EVALUATION

Publisher: http://www.miir.gov.pl Ministry of Investment and Economic http://www.ewaluacja.gov.pl Development e-mail: [email protected] Department of Development Strategy e-mail: [email protected] EVALUATION AND MONITORING OF Wspólna 2/4 st. 00-926 , ISBN: 978-83-7610-651-9 tel: 22 2737600, 22 2737601 ACCESSIBILITY CHANGES IN POLAND fax: 22 2738908 USING THE MAI INDICATOR TOMASZ KOMORNICKI, PIOTR ROSIK, MARCIN STĘPNIAK, PRZEMYSŁAW ŚLESZYŃSKI, SŁAWOMIR GOLISZEK, WOJCIECH POMIANOWSKI, KAROL KOWALCZYK

EVALUATION AND MONITORING OF ACCESSIBILITY CHANGES IN POLAND USING THE MAI INDICATOR

WARSAW 2018 I

Evaluation and Monitoring of Accessibility Changes in Poland Using the MAl Indicator

© Ministry of Investment and Economic Development Warsaw 2018

Authors: Tomasz Komornicki, Piotr Rosik, Marcin StE:pniak, Przemysfaw Sleszynski, Sfawomir Goliszek, Wojciech Pomianowski, Karol Kowalczyk

ISBN: 978-83-7610-651-9

Publishing: Ministry of Investment and Economic Development ul. Wsp61na 2/4 00-926 Warsaw

www.miir.gov.pl/en/ www.funduszeeuropejskie.gov.pl/en/

Department of Development Strategy tel. +48 22 273 76 01 fax+ 48 22 273 89 08

e-mail: [email protected] e-mail: [email protected]

Suggested citation: Rosik P. , Komornicki T., StE:pniak M., Sleszynski P., Goliszek S., Pomianowski W., Kowalczyk K., 2018, Evaluation and Monitoring of Accessibility Changes in Poland Using the MAl Indicator, IGSO PAS, MED, Warsaw.

Th e opinions presented in the publication are expressed by its authors

The content presented in this publication does not reflect the official position of the Ministry of Investment and Economic Development

European Funds Republic European Union of Poland Cohesion Fund Technical Assistance - 4. 3. 2. 1. Glossary oftermsandabbreviations usedinthereport Table ofContents List oftables List ofillustrations Bibliography 7. 6. 5. 4.1. Examples ofindicatorapplications(measurements) Methodological assumptions oftheMAIindicator Evolution ofwork ontheMAIindicatoranditsadjustment totherequirements Introduction. Development oftransportinfrastructure inPoland 4.2. 4.3. 4.4. 4.5. Strategic conclusions concerning theuseofMAI Conclusions andrecommendations from thestudy Application potential ofMAI.Accessibility monitoring(2004-2023) connected withmonitoringtheeffects ofEUfunds Road indicatorRoAI Railway indicatorRaAI Air indicatorAAI Inland water indicator WIAI Synthetic indicatorMAI 20 13 20 43 52 56 91 89 84 80 72 63 58 9 5 4

3 4 WIAI S Expressway ROP RoAIa RoAI RaAI PKP PLK PAD OP IE OP EP OP DEP OGAM MAI KPZK ISPA IGSO PAS GUS GIS GDP GDDKiA EU ESPON ERDF CF CEF AAI A Motorway ABBREVIATIONS USEDINTHEREPORT GLOSSARY OFTERMSAND Water InlandAccessibility Indicator Regional OperationalProgrammes Road Accessibility IndicatorwithdestinationsoutsidePoland Road Accessibility Indicator Railway Accessibility Indicator PKP Polish Railway Lines Potential Accessibility DispersionIndicator Operational Programme Infrastructure andEnvironment Operational Programme EasternPoland Operational Programme Development of EasternPoland Open GraphAccessibility Model Multimodal Accessibility Indicator National SpatialDevelopment Concept 2030 Instrument for Structural Policies for Pre-Accession Institute ofGeography andSpatialOrganization PAS Central Statistical Office Geographical Information System Gross DomesticProduct General Directorate for NationalRoads andMotorways European Union European Observation Network for Territorial Development andCohesion European Regional Development Fund Cohesion Fund Connecting Europe Facility Air Accessibility Indicator period andduringthefirstfinancialEUperspective (2004-2006),thecountry managedtoimple in fast,thoughsometimes chaotic, intensification ofinvestment activities.Inthepre-accession support for major new undertakings (starting with the pre-accession ISPA programme) resulted were copied (also inEuropean documents). Intheseconditions, emergence oftheEuropean Union either. Instead,plansofthetarget network layout created duringtheplannedeconomy times routes were created. No new vision of the road and railway system development was elaborated until thetimeofcountry’s accession totheEuropean Union.Duringthose25years, few new break inimplementing large transportinvestments. Starting around 1980,itcontinued defacto Compared toother Central andEasternEuropean countries, Poland suffered anexceptionally long 1. the Warsaw-Gdańsk and Warsaw-Łódź lines, of the latitudinal line from the German border via border German the from line latitudinal the of lines, Warsaw-Łódź and Warsaw-Gdańsk the tinued through consecutive financialperspectives. Suchprojects included modernizationsof In therailway infrastructure, thelargest investment projects lastedvery long,andwere con lines were built(among others, Łódź-Wrocław). a addition, In motorway). (A1 route (Vienna) border Gdańsk--Czech of the -Warsaw motorway (A2 motorway) was also built, as well as a fragment central The motorway). (A4 Kraków and Wrocław through borders Ukrainian and man European Union funds were used to build a 99 M,withmostofthemoney allocated toroad investments. Underboth financialperspectives, transport. Just in the 2007-2013 perspective, the total value of transport projects exceeded PLN Poland was, andstillis,oneofthegreatest beneficiariesofstructuralaid,both ingeneraland the borderlands were alsosupportedfrom theEuropean Territorial Cooperation funds. in tasks Smaller Poland. Eastern ProgrammeDevelopmentof Operational the voivodeships)and (16 Programmes Operational Regional of help with implemented were investments transport weretaken under the Operational actions Programme Infrastructure and greatest Environment. At the the same time, other perspective, 2007-2013 the In Transport. Programme Operational railway network. Until 2006,large transport investments were implemented centrally underthe gain thefirstfeatures ofcohesion. Less spectacularsuccesses were achieved indeveloping the here both motorways andexpressways), whoselayout started(especially inwestern Poland) to In 2007-2015,Poland startedforming a network offasttrafficroads (by whichwe understand the goalsofindividualinvestment projects (Komornicki 2007). tive (2007-2013), the authorities started paying attention to the need for clear specification of ment justpartoftheinitialsplans.At theonset ofthesecond post-accession financialperspec infrastructure inPoland Introduction. Development oftransport few sections of a latitudinal trunk road joining the Ger few fragments of the few express road express few - - - -

