’s inhabitants from one place to another (e.g. to work or school). Therefore, transport accessibility is an important element of spatial organization and has a significant impact on the level and pace of the socio-economic development in the region. The paper consists of a theoretical part and a case study characterising several investment projects in the railway transport infrastructure. The aim of the article is to present the impact planned and implemented investments in rail transport to improvement of accessibility, and thus the level and quality of life of the inhabitants of the Rzeszów agglomeration. The considerations were supplemented with an attempt to assess the current transport accessibility in the region and the changes that will occur as a result of the implemented investments.
Tomasz Michalski
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 61-72
https://doi.org/10.4467/2543859XPKG.20.032.13249The aim of the article is to show how the hitherto important functions of small Polish ports and marinas are disappearing. This was done by analyzing the volume of cargo turnover, the number of international passengers and the gross tonnage (GT) of cutters. The analysis covers the years 1996-2018. It was found that the transhipments increased in Gdańsk, Gdynia and Świnoujście while decrease was observed in Szczecin and small ports. International passenger traffic (after a peak in 1997-2001 in some of them) is currently at a minimal level. Also after Poland’s accession into the European Union, the gross tonnage (GT) of the cutter fleet significantly decreased. Therefore, it is evident that Polish small seaports and marinas should look for new functions that may become their development factors in the future. Tourism, including yacht tourism, should become one of such functions.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (5), 2020, pp. 73-74
Publication date: 29.09.2020
Editor-in-Chief: Marcin Połom
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 5-6
Michał Dzięcielski, Marcin Woźniak, Adam Radzimski
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 7-18
https://doi.org/10.4467/2543859XPKG.20.023.13125In recent years, numerous Polish cities and municipalities have become involved in the creation of bike-sharing systems. Although the contribution of bike-sharing to creating sustainable transport caused some controversy in the literature, the positive role of cycling in promoting low-emission mobility and a healthy lifestyle is widely acknowledged. As part of the European Union’s sustainable transport agenda, some Polish local governments have obtained funding from structural funds for the implementation of bicycle-sharing schemes. This article presents an overview of selected systems, as well as a preliminary analysis of their users’ activity based on data obtained through a Web API. Although the scope of the data was limited in time due to the shutdown of the systems caused by the COVID-19 pandemic shortly after their spring reactivation, some patterns could be observed. In particular, users activity was more evenly distributed over time in larger cities (over 300 thousand of residents), whereas in smaller cities alternating periods of high and low activity was observed.
Funding: This work was supported by the National Science Centre, Poland (grant number UMO-2017/27/B/HS4/00099).
Renata Anisiewicz
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 19-31
https://doi.org/10.4467/2543859XPKG.20.024.13126The article is to show tourist assets of the cross-border railway line Brest–Chełm, which is disrupted by a state border and the lack of a bridge on the Bug River barring access to Brest–Włodawa line section on the Belarus side and to Włodawa–Chełm section on the Polish side. The locally operating sections, built in the eighties of the twentieth century, of the strategic railway linking the Warsaw–Terespol line with the Vistula River Railroad (Nadwiślańska) have a great potential for the development of railway tourism. The line runs along prized nature areas of the macro-regions West Polesie and Wołyńskie Polesie. Sundry landscapes of the border countryside and their biological diversity are decisive in enjoying the highly valued scenery along the line on the Polish side. The attractiveness of the Belarus side – in practice accessible to foreigners following the introduction of the tourist and recreation zone ‘Brest’ in 2018 – is usually associated with the uncommon rules of travelling by train in the Belarus cross-border region. Both fragments of the line Brest–Chełm lead to and run through interesting tourist localities and cross-border culture sites. The article also touches on the present restrictions for railway tourism along this route, and the chances of reviving regular traffic in the Polish section in view of the governmental programme Kolej+.
Martin Bárta, Jan Masopust
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 32-41
https://doi.org/10.4467/2543859XPKG.20.025.13127This study deals with the synthesis of selected attributes of public transport accessibility. The aim is to present a new method of multi-criteria analysis. As the research area, the city of Cracow has been chosen. The GTFS (General Transit Feed Specification) system has been used to obtain traffic data for buses and trams within the city‘s transport company (MPK Krakow). The analysis itself consists of 4 main accessibility indicators (walking time to each stop, number of lines, directions, and connections from each stop). The problem of exceeding the stops accessibility beyond the administrative border of Cracow has been solved by using a 500 m wide buffer zone around the city. To connect the individual layers of indicators into a multicriteria analysis, the Voronoi diagram function has been applied. The results of the method are presented in the form of synthetic maps of transport accessibility for each bus and tram stop in Cracow. Together with the synthetic accessibility maps, an index of a stop importance has been created as well, which consists of the sum of the mean percentages from 3 indicators (number of lines, directions, connections). The synthetic method used and acquired detailed values not only for the city of Cracow as a whole, but also its individual parts make it possible to provide a comprehensive picture of accessibility by public transport. This multicriteria analysis can also be extended for a comparative study of selected cities.
Maria Matusiewicz
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 42-48
https://doi.org/10.4467/2543859XPKG.20.026.13128Sustainable growth is now the foundation of economic growth, especially if the 2020 pandemic prompts the conclusion that the over-exploitation of planet’s goods is ultimately turning against humanity. Despite the climate crisis, Poles are reluctant to give up cars, and city authorities in Poland do not increase the quality and efficiency of public transport. Young people around the world are seen as hope for changing trends. The aim of the article is to verify the hypothesis about greater awareness of young people in Poland about climate change, manifested by mobility habits, compared to the older generation. The hypothesis was verified by a study onducted on a group of 67 students commuting to the university at the age of 21-23 and a group of 45 commuters aged 25-65. The Sustainable Mobility Indicator (SMI) was created for the purposes of the article. The SMI considers daily travels of residents of a large Polish city. With the use of the created indicator, the hypothesis was rejected.
Joanna Kos-Łabędowicz
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 49-60
https://doi.org/10.4467/2543859XPKG.20.027.13129The ageing society and the necessity to meet the needs (including transport ones) of elderly people are a challenge for an increasing number of countries, including the EU Member States and Poland. Different types of modern ICT solutions are being proposed as a way of improving the meeting of the needs of elderly people in order to prevent their social exclusion. The growing popularity of solutions and services that use information and communication technologies (mainly the Internet and mobile applications) can also be observed in transport services and is perceived as a means to better meet transport needs. The aim of the article is to examine the extent to which seniors use ICT solutions to meet their transport needs when, for example, obtaining access to a car or car ride. A literature review, statistical data analysis and results of primary survey studies carried out on a sample of U3A students were used. The results of the analysis do not allow generalization on the entire population of elderly people but point to some interesting conclusions. For instance, at least one of the considered solutions (e.g. sharing travel by car as a driver or passenger) was used by almost two-thirds of those that responded using the Internet. Also, the solutions given were rated rather positively by the respondents in terms of their usefulness and ease of use. Those findings, apart from indicating further directions of research, allow for a cautious statement that these types of solutions can actually serve to better meet the transport needs of seniors.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 61-62
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 5-6
Michał Dzięcielski, Marcin Woźniak, Adam Radzimski
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 7-18
https://doi.org/10.4467/2543859XPKG.20.023.13125In recent years, numerous Polish cities and municipalities have become involved in the creation of bike-sharing systems. Although the contribution of bike-sharing to creating sustainable transport caused some controversy in the literature, the positive role of cycling in promoting low-emission mobility and a healthy lifestyle is widely acknowledged. As part of the European Union’s sustainable transport agenda, some Polish local governments have obtained funding from structural funds for the implementation of bicycle-sharing schemes. This article presents an overview of selected systems, as well as a preliminary analysis of their users’ activity based on data obtained through a Web API. Although the scope of the data was limited in time due to the shutdown of the systems caused by the COVID-19 pandemic shortly after their spring reactivation, some patterns could be observed. In particular, users activity was more evenly distributed over time in larger cities (over 300 thousand of residents), whereas in smaller cities alternating periods of high and low activity was observed.
Funding: This work was supported by the National Science Centre, Poland (grant number UMO-2017/27/B/HS4/00099).
Renata Anisiewicz
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 19-31
https://doi.org/10.4467/2543859XPKG.20.024.13126The article is to show tourist assets of the cross-border railway line Brest–Chełm, which is disrupted by a state border and the lack of a bridge on the Bug River barring access to Brest–Włodawa line section on the Belarus side and to Włodawa–Chełm section on the Polish side. The locally operating sections, built in the eighties of the twentieth century, of the strategic railway linking the Warsaw–Terespol line with the Vistula River Railroad (Nadwiślańska) have a great potential for the development of railway tourism. The line runs along prized nature areas of the macro-regions West Polesie and Wołyńskie Polesie. Sundry landscapes of the border countryside and their biological diversity are decisive in enjoying the highly valued scenery along the line on the Polish side. The attractiveness of the Belarus side – in practice accessible to foreigners following the introduction of the tourist and recreation zone ‘Brest’ in 2018 – is usually associated with the uncommon rules of travelling by train in the Belarus cross-border region. Both fragments of the line Brest–Chełm lead to and run through interesting tourist localities and cross-border culture sites. The article also touches on the present restrictions for railway tourism along this route, and the chances of reviving regular traffic in the Polish section in view of the governmental programme Kolej+.
Martin Bárta, Jan Masopust
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 32-41
https://doi.org/10.4467/2543859XPKG.20.025.13127This study deals with the synthesis of selected attributes of public transport accessibility. The aim is to present a new method of multi-criteria analysis. As the research area, the city of Cracow has been chosen. The GTFS (General Transit Feed Specification) system has been used to obtain traffic data for buses and trams within the city‘s transport company (MPK Krakow). The analysis itself consists of 4 main accessibility indicators (walking time to each stop, number of lines, directions, and connections from each stop). The problem of exceeding the stops accessibility beyond the administrative border of Cracow has been solved by using a 500 m wide buffer zone around the city. To connect the individual layers of indicators into a multicriteria analysis, the Voronoi diagram function has been applied. The results of the method are presented in the form of synthetic maps of transport accessibility for each bus and tram stop in Cracow. Together with the synthetic accessibility maps, an index of a stop importance has been created as well, which consists of the sum of the mean percentages from 3 indicators (number of lines, directions, connections). The synthetic method used and acquired detailed values not only for the city of Cracow as a whole, but also its individual parts make it possible to provide a comprehensive picture of accessibility by public transport. This multicriteria analysis can also be extended for a comparative study of selected cities.
Maria Matusiewicz
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 42-48
https://doi.org/10.4467/2543859XPKG.20.026.13128Sustainable growth is now the foundation of economic growth, especially if the 2020 pandemic prompts the conclusion that the over-exploitation of planet’s goods is ultimately turning against humanity. Despite the climate crisis, Poles are reluctant to give up cars, and city authorities in Poland do not increase the quality and efficiency of public transport. Young people around the world are seen as hope for changing trends. The aim of the article is to verify the hypothesis about greater awareness of young people in Poland about climate change, manifested by mobility habits, compared to the older generation. The hypothesis was verified by a study onducted on a group of 67 students commuting to the university at the age of 21-23 and a group of 45 commuters aged 25-65. The Sustainable Mobility Indicator (SMI) was created for the purposes of the article. The SMI considers daily travels of residents of a large Polish city. With the use of the created indicator, the hypothesis was rejected.
Joanna Kos-Łabędowicz
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 49-60
https://doi.org/10.4467/2543859XPKG.20.027.13129The ageing society and the necessity to meet the needs (including transport ones) of elderly people are a challenge for an increasing number of countries, including the EU Member States and Poland. Different types of modern ICT solutions are being proposed as a way of improving the meeting of the needs of elderly people in order to prevent their social exclusion. The growing popularity of solutions and services that use information and communication technologies (mainly the Internet and mobile applications) can also be observed in transport services and is perceived as a means to better meet transport needs. The aim of the article is to examine the extent to which seniors use ICT solutions to meet their transport needs when, for example, obtaining access to a car or car ride. A literature review, statistical data analysis and results of primary survey studies carried out on a sample of U3A students were used. The results of the analysis do not allow generalization on the entire population of elderly people but point to some interesting conclusions. For instance, at least one of the considered solutions (e.g. sharing travel by car as a driver or passenger) was used by almost two-thirds of those that responded using the Internet. Also, the solutions given were rated rather positively by the respondents in terms of their usefulness and ease of use. Those findings, apart from indicating further directions of research, allow for a cautious statement that these types of solutions can actually serve to better meet the transport needs of seniors.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (4), 2020, pp. 61-62
Publication date: 14.06.2020
Editor-in-Chief: Marcin Połom
Marcin Połom, Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 5-6
Vilmos Oszter
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 7-13
https://doi.org/10.4467/2543859XPKG.20.001.12099The spread of the novel Coronavirus (COVID-19) has urged to take special actions to limit the level of contagion. The unprecedented scale of measures declared by the national governments in nearly every country ot the world would have a huge impact on public transport services and in general, on the citizens travel behaviours. This paper endeavours to give an overview of the emerged epidemic situation caused by COVID-19 in Hungary and some of its neighbouring Central and South-East European countries. It identifies the most important public transport service changes together with their interrelated impacts on the mobility patterns. The responses vary country per country so an overall comparison shows novel findings on emergency transport management policies.
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 14-19
https://doi.org/10.4467/2543859XPKG.20.002.12100The objective of the article is to present the influence of COVID-19 on international and long distance passenger rail transport in Italy and Poland. Despite differences in the development of the pandemic the decision to put limits on long-distance rail services was taken in both countries at the very same time. On 23 March 2020 the last large-scale cancellations so far were introduced both in Italy and Poland. The entire rail transport in the two countries has been stopped to a very large extent. The only remaining international trains in Italy and Poland are cross-border regional trains operated by some railway companies from the neighbouring countries – France and Switzerland in the case of Italy and Germany in the case of Poland. As far as long-distance rail traffic is concerned, in Italy over 90% of all trains of this kind have been cancelled whereas in Poland the figure is 43%. A similar characteristic is the fact that almost all prestigious high speed trains have been cancelled. This is probably connected with the fact that their main target are business trips which in the time of pandemic have come almost to a complete stop.
Edyta Pijet-Migoń
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 20-27
https://doi.org/10.4467/2543859XPKG.20.003.12101The development of the SARS-CoV-2 virus epidemic and the associated restrictions on mobility have affected many sectors of the economy, but one of the first to suffer especially was passenger air transport. None of the previous crises in the aviation industry had been so significant and so global. At the beginning of April 2020, air passenger traffic decreased by around 70% globally and by around 90% in Europe compared to 2019. At some European airports, very few air operations were carried out, or they were even completely suspended. The loss of revenues by entities from the aviation sector caused their significant financial problems, which cannot be solved without external support. After lifting the travel restrictions, a reduction in demand for travel by air can be expected. Most likely, the carrier market will consolidate, and the connection network will be reduced, which may aggravate the problems of some already unprofitable airports.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 28-34
https://doi.org/10.4467/2543859XPKG.20.004.12102Mid-March 2020 surprised societies of many countries with restrictions resulting from a need to curb the spread of a pandemic caused by a new type of coronavirus. Poland joined this group very quickly. The growing isolation of society also had an impact on non-urban public transport, especially one that was operated at the carriers’ own risk. The author of the article had a database, current as of spring 2019, with the number of bus connections in the area of six counties covering the ranges of the Low Beskids and the Bieszczady Mountains. This was an ideal starting point for trying to answer the question what the situation is like almost exactly a year later. Based on a study conducted in early April 2020, a catastrophic picture of public transport in the area has emerged. In the case of Bieszczady and Lesko Counties, there was a total lack of local bus connections. In Sanok, Krosno, Jasło and Gorlice Counties, the network of connections serving mainly the capitals of these units of administrative division has been severely limited. One of the main reasons for the observed process is suspension of school activities. This is also accompanied by a reduction in adult mobility resulting from a fear of a serious disease and a greater tendency to use other means of transport, as well as resignation from commuting by people working in jobs where remote work is possible or in companies that suspended their activity. Maintaining this situation poses a threat of huge economic problems for carriers. If it continues for many months, it may result in difficulties in traveling to schools that may appear after the holidays.
Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 35-39
https://doi.org/10.4467/2543859XPKG.20.005.12103Despite widespread information about COVID-19 disease in the media, the world did not want to acknowledge that the epidemic could get out of hand and reach Europe in a short time. This shortly led to an almost complete halt in the tourism market. Administrative decisions, whose rapid implementation was aimed to be pre-emptive action for the development of the epidemic, were not without significance for the sector of tourist services. Steps taken in Poland were perceived by many people as too drastic. This is proved, in consistence with the Senbeto and Hon model (2020), by the fact that part of the society did not obey the restrictions, taking previously planned tourist trips. The article presents actions taken at the national level and restrictions resulting from actions taken with regard to mobility related to the implementation of tourist objectives. An attempt was also made to present the consequences of the pandemic for the tourist traffic in national terms.
Jakub Taczanowski, Arkadiusz Kołoś
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 40-45
https://doi.org/10.4467/2543859XPKG.20.006.12104The aim of the paper is to compare the scale of regional train cancellation in Italy and Poland in the aftermath of COVID-19 pandemic and to answer the question whether different approaches to public transport limitation can be observed at national and regional scales in different European countries. The article is a preliminary study and as such contains the first observations and initial conclusions. From the analysis it results that the influence of COVID-19 on regional railway transport in both Italy and Poland is strong but much different. In Italy the scale of cancellation is generally larger and so are the differences between the regions. In both analysed countries the lines which have turned out to be mostly affected by suspension are urban and suburban connections with dense train traffic. It would seem that in Italy exactly as in Poland the train cancellations are more the result of the character of the operated rail system, the different approaches to regional rail transport and of the tendency to cut costs than of the actual epidemic situation in the regions.
Maciej Tarkowski, Krystian Puzdrakiewicz, Joanna Jaczewska, Marcin Połom
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 46-55
https://doi.org/10.4467/2543859XPKG.20.007.12105As no effective treatment or vaccine have yet been developed, the only way to prevent the spread of SARS-Cov-2 is to introduce social distancing measures. Scientific discussion regarding their actual effectiveness and socio-economic consequences has only just begun. Both declining mobility and changes in mobility patterns are obvious effects of social distancing. The main objective of this article is to present spatial diversity of changes in regional and local mobility in Poland with the use of data gathered and provided by Google LCC. As for the regional dimension, the mobility has declined steadily in most of the analysed areas. The regional changes were more visible only in the case of the following categories of areas: grocery & pharmacy and parks. The initial correlation analysis has shown that distribution of those changes more or less reflects spatial voting patterns. Both historical and cultural factors may explain such results, including ingrained habits, collective attitudes towards politics and group values. In the local context, illustrated by the analysis of changes in travel time from housing areas in Gdańsk, Gdynia and Sopot to the business and science centre in Gdańsk-Oliwa, a noticeable yet spatially diversified decrease in drive time (by private car) has been observed. The most significant reduction in travel time was recorded in peripheral areas accessible by high-speed roads which are normally jammed during peak hours. The mobility constraints have led to highly reduced traffic congestion, and consequently, shortened the travel time.
Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 56-61
https://doi.org/10.4467/2543859XPKG.20.009.12107The beginning of 2020 was associated with the appearance of the global coronavirus pandemic (COVID-19). The spread of the epidemic caused the introduction of an epidemiological emergency in Poland in early March (on March 12). This resulted in reduced public transport, including regional rail transport. In Lower Silesia, this concerned regional and fast connections. The conducted analysis concerns regional connections and is based on exploration of the spatial and the quantitative aspect of these changes. The transport offer before and after the announcing of the epidemic was analysed. The results showed that most of the transport restrictions concerned the peripheries of the voivodeship (local routes). Agglomeration routes were much less affected by the restrictions. On some lines a decrease to less than 5 pairs of connections per day was recorded. Once the restrictions are removed, it may be a challenge to encourage passengers to use railways again. Despite the low number of connections on many routes, rail transport can still be considered as the basis of the transport system. This is due to the lack of an alternative bus service.
Marcin Połom, Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 5-6
Vilmos Oszter
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 7-13
https://doi.org/10.4467/2543859XPKG.20.001.12099The spread of the novel Coronavirus (COVID-19) has urged to take special actions to limit the level of contagion. The unprecedented scale of measures declared by the national governments in nearly every country ot the world would have a huge impact on public transport services and in general, on the citizens travel behaviours. This paper endeavours to give an overview of the emerged epidemic situation caused by COVID-19 in Hungary and some of its neighbouring Central and South-East European countries. It identifies the most important public transport service changes together with their interrelated impacts on the mobility patterns. The responses vary country per country so an overall comparison shows novel findings on emergency transport management policies.
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 14-19
https://doi.org/10.4467/2543859XPKG.20.002.12100The objective of the article is to present the influence of COVID-19 on international and long distance passenger rail transport in Italy and Poland. Despite differences in the development of the pandemic the decision to put limits on long-distance rail services was taken in both countries at the very same time. On 23 March 2020 the last large-scale cancellations so far were introduced both in Italy and Poland. The entire rail transport in the two countries has been stopped to a very large extent. The only remaining international trains in Italy and Poland are cross-border regional trains operated by some railway companies from the neighbouring countries – France and Switzerland in the case of Italy and Germany in the case of Poland. As far as long-distance rail traffic is concerned, in Italy over 90% of all trains of this kind have been cancelled whereas in Poland the figure is 43%. A similar characteristic is the fact that almost all prestigious high speed trains have been cancelled. This is probably connected with the fact that their main target are business trips which in the time of pandemic have come almost to a complete stop.
Edyta Pijet-Migoń
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 20-27
https://doi.org/10.4467/2543859XPKG.20.003.12101The development of the SARS-CoV-2 virus epidemic and the associated restrictions on mobility have affected many sectors of the economy, but one of the first to suffer especially was passenger air transport. None of the previous crises in the aviation industry had been so significant and so global. At the beginning of April 2020, air passenger traffic decreased by around 70% globally and by around 90% in Europe compared to 2019. At some European airports, very few air operations were carried out, or they were even completely suspended. The loss of revenues by entities from the aviation sector caused their significant financial problems, which cannot be solved without external support. After lifting the travel restrictions, a reduction in demand for travel by air can be expected. Most likely, the carrier market will consolidate, and the connection network will be reduced, which may aggravate the problems of some already unprofitable airports.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 28-34
https://doi.org/10.4467/2543859XPKG.20.004.12102Mid-March 2020 surprised societies of many countries with restrictions resulting from a need to curb the spread of a pandemic caused by a new type of coronavirus. Poland joined this group very quickly. The growing isolation of society also had an impact on non-urban public transport, especially one that was operated at the carriers’ own risk. The author of the article had a database, current as of spring 2019, with the number of bus connections in the area of six counties covering the ranges of the Low Beskids and the Bieszczady Mountains. This was an ideal starting point for trying to answer the question what the situation is like almost exactly a year later. Based on a study conducted in early April 2020, a catastrophic picture of public transport in the area has emerged. In the case of Bieszczady and Lesko Counties, there was a total lack of local bus connections. In Sanok, Krosno, Jasło and Gorlice Counties, the network of connections serving mainly the capitals of these units of administrative division has been severely limited. One of the main reasons for the observed process is suspension of school activities. This is also accompanied by a reduction in adult mobility resulting from a fear of a serious disease and a greater tendency to use other means of transport, as well as resignation from commuting by people working in jobs where remote work is possible or in companies that suspended their activity. Maintaining this situation poses a threat of huge economic problems for carriers. If it continues for many months, it may result in difficulties in traveling to schools that may appear after the holidays.
Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 35-39
https://doi.org/10.4467/2543859XPKG.20.005.12103Despite widespread information about COVID-19 disease in the media, the world did not want to acknowledge that the epidemic could get out of hand and reach Europe in a short time. This shortly led to an almost complete halt in the tourism market. Administrative decisions, whose rapid implementation was aimed to be pre-emptive action for the development of the epidemic, were not without significance for the sector of tourist services. Steps taken in Poland were perceived by many people as too drastic. This is proved, in consistence with the Senbeto and Hon model (2020), by the fact that part of the society did not obey the restrictions, taking previously planned tourist trips. The article presents actions taken at the national level and restrictions resulting from actions taken with regard to mobility related to the implementation of tourist objectives. An attempt was also made to present the consequences of the pandemic for the tourist traffic in national terms.
Jakub Taczanowski, Arkadiusz Kołoś
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 40-45
https://doi.org/10.4467/2543859XPKG.20.006.12104The aim of the paper is to compare the scale of regional train cancellation in Italy and Poland in the aftermath of COVID-19 pandemic and to answer the question whether different approaches to public transport limitation can be observed at national and regional scales in different European countries. The article is a preliminary study and as such contains the first observations and initial conclusions. From the analysis it results that the influence of COVID-19 on regional railway transport in both Italy and Poland is strong but much different. In Italy the scale of cancellation is generally larger and so are the differences between the regions. In both analysed countries the lines which have turned out to be mostly affected by suspension are urban and suburban connections with dense train traffic. It would seem that in Italy exactly as in Poland the train cancellations are more the result of the character of the operated rail system, the different approaches to regional rail transport and of the tendency to cut costs than of the actual epidemic situation in the regions.
Maciej Tarkowski, Krystian Puzdrakiewicz, Joanna Jaczewska, Marcin Połom
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 46-55
https://doi.org/10.4467/2543859XPKG.20.007.12105As no effective treatment or vaccine have yet been developed, the only way to prevent the spread of SARS-Cov-2 is to introduce social distancing measures. Scientific discussion regarding their actual effectiveness and socio-economic consequences has only just begun. Both declining mobility and changes in mobility patterns are obvious effects of social distancing. The main objective of this article is to present spatial diversity of changes in regional and local mobility in Poland with the use of data gathered and provided by Google LCC. As for the regional dimension, the mobility has declined steadily in most of the analysed areas. The regional changes were more visible only in the case of the following categories of areas: grocery & pharmacy and parks. The initial correlation analysis has shown that distribution of those changes more or less reflects spatial voting patterns. Both historical and cultural factors may explain such results, including ingrained habits, collective attitudes towards politics and group values. In the local context, illustrated by the analysis of changes in travel time from housing areas in Gdańsk, Gdynia and Sopot to the business and science centre in Gdańsk-Oliwa, a noticeable yet spatially diversified decrease in drive time (by private car) has been observed. The most significant reduction in travel time was recorded in peripheral areas accessible by high-speed roads which are normally jammed during peak hours. The mobility constraints have led to highly reduced traffic congestion, and consequently, shortened the travel time.
Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 23 (2) Special Issue, 2020, pp. 56-61
https://doi.org/10.4467/2543859XPKG.20.009.12107The beginning of 2020 was associated with the appearance of the global coronavirus pandemic (COVID-19). The spread of the epidemic caused the introduction of an epidemiological emergency in Poland in early March (on March 12). This resulted in reduced public transport, including regional rail transport. In Lower Silesia, this concerned regional and fast connections. The conducted analysis concerns regional connections and is based on exploration of the spatial and the quantitative aspect of these changes. The transport offer before and after the announcing of the epidemic was analysed. The results showed that most of the transport restrictions concerned the peripheries of the voivodeship (local routes). Agglomeration routes were much less affected by the restrictions. On some lines a decrease to less than 5 pairs of connections per day was recorded. Once the restrictions are removed, it may be a challenge to encourage passengers to use railways again. Despite the low number of connections on many routes, rail transport can still be considered as the basis of the transport system. This is due to the lack of an alternative bus service.
Publication date: 29.06.2020
Editor-in-Chief: Marcin Połom
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 5-6
Martin Bárta
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 7-14
https://doi.org/10.4467/2543859XPKG.20.016.12784A properly functioning public transport is one of the most important components of urban mobility for the population. Due to spatial inhomogeneity and overall socio-economic differences within a city, there are often considerable disproportions in the quality of transport services within its districts. Also, the city of Krakow is no exception in this case. For a comparison of public transport accessibility in 18 Krakow districts, 7 major quantitative and 5 minor indicators were created. These indicators include the most important characteristics of transport services such as accessibility, frequency, connectivity of connections, and ratios of tram public transport subsystem. The resulting values give a fairly comprehensive picture of the quality of the transport services. Overall higher values for most indicators occur in the central districts of the city. However, due to the complexity of the observed characteristics, it is possible to discover significant differences in the structure of individual indicators. Peripheral districts reach higher amplitudes, which means that in some aspect they have even better transport services than the city center. Yet, at the same time, we also find opposite extremes here, highly below-average values for most other indicators. A detailed analysis of the results provides a unique perspective on the disparities among districts. It can also serve for specific identification of strengths and weaknesses of transport services and its possible optimization.
