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Local public transport planning in Poland - geographical input

100%
Chaberko T., Kretowicz P.
Bulletin of Geography. Socio-economic Series
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2014
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vol. 23
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issue 23
7-24
EN
This paper concentrates on geographical contribution to public transport planning in Poland with a special regard to transport services of general interest. The authors draw on the newly enacted Polish legislative acts concerning public transportation: the Act of 16 December 2010 on public transport and the Regulation of 25 May 2011 on the detailed scope of sustainable development plan of public transport. According to these legal acts, authorities of the largest local and regional governments in Poland are obliged to prepare public transport plans by March 2014. In order to provide useful guidelines that would ameliorate the preparation of public transportation plans by these authorities, the authors demonstrate some effective examples of geographical analyses utilising sample cases of a medium-sized city (Gdynia) and a medium-sized poviat (Krosno poviat). The authors explain how to delineate the network of public transport of general interest in these administrative units along with route categorisation. Additionally, some principles of the city area division into public transportation sectors - a spatial unit facilitating public transport planning - are presented on the example of Gdynia.
2
Content available remote

Geographical input to local public transport planning in Poland

100%
Chaberko T., Kretowicz P.
Bulletin of Geography. Socio-economic Series
|
2013
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vol. 22
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issue 22
35-46
EN
This paper addresses geographical contributions to public transport planning in Poland according to the newly adopted legislation: the Act of 16 December 2010 on public transport and the Regulation of 25 May 2011 on the detailed scope of sustainable development plan of public transport. The authors investigate the application of geographical approach to public transport planning on the local level and its perspectives with a special regard to a public transport plan as the main document introduced by law in order to aid local governments in organising and managing transport services of general interest. This paper also prompts geographers to pay more attention to the ongoing changes in the legislature concerning public transport and encourages them to get involved in public transport planning both in practice and through scientific research. The authors present a few examples of preliminary selected areas deprived of appropriate public transport, hence predisposed for transport of general interest.
3

Geographical distribution of poverty In Poland

81%
Chaberko T., Grad N., Kretowicz P., Łebek S.
Prace Geograficzne
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2012
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issue 130
43-54
EN
Local indicators of spatial association (acronym: L I S A) were used to identify regions of high and low poverty in Poland. Poverty is defined as the percentage of individuals on welfare – mean values for the period 2007 – 2009. Each region was assigned a name based on location. Twelve indices commonly associated with poverty were analyzed – 4 of the 12 describe financial status, next 4 social and demographic diversity, and last 4 the standard of living. The authors considered the selected indexes and the way they indicate poverty in some regions and are not related to poverty in other regions. The paper concerns cities, suburban gminas and rural gminas.
4
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Social and Spatial Dimensions of Demographic Processes in Beijing Municipality at the Turn of the 21STCentury

81%
Chaberko T., Fedirko A., Kretowicz P.
Bulletin of Geography. Socio-economic Series
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2011
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vol. 16
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issue 16
5-19
EN
This study focuses on the demographic processes in Beijing Municipality at the turn of the 21st century and attempts to evaluate a role of China's social policies upon contemporary population changes. Two main determinants influencing present demographic characteristics were taken into consideration: the immigration of temporary workers and one-child policy. Socio-economic processes in Beijing are accompanied by the rapid changes of urban physiognomy as a result of immense city development (new industrial and residential areas) and new investments prepared for the 2008 Olympics. A spatial typology of socio-demographic changes between 1997 and 2007 was created in order to distinguish areas of different demographic and social development. Concluding remarks of this study highlight main characteristics and determinants of Beijing Municipality demographic features and a pace of their changes. Evidences typically found in Beijing clearly show a crucial role of market economy elements which have a great effect upon socio-spatial urban expansion.
5
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Funkcjonowanie Wielkiego Centrum Handlowego w Ujęciu Przestrzennym i Czasowym (na przykładzie Bonarka City Center w Krakowie)

81%
Chaberko T., Ciechowski M., Kretowicz P.
Ekonomia. Rynek, Gospodarka, Społeczeństwo
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2013
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issue 32
121-136
EN
This article considers shopping mall as: a) a place of spatial influence as evidenced by the area customers commonly come from (on a local, regional and country-wide scale), b) a place of customers’ arrivals over time (during different times of the day and week). An example of the Bonarka City Center—a newly opened shopping center located in Cracow—was employed to tackle four significant issues. The research procedure included a field data gathering carried out in February 2010 in the underground parking lot situated beneath the mall major trade area. Each investigator was to note down the number of cars entering the lot, license plates county code and the number of passengers inside. Besides, all of the people were subjectively classified to different age groups. Customers who came on foot or by public transport were not included in the analysis. First, the authors endeavored to determine the size of daily traffic at the shopping center. Secondly, the main directions of customers’ arrivals (crude, controlled for population and per automobile) enabled to delineate the major area people are attracted from by the shopping mall. Thirdly, an analysis over time revealed peaks and trough times over the daily traffic, both diverse during a working day (here: Tuesday) and weekend (here: Saturday). The final issue discussed hereby concerned the customers’ age in relation to the arrival times, which allowed tracing a varying demand over a day.
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