Introduction. Development of transport infrastructure in Poland 5 Introduction. Development of transport infrastructure in Poland 6 At the sametime,more andmore documents (among others, Agenda Terytorialna Unii Europe modernization oftransportnetworks. low for evaluating achievement of spatial objectives using tools in the form of construction and geographical scales.Thisgave risetodemandfor modernevaluation indicatorsthatwould al indicators. Another necessity was alsoseparateevaluation ofthesameinvestments invarious nomic evaluation and territorial effects, and in consequence comprehensive and modern result from purely technicalcriteriaofproject evaluation. Increased importance was gainedby eco orientation atmeasurableeffects oftheintervention undertaken. Thisnecessitated divergence policy, andoneof themainassumptions ofthatpolicyintheperiodafter 2014becamegreater transport policyobjectives. Transport investments inPoland becameanelement ofthecohesion also absorption ofsubstantial European Union funds. It enforced convergence of regional and velopment poles(so-called network metropolis; Korcelli et al.,2010).Animportant factorwas development paradigmandraisingoftherankinternal connections between themainde of theNationalSpatialDevelopment Conception. Thiswas connected withchangeinthespatial to regional development, and accessibility improvement became one of the strategic objectives port investment evaluation. Thecondition ofinfrastructure startedtobeperceived asa barrier gional andspatialdimensions(KSRR,KPZK 2030),andhence inthemethod andscope oftrans At thesametime,Poland sawsubstantial changesintheprovisions ofstrategicplanswithre need for a precise indicationofnew priorities(ex ante evaluation). a comprehensive ex postevaluation ofthecompleted tasks,andatthesame timegeneratesthe are already underway. Poland isattheinfrastructure development stagewhichalready allows for instruments have emerged (among others, CEF).At present, partofthesubsequent investments cific framework hasalsobeenimposedontheindividualoperationalprogrammes. New financial in airtransportare totally ruledout(except thoseconnected withsecurityimprovement). A spe European Commission’s recommendations) oriented more atrailway infrastructure. Investments present financialperspective (2014-2020).Compared tothepreceding ones,itis(inlinewith venia (Komornicki 2013).Thisnecessitated continuation ofbroadly plannedactionsduringthe objectives were not achieved totheextent achieved e.g.inHungary, theCzech Republic andSlo nor therailway system were closedat the endofperspective (2007-2013).Asa result, the transport. Duetothevery badinitialcondition andenormousinvestment needs,neithertheroad persed. Despitetheinitialmodalbalance, intheenddecisively larger fundswere usedinroad Infrastructural investments were (especially duringthefirstfinancialperspective) ratherdis Szymany). well asconstruction andlaunchofthree new airportsfor regular flights (inModlin, and as country, the in operating airports all almost of expansion Świnoujście), and , Gdańsk, in (facilities projects port routes), road intra-urban lines, tram new Warsaw, in ground sector inPoland was a considerable share ofagglomerationprojects (among others, theunder the Belorussianborder. A specificfeature ofEuropean Unionfundsutilizationinthetransport towardscapital the from line the of others, among Rzeszów,as, wellKrakówto Wrocławas and port policy employed. In turn, the balancing of transport emphasized in all documents (Objectivedocuments all in emphasized transport of balancing the turn, In employed. policy port (in various geographicscales), whilepointing outtheneedtoterritorialize theeffects ofthetrans jskiej 2020)perceive infrastructure development intermsofimprovement inspatialaccessibility ------Programme Development of Eastern Poland/Eastern Poland, and 16 Regional Operational Pro Operational Regional 16 and Poland, Poland/Eastern Eastern of Operational Development Programme and Environment and Infrastructure Programme Operational ones: national (two Nevertheless, duetothelongandcomplicated process ofpreparing theindividualprojects, cor plans undergo changes,adapting themselves topoliticalcycles andfinancialcapacityofthestate. the plannedactions(together withtheirscale,exact locationandcompletion time). Investment the former case,expostevaluation oftransportinvestments ispossible,andinthelatter–mainly settling theprojects until 2015)andthepresently runningperiodof2014-2020(2023).Inthe periods. InPolish conditions theseare firstofallthe2007-2013period(with thepossibilityof European Unionfunds,thetimerangeofevaluation analyses isdetermined by theprogramming Since duringthelasttwo decadesa large partofinvestments were realized withparticipationof modal approach (Komornicki et al.2008). viewpoint, thefactorofkey importance isusinga synthetic accessibility indicatorina multi modes simultaneously(among others, road, railway, airandinlandwater transports). From this accessibility changes(Komornicki et al.2013).Accessibility changesconcern multipletransport grammes) requires comprehensive analysis of the influence of those investments on transport Correct evaluation oftransport tential accessibility measures. ments outlinedabove turnedouttobetransportaccessibility measures, includingfirstofallpo for anefficient identification ofeffects from themodalviewpoint. Indicatorsmeeting therequire 7 oftheEUregulation concerning ERDF andCF)requires development ofa methodology allowing objectives were specifiedintheproject: of MinistryInfrastructure andDevelopment in2014-2015.Thefollowing detailed research order the on Sciences of Academy Polish the of Organization Spatial and Geography of Institute strategic andoperationaldocuments concerning thefinancialperspective 2014-2020] expected intervention results using transport accessibility measures adjusted to the needs of dokumentów strategicznych i transportowejwanychdostępności dostosowanychmiar rezultatówpomocą potrzebinterwencji za do This publicationresults from research conducted undertheproject titled„Oszacowanie oczeki slowed down. evaluation isvaluable asa significant point ofreference even ifthewholeinvestment process is rections radically changing the target layouts of transport networks are rare. This is why – – – – ex ante one. database; STRATEG the within monitored is progress whose documents strategic and 2014-2020 I) for theneedsofprogram documents onthecohesion policyfor thefinancialperspective II. EstimationofthevalueOBJECTIVE ofMAI(as modifiedunderdetailed research objective sion policyinthefinancialperspective 2014-2020; port accessibility changesunderMAItothelogicandscope ofintervention underthecohe OBJECTIVE I. Adjustment ofthe measurement methodology for countryOBJECTIVE andregion trans Ex ante evaluation isconditional onpossessingpossiblyconfirmed information on operacyjnych dot. perspektywy finansowej 2014-2020” investments financed underdifferent operationalprogrammes [Estimation of ex ante by the ------

Introduction. Development of transport infrastructure in Poland 7 Introduction. Development of transport infrastructure in Poland 8 In theproject, MAI(MultimodalAccessibility Indicator) was usedfor implementation ofallde 6), strategicconclusions (Chapter 7)andbibliography. The synthesis endswithconclusions andrecommendations following from theresearch (Chapter 2023 perspective, takinginto account thedispersionindex (regional accessibility differentiation). devoted topresenting theapplicationpotential ofMAIintheform ofitsmonitoringinthe2004- Indicator), as well assynthetic results intheform ofthemultimodalMAIindicator. Chapter 5is way Accessibility Indicator), AAI(AirAccessibility Indicator) andWIAI(Water InlandAccessibility The subsequent sectionspresent results ofanalyses for other transportmodes,i.e.for RaAI(Rail RoAI (Road Accessibility Indicator) have beensupplemented with: ProgrammesOperational (OPresultsROPs). The and EP OP IE, for road obtainedusing transport programming period2007-2013,both thetotal investments andinvestments by theindividual sibility changesresulting from implementation ofinvestments co-financed outofEUfundsinthe in 2023).For theroad andrailway transport,we also take into account the net effect ofacces of theconsecutive financialperspective (even ifinreality thatlayout willbeachieved laterthan of plannedactionsislarge enoughtojustifypresentation oftheaccessibility layout for theend not presented indetail since investment plansundergo significant corrections. However, thescale and accessibility changesduringtheperiod(2007-2013).Changesin2014-2020are the programming period2014-2020,according toknowledge ofinvestments asofmid-2014), on thecommune level atthebeginningof2007andin2023(as thetarget availability level after results by sectors.For eachtransportmode,thediagnosisispresented, i.e.theaccessibility status odological assumptions oftheanalysis (Chapter 3)and,subsequently, inChapter 4,theresearch requirements connected withmonitoringtheeffects ofEUfunds (Chapter 2),we present meth familiarizing the reader with evolution of research on MAI and adjustment of that indicator to the tailed objectives. Thispublicationisa synthesis ofallreports. After a shortintroduction aimedat – – – – – – – – – – regional). sion policyfor financialperspective 2014-2020 andofstrategicdocuments (national and needs ofevaluation andreporting onimplementation ofprogram documents onthecohe V. Development ofaninstructionfor monitoringaccessibility changesfor the OBJECTIVE detailed research objective I)for theneedsofex postevaluation ofNSRFfor 2007-2013; OBJECTIVE IV. Estimationandassessment ofchangesinthevalue ofMAI(as modifiedunder tation oftheresults; STRATEGinterpre the and within database monitored progressis whose documents tegic OBJECTIVE III. Estimationofthetemporalaccessibility indicatorvalue for theneedsofstra Study takinginto account destinationslocatedoutsidetheborders ofPoland. Isochronic analysis ofchangesintheso-calledcumulative accessibility, ------University in Poznań (Chojnicki 1966, Czyż 2002, Ratajczak 1999). In the period immediately pre PAS (among others, Potrykowski 1980,Taylor 1999, Lijewski 1986)andatAdam Mickiewicz Organization Spatial and Geography of Institute the at out carried work earlier mention should allowed for fast development of the methodology. Among the foundations that allowed this we sification ofinvestment processes inthePolish transport.Theexisting bodyofearlierresearch accessibility) andthedemandfor modernevaluation toolswhichemerged together withinten resultant oflong-term research onbroadly understoodtransportgeography (includingspatial The work on the consecutive versions on the 2. accessibility method (Fig.1).In2010,thefirstupdateofindicatorwas carriedout. on thepoviat level inthemultimodalcontext. Itscalculationwas carriedoutusingthepotential to calculateaccessibility changesresulting from implementation ofinfrastructuralinvestments tor for the territory of Poland] (Komornicki et al. 2008). The indicator was the first Polish attempt jego oszacowanie” [Development ofmethodology for calculating a oraz Polski terytorium transportowej dostępności międzygałęziowej wskaźnika liczenia metodologii „Opracowanie project: the of needs the for employees PAS Organization Spatial and Geography The MAIindicatorinitsfirstversion was developed in2008by a research group of Instituteof (2003), Gadziński(2013),Wiśniewski (2014). Guzik others,by, among studied is, still accessibility,and accessibility,potential was, of including development (Rosik andSzuster 2008).Inparallel,inPoland outsidetheWarsaw centre, theissue 2030 (Komornicki et al.2008)andofa studyonthegeneralimpacttransportinvestments on accessibility analyses conducted for theneedsofNationalSpatialDevelopment Conception ceding development oftheMAImethodology, we shouldemphasize theimportance oftemporal of EUfunds connected withmonitoringtheeffects and itsadjustmenttotherequirements Evolution ofworkontheMAIindicator multimodal accessibility indicator MAI is the multimodal accessibility indica - - -