Marta Borowska-Stefańska, Michał Kowalski, Martyna Maczuga, Bartosz Szustowski, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 15-28
https://doi.org/10.4467/2543859XPKG.20.017.12785The aim of the conducted research was to assess how the elderly viewed the functioning of public transport, with Łódź, a large city in Poland, as the example. The data presented in the article originates from research of 400 inhabitants aged 60+ was conducted in the district of Bałuty in Łódź at the turn of November and December 2018. On the basis of the questionnaire survey (which contained questions concerning the use of local public transport by the over 60s for daily journeys and was accomplished by CAPI and MOBI methods) it was found that the over 60s have quite a high opinion of the offer of the municipal transport company MPK (they hardly ever use services of other carriers). As for the means of public transport, the tram is rated slightly higher compared to the bus. The results of the research enable the proposal of general recommendations for the transport policy in Łódź. This policy should be focused to a larger degree on: shortening the waiting time and, consequently, increasing the frequency of connections and punctuality, while continuing to provide high travel comfort, increasing the level of accessibility to stops and enhancing the clarity of information with regard to fare prices and exemptions.
Michał Dzięcielski, Adam Radzimski, Marcin Woźniak
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 29-40
https://doi.org/10.4467/2543859XPKG.20.018.12786Bike-sharing systems, also known as public bicycles, are among the most dynamically developing mobility solutions in contemporary cities. In the past decade, numerous Polish cities hoping to increase the modal share of cycling have also adopted bike-sharing. Such systems continuously register user movements through installed sensors. The resulting database allows a highly detailed representation of this segment of urban mobility. This article illustrates how a database accessed via a Web API (Web Application Programming Interface) could be used to investigate the spatial distribution of trips, using the case study of Poznań, the fifth-largest city in Poland. Using geographical information systems, we identify the hot spots of bike-sharing as well as areas with low usage. The research procedure outlined in the paper provides knowledge that allows better responding to users’ needs.
Stanisław M. Koziarski
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 41-60
https://doi.org/10.4467/2543859XPKG.20.019.12787The aim of this article is to analyze the pace of expansion of the network of highways and expressways over the past 15 years of membership in the European Union. Joining the European Union by such post-socialist countries as: Poland, Lithuania, Latvia, Estonia, the Czech Republic, Slovakia, Hungary, Slovenia (2004), Bulgaria, Romania (2007) and Croatia (2013) as well as the funds received for the development of transport infrastructure significantly contributed to the boom in the pace of road investments in these countries. The existing networks of highways and expressways in the 11 analyzed countries are at the stage of creating major national and international connections. The most advanced expansion of the national highway system is taking place in Poland and Hungary. Stable development, with a slight annual growth of the length of new highways, is taking place in Bulgaria, Croatia, the Czech Republic, Romania, Slovakia and Slovenia. Stagnation in the development of roads of this type is occurring in Lithuania, Latvia and Estonia. Toll roads are operated in 8 out of 11 analyzed countries. The vignette system for highways is used in Bulgaria, the Czech Republic, Slovakia, Slovenia, Romania and Hungary. Toll is paid at tollbooths in Croatia and Poland. Most of the highways in Central Europe are concentrated around the capital agglomerations, e.g. Budapest, Prague, Bratislava, Ljubljana, Zagreb, Sofia and Bucharest, with the exception of Warsaw, which is slowly rebuilding its central position in the network of expressways (A-2, S-7, S-8, S-17) in Poland. The first sections of highways in the discussed countries, except for Poland, were located around the capital cities. The layout of the highway network is often determined by the orography of the terrain, especially the course of mountain ranges, great rivers and coasts. Due to the varied topography, costs are rising, and the construction time of engineering structures such as tunnels, overpasses and bridges is longer, with countries such as Croatia, Slovenia, Slovakia, and recently also the Czech Republic, Poland and Romania being forced to build them.
Sandra Żukowska
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 61-68
https://doi.org/10.4467/2543859XPKG.20.020.12788World transport faces a serious challenge, which involves the detrimental impact of its activity on the environment. Marine transport is a significant link in the worldwide transport system, which provides the free flow of diversified cargoes and offers competitive prices compared to other modes of transport for the carriage of goods. Seaports enabling waterborne transport have a major impact on the economic, social and natural environment. Port managing authorities show growing awareness of the negative influence of port units on the surrounding environment. Concurrently, environmentally friendly measures are implemented in line with the principles of sustainable development. The article aim is to present the characteristics of the green ports concept in response to ports struggle with environmental problems. The article presents port development background and the evolving approach to environmental issues. The seaport in Gdynia is an example of pursuing a sustainable development policy, and informally is well embedded in the concept of green ports.
Gabriela Czapiewska
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 69-83
https://doi.org/10.4467/2543859XPKG.20.021.12789Sustainable development is becoming a paradigm of civilisation changes of the contemporary world. Transport must be sustainable in the light of the challenges ahead. One of the most forward-looking types of transport, in terms of economy and ecology, namely intermodal transport, i.e., transport which uses more than one mode of transportation, has been recently gaining in importance. The purpose of this article is to present the role and importance of intermodal transport in Poland in the context of sustainable development. The first part of the study concentrates on the analysis of the issue of intermodal transport development, taking into account the assumptions of the policy of sustainable development. The further part of the study presents the essence of intermodal transport and its development potential in Poland, identifying the basic advantages and barriers in this area. The author has indicated the conditions that have shaped intermodal transport market and defined areas where changes and innovations need to be put in place to enable sustainable development of the intermodal market in the country. Intermodal transport is still struggling with many barriers, but the increasingly better infrastructure and policies of the European Union, which creates sustainable transport, have a positive impact on the growth of transport cohabitation. Based on the results of the conducted research, it can be concluded that there are both favourable external conditions and prospects for the intermodal transport development in Poland.
Oleksandr Karpenko, Anton Osmak, Yulia Karpenko
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 84-90
https://doi.org/10.4467/2543859XPKG.20.022.12790The article deals with the theoretical substantiation of the mechanisms of overcoming the digital inequality of the population in Ukraine, among which the main ones have been defined as follows: creation of interoperable governance systems, introduction of educational algorithms of artificial intelligence and application of geo-information technologies (startups). Digital inequalities are classified as technical, inclusive, educational and economic. It has been proven that digital education of the future must be based on individual contextual learning, which is based on technological capacity, inclusion and interaction of teachers and students within personalized curricula. It has been substantiated that there is the necessity to create in (or at) public authorities centers of interoperable governance – organizational and technological complexes of intellectually organized workplaces of public officials, experts-analysts and specialists-communicators who carry out modeling, analysis, forecasting, graphic visualization of the situation by means of digital software, technical and communicational tools to support decision-making based on neural network technologies and artificial intelligence algorithms. A model of interaction (movement) of informational and communicational flows and influences of a typical center of interoperable governance has been developed. The use of the visual representation of spatial data and digital services of geo-information systems is recommended on the example of the EasyWay startup, a digital logistics system of public transport routes to ensure the effectiveness of the centers of interoperable governance.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 91-92
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 93-94
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 91-92
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 93-94
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 5-6
Martin Bárta
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 7-14
https://doi.org/10.4467/2543859XPKG.20.016.12784A properly functioning public transport is one of the most important components of urban mobility for the population. Due to spatial inhomogeneity and overall socio-economic differences within a city, there are often considerable disproportions in the quality of transport services within its districts. Also, the city of Krakow is no exception in this case. For a comparison of public transport accessibility in 18 Krakow districts, 7 major quantitative and 5 minor indicators were created. These indicators include the most important characteristics of transport services such as accessibility, frequency, connectivity of connections, and ratios of tram public transport subsystem. The resulting values give a fairly comprehensive picture of the quality of the transport services. Overall higher values for most indicators occur in the central districts of the city. However, due to the complexity of the observed characteristics, it is possible to discover significant differences in the structure of individual indicators. Peripheral districts reach higher amplitudes, which means that in some aspect they have even better transport services than the city center. Yet, at the same time, we also find opposite extremes here, highly below-average values for most other indicators. A detailed analysis of the results provides a unique perspective on the disparities among districts. It can also serve for specific identification of strengths and weaknesses of transport services and its possible optimization.
Marta Borowska-Stefańska, Michał Kowalski, Martyna Maczuga, Bartosz Szustowski, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 15-28
https://doi.org/10.4467/2543859XPKG.20.017.12785The aim of the conducted research was to assess how the elderly viewed the functioning of public transport, with Łódź, a large city in Poland, as the example. The data presented in the article originates from research of 400 inhabitants aged 60+ was conducted in the district of Bałuty in Łódź at the turn of November and December 2018. On the basis of the questionnaire survey (which contained questions concerning the use of local public transport by the over 60s for daily journeys and was accomplished by CAPI and MOBI methods) it was found that the over 60s have quite a high opinion of the offer of the municipal transport company MPK (they hardly ever use services of other carriers). As for the means of public transport, the tram is rated slightly higher compared to the bus. The results of the research enable the proposal of general recommendations for the transport policy in Łódź. This policy should be focused to a larger degree on: shortening the waiting time and, consequently, increasing the frequency of connections and punctuality, while continuing to provide high travel comfort, increasing the level of accessibility to stops and enhancing the clarity of information with regard to fare prices and exemptions.
Michał Dzięcielski, Adam Radzimski, Marcin Woźniak
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 29-40
https://doi.org/10.4467/2543859XPKG.20.018.12786Bike-sharing systems, also known as public bicycles, are among the most dynamically developing mobility solutions in contemporary cities. In the past decade, numerous Polish cities hoping to increase the modal share of cycling have also adopted bike-sharing. Such systems continuously register user movements through installed sensors. The resulting database allows a highly detailed representation of this segment of urban mobility. This article illustrates how a database accessed via a Web API (Web Application Programming Interface) could be used to investigate the spatial distribution of trips, using the case study of Poznań, the fifth-largest city in Poland. Using geographical information systems, we identify the hot spots of bike-sharing as well as areas with low usage. The research procedure outlined in the paper provides knowledge that allows better responding to users’ needs.
Stanisław M. Koziarski
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 41-60
https://doi.org/10.4467/2543859XPKG.20.019.12787The aim of this article is to analyze the pace of expansion of the network of highways and expressways over the past 15 years of membership in the European Union. Joining the European Union by such post-socialist countries as: Poland, Lithuania, Latvia, Estonia, the Czech Republic, Slovakia, Hungary, Slovenia (2004), Bulgaria, Romania (2007) and Croatia (2013) as well as the funds received for the development of transport infrastructure significantly contributed to the boom in the pace of road investments in these countries. The existing networks of highways and expressways in the 11 analyzed countries are at the stage of creating major national and international connections. The most advanced expansion of the national highway system is taking place in Poland and Hungary. Stable development, with a slight annual growth of the length of new highways, is taking place in Bulgaria, Croatia, the Czech Republic, Romania, Slovakia and Slovenia. Stagnation in the development of roads of this type is occurring in Lithuania, Latvia and Estonia. Toll roads are operated in 8 out of 11 analyzed countries. The vignette system for highways is used in Bulgaria, the Czech Republic, Slovakia, Slovenia, Romania and Hungary. Toll is paid at tollbooths in Croatia and Poland. Most of the highways in Central Europe are concentrated around the capital agglomerations, e.g. Budapest, Prague, Bratislava, Ljubljana, Zagreb, Sofia and Bucharest, with the exception of Warsaw, which is slowly rebuilding its central position in the network of expressways (A-2, S-7, S-8, S-17) in Poland. The first sections of highways in the discussed countries, except for Poland, were located around the capital cities. The layout of the highway network is often determined by the orography of the terrain, especially the course of mountain ranges, great rivers and coasts. Due to the varied topography, costs are rising, and the construction time of engineering structures such as tunnels, overpasses and bridges is longer, with countries such as Croatia, Slovenia, Slovakia, and recently also the Czech Republic, Poland and Romania being forced to build them.
Sandra Żukowska
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 61-68
https://doi.org/10.4467/2543859XPKG.20.020.12788World transport faces a serious challenge, which involves the detrimental impact of its activity on the environment. Marine transport is a significant link in the worldwide transport system, which provides the free flow of diversified cargoes and offers competitive prices compared to other modes of transport for the carriage of goods. Seaports enabling waterborne transport have a major impact on the economic, social and natural environment. Port managing authorities show growing awareness of the negative influence of port units on the surrounding environment. Concurrently, environmentally friendly measures are implemented in line with the principles of sustainable development. The article aim is to present the characteristics of the green ports concept in response to ports struggle with environmental problems. The article presents port development background and the evolving approach to environmental issues. The seaport in Gdynia is an example of pursuing a sustainable development policy, and informally is well embedded in the concept of green ports.
Gabriela Czapiewska
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 69-83
https://doi.org/10.4467/2543859XPKG.20.021.12789Sustainable development is becoming a paradigm of civilisation changes of the contemporary world. Transport must be sustainable in the light of the challenges ahead. One of the most forward-looking types of transport, in terms of economy and ecology, namely intermodal transport, i.e., transport which uses more than one mode of transportation, has been recently gaining in importance. The purpose of this article is to present the role and importance of intermodal transport in Poland in the context of sustainable development. The first part of the study concentrates on the analysis of the issue of intermodal transport development, taking into account the assumptions of the policy of sustainable development. The further part of the study presents the essence of intermodal transport and its development potential in Poland, identifying the basic advantages and barriers in this area. The author has indicated the conditions that have shaped intermodal transport market and defined areas where changes and innovations need to be put in place to enable sustainable development of the intermodal market in the country. Intermodal transport is still struggling with many barriers, but the increasingly better infrastructure and policies of the European Union, which creates sustainable transport, have a positive impact on the growth of transport cohabitation. Based on the results of the conducted research, it can be concluded that there are both favourable external conditions and prospects for the intermodal transport development in Poland.
Oleksandr Karpenko, Anton Osmak, Yulia Karpenko
Transport Geography Papers of Polish Geographical Society, 23 (3), 2020, pp. 84-90
https://doi.org/10.4467/2543859XPKG.20.022.12790The article deals with the theoretical substantiation of the mechanisms of overcoming the digital inequality of the population in Ukraine, among which the main ones have been defined as follows: creation of interoperable governance systems, introduction of educational algorithms of artificial intelligence and application of geo-information technologies (startups). Digital inequalities are classified as technical, inclusive, educational and economic. It has been proven that digital education of the future must be based on individual contextual learning, which is based on technological capacity, inclusion and interaction of teachers and students within personalized curricula. It has been substantiated that there is the necessity to create in (or at) public authorities centers of interoperable governance – organizational and technological complexes of intellectually organized workplaces of public officials, experts-analysts and specialists-communicators who carry out modeling, analysis, forecasting, graphic visualization of the situation by means of digital software, technical and communicational tools to support decision-making based on neural network technologies and artificial intelligence algorithms. A model of interaction (movement) of informational and communicational flows and influences of a typical center of interoperable governance has been developed. The use of the visual representation of spatial data and digital services of geo-information systems is recommended on the example of the EasyWay startup, a digital logistics system of public transport routes to ensure the effectiveness of the centers of interoperable governance.
Publication date: 30.03.2020
Editor-in-Chief: Marcin Połom
Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 5-7
Karol Kowalczyk
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 8-27
https://doi.org/10.4467/2543859XPKG.20.015.12117Wojciech Jurkowski
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 28-40
https://doi.org/10.4467/2543859XPKG.20.010.12112The development and optimisation of the agglomeration and regional railway system is one of the basic challenges for the regional policy of the local government in Poland. There are many studies focusing on the problems of functioning of railway transport in agglomeration areas, however there are less studies dealing with the issue of demand for railway services during the day. It is a evident research gap. The main purpose of this article is to recognize the spatial and temporal differentiation of the railway passenger volume in Wrocław. The article presents the number of passengers arriving and departing from Wroclaw according to particular directions, and identifies peak hours based on the daily distribution of passenger volume in specific time intervals.
Ada Wolny-Kucińska
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 41-57
https://doi.org/10.4467/2543859XPKG.20.012.12114The characteristics and analysis of the development of bike – sharing systems have been the subject of many studies in the last decade. There is a fairly widespread belief that most public bicycle systems are located in densely populated urban areas, while this innovative communication solution becomes an attractive alternative to public transport in functional urban areas hinterlands. The purpose of the study is to show the types that bike – sharing have in functional urban areas. The subject of the analysis are bike – sharing systems adopted in Poland in the period from 2008 to 2019. Particular attention was paid to the system’s function, its availability and spatial coverage. The public bicycle types were compared. Moreover, the possibilities and development directions of this mode of transport were determined. The conducted research shows the growing role of the bicycle in functional urban area’s transport. It becomes an important link in multimodal transport, connecting the city with its immediate surroundings. It is also increasingly used to connect the centre of a rural, urban, or urban-rural municipality with distant housing estates or towns.
Marcin Połom, Maciej Tarkowski, Krystian Puzdrakiewicz
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 58-75
https://doi.org/10.4467/2543859XPKG.20.011.12113Ludmiła Filina-Dawidowicz, Izabela Kotowska, Michał Pluciński, Marta Mańkowska
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 76-86
https://doi.org/10.4467/2543859XPKG.20.013.12115Known methods of forecasting the demand for goods transport are based on given time series, which are not always available. The article aims to assess the usefulness of the qualitative method of estimating the demand for cargo transport by inland waterways in seaports hinterland when historical data are unavailable. The assessed method consists of five stages and is based on a demand survey, which was carried out among cargo senders. The verification performed on the Oder Waterway example, analysing potential operations performed in inland shipping to/from seaports in Szczecin and Świnoujście, on the assumption that the Waterway has been modernized to navigability class III. Obtained research results allowed to determine the strengths and weaknesses of predicting using analysed qualitative method pointing to its usability and can be useful for seaports authorities, forwarders, transport companies and government institutions making decisions regarding the development of inland waterway infrastructure.
Wojciech Lewicki, Aleksandra Olejarz-Wahba
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 87-98
https://doi.org/10.4467/2543859XPKG.20.014.12116Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 99-101
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 102-103
Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 5-7
Karol Kowalczyk
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 8-27
https://doi.org/10.4467/2543859XPKG.20.015.12117Wojciech Jurkowski
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 28-40
https://doi.org/10.4467/2543859XPKG.20.010.12112The development and optimisation of the agglomeration and regional railway system is one of the basic challenges for the regional policy of the local government in Poland. There are many studies focusing on the problems of functioning of railway transport in agglomeration areas, however there are less studies dealing with the issue of demand for railway services during the day. It is a evident research gap. The main purpose of this article is to recognize the spatial and temporal differentiation of the railway passenger volume in Wrocław. The article presents the number of passengers arriving and departing from Wroclaw according to particular directions, and identifies peak hours based on the daily distribution of passenger volume in specific time intervals.
Ada Wolny-Kucińska
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 41-57
https://doi.org/10.4467/2543859XPKG.20.012.12114The characteristics and analysis of the development of bike – sharing systems have been the subject of many studies in the last decade. There is a fairly widespread belief that most public bicycle systems are located in densely populated urban areas, while this innovative communication solution becomes an attractive alternative to public transport in functional urban areas hinterlands. The purpose of the study is to show the types that bike – sharing have in functional urban areas. The subject of the analysis are bike – sharing systems adopted in Poland in the period from 2008 to 2019. Particular attention was paid to the system’s function, its availability and spatial coverage. The public bicycle types were compared. Moreover, the possibilities and development directions of this mode of transport were determined. The conducted research shows the growing role of the bicycle in functional urban area’s transport. It becomes an important link in multimodal transport, connecting the city with its immediate surroundings. It is also increasingly used to connect the centre of a rural, urban, or urban-rural municipality with distant housing estates or towns.
Marcin Połom, Maciej Tarkowski, Krystian Puzdrakiewicz
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 58-75
https://doi.org/10.4467/2543859XPKG.20.011.12113Ludmiła Filina-Dawidowicz, Izabela Kotowska, Michał Pluciński, Marta Mańkowska
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 76-86
https://doi.org/10.4467/2543859XPKG.20.013.12115Known methods of forecasting the demand for goods transport are based on given time series, which are not always available. The article aims to assess the usefulness of the qualitative method of estimating the demand for cargo transport by inland waterways in seaports hinterland when historical data are unavailable. The assessed method consists of five stages and is based on a demand survey, which was carried out among cargo senders. The verification performed on the Oder Waterway example, analysing potential operations performed in inland shipping to/from seaports in Szczecin and Świnoujście, on the assumption that the Waterway has been modernized to navigability class III. Obtained research results allowed to determine the strengths and weaknesses of predicting using analysed qualitative method pointing to its usability and can be useful for seaports authorities, forwarders, transport companies and government institutions making decisions regarding the development of inland waterway infrastructure.
Wojciech Lewicki, Aleksandra Olejarz-Wahba
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 87-98
https://doi.org/10.4467/2543859XPKG.20.014.12116Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 99-101
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 23 (1), 2020, pp. 102-103
Publication date: 30.12.2019
Editor-in-Chief: Marcin Połom
Karol Kowalczyk, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 5-7
Jędrzej Gadziński, Ewa Goras
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 8-24
https://doi.org/10.4467/2543859XPKG.19.019.11540Joanna Jaczewska
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 25-33
https://doi.org/10.4467/2543859XPKG.19.020.11541Sławomir Dorocki
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 34-45
https://doi.org/10.4467/2543859XPKG.19.023.11544Aleksander Kuczabski, Marcin Połom
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 46-58
https://doi.org/10.4467/2543859XPKG.19.025.11546Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 59-74
https://doi.org/10.4467/2543859XPKG.19.024.11545Radosław Bul
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 75-94
https://doi.org/10.4467/2543859XPKG.19.022.11543The aim of the paper is to identify the scale and directions of commuting flows in the agglomeration of Poznań and wielkopolskie voivodeship. The article is based on the data of commuting flows in 2016 published by Polish Central Statistical Office in 2019. This information allowed to recognize the scale and direction of daily migrations to Poznan and identify several municipalities which have the strongest functional relationships with the core city. Another objective of the paper is to define a role of municipalities in the structure of commuting within Poznan agglomeration and the whole region. The analysis of the matrix of flows allowed to specify an extent and volume of local labor markets too.
Michał Beim, Angelika Błażeczek, Agnieszka Dąbrowska, Paulina Dębiak, Anna Olczyk
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 95-118
https://doi.org/10.4467/2543859XPKG.19.021.11542Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 119-120
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 119-120
Karol Kowalczyk, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 5-7
Jędrzej Gadziński, Ewa Goras
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 8-24
https://doi.org/10.4467/2543859XPKG.19.019.11540Joanna Jaczewska
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 25-33
https://doi.org/10.4467/2543859XPKG.19.020.11541Sławomir Dorocki
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 34-45
https://doi.org/10.4467/2543859XPKG.19.023.11544Aleksander Kuczabski, Marcin Połom
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 46-58
https://doi.org/10.4467/2543859XPKG.19.025.11546Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 59-74
https://doi.org/10.4467/2543859XPKG.19.024.11545Radosław Bul
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 75-94
https://doi.org/10.4467/2543859XPKG.19.022.11543The aim of the paper is to identify the scale and directions of commuting flows in the agglomeration of Poznań and wielkopolskie voivodeship. The article is based on the data of commuting flows in 2016 published by Polish Central Statistical Office in 2019. This information allowed to recognize the scale and direction of daily migrations to Poznan and identify several municipalities which have the strongest functional relationships with the core city. Another objective of the paper is to define a role of municipalities in the structure of commuting within Poznan agglomeration and the whole region. The analysis of the matrix of flows allowed to specify an extent and volume of local labor markets too.
Michał Beim, Angelika Błażeczek, Agnieszka Dąbrowska, Paulina Dębiak, Anna Olczyk
Transport Geography Papers of Polish Geographical Society, 22 (4), 2019, pp. 95-118
https://doi.org/10.4467/2543859XPKG.19.021.11542Publication date: 09.2019
Editor-in-Chief: Marcin Połom
Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 5-6
Martin Smoliner, Stefan Walter
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 7-20
https://doi.org/10.4467/2543859XPKG.19.013.11279In railway timetabling and railway network design the question for the optimal timetable is a fundamental design decision. Whether a country benefits more from high-speed services or integrated network services strongly depends on its settlement structure. Lille’s law of travelling is applied giving an indication which solution is more suitable for different European countries. In most railway networks an integrated network-oriented timetable like the integrated periodic would maximize the customer’s benefit. Furthermore, it allows for long-term infrastructure design and timetable planning. For a network approach suburban and regional railway lines are of significant importance. Three case studies of regional railway networks in the Austrian province of Styria depict how the application of a periodic timetable increased patronage. In addition, feasibility studies are presented showing the further potential of introducing an integrated periodic timetable. However, integrated periodic timetables considerably may be affected by open access services as use-cases in Austria and the Czech Republic show. While open access operation usually improves the situation on long-distance relations, regional railway services might be negatively affected. These effects and a possible procedure for solving this issue are presented.
Olusegun Adeaga, Olaoluwa Dogbonjaye, Olutosin Akinbaloye
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 21-30
https://doi.org/10.4467/2543859XPKG.19.014.11280
Railway transport is a primary asset to trade, industry and commerce development of nations hat demand among others, a safe transit and optimal maintenance. Track performance remains an important index towards measuring track degradation. Thus, in this study the rail track geometry model was adopted to analyze the quality of Iddo – Mushin rail corridor towards safe rail transport system. Geometric parameters of interest include vertical irregularities, horizontal irregularities, cross-level, twist and track gauge. The parameters were calculated from a 3-dimensional data collected using Tachymetric Surveying approach covering Mushin, Yaba, Ebute-Meta and Iddo terminus. It should be noted that despite the high standard used as regards to the design and construction of the Iddo-Mushin rail track facilities, several derailments have occurred over time due to rail geometry deformation with high probability incidents along the Iddo – Ebute-Meta corridor. It was also discovered that the Iddo-Mushin axis can only permit average train speed of about 80 km/h, using the Polish Railway Synthetic Coefficient for safe rail transportation system. The synthetic assessment approach is simple and facilitate a continuous measurement of geometric parameters along railway track. Proper maintenance and upgrade of the rail track system mechanisms to support the incremental trasport demand and services as a result of socio-economic growth and development of Lagos mega city,
is therefore suggested.
Anna Gardzińska
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 31-40
https://doi.org/10.4467/2543859XPKG.19.015.11281
A tourist attraction is everything that raises tourists’ interest and stimulates them to travel. The revitalization of the railway infrastructure elements and transforming them into objects that serve tourist needs may positively affect urban space, as well as contribute to socio-economic development. Foreign and Polish examples show many tourist attractions created on the basis of closed railway lines, degraded railway areas or railway stations. A ride by narrow-gauge railway, a cycle route created on a former railway embankment or even a walk along the promenade alongside the railway viaduct can be an attraction in itself. Such objects become a magnet that attracts tourists to the region, and at the same time stimulate demand for other tourist services.
The aim of the article is to identify and classify tourist attractions that have arisen as a result of revitalization of the railway infrastructure. The article is divided into three parts. In the first one, the essence of the revitalization of the railway infrastructure is characterized. The second explains the term “tourist attraction” and the classification of tourist attractions, while the third contains practical examples of revitalization of inactive elements of railway infrastructure transformed into tourist attractions.
Agnieszka Sawińska
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 41-52
https://doi.org/10.4467/2543859XPKG.19.016.11282One of the elements affecting the quality of life is recreational activity. Considering the ageing demographic structure of urban residents, it is necessary to take into account the needs and expectations of seniors in the activities of cities. In addition, an important factor determining recreational activity is the transport accessibility of the recreational space of cities on which this article is focused. The article consists of three parts. The first explains the theoretical issues regarding transport accessibility. The second presents considerations on the mobility of seniors. The supplement to the discussion is the third part, which is a case study for the Zawadzkiego-Kolonowica housing estate in Szczecin (Poland), whose age structure shows a high level of ageing.
