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Autostrady i porty lotnicze w kształtowaniu przestrzeni miejskiej i podmiejskiej

100%
Trzepacz P.
Studia Miejskie
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2010
|
vol. 2
153-165
EN
Airports and motorways belongs to the large-scale infrastructure. In both cases we can observe dynamie development of such objects in Poland. Author researched their impact on real estate market and local mobility patterns. In both cases it’s possible to identify the areas of negative impact of this group of transport infrastructure. This negative impact reflects on the land prices - but those interactions are spatially selective. In the case of airports, those areas which function under the axis of aireraft movements suffers from high noise level and greater pollution emission. It decreases the ąuality of life and indirectly impacts on real estate market. In the case of motorways we can also find the areas where those negative aspects are morę trouble some than in the others. The settlements which are located nearby the nodes between motorway and local roads may develop fast because they present high level of accessibility to the main urban area and often are separated from negative acoustic climate by the system of acoustic screens. From the other hand settlementsin direct neighborhood to the motorway, but without accessibility to the node, are cut from this kind of positive impact. In this case local society can suffer from limited possibilities of mobility caused by motorway as the corridor in space, hard or even impossible to cross.
PL
Lotniska i autostrady należą do infrastruktury wielkoskalowej. W obu przypadkach można zaobserwować dynamiczny rozwój takich obiektów w Polsce. Autor badał ich wpływ na rynek nieruchomości i lokalne wzorce mobilności. W obu przypadkach można wyznaczyć obszary negatywnego wpływu tego rodzaju infrastruktury transportowej. Odzwierciedla to negatywny wpływ na ceny gruntów, jednak te interakcje są przestrzennie zróżnicowane. W przypadku lotnisk obszary, które znajdują się w ramach osi ruchu statków powietrznych, cierpią z powodu wysokiego poziomu hałasu i zwiększonej emisji zanieczyszczeń. To obniża jakość życia mieszkańców tych terenów, a pośrednio wpływa na rynek nieruchomości. W przypadku autostrad możemy znaleźć obszary, w których takie negatywne działania są bardziej uciążliwe niż w innych. Osiedla znajdujące się w pobliżu węzłów autostrad i dróg lokalnych mogą rozwinąć się szybciej, ponieważ reprezentują wysoki poziom dostępności do głównych stref urbanistycznych, a często są oddzielone od negatywnych efektów dźwiękowych przez system ekranów akustycznych. Zarazem jednak osiedla w bezpośrednim sąsiedztwie autostrady, ale bez dostępu do węzła, są odcięte od pozytywnego wpływu występowania węzłów komunikacyjnych. W tym przypadku społeczności lokalne mają ograniczone możliwości poruszania się spowodowane przez autostradę jako korytarz w przestrzeni, który jest trudny lub wręcz niemożliwy do przekroczenia.
2
Content available remote

Spatial Distribution of EU Structural Funds in Poland in 2004-2006 - Factors, Directions, and Limitations

63%
Płaziak M., Trzepacz P.
Bulletin of Geography. Socio-economic Series
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2008
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vol. 9
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issue 9
33-46
EN
In 2004, Poland joined the European Union. This access means the possibility of taking advantage of European Union Structural Funds. Apart from this the structural funds play another important role. The popularity of the idea of European integration in countries like Poland depends largely on the effectiveness of this financial support, which theoretically should lead to economic and social development on different levels (local, regional, national, and even continental). The main problem of relying on EU funds is their unequal availability, which is limited, for example, because of the granting principles.
3
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Entrepreneurship of Inhabitants vs. Economic Activity of Large and Medium Enterprises in Rural Areas of Selected Historical Regions of Poland

63%
Dej M., Trzepacz P.
Bulletin of Geography. Socio-economic Series
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2009
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vol. 11
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issue 11
89-104
EN
In the past historical periods, each particular region of Poland was developing -- in a sense -- as separate organism; some of them were achieving a relative rise in the economic hierarchy, whereas some other were plunging in backwardness. These disparities have remained very distinctive until today, especially between the rural areas of different parts of the country. The aim of this paper is to determine diversifications of economic development level in four selected regions of Poland (Little Poland -- pol. Małopolska, West Pomerania, Lower Silesia and the Lublin Region), measured as the localisation range and characteristics of big and medium enterprises in rural areas. Another objective was to observe the relation between localisation and characteristics of those enterprises and the general initiative of local inhabitants. The analyses carried out for this paper have served to create a typology of communes, depending on the number of workplaces in big and medium enterprises in this areas, as well as the general initiative of inhabitants, which then enabled the assessment of economic disparities between rural areas of selected Polish regions.
4

Pasażerski transport lotniczy Polski w dobie liberalizacji (2004–2012)

63%
Jemioło J., Trzepacz P.
Prace Geograficzne
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2012
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issue 131
7-34
EN
As a result of socio-economic changes in the early 1990s, the inhabitants of Poland gained the opportunity of unrestricted movement beyond the country’s borders. However, only with the liberalization of air transportation, brought about by Poland’s entry into the European Union, were Poles given a real option of using an airplane as a feasible means of travel. This was in large part attributed to the introduction of low-fare airlines, which utilize mainly regional airports. The large wave of migration stemming from the opening up of labor markets to the inhabitants of new E U member states served as an additional factor creating additional demand. Owing to the above, since 2004, passenger air transportation in Poland has reached new levels. I n 2013 the number of passengers checked in at Polish airports should exceed 25 million. Although the global economic crisis has hampered all air transportation markets in Europe, Polish airports have exceptionally quickly returned to the path of dynamic growth. I n the immediate future, the direction and dynamics of air transportation growth in Poland will be in large part bound to the fate of Poland’s national air carrier – P L L L O T.
5