Evolution of work on the MAI indicator and its adjustment to the requirements connected with monitoring the effects of EU funds 9 Evolution of work on the MAI indicator and its adjustment to the requirements connected with monitoring the effects of EU funds 10 on graph theory, which allows for computing potential accessibility indicators for an arbitrary net Model ), isanopentoolbased Accessibility Graph version, the application, known asOGAM(Open took toexpand thecapabilitiesofa computer applicationusedfor accessibility studies.Initsnew under Competition IV for Ministry of Regional Development subsidies, the IGSO PAS team under transport accessibility of communes in voivodeship subsystems] (Rosik et al. 2011) implemented w gmin transportowej dostępności (Komornicki et al.2010b). Inturn,intheresearchewaluacyjno-badawcze project titled„Narzędzie policy on increased competitiveness of the regions (under uation oftheimpacttransportinfrastructure investments implemented underthecohesion spójności na wzrost konkurencyjności regionów realizowanych w transportowej infrastruktury inwestycji PASwpływu report: „Ocena et al. 2010a). In 2010, MAI was used for the first time in a transportowej”[Spatial accessibility asa premise for shapingPolish transportpolicy] (Komornicki in the monograph: Experiences inbuildingaccessibility models(includingtheMAIindicator) were described arbitrary change inthetrafficspeedmodelparameters, whichallowed for developing anoriginal an enabled application OGAM The 2). (Fig. levelcommune the on i.e. level,aggregationlower the seats totheaccessibility modelasnodes, andtoenablepresentation ofthemodelresults on poviat andcommune roads inorder toenableconnecting allcitiesand villagesbeingcommune of sections with expanded also was networkroad The program. GIS the in preparedearlier work Figure 1.MultimodalAccessibility IndicatorofPoland intotal transportfor poviat nodesand Dsęnś pzsren jk pzsak kzatwna osij polityki polskiej kształtowania przesłanka jako przestrzenna „Dostępność their representative poviats in2008 oułdc wojewódzkich” [Evaluation andresearch toolfor podukładach Source: Komornicki et al.(2008). (w ramach ewaluacji ex post NPR 2004-2006)” [Eval ex post broader evaluation context in the IGSO evaluation of NDP 2004-2006)] ramach polityki ramach - - - arbitrary forms oftheso-calleddistance decay functionwere alsointroduced. forHGVs.model traffic applying own(orpotentialand so-called including the of not)options The the project Monitoring spójności terytorialnej gmin w pressway networksinPoland inthelongtermperspective, i.e.in1995-2030,tookplace under international approach resulting from implementation ofinvestments onmotorway andex The firstattempt atmonitoringaccessibility changesonthecommune level in thenationaland dostępności transportowej województw” [Evaluationtransportowej of the impact of road projects implemented dostępności projektów drogowych realizowanych w the programming period2007-2013waswpływu theobjective oftheresearch project: „Ocena 2013). Inturn,evaluation oftheimpactinvestments onthenetworks ofvoivodeship roads in and expressways onthesocioeconomic andterritorialdevelopment ofPoland (Komornicki et al. i społeczno-gospodarczy rozwój na i autostrad budowy of theresearch subjects intheevaluation study:„Wpływ EU fundswithhelpoftheMAIindicatorlimitedtoroad transport(individualmotoring) was one 2012). Evaluation of infrastructural investments (motorways and expressways) with the use of w wymiarze europejskim” [Landaccessibility ofPolish space intheEuropean dimension] (Rosik, Polski przestrzeni lądowa of accessibility analysis developed withinthemonograph:„Dostępność Development subsidies.Intheinternational context, we have usedresearch themethodology V Competition under implemented 2012a) al. et (Rosik 1995-2030] in 2030” [Monitoring ofterritorialcohesion ofcommunes inthenationalandinternational scales Figure 2.Road Accessibility Indicatorin2011.Nationalaccessibility ofpopulationfor short terytorialny Polski” [Impactoftheconstruction ofmotorways terytorialny Source: Rosik et al.(2011). ramach Regionalnych Programów Operacyjnych na zwiększenie journeys skali krajowej i międzynarodowej w for Ministry of Regional of Ministry for dróg ekspresowych dróg latach 1995- -

Evolution of work on the MAI indicator and its adjustment to the requirements connected with monitoring the effects of EU funds 11 Evolution of work on the MAI indicator and its adjustment to the requirements connected with monitoring the effects of EU funds 12 All the described development stages of the methodology for calculating the potential accessibil for financialperspective 2014-2020]. transport accessibility measures adjustedtotheneedsofstrategicandoperationaldocuments dot. perspektywyfinansowej 2014-2020”[Estimationofexpectedintervention results using miar dostępności transportowej dostosowanych do potrzeb dokumentów strategicznych i pomocą za interwencji rezultatów oczekiwanych out ofEUfundsundertheproject „Oszacowanie monitoring ofaccessibility changesresulting from implementation ofinvestments co-financed cator’s methodology anditsadjustment totherequirements connected withfullandcontinuous ships] (Rosik et al.2012b). Theexperiences describedabove allowed for improving theMAIindi voivode of accessibility transport the increasing on Programmes Operational Regional under with theresults ofinternational research. rating themethodology for calculatingthe MAI indicator. This ensured compatibility of the results consortia, whose members in several cases included IGSO PAS and members of the group elabo 1.3.1, ESPON TRACC and ESPON SeGI projects. They were implemented by international research ESPON 1.2.1., ESPON IASON, the under others, among out, carried was space) ESPON so-called in parallelontheEuropan level. Analogouswork for theEuropean Unionterritory(laterfor the ity indicator in Poland referred tothe principles described in the subject literature, and applied operacyjnych - - - - methodological assumptions ofMAIshouldbea briefreview ofmethods for examining acces 2013). They include: a in most studies on that problem area a sibility ofstudyingthisphenomenonusingmany differentiated methods (Rosik, 2012).However, can ultimatelydefineormeasure. Themultidimensionalcharacterofaccessibility impliesthepos out thataccessibility isoneofthosecommonly employed termsthateverybody usesbutnobody a single definitionofaccessibility universal and obligatory for all researchers. Gould (1969) points sibility (Komornicki et al.2010,Rosik 2012).Asoftoday, there isno,andprobably willnever be, Accessibility examinationmethodsusedinthestudy 3. few most important types of methods (Geurs and Ritsema van Eck 2001, Spiekermann et al. et Spiekermann 2001, Eck van Ritsema and (Geurs methods of types important most few – – – – – – – – – – regarding spatial differentiations. participants; a method with limitedapplicationwhen developing generalized conclusions person-based accessibility –takinginto consideration theindividual preferences oftraffic tance decay function; attractiveness decrease along withthelengtheningdistance isshown by theso-calleddis ticipant ismore willingtotravel shorterthanlongerdistances; the characterofdestination attractiveness decreases withincreasing distance, travel timeorcost, since thetrafficpar potential accessibility –accessibility measured basedontheassumption thatdestination courses offered atthecost ofrailway ticket uptoPLN 30oneway, etc.; number ofhospitalsaccessible within1hour, numberof student positionsatuniversity at a specifiedtravel cost oreffort; e.g.numberofinhabitants accessible within15minutes, measured by estimatingtheset ofdestinationsaccessible e.g.withina specifiedtravel time, travel time utilization also as cumulative accessibility –known alsoasisochronic accessibility ,andinthecontext of (travel cost) between theoriginanddestinationofjourney ora collection ofdestinations; actual physical distance (e.g. road distance), timedistance (travel time) oreconomic distance distance-based accessibility measure –here distance isunderstood asEuclidean distance, ties oftransportinfrastructure; of infrastructuralequipment ofa given area, e.g.quantity andqualityoflinearspot facili infrastructure-based accessibility measure – accessibility estimated using the indicators indicator Methodological assumptionsoftheMAI temporal accessibility (Komornicki et al. 2010a); accessibility is certain consensus prevails that allows for singling out . The startingpoint for deliberationsonthe - - - - -

Methodological assumptions of the MAI indicator 13 Methodological assumptions of the MAI indicator 14 concentration occurred in the examined period. For extent intheneighbourhoodof large metropolises, where insuburbanizationzones population a to revealed were changes The Censuses. General on based updates population from changes intheexamined periodfor thewhole country are not spectacular, and follow mainly adopted. Inpassengertransport,where thesize ofpopulationfullydetermines thevalue ofmass, destination). For passengertransport,calculationofpopulationaccessibility indicatorswas A where: exponential functionf (c have thecharacteroflong-distance travel. an international indicator, theparameter β =0,005775was usedinthe road transport duetothefactthatforeign trips of case in inhabitants); thou. 10 just to – travel minute 100 for while inhabitants, thou. 50 to decreasesattractiveness for (e.g. 10% ca. to reduces attractiveness a is destination the when transport, passenger the minutes 100 about for while minutes, 30 exactly to amounting time travel for half by decreases attractiveness destination that means which 2013), Rosik and Stępniak 2013, al. et mann finansowej 2014-2020”[Estimationofexpectedintervention results usingtransportacces i strategicznych dokumentów potrzeb do dostosowanych portowej trans dostępności miar pomocą za interwencji rezultatów oczekiwanych The project „Oszacowanie Potential accessibility built, andtemporalaccessibility (isochronic analysis). accessibility (potential model),basedonwhichtheMultimodal Accessibility Indicator MAI was perspective 2014-2020]usedtwo oftheabove-mentioned methods, i.e.firstofall potential sibility measures adjustedtotheneedsofstrategicandoperationaldocumentsfor financial 1 supplementation oftheGDPdataonsub-regional level (thedataestimates were converted eration theeconomic (market) element, populationaccessibility was alsoused,butwithaddition limited to two, i.e. resources ofpublicstatistics.Inorder tosimplifytheprocedure, thenumberofvariables was ing enforced the decision to use solely the variables that are available on a port zone i totransportzone j increasing Euclidean, timeoreconomic distance. that thedestinationattractiveness increases together withitssize anddecreases alongwith measured withpotentialindicators.Themostimportant distinctionofpotential accessibility is al. 2015). The group of modelstermed„potential accessibility” includes variants of accessibility programs (Komornicki et al.2010b,Komornicki et al.2013,Rosik et al.2012a,2012b,Rosik et transport infrastructure resulting from theimplementation ofindividualprojects orinvestment sibility (Rosik, 2012),especiallyincaseofevaluating changesfollowing from thedevelopment of M c Destination attractiveness. Inconstructing theMAIindicator, theneeds ofcontinuous monitor ij i –total Euclidean, timeoreconomic (cost) distance connected withtravel /transportfrom trans –transportaccessibility ofcommune, poviat, voivodeship i, j –masses,e.g.populationorGDPaccessible incommune, poviat, voivodeship j, In studymakinguseofMAI,themeasure ofdistance decay isthetravel/carriage time;theanalysis madeuseof the population ij ) =exp (-βt is the most frequently encountered approach instudyingtransportacces ij 1 ), where theappropriate parameter was indicatedasβ =0,023105(see Spieker and . GDP, as the variables determining the mass (travel/transport Af city with 100 thou. inhabitants located within 30 minute travelminute 30 within inhabitantslocated thou. its 100 time, with city ij = ∑ j 12 () Mf freight transport, in order to take into consid () c ij

