Tomasz Komornicki

Territorial Keys for Bringing Closer the Territorial Agenda of the EU and Europe 2020

ABSTRACT The recent developments of the economic theory suggest that due attention to territorial context increases efficiency and improves delivery of the policies. This in turn calls for better linkages between spatial and socio-economic efforts. The paper analyses the concept of policy territorialization and proposes policy tools for that purpose. The relevant theoretical models are used, mainly evolutionary economics and new economic geography. The key outcome is a set of territorial keys supposed to enhance territorial approach in developmental policies. Also some plausible ways of making use of those keys are proposed and then tested using Polish territory as a case study.

Factors of development of car ownership in Poland

The paper aims (1) to confront the spatial distribution and dynamics of car ownership in Poland with the experiences of the development of private car ownership in other Central and Western European countries; (2) to analyse the phenomenon considered at the regional level, also with respect to its causes and consequences; and (3) to attempt to answer the question whether in the circumstances of the post-socialist countries the development of private car ownership is conditioned by the same factors as those defined in earlier analyses, mainly on the basis of the experiences from developed countries.

SPECIFIC INSTITUTIONAL BARRIERS IN TRANSPORT DEVELOPMENT IN THE CASE OF POLAND AND OTHER CENTRAL EUROPEAN TRANSITION COUNTRIES

In this article, the author describes the manifold impediments to fully liberalized transportation development in Central Europe specifically against the political field of their status as “transition countries” post-1989. Focusing on these factors, the author describes both internal and external factors that have affected these nations’ political milieus and the barriers specific to the institutional-bureaucratic barriers that have yet to be overcome in transportation economics development. The author lists five primary problems with the past decade and a half of Central European transport development. The first is the lack of an overall strategic concept, which limits univocal and powerful policy that would better the general state of political economy in these countries. Secondly, the author describes an “inertia of spatial planning” that is the lack of the governing bodies’ (specifically Poland’s) ability to adapt to changing spatial perceptions caused by newer technologies. The author couples this with the third factor, the inertia of the functionality of public transportation carriers. Finally, the author lists two counter-points in the overall strategy of the governing bodies: the excessive liberalism in the countries’ allowance for citizen protest against new projects and the low flexibility in the domain of improving road traffic safety. The author concludes with a few remarks on the potential solutions to the problem his article

Eksport w ujęciu regionalnym jako miernik rozwoju przemysłu

Wiele tradycyjnych miernikow stosowanych w geografii przemyslu stracilo w okresie transformacji systemowej swoje znaczenie. W przypadku innych drastycznie zmalala osiągalnośc danych pierwotnych. Przestrzen przemyslowa badana w oparciu o wielkośc zatrudnienia w drugim sektorze gospodarki ulegla w Polsce w tym okresie znacznemu ograniczeniu (Gieran-czyk, Stanczyk 2001). Jednocześnie w miejsce miar ilościowych w ocenie potencjalu przemyslowego coraz wiekszego znaczenia nabierac zaczely wskaźniki jakościowe. Obrazują one zarowno strukture produkcji (udzial branz zaawansowanych technologicznie), jak i sytuacje rynkową poszczegolnych przedsiebiorstw (obroty, rentownośc itd.). Proces kurczenia sie przestrzeni industrialnej nabiera w tym kontekście innego wymiaru i nie jest az tak jednoznaczny (z calą pewnością mozemy jedynie mowic o kurczeniu sie tradycyjnej przestrzeni przemyslowej).

BUS CONNECTIONS BETWEEN POLAND AND OTHER EUROPEAN COUNTRIES.

Since 1990 a very rapid increase in Polish international coach services has taken place. Balancing of the official and black market U.S. dollar exchange rate and changes in accounting systems between countries of the former Eastern Bloc caused an unparalleled rise in plane and rail ticket prices. The supply of cheap international transport started to be insufficient. This situation was taken advantage of by the newly opened, mainly private bus companies. The result was that by August 1993 Poland already had 325 regular international coach services providing regular transport to 25 European countries.

Traffic Modeling in Poland at the Municipal Level. Multi-purpose Model

The main objective of this paper is to develop passenger traffic modeling for the entire territory of Poland at a detailed spatial scale. Analysis embraces a large number of transport regions at the municipal level and a network of national and regional (provincial, voivodeship) roads. For this purpose statistical data has been applied indicating local conditions related to spatial and socio-economic structure as well as functional relations. The cognitive goal of the study is to identify factors affecting the distribution and intensity of passenger vehicle traffic. Such identification allows for separation of those sections of the network, for which local socio-economic conditions and specific functional connections determine a different modeled traffic intensity from the actual traffic based upon the General Traffic Census measure. Modeled results have been compared with the authentic distribution of traffic on the network of national and regional roads in Poland in 2010. Combination of the following six travel purposes has been taken into account: commuting to work (COM), shopping trips (CH), commuting to university (EDU), business trips (BIZ), visiting friends and relatives (VFR) and tourist trips (TUR). Grouping the six travel purposes in a single multi-purpose model has proved to be successful and led to improved fitting with the General Traffic Census results.

The delimitation of areas of strategic intervention in Poland: A methodological trial and its results

Abstract This main aim of this study is the examination and discussion of a conceptual and theoretical model for Poland’s areas of strategic intervention. Following a review of the current strategic documents at national and regional levels, it is possible to propose two basic categories of areas of strategic intervention: 1) growth areas (territories with natural or socioeconomic properties particularly favourable for development); and 2)problem areas (territories with unfavourable features and socioeconomic and/or natural processes). Among the problem areas it is possible to distinguish three main types: the social, the economic and the natural, albeit with the possibility of applying an even more detailed typology that allows for combinations of these types. Scientific findings can be combined with the results of empirical research to encourage the proposal of a new method of delimiting areas of strategic intervention. The identification of growth areas is primarily based on expert knowledge, which is clearly qualitative. In turn, the processes by which problem areas are delimited is quantitative in nature, reflecting analyses of selected diagnostic indicators that take social, economic and natural issues into account. The results which were obtained relate to the concept of endogenous development, as well as the assumptions under pinning policies of territorial cohesion.

Modelowanie dostępności i mobilności w kontekście zróżnicowań regionalnych liczby ludności, PKB i spółek prawa handlowego

The article is an original synthesis of accessibility and mobility modelling that is carried-out in the Institute of Geography and Spatial Organization, Polish Academy of Sciences (IGSO PAS). The paper takes into account the spatial context of industry development in Poland, with particular emphasis on the spatial dis- tribution of population, GDP and location of commercial companies. The potential accessibility in HGV trans- port, where attractiveness depends on both population and GDP is taken into consideration. For the empirical analysis the OGAM application was used. In the part of the paper devoted to mobility issues, a model uses the results of the distribution of traffic on the national and voivodeship road network and VISUM software. The original method compares the results of the gravity model for travel between commercial companies carried out by entrepreneurs (businessmen, sales representatives, etc.) with the real traffic distribution. The overestimation/underestimation of traffic with respect to the results of the General Traffic Survey in 2010 was shown. Both in the accessibility and mobility studies a matrix of travel time at the municipal level (2,321 units) was used. Speeds were calculated based on the IGSO PAS speed model. It was pointed out that the potential and gravity models are still not very popular methods of analysis of determinants of industrial de- velopment in Poland. They provide the opportunities for indicating potential locations for new investments in the context of both freight transport and business travel