Europa XXI (2016) vol. 31
Changing of spatial structure - production and transport issuses
Articles
Europa XXI (2016) vol. 31, pp. 5-14 | 
Full text
doi: https://doi.org/10.7163/Eu21.2016.31.1
Abstract
In the post-industrial, free-market economy, the ability of spatial planning to truly influence the location choices of business owners is limited, while the vast majority of means of production are in non-public hands. On top of that, coordinating spatial policies and decisions between administrative entities is a major challenge in numerous places in Europe. The aim of the paper is to assess the case of a medium-sized European city (Wroclaw, Poland) and its spatial management complication which has observable consequences for the spatial structure and economic functioning of the city. The paper examines the situation through the lens of production and manufacturing activities (with a cautious approach to the term ‘industry’). The case is analysed in two inseparable ways: spatial and economic; in parallel, the discussion is developed on the issue of the interconnection of policy-making in the metropolitan area (the city “vs.” its surrounding rural communes). The paper reviews the changes in employment in the subsequent sectors of the metropolitan area in within 25 years since the political transformation of Poland while keeping an eye on the physical and spatial changes of the aforementioned metropolitan area. The secondary output of the paper is outlining the suburbanisation processes of large Polish cities, however as seen not from the most frequently presented perspectives (such as housing or transportation) but from a more economy- and spatial responsibility-focused one.
Keywords: industry, suburbanisation, spatial distribution of activities
Citation
APA: Barski, J., & Barski, J. (2016). 25 years after transformation: changes in spatial distribution of production activities in the case study of Wroclaw. Europa XXI, 31, 5-14. https://doi.org/10.7163/Eu21.2016.31.1
MLA: Barski, Jan, and Barski, Jacek. "25 years after transformation: changes in spatial distribution of production activities in the case study of Wroclaw". Europa XXI, vol. 31, 2016, pp. 5-14. https://doi.org/10.7163/Eu21.2016.31.1
Chicago: Barski, Jan, and Barski, Jacek. "25 years after transformation: changes in spatial distribution of production activities in the case study of Wroclaw". Europa XXI 31 (2016): 5-14. https://doi.org/10.7163/Eu21.2016.31.1
Harvard: Barski, J., & Barski, J. 2016. "25 years after transformation: changes in spatial distribution of production activities in the case study of Wroclaw". Europa XXI, vol. 31, pp. 5-14. https://doi.org/10.7163/Eu21.2016.31.1
Europa XXI (2016) vol. 31, pp. 15-26 | Full text
doi: https://doi.org/10.7163/Eu21.2016.31.2
Abstract
In this text I present the outcome of analysis concerning the southern peripheral areas of Wroclaw that have been formed as a result of individual decisions of developers and individuals. The case study includes the districts located along the southern border of the city: Ołtaszyn Wojszyce – Jagodno – Brochów with its adjacent villages: Wysoka – Radomierzyce – Biestrzyków, Żerniki Wrocławskie – Iwiny – Smardzów – Zacharzyce. As one of the largest sprawl areas of the city, it illustrates the threats stemming from this process, but simultaneously it enables testing the flexibility of such sites in terms of opportunities for sustainable development. The analysis of the conflict of scales (regional, municipal and local) and morphology (intensity, consistency tissue, granulation and availability) of this planless and chaotic development leads to discovering its regularity, and above all, to determining the reserves (i.e. uncultivated land) that can be used to increase the quality of urban life in the future.