prcjyh o. perspektywy dot. operacyjnych regular basis in the greater (1) ------of theselectedvariables onvehicle speed later works (Rosik 2012).Both speedmodelsfor Poland were developed assumingtheimpact a developed area) andtravel conditions (population livinginthe5kmbuffer from theroad sec in speed lower limits, (speed regulations both account into takes indirectly which PAS, IGSO at the modifications) basedonthespeedmodelfor a dozen orsoroad categoriesusedinupdating tion andlandform features). Thespeedmodelinindividualtrafficistoa large extent (with small Speeds inroad andrailway transport.ThecalculationofMAIusedthespeed the populationelement justa littleover 60%massinfreight transport. and 40%, ca. reaching (GDP) element market of share the with 2004, in than 2023 in higher 24% into consideration the forecasts). Thusthetotal mass infreight transportfor Poland isa little over (taking population the of stabilization simultaneous and GDP increasing with together increases the distributionofproduction plants). Then,inthefollowing years, theeconomic element role that thefactoroddecisive importance for freight transportis,besidesthepopulationdistribution, Poland in 25% (which is comparable to the share of industry in GDP in Poland, and we can assume in destinations all of attractiveness the determined (GDP) element market the 2004 in that was to commune andpoviat levels basedonthepopulationchangesinsub-regions). Theassumption 2 way transport.Intheroad tained supportfrom a seriesofbeneficiariesregarding thelistsofinvestments inroad andrail Infrastructural investments in road and railway transport. During the research work, we ob anced transportdevelopment). especially onaccessibility improvement infreight transport (inreference totheobjectives ofbal for more precise evaluation oftheimpact ofspecificinvestments withintheindividual modes, realistic speedsinroad andrailway transport,divided inpassengerandfreight transport,allowed infrastructural investments implemented w were madebasedontheassumption thatthe only factorinfluencing speedchangeswould be 2015-2023. Accessibility changesforecasts for 2014-2023for both road andrailway transport ing changesinmaximumtechnicalspeedsfor 2004-2014andspeedchangesforecasted for a given sectionafteritscommissioning. Inthisway, precise knowledge was obtained regard 2015-2020, additionalinformation was obtained onchangesinmaximumtechnicalspeeds reduction) orinfrastructuralinvestments (speed increase). Incaseofinvestments undertaken in changes intherailway network were assumedtofollow from eithernetwork degradation(speed network managedby PKPPLKin2004-2014(data acquired by courtesy ofPKPPLKS.A.).Speed made realistic according tothe maximum technicalspeedsfor passengerand freight trainsinthe railway linenetwork prepared ismuchmore detailed. Thespeed enabled calculationoftheMAIindicatoroncommune level. Similarly, inrailway transportthe ship roads by addingtothatnetwork themostimportant sectionsofcommune andpoviat roads (2011) andRosik (2012). al. et Rosik (2009), Śleszyński and Rosik (2008), al. et Komornicki others, among PAS, IGSP by implemented projects databases andthe„linking”ofallcommune locationstothenetwork ofnationalandvoivode This form of speed model with minor changes was prepared based on the databases available at IGSP PAS under PAS IGSP at available databases the on based prepared was changes minor with model speed of form This MAI indicator of 2010, while for sector, analysis ofinvestments onthenationalandvoivodeship road HGV transport 2 . Theconsiderable level ofdetail intransportnetwork Poland. The measures aimed at determining more (trucks with trailers) it results mainly from model for railway transportwas model developed ------

Methodological assumptions of the MAI indicator 15 Methodological assumptions of the MAI indicator 16 Marshal’s Offices . For othertransport on railway linesidentified duringthenegotiations ofterritorialcontracts was obtained from 16 13 citiesdidnot deliver any information oninvestments. and criteria, the meeting investments of absence declared cities 6 rights, poviat with cities 47 from cities, voivodeship the including and, cities, voivodeship 18 all from obtained were forms investment filled-in rights, poviat with cities of Marshal’s 16 and PLK PKP GDDKiA, from obtained was information necessary The lanes. traffic of ber accessibilityof werechanges representedthat those routes consistedor increasingseparation in traffic with num- the case ofcitieswithpoviat rights, anadditionalassumption adopted was thatinvestments important from theviewpoint In 2012b). al. et (Rosik beneficiaries other by account into investments of type this taking not and beneficiaries some implementation by 2023ismostprobable. final whose investments, prepared best of list the remained It Document. Implementation the in forth set routes the have been built). Nevertheless, the tenders announced in the new perspective (after 2014) concerned almost exclusively pressways andmotorways set forth intheOrdinance of2004onthetarget layout ofthoseroutes, asamended,would exbyall that 2025 decided authorities the 2015, validityautumn notgain (in did it end the perspectiveIn 2014-2025. of investments (status asatJuly2014),we cooperated with: network (and in exceptional cases on key poviat roads) was assumed. When completing the lists 5 4 3 least oneofthefollowing conditions: The calculationofMAItookinto account allinvestments inroad andrailway transportmeeting at infrastructural investments atairportsandonthe waterway network for inlandnavigation. ments was prepared basedongenerallyavailable information ontheimplemented andplanned on thebasisofDokument Implementacyjny technical speedsresulting from theimplemented investments (thelistcompiled, amongothers, ed onthenetwork managedby PKPPLKS.A.,together withinformation onchangesinmaximum Kolejowe S.A., which resulted in obtaining information on all the greatest investments implement Elaboration of results for the built by private concessionaries. In addition,listsofinvestments onnationalroads were supplemented for motorway sections DKiA sent fileswith the exact courses of all planned investments, including location of the nodes. the Implementation Document. Each of beneficiaries was asked to provide the relevant data characterizing the investment. GD investment. the characterizing relevantdata the provide to asked was beneficiaries of Each In case of railway investments, we decided to take as those to be implemented by 2023 all investmentsbyrailwayall implemented of 2023 be investments,recordedcase to take In those to weas decided in The limit condition of PLN 30 M 30 PLN of condition limit The – – – – The Implementation Document represented the ranking of road investments to be implemented in the financial the in implemented be to investments road of ranking the represented Document Implementation The – – – – on nationalroads (Dokument Implementacyjny General Director for National Roads and Motorways (GDDKiA) – information on investments Joint amount oftheproject exceeds PLN30M rights. 66 City Offices of cities with poviat rights – information on investments in cities with poviat process ofnegotiating territorialcontracts, 16 Marshal’s 16 Offices – information on investments on voivodeship roads identified in the in identified roads voivodeship on investments on information – Offices railway sector was set in order to prevent taking into account a account into taking prevent to order in set was modes, (air andwater inlandtransport),thelistofinvest was carried out in cooperation with PKP Polskie Linie 4 ). Inadditioninformation onplannedinvestments 5 , 3 ), large number of investments by investments of number large Offices. In case In Offices. - - - - The total numberofallimplemented andplannedinvestments entered inthedatabaseconsider for eachtransportmode) onthecountrywide level. Inpassengertransport,themodesdistin Modal indicators.Thepotential modelisa basisfor calculatingmodalindicators(independently or improvement inaccess towaterways with HGV transport(investments ontheroad network). followed from improvements intheoperationofwaterways (increasing theclassofwaterways) of waterway that was indicated as „mass” in the accessibility model. Thus accessibility change were assigned(analogously asincaseofairports) a specific„capacity”following from theclass way joining to Odra (together with the Channel, Brda and ). River harbours proving technical solutions on the Odra Waterway, lower course of Vistula and Noteć as a Water inlandaccessibility. Theinvestments taken into account includedthosesignificantly im into consideration. Attractiveness ofanairportwas assumedtobeanalogousitscapacity. investments carried out at airports and aimed at increasing the capacity of terminals were taken to allairportsin the country, and onthe other hand to dependon the airportcapacity.Allmajor Air accessibility. Airaccessibility was assumedtoresult ontheonehandfrom thetimeoftravel sections (each investment consisted ofmultiplenetwork sections). required theadjustment totherequirements ofcalculatingMAIfor a few thousandofnetwork ably exceeded onethousand.Network updateinorder toenter theinvestments into themodel variables concerning transportactivity: level. Theanalysis ofmodal divisioninpassenger prepared basedontheactualtransportactivitycarriedoutby theindividualmodeson thecountry types toa singlesynthetic indicator. ThenationalMAIindicator(passenger and freight types) was transport type(passenger transportandfreight transport)level, andthenfrom two transport The synthetic indicator MAIresulted from two-stage aggregation ofindicators:firsttothe for accessibility indicatorsinfreight transport. shares of air transport and domesticmarinetrading were recognized astrace ones and irrelevant transport, 0.1% inall)andirrelevant from theviewpoint ofmodalaswell assynthetic indicators.Infreight as well asmarineshipping,indomesticpassengertransportwas recognized asa trace one(ca. expert opinions of Prof. Burnewicz (Burnewicz 2010), the share of inland and coastal navigation, guished include road, railway and air transport (domestic routes). Based on both GUS data and the – – – – – – – – – – The project represents a ringroad ora bridgestructure. Length ofa linearproject exceeds 10km; air transportin domestic communication (basedon GUSdata). domestic railway communication (basedonGUSdata), buses indomesticcommunication (based ontheCentral Statistical Office (GUS) data), Road transport:individualmotoring under longdistance domestictravels andextra-urban the modes distinguished include road (HGV), railway and water inland transport. The transport. inland water and railway (HGV), road include distinguished modes the transport was conducted usingthefollowing water - - - -

