Dostępność dzienna w układzie miast wojewódzkich w Polsce = Daily accessibility among Poland’s voivodeship cities

Abstract

<jats:p>Daily accessibility as one of the measures of transport accessibility is an indicator that can be used, i.a. as relations between a given area’s transport system and spatial planning are analysed. The indicator provides a broad field for assessing the effectiveness of the transport system and spatial planning operating at a given time, while simultaneously indicating directions by which these may be improved. The main aim of the work detailed here was to assess whether and to what extent the current road system, as well as the layout of railway lines and connections, creates positive conditions for the development of the network configuration of Polish metropolises. In terms of application, the aim is to assess the level of implementation of the polycentric metropolitan network referred to in the KPZK 2030 document (i.e. Poland’s National Spatial Planning Concept through to the year 2030). The paper thus presents an attempt to determine the potential for mutual functional and spatial connections to be established or reinforced within Poland’s system of voivodeship cities. That estimation of potential was based on analysis of daily (i.e. within-the-day) accessibility among the cities in question. The measurement of daily accessibility was based on the time of individual (car) travel or that involving rail transport. The analysis further included three variants for travel within the space of a given day (i.e. with 4, 6 or 8 hours available at the destination). This allowed for the development of a synthetic index of daily accessibility by which to characterise selected voivodship cities, which might then be classified in terms of their potential for establishing functional and spatial interrelatedness. The results of the research conducted offer a broad insight into the potential for selected voivodship cities to benefit from participation in the inter-agglomeration network. Moreover, thanks to our research, it was possible to identify peripheral areas (in which development potential was relatively lower) – which therefore require the kind of additional activation and compensatory action foreseen by KPZK 2030. Such actions should certainly relate to improved transport accessibility among the system’s largest centres.</jats:p>

Multimodal Evaluation of Changes in National Potential Passenger and Freight Accessibility during the EU-Driven Big Push to Transport Infrastructure

“…The accession of new countries to the European Union has usually been associated with the intensive development of transport infrastructure and an improvement in accessibility. This was particularly the case with the 2004, 2007 and 2013 enlargements [1][2][3][4][5][6], but also with earlier ones, including Spain [7][8][9], Portugal [10][11][12] and Greece [13]. Most of the aforementioned studies focused on changes in accessibility concerning one selected mode of transport.…”

Do Local Socio-Economic Structures Determine the Spatial Distribution of Human Capital? Analysis of Connections for Rural Areas in Poland

“…This phenomenon mainly concerns rural areas of types 3, 2, and 1 according to the RDM methodology, grouped mainly in the Zachodniopomorskie, Warmi ńsko-Mazurskie, Mazowieckie, and Lubelskie Voivodships (excluding the enclaves around the largest cities in these regions). It turns out that the peripherality and often resulting marginalisation of many municipalities is related to their limited spatial accessibility and even to the transport exclusion of a given municipality [53,70].…”

Strefy wpływu miast a migracje ludności w regionie policentrycznym

“…Do nielicznych publikacji na temat strefy wpływu po 2000 r. można zaliczyć pracę Hołowieckiej ( 2004) oraz Zborowskiego (2005). W ostatniej dekadzie strefy wpływu miast rozpatrywano w ujęciu dostępności czasowej i transportowej (Garbacz, Komornicki, Kowalczyk, 2020;Komornicki, Śleszyński, Rosik, Pomianowski, 2010), jak i powiązań funkcjonalno-przestrzennych między największymi obszarami metropolitalnymi w Polsce (Jałowiecki, 2005;Kaczmarek, 2010;Korcelli, 2011;Korcelli--Olejniczak, 2012;Kuć-Czajkowska, 2010;Liszewski, 2010;Markowski, Marszał, 2006;Smętkowski, 2001;Smętkowski, Jałowiecki, Gorzelak, 2009;Szymańska, 2018;Szymańska, Chodkowska-Miszczuk, Biegańska, 2013;Śleszyński, 2011;Zuzańska-Żyśko, 2016 badania wybrano osiem gmin, położonych w różnych powiatach w strefie bezpośredniego ciążenia miast na prawach powiatu, które tworzą wieloośrodkowy rdzeń złożony z 13 ośrodków. W GZM zachodzą znaczne procesy depopulacji w największych miastach (Runge, 2011(Runge, , 2018Runge, Runge, Kantor-Pietraga, Krzysztofik, 2020).…”