Beata Meyer, Marta Szaja
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 53-63
https://doi.org/10.4467/2543859XPKG.19.017.11283The aim of the article is an attempt to show the role of actions taken in the area of Smart Mobility in the process of shaping Smart City. The paper presents examples of cities from all over the world, which implemented Smart City model solutions into their functional structure. The examples mentioned above concerned mainly the implementation of innovative and effective technologies in the area of transport and mobility, while being safe for the natural environment. As an example from Poland, the city of Szczecin was chosen – indicating ways to apply similar (to those used in the largest metropolises of the world) solutions in the field of transport and mobility, enabling the city to introduce intelligent, sustainable and inclusive development of the local community, and ultimately conducive to improving the quality of its life. The research used desk research analysis, analysis of domestic and foreign literature on the subject, as well as Polish and European legal regulations controlling the procedures related to the subject of the research.
Pavel Stepanov
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 64-72
https://doi.org/10.4467/2543859XPKG.19.018.11284Trolleybus transport was a very popular mode of transport in the past. Trolleybus systems have existed in more than 70 countries of the world. The maximum number of trolleybus systems (366) was operated in 1949. Today, this number is only 286, and mostly it is popular in the post-socialistic countries. Nevertheless, trolleybus systems of different countries have significant differences in the terms of construction and are being exploited in different ways.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 73-74
Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 5-6
Martin Smoliner, Stefan Walter
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 7-20
https://doi.org/10.4467/2543859XPKG.19.013.11279In railway timetabling and railway network design the question for the optimal timetable is a fundamental design decision. Whether a country benefits more from high-speed services or integrated network services strongly depends on its settlement structure. Lille’s law of travelling is applied giving an indication which solution is more suitable for different European countries. In most railway networks an integrated network-oriented timetable like the integrated periodic would maximize the customer’s benefit. Furthermore, it allows for long-term infrastructure design and timetable planning. For a network approach suburban and regional railway lines are of significant importance. Three case studies of regional railway networks in the Austrian province of Styria depict how the application of a periodic timetable increased patronage. In addition, feasibility studies are presented showing the further potential of introducing an integrated periodic timetable. However, integrated periodic timetables considerably may be affected by open access services as use-cases in Austria and the Czech Republic show. While open access operation usually improves the situation on long-distance relations, regional railway services might be negatively affected. These effects and a possible procedure for solving this issue are presented.
Olusegun Adeaga, Olaoluwa Dogbonjaye, Olutosin Akinbaloye
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 21-30
https://doi.org/10.4467/2543859XPKG.19.014.11280
Railway transport is a primary asset to trade, industry and commerce development of nations hat demand among others, a safe transit and optimal maintenance. Track performance remains an important index towards measuring track degradation. Thus, in this study the rail track geometry model was adopted to analyze the quality of Iddo – Mushin rail corridor towards safe rail transport system. Geometric parameters of interest include vertical irregularities, horizontal irregularities, cross-level, twist and track gauge. The parameters were calculated from a 3-dimensional data collected using Tachymetric Surveying approach covering Mushin, Yaba, Ebute-Meta and Iddo terminus. It should be noted that despite the high standard used as regards to the design and construction of the Iddo-Mushin rail track facilities, several derailments have occurred over time due to rail geometry deformation with high probability incidents along the Iddo – Ebute-Meta corridor. It was also discovered that the Iddo-Mushin axis can only permit average train speed of about 80 km/h, using the Polish Railway Synthetic Coefficient for safe rail transportation system. The synthetic assessment approach is simple and facilitate a continuous measurement of geometric parameters along railway track. Proper maintenance and upgrade of the rail track system mechanisms to support the incremental trasport demand and services as a result of socio-economic growth and development of Lagos mega city,
is therefore suggested.
Anna Gardzińska
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 31-40
https://doi.org/10.4467/2543859XPKG.19.015.11281
A tourist attraction is everything that raises tourists’ interest and stimulates them to travel. The revitalization of the railway infrastructure elements and transforming them into objects that serve tourist needs may positively affect urban space, as well as contribute to socio-economic development. Foreign and Polish examples show many tourist attractions created on the basis of closed railway lines, degraded railway areas or railway stations. A ride by narrow-gauge railway, a cycle route created on a former railway embankment or even a walk along the promenade alongside the railway viaduct can be an attraction in itself. Such objects become a magnet that attracts tourists to the region, and at the same time stimulate demand for other tourist services.
The aim of the article is to identify and classify tourist attractions that have arisen as a result of revitalization of the railway infrastructure. The article is divided into three parts. In the first one, the essence of the revitalization of the railway infrastructure is characterized. The second explains the term “tourist attraction” and the classification of tourist attractions, while the third contains practical examples of revitalization of inactive elements of railway infrastructure transformed into tourist attractions.
Agnieszka Sawińska
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 41-52
https://doi.org/10.4467/2543859XPKG.19.016.11282One of the elements affecting the quality of life is recreational activity. Considering the ageing demographic structure of urban residents, it is necessary to take into account the needs and expectations of seniors in the activities of cities. In addition, an important factor determining recreational activity is the transport accessibility of the recreational space of cities on which this article is focused. The article consists of three parts. The first explains the theoretical issues regarding transport accessibility. The second presents considerations on the mobility of seniors. The supplement to the discussion is the third part, which is a case study for the Zawadzkiego-Kolonowica housing estate in Szczecin (Poland), whose age structure shows a high level of ageing.
Beata Meyer, Marta Szaja
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 53-63
https://doi.org/10.4467/2543859XPKG.19.017.11283The aim of the article is an attempt to show the role of actions taken in the area of Smart Mobility in the process of shaping Smart City. The paper presents examples of cities from all over the world, which implemented Smart City model solutions into their functional structure. The examples mentioned above concerned mainly the implementation of innovative and effective technologies in the area of transport and mobility, while being safe for the natural environment. As an example from Poland, the city of Szczecin was chosen – indicating ways to apply similar (to those used in the largest metropolises of the world) solutions in the field of transport and mobility, enabling the city to introduce intelligent, sustainable and inclusive development of the local community, and ultimately conducive to improving the quality of its life. The research used desk research analysis, analysis of domestic and foreign literature on the subject, as well as Polish and European legal regulations controlling the procedures related to the subject of the research.
Pavel Stepanov
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 64-72
https://doi.org/10.4467/2543859XPKG.19.018.11284Trolleybus transport was a very popular mode of transport in the past. Trolleybus systems have existed in more than 70 countries of the world. The maximum number of trolleybus systems (366) was operated in 1949. Today, this number is only 286, and mostly it is popular in the post-socialistic countries. Nevertheless, trolleybus systems of different countries have significant differences in the terms of construction and are being exploited in different ways.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 22 (3), 2019, pp. 73-74
Publication date: 27.06.2019
Editor-in-Chief: Marcin Połom
Antoni Jackowski
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 1-1
Radosław Bul, Jędrzej Gadziński
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 5-7
Sławomir Dorocki
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 8-19
https://doi.org/10.4467/2543859XPKG.19.007.11147As the available reports and studies indicate, the market for two or three wheeled motor vehicles (Power Two- and Three-Wheelers) in Poland in the first decade of the 21st century recorded high growth. This was the result of both increasing the purchasing power and the changes in legal conditions. An important factor influencing the popularity of two-wheelers are also changes in communication preferences of Poles, caused by the increase of mobility needs and growing communication problems in cities. The changes in the number of PTW vehicles and their structure are clearly differentiated spatially compared to the country. This is mainly due to socio-economic and cultural conditions. The market for PTW vehicles is different in urban areas, where motorcycles dominate with a relatively low number of vehicles per number of inhabitants. In rural areas, saturation with PTW vehicles is higher than in cities, with the majority of mopeds and motorcycles of smaller capacity. The aim of the article is to present the changes of the PTW market in the years 2000-2017 in districts. The research was based on the data from the central register of vehicles and drivers (CEPIK), the Central Statistical Office and the Polish Automotive Industry Association.
Patrycja Szymańska, Aleksandra Szczur, Paweł Zmuda-Trzebiatowski
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 20-33
https://doi.org/10.4467/2543859XPKG.19.008.11148The article discusses the problem of appraisal of the location of electric car charging stations. The article is focused on identifying potential criteria for assessing the network of charging points. It was assumed that the determination of the value of these criteria should be possible by using publicly available data sources in Poland, e.g. those that were made available by the Central Statistical Office of Poland, Head Office of Geodesy and Cartography or as part of Urban Atlas or OpenStreetMap projects. Finally, a set of evaluation criteria was proposed, which were classified to six categories and covered the aspects of: cost, the share of high power charging stations, spatial accessibility as well as the integration of electric car charger network with the public transport system. The set was used to assess the network of charging stations in Poznan for the present state and three forecasting variants developed by the authors, which meet the requirements of the Act on electromobility and alternative fuels.
Krzysztof Kopeć
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 34-49
https://doi.org/10.4467/2543859XPKG.19.009.11149The aim of the article is to present current transformations of the city transport that serve to improve the quality of their residents’ lives. They result from various determinants that form the background for these transformations. A substantial number of these conditions is destructive, in particular: an increase in the number of passenger cars in the world, significant pollution from passenger car traffic and no decrease in this emission despite a growing number of low-emission cars and problems with congestion. However, some of these determinants are constructive, particularly: noting by the authorities that the quality of life in the city is essential, changes in thinking about transport in the city – especially two ground-breaking publications – Jane Jacobs’s book The Death and Life of Great American Cities and Buchanan’s report, as well as a decrease in the number of passenger cars in large cities of developed countries. In this context, urban transport transformations aiming to improve the quality of life are presented in terms of: street planning, traffic flow, slowing down and reducing car traffic, bicycle transportation, Personal Mobility Devices transportation, as well as the rank, integration, accessibility and attractiveness of public transport.
Wojciech Szymalski
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 50-62
https://doi.org/10.4467/2543859XPKG.19.010.11150The article shows some problems with interpretation of Warsaw Barometer opinion pools results about frequency of use of different means of transport on example of seasonal differences. This issue is important as assessment of passenger traffic is done usually much less frequently than Warsaw Barometer research. In the same time Warsaw Barometer research, may allow for passenger traffic assessment, but with use of data acquired with different method and is done since 2004 regularly at least 2 times a year. The Warsaw Barometer asks city inhabitants from the very beginning about frequency of use of different modes of transport during 3 months from the answer. More frequent assessment of changes in use of different means of transport by city inhabitants would allow for faster reactions in transport policy to changes in travel behaviour.
Regionalne porty lotnicze w Europie Środkowo-Wschodniej po liberalizacji rynku transportu lotniczego
Edyta Pijet-Migoń
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 63-73
https://doi.org/10.4467/2543859XPKG.19.011.11151Political and economic changes in Central and Eastern Europe have had dramatic influence on air transportation market and its growth. In new European Union member countries liberalization of the market was the crucial factor, but in the eastern part of Germany, previously German Democratic Republic, the process of reunification of the country was the most important and hence, major changes and growths were of an earlier date. The implementation of the Third Liberalization Package in Western Europe, which occurred afterwards, was not so visible. The expansion of low cost carriers brought changes at almost all regional airports. Nowadays LCCs have a dominant position or even monopoly in smaller airports. Regional airports boomed especially in Poland and Romania, the most successful ones being Kraków, Gdańsk, Katowice, Wrocław, Cluj-Napoca, Timişoara and Iaşi. In the case of smaller countries the number of passengers increased significantly in Kaunas, Palanga and Debrecen. Not all airports have developed according to the forecasts. Substantial investments in infrastructure of some airports can be perceived as misguided.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 74-81
https://doi.org/10.4467/2543859XPKG.19.012.11152The research carried out by the author on the topic of transport exclusion in the poviats of the Low Beskids and the Bieszczady Mountains highlighted the problem of the lack of complete and reliable sources enabling not only to track changes in suburban bus transport network, but even to recognize its current offer. It was observed in the time of research, that the situation over the last nearly 30 years has dramatically deteriorated due to the significant dispersion of the information on bus timetables. Therefore, gathering the expected research material was much more time-consuming than the author assumed. This prompted him to discuss in one place the barriers that researchers could meet in researching of the public transport networks. He devotes a lot of space for the discussing from the researcher’s perspective the effects of the division of competences in the approval of timetables between individual transport organizers. Other threats to the researchers involved in researching this topic are also indicated. The article is summed up with the recommendations aimed to improve not only scientific research, but also to facilitate the daily lives of the passengers of the suburban public transport.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 82-83
Renata Ćmiel, Maria Tkocz
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 84-85
Eugeniusz Mazur, Krzysztof Małachowski
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 86-87
Marta Borowska-Stefańska
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 89-91
Antoni Jackowski
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 1-1
Radosław Bul, Jędrzej Gadziński
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 5-7
Sławomir Dorocki
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 8-19
https://doi.org/10.4467/2543859XPKG.19.007.11147As the available reports and studies indicate, the market for two or three wheeled motor vehicles (Power Two- and Three-Wheelers) in Poland in the first decade of the 21st century recorded high growth. This was the result of both increasing the purchasing power and the changes in legal conditions. An important factor influencing the popularity of two-wheelers are also changes in communication preferences of Poles, caused by the increase of mobility needs and growing communication problems in cities. The changes in the number of PTW vehicles and their structure are clearly differentiated spatially compared to the country. This is mainly due to socio-economic and cultural conditions. The market for PTW vehicles is different in urban areas, where motorcycles dominate with a relatively low number of vehicles per number of inhabitants. In rural areas, saturation with PTW vehicles is higher than in cities, with the majority of mopeds and motorcycles of smaller capacity. The aim of the article is to present the changes of the PTW market in the years 2000-2017 in districts. The research was based on the data from the central register of vehicles and drivers (CEPIK), the Central Statistical Office and the Polish Automotive Industry Association.
Patrycja Szymańska, Aleksandra Szczur, Paweł Zmuda-Trzebiatowski
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 20-33
https://doi.org/10.4467/2543859XPKG.19.008.11148The article discusses the problem of appraisal of the location of electric car charging stations. The article is focused on identifying potential criteria for assessing the network of charging points. It was assumed that the determination of the value of these criteria should be possible by using publicly available data sources in Poland, e.g. those that were made available by the Central Statistical Office of Poland, Head Office of Geodesy and Cartography or as part of Urban Atlas or OpenStreetMap projects. Finally, a set of evaluation criteria was proposed, which were classified to six categories and covered the aspects of: cost, the share of high power charging stations, spatial accessibility as well as the integration of electric car charger network with the public transport system. The set was used to assess the network of charging stations in Poznan for the present state and three forecasting variants developed by the authors, which meet the requirements of the Act on electromobility and alternative fuels.
Krzysztof Kopeć
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 34-49
https://doi.org/10.4467/2543859XPKG.19.009.11149The aim of the article is to present current transformations of the city transport that serve to improve the quality of their residents’ lives. They result from various determinants that form the background for these transformations. A substantial number of these conditions is destructive, in particular: an increase in the number of passenger cars in the world, significant pollution from passenger car traffic and no decrease in this emission despite a growing number of low-emission cars and problems with congestion. However, some of these determinants are constructive, particularly: noting by the authorities that the quality of life in the city is essential, changes in thinking about transport in the city – especially two ground-breaking publications – Jane Jacobs’s book The Death and Life of Great American Cities and Buchanan’s report, as well as a decrease in the number of passenger cars in large cities of developed countries. In this context, urban transport transformations aiming to improve the quality of life are presented in terms of: street planning, traffic flow, slowing down and reducing car traffic, bicycle transportation, Personal Mobility Devices transportation, as well as the rank, integration, accessibility and attractiveness of public transport.
Wojciech Szymalski
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 50-62
https://doi.org/10.4467/2543859XPKG.19.010.11150The article shows some problems with interpretation of Warsaw Barometer opinion pools results about frequency of use of different means of transport on example of seasonal differences. This issue is important as assessment of passenger traffic is done usually much less frequently than Warsaw Barometer research. In the same time Warsaw Barometer research, may allow for passenger traffic assessment, but with use of data acquired with different method and is done since 2004 regularly at least 2 times a year. The Warsaw Barometer asks city inhabitants from the very beginning about frequency of use of different modes of transport during 3 months from the answer. More frequent assessment of changes in use of different means of transport by city inhabitants would allow for faster reactions in transport policy to changes in travel behaviour.
Regionalne porty lotnicze w Europie Środkowo-Wschodniej po liberalizacji rynku transportu lotniczego
Edyta Pijet-Migoń
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 63-73
https://doi.org/10.4467/2543859XPKG.19.011.11151Political and economic changes in Central and Eastern Europe have had dramatic influence on air transportation market and its growth. In new European Union member countries liberalization of the market was the crucial factor, but in the eastern part of Germany, previously German Democratic Republic, the process of reunification of the country was the most important and hence, major changes and growths were of an earlier date. The implementation of the Third Liberalization Package in Western Europe, which occurred afterwards, was not so visible. The expansion of low cost carriers brought changes at almost all regional airports. Nowadays LCCs have a dominant position or even monopoly in smaller airports. Regional airports boomed especially in Poland and Romania, the most successful ones being Kraków, Gdańsk, Katowice, Wrocław, Cluj-Napoca, Timişoara and Iaşi. In the case of smaller countries the number of passengers increased significantly in Kaunas, Palanga and Debrecen. Not all airports have developed according to the forecasts. Substantial investments in infrastructure of some airports can be perceived as misguided.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 74-81
https://doi.org/10.4467/2543859XPKG.19.012.11152The research carried out by the author on the topic of transport exclusion in the poviats of the Low Beskids and the Bieszczady Mountains highlighted the problem of the lack of complete and reliable sources enabling not only to track changes in suburban bus transport network, but even to recognize its current offer. It was observed in the time of research, that the situation over the last nearly 30 years has dramatically deteriorated due to the significant dispersion of the information on bus timetables. Therefore, gathering the expected research material was much more time-consuming than the author assumed. This prompted him to discuss in one place the barriers that researchers could meet in researching of the public transport networks. He devotes a lot of space for the discussing from the researcher’s perspective the effects of the division of competences in the approval of timetables between individual transport organizers. Other threats to the researchers involved in researching this topic are also indicated. The article is summed up with the recommendations aimed to improve not only scientific research, but also to facilitate the daily lives of the passengers of the suburban public transport.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 82-83
Renata Ćmiel, Maria Tkocz
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 84-85
Eugeniusz Mazur, Krzysztof Małachowski
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 86-87
Marta Borowska-Stefańska
Transport Geography Papers of Polish Geographical Society, 22 (2), 2019, pp. 89-91
Publication date: 28.03.2019
Editor-in-Chief: Marcin Połom
Wojciech Jurkowski
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 5-6
Grażyna Rosa, Izabela Ostrowska, Agnieszka Tomaszewicz
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 7-12
https://doi.org/10.4467/2543859XPKG.19.001.10921The article discusses the impact of price promotions on buying decisions of young buyers in rail transport based on secondary and primary research. The study conducted by the research team is of pioneer nature in the transport services market and opens new possibilities for carriers in the scope of analyzing the expectations of service users and adapting to them. The study was conducted using the author’s questionnaire on a nationwide sample n = 353 (segment “young adults” 18-29 years). This article focuses on the segment of young people in literature included in the group of young adults who, because of continuing education outside their place of residence, taking up a job or for sightseeing reasons, often travel and are considered to be an important target group for railway carriers. The purpose of the article is to show and discuss preferences and behaviors of transport users and to identify their transport needs, with particular emphasis on price promotions. Especially for young people, who largely do not have a regular income, price promotions are an important factor during selection a means of transport. Knowledge about this will allow carriers to create a competitive offer and build lasting relationships with clients.
Femi Ola Aiyegbajeje
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 13-21
https://doi.org/10.4467/2543859XPKG.19.002.10922Literatures have stressed the importance of mode choice preference in accurately predicting the future travel demand. Despite having diverse travel needs and challenges coupled with the proliferation of informal operation of car hire services in Lagos over the years, there is still a lack of knowledge and understanding of the intra-mode use behaviour of Lagos metropolitan residents of taxi services. This is necessary to address the numerous challenges posed by inadequate transport supply within the Lagos metropolis. Using the availability of the traditional taxi (Lagos yellow cabs), Uber, Bolt, this study examines the factors that drive a sustainable intra-modal competition through the mode choice behaviour of a diverse Lagos population with residents sampled from selected areas where all the three modes operate within the Lagos metropolis. A structured questionnaire form was administered randomly to 174 commuters to find out the reasons behind their preference and their perception of the service delivery of ride service hailing operators in comparison to the traditional taxi (Lagos yellow cabs). The study revealed that Uber had the highest preference (41.3%) followed by Bolt (36.8%) with yellow cabs recording only 6.9%. Service charge (cost) for taxi service was responsible for 74.1% of intra-modal preferences. The stepwise multiple regression results further revealed that easy access to Uber and Bolt (through the use of ride-sharing apps) and service charge had significant influence on passengers’ intra-mode preference. The study suggests that government should step up action at reviving the ‘yellow cabs’ to boost access to taxi services within Lagos metropolis.
Sławomir Goliszek
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 22-30
https://doi.org/10.4467/2543859XPKG.19.004.10924The article presents issues related to public transport time accessibility to some selected services, including indoor swimming pools, cinemas, hospitals and shopping centres. In order to measure the above-mentioned accessibility the short distance method was used in the following time periods: 7:00-9:00 am for the hospitals; 5:00-7:00 pm for the shopping centres; 6:00-8:00 pm for the cinemas and 6:00-8:00 pm for the swimming pools. For each time period the measures were taken every 15 minutes. The main purpose of the article is to determine temporal accessibility for various purposes, the number of people living at a certain time distance and the diversity of accessibility by public transport. The public transport accessibility to the selected services indicates areas where the accessibility is limited. Time deviations in the operation of the public transport were calculated for all the selected time periods. The results of both measurements and calculations are presented in graphic form. Moreover, the graph includes the number of Szczecin citizens living in different time accessibility areas and in places with the highest time deviations.
Vladimír Székely, Ján Novotný
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 31-43
https://doi.org/10.4467/2543859XPKG.19.003.10923The issue of public transport accessibility of localities and regions is one of the key research themes of transport geography. The EU defines public transport as one of the services of “general economic interest”, which means that its organization should be based on the principles of solidarity and equal access for all citizens of the state and its regions. The study of transport accessibility of 13 district centres in the peripheral and economically underdeveloped Prešov administrative region (Slovakia) from the municipalities of their immediate hinterlands expressed by the number of direct bus and train connections is aimed at identifying the spatial differentiation of individual intraregional accessibilities. The realization of the research pursues the objective,to point out by the comparison of the theoretical and real values of direct transport connections, to the possible existence of discrepancies in the public transport services of individual municipalities in relation to their higher hierarchical district’s centre.
Nicolay Shpika, Mykhailo Smyrnyi, Vitalii Herasymenko, Valentina Pryanicka
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 44-51
https://doi.org/10.4467/2543859XPKG.19.005.10925In the 21st century new approaches to urban electric transport improvement are required. As a tram is one of the best means of passenger transportation it is essential to enhance its operation. So the aim of this article is to consider improving the energy performance of the electric traction drive of urban electric transport by improving its electrical equipment. The analysis of traction systems of electric trams which are in operation in the cities of Ukraine is carried out, their disadvantages are displayed. A new structure and control algorithms for the electric traction drive system with pulse converters of tram cars are proposed. The structure makes it possible to reduce the number of semiconductor devices in pulse converters and improve the energy performance of the electric traction drive.It allows to reverse tram trajectory without using contact equipment,to provide a smooth field weakening of traction motors, limit the voltage of the traction motors at the nominal level, provide redundancy of the equipment in pulse converters, as well as ensure electric braking. A modernized field attenuation circuit using a DC/DC converter for traction electric motors of sequential excitation is suggested. The results of research are given. The comparative characteristics of various traction drive systems in terms of energy indicators are provided.
Vilmos Oszter
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 52-65
https://doi.org/10.4467/2543859XPKG.19.006.10926Based on the Interreg Central Europe Territorial cooperation Programme’s CONNECT2CE project the current paper analyses the existing passenger traffic flow across the border which is among the TOP10 busiest border section of the EU. It provides an overview of the main socio-economic characteristic of the peripheral border area and identifies the factors which are leading to the continuous growth of cross-border traffic. Based on previous research and travel surveys it collects the past service attempts offered to tap the growing cross-border travel demand. It also presents the most recent passenger counts and relational (Origin-Destination O-D) ticketing statistic in order to get precise knowledge about the usage level of the existing service which helps to understand the rapidly changing mobility patterns and spatial structure. Finally, it takes into account the existing EU conform legal and organisational challenges for offering competitive public transport services on a cross-border route and proposes two new solutions as a contributionto achieve a sustainable modal shift towards public transport in the peripheral border area.
Wojciech Jurkowski
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 5-6
Grażyna Rosa, Izabela Ostrowska, Agnieszka Tomaszewicz
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 7-12
https://doi.org/10.4467/2543859XPKG.19.001.10921The article discusses the impact of price promotions on buying decisions of young buyers in rail transport based on secondary and primary research. The study conducted by the research team is of pioneer nature in the transport services market and opens new possibilities for carriers in the scope of analyzing the expectations of service users and adapting to them. The study was conducted using the author’s questionnaire on a nationwide sample n = 353 (segment “young adults” 18-29 years). This article focuses on the segment of young people in literature included in the group of young adults who, because of continuing education outside their place of residence, taking up a job or for sightseeing reasons, often travel and are considered to be an important target group for railway carriers. The purpose of the article is to show and discuss preferences and behaviors of transport users and to identify their transport needs, with particular emphasis on price promotions. Especially for young people, who largely do not have a regular income, price promotions are an important factor during selection a means of transport. Knowledge about this will allow carriers to create a competitive offer and build lasting relationships with clients.
Femi Ola Aiyegbajeje
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 13-21
https://doi.org/10.4467/2543859XPKG.19.002.10922Literatures have stressed the importance of mode choice preference in accurately predicting the future travel demand. Despite having diverse travel needs and challenges coupled with the proliferation of informal operation of car hire services in Lagos over the years, there is still a lack of knowledge and understanding of the intra-mode use behaviour of Lagos metropolitan residents of taxi services. This is necessary to address the numerous challenges posed by inadequate transport supply within the Lagos metropolis. Using the availability of the traditional taxi (Lagos yellow cabs), Uber, Bolt, this study examines the factors that drive a sustainable intra-modal competition through the mode choice behaviour of a diverse Lagos population with residents sampled from selected areas where all the three modes operate within the Lagos metropolis. A structured questionnaire form was administered randomly to 174 commuters to find out the reasons behind their preference and their perception of the service delivery of ride service hailing operators in comparison to the traditional taxi (Lagos yellow cabs). The study revealed that Uber had the highest preference (41.3%) followed by Bolt (36.8%) with yellow cabs recording only 6.9%. Service charge (cost) for taxi service was responsible for 74.1% of intra-modal preferences. The stepwise multiple regression results further revealed that easy access to Uber and Bolt (through the use of ride-sharing apps) and service charge had significant influence on passengers’ intra-mode preference. The study suggests that government should step up action at reviving the ‘yellow cabs’ to boost access to taxi services within Lagos metropolis.
Sławomir Goliszek
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 22-30
https://doi.org/10.4467/2543859XPKG.19.004.10924The article presents issues related to public transport time accessibility to some selected services, including indoor swimming pools, cinemas, hospitals and shopping centres. In order to measure the above-mentioned accessibility the short distance method was used in the following time periods: 7:00-9:00 am for the hospitals; 5:00-7:00 pm for the shopping centres; 6:00-8:00 pm for the cinemas and 6:00-8:00 pm for the swimming pools. For each time period the measures were taken every 15 minutes. The main purpose of the article is to determine temporal accessibility for various purposes, the number of people living at a certain time distance and the diversity of accessibility by public transport. The public transport accessibility to the selected services indicates areas where the accessibility is limited. Time deviations in the operation of the public transport were calculated for all the selected time periods. The results of both measurements and calculations are presented in graphic form. Moreover, the graph includes the number of Szczecin citizens living in different time accessibility areas and in places with the highest time deviations.
