The article presents a comparison of the dynamic for the increase in the number of enterprises as set against the population of working age in the private sector in the years 2001–2004 (the immediate pre-accession period) and 2004–2007 (the immediate post-accession period). The study was conducted with regard had to the main sectors of economic activity (agriculture, industry, lower-order services and higher-order services), as well as the functional diversity of gminas (urban and suburban categories, transportation corridors, tourism, etc. – in total 16 categories). The research points to decline, inertia, spatial polarization and a mosaic like spatial structure to the dynamic for the development of private enterprises.
The objective of this paper is to assess the advance of planning works in the area of the Podlaskie Voivodeship. The authors determined the degree to which districts were covered by local land development plans at the end of 2007. The assessment was done on the basis of plans which were carried out and those that still await implementation. In the assessment, we used one essential indicator of the demanded covering, which accounted for use intensity and the amount of existing functions.
The article describes the important problem of increasing regional competitiveness through the international (interregional and cross-border) cooperation. Activities supporting the competitiveness of companies and whole regions are described in the article using the examples of transregional projects carried out by different partners dealing with logistics. The first project ECO4LOG carried out in the framework of interregional cooperation programme INTERREG III C promotes the usage of the intermodal infrastructure located in the transport corridor along Polish and German border and further through Austria, Hungary and Slovenia to the Adriatic sea. One of the main tasks of this project is the improvement of cross-border cooperation in goods transport among bodies which are interested in such cooperation (also public authorities). Another important target of ECO4LOG is the increase of effectiveness of the existing transport network through the improvement of information flows. The second project has the acronym CORELOG and is carried out in the framework of INTERREG III B CADSES. Its target is the development of logistics solutions favourable for enterprises, logistics operators and the whole region – propagating co-ordination of activities of different organisations, feasibility studies of developed co-operation models. Analysis and evaluation of the most important factors influencing the strategies of supply chain management and evaluation of activities carried out by administrations (of the national, regional and local level) affecting transport development and economic growth in the region will provide background for the implementation phase. Several pilot actions will test the ideas for coordinated regional logistics development.
The aim of this paper is twofold: to demonstrate development challenges of large Polish cities and to assess the extent to which Cohesion Policy in the 2004?2006 programming addresses these issues. The analysis covers different aspects of EU intervention: sums assigned for particular categories, types of beneficiaries as well as types of large cities. The results allow us to formulate the following observations. The thematic structure of the intervention only partially addresses challenges related to contemporary informational economy, which is due to the cities’ relatively low support for innovativeness and their metropolitan functions. In the analyzed period, the bulk of EU Cohesion Policy funds was devoted to the development of basic technical infrastructure (transport and water management), which was the result of huge underdevelopment in these fields in former years. However, EU intervention had some successes: thematic fields were well adapted to types of cities. Furthermore, most funding was allocated to the largest cities because of the strong involvement of their authorities in EU funds projects, while in smaller cities a significant share of the funds was given to large industrial plants.
The issue of transport-related exclusion in Poland is increasingly being raised in the public debate. This problem intensified during the COVID-19 pandemic due to the reduction in the number of routes and the frequency of buses and trains. However, in Poland, the scientific literature on this subject is still insufficient. This article attempts to broaden our knowledge on this topic. The main objective of the paper is to show, from the perspective of the residents, various aspects of transport-related exclusion. Three dimensions of this phenomenon are considered: limited access to public transport, spatial and temporal limitations, and the inability to participate in important social institutions. The article is based on three case studies in the Masovian Voivodeship, namely from Ostrów Mazowiecka, Żuromin, and Tczów. The research was carried out in 2021 through the use of two methods: an analysis of secondary resources and individual in-depth interviews. Based on the opinions and observations of the residents of the above-mentioned towns, this article presents the social consequences of limited access to bus and train connections.
Transport policy requires greater territorial differentiation; at the local level, it should be closely integrated with education, health and social policies. This approach to transport policy contributed to the research and determined its area – the research was carried out among school students, and its aim (and that of this article) was to determine the accessibility of secondary schools in the Wągrowiec district via public transport. Many inhabitants of villages and small towns are forced to have a car or else face a whole host of difficulties. The most common difficulties include access to education, health care or better paid work.
Accessibility indicators can be defined to reflect both within-region transport infrastructure and infrastructure outside the region which affect the region (interregional infrastructure). The new geography models show that increase of accessibility may have no positive impact on poor regions development. The only regions on which it may have an effect are those which are rich or those situated on transport corridors. In countries like Poland transport infrastructure might be effective. However the main result of SASI model and IASON project is that socio-economic trends such as ageing of the population and increases of labour productivity have much stronger impact on cohesion indicators (GDP or employment) than regional transport accessibility.
This paper focuses on the changes in transport accessibility at the regional scale in terms of individual car transport due to the introduction to the regional road network of the bypasses of Łódź in the meridian course. The changes are determined on the basis of measures of the time and potential accessibility of the network, conducted before and after the ring roads were implemented. The results are presented in both relative and absolute terms for each of the 4956 settlement units and 177 communes of the Łódź region. The author determines that the construction of motorways and expressways, especially those representing bypasses of large urban centres, helps to increase the cohesion of a region and increase accessibility of peripheral areas, while the size and spatial extent of the impact of road investments are clearly differentiated.
The study aimed to examine the determinants of car choice in daily trips of the inhabitants of four Polish cities: Białystok, Gdańsk, Kraków, and Warszawa. Data from the Eurostat’s Quality of Life 2019 study was used to achieve this goal. The results of the empirical exercise revealed that the main factors affecting travel mode choice included the respondents’ socio-demographic characteristics. The perceived satisfaction with air quality, the city’s noise level, and public transport quality were found among the important predictors of car choice. The homogeneity of travel mode preferences at the city level was also analysed.
The tourism sector plays an important role in regional economies. Its growth could become a driver of socio-economic development of different areas in Poland. The increasing number of visiting tourists has a positive impact on the labour market, and it stimulates entrepreneurship in other regions’ service sectors. Even though some Polish regions have great potential, there persist some substantial barriers to development of tourism: poor state of technical infrastructure, especially transport, significant dispersion of the sector, lack of tourism products, and poor promotion. As no separate policy dedicated to tourism is provided at the European Union level, the development of this sector can be financed from cohesion policy funds. The paper focuses on the use of EU funds for the development of tourism in the Warmia-Mazury region. The results of the analysis show a positive – albeit limited – impact of implemented projects on tourist attractiveness and on competitiveness of tourism sector firms. The effectiveness of the projects is limited due to low interest in cooperation in creating tourism products and to over-investment effects in some projects.
This paper is based on data collected during a study (questionnaire survey and in-depth interviews) conducted in selected Polish gminas and focused on selected road corridors. On this basis, social perception of the accessibility of selected services is assessed as well as changes in frequency of road use, quality of life, and road safety. In the case of three road corridors (highways A1 and A4; express road S8), changes in accessibility have occurred as a result of road investments.
Transport exclusion is currently a serious social problem, especially in the counties of the Low Beskids and the Bieszczady Mountains. To better illustrate this problem, it is necessary to observe changes in the suburban public transportation network and, in particular, to identify areas where its quality has deteriorated significantly. The starting point of the research is the year 1990, when on the one hand, the economy was already shifting to the new free market principles, while on the other hand, PKS enterprises still dominated the public transport. The endpoint of the study is the beginning of the year 2019. The article also discusses the background of the described changes. The summary also includes the consequences of those processes as well as the recommendations on how to neutralise some of their negative effects.
