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The import of used cars to Poland after EU accession

100%
Bartłomiej B.
Prace Komisji Geografii Przemysłu Polskiego Towarzystwa Geograficznego
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2020
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vol. 34
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issue 2
EN
The purpose of the article is to identify the volume and spatial structure of imports of used cars to Poland during the first 15 years of membership in the European Union, using data from the Central Re gister of Vehicles. The article attempts to answer three key research questions: (1) What was the volume of imports of used cars to Poland in the period 2004–2018 against the background of the volume of imports into other selected countries and in relation to the level of sales of new cars? (2) From where (which countries) to where (which regions of Poland) were used cars imported? (3) How does the import of used cars affect the age structure of passenger cars in Poland? The conclusions of the study are as follows. In the period 2004–2018, nearly 12 million used cars were imported to Poland, which makes Poland the world leader in this field. The changes in the volume of imports were mainly influenced by the economic slowdown and lowering of consumers’ income levels, vehicle scrapping programs in Western Europe (which reduced the supply of older cars in these countries) and the value of the zloty against the euro. Most cars were imported from Germany, and the main gateways for imported cars were the so-called “car crescent”, located mainly in the Wielkopolska region. The average age of imported cars varied from around 8.5 to around 11 years and increased the average age of cars in Poland.
2
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The tourist function in a car factory Audi Forum Ingolstadt example

100%
Cudny W., Horňák M.
Bulletin of Geography. Socio-economic Series
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2016
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vol. 33
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issue 33
23-28
EN
The article presents modern car industry and tourism issues. It is a case study of a multifunctional centre - the Audi Forum Ingolstadt, situated next to a large Audi factory in Ingolstadt, Germany. It was created in order to promote the Audi brand and provide service for the customers picking up their cars in Ingolstadt. It also performs tourist functions as it focuses on providing service for the people who arrive to visit the car factory, the Audi museum mobile and the region. The centre offers specific tourist products based on particular experiences, which may be included in industrial tourism. The facilities in the Audi Forum Ingolstadt are tourist assets in themselves; they may also be seen as tourist infrastructure. It is also a place where numerous events are held, attracting tourists. The Audi Forum Ingolstadt is an example of a multifunctional centre with distinctive tourist functions, situated on the premises of a large modern car factory.
3
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Auta pro faráře. Materiální pomoc protestantských církví přes železnou oponu v 70. a 80. letech 20. století

100%
Beneš L.
Střed. Časopis pro mezioborová studia Střední Evropy 19. a 20. století. / Centre. Journal for Interdisciplinary Studies of Central Europe in the 19th and 20th Centuries.
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2022
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vol. 14
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issue 2
74-90
EN
During the 1970s and 1980s, the pastors of the Evangelical Church of Czech Brethren regularly received cars as gifts from their partners in the Evangelische Kirche in Deutschland. This was a form of aid that Protestants in Czechoslovakia received from their West German partners. However, the transfers had to be approved by representatives of the Secretariat for Church Affairs. Through analyzing the selection of the pastors who received the cars and the process of approving of the foreign donations, we can show how the disciplination by the state authorities was carried out. It can also shed a light on how the pastors themselves were disciplined by their ecclesiastical superiors. The research further shows that the car deliveries during the Cold War were made possible by the long-standing relationship between Protestants from Czech and German countries that goes back well into the 19th century.
4

Decision Tree Approach to Discovering Fraud in Leasing Agreements

72%
Horvat I., Pejić Bach M., Merkač Skok M.
Business Systems Research Journal
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2014
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vol. 5
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issue 2
61-71
EN
Background: Fraud attempts create large losses for financing subjects in modern economies. At the same time, leasing agreements have become more and more popular as a means of financing objects such as machinery and vehicles, but are more vulnerable to fraud attempts. Objectives: The goal of the paper is to estimate the usability of the data mining approach in discovering fraud in leasing agreements. Methods/Approach: Real-world data from one Croatian leasing firm was used for creating tow models for fraud detection in leasing. The decision tree method was used for creating a classification model, and the CHAID algorithm was deployed. Results: The decision tree model has indicated that the object of the leasing agreement had the strongest impact on the probability of fraud. Conclusions: In order to enhance the probability of the developed model, it would be necessary to develop software that would enable automated, quick and transparent retrieval of data from the system, processing according to the rules and displaying the results in multiple categories.
5
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Ministerstwo Motoryzacji czy Centralny Urząd Samochodowy? – polska motoryzacja na rozdrożu. Plany, możliwości, instytucje (1944–1948)