Methodological assumptions of the MAI indicator 17 Methodological assumptions of the MAI indicator 18 indicators canalsobecalculatedwithinthespatiallevels ofanalyses. Thesynthetic indicatoron and administrative entity for two transport types (passenger and freight transport), and synthetic indicator (WIAI;freight transportonly).Theseindicatorscanbeaggregated for anarbitraryspatial (RoAI), railway indicator(RaAI),air(AAI;for passengertransport only)andinlandshipping Synthetic modal indicators (MAI) istheaverage ofthesynthetic indicatorsobtained for passengerandfreight transport. accessibility. Theindicator isbuiltbasedonthepotential model,inwhichthedestinationattrac in thetransportsystem. Entities witha highervalue oftheindicatorare characterized by higher the transporttypelevel this way, for eachlevel ofspatialanalysis separately, we obtain modalindicators: for eachtransport modeoncommune, poviat, voivodeship, macro-region andcountry levels. In port) decreases withlengtheningtravel time.Theaccessibility indicatoriscalculatedseparately trans freight in GDP with together population and transport passenger in (population tiveness the of transportroutes between centres andregions, whereby eachroute takes into account both General definition of theMAI indicator. MAI(Multimodal Accessibility Indicator) shows the sum The synthetic indicatorMAIiscreated basedonshares oftheindividualmodesinmodaldivi concerning transportactivity: The analysis ofmodaldivisioninfreight transportwas conducted usingthefollowing variables Table 1. shares asof2013(Tab. 1). modes inthetransportactivityexamined period,andthatthey were equivalent tothe sion. For simplicity, we have assumedthatthere were nochanges intheshares ofthe individual planned for implementation. calculated based ontakinginto account all transportinvestments eitheractuallyimplemented or modal indicatorsfor passengerandfreight transport.Changesin thevalues ofallindicatorsare modes inthetransportactivity for a given transporttype.Thesynthetic multimodalindicator – – – – – – time water inlandtransport(basedonGUS). railway transport–internal dispatches(basedonGUS), domestic road transport(basedonGUS), Transport mode water inlandtransport infreight transport Shares ofroad, railway andairtransportinpassengerofroad, railway and of travel between centres A andB and theimportance ( Railway Road Air Passenger transport

is thesumofproducts ofmodalindicatorsandshares oftheindividual (theroad andrailway indicators) are theaverages oftheappropriate Transport activityshare 10.6% 89.2% 0.2% Transport mode Water inland Railway Road attractiveness Freight transport Transport activityshare ) ofthosecentres road indicator 78.0% 22.0% 0.04% - - - and regional) OperationalProgrammes, macro-regional andregional strategies. net effect ofimplementation ofvarious strategicdocuments, aswell asoftheindividual(national macro-region levels. Theconducted verification enabledcalculationoftheMAIindicatoras tors obtained onthecommune level are appropriately aggregated tothepoviat, voivodeship and based onallroutes between anarbitrarypairofcommunes inPoland (matrix layout). Theindica level through thevoivodeship level uptothemacro-region level, accessibility analysis isprepared Spatial scope. On each spatial level of the analysis below the national one, i.e. from the commune of indicatorcalculation) indicators (modal andmultimodalones) calculatedwithinthestudy(grey fieldsdenote absence Table 2.Potential accessibility MAIindicatorsfor passengerandfreight transportandsynthetic Transport mode Inland shipping Synthetic indicator Railway Road Air Passenger transport Passenger RoAI Passenger RaAI Passenger MAI AAI Freight transport Freight RoAI Freight RaAI Freight MAI WIAI Modal synthetic indicator RoAI RaAI Multimodal synthetic Synthetic MAI indicator -

Methodological assumptions of the MAI indicator 19 Examples of indicator applications (measurements) 20 also in the Lesser Poland (Małopolska), Mazovian, Łódź and regions. In the cartographic lay decidedly highest accessibility level in 2007 was observed in the Silesian region, a and a noticeable in a gether with Cracow and Warsaw (in later years – also Łódź). A higherlevel oftheindicator isalso 4. port), which was conducted using lower vehicle speeds and taking into account the GDP level as level GDP the account into taking and speeds vehicle lower using conducted was which port), trans (HGV distribution RoAI of analysis turn, the KPZK 2030document (KorcelliIn et al.2010). Cracow andKatowice. The polygon canbe identified withthenetworkmetropolis postulatedin a while therole ofother centres isclearlysmaller. Ingeneral, (passenger RoAI). TheWarsaw andUpperSilesiaconurbation polesare muchmore distinguished, characterized by clearlygreater polarizationoftheindicatorvalues than inpassengertransport a (as Gdańsk as well as Lublin,Wrocław and out, other large cities also distinguish themselves to a pole one, research (among others, Komornicki et al. 2010, Rosik 2012). The spatial layout (Fig. 3) is a Regional differentiation inroad accessibility inPoland in2007corresponds totheresults ofearlier 4.1. Ministry ofDevelopment website. infrastructural investments asofmid-2014,can belearnt by reading therelevant raportonthe in forecasting, i.e.for theprogramming period2014-2020according tothestateofknowledge on isochronic analysis for access tovoivodeship centres. ThepossibilitiesofusingtheMAIindicator the RoAIa indicator(takinginto account destinationsoutsidePoland), aswell aswiththeuseof the generalaccessibility change.Inroad transport,theanalysis isadditionallyconducted using co-financed from EUfundsduringthesameperiod,aswell astheshare ofthosechangesin period 2007-2013,total accessibility changesresulting from implementation ofinvestments sibility changesasa result of implementation oftheindividualEUfundsinprogramming and changes in a way, airandwater inlandtransport),eachtimestartingwiththediagnosisofphenomenon Application possibilitiesoftheMAIindicatorare shown inthesector-based approach (road, rail polygon, based in passenger transport on Wrocław, Poznań, Gdańsk, Warsaw, Lublin, Rzeszów, (measurements) Examples ofindicatorapplications Road indicatorRoAI with broad neighbourhood of the above-mentioned poles. On the voivodeship level, the the general approach. In case of road and railway transport, we also show acces best accessibility centres intheregion of theUpper Silesiaconurbation to separate “island”). Freight(freight“island”). RoAI)is transport separate higher degree – examples include Poznań, better accessibility zones are linked to high one two------and Lublin, and to a seems tobereinforced. Thenetwork metropolis isalsoextended, covering withitsrangeRzeszów case ofthepassenger account according tothestateofknowledge asof2014)(Fig.4)retains thetwo-pole layout in The distributionofRoAI indicatorsin2023(after implementation ofallinvestments taken into to investments resulting inaccessibility improvement withgreater spatialrange. actions should take into account the effectiveness of already completed sections, giving priority budget capabilities do not allow for completion of the whole routes. On the other hand, staging of a motivation for startingsomeroad investments inthecurrent financialperspective, even if tions only(especially inbottlenecksofthesystem, e.g.construction ofringroads). of certain routes canbeperceivably improved even by investments undertaken oncertain sec mentarity ofindividualinvestments andtheirpossiblestaging.Accessibility onthewholelength better road accessibility, whichinthiscontext might contribute todeliberationsonthecomple Already in2015duetoinfrastructuralinvestments individualroutes are revealed asgenerating skie andPodlaskie Voivodeships, andtheregion ofBieszczady andLower Beskidymountains. central coastal regions, eastern Masuria and Suwałki region, the eastern borderland belt in Lubel . Themostunderprivilegedperipherieswere zones covering: thebeltofwestern and worst situationoccurred inperipheral voivodeships, includingespeciallyPodlasie andWestern the western andeasternborders, andvery narrow (or vanishing) atthesouthernborder. The Poland, aswell asalongthecountry borders. Thepoorlyaccessible border zones were widerat In 2007, the poorest accessibility areas were concentrated in north-western and north-eastern Krakow andKatowice. Thesynthetic approach remains theresultant ofboth typesoftransport. Wrocław,on spatially,based limited moreBydgoszcz,Warsaw,Poznań,being is range cessibility a component ofthemassexamined entities, shows a slightly different spatialimage.Theac spatially widespread, butrelative increments are concentrated inthedirect neighbourhood of years wheninvestments co-financed duringthisperiodwere being completed), theeffect is In caseofrelative (percentage) changesin2007-2015(programming period2007-2013+2 Warmian-Masurian Voivodeships, as well as the western part of the Świętokrzyskie Voivodeship. Kuyavian-PomeranianMazovian, and borderlandof (Wielkopolska), the PolandGreater southern tively small distance to the metropolis, are still relatively poorly accessible by road. They include but stillexist. There are also stillvisibleareas within thedefinedpentagon that,despitea rela the S6). Other areas of poorer accessibility are spatially limited (to narrow belts along the borders), sibility, significant improvement canbenoted incaseof the seacoast area (effect ofconstructing the mostimportant routes. Amongthedetailed peripheralareas withthelowest potential acces general image(synthetic RoAI) resembles toa higherdegree thanbefore a spider’s web, basedon degree inthepassengertrafficthanfreight traffic.Duetotheundertaken investments, the a to other each to closer” “come had metropolises main the Thus lower. slightly is A1) distribution ofthefreight RoAI indicator, theimportance ofindividualroad investments (except the Rzeszów.of to expresswaysLublincase of fromWarsawvia In line S17/S19 Wrocławthe or expresswayS8 Łódź-the as investments,such new including visible, better also areroutesroad PrzemyślLegnicaand Three-Citythe the in borderin regions.and nodes main havingits The and sibility startslookinglike thetriangleknown from earlierplanningstudies,basedonthesouthern lower degree also Białystok. The spatial layout of the area with better acces indicator, thoughtherole ofother centres locatedonthepentagon nodes This canbe greater ------

Examples of indicator applications (measurements) 21 Examples of indicator applications (measurements) 22 already attheinitialstageofpreparing new investments. al. 2013),andhence are a premise for conducting variant-based ex ante analyses ofaccessibility earlier duringevaluation oftheeffects ofmotorway andexpressway construction (Komornicki et as well asonthewestern concession sectionofA2.Theseresults are inlinewiththoseobtained and intheirdirect neighbourhoodcanbeobserved, amongothers, alongthecentral sectionofA1, net positive effect. Strong accessibility differentiation amongtheentities neartheinterchanges to thoseroutes from lower rankroads, andsoisthefactordetermining thespatialreach ofthe reach of net positive effects in freight transport is greater, andcovers e.g.the whole Mazow The Voivodeship. Opole the of part central the and region Lublin eastern borderland, Lithuanian The areas thatgainedleastfrom theroad investments in2007-2015were: Central Pomerania, with theKaliningraddistrictofRussian Federation (theresult ofcompleting expressway S22). border the at and (expresswayS69) region Żywiec the in border Slovakian the on A1, of section to thecountry border. Thiswas thesituationatCzech border, intheregion oftheborder a similar scalewas obtained locally, intheplaces whena new investment served entities adjacent A4 andnorthernsectionofS3(from theA2motorway toSzczecin). At thesametime,aneffect of of section eastern A1, of section northern A2, of section border) German the (near western and exceeding 40% were noted in the neighbourhood of interchanges on the central (Warsaw – Łódź) macro-region, andinparttheresult ofa low basis(very pooraccessibility in2007).Local effects among others, ineasternPoland, isinpartaneffect ofinvestments implemented outsidethat the interchanges onnew motorways andexpressways (Fig.5).Thewidespread impactfound, mentioned A separate problem (especially inpassengertransport,butalsothesynthetic image) isthe new investments. and theUpperSilesiaconurbation) improve theiraccessibility alsoregardless ofundertakingany a result, theareas locatedintheirneighbourhood(especially intheneighbourhoodofWarsaw As metropolises. largest the in increase GDP of concentration by caused is Voivodeship.This ian location of interchanges on motorways and expressways. It determines the access - Figure 3.Road Accessibility IndicatorRoAI (travel, freight andsynthetic) –value asat 2007.01.01