Connecting airports with cities. Perspectives of air-rail links development in central Europe

51%
Kołoś A., Taczanowski J., Trzepacz P.
Prace Geograficzne
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2012
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issue 130
107-129
EN
Air travel has increased rapidly in Central Europe in the first decade of the 21st century thanks to the admission of Czech Republic, Hungary, Poland and Slovakia to the European Union and the liberalization of their air travel market. Rapid increase in the number of air travelers in Central Europe created new challenges for Central European airports, which had to expand, modernize and better connect to urban cores. The best solution of the last problem is to organize rail transport, which can handle considerable high passenger volumes, avoids traffic jams, and exerts a relatively small impact on the natural environment. The creation of rail transportation systems increases the airports competitiveness of making cities and whole geographical regions more accessible in general. Another benefit of this transport is that the construction of airportrail links includes metropolitan areas which had no efficient transport systems.
6

Sto lat doświadczeń portów lotniczych w przestrzeni Europy

51%
Boruta T., Marada M., Quodomine R., Trzepacz P.
Prace Geograficzne
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2012
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issue 131
35-53
EN
Air transportation infrastructure has been present in Europe for over 100 years. In that period of time, the location pattern of airports has changed. Initially, airports were established at central locations in urbanized areas. Later on, airports were being established closer to the city limits. With the growth of new suburbs, such locations became no less burdensome. Today, the building of new airports takes place at substantial distances from urbanized areas. This by no means implies that new airports are somehow disconnected from other types of services or residential areas. Airports are built in line with the concept proposed by J. D. Kasarda, whereby they serve as specialized units, with their unique morphological and functional aspects. In Europe, partly due to the limited availability of land, new airports usually replace old airports. The overall picture of the European continent’s array of airports shows that they are concentrated in its western part. On the other hand, most new airports are found in Eastern and Southeastern Europe – which can be attributed to the region’s effort to overcome its deficit of infrastructure.
7
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Przemiany funkcji handlowych i usługowych centrum dzielnicy mieszkaniowej na przykładzie Krakowa-Nowej Huty

51%
Brzosko-Sermak A., Płaziak M., Trzepacz P.
Prace Komisji Geografii Przemysłu Polskiego Towarzystwa Geograficznego
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2017
|
vol. Volume 31, Issue 2
95-10
PL
Nowa Huta, która powstała w 1949 roku jako odrębne miasto, już po dwóch latach została przyłączona do Krakowa, stając się jedną z jego dzielnic. Od samego początku w okolicy placu Centralnego, zgodnie z zamierzeniami planistów, wykształciło się centrum Nowej Huty – obok centrum Krakowa najbardziej rozpoznawalne centrum (subcentrum / centrum dzielnicowe) tego miasta. W okresie socjalistycznym Nowa Huta, będąca składową Krakowa, dawała jednocześnie mieszkańcom poczucie odrębności, głównie poprzez rolę, jaką dla zaspokojenia ich potrzeb odgrywał pobliski kombinat metalurgiczny. W okresie transformacji społeczno-ekonomicznej rola tego kombinatu znacznie się zmniejszyła. Dzielnica pogrążyła się w kryzysie ekonomicznym i społecznym. Równocześnie rosła integracja przestrzenna i społeczna dzielnicy z resztą miasta. W Nowej Hucie, ze szczególnym uwzględnieniem jej centrum, zaobserwowano kryzys lokalnych funkcji handlowo-usługowych. Dotychczasowe unikalne funkcje centrum zaczęły się dewaluować. Mimo początków rewitalizacji miejsca obserwujemy systematyczny proces zaniku funkcji centralnych omawianego obszaru, chociaż jako element układu urbanistycznego i w świadomości mieszkańców oraz innych użytkowników nadal funkcjonuje on jako centrum Nowej Huty. Omawiane zjawisko utraty funkcji centralnych tej części dzielnicy powinno stanowić wyzwanie dla decydentów podejmujących działania związane z rozwojem miasta.
EN
Nowa Huta, which was founded in 1949 as a separate town, after 2 years was incorporated to Krakow, becoming one of its districts. In the very beginning, as intended by the planners, the centre of Nowa Huta was created around Plac Centralny. Alongside the centre of Cracow, it is the most recognizable centre (district centre) of the city. In the socialist period Nowa Huta, being a component of Cracow, gave its residents the feeling of autonomy, mainly due to the role of a nearby steelworks which played an important part in meeting their needs. In the period of the social-economic transformation the role of the factory was significantly reduced. The district fell into an economic and social crisis. At the same time, spatial and social integration of the district with the rest of the city became stronger. It was observed that Nowa Huta, particularly in its central part, was experiencing a crisis of local commercial and service functions. Previously unique functions of the centre started to devaluate. In spite of the onset of revitalization of the place we are observing a systematic disappearance of the central functions of the area, although, it functions as the centre of Nowa Huta in terms of urban layout and in the awareness of the inhabitants and other users. Discussed phenomena of the declining functions of this part of the district should be of great priority for policy makers undertaking the issues related to the development of the city.
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