Vladimír Székely, Ján Novotný
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 31-43
https://doi.org/10.4467/2543859XPKG.19.003.10923The issue of public transport accessibility of localities and regions is one of the key research themes of transport geography. The EU defines public transport as one of the services of “general economic interest”, which means that its organization should be based on the principles of solidarity and equal access for all citizens of the state and its regions. The study of transport accessibility of 13 district centres in the peripheral and economically underdeveloped Prešov administrative region (Slovakia) from the municipalities of their immediate hinterlands expressed by the number of direct bus and train connections is aimed at identifying the spatial differentiation of individual intraregional accessibilities. The realization of the research pursues the objective,to point out by the comparison of the theoretical and real values of direct transport connections, to the possible existence of discrepancies in the public transport services of individual municipalities in relation to their higher hierarchical district’s centre.
Nicolay Shpika, Mykhailo Smyrnyi, Vitalii Herasymenko, Valentina Pryanicka
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 44-51
https://doi.org/10.4467/2543859XPKG.19.005.10925In the 21st century new approaches to urban electric transport improvement are required. As a tram is one of the best means of passenger transportation it is essential to enhance its operation. So the aim of this article is to consider improving the energy performance of the electric traction drive of urban electric transport by improving its electrical equipment. The analysis of traction systems of electric trams which are in operation in the cities of Ukraine is carried out, their disadvantages are displayed. A new structure and control algorithms for the electric traction drive system with pulse converters of tram cars are proposed. The structure makes it possible to reduce the number of semiconductor devices in pulse converters and improve the energy performance of the electric traction drive.It allows to reverse tram trajectory without using contact equipment,to provide a smooth field weakening of traction motors, limit the voltage of the traction motors at the nominal level, provide redundancy of the equipment in pulse converters, as well as ensure electric braking. A modernized field attenuation circuit using a DC/DC converter for traction electric motors of sequential excitation is suggested. The results of research are given. The comparative characteristics of various traction drive systems in terms of energy indicators are provided.
Vilmos Oszter
Transport Geography Papers of Polish Geographical Society, 22 (1), 2019, pp. 52-65
https://doi.org/10.4467/2543859XPKG.19.006.10926Based on the Interreg Central Europe Territorial cooperation Programme’s CONNECT2CE project the current paper analyses the existing passenger traffic flow across the border which is among the TOP10 busiest border section of the EU. It provides an overview of the main socio-economic characteristic of the peripheral border area and identifies the factors which are leading to the continuous growth of cross-border traffic. Based on previous research and travel surveys it collects the past service attempts offered to tap the growing cross-border travel demand. It also presents the most recent passenger counts and relational (Origin-Destination O-D) ticketing statistic in order to get precise knowledge about the usage level of the existing service which helps to understand the rapidly changing mobility patterns and spatial structure. Finally, it takes into account the existing EU conform legal and organisational challenges for offering competitive public transport services on a cross-border route and proposes two new solutions as a contributionto achieve a sustainable modal shift towards public transport in the peripheral border area.
Publication date: 29.11.2018
Editor-in-Chief: Marcin Połom
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 5-6
Andrei Bezruchonak
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 7-13
https://doi.org/10.4467/2543859XPKG.18.019.10777Over 50 billion US dollars had been invested into autonomous vehicles (AV) technology in 2013-2017. Driverless cars of the level 4 and 5 are forecasted to be in mass production after 2028 and the annual direct and indirect social and economic input of the AV technology is estimated to be over US $1.8-2.8 trillion in 2030. The purpose of this paper is to analyze the geographic structure of AV startup ecosystem, which is considered as one of the most significant disruptive and game-changing innovations of the nearest decades. The geographic analysis was carried out for 265 AV tech companies and startups, working on solutions to the following problem areas: services, infrastructure, in-car assistance and intelligence, safety, security, autonomy, sensors, materials and manufacturing. The key findings outline that the USA is the leader on the innovative AV market ecosystem (accounting for 57% of all startups) with the highest concentration near San Francisco Bay Area Core (more than 27% of all startups), followed up with a significant gap by Israel, India, UK and Canada. The main factors that define the level of readiness for autonomous vehicles, and, thus, the geography of diffusion of AVs innovation are regulatory and legislative environment, level of transportation and communication infrastructure development and public perception.
Ivan S. Gumenyuk
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 14-19
https://doi.org/10.4467/2543859XPKG.18.021.10779The article is devoted to the description of the current level of development of passenger transport system of the Kaliningrad region of the Russian Federation. First of all, the possibilities of providing passenger traffic in international and intra-national (between regions of Russia) directions are assessed. Each of the types of transport in the region, which is involved in the provision of passenger services, is characterized. The information base of the study consists of statistical and analytical materials on the work of passenger transportation for 2016 and 2017. The main research method is the method of statistical comparison and expert analysis. The main conclusion of the study is that at present there is asymmetry in the role of various types of transport involved in providing passenger traffic between the Kaliningrad region of the main territories of Russia and foreign countries. In addition, a list of promising projects that can be implemented to intensify the Russian-Polish passenger traffic. It is necessary to implement new projects in the formation of passenger corridors, which will be aimed at expanding the possibilities of transport communication. The availability of alternative routes in a competitive environment leads to both an increase in the quality of transportation services provided and a reduction in their cost to the public.
Vasilii Martynov, Yuri Sherstobitov
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 20-29
https://doi.org/10.4467/2543859XPKG.18.022.10780The article deals with the geographic and transport position that Leningrad – St. Petersburg takes in the passenger transportation system, which differs to a great extent from its position in the system of freight transportation and undergoes considerable changes with time. The time period under analysis is from the 1950s to the 1960s and to the present moment. The transformation of Leningrad – St. Petersburg position in the system of airline passenger transportation is studied by means of 1) the coefficient of transportation connectivity method (the CTC method) developed by the author of the article and 2) passenger transportation zoning covering those territories which are connected with the city by airline and railway transportation facilities. The greatest attention is paid to the transportation zoning of the former Soviet Union, and this let us to rely on the obtained data in studying other cities’ airline connections through the coefficient of transportation connectivity method. The undertaken comparing of passenger airline destinations through decades shows which transportation destinations ensured the maximum growth in passenger transportation in Leningrad – St. Petersburg in the late 1980s and which ones provided for the sharp decline or decrease in the 1990s. It can also be noted that Pulkovo airport passenger transportation is currently increasing mostly due to the western destinations than the eastern ones.
Damian Otta, Renata Anisiewicz, Tadeusz Palmowski
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 30-43
https://doi.org/10.4467/2543859XPKG.18.020.10778
The paper presents changes in the operation of the railway junction in Chojnice and neighbouring areas, and the impact thereof in the years 1989-2017. The analysis covers infrastructural changes, passenger traffic and organisational changes resulting from the transformation of the Polish State Railways (PKP) after 1989. The Chojnice railway junction, operating since the seventies of the nineteenth century is one of the biggest junctions in northern Poland.
Regress of railway transport in the studied period noted throughout Poland resulted in closing down a number of railway lines in the vicinity and a reduction of operating connections and technical facilities. This led to limiting access to rail transport and to the peripheral role of the area in the region. Plans for upgrading the rail network provide an opportunity for improving the situation, particularly the electrification of the junction and the establishing of a terminal for collective transport at the neglected railway station described in the final part of the paper.:
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 44-59
https://doi.org/10.4467/2543859XPKG.18.023.10781Trolleybus transport played a changing role in Poland. Historically, these were both periods of dynamic development and rapid regression. The article analyzes the period from 2004 to 2018. An attempt was made to systematize and organize information on the development of trolleybus transport in this period. The available scientific literature as well as the economic, organizational and technological conditions for the functioning of trolleybus transport were analyzed. The analyzed period was undoubtedly a time of dynamic development of all three existing trolleybus systems in Poland. The structural funds of the European Union played a significant role in this, allowing to revitalize neglected and underinvested systems. At the same time, climate change has influenced global and local conditions in terms of the approach to transport in cities. Trolleybuses perfectly respond to the demands to reduce emissions from transport in cities. Also thanks to the development of battery technologies, trolleybuses have become more flexible in operation. The article compares the years 2004 and 2018, additionally illustrating the changes taking place on the maps.
Ahmed Younes Saleh, Saeed Ahmed Abdu, Hanaa Nazer Ali
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 60-72
https://doi.org/10.4467/2543859XPKG.18.018.10776
Road networks within cities are a vital component of the socio-economic development processes. Many countries have sought to examine and evaluate the efficiency of road networks within urban areas because of the increasing demand for transportation. Thus, networks should be evaluated to guide the development of transport systems and infrastructure within cities.
This study evaluates the connectivity level of the road network parts in Fayoum city, Egypt, through the application of some indicators of connectivity measurement, such as Beta, Alpha, Gamma, Connectivity degree, and the density of edges and nodes. The study follows a new method for evaluation; it does not apply the indicators on the network as a whole; however,
it divides the city into zones and calculates the indicators of each zone using the Arc GIS 10.2.1 program.
The authors applied the map Algebra method to map the results of the six indicators in one index called the Total Connectivity Index (TCI). The TCI gives more consistent results than other indices, and it is more related to different spatial patterns of roads. According to this indicator, most of the city road network seem to have a good connectivity level, whereas the city marginal areas prove to have a poor connectivity level. Therefore, any efforts to develop or construct new roads should be in the marginal areas of the city.
Sergey Tarkhov
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 73-79
https://doi.org/10.4467/2543859XPKG.18.024.10782
Growth of car number (in million) in the world is continuing non-stop: 1950 – 67, 1982 – 441, 2006 – 927, 2014 – 1.236, 2035 – 2.000 (forecast), 2050 – 2.500 (forecast). 7 developed countries have 51% of world’s its number (in million): USA – 250 (2010), China – 172 (2015; 205 in 2017), Russia – 51 (2014), Germany – 47 (2013), Japan – 40 (2013), France – 38 (2013), UK – 30 (2013).
Motorization is continuing even after overcoming a seeming limit at 500-650 cars per 1,000 inhabitants (average for the world is 250): Italy – 673, France – 598, Germany – 554. The big geographical distinctions exist inside each country: region Seine et Marne – 530 and Paris – 330 in France; Wyoming – 1,400, California – 774, New York state – 536 in the U.S.A.
But the motorization level in some countries is higher, and overcomes 800 cars per 1,000 inhabitants: Monaco – 863, the U.S.A. – 809, Iceland – 767, Luxembourg – 747, New Zealand – 733, Qatar – 724. And some less populated mountainous states of the U.S.A. have this level much higher: 1,100-1,400 cars per 1,000 inhabitants (Wyoming – 1405).
The motorization level in Russia is still too low: 138 (2000); 233 (2009); 303 (2015). But some Russian regions have the European level: Primorskiy kray – 572 (2014), Kamchatskiy kray – 438, Moscow – only 311 (400 in 2017).
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 5-6
Andrei Bezruchonak
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 7-13
https://doi.org/10.4467/2543859XPKG.18.019.10777Over 50 billion US dollars had been invested into autonomous vehicles (AV) technology in 2013-2017. Driverless cars of the level 4 and 5 are forecasted to be in mass production after 2028 and the annual direct and indirect social and economic input of the AV technology is estimated to be over US $1.8-2.8 trillion in 2030. The purpose of this paper is to analyze the geographic structure of AV startup ecosystem, which is considered as one of the most significant disruptive and game-changing innovations of the nearest decades. The geographic analysis was carried out for 265 AV tech companies and startups, working on solutions to the following problem areas: services, infrastructure, in-car assistance and intelligence, safety, security, autonomy, sensors, materials and manufacturing. The key findings outline that the USA is the leader on the innovative AV market ecosystem (accounting for 57% of all startups) with the highest concentration near San Francisco Bay Area Core (more than 27% of all startups), followed up with a significant gap by Israel, India, UK and Canada. The main factors that define the level of readiness for autonomous vehicles, and, thus, the geography of diffusion of AVs innovation are regulatory and legislative environment, level of transportation and communication infrastructure development and public perception.
Ivan S. Gumenyuk
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 14-19
https://doi.org/10.4467/2543859XPKG.18.021.10779The article is devoted to the description of the current level of development of passenger transport system of the Kaliningrad region of the Russian Federation. First of all, the possibilities of providing passenger traffic in international and intra-national (between regions of Russia) directions are assessed. Each of the types of transport in the region, which is involved in the provision of passenger services, is characterized. The information base of the study consists of statistical and analytical materials on the work of passenger transportation for 2016 and 2017. The main research method is the method of statistical comparison and expert analysis. The main conclusion of the study is that at present there is asymmetry in the role of various types of transport involved in providing passenger traffic between the Kaliningrad region of the main territories of Russia and foreign countries. In addition, a list of promising projects that can be implemented to intensify the Russian-Polish passenger traffic. It is necessary to implement new projects in the formation of passenger corridors, which will be aimed at expanding the possibilities of transport communication. The availability of alternative routes in a competitive environment leads to both an increase in the quality of transportation services provided and a reduction in their cost to the public.
Vasilii Martynov, Yuri Sherstobitov
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 20-29
https://doi.org/10.4467/2543859XPKG.18.022.10780The article deals with the geographic and transport position that Leningrad – St. Petersburg takes in the passenger transportation system, which differs to a great extent from its position in the system of freight transportation and undergoes considerable changes with time. The time period under analysis is from the 1950s to the 1960s and to the present moment. The transformation of Leningrad – St. Petersburg position in the system of airline passenger transportation is studied by means of 1) the coefficient of transportation connectivity method (the CTC method) developed by the author of the article and 2) passenger transportation zoning covering those territories which are connected with the city by airline and railway transportation facilities. The greatest attention is paid to the transportation zoning of the former Soviet Union, and this let us to rely on the obtained data in studying other cities’ airline connections through the coefficient of transportation connectivity method. The undertaken comparing of passenger airline destinations through decades shows which transportation destinations ensured the maximum growth in passenger transportation in Leningrad – St. Petersburg in the late 1980s and which ones provided for the sharp decline or decrease in the 1990s. It can also be noted that Pulkovo airport passenger transportation is currently increasing mostly due to the western destinations than the eastern ones.
Damian Otta, Renata Anisiewicz, Tadeusz Palmowski
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 30-43
https://doi.org/10.4467/2543859XPKG.18.020.10778
The paper presents changes in the operation of the railway junction in Chojnice and neighbouring areas, and the impact thereof in the years 1989-2017. The analysis covers infrastructural changes, passenger traffic and organisational changes resulting from the transformation of the Polish State Railways (PKP) after 1989. The Chojnice railway junction, operating since the seventies of the nineteenth century is one of the biggest junctions in northern Poland.
Regress of railway transport in the studied period noted throughout Poland resulted in closing down a number of railway lines in the vicinity and a reduction of operating connections and technical facilities. This led to limiting access to rail transport and to the peripheral role of the area in the region. Plans for upgrading the rail network provide an opportunity for improving the situation, particularly the electrification of the junction and the establishing of a terminal for collective transport at the neglected railway station described in the final part of the paper.:
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 44-59
https://doi.org/10.4467/2543859XPKG.18.023.10781Trolleybus transport played a changing role in Poland. Historically, these were both periods of dynamic development and rapid regression. The article analyzes the period from 2004 to 2018. An attempt was made to systematize and organize information on the development of trolleybus transport in this period. The available scientific literature as well as the economic, organizational and technological conditions for the functioning of trolleybus transport were analyzed. The analyzed period was undoubtedly a time of dynamic development of all three existing trolleybus systems in Poland. The structural funds of the European Union played a significant role in this, allowing to revitalize neglected and underinvested systems. At the same time, climate change has influenced global and local conditions in terms of the approach to transport in cities. Trolleybuses perfectly respond to the demands to reduce emissions from transport in cities. Also thanks to the development of battery technologies, trolleybuses have become more flexible in operation. The article compares the years 2004 and 2018, additionally illustrating the changes taking place on the maps.
Ahmed Younes Saleh, Saeed Ahmed Abdu, Hanaa Nazer Ali
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 60-72
https://doi.org/10.4467/2543859XPKG.18.018.10776
Road networks within cities are a vital component of the socio-economic development processes. Many countries have sought to examine and evaluate the efficiency of road networks within urban areas because of the increasing demand for transportation. Thus, networks should be evaluated to guide the development of transport systems and infrastructure within cities.
This study evaluates the connectivity level of the road network parts in Fayoum city, Egypt, through the application of some indicators of connectivity measurement, such as Beta, Alpha, Gamma, Connectivity degree, and the density of edges and nodes. The study follows a new method for evaluation; it does not apply the indicators on the network as a whole; however,
it divides the city into zones and calculates the indicators of each zone using the Arc GIS 10.2.1 program.
The authors applied the map Algebra method to map the results of the six indicators in one index called the Total Connectivity Index (TCI). The TCI gives more consistent results than other indices, and it is more related to different spatial patterns of roads. According to this indicator, most of the city road network seem to have a good connectivity level, whereas the city marginal areas prove to have a poor connectivity level. Therefore, any efforts to develop or construct new roads should be in the marginal areas of the city.
Sergey Tarkhov
Transport Geography Papers of Polish Geographical Society, 21 (4), 2018, pp. 73-79
https://doi.org/10.4467/2543859XPKG.18.024.10782
Growth of car number (in million) in the world is continuing non-stop: 1950 – 67, 1982 – 441, 2006 – 927, 2014 – 1.236, 2035 – 2.000 (forecast), 2050 – 2.500 (forecast). 7 developed countries have 51% of world’s its number (in million): USA – 250 (2010), China – 172 (2015; 205 in 2017), Russia – 51 (2014), Germany – 47 (2013), Japan – 40 (2013), France – 38 (2013), UK – 30 (2013).
Motorization is continuing even after overcoming a seeming limit at 500-650 cars per 1,000 inhabitants (average for the world is 250): Italy – 673, France – 598, Germany – 554. The big geographical distinctions exist inside each country: region Seine et Marne – 530 and Paris – 330 in France; Wyoming – 1,400, California – 774, New York state – 536 in the U.S.A.
But the motorization level in some countries is higher, and overcomes 800 cars per 1,000 inhabitants: Monaco – 863, the U.S.A. – 809, Iceland – 767, Luxembourg – 747, New Zealand – 733, Qatar – 724. And some less populated mountainous states of the U.S.A. have this level much higher: 1,100-1,400 cars per 1,000 inhabitants (Wyoming – 1405).
The motorization level in Russia is still too low: 138 (2000); 233 (2009); 303 (2015). But some Russian regions have the European level: Primorskiy kray – 572 (2014), Kamchatskiy kray – 438, Moscow – only 311 (400 in 2017).
Publication date: 29.09.2018
Editor-in-Chief: Marcin Połom
Renata Anisiewicz
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 5-6
Stanisław M. Koziarski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 7-30
https://doi.org/10.4467/2543859XPKG.18.012.10137The article presents directions for the development of the motorway and expressway network in Poland in the years 1990-2018. The network of express roads in the country is intensively developed. Motorways payable for motor vehicles are supplemented with a network of free express roads, mainly dual carriageways. The program of construction of expressways for the years 2014-2023 is consistently implemented. The main motorways of the A-1, A-2 and A-4 were built. During the expansion there are expressways S-3, S-5, S-6, S-7, S-8, S17, S-19 and S-61. Current road investments are focused on the construction of missing sections of express roads and city bypasses. The study also attempts to rationalize the order of undertaken investments and modify their spatial distribution.
Arkadiusz Kołoś, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 31-44
https://doi.org/10.4467/2543859XPKG.18.016.10141The purpose of the article is to characterise the possibilities of introducing and developing of urban rail-based transport in Poland. This problem is related to the question whether in order to improve public transport in cities which already have a rail-based (or any electric) transport system, its development should be considered, while in the case of cities without such a transport there is the question if introducing a new means of public rail-based transport is an appropriate solution. In order to answer these dilemmas in the first stage of the present article, new rail-based urban transport systems which have been introduced in European cities in the last decade are characterised, while in the second stage the possibilities of introducing of such means of transport in Polish cities are analysed. The research results demonstrate that rail-based transport may be a proper solution to transport problems of cities, although the possibilities of its development in Polish cities vary depending on many demographic, economic, spatial and political factors. In the largest Polish cities which can be described as metropolises the question is: what sort of rail transport system should to developed ?, in medium-sized towns, however, the challenge is rather to maintain the existing networks. The legitimacy of the implementation of new rail-based urban transport systems depends on the coordination of the activities of many institutions at various levels and from support at the national and European level.
Justyna Chodkowska-Miszczuk, Alicja Lewandowska
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 45-59
https://doi.org/10.4467/2543859XPKG.18.014.10139The paper aims to analyse urban transport in the context of how sustainable development is understood and implemented in the case of Copenhagen. An on-site query was conducted in order to reach the research objective. The results of the analysis helped the authors identify forms in which the sustainable transport concept is being implemented, including the diversification of means of transport, the development of intermodal transport and hierarchies of public transport, and the Copenhagenization of the city space. The outcome of the study also includes the indication of key challenges which are related to the development of sustainable transport and primarily stem from the ubiquitous bicycle transport in Copenhagen. In order to perform a more in-depth analysis, the authors also interviewed city space users – indigenous Danes and Polish immigrants. Two perspectives/opinions on the functioning of the Copenhagen urban transport system were thus obtained: that of the indigenous residents of the city and that of immigrants. The results of those interviews contributed to the indication of trends in the use of different means of transport by both studied social groups.
Michał Adam Kwiatkowski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 60-69
https://doi.org/10.4467/2543859XPKG.18.017.10142The public bicycle system (bike-sharing system) is becoming an increasingly common element of the transport system in urban space in Poland and in the world. The main reasons for implementing this solution in urban areas include the need to increase the efficiency of urban transport systems and to reduce the problems created by the pressure of traditional means of transport on the environment. Public bike is also successfully becoming an element of multimodal transport by connecting with other public transport. In Poland, bike-sharing has been operating since 2008, expanding its range with each subsequent year for new cities, as well as rural areas. The study analyzed changes in the number of systems in Poland in 2017-2018 – in the period of the greatest development of this form of transport in the studied area. The analysis was based on the indicators of the number of public bicycle stations on a given area and the number of bicycles on the background of the number of inhabitants of the analyzed cities. The work also compared bicycle rental rates for individual systems operating in Poland. On the basis of the analyzed data, the directions of public bicycle development in Poland were also determined.
Wioletta Szymańska, Tomasz Michalski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 70-77
https://doi.org/10.4467/2543859XPKG.18.015.10140The aim of the article is to show how the functions of the small Polish seaports are currently changing. This was done in two ways: (1) by comparing their handling, passenger and fishing functions with large Polish ports; (2) by analysing the example of the port in Ustka. The spatial range comprises all Polish small ports and selected marinas. The temporal range covers the years 1996-2016. It was found that small ports are in regress. They cannot keep up with large ports in terms of freight handling and passenger numbers. Their function as fishing ports is also being reduced. The development of tourist functions, especially as yacht harbours and marinas, can be an opportunity for them, but for the time being it is rather poorly developed.
Arkadiusz Drewnowski, Krzysztof Małachowski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 78-84
https://doi.org/10.4467/2543859XPKG.18.013.10138One of the main objectives of the European Union’s transport policy is to strive to create an intelligent, environmentally friendly and accessible transport system for users, including rail transport. In recent years, the greatest progress in rail transport in the EU can be observed in the area of creating a transparent system of communication with the client. The aim of the article is to present, from the passenger’s point of view, taken actions in the field of the use of digital technologies for the distribution of services by Polish rail passenger carriers.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 85-86
Antoni Jackowski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 87-88
Sławomir Kurek
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 89-91
Zbigniew Taylor
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 92-94
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 95-97
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 85-86
Antoni Jackowski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 87-88
Sławomir Kurek
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 89-91
Zbigniew Taylor
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 92-94
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 95-97
Renata Anisiewicz
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 5-6
Stanisław M. Koziarski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 7-30
https://doi.org/10.4467/2543859XPKG.18.012.10137The article presents directions for the development of the motorway and expressway network in Poland in the years 1990-2018. The network of express roads in the country is intensively developed. Motorways payable for motor vehicles are supplemented with a network of free express roads, mainly dual carriageways. The program of construction of expressways for the years 2014-2023 is consistently implemented. The main motorways of the A-1, A-2 and A-4 were built. During the expansion there are expressways S-3, S-5, S-6, S-7, S-8, S17, S-19 and S-61. Current road investments are focused on the construction of missing sections of express roads and city bypasses. The study also attempts to rationalize the order of undertaken investments and modify their spatial distribution.
Arkadiusz Kołoś, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 31-44
https://doi.org/10.4467/2543859XPKG.18.016.10141The purpose of the article is to characterise the possibilities of introducing and developing of urban rail-based transport in Poland. This problem is related to the question whether in order to improve public transport in cities which already have a rail-based (or any electric) transport system, its development should be considered, while in the case of cities without such a transport there is the question if introducing a new means of public rail-based transport is an appropriate solution. In order to answer these dilemmas in the first stage of the present article, new rail-based urban transport systems which have been introduced in European cities in the last decade are characterised, while in the second stage the possibilities of introducing of such means of transport in Polish cities are analysed. The research results demonstrate that rail-based transport may be a proper solution to transport problems of cities, although the possibilities of its development in Polish cities vary depending on many demographic, economic, spatial and political factors. In the largest Polish cities which can be described as metropolises the question is: what sort of rail transport system should to developed ?, in medium-sized towns, however, the challenge is rather to maintain the existing networks. The legitimacy of the implementation of new rail-based urban transport systems depends on the coordination of the activities of many institutions at various levels and from support at the national and European level.
Justyna Chodkowska-Miszczuk, Alicja Lewandowska
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 45-59
https://doi.org/10.4467/2543859XPKG.18.014.10139The paper aims to analyse urban transport in the context of how sustainable development is understood and implemented in the case of Copenhagen. An on-site query was conducted in order to reach the research objective. The results of the analysis helped the authors identify forms in which the sustainable transport concept is being implemented, including the diversification of means of transport, the development of intermodal transport and hierarchies of public transport, and the Copenhagenization of the city space. The outcome of the study also includes the indication of key challenges which are related to the development of sustainable transport and primarily stem from the ubiquitous bicycle transport in Copenhagen. In order to perform a more in-depth analysis, the authors also interviewed city space users – indigenous Danes and Polish immigrants. Two perspectives/opinions on the functioning of the Copenhagen urban transport system were thus obtained: that of the indigenous residents of the city and that of immigrants. The results of those interviews contributed to the indication of trends in the use of different means of transport by both studied social groups.
Michał Adam Kwiatkowski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 60-69
https://doi.org/10.4467/2543859XPKG.18.017.10142The public bicycle system (bike-sharing system) is becoming an increasingly common element of the transport system in urban space in Poland and in the world. The main reasons for implementing this solution in urban areas include the need to increase the efficiency of urban transport systems and to reduce the problems created by the pressure of traditional means of transport on the environment. Public bike is also successfully becoming an element of multimodal transport by connecting with other public transport. In Poland, bike-sharing has been operating since 2008, expanding its range with each subsequent year for new cities, as well as rural areas. The study analyzed changes in the number of systems in Poland in 2017-2018 – in the period of the greatest development of this form of transport in the studied area. The analysis was based on the indicators of the number of public bicycle stations on a given area and the number of bicycles on the background of the number of inhabitants of the analyzed cities. The work also compared bicycle rental rates for individual systems operating in Poland. On the basis of the analyzed data, the directions of public bicycle development in Poland were also determined.
Wioletta Szymańska, Tomasz Michalski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 70-77
https://doi.org/10.4467/2543859XPKG.18.015.10140The aim of the article is to show how the functions of the small Polish seaports are currently changing. This was done in two ways: (1) by comparing their handling, passenger and fishing functions with large Polish ports; (2) by analysing the example of the port in Ustka. The spatial range comprises all Polish small ports and selected marinas. The temporal range covers the years 1996-2016. It was found that small ports are in regress. They cannot keep up with large ports in terms of freight handling and passenger numbers. Their function as fishing ports is also being reduced. The development of tourist functions, especially as yacht harbours and marinas, can be an opportunity for them, but for the time being it is rather poorly developed.