Keywords: planless development, flexibility, morphology, process, regularity, land reserves
Citation
APA: Dziubiński, D. (2016). Development flexibility of the city sprawl areas pictured by the area in the southern part of Wroclaw. Europa XXI, 31, 15-26. https://doi.org/10.7163/Eu21.2016.31.2
MLA: Dziubiński, Dariusz. "Development flexibility of the city sprawl areas pictured by the area in the southern part of Wroclaw". Europa XXI, vol. 31, 2016, pp. 15-26. https://doi.org/10.7163/Eu21.2016.31.2
Chicago: Dziubiński, Dariusz. "Development flexibility of the city sprawl areas pictured by the area in the southern part of Wroclaw". Europa XXI 31 (2016): 15-26. https://doi.org/10.7163/Eu21.2016.31.2
Harvard: Dziubiński, D. 2016. "Development flexibility of the city sprawl areas pictured by the area in the southern part of Wroclaw". Europa XXI, vol. 31, pp. 15-26. https://doi.org/10.7163/Eu21.2016.31.2
Spatial concentration of industry in Europe: Evidence for Germany
Europa XXI (2016) vol. 31, pp. 27-50 | Full text
doi: https://doi.org/10.7163/Eu21.2016.31.3
Abstract
The aim of the study is to evaluate the influence of agglomeration effects on corporate performance in Germany. The assessment carried out by investigating the effects of localization and urbanization. For this reason, the work was presented to the theoretical basis; it formulated the problem, methodology of the research and analyzed the influence of various factors on the number of employees in leading industries of Germany. We use the Panel data, a large-scale German establishment survey covering around 3477 companies of 9 industries located in 83 cities (14 lands). The study covers the period 2007 – 2014 years. The paper presents a linear model and two nonlinear models – the model with the addition of the square of companies` age and the model using the natural logarithm of the number of employees. The best model was chosen by using Akaike information criterion (AIC) and Schwarz (BIC), i.e. the linear model. The study found that localization effects have a positive impact on the number of employees, while the effects of urbanization – negative. In addition, it most strongly depends on the number of employees by region and industry. In the largest regions there is the largest population and respectively, the number of workers in it, so the agglomeration effects in the populous region is higher than in the other regions. The age of the company has a positive effect on the company’s number of employees: with an increase in the age of 1 year, the number of employees is increased by 21 people.
Keywords: spatial concentration, agglomeration effects, localization externalities, urbanization externalities, productivity
Citation
APA: Zamorina, A. (2016). Spatial concentration of industry in Europe: Evidence for Germany. Europa XXI, 31, 27-50. https://doi.org/10.7163/Eu21.2016.31.3
MLA: Zamorina, Anastasiia. "Spatial concentration of industry in Europe: Evidence for Germany". Europa XXI, vol. 31, 2016, pp. 27-50. https://doi.org/10.7163/Eu21.2016.31.3
Chicago: Zamorina, Anastasiia. "Spatial concentration of industry in Europe: Evidence for Germany". Europa XXI 31 (2016): 27-50. https://doi.org/10.7163/Eu21.2016.31.3
Harvard: Zamorina, A. 2016. "Spatial concentration of industry in Europe: Evidence for Germany". Europa XXI, vol. 31, pp. 27-50. https://doi.org/10.7163/Eu21.2016.31.3
Europa XXI (2016) vol. 31, pp. 51-60 | Full text
doi: https://doi.org/10.7163/Eu21.2016.31.4
Abstract
The article examined the possibility of using General Transit Feed Specification (GTFS) to identify deviations of public transport in morning hour traffic. Deviations in the functioning of public transport spanned in a radius of 30 minutes public transport travel time from the center of the city. The adopted travel time to the center is taken from a comprehensive traffic study performed in the city where indicated value of 27 minutes (comprehensive traffic study ...) is used as the average travel time of public transport. Diagnosis of deviations in the operation of public transport was taken on a weekday between 6:30 and 8:30 am at 5 min intervals. The results of calculations of time availability were made every 5 minutes and applied to each other and trimmed among themselves. Hence the contour line was established within isochrone of 30 minutes, with the identification of areas with 100% certainty of public transport access to the center of the city and areas of lesser public transport accessibility. The resultant isolines were measured against the population living in census districts, on the basis of which the areas of certain as well as uncertain 30 minute travel time to the center of the city were determined.