Examples of indicator applications (measurements) 23 Examples of indicator applications (measurements) 24 (assuming implementation ofinvestments according tothestate of knowledge asof2014). Figure 4.Road Accessibility IndicatorRoAI (travel, freight andsynthetic) –value in2023 Figure 5.Percentage changeintheRoad Accessibility IndicatorRoAI (travel, freight and synthetic) in2007-2015

Examples of indicator applications (measurements) 25 Examples of indicator applications (measurements) 26 2007-2015 brought the greatest net effect in the Subcarpathian, Łódzkie and Lubuskie voivode Road investments under the under thegiven fund. situation attheendofprogramming periodwithandwithouttheinvestments implemented the comparingby examined was effect net the time, Each ROPs. and EP OP IE, OP i.e. grammes, ing from theimplementation ofinvestments co-financed undertheindividualoperationalpro result changes accessibility of effects net the compute to is tasks evaluation basic the of One improvement effect issmallerandmoved away toeven more peripheralzones (Fig.6). S17) results ina mainlylocalimportance oftheaction,whilespatialrangeaccessibility Commencement oftheinvestment from thesideofa smallerregional centre (theexample of ate effect in the whole area served by the road the largest nodes, concentrating demographic and economic potential, results in an immedi Białystok. and capital the between zone whole the for ment line, where even a shortintra-agglomeration sectioninWarsaw results inaccessibility improve in thezone between Lublin andWarsaw. Thissituationisdifferent from thatnoted alongtheS8 the entire southernLublin region. At thesametime,itdoesnot result inaccessibility improvement and a sectionofS12/S17intheLublin region. Thelatter investment alsoyieldsa cleareffect in the western (S11) and eastern (S5) ring roads of Poznań, the of Mińsk Mazowiecki (A2), like importance, their show investments smaller other some Also marked. more is Voivodeship City. At thesame,effect ofthefragments ofexpressway S7builtintheWarmian-Masurian (built intheconcession system) resulted ina moderatesize ofthebenefitsnoted intheThree- A1 of section northern the of Exclusion (S3). Szczecin to Góra Zielona from belt the in and (A4), on S8),inthebeltrunningfrom theUkrainianborder through Rzeszów toTarnów andCracow ships. The effects concentrated in the Łódzkie Voivodeship (thanks to the investments on A1 and Operational Programme Infrastructure and Environment during (the example of S8 in the Białystok direction). Białystok the in S8 of example (the Commencing theinvestment from - - - - - In caseof the Operational Programme Development of EasternPoland in 2007-2015,thedecid of theeasternpartWarmian-Masurian voivodeship, attheborder withRussia) (Fig.7). effect in the Belorussian borderland) and the ring road of Olecko (improvement in the accessibility a all of first were These areas. peripheral extremely in theneighbourhoodofcountry borders, improving access tothenationalroad network from ments co-financed from OP DEP whose local importance proved significant were the routes built investOther bridges. fromdistantareasthe rather in sometimes voivodeships. appear Benefits a cover investments both of ranges impact The Voivodeship. Świętokrzyskie the in roadsvoivodeship of lines the on investments the by intensified was elec) Mi to Kielcefrom route (onthe Połaniec in bridge second the of effect The crossing. permanent with Lublin. Thebridgewas builtonthe longest sectionofthe river thatuntil thattime had no Voivodeship Świętokrzyskie the of part northern the and Mazovia southern joining roads ship voivode of line the on Kamień, in bridge the foremost and first concerns This river. Vistula the decidedly most effective investments turned out be the two connected with new bridgesover a determined DEP OP in investments transport undertaking of principles The Voivodeships. Subcarpathian and Lubelskie the in next edly greatest impact of road investments can be observed in the Świętokrzyskie Voivodeship, and Figure 6.Percentage changeinthesynthetic Road Accessibility IndicatorRoAI resulting from investments co-financed from OPIEintheprogramming period2007-2013 limited spatial range of the effects of those actions. The actions. those of effects the of range spatial limited fragment of the Białystok ring road (strong road ring Białystok the of fragment ahr ieped ra n four in area widespread rather - - - -

Examples of indicator applications (measurements) 27 Examples of indicator applications (measurements) 28 Warmian-MasurianKuyavian-Pomeranianthe and Voivodeships, Świętokrzyskiethe in Voivode modernized ina comprehensive way, including,amongothers, theareas: on theborder ofthe This applies first of all to the areas when a voivodeship roads. Nevertheless, certain effects are alsovisibleinsomeareas insidethecountry. southern border are stronger, amongothers, duetoitslinkingthecompleted A4motorway via the KaliningraddistrictofRussian Federation. Theeffects noted intheneighbourhoodof borders (especially alongtheborder withtheCzech Republic, Slovakia andLithuania,with more oftenplay therole ofa link tolarge Polish cities.Sucha situationcanbeobserved alongthe ripheral areas ofthecountry. Itiswhere theeffect ofa „low basis”works, andvoivodeship roads is oftenrathersmall.Allinall,theeffect ofinvestments from ROPs is more visibleinthepe local changes.Alsothecharacterofmodernizationinvestments itselfimpliesthatspeedincrease their modernization does not have a tem. Many ofthemdo not take over long-distance traffic (even from neighbouringareas). Thus in theGreater Poland Voivodeship (Fig.8). ship and on its border with the Lesser Poland Voivodeship, as well as in the longitudinal road lines This follows from thedifferent roles oftheindividualvoivodeship roads inthenationalroad sys that onlysomeoftheinvestments causedaccessibility changevisibleinthecartographicview. In caseoftheRegional OperationalProgrammes implemented in2007-2015,we canconclude Figure 7.Percentage changeinthesynthetic Road Accessibility IndicatorRoAI asa result of investments co-financed from OPEPduringtheprogramming period2007-2013 large impact on the countrywide accessibility and brings only number of routes forming the local network have been - - - vestments underOPI&E. 2007-2015 from theEuropean Union funds(Fig.9)toa large extent reflects theimagefor in The spatialimageofaccessibility level changesasa result ofall regions theeffect ofroad investments underROPsispracticallynot visible. nian, Świętokrzyskie, Lesser Poland and Greater Poland Voivodeships. At the same time, in some more effective thanothers. Thisconcerns especiallytheWarmian-Masurian, Kuyavian-Pomera regional level road investments. Thetransportpoliciesofsome Thus theresults obtained prove thelarge importance ofinformed andtimelyimplementation of Figure 8.Percentage changeinthesynthetic Road Accessibility IndicatorRoAI asa result of investments co-financed from ROPsintheprogramming period2007-2013 voivodeships have clearlyproved investments co-financed in - -

Examples of indicator applications (measurements) 29 Examples of indicator applications (measurements) 30 spatially. Ina dominant partofPoland, a greater role was played by investments financed from accessibility improvement inPoland in2007-2015.Thepicture obtained isstrongly differentiated Fig. 10 shows theshare ofinvestments co-financed from European Union fundsinthetotal However, certain differences inpluscanbeobserved: Figure 9.Percentage changeinthesynthetic Road Accessibility IndicatorRoAI asa result ofall – – – – – – – – in the subsequent perspective the traffic from suchroutes willbetaken over by newly con metropolises (e.g. between Wrocław and Poznań); this effect can be deemed transient, since in theneighbourhoodofcertain voivodeship roads thattake over partofthetrafficbetween Kuyavian-Pomeranian and Warmian-Masurian Świętokrzyskie, Voivodeships); the (e.g. roads gional in voivodeships runninginvestment policiesaimed atcreating a cohesive network ofre ments underOPDEPandcertain ROPs); structed expressways. in certain areas neartheborder (with Russia andBelorussia, aswell asSlovakia; invest in theregion ofthenew bridgesontheVistula River (investments underOPDEP); investments co-financed from theEUfundsin programming period2007-2013 - - - As a result, we canonlydetermine relatively limitedbutalsocompact zones where theacces Autostrada Wielkopolska company) alsocontributed tothatsituation. dominant also intheBalticcoast belt.Theeffects ofconstructing thewestern partofA2(by the only solarge investment servingnorthernPoland, theconcession investments turnedouttobe tor intheentire north-easternpartofPoland. Asthementioned A1motorway hasremained the tance ofthecapitalasa demographicandeconomic polehaddetermined theimageofindica section oftheA2motorway directly from thestatebudget. Itscentral locationandtheimpor Łódź-Warsawkey the of financing from and Gdańsk) to A1 (especiallymotorways concession of other sources. Thiscanbea certain surprise,butfollows mainlyfrom thelocationofsections These are: sibility improvement in2007-2015was determined firstofallby theEuropean Unionsupport. – – – Figure 10.Theshare ofallinvestments co-financed from theEUfundsinprogramming – – – narrow beltbetween Łódź andToruń (A1); western partoftheWest Pomeranian Woivodeship (S3); (S8 andS7); ship and the northern part of the Silesian Voivodeship up to the Świętokrzyskie Voivodeship S17), plus the belt running from Wrocław through the southern part of the Łódzkie Voivode area covering thecentral andnorthernSubcarpathiathesouthernLublin region (A4and period 2007-2013intheRoAI change - - - -