72%
Wilk H.
Pamięć i Sprawiedliwość
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2015
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issue 1(25)
144-162
EN
The Ministry of Motorization or the Central Office for Motor Vehicles? – Polish motorization at a crossroads. Plans, opportunities, institutions (1944–1948) The end of World War II meant the beginning of a new chapter in nearly all areas of life. One of them was motorization which, as a result of the unfavourable policy of the authorities of the Second Polish Republic and the war damage inflicted by both Nazi Germany and the Soviet Union, in fact ceased to exist. In that situation, the years 1945–1949 were the period in history in which many concepts of its development originated. People connected with the prewar Polish Automobile Club became eagerly involved in this; after the end of World War II, they played an active role in the process of restoration of Polish motorization. During the five years mentioned, several institutions were founded whose objective was to develop a national plan for the development of motorization, which would take advantage of the potential of the automobile industry. Such documents were prepared by: the State Motor Vehicle Office, the Committee for National Motorization or the Motorization Sub-Committee. Nearly all the plans being discussed had one point in common – the establishment of an institution at the central level (perhaps a ministry), which would control all decisions connected with widely understood motorization. Before that, the competencies of individual offices had overlapped in many cases, resulting in disputes. Unfortunately, nearly all of these plans remained ‘on paper’ only, as they were not approved by decision-makers.
6
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Dla kogo miasto?
 Dla ludzi czy dla samochodów?

58%
Parysek J. J.
Studia Miejskie
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2016
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vol. 23
9-27
PL
Niemal powszechnie przyjmuje się, że jednym z głównych czynników rozwoju przestrzennego i przekształceń przestrzenno-strukturalnych, a także problemów funkcjonowania współczesnych miast jest motoryzacja, a konkretnie samochód. To ten wynalazek techniki sprawił, że zabudowa miast rozlewa się na zewnątrz, rosną koszty funkcjonowania miast, budowy nowych dróg oraz sieci infrastruktury, rozwoju transportu publicznego, że do coraz bardziej dotkliwie doświadczanych problemów należą: zatłoczenie ulic, wypadki drogowe, zanieczyszczenie powietrza, hałas, wzrost kosztów życia w mieście, a także kurczenie się przestrzeni publicznych. Wszystko to sprawia, że w nowszych ideach rozwoju miast i koncepcjach urbanistycznych pojawiają się działania mające ograniczyć wpływ motoryzacji na rozwój i funkcjonowanie miast. W niniejszej pracy z jednej strony przedstawia się wpływ motoryzacji na rozwój przestrzenny i funkcjonowanie miast, a z drugiej strony prezentowane są te koncepcje urbanistyczne, które zawierają w sobie działania prowadzące do tworzenia „miasta dla ludzi”. W kontekście obserwowanej sytuacji pytanie „dla kogo miasto?” jest jednym z tych, na które odpowiedzieć muszą i władze miasta wraz ze służbami urbanistycznymi, i jego mieszkańcy – i to możliwie konkretnie i szybko.
EN
It is almost universally acknowledged that one of the chief factors in spatial development and spatial-structural changes, as well as a growing challenge to the functioning of modern cities is motorisation, and more precisely – the car. It is this technological invention which is responsible for the sprawl of urban environment, rising costs of cities functioning, construction of new roads and infrastructural networks and higher and higher outlays on the development of public transport. Among the problems that have been growing in intensity are crowded streets, road accidents, air pollution, noise, rising costs of living in the city and shrinking public spaces. As a result, in recent ideas of urban development and town-planning conceptions there appear measures intended to curb the impact of motorisation on the development and operation of cities. This paper presents the influence of motorisation on the spatial development and functioning of cities as well as those town-planning conceptions which lead to the formation of ‘a-city-for-people’ approach. Regarding the examined situation, the question ‘Whom is the city designed for?’ is one of those that must be answered by both city authorities together with town-planning experts and city dwellers – and this as quickly and in as concrete terms as possible.
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