Arkadiusz Drewnowski, Krzysztof Małachowski
Transport Geography Papers of Polish Geographical Society, 21 (3), 2018, pp. 78-84
https://doi.org/10.4467/2543859XPKG.18.013.10138One of the main objectives of the European Union’s transport policy is to strive to create an intelligent, environmentally friendly and accessible transport system for users, including rail transport. In recent years, the greatest progress in rail transport in the EU can be observed in the area of creating a transparent system of communication with the client. The aim of the article is to present, from the passenger’s point of view, taken actions in the field of the use of digital technologies for the distribution of services by Polish rail passenger carriers.
Publication date: 28.06.2018
Editor-in-Chief: Marcin Połom
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 5-6
Sławomir Goliszek
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 7-16
https://doi.org/10.4467/2543859XPKG.18.007.9349The article presents the distribution of the transport and spatial components. The transport component is one of the four elements in the research of transport accessibility of the place. Thanks to the transport component, it is possible to move people and goods from source to destination. The article compares road and public transport networks in cities that are divided into two parts by a river. Selected cities for analysis are: Göteborg, Rostock, Szczecin and Riga. In each of these cities it is possible to travel from the left bank to the right bank, both by individual transport (car) and public transport (bus and tram or trolleybus). The analysis will be based on the road network with OpenStreetMaps and the public transport network. An additional element helpful in the analysis is the spatial component (land use), which is in the form of a 1km2 (GRID) with data on the population for 2006 and 2011. The use of GRID data allows you to compare the population density in diff erent years in each city. Thanks to that, it is possible to identify problem areas and places where there may be worse access. Relations between the location of sources (population) and the public transport network are an important issue from the point of view of justice in access to services.
Krzysztof Mazur
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 17-32
https://doi.org/10.4467/2543859XPKG.18.008.9350The subjects of the research is tram network in Katowice conurbation. This conurbation is a big polycentric region where condition of the tram transport operation is diff erent than in big monocentric agglomeration. The article assumes if the spatial arrangement of the conurbation is polycentric, then polycentric is also a structure of tram network. It was hypothesized that in a tram network are several smaller subnetworks. They are mostly predisposed to the implementation of local transportation needs. Therefore, tram transport has only little impact in integration between parts of conurbation. Based on historical factors and topological properties of network it was divided to smaller subnets. Subnets diff er in terms of infrastructure. Accessibility to tram service was examined using landscape ecology ideas – “patch-corridor-matrix.” Areas well served and excluded from service were indicated. Analyzed was also arrangement of tram lines and frequence of courses – with emphasis on connections between another subnets. The hypothesis were confi rmed, but the studies showed that the role of tramway communication is spatially diverse. Some parts of conurbation are well integrated and in another parts – trams realize
Arkadiusz Drewnowski, Krzysztof Małachowski
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 33-40
https://doi.org/10.4467/2543859XPKG.18.009.9351The aim of the article is to analyze the possibilities of eff ective implementation of the Szczecin Metropolitan Railway (SKM) concept, primarily in relation to the reactivation of the Szczecin - Police railway connection. This connection, as the only one, is currently not open. The main conditions that must be met in order to make this connection eff ective and bring the desired eff ects in the form of taking over passengers by rail transport were indicated. The results obtained indicate that the reactivation of the Police - Szczecin rail connection has a good chance of creating a competitive off er to those currently in operation. However, it is necessary to meet certain conditions regarding driving time, frequency of courses, ticket prices and the location of stops on the route.
Mateusz Urban
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 41-50
https://doi.org/10.4467/2543859XPKG.18.010.9352It is a huge challenge to provide the opportunities for development and to give residents of areas the fastest possible access to large urban centers today. European policy is focusing on ecological solutions, which increases the importance of transport systems, that are friendly to the environment. All of the above aspects are connected by well-organized rail transport. It aff ects for the spatial development of the area, the mobility of residents and also it attracts new investments. At the same time, it is less harmful to the environment from widespread car transport. The article shows the socio-economic potential of restoring the line between Tuchola and Koronowo and proposes most eff ective use this inactive local railway. The re-functioning of this railway line for the passenger, freight and seasonal transport would be an important element in the development of the forgotten area and a great chance to improve the quality of life of the region’s inhabitants. In addition, the restoration of local railway lines is compatible with the principle of sustainable development. This fact creates more possibilities about obtain external founds for investmens in ecological transport means.
Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 51-64
https://doi.org/10.4467/2543859XPKG.18.011.9353The growing role of rail transport is a contribution to research on regional rail transport within individual voivodships. In the context of personal transfers, the actual transport accessibility based on the real connections system becomes extremely important. The research area is the Opolskie Voivodeship. The author on the basis of inter-connection links: the number of direct connections, the number of connections with transfers, the number of transfers and travel time, has analyzed the regional connections network. Nodes are stations with at least three active personal directions and local activity centers – municipal capitals. The total number of nodes was 51. The analysis showed a signifi cant polarization of the transport off er (on average, 10 pairs of connections depart from each node) and the threat of defragmenting the network to local systems (Kluczbork and Opole). The Brzeg–Opole–Strzelce Opolskie route has been recognized as the main route of communication, which should be the skeleton of the regional transport system. The positive aspects of the functioning of the transport system, author included: low number of transfers necessary for inter-node travel. Most displacements between nodes are possible with one change. In the aspect of network connections (direct connections), the average rank of the node was 7 (that is, with every node in the network, on average, each node had a direct connection). The network has a large number of nodes with low connections. In addition, the author calculated the betweenesses and closeness indicators, which emphasized the role of the most important nodes: Opole, Kluczbork, and Nysa. Local networks play an important role in network systems, which allow linking two networks (eg. Opole–Kluczbork). The possibility of transport development includes the support of links to the main transport corridor and the system of railway feeder lines.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 65-66
Karol Kowalczyk
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 67-69
Tadeusz Palmowski
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 70-72
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 73-75
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 5-6
Sławomir Goliszek
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 7-16
https://doi.org/10.4467/2543859XPKG.18.007.9349The article presents the distribution of the transport and spatial components. The transport component is one of the four elements in the research of transport accessibility of the place. Thanks to the transport component, it is possible to move people and goods from source to destination. The article compares road and public transport networks in cities that are divided into two parts by a river. Selected cities for analysis are: Göteborg, Rostock, Szczecin and Riga. In each of these cities it is possible to travel from the left bank to the right bank, both by individual transport (car) and public transport (bus and tram or trolleybus). The analysis will be based on the road network with OpenStreetMaps and the public transport network. An additional element helpful in the analysis is the spatial component (land use), which is in the form of a 1km2 (GRID) with data on the population for 2006 and 2011. The use of GRID data allows you to compare the population density in diff erent years in each city. Thanks to that, it is possible to identify problem areas and places where there may be worse access. Relations between the location of sources (population) and the public transport network are an important issue from the point of view of justice in access to services.
Krzysztof Mazur
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 17-32
https://doi.org/10.4467/2543859XPKG.18.008.9350The subjects of the research is tram network in Katowice conurbation. This conurbation is a big polycentric region where condition of the tram transport operation is diff erent than in big monocentric agglomeration. The article assumes if the spatial arrangement of the conurbation is polycentric, then polycentric is also a structure of tram network. It was hypothesized that in a tram network are several smaller subnetworks. They are mostly predisposed to the implementation of local transportation needs. Therefore, tram transport has only little impact in integration between parts of conurbation. Based on historical factors and topological properties of network it was divided to smaller subnets. Subnets diff er in terms of infrastructure. Accessibility to tram service was examined using landscape ecology ideas – “patch-corridor-matrix.” Areas well served and excluded from service were indicated. Analyzed was also arrangement of tram lines and frequence of courses – with emphasis on connections between another subnets. The hypothesis were confi rmed, but the studies showed that the role of tramway communication is spatially diverse. Some parts of conurbation are well integrated and in another parts – trams realize
Arkadiusz Drewnowski, Krzysztof Małachowski
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 33-40
https://doi.org/10.4467/2543859XPKG.18.009.9351The aim of the article is to analyze the possibilities of eff ective implementation of the Szczecin Metropolitan Railway (SKM) concept, primarily in relation to the reactivation of the Szczecin - Police railway connection. This connection, as the only one, is currently not open. The main conditions that must be met in order to make this connection eff ective and bring the desired eff ects in the form of taking over passengers by rail transport were indicated. The results obtained indicate that the reactivation of the Police - Szczecin rail connection has a good chance of creating a competitive off er to those currently in operation. However, it is necessary to meet certain conditions regarding driving time, frequency of courses, ticket prices and the location of stops on the route.
Mateusz Urban
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 41-50
https://doi.org/10.4467/2543859XPKG.18.010.9352It is a huge challenge to provide the opportunities for development and to give residents of areas the fastest possible access to large urban centers today. European policy is focusing on ecological solutions, which increases the importance of transport systems, that are friendly to the environment. All of the above aspects are connected by well-organized rail transport. It aff ects for the spatial development of the area, the mobility of residents and also it attracts new investments. At the same time, it is less harmful to the environment from widespread car transport. The article shows the socio-economic potential of restoring the line between Tuchola and Koronowo and proposes most eff ective use this inactive local railway. The re-functioning of this railway line for the passenger, freight and seasonal transport would be an important element in the development of the forgotten area and a great chance to improve the quality of life of the region’s inhabitants. In addition, the restoration of local railway lines is compatible with the principle of sustainable development. This fact creates more possibilities about obtain external founds for investmens in ecological transport means.
Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 51-64
https://doi.org/10.4467/2543859XPKG.18.011.9353The growing role of rail transport is a contribution to research on regional rail transport within individual voivodships. In the context of personal transfers, the actual transport accessibility based on the real connections system becomes extremely important. The research area is the Opolskie Voivodeship. The author on the basis of inter-connection links: the number of direct connections, the number of connections with transfers, the number of transfers and travel time, has analyzed the regional connections network. Nodes are stations with at least three active personal directions and local activity centers – municipal capitals. The total number of nodes was 51. The analysis showed a signifi cant polarization of the transport off er (on average, 10 pairs of connections depart from each node) and the threat of defragmenting the network to local systems (Kluczbork and Opole). The Brzeg–Opole–Strzelce Opolskie route has been recognized as the main route of communication, which should be the skeleton of the regional transport system. The positive aspects of the functioning of the transport system, author included: low number of transfers necessary for inter-node travel. Most displacements between nodes are possible with one change. In the aspect of network connections (direct connections), the average rank of the node was 7 (that is, with every node in the network, on average, each node had a direct connection). The network has a large number of nodes with low connections. In addition, the author calculated the betweenesses and closeness indicators, which emphasized the role of the most important nodes: Opole, Kluczbork, and Nysa. Local networks play an important role in network systems, which allow linking two networks (eg. Opole–Kluczbork). The possibility of transport development includes the support of links to the main transport corridor and the system of railway feeder lines.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 65-66
Karol Kowalczyk
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 67-69
Tadeusz Palmowski
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 70-72
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 21 (2), 2018, pp. 73-75
Publication date: 29.03.2018
Editor-in-Chief: Marcin Połom
Marcin Połom, Arkadiusz Kołoś
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 7-8
Daniel Michniak
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 9-16
https://doi.org/10.4467/2543859XPKG.18.001.9181Narrow-gauge railways represent one of the most important chapters in history of railway transport in Slovakia. They had a significant position in the economic development of many regions in Slovakia mainly in the first part of the 20th century. Forest or field railways successively lost their original function. Many of them were abandoned and disassembled, but in some cases they have found new function and they serve for the purposes of tourism. The aim of this article is to present existing narrow-gauge railways in Slovakia and analyse their use for purposes of tourism. Particular attention is devoted to the best examples of their functioning in Slovakia – the Čiernohronská Railway, the Kysuce-Orava Forest Railway and the Tatra Electric Railways.
Karol Kowalczyk
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 17-33
https://doi.org/10.4467/2543859XPKG.18.002.9182The paper presents methodology and results of the rail lines typology describing a contemporary potential of rail transport usage within a daily multimodal passenger travelling from suburbs to core areas of the biggest Polish agglomerations. A choice of the topic was justified by spatial differentials of the suburbs, served by public transportation. And deficiency of up-to-date and comparative literature was the second reason. Rail transport characteristics, in a situation of suburbanization, are specially favourable for usage as a passenger agglomeration transit. In recent years an increasing role of rail has been observed in this field. A key topic discussed in the article is a multimodal pattern of daily commuting that means an answer to low efficiency of the urban transport systems. The research covered 71 rail lines located within the suburbs of 10 biggest agglomerations of voivodeship capitals: Warsaw, Katowice, Cracow, Gdańsk (Tricity), Łódź, Poznań, Wrocław, Bydgoszcz and Toruń (BiT-City), Szczecin, Lublin.
Beata Meyer, Agnieszka Sawińska
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 34-42
https://doi.org/10.4467/2543859XPKG.18.003.9183The West Pomeranian Voivodship possesses various assets of the natural and socio-cultural environment, which influence on the development of active tourism, including cycling. For the development of tourism and cycling, it is necessary to have an appropriate infrastructure, which should ensure not only efficient and safe cycling, but also provide an opportunity to learn about the tourist values of the area. Infrastructure should also allow the use of accommodation, catering and entertainment services. The purpose of the article is to show the possibility of developing bicycle routes in the West Pomeranian Voivodship based on the concept of a cycle route network prepared by the voivodship authorities of the West Pomeranian Voivodship. The first part highlights the importance of transport in tourism and recreation. The second part concerns the principles of creating bicycle routes. In the third part, the place of cycling tourism in the voivodship planning documents was analysed and the main ideas and proposals included in the concept were presented. In conclusion, the main threats were identified and the prospects for development were assessed.
Motywacje podróży a rozkład ruchu w transporcie indywidualnym na sieci dróg krajowych i wojewódzkich
Piotr Rosik, Tomasz Komornicki, Sławomir Goliszek
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 43-53
https://doi.org/10.4467/2543859XPKG.18.004.9184The main goal of the article is to present the assumptions and results of six single-purpose models, including six traffic distribution patterns for passenger cars on the national and voivodship roads network in 2010 with the use of VISUM software. The results of the scientific exercise of a hypothetical situation, where all traffic is realized in one of six distinguished purposes. The additional goal is to show spatial implications resulting from the submission of six single-purpose models into one consisting of one multi-purpose model. Generally, the high level of matching in the single-purpose models (except for the tourist traffic) indicates the concentration of different types of traffic on the same sections. The multi-purpose model is the best fitted model (R2 = 0.72). This leads to the conclusion that the combination of six purposes in one model was successful and led to an improvement in its fit.
Piotr Rosik, Wojciech Pomianowski, Arkadiusz Kołoś, Robert Guzik, Sławomir Goliszek, Marcin Stępniak, Tomasz Komornicki
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 54-64
https://doi.org/10.4467/2543859XPKG.18.005.9185The main goal of the article is to diagnose the accessibility of municipalities by bus transport in Poland calculated using the potential model. The analysis was carried out taking into account the possibility of transfers. It has become possible to compare bus accessibility with the accessibility by individual transport for both short and long trips, which allowed to identify areas (municipalities), where there is a particularly unfavorable situation in terms of accessibility by bus in relation to individual transport. For bus transport the “center of gravity” of accessibility is shifting towards south-eastern Poland. Bipolar and hexagonal system of higher accessibility visible in individual transport is losing importance for a system that more clearly emphasizes the role of Lublin and Rzeszow and the interconnectedness of central and south-eastern Poland.
Sławomir Dorocki
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 65-79
https://doi.org/10.4467/2543859XPKG.18.006.9186The article contains basic information about the location and production of the industry of two and three wheeled motor vehicles (PTW). The analysis was carried out on the basis of available statistical data of producers’ associations and statistical studies. The production of motorcycles and mopeds is located mainly in economically developed regions, however, Asia (including India and China) is currently a significant market for two-wheelers. In Europe, as a result of the global financial crisis, the production volume decreased. Nowadays, the process of industrial relocation is noticeable, mainly in the economically developing region of Asia and in the USA, where the crisis has changed the preferences and transport behavior of the Americans. At the same time, in Europe, the demand for PTW depends to a large extent on the state’s communication policy and transport conditions in cities. New technological solutions introduced in PTW are important factors conditioning the development of two and three wheeled motor vehicles industry.
Arkadiusz Kołoś, Marcin Połom
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 80-87
Arkadiusz Kołoś, Marcin Połom
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 80-87
Marcin Połom, Arkadiusz Kołoś
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 7-8
Daniel Michniak
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 9-16
https://doi.org/10.4467/2543859XPKG.18.001.9181Narrow-gauge railways represent one of the most important chapters in history of railway transport in Slovakia. They had a significant position in the economic development of many regions in Slovakia mainly in the first part of the 20th century. Forest or field railways successively lost their original function. Many of them were abandoned and disassembled, but in some cases they have found new function and they serve for the purposes of tourism. The aim of this article is to present existing narrow-gauge railways in Slovakia and analyse their use for purposes of tourism. Particular attention is devoted to the best examples of their functioning in Slovakia – the Čiernohronská Railway, the Kysuce-Orava Forest Railway and the Tatra Electric Railways.
Karol Kowalczyk
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 17-33
https://doi.org/10.4467/2543859XPKG.18.002.9182The paper presents methodology and results of the rail lines typology describing a contemporary potential of rail transport usage within a daily multimodal passenger travelling from suburbs to core areas of the biggest Polish agglomerations. A choice of the topic was justified by spatial differentials of the suburbs, served by public transportation. And deficiency of up-to-date and comparative literature was the second reason. Rail transport characteristics, in a situation of suburbanization, are specially favourable for usage as a passenger agglomeration transit. In recent years an increasing role of rail has been observed in this field. A key topic discussed in the article is a multimodal pattern of daily commuting that means an answer to low efficiency of the urban transport systems. The research covered 71 rail lines located within the suburbs of 10 biggest agglomerations of voivodeship capitals: Warsaw, Katowice, Cracow, Gdańsk (Tricity), Łódź, Poznań, Wrocław, Bydgoszcz and Toruń (BiT-City), Szczecin, Lublin.
Beata Meyer, Agnieszka Sawińska
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 34-42
https://doi.org/10.4467/2543859XPKG.18.003.9183The West Pomeranian Voivodship possesses various assets of the natural and socio-cultural environment, which influence on the development of active tourism, including cycling. For the development of tourism and cycling, it is necessary to have an appropriate infrastructure, which should ensure not only efficient and safe cycling, but also provide an opportunity to learn about the tourist values of the area. Infrastructure should also allow the use of accommodation, catering and entertainment services. The purpose of the article is to show the possibility of developing bicycle routes in the West Pomeranian Voivodship based on the concept of a cycle route network prepared by the voivodship authorities of the West Pomeranian Voivodship. The first part highlights the importance of transport in tourism and recreation. The second part concerns the principles of creating bicycle routes. In the third part, the place of cycling tourism in the voivodship planning documents was analysed and the main ideas and proposals included in the concept were presented. In conclusion, the main threats were identified and the prospects for development were assessed.
Motywacje podróży a rozkład ruchu w transporcie indywidualnym na sieci dróg krajowych i wojewódzkich
Piotr Rosik, Tomasz Komornicki, Sławomir Goliszek
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 43-53
https://doi.org/10.4467/2543859XPKG.18.004.9184The main goal of the article is to present the assumptions and results of six single-purpose models, including six traffic distribution patterns for passenger cars on the national and voivodship roads network in 2010 with the use of VISUM software. The results of the scientific exercise of a hypothetical situation, where all traffic is realized in one of six distinguished purposes. The additional goal is to show spatial implications resulting from the submission of six single-purpose models into one consisting of one multi-purpose model. Generally, the high level of matching in the single-purpose models (except for the tourist traffic) indicates the concentration of different types of traffic on the same sections. The multi-purpose model is the best fitted model (R2 = 0.72). This leads to the conclusion that the combination of six purposes in one model was successful and led to an improvement in its fit.
Piotr Rosik, Wojciech Pomianowski, Arkadiusz Kołoś, Robert Guzik, Sławomir Goliszek, Marcin Stępniak, Tomasz Komornicki
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 54-64
https://doi.org/10.4467/2543859XPKG.18.005.9185The main goal of the article is to diagnose the accessibility of municipalities by bus transport in Poland calculated using the potential model. The analysis was carried out taking into account the possibility of transfers. It has become possible to compare bus accessibility with the accessibility by individual transport for both short and long trips, which allowed to identify areas (municipalities), where there is a particularly unfavorable situation in terms of accessibility by bus in relation to individual transport. For bus transport the “center of gravity” of accessibility is shifting towards south-eastern Poland. Bipolar and hexagonal system of higher accessibility visible in individual transport is losing importance for a system that more clearly emphasizes the role of Lublin and Rzeszow and the interconnectedness of central and south-eastern Poland.
Sławomir Dorocki
Transport Geography Papers of Polish Geographical Society, 21 (1), 2018, pp. 65-79
https://doi.org/10.4467/2543859XPKG.18.006.9186The article contains basic information about the location and production of the industry of two and three wheeled motor vehicles (PTW). The analysis was carried out on the basis of available statistical data of producers’ associations and statistical studies. The production of motorcycles and mopeds is located mainly in economically developed regions, however, Asia (including India and China) is currently a significant market for two-wheelers. In Europe, as a result of the global financial crisis, the production volume decreased. Nowadays, the process of industrial relocation is noticeable, mainly in the economically developing region of Asia and in the USA, where the crisis has changed the preferences and transport behavior of the Americans. At the same time, in Europe, the demand for PTW depends to a large extent on the state’s communication policy and transport conditions in cities. New technological solutions introduced in PTW are important factors conditioning the development of two and three wheeled motor vehicles industry.
Publication date: 19.12.2017
Editor-in-Chief: Jan A. Wendt
Karol Kowalczyk
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 5-6
Jędrzej Gadziński
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 7-19
https://doi.org/10.4467/2543859XPKG.17.019.8025Human travel behaviour is recently one of the most popular research topic in transport geography. Therefore, we could observe increasing interest on new research tools related to their identification such as mobile devices. Despite the widespread popularity of smartphones, there are not many examples of studies in which they have been used on a larger scale. So, the main objectives of the article are: to assess the possibilities and perspectives of the broader use of mobile phones in analyses on human travel behaviour and to identify the main advantages and disadvantages of such research tools. To realize these purposes we implemented a) literature review on the methods used for travel behaviour identification and b) pilot study conducted in Poznań with the use of smartphones and dedicated mobile application. Based on our findings, we could conclude that there is a great potential connected with the use of mobile phone data in transport geography and they can be used in different types of analyses. However, some important barriers of the broader use of smartphones in travel behaviour studies should be also noticed. We could mention technical and organisational problems, sampling issues and challenges related to big data analyses.
Michał Kowalski, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 20-36
https://doi.org/10.4467/2543859XPKG.17.022.8028This article focuses on presenting traffic in Łódź in the context of functional and spatial structure of the city. The reseach was based on the data from the Local Traffic Control System (OSSR) and Topographic Objects Database (BDOT). For the analysis ArcMap software and basic statistical methods were used. The article contains an overview of the local determinants of mobility, such as road network, car ownership and local functional and spatial structure. Against this background the authors have presented the traffic near selected elements of the spatial structure in Łódź. The study, along with the presentation part of daily mobility, suggests that OSSR data can be used in geographic research, but in the context of extensive research on complex urban structures they could cause some errors.
Arkadiusz Kołoś, Marcin Król, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 37-50
https://doi.org/10.4467/2543859XPKG.17.021.8027The aim of the article is to determine the influence of the transformation of Polish railways on the functioning of regional railways in the country and on their role in transport systems of the selected voivodeships. The rail reforms launched at the end of the 20th century which derived mainly from EU regulations resulted inter alia in the transfer of responsibility for regional rail transport to regional governments and in the long run they induced large scale changes in the ownership. The paper analyses the changes in the regional railway services of four selected voivodeships: Dolnośląskie, Kujawsko-pomorskie, Małopolskie and Podlaskie between 2005 and 2017. For the chosen voivodeships the authors analysed the number of open railway stations and stops of regional trains on them itemising the number of direct trains to the capital of the region and to the capitals of the neighbouring regions. The result of the survey is that the organisational and ownership transformations of Polish railways have caused fundamental changes in the functioning of regional railways in the country. Diverse trends in railway development can be observed in several voivodeships which results in increasing spatial differences in regional railway functioning over Polish regions. There are many factors which influence increase or decrease in the role of rail in regional transport systems. One of the most important of them are railway subvention levels and the general interest of regional governments for railway transport the reflection of which are initiatives aimed at improving the situation of the railways. Creating the own regional government-owned railway companies as well as opening the market for external railway carriers is certainly an important but not sole factor of this improvement.
Wojciech Jurkowski, Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 51-61
https://doi.org/10.4467/2543859XPKG.17.020.8026Multimodal solutions in public transport are a big chance to improve transport system effectiveness. It is very significant in metropolitan areas due to everyday displacements from rural-urban fringe to center of city which causes congestion. One of the example of multimodal solutions is a feeder bus system connecting peripheral area and multimodal transport node. Timetable of bus should be integrated with the railway schedule. The aim of the paper is to identify feeder bus lines in Wrocław and analysis of their integration with rail system. The study is based on two railway stations (Wrocław Psie Pole, Wrocław Leśnica), which are a multimodal transport nodes for inhabitants of periphery settlements and suburban zone. Authors focus on system of connections and structure of integration in nodes between feeder buses and railways. This allows to assess the potential of nodes in the context of the implementation of multimodal solutions.
Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 62-73
https://doi.org/10.4467/2543859XPKG.17.023.8029Celem pracy jest przedstawienie zróżnicowania i zmienności stopnia drogowej dostępności transportowej do regionów turystycznych Chorwacji z polskich województw dla lat: 2012-2013, 2015 oraz 2017. Dzięki przeprowadzonym przez autora szczegółowym badaniom ankietowym na terytorium regionów turystycznych Chorwacji w latach 2012- 2013 dowiedziono, że turyści z Polski odwiedzający ten kraj jako główny środek transportu najczęściej wybierali transport drogowy (93,7% respondentów). Jako główne przyczyny swojego wyboru wskazywali na niezależność względem czynników zewnętrznych oraz samodzielność w wyborze destynacji turystycznej. W ostatnich latach nastąpiła też znaczna poprawa dostępności transportowej z województw zlokalizowanych wzdłuż trasy europejskiej E75. Jest to jedyna w Polsce autostrada o przebiegu południkowym, dlatego też przejęła znaczną część ruchu turystycznego w drodze nad Adriatyk.
Ivan Pirozhnik
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 74-90
https://doi.org/10.4467/2543859XPKG.17.025.8031Considering the tendencies of economic development of Belarus during the economic transformation, such as the slowdown of GDP growth rates in recent years and the increase of the volume of external debt, the search for various sources of investment resources for the implementation of the economy modernization program is required. The transport and logistics system of the country, connected to the pan-European geo-economic space, is characterized by dynamic development with a significant segment of transit traffic. The dynamics of freight traffic, volume and structure of freight turnover of the main modes of the transportation system (rail, road, inland waterway, pipeline, air transport), as well as efficiency and development trends in the transit cargo segment are being analyzed. Significance of the Trans-European transport network corridors as the main directions for multimodal transit flows is explained. Such issues, as dynamics and structure of cargo transportation in railway transport (as the main element of the cargo transit system), dynamic development of road transport, reduction of transit via pipelines, stagnation of inland water transport (with significant potential of waterways), increase in navigation transit in air transport are explained and disclosed. Operational peculiarities of the Belarusian logistics centers, their spatial concentration in the regions of the country, as well as the nature of the barriers limiting their effective operation are presented. With advantageous geographical location and a high level of transportation and logistics complex development, Belarus has a significant potential for expanding its export and transit functions by joining the global and regional cargo transportation routes between global (Europe–China) and regional (EU–Russia) geo-economic centers.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 91-92
Karol Kowalczyk
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 5-6
Jędrzej Gadziński
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 7-19
https://doi.org/10.4467/2543859XPKG.17.019.8025Human travel behaviour is recently one of the most popular research topic in transport geography. Therefore, we could observe increasing interest on new research tools related to their identification such as mobile devices. Despite the widespread popularity of smartphones, there are not many examples of studies in which they have been used on a larger scale. So, the main objectives of the article are: to assess the possibilities and perspectives of the broader use of mobile phones in analyses on human travel behaviour and to identify the main advantages and disadvantages of such research tools. To realize these purposes we implemented a) literature review on the methods used for travel behaviour identification and b) pilot study conducted in Poznań with the use of smartphones and dedicated mobile application. Based on our findings, we could conclude that there is a great potential connected with the use of mobile phone data in transport geography and they can be used in different types of analyses. However, some important barriers of the broader use of smartphones in travel behaviour studies should be also noticed. We could mention technical and organisational problems, sampling issues and challenges related to big data analyses.