Examples of indicator applications (measurements) 31 Examples of indicator applications (measurements) 32 that its reduced level is the result of a When assessingtheshare ofEUinvestments inimproving accessibility, we shouldremember along the mentioned S17/S19 line. The S17/S19 and S61 roads contribute to better communica and Baltica) (Via S61 part), northern its (in S7 Gdańsk), and Kołobrzeg (between S6 Grudziądz), and (between S5 along also occur changes Large Europe. with voivodeships northern taken investments contribute first of all to improvement incommunication of the eastern and The percentage changes intheRoAIa indicatorin2013-2023(Fig.12)confirm thattheunder expressways S17andS19,joining south-easternPoland tothecapital. Podlasie andtheLublin region). A large importance willbealsogainedby thebeltalonglineof a result ofconstructing )andtothecentral partofthe easternborderland (southern and northernPoland, theperipheralzones willbereduced. ThisappliesespeciallytoPomerania (as Poland in2014-2020willresult inspatiallyproportional improvement inthesituation.Ineastern as well as in the Bieszczady Mountains. The investments to be undertaken in western and central Voivodeships,Podlaskie and Warmian-Masurian the in all of country,first the of east the in trated funds from theinternational viewpoint isfocused ontheperipheral areas ofPoland. Improvement EU the co-financedinvestmentsfrom of effect the towardsEurope.HenceWest S6 and Gdańsk is played by the northern section of S7, ensuring a Lithuanian border). S6 provides communication of northern Poland with Germany. The same role entities toregions andcentres oftheBalticStates (theeffect ofabsence ofbarrieronthePolish- tion with motorway A2, leading out traffic towards West Europe. S61 additionally joins Polish Peripheries intheEuropean sense(areas withthelowest value oftheRoAIa indicator) are concen the northernCzech Republic. Amongtheroad routes, thelayout mapshows mainlymotorways. located outsidethecountry borders, andtoa lesserextent alsoofthedenselypopulatedareas in the of “mass” the of impact visible the note can We Śląsk). Górny to (from A4 and Poznań) to Świecko (from A2 motorways and border, Polish-Czech the along also The best accessibility areas are located along the Polish-German border, and in a spatial layout obtained is different than in case of the indicators closing onthe borders of Poland. regarding thewaiting timeontheexternal borders oftheSchengenzone (see Rosik 2012).The was calculatedfor passengertransportfor 2013and2023whileadopting appropriate assumptions The The studyofaccessibility inroad transport was supplemented withtwo additionalanalyses: budget funds,includingroutes locatedinplaces ofkey importance for thewholeroad system. neous accumulation ofconstruction ofmotorways builtboth intheconcession system andfrom – – – – – – road accessibility indicatorRoAIa takinginto account destinationsoutsidethecountry borders western partoftheWarmian-Masurian voivodeship (S7). networks). and 90-minute isochrones ofaccess tovoivodship cities (the appropriate cities and city isochronic analysis, i.e.cumulative accessibility topopulationwithinthereach of60- European continent (RoAIa), road accessibility indicatortakingintoaccount destinationsoutsidePolandinthewhole certain sequence of undertakings. It brought about simulta connection from Warmia and Mazuria via broader approach Berlin metropolis - - - - motorways toexpressways joiningtheregions ofPoland. closing certain development stagesoftheroad network andshiftingtheinvestments from transit indicator, aswell ascompared toprevious programming periods). Thisisa naturalconsequence of in theRoAIa indicatorvalue inlarge metropolises willbeclearlysmaller(compared tothenational Figure 11.Road Accessibility IndicatorRoAIa (passenger transportincludingdestinations abroad) –basevalue in2013.

Examples of indicator applications (measurements) 33 Examples of indicator applications (measurements) 34 Isochronic analysis. Cumulative accessibility and 2023separatelywithrespect tothe60-and90-minuteisochrones. The60minuteisoch living within the 60-minute access isochrone will decrease will be Łódź. The reason in this case this in reason The Łódź. be will decrease will isochrone access 60-minute the within living (continuation of the construction ofexpressway S19).Theonly citywhere thenumber ofpeople expressway S6towards Szczecin), Cracow (construction ofS7towards Podhale) andRzeszów of (construction Gdańsk Częstochowa), to A1 motorway of section missing the of construction of all,asa result ofcontinuation ofwork on )andKatowice (benefitingfrom the (first by obtained be also will gains Wrocław.Considerable and Poznań Bydgoszcz, by i.e. tions. Very large “benefits” will also be enjoyed by cities situated along the line of expressway S5, get specialgainsasa result ofseveral expressways beingbuiltsimultaneouslyinvarious direc voivodship citiesthatwillhave new road investments ledtothem.Thecountry’s capitals will programming perspective ofEU)yieldsthefollowing result. Thelargest gainsare noted by the The analysis conducted in a longer perspective, i.e. up to 2023 (actions planned in the present (Komornicki et al.2008). Both isochrones were usedfor theneedsofNationalSpatialDevelopment Conception 2030 services, asthetimedistance corresponding torelatively convenient facultative movements. to work). The90-minuteisochrone issometimes usedinstudyingaccessibility tohigherlevel rone isoftenidentified withthelabourmarket range(as a conventional limitvalue for commuting Figure 12.Percentage changeintheRoad Accessibility IndicatorRoAIa (passenger transport, including destinationsabroad) in2013-2023(assuming implementation ofinvestments according tothestateofknowledge asof2014) . Cumulative accessibility was analysed for 2013 - - (two-way commuting). Sucha situationisalready encountered atpresent (disregarding voivode form ofcompetition (among others, for a commuting employee) orcomplementary cooperation the neighbouring metropolises will remain under strong mutual influence, which can take the zones oftwo neighbouringvoivodeship citiesoverlap. Asthesame time,there are places where selves inthatrange2015and2023.Theincrease remains invisible where thedetermined already includedintheisolineof60-minutecommuting tovoivodeship citiesorwillfindthem The actualspatialrangeofisochrones ispresented inFig.13.Itshows theareas whichare either turn outtobesmaller. theoretically Voivodeship)can Łódzkie) the in (e.g. reduction presented the processes, migration of population.Were theaccessibility improvement factortoplay a positive role instoopingthe slows down andisnolongerabletocompensate for thenaturalandmigration-basedreduction in 2014-2020.After construction ofthebasicnetwork ofroad links,accessibility improvement first ofallintheperiodfastinfrastructure development, whichwilloccur ineasternPoland (commuting towork asa substitutefor permanent migrations). Suchcompensation ispossible sation for anactualreduction ofpopulationby improvement inaccess toregional labourmarkets macro-region ofPoland. We canformulate thethesisaboutexistence ofa periodicalcompen of theprogressing depopulation,thebalance willbepositive for allvoivodeship centres inthis plemented by 2013.Duetotheclearincrease intheinvestment efforts ineasternPoland, inspite is a located inthoseareas. structure towards thecapitalsofappropriate voivodeships orreinforcing subregional centres Mountains. Thislayout isa strong argument for either furtherexpansion ofthetransportinfra ships next to the country border, southern Greater Poland, as well as the Carpathian and Sudeten Pomerania, northernMazovia, theborderland ofthePodlaskie andWarmian-Masurian voivode the 60-minuteisochrone totheproper voivodeships centre. Thegreatest ofthemwillbecentral time, same in 2023therethe willstillbecompact andspatiallyexpanded areas remaining outsidethereach of At Kielce. and Cracow between as well as Bydgoszcz, and Rzeszów Gdańsk Wrocław,Lublin, and and Poznań between others, among occur, also it make will investments Upper Silesia conurbation and Opole, Opole and Wrocław, as well as Warsaw and Łódź. New road ships withtwo administrative centres) between Cracow andtheUpperSilesiaconurbation, the poor demographic forecast, and the fact that most of the planned investments had been im ------

Examples of indicator applications (measurements) 35 Examples of indicator applications (measurements) 36 Table 3. Lublin Cracow Kielce Katowice Gorzów Wielkopolski Gdańsk Bydgoszcz Białystok Warsaw Poznań Opole Łódź Zielona Góra Wrocław Toruń Szczecin Rzeszów and 2023(inthou.ofinhabitants.) Population withinthereach ofthe60-minuteisochrone by voivodeship citiesin2013 2 050 1 230 3,822 5,526 1,732 1,285 1,886 3,574 1,668 1,323 1,784 1,487 2013 952 704 692 674 834 821 Diagnosis 2023 2 045 1 316 3,962 1,193 5,806 1,910 1,568 2,070 3,930 1,742 1,635 2,039 1,496 869 753 749 972 862 Changes 2013-2023 140 241 280 178 283 165 184 356 312 255 138 61 75 86 74 41 -5 9 Figure 13. Rangeof60-minute and90-minuteisochrones set outfrom theappropriate voivodeship cityin 2013,2015and2023