Keywords: General Transit Feed Specification (GTFS), public transport, isochrones
[sgoliszek@twarda.pan.pl], Institute of Geography and Spatial Organization Polish Academy of Sciences, Twarda 51/55, 00‑818 Warszawa, Poland
[marcin.polom@ug.edu.pl], Uniwersytet Gdański, Instytut Geografii Społeczno-Ekonomicznej i Gospodarki Przestrzennej
Citation
APA: Goliszek, S., & Połom, M. (2016). The use of general transit feed specification (GTFS) application to identify deviations in the operation of public transport at morning peak hours on the example of Szczecin. Europa XXI, 31, 51-60. https://doi.org/10.7163/Eu21.2016.31.4
MLA: Goliszek, Sławomir, and Połom, Marcin. "The use of general transit feed specification (GTFS) application to identify deviations in the operation of public transport at morning peak hours on the example of Szczecin". Europa XXI, vol. 31, 2016, pp. 51-60. https://doi.org/10.7163/Eu21.2016.31.4
Chicago: Goliszek, Sławomir, and Połom, Marcin. "The use of general transit feed specification (GTFS) application to identify deviations in the operation of public transport at morning peak hours on the example of Szczecin". Europa XXI 31 (2016): 51-60. https://doi.org/10.7163/Eu21.2016.31.4
Harvard: Goliszek, S., & Połom, M. 2016. "The use of general transit feed specification (GTFS) application to identify deviations in the operation of public transport at morning peak hours on the example of Szczecin". Europa XXI, vol. 31, pp. 51-60. https://doi.org/10.7163/Eu21.2016.31.4
Łódź accessibility by public transport
Europa XXI (2016) vol. 31, pp. 61-79 | Full text
doi: https://doi.org/10.7163/Eu21.2016.31.5
Abstract
The article presents the results of research devoted to differentiation of spatial accessibility of Łódź with the assumption that travelers from the Łódź province relocate using public transport. The analysis was conducted on the basis of a full inventory of bus, minibus, tram and railway connections reaching Łódź and 410 stops located within one-hour access isochrone to the region’s centre. The research accounts also for the distribution and the number of population of 2,419 towns and localities of the Łódź province. The calculations were based on the two-step floating catchment area method modified for the purposes of research into public transport effectiveness.
Keywords: public transport, spatial accessibility, Łódź province
Citation
APA: Wiśniewski, S. (2016). Łódź accessibility by public transport. Europa XXI, 31, 61-79. https://doi.org/10.7163/Eu21.2016.31.5
MLA: Wiśniewski, Szymon. "Łódź accessibility by public transport". Europa XXI, vol. 31, 2016, pp. 61-79. https://doi.org/10.7163/Eu21.2016.31.5
Chicago: Wiśniewski, Szymon. "Łódź accessibility by public transport". Europa XXI 31 (2016): 61-79. https://doi.org/10.7163/Eu21.2016.31.5
Harvard: Wiśniewski, S. 2016. "Łódź accessibility by public transport". Europa XXI, vol. 31, pp. 61-79. https://doi.org/10.7163/Eu21.2016.31.5
Determinants of demand in individual transport with particular reference to spatial aspect
Europa XXI (2016) vol. 31, pp. 81-94 | Full text
doi: https://doi.org/10.7163/Eu21.2016.31.6
Abstract
Mobility by individual transport is determined by many factors that influence the ownership and use of a car. These factors can be divided into categories related to: spatial structure, household socio-economic and demographic characteristics, situation associated with a given journey, including purposes of journey-making. The aim of the paper is to have a closer look at the aforementioned factors with particular reference to spatial aspect. The conclusions to the article underline that the traffic congestion increases and the quality of public transport improves with the growth of settlement network density, which results in a lower level of car use and lower level of motorization rate. This is particularly noticeable in large cities. In turn, in peripherally located rural areas, there is lack of alternative modes of transport, which, combined with longer travel distances to destinations, contributes both to increased motorization as well as to a relatively higher cars’ mileages.
Keywords: individual transport, spatial structure, motorization rate, car use
[rosik@twarda.pan.pl], Instytut Geografii i Przestrzennego Zagospodarowania im. S. Leszczyckiego PAN
Citation
APA: Rosik, P. (2016). Determinants of demand in individual transport with particular reference to spatial aspect. Europa XXI, 31, 81-94. https://doi.org/10.7163/Eu21.2016.31.6
MLA: Rosik, Piotr. "Determinants of demand in individual transport with particular reference to spatial aspect". Europa XXI, vol. 31, 2016, pp. 81-94. https://doi.org/10.7163/Eu21.2016.31.6
Chicago: Rosik, Piotr. "Determinants of demand in individual transport with particular reference to spatial aspect". Europa XXI 31 (2016): 81-94. https://doi.org/10.7163/Eu21.2016.31.6
Harvard: Rosik, P. 2016. "Determinants of demand in individual transport with particular reference to spatial aspect". Europa XXI, vol. 31, pp. 81-94. https://doi.org/10.7163/Eu21.2016.31.6