Michał Kowalski, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 20-36
https://doi.org/10.4467/2543859XPKG.17.022.8028This article focuses on presenting traffic in Łódź in the context of functional and spatial structure of the city. The reseach was based on the data from the Local Traffic Control System (OSSR) and Topographic Objects Database (BDOT). For the analysis ArcMap software and basic statistical methods were used. The article contains an overview of the local determinants of mobility, such as road network, car ownership and local functional and spatial structure. Against this background the authors have presented the traffic near selected elements of the spatial structure in Łódź. The study, along with the presentation part of daily mobility, suggests that OSSR data can be used in geographic research, but in the context of extensive research on complex urban structures they could cause some errors.
Arkadiusz Kołoś, Marcin Król, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 37-50
https://doi.org/10.4467/2543859XPKG.17.021.8027The aim of the article is to determine the influence of the transformation of Polish railways on the functioning of regional railways in the country and on their role in transport systems of the selected voivodeships. The rail reforms launched at the end of the 20th century which derived mainly from EU regulations resulted inter alia in the transfer of responsibility for regional rail transport to regional governments and in the long run they induced large scale changes in the ownership. The paper analyses the changes in the regional railway services of four selected voivodeships: Dolnośląskie, Kujawsko-pomorskie, Małopolskie and Podlaskie between 2005 and 2017. For the chosen voivodeships the authors analysed the number of open railway stations and stops of regional trains on them itemising the number of direct trains to the capital of the region and to the capitals of the neighbouring regions. The result of the survey is that the organisational and ownership transformations of Polish railways have caused fundamental changes in the functioning of regional railways in the country. Diverse trends in railway development can be observed in several voivodeships which results in increasing spatial differences in regional railway functioning over Polish regions. There are many factors which influence increase or decrease in the role of rail in regional transport systems. One of the most important of them are railway subvention levels and the general interest of regional governments for railway transport the reflection of which are initiatives aimed at improving the situation of the railways. Creating the own regional government-owned railway companies as well as opening the market for external railway carriers is certainly an important but not sole factor of this improvement.
Wojciech Jurkowski, Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 51-61
https://doi.org/10.4467/2543859XPKG.17.020.8026Multimodal solutions in public transport are a big chance to improve transport system effectiveness. It is very significant in metropolitan areas due to everyday displacements from rural-urban fringe to center of city which causes congestion. One of the example of multimodal solutions is a feeder bus system connecting peripheral area and multimodal transport node. Timetable of bus should be integrated with the railway schedule. The aim of the paper is to identify feeder bus lines in Wrocław and analysis of their integration with rail system. The study is based on two railway stations (Wrocław Psie Pole, Wrocław Leśnica), which are a multimodal transport nodes for inhabitants of periphery settlements and suburban zone. Authors focus on system of connections and structure of integration in nodes between feeder buses and railways. This allows to assess the potential of nodes in the context of the implementation of multimodal solutions.
Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 62-73
https://doi.org/10.4467/2543859XPKG.17.023.8029Celem pracy jest przedstawienie zróżnicowania i zmienności stopnia drogowej dostępności transportowej do regionów turystycznych Chorwacji z polskich województw dla lat: 2012-2013, 2015 oraz 2017. Dzięki przeprowadzonym przez autora szczegółowym badaniom ankietowym na terytorium regionów turystycznych Chorwacji w latach 2012- 2013 dowiedziono, że turyści z Polski odwiedzający ten kraj jako główny środek transportu najczęściej wybierali transport drogowy (93,7% respondentów). Jako główne przyczyny swojego wyboru wskazywali na niezależność względem czynników zewnętrznych oraz samodzielność w wyborze destynacji turystycznej. W ostatnich latach nastąpiła też znaczna poprawa dostępności transportowej z województw zlokalizowanych wzdłuż trasy europejskiej E75. Jest to jedyna w Polsce autostrada o przebiegu południkowym, dlatego też przejęła znaczną część ruchu turystycznego w drodze nad Adriatyk.
Ivan Pirozhnik
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 74-90
https://doi.org/10.4467/2543859XPKG.17.025.8031Considering the tendencies of economic development of Belarus during the economic transformation, such as the slowdown of GDP growth rates in recent years and the increase of the volume of external debt, the search for various sources of investment resources for the implementation of the economy modernization program is required. The transport and logistics system of the country, connected to the pan-European geo-economic space, is characterized by dynamic development with a significant segment of transit traffic. The dynamics of freight traffic, volume and structure of freight turnover of the main modes of the transportation system (rail, road, inland waterway, pipeline, air transport), as well as efficiency and development trends in the transit cargo segment are being analyzed. Significance of the Trans-European transport network corridors as the main directions for multimodal transit flows is explained. Such issues, as dynamics and structure of cargo transportation in railway transport (as the main element of the cargo transit system), dynamic development of road transport, reduction of transit via pipelines, stagnation of inland water transport (with significant potential of waterways), increase in navigation transit in air transport are explained and disclosed. Operational peculiarities of the Belarusian logistics centers, their spatial concentration in the regions of the country, as well as the nature of the barriers limiting their effective operation are presented. With advantageous geographical location and a high level of transportation and logistics complex development, Belarus has a significant potential for expanding its export and transit functions by joining the global and regional cargo transportation routes between global (Europe–China) and regional (EU–Russia) geo-economic centers.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 20 (4), 2017, pp. 91-92
Publication date: 27.11.2017
Editor-in-Chief: Jan A. Wendt
Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 5-6
Stanisław M. Koziarski
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 7-30
https://doi.org/10.4467/2543859XPKG.17.013.7487This article discusses the modernization of Poland's rail network in 2004-2016. The length of the railway network in the country is decreasing. There is a process of liquidation of lines and suspension of rail transport. Main railway lines are modernized in the country. Modernization consists of replacement of tracks, reconstruction of electrical traction and introduction of modern traffic control and signaling systems (ECTS). Reconstruction of railways of transit importance is included in the European rail system for passenger traffic (AGC) and goods (AGTC). Railway modernization projects are financed by European and national funds. The main sources of funding for transport investments are European funds such as Connecting Europe Facility (CEF), Operational Program Infrastructure and Environment (POIiŚ), Operational Program Eastern Poland (PO PW) and Regional Operational Programs (RPO).
Gabriela Przeniosło, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 31-43
https://doi.org/10.4467/2543859XPKG.17.014.7488The aim of the paper has been to assess the transport system of the commune (Polish: gmina) of Konopiska (Śląskie voivodeship, southern Poland). As the area which has been analysed is located in the metropolitan area of the city of Częstochowa increasing suburbanization processes can be observed there. They result in constant increase in the number of inhabitants of the commune which is a challenge for its transport system. That is why the road network and public transport system in particular should be modernised and developed. Apart from the main line from Konopiska village to the city of Częstochowa the existing bus network is not well developed and does not provide an attractive alternative to private car. The solutions suggested by the authors of the present article include the development of the bus system with lines also connecting periphery villages and bus stop modification in order to increase the accessibility to public transport. Another proposal is a new bus line to the nearest railway station
Piotr Biniek
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 44-52
https://doi.org/10.4467/2543859XPKG.17.015.7489Offshore Wind energy is one of the most dynamically developing sectors of renewable energy sources (RES). The investment process related to the construction of a wind farm at sea is directly connected with the issue of many type of transport. Complicated and demanding technology has a number of logistical problems. From the environmental survey of the location to the wind farm decommissioning stage, the investment requires transportation. New ships are being built, port infrastructure and conditions for existing maritime transport are changing. Conflicts arise with other forms of marine use, as well as new threats - including transport. The paper identifies the most important aspects of transportation problems for the offshore sector, as well as identifies opportunities for Polish industry and Polish ports. Although Poland has no offshore wind farm, the sector is strong, and many companies realizes contracts for the construction, elements of turbines and ships for the installation of wind farms. Planned locations in the area of the Polish Exclusive Economic Zone of the Baltic are determined by logistic conditions, which on the one hand are a threat and on the other a chance for the development of maritime transport. Past research findings indicate that it may completely change the role of the ports of Pomerania. This article identifies ports whose development will depend on future investment.
Michał Beger
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 53-61
https://doi.org/10.4467/2543859XPKG.17.016.7490Main purpose of the study was analysis and assess the potential and usage of public transport in nothern districts of Gdynia, in the context of prospects for the development of the Rapid City Railway. It can serve as an alternative means of public transport which can reduce traffic on currently used roads. This is particularly important issue because of the high sensitivity of the main communication routes of these districts to any traffic impediments that lead to congestion in a large area, with no alternative routes of travel and modes of transport not affected by road traffic. The article presents current state of spatial development and communication accessibility of the this districts of Gdynia, along with analysis and evaluation of the proposed solutions for extending the public railway transport to this area, as well as creating connections with the rest of the city.
Filip Bebenow
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 62-76
https://doi.org/10.4467/2543859XPKG.17.017.7491
The main issue of this article is to systematise current knowledge about the spatial and specific differentation of location steam engines in Poland. They are uniqe examples of historical vehicles run as tourist attraction. These engines are often called "living machines" and represent the highest organizational form of preserving technical heritage. Rail tourism based on the use of steam locomotives as "live exhibits" is part of the general trend in contemporary cultural tourism development. The ongoing modernization of traction has affected Western Europe since the 1950s. However, some of these old vehicles were protected from scrapping and reactivated by railroad enthusiasts, firstly in Great Britain and then all over the Europe. Due to the number of active steam engines in a given country allows for assessing the state of its technical culture. To maintain working steam locomotive needs a lot of conditions including capital, "know-how" and crews with rare skills.
Unfortunately, the level of maintaining technical monuments still differs in Poland from the European norm. The main barrier in the heritage railway are chronic lack of funds from local and national authorities.
This may be the main cause of the exceptionally low number of active steam engines in Poland. That case seems to be at least incomprehensible, especially in Poland, which have one of the most colorful railway history from central european countries.
Wioletta Szymańska, Łukasz Marszałek
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 77-86
https://doi.org/10.4467/2543859XPKG.17.018.7492The article discusses the problem of implementation of the transport policy of Słupsk and Ustka in the light of the assumptions of the agreement on the Duo-city. It was signed by the local government of both cities in 2003. One of the provisions of the agreement is conducting a common transport policy and improving of communication. Apart to presenting the current transport situation, an analysis of selected strategic documents concerning the development of the two cities has been carried out in terms of projects and investments related to the transport policy of Duo-city. In addition, concepts concerning transport development perspectives in the Pomeranian Voivodship and in the country, which may undoubtedly affect the transport situation in Słupsk and Ustka, were also presented. Finally, an attempt was made to identify the most important projects undertaken in this area in both cities for the twelve years of Duo-city operation, as well as those key investments that are still awaiting implementation.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 87-89
Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 5-6
Stanisław M. Koziarski
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 7-30
https://doi.org/10.4467/2543859XPKG.17.013.7487This article discusses the modernization of Poland's rail network in 2004-2016. The length of the railway network in the country is decreasing. There is a process of liquidation of lines and suspension of rail transport. Main railway lines are modernized in the country. Modernization consists of replacement of tracks, reconstruction of electrical traction and introduction of modern traffic control and signaling systems (ECTS). Reconstruction of railways of transit importance is included in the European rail system for passenger traffic (AGC) and goods (AGTC). Railway modernization projects are financed by European and national funds. The main sources of funding for transport investments are European funds such as Connecting Europe Facility (CEF), Operational Program Infrastructure and Environment (POIiŚ), Operational Program Eastern Poland (PO PW) and Regional Operational Programs (RPO).
Gabriela Przeniosło, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 31-43
https://doi.org/10.4467/2543859XPKG.17.014.7488The aim of the paper has been to assess the transport system of the commune (Polish: gmina) of Konopiska (Śląskie voivodeship, southern Poland). As the area which has been analysed is located in the metropolitan area of the city of Częstochowa increasing suburbanization processes can be observed there. They result in constant increase in the number of inhabitants of the commune which is a challenge for its transport system. That is why the road network and public transport system in particular should be modernised and developed. Apart from the main line from Konopiska village to the city of Częstochowa the existing bus network is not well developed and does not provide an attractive alternative to private car. The solutions suggested by the authors of the present article include the development of the bus system with lines also connecting periphery villages and bus stop modification in order to increase the accessibility to public transport. Another proposal is a new bus line to the nearest railway station
Piotr Biniek
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 44-52
https://doi.org/10.4467/2543859XPKG.17.015.7489Offshore Wind energy is one of the most dynamically developing sectors of renewable energy sources (RES). The investment process related to the construction of a wind farm at sea is directly connected with the issue of many type of transport. Complicated and demanding technology has a number of logistical problems. From the environmental survey of the location to the wind farm decommissioning stage, the investment requires transportation. New ships are being built, port infrastructure and conditions for existing maritime transport are changing. Conflicts arise with other forms of marine use, as well as new threats - including transport. The paper identifies the most important aspects of transportation problems for the offshore sector, as well as identifies opportunities for Polish industry and Polish ports. Although Poland has no offshore wind farm, the sector is strong, and many companies realizes contracts for the construction, elements of turbines and ships for the installation of wind farms. Planned locations in the area of the Polish Exclusive Economic Zone of the Baltic are determined by logistic conditions, which on the one hand are a threat and on the other a chance for the development of maritime transport. Past research findings indicate that it may completely change the role of the ports of Pomerania. This article identifies ports whose development will depend on future investment.
Michał Beger
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 53-61
https://doi.org/10.4467/2543859XPKG.17.016.7490Main purpose of the study was analysis and assess the potential and usage of public transport in nothern districts of Gdynia, in the context of prospects for the development of the Rapid City Railway. It can serve as an alternative means of public transport which can reduce traffic on currently used roads. This is particularly important issue because of the high sensitivity of the main communication routes of these districts to any traffic impediments that lead to congestion in a large area, with no alternative routes of travel and modes of transport not affected by road traffic. The article presents current state of spatial development and communication accessibility of the this districts of Gdynia, along with analysis and evaluation of the proposed solutions for extending the public railway transport to this area, as well as creating connections with the rest of the city.
Filip Bebenow
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 62-76
https://doi.org/10.4467/2543859XPKG.17.017.7491
The main issue of this article is to systematise current knowledge about the spatial and specific differentation of location steam engines in Poland. They are uniqe examples of historical vehicles run as tourist attraction. These engines are often called "living machines" and represent the highest organizational form of preserving technical heritage. Rail tourism based on the use of steam locomotives as "live exhibits" is part of the general trend in contemporary cultural tourism development. The ongoing modernization of traction has affected Western Europe since the 1950s. However, some of these old vehicles were protected from scrapping and reactivated by railroad enthusiasts, firstly in Great Britain and then all over the Europe. Due to the number of active steam engines in a given country allows for assessing the state of its technical culture. To maintain working steam locomotive needs a lot of conditions including capital, "know-how" and crews with rare skills.
Unfortunately, the level of maintaining technical monuments still differs in Poland from the European norm. The main barrier in the heritage railway are chronic lack of funds from local and national authorities.
This may be the main cause of the exceptionally low number of active steam engines in Poland. That case seems to be at least incomprehensible, especially in Poland, which have one of the most colorful railway history from central european countries.
Wioletta Szymańska, Łukasz Marszałek
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 77-86
https://doi.org/10.4467/2543859XPKG.17.018.7492The article discusses the problem of implementation of the transport policy of Słupsk and Ustka in the light of the assumptions of the agreement on the Duo-city. It was signed by the local government of both cities in 2003. One of the provisions of the agreement is conducting a common transport policy and improving of communication. Apart to presenting the current transport situation, an analysis of selected strategic documents concerning the development of the two cities has been carried out in terms of projects and investments related to the transport policy of Duo-city. In addition, concepts concerning transport development perspectives in the Pomeranian Voivodship and in the country, which may undoubtedly affect the transport situation in Słupsk and Ustka, were also presented. Finally, an attempt was made to identify the most important projects undertaken in this area in both cities for the twelve years of Duo-city operation, as well as those key investments that are still awaiting implementation.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 20 (3), 2017, pp. 87-89
Publication date: 14.08.2017
Editor-in-Chief: Jan A. Wendt
Jędrzej Gadziński, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 5-7
Andrei Bezruchonak
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 8-18
https://doi.org/10.4467/2543859XPKG.17.007.7389Transportation, representing 6% of GDP, plays vital role in social and economic development of the Republic of Belarus. The purpose of this article is to present the geographic analysis of current spatial structure of the road transportation in Belarus in 2000-2014. The choice of transport mode for the article was influenced by several factors, such as historic development, network coverage, transformational changes in productivity, rapid increase in car ownership numbers, emergence of logistic centers and intelligent transportation systems. The article reviews the range of topics, including morphology of the major roads network, logistic centers spatial distribution and regional features of passenger and cargo productivity, discusses current transformational changes within the road transportation sector in Belarus. The key findings indicate that current changes in spatial structure of the road transportation in Belarus have uneven nature, shaped by social, economic, political and geopolitical external and internal factors and are a subject of interest for both transportation researchers and practitioners.
Ivan Rudakevych
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 19-30
https://doi.org/10.4467/2543859XPKG.17.008.7390In this article, the modern spatial trends of development of trolleybus transport in the big cities of the western Ukraine are considered. The cities under investigation are the following: Lviv, Lutsk, Rivne, Ternopil, Ivano-Frankivsk and Chernivtsi. The trolleybus systems of this region have been developed in similar circumstances as the past. The radial planning of network prevails here, which causes some inconveniences for exploitations. Trolleybus lines in these cities have lengths of 64 to 119 kilometers, but in the future, their development will last mainly in the inhabited microregions. In most cities, 8-10 trolleybus routes that cover main transport highways functioned. In each city, there are 48 to 89 operating trolleybuses, mainly imported products (majority - Czech Skoda). In recent years, massive amounts of used machines from the countries of the EU were bought. The rolling stock of the systems of trolleybuses in big cities of West of Ukraine is exhaust, and middle age machines hesitates from 20 to 28 years. The article analyzes the determinants of the trolleybus network development. The author characterizes the rolling stocks in each of the six cities which are under investigation. The main problem of the development of these systems is insufficient funding. The prospects of the development are related to the expansion of the network of connections, the purchase and modernization of trolleybus rolling stock and the introduction of modern technological solutions.
Wojciech Jurkowski
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 31-42
https://doi.org/10.4467/2543859XPKG.17.009.7391: In suburban zones of the largest urban agglomerations in Poland there are transport problems mainly traffic congestion. These problems occurs due to uncontrolled forms of suburbanization observed in Poland in recent years. Chaos in spatial planning and dispersion of development means inefficiency public transport and dependence on individual transport. Counteracting these processes should be focused on limiting car movements needs and high level of public transport availability. Railway transport play an important role in the context of daily commutings from suburban zone to city centre, because it is independent of congestion, environment friendly and has a high transport capacity. The purpose of this paper is to assess the integration between the development of residential housing and the railway infrastructure system on the example of rural areas in the Wrocław suburban area. The research was based on three elements: comparison of the location of the railway station and mean centre of buildings, analyze the symmetry of the village based on share buildings on both sides of the railway line and analyze share of buildings in the two zones of equal distance (buffers).
Jiří Dujka, Daniel Seidenglanz
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 43-56
https://doi.org/10.4467/2543859XPKG.17.010.7392The lengthy timespan of thirty years shall be a playground of many changes and variations in all spheres of social life and technical world. Public transportation is an integral part of both mentioned fields and co-operates with their changes. The urban region of Brno, the second largest city in the Czech Republic, is the region with a strong core (city of Brno) and thus it is a rail hub as well. Since 1980, the whole urban region underwent several changes in an industrial structure (from industrialization and preference of heavy industries to de-industrialization and dominance of services), a social organization (transition from industrial to post-industrial patterns of life, from urbanization to suburbanization and subruralization), an arrangement of the settlement system (from densely-populated estates on the edges of the city to suburbanization) and transportation patterns (moving from public transportation to individual road transportation). The aim of this paper is to provide an overview of changes in train public transportation in Brno urban region between 1980 and 2010. As a basis of the analysis, timetables of 1980, 1990, 2000 and 2010 were taken. There have been analysed all stations with commuting time of passenger trains during the day less or equal 60 minutes. Results of timetable analysis are put into the context of other socio-economic terms. The main outcomes show little changes in the length of transport time, in the distribution of trains during the day, in differences between weekday (in this paper Wednesday) and weekend, in the usage of express trains and in train lines. The paper also compares conditions before and after establishing the Integrated Transport System in South Moravia Region in 2004.
Danuta Rucińska, Andrzej Ruciński
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 57-68
https://doi.org/10.4467/2543859XPKG.17.011.7393Contemporary airports transformed from branch points and transport nodes into multifunctional buesiness objects. They are the leading force behind the socio-economic potential of space management structures. Aviation has become the focus of diffusion of trends in global technological, spatial and demographic development and the formation of new socio-economic relationships. As a place of intensified concentration of population flows and investment locations, they strengthen the competitiveness of modern urbanized areas. Around modern airports are created “perimeter areas” of new usability of space. They are carriers of modern, focused development of modern urban and regional structures. The airport's zones, on the basis of feedback, reinforce the importance and development of airports. Airports are characterized by synergistic interdependence of development and benefits. The aim of the study is to present the determinants, scope and effects of the influence of the metropolitan function and the region-forming airports on the development of the airport-related area on the example of the Gdansk airport.
Krystian Puzdrakiewicz
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 69-78
https://doi.org/10.4467/2543859XPKG.17.012.7394Transport systems occupy a significant place in every urban setting. Transport generates numerous negative impacts including air pollution, elevated temperatures, noise, decreased attractiveness, reduced safety, etc., which often extend beyond transit corridors to affect residential areas. These negative impacts are particularly concentrated in cities, where they must be mitigated for the sake of improving residents’ quality of life. It is possible to counteract these negative impacts by using green infrastructure such as natural elements. For example, green space in transit corridors, green rail lines, and even green rooves on vehicles can serve a technical function and additionally have a positive impact on urban environments. This article focuses on the possibilities for improving green infrastructure in order to minimize negative impacts which result from transport systems in urban environments.
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 79-82
Jędrzej Gadziński, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 5-7
Andrei Bezruchonak
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 8-18
https://doi.org/10.4467/2543859XPKG.17.007.7389Transportation, representing 6% of GDP, plays vital role in social and economic development of the Republic of Belarus. The purpose of this article is to present the geographic analysis of current spatial structure of the road transportation in Belarus in 2000-2014. The choice of transport mode for the article was influenced by several factors, such as historic development, network coverage, transformational changes in productivity, rapid increase in car ownership numbers, emergence of logistic centers and intelligent transportation systems. The article reviews the range of topics, including morphology of the major roads network, logistic centers spatial distribution and regional features of passenger and cargo productivity, discusses current transformational changes within the road transportation sector in Belarus. The key findings indicate that current changes in spatial structure of the road transportation in Belarus have uneven nature, shaped by social, economic, political and geopolitical external and internal factors and are a subject of interest for both transportation researchers and practitioners.
Ivan Rudakevych
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 19-30
https://doi.org/10.4467/2543859XPKG.17.008.7390In this article, the modern spatial trends of development of trolleybus transport in the big cities of the western Ukraine are considered. The cities under investigation are the following: Lviv, Lutsk, Rivne, Ternopil, Ivano-Frankivsk and Chernivtsi. The trolleybus systems of this region have been developed in similar circumstances as the past. The radial planning of network prevails here, which causes some inconveniences for exploitations. Trolleybus lines in these cities have lengths of 64 to 119 kilometers, but in the future, their development will last mainly in the inhabited microregions. In most cities, 8-10 trolleybus routes that cover main transport highways functioned. In each city, there are 48 to 89 operating trolleybuses, mainly imported products (majority - Czech Skoda). In recent years, massive amounts of used machines from the countries of the EU were bought. The rolling stock of the systems of trolleybuses in big cities of West of Ukraine is exhaust, and middle age machines hesitates from 20 to 28 years. The article analyzes the determinants of the trolleybus network development. The author characterizes the rolling stocks in each of the six cities which are under investigation. The main problem of the development of these systems is insufficient funding. The prospects of the development are related to the expansion of the network of connections, the purchase and modernization of trolleybus rolling stock and the introduction of modern technological solutions.
Wojciech Jurkowski
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 31-42
https://doi.org/10.4467/2543859XPKG.17.009.7391: In suburban zones of the largest urban agglomerations in Poland there are transport problems mainly traffic congestion. These problems occurs due to uncontrolled forms of suburbanization observed in Poland in recent years. Chaos in spatial planning and dispersion of development means inefficiency public transport and dependence on individual transport. Counteracting these processes should be focused on limiting car movements needs and high level of public transport availability. Railway transport play an important role in the context of daily commutings from suburban zone to city centre, because it is independent of congestion, environment friendly and has a high transport capacity. The purpose of this paper is to assess the integration between the development of residential housing and the railway infrastructure system on the example of rural areas in the Wrocław suburban area. The research was based on three elements: comparison of the location of the railway station and mean centre of buildings, analyze the symmetry of the village based on share buildings on both sides of the railway line and analyze share of buildings in the two zones of equal distance (buffers).
Jiří Dujka, Daniel Seidenglanz
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 43-56
https://doi.org/10.4467/2543859XPKG.17.010.7392The lengthy timespan of thirty years shall be a playground of many changes and variations in all spheres of social life and technical world. Public transportation is an integral part of both mentioned fields and co-operates with their changes. The urban region of Brno, the second largest city in the Czech Republic, is the region with a strong core (city of Brno) and thus it is a rail hub as well. Since 1980, the whole urban region underwent several changes in an industrial structure (from industrialization and preference of heavy industries to de-industrialization and dominance of services), a social organization (transition from industrial to post-industrial patterns of life, from urbanization to suburbanization and subruralization), an arrangement of the settlement system (from densely-populated estates on the edges of the city to suburbanization) and transportation patterns (moving from public transportation to individual road transportation). The aim of this paper is to provide an overview of changes in train public transportation in Brno urban region between 1980 and 2010. As a basis of the analysis, timetables of 1980, 1990, 2000 and 2010 were taken. There have been analysed all stations with commuting time of passenger trains during the day less or equal 60 minutes. Results of timetable analysis are put into the context of other socio-economic terms. The main outcomes show little changes in the length of transport time, in the distribution of trains during the day, in differences between weekday (in this paper Wednesday) and weekend, in the usage of express trains and in train lines. The paper also compares conditions before and after establishing the Integrated Transport System in South Moravia Region in 2004.
Danuta Rucińska, Andrzej Ruciński
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 57-68
https://doi.org/10.4467/2543859XPKG.17.011.7393Contemporary airports transformed from branch points and transport nodes into multifunctional buesiness objects. They are the leading force behind the socio-economic potential of space management structures. Aviation has become the focus of diffusion of trends in global technological, spatial and demographic development and the formation of new socio-economic relationships. As a place of intensified concentration of population flows and investment locations, they strengthen the competitiveness of modern urbanized areas. Around modern airports are created “perimeter areas” of new usability of space. They are carriers of modern, focused development of modern urban and regional structures. The airport's zones, on the basis of feedback, reinforce the importance and development of airports. Airports are characterized by synergistic interdependence of development and benefits. The aim of the study is to present the determinants, scope and effects of the influence of the metropolitan function and the region-forming airports on the development of the airport-related area on the example of the Gdansk airport.
Krystian Puzdrakiewicz
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 69-78
https://doi.org/10.4467/2543859XPKG.17.012.7394Transport systems occupy a significant place in every urban setting. Transport generates numerous negative impacts including air pollution, elevated temperatures, noise, decreased attractiveness, reduced safety, etc., which often extend beyond transit corridors to affect residential areas. These negative impacts are particularly concentrated in cities, where they must be mitigated for the sake of improving residents’ quality of life. It is possible to counteract these negative impacts by using green infrastructure such as natural elements. For example, green space in transit corridors, green rail lines, and even green rooves on vehicles can serve a technical function and additionally have a positive impact on urban environments. This article focuses on the possibilities for improving green infrastructure in order to minimize negative impacts which result from transport systems in urban environments.
