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Zróżnicowanie poziomu dofinansowania przez samorządy wojewódzkie kolejowych regionalnych przewozów pasażerskich

100%
Górny J.
Rozwój Regionalny i Polityka Regionalna
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2013
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issue 22
15-28
EN
Due to the changes in law, voivodeship governments in Poland has been fully responsible for the organisation and funding of the regional railway passenger traffic since 2004. Their expenses for the subsidy to a deficient passenger transport, as well as purchase of trains is very diversified. They depend mostly on the budget of the voivodeship and on the importance of this kind of transport in the region, which is highly dependent on the diverse density of railway network in Poland. Each government has its own perception of the present and future role of the regional railway transport, which can be seen in the structure of expenses. Although many of them invest substantial amount of money in the development of the railway transport and modernisation of the rolling stock, some draw up their budgets in such a way that it is merely possible to maintain vehicle kilometers on the current level. Moreover, there are various methods of organisation of this type of transport in the voivodeship area, which has an impact on the costs. The amount of money spent on the regional railway passenger transport per capita is diversified across the regions and very often it is a sign of voivodeship’s wealth. The structure of the spending is also diversified – apart from the expenses on the maintenance of the railway connections, there are expenses on the investments, infrastructure and rolling stock. To a circle of the undisputed leaders in organisation of modern and reliable regional railway transport we can rank, considering a variety of criteria, voivodeships: dolnośląskie, kujawsko-pomorskie, mazowieckie, pomorskie, śląskie, wielkopolskie and zachodniopomorskie.
PL
W związku ze zmianami prawa od 2004 r. samorządy wojewódzkie w Polsce są w pełni odpowiedzialne za organizację i finansowanie kolejowego pasażerskiego transportu regionalnego. Ich wydatki, zarówno na dotowanie deficytowych przewozów osób, jak i zakup kolejowych pojazdów szynowych, są bardzo zróżnicowane. Zależą one przede wszystkim od wielkości budżetu województwa, a także od znaczenia tego rodzaju transportu w danym regionie, na które w dużej mierze wpływa zróżnicowanie gęstości sieci kolejowej w Polsce. Poszczególne samorządy nieco inaczej postrzegają obecną i przyszłą rolę regionalnego transportu kolejowego, co uwidacznia się w strukturze wydatków. Wiele z nich inwestuje znaczne środki w jego rozwój oraz modernizację taboru. Niektóre natomiast w taki sposób konstruują budżety, że możliwe jest co najwyżej utrzymanie aktualnej wielkości pracy przewozowej. Ponadto różne są sposoby organizacji tego rodzaju transportu na obszarze województwa, co także wpływa na koszty. Wielkość środków wydatkowanych na regionalny kolejowy transport pasażerski w przeliczeniu na mieszkańca wykazuje duże zróżnicowanie regionalne i najczęściej odzwierciedla poziom zamożności województw. Zróżnicowana jest jednak również struktura wydatkowanych środków – oprócz wydatków na samo utrzymanie połączeń kolejowych pojawiają się wydatki inwestycyjne, w zakresie infrastruktury oraz taboru. Do liderów w organizacji nowoczesnego i niezawodnego regionalnego transportu kolejowego można, biorąc pod uwagę różnorodne kryteria, zaliczyć województwa: dolnośląskie, kujawsko-pomorskie, mazowieckie, pomorskie, śląskie, wielkopolskie i zachodniopomorskie.
2
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Wpływ członkostwa Polski w Unii Europejskiej na przemiany publicznego transportu zbiorowego w Poznaniu

100%
Górny J.
Rozwój Regionalny i Polityka Regionalna
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2014
|
issue 27
143-160
EN
Transportation is one of the domains of economy in which Poland, due to its accession to the EU in 2004, is obliged to adhere to the EU law. Sustainable development has been the paramount objective of the EU sectoral policies and thus the EU is the driving force in undertakings which aim at sustainable development of transportation. EU transportation policy encourages development of economic, safe and eco-friendly transportation. For this reason, the EU strongly supports all undertakings which lead to the improvement of public transportation in agglomerations. Well-organised and dependable public transportation definitely improves the quality of city life and it may contribute to the reduction of crowd and improvement of the environment.The tendency to modernise comprehensively urban systems of public transportation has arrived to Poland from Western Europe. The processes have been initiated by the possibility of subsidising public transportation projects thanks to substantial amount of money from the EU funds. The money allotted for implementation of cohesion policy and regional development policy has clearly changed the image of public transportation in many Polish cities. By dint of these policies, it has become possible to initiate long-delayed investments, i.e. not only the purchase of a fleet of new trams and buses, but also modernisation and development of transportation infrastructure.For Poznań, the first decade of Poland’s EU membership has turned out to be a period of modernisation of the system of public transportation and possibility to buy modern low-floor trams and busses. Curiously, a company from the Wielkopolska voivodeship has won the tender to deliver the fleet three times, thereby strengthening its position on the market. Moreover, three new tram lines have been constructed. The first one, which crosses the city centre, has contributed to the optimization of the tram network and the revitalization of urban spaces. The second one has been built on the outskirts of the city and owing to the fact that in almost half of its length it passes through the tunnel, it is separated from the road traffic. The third one ensures fast and direct transport from the Northern districts of Poznań to the vicinity of main railway station.Apart from that, Poznań has undergone the following changes concerning the organisation of public transportation: separation of the organiser and the carrier of transportation; integration of railway, tram and bus transportation both in the city area and within the agglomeration; introduction of the flexible tariff and modern system of fees. Currently, the authorities of Poznań are planning subsequent investments in the development of public transportation, which can be subsidised in the new budget perspective of the EU.
PL
Pierwsza dekada członkostwa Polski w strukturach Unii Europejskiej była dla wielu miast w Polsce, w tym także dla Poznania, okresem modernizacji i rozbudowy systemu publicznego transportu zbiorowego. Dzięki inwestycjom współfinansowanymze środków przeznaczonych na realizację wspólnotowej polityki spójności i polityki regionalnej dokonano w Poznaniu dużych zakupów taboru tramwajowego i autobusowego. Ponadto powstały trzy nowe trasy tramwajowe, nowoczesna zajezdnia tramwajowa oraz zmodernizowana została część istniejących torowisk. Następowały również zmiany w sferze organizacyjnej transportu publicznego, które prowadzą m.in. do integracji różnych gałęzi transportu w granicach aglomeracji poznańskiej. Wszystko to przyczyniło się do pozytywnej zmiany wizerunku publicznego transportu zbiorowego w mieście.
3
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The attitude of Polish youth towards migrants, and educational process planning in geography teaching Using the example of selected groups of students from Poznań and Warsaw

63%
Awramiuk-Godun A., Górny J.
Miscellanea Geographica. Regional Studies on Development
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2020
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vol. 24
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issue 2
104-109
EN
The political destabilization in the Middle East has caused such a significant wave of migration to European countries, that the situation has evolved into a migration crisis. Research on the awareness and opinions on mass migration conducted among a selected group of Polish youth show how differentiated attitudes are – from moderately positive to extremely negative. At the same time, almost everyone signaled that schools’ engagement in providing students with solid knowledge on migration was insufficient. In this context, this paper discusses the importance of taking account of students’ opinions in the planning of educational processes. If schools are to influence the attitudes of the young, they should create a space for dialogue and for students to express their opinions and values. Such activities, together with solid knowledge, will allow educational and pedagogical objectives to be reached.
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