A 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.

The 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.

Bike-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.

The 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.

World 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.

Sustainable 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.

The 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.

A 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.

The 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.

Bike-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.

The 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.

World 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.

Sustainable 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.

The 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.