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 20 (2), 2017, pp. 79-82
Publication date: 31.03.2017
Editor-in-Chief: Jan A. Wendt
Marcin Połom, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 5-6
Przemysław Śleszyński
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 7-18
https://doi.org/10.4467/2543859XPKG.17.001.6730The study presents the analysis of the financial costs of commuting by car to Warsaw and the voivodeship cities in 2012. The elements which were analysed: the costs of fuel, the cost of the time equivalent and the motorway tolls. In the case of estimation of time and construction of isochrones, the model of velocity of motion was used. The range of commuting in terms of economic costs was differentiated by the level of remuneration in each city. The results of economic diversification were reported using isodapane method (a line of equal costs) in several variants. The studies showed a large differentiation in the economic accessibility and a negative impact of motorway tolls, estimated at 70% of the costs incurred on the road and on an annual basis of 122 million PLN (at the same speed conditions). The article also calls for an increase in the interest of research in economic accessibility, argued for the need to optimize transport services in the light of the progressive deconcentration of settlements and the depopulation challenges.
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 19-35
https://doi.org/10.4467/2543859XPKG.17.002.6731
The aim of the study was to analyse the operation of passenger railway stations and station buildings in Poland, as well as the changes that occurred in connection with investments in infrastructure. The studies covered active passenger and railway stations as listed in the train timetable 2016/2017 and included comparison to the timetable 2009/2010. Two research questions were asked: about the layout of passenger stations and active railway stations in Poland and about the impact of investments in railway infrastructure carried out in the years 2010-2016 on the number of passenger stations and on the condition of railway stations.
In 2017 there were 2497 active passenger stations, located in 2063 localities. An average density of passenger stations in Poland was 0.80 station per 100 km2 and 0.65 station per 10,000 residents. At 622 passenger stations there were active station buildings, i.e. open for travellers. On many station buildings the scope of service for travellers was limited to a waiting room.
As a result of investments carried out in the years 2010-2016, about 100 railway stations were modernised and several more were renovated. Moreover, about 50 new passenger stations were built. During that time, several processes were taking place simultaneously: closing passenger stations, reducing their operation to weekend or seasonal traffic, and opening new and previously closed passenger stations.
Sławomir Goliszek
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 36-49
https://doi.org/10.4467/2543859XPKG.17.003.6732The article covers the problem of the accessibility of temporary services to the public on foot and using public transport in Gdynia. The publication emphasizes the indication vary in accessibility of different services in a medium-sized city that has a specific layout of streets and population distribution. The specific placement of residents corresponds to the distribution of selected services (will train, primary schools, secondary schools - gymnasium, high schools, hospitals, offices NFZ, pharmacies). All of these services according to the theory of location always are located near large urban population centres. Location decisions are taken in relation to a specific, existing system, economic and spatial. This results in consequences for efforts to optimize the deployment of services. In a review of English literature there are many publications on the impact of public transport change accessibility. Article thus aims to enrich the literature of another development related to the public transport accessibility in Poland. The study used data from the location selected services and original model of public transport in Gdynia. Key findings from the study suggest that: (1) reduction of travel time where most people reside are between 10 and 15 min ride public transport services, (2) within 30 minutes isochrones services in Gdynia live 211 thousand people, it is 85 percent of the inhabitants of Gdynia.
Piotr Trzepacz
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 50-61
https://doi.org/10.4467/2543859XPKG.17.004.6733Multi-airport systems work as the competition for aerotropolis concept as the solution for organizing aviation nodes for great cities. As a part of the paper Author identified multi-airport systems in the world. Features of their location and the results of development paths analysis are presented. Author took under consideration primary functions of objects that build such system with their further transition. This approach gave the possibility to outline multi-airport systems genesis and differentiation. Paper is finished with the attempt to evaluate the advantages of multi-airport systems compared to the aerotropolis concept.
Sebastian Wojtkiewicz
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 62-77
https://doi.org/10.4467/2543859XPKG.17.005.6734The analysis was concerning the number of trains per day on particular sections of railway lines, timing availability of regional trains departing from Szczecin and the quantity of passengers, whitch had been transported in the year of 2014. Transport accessibility by the regional trains during the period of study has significantly improved in terms of travel time, number of connections and quality of rolling stock. The analysis of passengers stream shows that regional rail traffic is concentrated around the city of Szczecin and in the minor amount around the city of Koszalin. Changes in regional railway transport in the voivodeship were consistent, that is: rolling stock and modernization of routes had influenced on the positive change in the functioning of public transport in the region. In the year of 2015, West Pomeranian regional rail transport was one of the best performing in Poland.
Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 78-90
https://doi.org/10.4467/2543859XPKG.17.006.6735Czech-polish borderland is characterised by high railway transport development. But there are significant differences, which affect on disproportions between two regions. Border regions show similar demographic and economic potential. In paper will be made analysis of railway transport services between municpilaties headquaters; researches are based on potential model, efficiency indicator and analysis of railway transport offer. Also will be made attempt to compare level of development in local and regional scale. Transformation in Poland cause significant decrease of regional railway importance. In Czech Repubic local railways are essential component of transit system. In paper will be show biggest disproportions in transit development.
Marcin Połom, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 5-6
Przemysław Śleszyński
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 7-18
https://doi.org/10.4467/2543859XPKG.17.001.6730The study presents the analysis of the financial costs of commuting by car to Warsaw and the voivodeship cities in 2012. The elements which were analysed: the costs of fuel, the cost of the time equivalent and the motorway tolls. In the case of estimation of time and construction of isochrones, the model of velocity of motion was used. The range of commuting in terms of economic costs was differentiated by the level of remuneration in each city. The results of economic diversification were reported using isodapane method (a line of equal costs) in several variants. The studies showed a large differentiation in the economic accessibility and a negative impact of motorway tolls, estimated at 70% of the costs incurred on the road and on an annual basis of 122 million PLN (at the same speed conditions). The article also calls for an increase in the interest of research in economic accessibility, argued for the need to optimize transport services in the light of the progressive deconcentration of settlements and the depopulation challenges.
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 19-35
https://doi.org/10.4467/2543859XPKG.17.002.6731
The aim of the study was to analyse the operation of passenger railway stations and station buildings in Poland, as well as the changes that occurred in connection with investments in infrastructure. The studies covered active passenger and railway stations as listed in the train timetable 2016/2017 and included comparison to the timetable 2009/2010. Two research questions were asked: about the layout of passenger stations and active railway stations in Poland and about the impact of investments in railway infrastructure carried out in the years 2010-2016 on the number of passenger stations and on the condition of railway stations.
In 2017 there were 2497 active passenger stations, located in 2063 localities. An average density of passenger stations in Poland was 0.80 station per 100 km2 and 0.65 station per 10,000 residents. At 622 passenger stations there were active station buildings, i.e. open for travellers. On many station buildings the scope of service for travellers was limited to a waiting room.
As a result of investments carried out in the years 2010-2016, about 100 railway stations were modernised and several more were renovated. Moreover, about 50 new passenger stations were built. During that time, several processes were taking place simultaneously: closing passenger stations, reducing their operation to weekend or seasonal traffic, and opening new and previously closed passenger stations.
Sławomir Goliszek
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 36-49
https://doi.org/10.4467/2543859XPKG.17.003.6732The article covers the problem of the accessibility of temporary services to the public on foot and using public transport in Gdynia. The publication emphasizes the indication vary in accessibility of different services in a medium-sized city that has a specific layout of streets and population distribution. The specific placement of residents corresponds to the distribution of selected services (will train, primary schools, secondary schools - gymnasium, high schools, hospitals, offices NFZ, pharmacies). All of these services according to the theory of location always are located near large urban population centres. Location decisions are taken in relation to a specific, existing system, economic and spatial. This results in consequences for efforts to optimize the deployment of services. In a review of English literature there are many publications on the impact of public transport change accessibility. Article thus aims to enrich the literature of another development related to the public transport accessibility in Poland. The study used data from the location selected services and original model of public transport in Gdynia. Key findings from the study suggest that: (1) reduction of travel time where most people reside are between 10 and 15 min ride public transport services, (2) within 30 minutes isochrones services in Gdynia live 211 thousand people, it is 85 percent of the inhabitants of Gdynia.
Piotr Trzepacz
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 50-61
https://doi.org/10.4467/2543859XPKG.17.004.6733Multi-airport systems work as the competition for aerotropolis concept as the solution for organizing aviation nodes for great cities. As a part of the paper Author identified multi-airport systems in the world. Features of their location and the results of development paths analysis are presented. Author took under consideration primary functions of objects that build such system with their further transition. This approach gave the possibility to outline multi-airport systems genesis and differentiation. Paper is finished with the attempt to evaluate the advantages of multi-airport systems compared to the aerotropolis concept.
Sebastian Wojtkiewicz
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 62-77
https://doi.org/10.4467/2543859XPKG.17.005.6734The analysis was concerning the number of trains per day on particular sections of railway lines, timing availability of regional trains departing from Szczecin and the quantity of passengers, whitch had been transported in the year of 2014. Transport accessibility by the regional trains during the period of study has significantly improved in terms of travel time, number of connections and quality of rolling stock. The analysis of passengers stream shows that regional rail traffic is concentrated around the city of Szczecin and in the minor amount around the city of Koszalin. Changes in regional railway transport in the voivodeship were consistent, that is: rolling stock and modernization of routes had influenced on the positive change in the functioning of public transport in the region. In the year of 2015, West Pomeranian regional rail transport was one of the best performing in Poland.
Mateusz Smolarski
Transport Geography Papers of Polish Geographical Society, 20 (1), 2017, pp. 78-90
https://doi.org/10.4467/2543859XPKG.17.006.6735Czech-polish borderland is characterised by high railway transport development. But there are significant differences, which affect on disproportions between two regions. Border regions show similar demographic and economic potential. In paper will be made analysis of railway transport services between municpilaties headquaters; researches are based on potential model, efficiency indicator and analysis of railway transport offer. Also will be made attempt to compare level of development in local and regional scale. Transformation in Poland cause significant decrease of regional railway importance. In Czech Repubic local railways are essential component of transit system. In paper will be show biggest disproportions in transit development.
Publication date: 28.12.2016
Editor-in-Chief: Jan A. Wendt
Secretary: Marcin Połom
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 5-6
Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 7-18
https://doi.org/10.4467/2543859XPKG.16.019.6317In the course of political transformation the phenomenon of traffic congestion in Polish cities systematically grew stronger, reaching level which is known for the for most ones in developed countries. Due to environmental, social and economic costs this problem was moved to the core of local political debates, forcing the authorities to take a stand and attempt to resolve it. The aim of this article is to discuss the transformations on the main priorities and instruments of transport policy in Gdansk, identification of determinants of these changes and potential threats to the achievement of goals. Work used chamber methods – analysis of the major and secondary documents of development programming. In the document of strategy development in Gdansk to 2030 in terms of mobility and transport a clear challenge was formulated, which pointed to the need of change the modal split towards meeting the criteria of sustainable urban mobility. In 2016 the share of individual transport in travel structure of inhabitants of Gdansk, like most major Polish cities, accounted for 41% (Gdańskie Badania Ruchu, 2016). This share increased in relation to 2009, despite the significant modernization of the public transport infrastructure . In order to reverse this negative trend foresees the implementation of a wide range of activities was provided. At the same time the possibility to make investments, which depending on the specific solutions, can support changes in the modal split and keep existing proportions, was left. Causes of the previously adopted programs of transport infrastructure development in the newly built neighbourhoods and different residents’ opinions on the priorities for the development of transport in the city. Strong side of strategic plans is perception of the relationship between the goals of mobility and traffic development and goals of the other operational programs. It creates conditions for seeking synergies between activities carried out in the various policy areas of the city development.
Łukasz Quirini-Popławski
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 19-29
https://doi.org/10.4467/2543859XPKG.16.020.6318The aim of the research project was to present the conditionings as well as an analysis of the functioning of the selected aspects of the transport policy in the city of Florence, with particular emphasis being laid on the downtown area. The specific nature of the city under investigation consists in a strongly developed tourist function. An analysis of the existing literature and documents relating to the above subject, made it possible for the author to present the main principles of the city parking policy, chiefly relating to the regulations shaping the paid parking zones and the restricted traffic zones. In turn, on the basis of interviews and a few days’ long field research, a profile of the selected parking conditions along the patrolled sections of both zones, was drawn up. It was concluded that one of the major causes of incorrect parking, was a failure of road users to pay parking fees. In the conclusions, it was pointed out that there was a need to verify the existing parking policy, particularly as regards verification of the legality of vehicle movement in the restricted traffic zones and a need to tighten the control of the legality of parking within the paid parking zones.
Przemysław Śleszyński, Paweł Kretowicz
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 30-48
https://doi.org/10.4467/2543859XPKG.16.021.6319The article presents the research methodology and results of scientific and practical related to the evaluation of local and partly regional transport investments in Mazowieckie voivodship co-financed from EU funds in 2007-2013 (Regional Operational Programme of the Mazowieckie Voivodship). Analyzed individual transport and presented indicators to measure the efficiency of transport and settlement, based on the temporal-space accessibility between the centers of various types (capital, a city of sub-regional, city district, the seat of the municipalities). The results indicate poor or even unnoticeable to improve accessibility. This was confirmed by a survey carried out on 200-person sample of road users – car’s owners. The problem on local roads, especially in the Warsaw agglomeration, remains congestion, which, according to some respondents even increased. Preferably rated to improve the quality of road surfaces. In the conclusions postulated, therefore, pay attention to the investment planning of the road network especially in the areas most urbanized areas, especially in the context of progressive dispersion of settlement.
Robert Guzik
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 49-61
https://doi.org/10.4467/2543859XPKG.16.022.6320In a contemporary globalized, hyper-mobile world one of the most important narrative in discourse on development of rural and peripheral areas is their accessibility. An adequate access to spatially and temporally dispersed resources and opportunities is an important issue undermining people’s life chances, especially access to education and to health care, as well as a prospect for an economic growth and prosperity of regions and localities. The idea of accessibility become part of political agenda settled in the social justice and social inclusion rhetoric as well as it has emerged as an important part of sustainability discourse. The study examines the impact of the public transportation organization on spatial accessibility in rural areas of Switzerland, which is often recalled as a benchmark for public transportation. To examine effects of the changes in Swiss public transport regulation a comparison of accessibility in selected Swiss rural areas over time is presented. Additionally, some rural areas of Poland, Czechia and Slovakia are included in the comparison to set a wider background.
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 62-71
https://doi.org/10.4467/2543859XPKG.16.023.6321The aim of the study was an examination access to rail in selected cities in Poland in 2016 and an analysis changes of rail accessibility in the years 1950-2015. It has been investigated the technical (infrastructure) and organizational (service) rail accessibility. The study included cities with over 10 thousand residents in 2014. In 2016 almost 100 cities of this size were deprived of regular passenger rail connections. As a result of the cutting of the rail network in the period 1990-2015 passenger trains stopped in over 60 cities, also rail had never reached to 35 cities. In the next several cities the passenger rail traffic was stopped for a few to several years and then reactivated. The process of cutting the studied cities off from the railway took place in the analysed period with different intensity, with the culmination in the year 2000. In each of the voivodeships, there were cities, including the capitals of districts, cut off the passenger rail traffic.
Janusz Górny
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 72-81
https://doi.org/10.4467/2543859XPKG.16.024.6322The importance of good organisation of public transportation is on the rise because city and local authorities are aware of the fact that it is a proof of their residents’ quality of life. Railway – a subsector of the transport industry – perfectly serves its purposes in regional and agglomerative transportation. Additionally, it does not contribute to the environmental destruction. At the beginning of economic transformation, Polish railway was in a very poor condition. Real changes took place at the turn of the century. The aim of these changes was to restructure the enterprise of Polish National Railways (Polskie Koleje Państwowe). With the arrival of the decentralisation of our country, provincial self-governments have received new competences, e.g. the organisation of regional railway passenger traffic. In less than two decades of dynamic changes, which were subject to strict regulations of railway transportation, several new operators emerged on the market. One of the most important events consisted in making the Regional Transportation (Przewozy Regionalne) – the most significant Polish passenger carrier – subject to the authority of provincial self-governments. Individual provinces – due to their diversified geographical, social and economic conditioning – have accomplished their objectives in various ways. Some of them have appointed their own transportation companies, some other cooperate only with the Regional Transportation. The completion of transportation tasks is most often commissioned to provinces as an act of entrusting. The maintenance of specific railway lines is rarely awarded by tender. Importantly, the perception of railway transportation has undergone unprecedented change by dint of significant organisational and financial effort put by provincial self-governments into maintaining railway connections, renovating the rolling stock and modernising the infrastructure. Railway has ceased to lose passengers, contrarily – it has regained them. Moreover, financial situation of the Regional Transportation, whose majority shareholder is the Agency of the Growth of Industry (Agencja Rozwoju Przemysłu), has become stable. The EU policy supports the modernisation and development of the Polish railways, e.g. thanks to the EU financial means it is possible to carry out essential transportation projects. Appreciating all the actions of regional self-governments in terms of the organisation of regional railway transportation in Poland, one cannot ignore areas with insufficient offer. Therefore, all entities responsible for railway transportation are expected to put a lot of effort into its further improvement.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 82-83
Marcin Połom
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 5-6
Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 7-18
https://doi.org/10.4467/2543859XPKG.16.019.6317In the course of political transformation the phenomenon of traffic congestion in Polish cities systematically grew stronger, reaching level which is known for the for most ones in developed countries. Due to environmental, social and economic costs this problem was moved to the core of local political debates, forcing the authorities to take a stand and attempt to resolve it. The aim of this article is to discuss the transformations on the main priorities and instruments of transport policy in Gdansk, identification of determinants of these changes and potential threats to the achievement of goals. Work used chamber methods – analysis of the major and secondary documents of development programming. In the document of strategy development in Gdansk to 2030 in terms of mobility and transport a clear challenge was formulated, which pointed to the need of change the modal split towards meeting the criteria of sustainable urban mobility. In 2016 the share of individual transport in travel structure of inhabitants of Gdansk, like most major Polish cities, accounted for 41% (Gdańskie Badania Ruchu, 2016). This share increased in relation to 2009, despite the significant modernization of the public transport infrastructure . In order to reverse this negative trend foresees the implementation of a wide range of activities was provided. At the same time the possibility to make investments, which depending on the specific solutions, can support changes in the modal split and keep existing proportions, was left. Causes of the previously adopted programs of transport infrastructure development in the newly built neighbourhoods and different residents’ opinions on the priorities for the development of transport in the city. Strong side of strategic plans is perception of the relationship between the goals of mobility and traffic development and goals of the other operational programs. It creates conditions for seeking synergies between activities carried out in the various policy areas of the city development.
Łukasz Quirini-Popławski
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 19-29
https://doi.org/10.4467/2543859XPKG.16.020.6318The aim of the research project was to present the conditionings as well as an analysis of the functioning of the selected aspects of the transport policy in the city of Florence, with particular emphasis being laid on the downtown area. The specific nature of the city under investigation consists in a strongly developed tourist function. An analysis of the existing literature and documents relating to the above subject, made it possible for the author to present the main principles of the city parking policy, chiefly relating to the regulations shaping the paid parking zones and the restricted traffic zones. In turn, on the basis of interviews and a few days’ long field research, a profile of the selected parking conditions along the patrolled sections of both zones, was drawn up. It was concluded that one of the major causes of incorrect parking, was a failure of road users to pay parking fees. In the conclusions, it was pointed out that there was a need to verify the existing parking policy, particularly as regards verification of the legality of vehicle movement in the restricted traffic zones and a need to tighten the control of the legality of parking within the paid parking zones.
Przemysław Śleszyński, Paweł Kretowicz
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 30-48
https://doi.org/10.4467/2543859XPKG.16.021.6319The article presents the research methodology and results of scientific and practical related to the evaluation of local and partly regional transport investments in Mazowieckie voivodship co-financed from EU funds in 2007-2013 (Regional Operational Programme of the Mazowieckie Voivodship). Analyzed individual transport and presented indicators to measure the efficiency of transport and settlement, based on the temporal-space accessibility between the centers of various types (capital, a city of sub-regional, city district, the seat of the municipalities). The results indicate poor or even unnoticeable to improve accessibility. This was confirmed by a survey carried out on 200-person sample of road users – car’s owners. The problem on local roads, especially in the Warsaw agglomeration, remains congestion, which, according to some respondents even increased. Preferably rated to improve the quality of road surfaces. In the conclusions postulated, therefore, pay attention to the investment planning of the road network especially in the areas most urbanized areas, especially in the context of progressive dispersion of settlement.
Robert Guzik
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 49-61
https://doi.org/10.4467/2543859XPKG.16.022.6320In a contemporary globalized, hyper-mobile world one of the most important narrative in discourse on development of rural and peripheral areas is their accessibility. An adequate access to spatially and temporally dispersed resources and opportunities is an important issue undermining people’s life chances, especially access to education and to health care, as well as a prospect for an economic growth and prosperity of regions and localities. The idea of accessibility become part of political agenda settled in the social justice and social inclusion rhetoric as well as it has emerged as an important part of sustainability discourse. The study examines the impact of the public transportation organization on spatial accessibility in rural areas of Switzerland, which is often recalled as a benchmark for public transportation. To examine effects of the changes in Swiss public transport regulation a comparison of accessibility in selected Swiss rural areas over time is presented. Additionally, some rural areas of Poland, Czechia and Slovakia are included in the comparison to set a wider background.
Tadeusz Bocheński
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 62-71
https://doi.org/10.4467/2543859XPKG.16.023.6321The aim of the study was an examination access to rail in selected cities in Poland in 2016 and an analysis changes of rail accessibility in the years 1950-2015. It has been investigated the technical (infrastructure) and organizational (service) rail accessibility. The study included cities with over 10 thousand residents in 2014. In 2016 almost 100 cities of this size were deprived of regular passenger rail connections. As a result of the cutting of the rail network in the period 1990-2015 passenger trains stopped in over 60 cities, also rail had never reached to 35 cities. In the next several cities the passenger rail traffic was stopped for a few to several years and then reactivated. The process of cutting the studied cities off from the railway took place in the analysed period with different intensity, with the culmination in the year 2000. In each of the voivodeships, there were cities, including the capitals of districts, cut off the passenger rail traffic.
Janusz Górny
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 72-81
https://doi.org/10.4467/2543859XPKG.16.024.6322The importance of good organisation of public transportation is on the rise because city and local authorities are aware of the fact that it is a proof of their residents’ quality of life. Railway – a subsector of the transport industry – perfectly serves its purposes in regional and agglomerative transportation. Additionally, it does not contribute to the environmental destruction. At the beginning of economic transformation, Polish railway was in a very poor condition. Real changes took place at the turn of the century. The aim of these changes was to restructure the enterprise of Polish National Railways (Polskie Koleje Państwowe). With the arrival of the decentralisation of our country, provincial self-governments have received new competences, e.g. the organisation of regional railway passenger traffic. In less than two decades of dynamic changes, which were subject to strict regulations of railway transportation, several new operators emerged on the market. One of the most important events consisted in making the Regional Transportation (Przewozy Regionalne) – the most significant Polish passenger carrier – subject to the authority of provincial self-governments. Individual provinces – due to their diversified geographical, social and economic conditioning – have accomplished their objectives in various ways. Some of them have appointed their own transportation companies, some other cooperate only with the Regional Transportation. The completion of transportation tasks is most often commissioned to provinces as an act of entrusting. The maintenance of specific railway lines is rarely awarded by tender. Importantly, the perception of railway transportation has undergone unprecedented change by dint of significant organisational and financial effort put by provincial self-governments into maintaining railway connections, renovating the rolling stock and modernising the infrastructure. Railway has ceased to lose passengers, contrarily – it has regained them. Moreover, financial situation of the Regional Transportation, whose majority shareholder is the Agency of the Growth of Industry (Agencja Rozwoju Przemysłu), has become stable. The EU policy supports the modernisation and development of the Polish railways, e.g. thanks to the EU financial means it is possible to carry out essential transportation projects. Appreciating all the actions of regional self-governments in terms of the organisation of regional railway transportation in Poland, one cannot ignore areas with insufficient offer. Therefore, all entities responsible for railway transportation are expected to put a lot of effort into its further improvement.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 19 (4), 2016, pp. 82-83
Publication date: 21.11.2016
Editor-in-Chief: Jan A. Wendt
Secretary: Marcin Połom
Jędrzej Gadziński
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 5-6
Hubert Rabant, Michał Habel, Zygmunt Babiński
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 7-17
https://doi.org/10.4467/2543859XPKG.16.013.6311The aim of the study is to present main difficulties the waveforms transport Vistula largest oversized cargo from Gdańsk to Stalowa Wola. The authors closer issues related to the definition of inland waterways and oversized cargo. Detail illustrate the distribution of the load on the means of transport and the course of the movement of cargo. Present aspects of alternative solutions in the transport of cargo. Then they indicate the main difficulties that have occurred in the transport of oversized the most biggest cargo on Vistula.
Jernej Zupančič
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 18-26
https://doi.org/10.4467/2543859XPKG.16.014.6312Presented is the development of the city and the port of Koper in the Upper Adriatic and its role as a regional transport node. Koper is in fact a substitute port-city; it developed after the decline of Trieste in the post-WW2 period because of the needs of Slovenian economy within ideologically polarized Europe during the 1950s. Favourable economic connections between Slovenia and the wider hinterlands in Central Europe facilitated the development of this port into an important North Adriatic transport node, with over 20 million tons of cargo per year and specialization for transportation of cars, timber, containers and finer commodities.
Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 27-33
https://doi.org/10.4467/2543859XPKG.16.015.6313Twenty years of stagnation in the Polish railways left delays that cannot be the way to get rid of through a few investments. Within this period the total length of railway lines in Poland was reduced from 26 228 to 20 360 km with a decrease in density from 8.4 km/100 km2 in 1990 to 6.5 km/100 km2 in 2009. With the help of EU rail begins to experience a renaissance. Through financial support from the Cohesion Fund and Logistics Project SoNorA reanimation failing modes of transport becomes possible. Role of the railways cannot be overestimated. Even more so in the case of VI EU transport corridor where the ports of the southern Baltic develop their facilities. The basic arguments for the use of railway infrastructure for passenger services in relation Gdynia – Zebrzydowice along the road E 65 include increased safety of travellers, mass-transport, reducing congestion on the roads, the independence of weather conditions and, primarily, time of travel. Modernization railway line in Poland on an unprecedented scale about the meridian course is primarily a benefit for passengers. With the full implementation of the assumed plan in a few years will be possible to overcome the distance of Poland in less than five hours. This gives the basis for be built the High-speed Rail in Poland which already possess highly developed countries. Modernisation of the E 65 is the first major step towards catching up with Europe
Adam Radzimski, Jędrzej Gadziński
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 34-45
https://doi.org/10.4467/2543859XPKG.16.016.6314Research on the impacts of the public transportation infrastructure on property markets is a rapidly expanding field in the transport geography literature. Within this context, the aim of this paper is to review the existing international research in this field and to provide new empirical evidence based on the selected case study. In particular, the paper looks at the example of the Poznan Fast Tram (PST) and its influence on housing market in the “Winogrady” housing estate. Based on apartment sales data, it analyses statistical relationship between the accessibility of the PST and apartment prices, using the ordinary least squares method, spatial econometric methods, and geographically weighted regression. Following that, the paper employs data drawn from a household survey to illustrate the impacts of the PST on residential satisfaction, the propensity to move, and daily spatial behaviours of the residents. Results suggest high importance of the PST measured in terms of residential satisfaction, and a weak yet visible effect on apartment prices. Authors conclude that the characteristic features of each case study area, such as distance from the city centre and alternative means of public transportation, should be given more attention in future research
Marcin Popiel
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 46-56
https://doi.org/10.4467/2543859XPKG.16.017.6315Worldwide there are over one billion people with disabilities. In recent years more attention was paid to the needs of people with disabilities, including their independent use of public transport. Easy access to transport and increased mobility are important factors in reducing discrimination of this group. Better chance to move around makes it easier to find jobs, to access to education, etc. However, often adapted transport is not fully taken into account in planning, designing and implementing policies related to transport in different countries. Available transport is especially important for people with disabilities, but it also brings benefits for other groups of passengers. From customized infrastructure can also benefit the elderly, mothers with strollers, etc. However, despite the introduction of many solutions and huge progress, there is still much to be done. This article raises the subject of the availability of public transport for disabled people and presents selected examples of good practices from European countries.
Lucyna Przybylska
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 57-65
https://doi.org/10.4467/2543859XPKG.16.018.6316Crosses, flowers, candles and even gravestones standing in places of fatal accidents are part of phenomenon which in world literature is called spontaneous memorialization or roadside memorials. Architects, folklorists, geographers, psychologists, sociologists and other scholars study roadside memorials in terms of their appearance, location, importance for people who erected them also seeking factors contributing to their occurance in the contemporary world. The aim of the article is to answer the following question: which factors determine occurance (erection and duration) of roadsied memorials in Poland? Although the article is based mainly on papers previously published, data and interpretation are presented in a new and original way. The structure of the article is the following: after the outline of the world literature on spontaneous memorialization, the author`s model of the occurrance of roadside memorials in Poland has been presented, followed by its selected elements further described in detail in the forthcoming three parts of the paper.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 66-67
Jędrzej Gadziński
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 5-6
Hubert Rabant, Michał Habel, Zygmunt Babiński
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 7-17
https://doi.org/10.4467/2543859XPKG.16.013.6311The aim of the study is to present main difficulties the waveforms transport Vistula largest oversized cargo from Gdańsk to Stalowa Wola. The authors closer issues related to the definition of inland waterways and oversized cargo. Detail illustrate the distribution of the load on the means of transport and the course of the movement of cargo. Present aspects of alternative solutions in the transport of cargo. Then they indicate the main difficulties that have occurred in the transport of oversized the most biggest cargo on Vistula.
Jernej Zupančič
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 18-26
https://doi.org/10.4467/2543859XPKG.16.014.6312Presented is the development of the city and the port of Koper in the Upper Adriatic and its role as a regional transport node. Koper is in fact a substitute port-city; it developed after the decline of Trieste in the post-WW2 period because of the needs of Slovenian economy within ideologically polarized Europe during the 1950s. Favourable economic connections between Slovenia and the wider hinterlands in Central Europe facilitated the development of this port into an important North Adriatic transport node, with over 20 million tons of cargo per year and specialization for transportation of cars, timber, containers and finer commodities.
Tomasz Wiskulski
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 27-33
https://doi.org/10.4467/2543859XPKG.16.015.6313Twenty years of stagnation in the Polish railways left delays that cannot be the way to get rid of through a few investments. Within this period the total length of railway lines in Poland was reduced from 26 228 to 20 360 km with a decrease in density from 8.4 km/100 km2 in 1990 to 6.5 km/100 km2 in 2009. With the help of EU rail begins to experience a renaissance. Through financial support from the Cohesion Fund and Logistics Project SoNorA reanimation failing modes of transport becomes possible. Role of the railways cannot be overestimated. Even more so in the case of VI EU transport corridor where the ports of the southern Baltic develop their facilities. The basic arguments for the use of railway infrastructure for passenger services in relation Gdynia – Zebrzydowice along the road E 65 include increased safety of travellers, mass-transport, reducing congestion on the roads, the independence of weather conditions and, primarily, time of travel. Modernization railway line in Poland on an unprecedented scale about the meridian course is primarily a benefit for passengers. With the full implementation of the assumed plan in a few years will be possible to overcome the distance of Poland in less than five hours. This gives the basis for be built the High-speed Rail in Poland which already possess highly developed countries. Modernisation of the E 65 is the first major step towards catching up with Europe
Adam Radzimski, Jędrzej Gadziński
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 34-45
https://doi.org/10.4467/2543859XPKG.16.016.6314Research on the impacts of the public transportation infrastructure on property markets is a rapidly expanding field in the transport geography literature. Within this context, the aim of this paper is to review the existing international research in this field and to provide new empirical evidence based on the selected case study. In particular, the paper looks at the example of the Poznan Fast Tram (PST) and its influence on housing market in the “Winogrady” housing estate. Based on apartment sales data, it analyses statistical relationship between the accessibility of the PST and apartment prices, using the ordinary least squares method, spatial econometric methods, and geographically weighted regression. Following that, the paper employs data drawn from a household survey to illustrate the impacts of the PST on residential satisfaction, the propensity to move, and daily spatial behaviours of the residents. Results suggest high importance of the PST measured in terms of residential satisfaction, and a weak yet visible effect on apartment prices. Authors conclude that the characteristic features of each case study area, such as distance from the city centre and alternative means of public transportation, should be given more attention in future research
Marcin Popiel
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 46-56
https://doi.org/10.4467/2543859XPKG.16.017.6315Worldwide there are over one billion people with disabilities. In recent years more attention was paid to the needs of people with disabilities, including their independent use of public transport. Easy access to transport and increased mobility are important factors in reducing discrimination of this group. Better chance to move around makes it easier to find jobs, to access to education, etc. However, often adapted transport is not fully taken into account in planning, designing and implementing policies related to transport in different countries. Available transport is especially important for people with disabilities, but it also brings benefits for other groups of passengers. From customized infrastructure can also benefit the elderly, mothers with strollers, etc. However, despite the introduction of many solutions and huge progress, there is still much to be done. This article raises the subject of the availability of public transport for disabled people and presents selected examples of good practices from European countries.
Lucyna Przybylska
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 57-65
https://doi.org/10.4467/2543859XPKG.16.018.6316Crosses, flowers, candles and even gravestones standing in places of fatal accidents are part of phenomenon which in world literature is called spontaneous memorialization or roadside memorials. Architects, folklorists, geographers, psychologists, sociologists and other scholars study roadside memorials in terms of their appearance, location, importance for people who erected them also seeking factors contributing to their occurance in the contemporary world. The aim of the article is to answer the following question: which factors determine occurance (erection and duration) of roadsied memorials in Poland? Although the article is based mainly on papers previously published, data and interpretation are presented in a new and original way. The structure of the article is the following: after the outline of the world literature on spontaneous memorialization, the author`s model of the occurrance of roadside memorials in Poland has been presented, followed by its selected elements further described in detail in the forthcoming three parts of the paper.
Ariel Ciechański
Transport Geography Papers of Polish Geographical Society, 19 (3), 2016, pp. 66-67
Publication date: 07.11.2016
Editor-in-Chief: Jan A. Wendt
Secretary: Marcin Połom
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 5-6
Piotr Rosik
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 7-15
https://doi.org/10.4467/2543859XPKG.16.007.6305The purpose of the paper is to propose a methodology for integrating the concepts of accessibility within a single coherent system in the form of the model of accessibility conditions. Author’s model is called the ‘NeST box model’ distinguishing between network (Ne), spatial (S), related to travel (T) and travellers (box) accessibility conditions. Each of the conditions has its reference in the methods of accessibility measurement, components of accessibility, accessibility attributes and dimensions. It is planned to develop a model towards separate “boxes”, ie. models for each of the six main trip purposes: commuting, school, shopping, business, visiting friends and relatives and tourism. The article indicates the need for further studies, in particular in Poland, to develop the research methods including the behavioral aspect of accessibility and to create the model of the lifelong accessibility, so that every individual traveller could calculate his or her lifelong accessibility based on information about the travel purpose structure realized at different periods of life.
Radosław Bul
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 16-30
https://doi.org/10.4467/2543859XPKG.16.008.6306
The aim of the article is to analyze the changes in the transport accessibility of Poznan from the area of Wielkopolska region in the years 2010-2016. Another research goal is to determine the impact of investment in road and railway infrastructure on the accessibility from the region. Main hypotheses:
• transport accessibility of Poznań from the area of Wielkopolska region in year 2016 compared with 2010 has improved,
• a significant impact on improving level of accessibility had the investments in road and railway infrastructure,
• the result of the investments was a change of means of public transport on some connections between powiats and city of Poznań.
Time scope of research are years 2010 and 2016. Some data on social and economic potential of the city of Poznan and the region are dated on 2014. The spatial range of research determines the area of Wielkopolska region.
Bartosz Bartosiewicz, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 31-43
https://doi.org/10.4467/2543859XPKG.16.009.6307This article focuses on the evaluation of accessibility to the local public transport in Lodz. For the analysis was used, among others, graph approach and the availability of cumulative, extended to the analysis of the network. The research was based on the main part of the two databases up to date on the first quarter of 2016. This is the base received from the Board of Roads and Transport in Lodz, in the form of a list of all the stops, bus and tram lines, transit times between stops, frequency, and type of vehicles that support individual lines communication. Second base is information on the number, distribution and structure of the age and sex of the inhabitants of the city, according to the registration of the population of the City of Lodz. The article was accompanied by an original review model in terms of the provisions relating to its strategic objectives. The survey closes some of the conclusions and further comprising recommendations for the demands of the model.
Piotr Kosmowski
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 44-55
https://doi.org/10.4467/2543859XPKG.16.010.6308Revitalization in its basic meaning is a process that revives degraded areas (materially and socially). The problem of degradation of space did not spare areas of communication, including those surrounding train stations in Poland. In recent years, a number of railway facilities with quarters surrounding them have been subjected to the process of revitalization, in order to restore them to use and give them a new functional program. The basic research problem is the question: what institutions are located near the railway station and its immediate neighboring as a result of the revitalization process? Presented in the development of study included 5 railway stations with neighboring areas, located in big Polish cities, revitalized after 2010. Each object is a different size and is located in another city. The results of the research presented in the form of figures and diagrams structure the program of the new use of revitalized buildings. In conclusion, the identified features of this differentiation and explains its conditions.
Łukasz Lechowski
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 56-71
https://doi.org/10.4467/2543859XPKG.16.011.6309Despite, the construction permit registry may be a very valuable source of geographical information, not very often it is used in geographical research. In this article author answers the question: how to classify permit registry data in order to use them in the assessment of motorway impact on building development. Author also examines how a construction and exploitation of motorway affects the building development in Zgierz county (cognitive objective). To achieve the first goal: (1) a classification of data included in a registry, appropriable for a geographical research was developed and (2) a quality and completeness of data collected by the District Starosty was assessed. As a result, with use of geocoding tool a vector layer was created, that let the author solve research problem raised in this article. This analysis was developed based on building permit issued between 2000 and 2013, acquired from District Starosty of Zgierz. This research shows that building permit registry is a very useful source of information for the assessment of motorway impact on building development and the classification developed in this article seems to be optimal for this purpose. A correlation analysis suggests that a motorway may influence the building development in Zgierz county. Whereas in years 2000-2006 there was observed a statistical dependence between the distance from the motorway path, junctions and the number of building permits, after the motorway was put into use this dependence even slightly strengthened. Also a slight offset of new buildings from the axis of the A-2 motorway was observed, which may be related to the harmless noise, such a road generates. The article corresponds with research in Regional Geography and spatial management.
Grażyna Chaberek-Karwacka, Julia Ziółkowska
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 72-80
https://doi.org/10.4467/2543859XPKG.16.012.6310Tourism is a leading industry on the global market, at the same time tourists are becoming more and more targeted by terrorist attacks and other dangerous events. Security events occur at destinations and in transportation services (transport facilities and means of transport). The article main purpose is to identify the effects of security disruption in travel. These effects are observed in the field of economic performance of the travel industry and in consumer behaviour. The methods used are literature review, statistical data analysis and analysis of reports and articles concerning two case studies (terrorist attacks aimed at tourists). The results show the most important actions undertaken by governments and reactions among tourists. Governments of receiving and sending countries concentrate on resuming high security levels and supporting local business. Tourists react in different ways: from cancelling their vacations to travelling to risky destinations.
Marcin Połom, Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 81-83
Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 5-6
Piotr Rosik
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 7-15
https://doi.org/10.4467/2543859XPKG.16.007.6305The purpose of the paper is to propose a methodology for integrating the concepts of accessibility within a single coherent system in the form of the model of accessibility conditions. Author’s model is called the ‘NeST box model’ distinguishing between network (Ne), spatial (S), related to travel (T) and travellers (box) accessibility conditions. Each of the conditions has its reference in the methods of accessibility measurement, components of accessibility, accessibility attributes and dimensions. It is planned to develop a model towards separate “boxes”, ie. models for each of the six main trip purposes: commuting, school, shopping, business, visiting friends and relatives and tourism. The article indicates the need for further studies, in particular in Poland, to develop the research methods including the behavioral aspect of accessibility and to create the model of the lifelong accessibility, so that every individual traveller could calculate his or her lifelong accessibility based on information about the travel purpose structure realized at different periods of life.
Radosław Bul
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 16-30
https://doi.org/10.4467/2543859XPKG.16.008.6306
The aim of the article is to analyze the changes in the transport accessibility of Poznan from the area of Wielkopolska region in the years 2010-2016. Another research goal is to determine the impact of investment in road and railway infrastructure on the accessibility from the region. Main hypotheses:
• transport accessibility of Poznań from the area of Wielkopolska region in year 2016 compared with 2010 has improved,
• a significant impact on improving level of accessibility had the investments in road and railway infrastructure,
• the result of the investments was a change of means of public transport on some connections between powiats and city of Poznań.
Time scope of research are years 2010 and 2016. Some data on social and economic potential of the city of Poznan and the region are dated on 2014. The spatial range of research determines the area of Wielkopolska region.
Bartosz Bartosiewicz, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 31-43
https://doi.org/10.4467/2543859XPKG.16.009.6307This article focuses on the evaluation of accessibility to the local public transport in Lodz. For the analysis was used, among others, graph approach and the availability of cumulative, extended to the analysis of the network. The research was based on the main part of the two databases up to date on the first quarter of 2016. This is the base received from the Board of Roads and Transport in Lodz, in the form of a list of all the stops, bus and tram lines, transit times between stops, frequency, and type of vehicles that support individual lines communication. Second base is information on the number, distribution and structure of the age and sex of the inhabitants of the city, according to the registration of the population of the City of Lodz. The article was accompanied by an original review model in terms of the provisions relating to its strategic objectives. The survey closes some of the conclusions and further comprising recommendations for the demands of the model.
Piotr Kosmowski
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 44-55
https://doi.org/10.4467/2543859XPKG.16.010.6308Revitalization in its basic meaning is a process that revives degraded areas (materially and socially). The problem of degradation of space did not spare areas of communication, including those surrounding train stations in Poland. In recent years, a number of railway facilities with quarters surrounding them have been subjected to the process of revitalization, in order to restore them to use and give them a new functional program. The basic research problem is the question: what institutions are located near the railway station and its immediate neighboring as a result of the revitalization process? Presented in the development of study included 5 railway stations with neighboring areas, located in big Polish cities, revitalized after 2010. Each object is a different size and is located in another city. The results of the research presented in the form of figures and diagrams structure the program of the new use of revitalized buildings. In conclusion, the identified features of this differentiation and explains its conditions.
Łukasz Lechowski
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 56-71
https://doi.org/10.4467/2543859XPKG.16.011.6309Despite, the construction permit registry may be a very valuable source of geographical information, not very often it is used in geographical research. In this article author answers the question: how to classify permit registry data in order to use them in the assessment of motorway impact on building development. Author also examines how a construction and exploitation of motorway affects the building development in Zgierz county (cognitive objective). To achieve the first goal: (1) a classification of data included in a registry, appropriable for a geographical research was developed and (2) a quality and completeness of data collected by the District Starosty was assessed. As a result, with use of geocoding tool a vector layer was created, that let the author solve research problem raised in this article. This analysis was developed based on building permit issued between 2000 and 2013, acquired from District Starosty of Zgierz. This research shows that building permit registry is a very useful source of information for the assessment of motorway impact on building development and the classification developed in this article seems to be optimal for this purpose. A correlation analysis suggests that a motorway may influence the building development in Zgierz county. Whereas in years 2000-2006 there was observed a statistical dependence between the distance from the motorway path, junctions and the number of building permits, after the motorway was put into use this dependence even slightly strengthened. Also a slight offset of new buildings from the axis of the A-2 motorway was observed, which may be related to the harmless noise, such a road generates. The article corresponds with research in Regional Geography and spatial management.
Grażyna Chaberek-Karwacka, Julia Ziółkowska
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 72-80
https://doi.org/10.4467/2543859XPKG.16.012.6310Tourism is a leading industry on the global market, at the same time tourists are becoming more and more targeted by terrorist attacks and other dangerous events. Security events occur at destinations and in transportation services (transport facilities and means of transport). The article main purpose is to identify the effects of security disruption in travel. These effects are observed in the field of economic performance of the travel industry and in consumer behaviour. The methods used are literature review, statistical data analysis and analysis of reports and articles concerning two case studies (terrorist attacks aimed at tourists). The results show the most important actions undertaken by governments and reactions among tourists. Governments of receiving and sending countries concentrate on resuming high security levels and supporting local business. Tourists react in different ways: from cancelling their vacations to travelling to risky destinations.
Marcin Połom, Maciej Tarkowski
Transport Geography Papers of Polish Geographical Society, 19 (2), 2016, pp. 81-83
Publication date: 28.09.2016
Editor-in-Chief: Jan A. Wendt
Secretary: Marcin Połom
Marcin Połom, Jan A. Wendt
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 5-6
Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 7-8
Arkadiusz Kołoś, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 9-20
https://doi.org/10.4467/2543859XPKG.16.001.6299The aim of the article is to answer the question about the results of EU funds which have been allocated to municipal rail-bound transport in Poland – trams, underground and suburban railways – between 2007 and 2013. In this period over 3,000 transport projects of the total value of 187, 5 billion zlotys were executed, of which 21% were absorbed by rail and almost 12% by municipal transport. Warsaw is the undoubted leader in European transport grants absorption in Poland, mainly due to the construction of the second underground line but also because of large scale tram system modernisation programme. Warsaw stands out as having the highest transport project value per capita as well. Other Polish cities which can be described as leaders are the Tricity with its Pomeranian Metropolitan Railway – the largest Polish rail investment over the last 25 years and Olsztyn – the first Central-Eastern European city which have reintroduced tram network. However, almost all Polish cities which have a municipal rail-bound transport system have made use of the opportunity connected with EU grants. The only exception is Gorzów Wielkopolski. It is to be hoped that these vast investments aid Polish cities in maintaining if not increasing the role of municipal transport.
Edyta Pijet-Migoń
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 21-30
https://doi.org/10.4467/2543859XPKG.16.002.6300The contemporary development of passenger air transport in the European Union countries occurs under conditions of complete liberalization of aviation market, with respect to all nine air freedoms. Among them are full cabotage connections, including domestic connection within a given country, previously allowed only to be offered by carriers registered in this country. Most cabotage connections have been established in southern European countries, i.e. in Italy, France, Spain, Portugal and Greece. Less common they are in Great Britain, Germany, Poland and Romania. Cabotage network is dominated by connections between far-apart airports on the mainland and island airports, as well as to/from airports not served by other fast means of transport, especially high-speed rail. Regional and satellite airports in the vicinity of large agglomerations are typical destinations, as are areas attractive for tourism. Cabotage connections have a large share in domestic markets of countries in which former legacy carriers have rather weak economic position (e.g. Italy, Greece, Poland, Romania). Cabotage service fills gaps in domestic networks and is rarely offered between main airports, where competition between carriers is strong. Implementation of cabotage helps to increase transport accessibility of peripheral regions.
Jędrzej Gadziński
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 31-42
https://doi.org/10.4467/2543859XPKG.16.003.6301The main aim of this paper is an attempt to assess the strength of relations between public transport accessibility and travel behaviours of inhabitants of urban areas (including transport mode choices and the level of mobility). In transport geography literature researches on travel behaviours are one of the most popular topics. In the same time the studies on Polish case studies seem underrepresented. Therefore with this paper I would like to fill this gap. In conducted analyses Poznan agglomeration was consider as research area. I used data from traffic studies (conducted in 2013 in Poznan and Poznan poviat) and original model for public transport accessibility. Additionally, land use characteristics were also taken into account. The most important conclusions flowing from conducted research suggest that: (1) high level of public transport accessibility (typical for compact and mixed-use development) corresponded with greater popularity of public transportation and lower frequency of private car use; (2) the inhabitants of suburban areas with low level of public transport accessibility travelled more than inhabitants in other locations – this could be connected with the characteristics of land use and individual preferences of inhabitants.
Jan Burdziej
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 43-51
https://doi.org/10.4467/2543859XPKG.16.004.6302Spatial accessibility determines how easily certain places can be reached. In the context of public amenities in urban areas, it affects the ability to use certain goods and services by residents of this area. Better accessibility means shorter commutes, lower costs, and thus has a significant impact on quality of life. The main aim of this paper is an attempt to assess the distribution of spatial accessibility to selected public amenities in urban areas, with an example of the city of Toruń (Poland). The paper presents detailed research procedures, based on Open Street Map data, as well as network analysis and GIS technology used for calculating travel time accessibility. Additionally, a new methodology for analyzing the accessibility in a hexagonal grid of test fields is proposed, which allows for seamless analysis and visualization of travel times across city area. The proposed methodology has been used for assessing spatial accessibility to 16 different categories of public amenities in Toruń.
Sławomir Książek
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 52-69
https://doi.org/10.4467/2543859XPKG.16.005.6303Bus transportation has undergone strong transformations, both at national and regional levels, due to the changes that have occurred since 1989. The article focuses on the spatial aspect of transformations while paying particular attention to: the organizational and ownership transformation of State Road Transport companies, the arrangement of carriers on individual communication lines and changes in courses and intensity of bus network. The analysis confirmed the intense transformation of bus transportation, which took place in both Lower Silesia and across entire Poland, is a result of economic transition and deregulation of transport services after 1989. The most important changes in the market include organizational and ownership transformation of State Road Transport companies and the emergence of new private carriers. If the courses and intensity of the connections are taken into account, it becomes necessary to pay attention to the increase in the number of courses at major bus lines that pass through main transport corridors while connections on the lines with smaller flow of passengers are being reduced and, in many cases, eliminated.
Bartosz Bartosiewicz, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 69-80
https://doi.org/10.4467/2543859XPKG.16.006.6304This article focuses on the verification of two selected strategic objectives Model of sustainable transport in Lodz 2020+. The study has been subjected to the legitimacy of the proposed document gradation interchanges and restriction of competition bus - tram on certain sections of the transport network within Lodz. For the analysis was used potential method, expanded to spatial statistics. The article was accompanied by an original review model in terms of the provisions relating to the point of network elements of the local public transport. The survey closes some of the conclusions and further comprising recommendations for the demands in model.
Marcin Połom, Jan A. Wendt
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 5-6
Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 7-8
Arkadiusz Kołoś, Jakub Taczanowski
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 9-20
https://doi.org/10.4467/2543859XPKG.16.001.6299The aim of the article is to answer the question about the results of EU funds which have been allocated to municipal rail-bound transport in Poland – trams, underground and suburban railways – between 2007 and 2013. In this period over 3,000 transport projects of the total value of 187, 5 billion zlotys were executed, of which 21% were absorbed by rail and almost 12% by municipal transport. Warsaw is the undoubted leader in European transport grants absorption in Poland, mainly due to the construction of the second underground line but also because of large scale tram system modernisation programme. Warsaw stands out as having the highest transport project value per capita as well. Other Polish cities which can be described as leaders are the Tricity with its Pomeranian Metropolitan Railway – the largest Polish rail investment over the last 25 years and Olsztyn – the first Central-Eastern European city which have reintroduced tram network. However, almost all Polish cities which have a municipal rail-bound transport system have made use of the opportunity connected with EU grants. The only exception is Gorzów Wielkopolski. It is to be hoped that these vast investments aid Polish cities in maintaining if not increasing the role of municipal transport.
Edyta Pijet-Migoń
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 21-30
https://doi.org/10.4467/2543859XPKG.16.002.6300The contemporary development of passenger air transport in the European Union countries occurs under conditions of complete liberalization of aviation market, with respect to all nine air freedoms. Among them are full cabotage connections, including domestic connection within a given country, previously allowed only to be offered by carriers registered in this country. Most cabotage connections have been established in southern European countries, i.e. in Italy, France, Spain, Portugal and Greece. Less common they are in Great Britain, Germany, Poland and Romania. Cabotage network is dominated by connections between far-apart airports on the mainland and island airports, as well as to/from airports not served by other fast means of transport, especially high-speed rail. Regional and satellite airports in the vicinity of large agglomerations are typical destinations, as are areas attractive for tourism. Cabotage connections have a large share in domestic markets of countries in which former legacy carriers have rather weak economic position (e.g. Italy, Greece, Poland, Romania). Cabotage service fills gaps in domestic networks and is rarely offered between main airports, where competition between carriers is strong. Implementation of cabotage helps to increase transport accessibility of peripheral regions.
Jędrzej Gadziński
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 31-42
https://doi.org/10.4467/2543859XPKG.16.003.6301The main aim of this paper is an attempt to assess the strength of relations between public transport accessibility and travel behaviours of inhabitants of urban areas (including transport mode choices and the level of mobility). In transport geography literature researches on travel behaviours are one of the most popular topics. In the same time the studies on Polish case studies seem underrepresented. Therefore with this paper I would like to fill this gap. In conducted analyses Poznan agglomeration was consider as research area. I used data from traffic studies (conducted in 2013 in Poznan and Poznan poviat) and original model for public transport accessibility. Additionally, land use characteristics were also taken into account. The most important conclusions flowing from conducted research suggest that: (1) high level of public transport accessibility (typical for compact and mixed-use development) corresponded with greater popularity of public transportation and lower frequency of private car use; (2) the inhabitants of suburban areas with low level of public transport accessibility travelled more than inhabitants in other locations – this could be connected with the characteristics of land use and individual preferences of inhabitants.
Jan Burdziej
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 43-51
https://doi.org/10.4467/2543859XPKG.16.004.6302Spatial accessibility determines how easily certain places can be reached. In the context of public amenities in urban areas, it affects the ability to use certain goods and services by residents of this area. Better accessibility means shorter commutes, lower costs, and thus has a significant impact on quality of life. The main aim of this paper is an attempt to assess the distribution of spatial accessibility to selected public amenities in urban areas, with an example of the city of Toruń (Poland). The paper presents detailed research procedures, based on Open Street Map data, as well as network analysis and GIS technology used for calculating travel time accessibility. Additionally, a new methodology for analyzing the accessibility in a hexagonal grid of test fields is proposed, which allows for seamless analysis and visualization of travel times across city area. The proposed methodology has been used for assessing spatial accessibility to 16 different categories of public amenities in Toruń.
Sławomir Książek
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 52-69
https://doi.org/10.4467/2543859XPKG.16.005.6303Bus transportation has undergone strong transformations, both at national and regional levels, due to the changes that have occurred since 1989. The article focuses on the spatial aspect of transformations while paying particular attention to: the organizational and ownership transformation of State Road Transport companies, the arrangement of carriers on individual communication lines and changes in courses and intensity of bus network. The analysis confirmed the intense transformation of bus transportation, which took place in both Lower Silesia and across entire Poland, is a result of economic transition and deregulation of transport services after 1989. The most important changes in the market include organizational and ownership transformation of State Road Transport companies and the emergence of new private carriers. If the courses and intensity of the connections are taken into account, it becomes necessary to pay attention to the increase in the number of courses at major bus lines that pass through main transport corridors while connections on the lines with smaller flow of passengers are being reduced and, in many cases, eliminated.
Bartosz Bartosiewicz, Szymon Wiśniewski
Transport Geography Papers of Polish Geographical Society, 19 (1), 2016, pp. 69-80
https://doi.org/10.4467/2543859XPKG.16.006.6304This article focuses on the verification of two selected strategic objectives Model of sustainable transport in Lodz 2020+. The study has been subjected to the legitimacy of the proposed document gradation interchanges and restriction of competition bus - tram on certain sections of the transport network within Lodz. For the analysis was used potential method, expanded to spatial statistics. The article was accompanied by an original review model in terms of the provisions relating to the point of network elements of the local public transport. The survey closes some of the conclusions and further comprising recommendations for the demands in model.