Examples of indicator applications (measurements) 37 Examples of indicator applications (measurements) 38 cities surrounded by depopulatingareas andnot having many new road investments intheirdi for thefactthatnetwork effect willbeachieved inthenext perspective, andeven regional there are nomore voivodeship citieswhoseindicatorwould bereduced. Thisisanindirect proof and Bydgoszcz (here asa cleareffect ofexpressway characteristic thingisthatthistime S5).A Kielce (by over 1.4M people,firstofallasaresult ofconstructing expressway S7towards Krakow) By 2023,the population inside the 90-minute isochrone will increase most (table 4) in case of ship (increase inthereach ofthe90-minute isochrone, especially inthenorthernandsouthern a and itschanges(up to2023)confirm thetheses posedintheforegoing (Fig.13).Already in2013 The imageofthespatialrange ofthe90-minuteisochrone from theappropriate voivodeship city Table 4. services. rect neighbourhoodwill„come closer”toother centres, increasing theconventional basefor their most widespread internal peripheries). This concerns first and foremost the Mazovian VoivodeMazovian the foremost and first concerns This peripheries). internal widespread most far away from thevoivodeship capital,i.e.firstofallinregions withthelargest areas (having the voivodeship. Thelargest effects ofthenew road investments canbeobserved intheareas located decisive majority of the country’s Zielona Góra Wrocław Warsaw Toruń Szczecin Rzeszów Poznań Opole Olsztyn Łódź Lublin Cracow Kielce Katowice Gorzów Wielkopolski Gdańsk Bydgoszcz Białystok 2023 (inthou.ofinhabitants) Population withinthereach ofthe90-minuteisochrone by voivodeship cityin2013and 2,180 3,984 5,895 3,248 1,332 2,532 3,307 5,794 1,367 5,137 2,086 6,959 2,154 7,812 1,976 2,673 2,546 1,213 area was withina 2013 Diagnosis 90-minute access to the capital ofits own 2023 2,649 4,420 6,885 3,832 1,463 3,374 4,109 5,937 1,626 6,229 2,716 7,812 3,576 7,921 2,623 2,977 3,708 1,346 2013-2023 Changes 1,092 1,422 1,162 469 436 990 584 131 842 802 143 259 630 853 109 647 304 133 - - KPZK 2030. Such routes include e.g. expressway S16 through the Warmian-Masurian VoivodeWarmian-Masurian the through S16 expressway e.g. include routes Such 2030. KPZK closer totheirown regional cities onlyincaseofconstruction oftheroutes recorded atpresent in through Polesie Lubelskie andeasternborderlands ofMazovia). Someother areas could get expressway S12 from to Lublin, as well as motorway A2 (the eastern section running Toruń,to Płońsk from S10 expresswayregion), Lublin south-eastern the in Ukraine with border the to up (section S17 expressway Poland), Greater northern and (southern S11 expressway all the reach oftheisochrone of90-minuteaccess totheirown voivodeship cities.Theseare firstof Implementation Document) could first ofallcontribute toeliminatingareas remaining outside expressways (not plannedfor implementation intheperspective 2014-2020according tothe ies). The picture obtained also shows which sections of the target network of motorways and cities from theperipheralareas ofboth voivodeships (despite runningthrough thoseperipher which skips Białystok and Olsztyn, and so does not contribute to improving accessibility of those is not withoutitsown importance. Anexample canbetheplannedexpressway S61(ViaBaltica), on theirown regions, respectively). Alsothecourse itselfoftheinvestments tobeimplemented borderland eastern and western the on Gdańsk and Szczecin of location the from follow ships of theircapitals(e.g., thelarge areas outsidethe90-minuteisochrone inboth seasidevoivode described) isagaindetermined by thesize ofvoivodeships, aswell asby thegeographicallocation The layout ofmostpoorlyaccessible areas (incompliance withthelogicofindicatorbeing Mountains. Carpathian the in and region Lublin eastern Poland, Greater northern and southern fromCentralSuwałki,Mazoviain belt to othernorthern extensivethe up Pomerania,and in ones the capitalsoftheirown regions longerthan90minutes.Thelargest ofthemwillbelocatedin the describedchanges,incountry area there willstillremain compact areas withaccess to Despite Voivodeship). Łódzkie the of extremities southern the and Voivodeships Silesian Lower have been outsidethereach ofan1,5 houraccess (e.g. atthenorthernborders oftheSilesianand S6). Ina few other cases,new investments willeventually eliminatethe„islands”thatuptonow expressway constructing of effect the cases, both (in Voivodeships Pomeranian and meranian parts oftheregion, thanks tothe planned construction ofexpressway S7),aswell theWest Po improve theindicatorvalue inthe mentioned voivodeships. time, thisisanindicationwhat investments (covering thementioned cities) could relatively easily same the At Voivodeships. Sącz) (Nowy Poland Lesser and Ostrołęka) and (Płock Mazovian as position), West Pomeranian (), Pomeranian (Słupsk), Lower Silesian (Jelenia Góra), as well ( Voivodeship Poland Greater the to e.g. applies This regions. some to assigned centages remain outsidethereach oftheexamined isochrones, influencingina significant way theper motorways andexpressways somerelatively large subregional urbancentres. Asa earlier timesections) isthefailure to cover (as hasbeen thecaseuptonow) withthesystem of ments explaining thelow values oftheindicatorchangeinsomevoivodeships (inallor onlythe ele the of One sections. examinedtime the appropriate voivodshipin the respect cities) to (with In table5we canseethecomparison ofpopulationpercentages withinboth analysed isochrones region toNowy Sącz. ship, potentially the route from Wrocław to Brno through the Kłodzko Basin, and from the Tarnów result, they ------

Examples of indicator applications (measurements) 39 Examples of indicator applications (measurements) 40 issue iscumulative accessibility tothewholenetwork ofvoivodeship cities. Inthiscase,itisirrel C Warmian-Masurian Voivodeships). serve rathercountrywide orinternational purposes(e.g. expressway S61inthePodlaskie and remain to a cities theadopted solutionsare not optimal from theviewpoint ofinternal demand,andthecities port andsettlement network intheregional scale.Unfortunately, for a certain partofvoivodeship their internal cohesion andsynergic effects following from themosteffective model ofthetrans voivodeship citiesare becoming the maintransportnodesoftheirown regions, whichwillfavour tional, butalsofrom theintra-regional viewpoint. Duetoinvestments infasttrafficroutes, partof The layout ofthemotorway andexpressway network canbeevaluated not onlyfrom thena access toKielce thantoWarsaw), andinthe western partofWarmia (which isalready now within VoivodeshipMazovian(better southern Poznań), to Wrocławthan to accessVoivodeship (better Poland Greater southern Wrocław), than rather Góra Zielona to access one-hour of range (the we observe better access for the year 2023 in the northern part of the Lower Silesian Voivodeship evant whatcitycanbereached in60or90minutes.Incaseofthe60-minuteisochrones (Fig.14), Table 5. umulative accessibility of the voivodeship cities network from peripheral areas. A Poland Zachodniopomorskie Greater Poland Warmian-Masurian Świętokrzyskie Silesian Pomeranian Podlaskie Subcarpathian Opolskie Mazovian Lesser Poland Łódzkie Lubuskie Lubelskie Kuyavian-Pomeranian Lower Silesian voivodeship city(by voivodeship) Percentage ofpopulationwithinthereach oftheisochrone totheappropriate certain degree “off the beaten track” since the investments implemented in their area 2013 66.9 47.3 49.9 45.9 70.6 81.2 69.9 57.9 61.9 84.0 63.8 71.7 77.8 92.4 56.7 90.6 56.5 60-minute isochrone 2023 71.2 50.2 55.7 49.5 73.7 87.3 73.7 62.2 70.1 86.9 68.5 74.2 81.0 93.6 61.4 94.2 59.8 100.0 100.0 2013 88.8 64.7 78.2 79.7 99.9 99.1 84.6 86.9 96.1 99.8 84.8 90.8 95.4 82.7 86.0 90-minute isochrone 100.0 100.0 100.0 2023 91.7 71.9 81.7 82.5 99.9 99.8 91.5 87.6 96.9 91.7 92.5 98.8 84.4 89.0 separate - - - south-eastern Lublin region, CarpathianandSudeten Mountains). Intheircasesituationimprove Podlasie, southern region, Suwałki the and Masuria eastern Pomerania, (Central perpheries the still see, in an almost unchanged shape, the largest territories of poor accessibility located on i.e. over 90-minutelong,accessibility toregional centres insidethecountry. However, we can bad, of “islands” all virtually eliminates cities voivodeship of network whole the to referral The Much greater differences inboth spatiallayouts are noted incaseofthe90-minuteisochrone. range (includingthelabourmarket range) ofThree-City. part of the Warmian-Masurian Voivodeship (with Elbląg), which clearly remains with the influence with theinfrastructure development), a noteworthy situationinthiscontext isthatofthewestern with timeresult intheirperipheralareas beingattractedtotheneighbouringvoivodeships, along area)largestof the terms in (in situations Mazovian Greaterand Poland Voivodeships (whichcan larger citiesinthelabourmarkets oftheadjacent voivodeships. Despitetheobviously different interpreted inthecontext ofadequacytotheadministrative divisionandmembershipofsome the construction onexpressway S8)andLublin ().Theresults obtained canbe of (continuation Białystok S7), expressway on investments implementing of effect (the Olsztyn in Mazovia willalsobringsomeperipheralcommunes oftheregion within60-minuteaccess to expresswaysof construction the 2023 In Olsztyn). to than Gdańsk to access faster of range the ment canonlybeeffected through new road investments. -

Examples of indicator applications (measurements) 41 Examples of indicator applications (measurements) 42 Figure 14. Rangeof60-minute and90-minuteisochrones set outfrom thenearest voivodeship city in2013,2015 and2023 Lesser Poland and Opolskie. In the case of Lesser Poland, long travel times via railway transport railway via times travel long Poland, Lesser of case the In Opolskie. and Poland Lesser best railway accessibility, further positions were occupied by the following voivodeships: Łódzkie, agglomeration significance are clearlymarked. At thebeginningof2007,asideareas withthe the Warsaw andUpper Silesianpoles.Beltsofbetter accessibility alongthemainlines ofinter- In railway transport,similarly toroad transport,the best accessible areas ofthecountry are 4.2. centres, whilefor someothers thebestsolutionseemstobeexpansion oftheroad infrastructure. and poorlyaccessible territories,subregional centres may bestrengthened intheirrole ofservice increased by way ofderegulation (de-zoning) ofsomeservices. Incaseofsomeother compact services, thesituationislessclear. Thestudyhasshown thatinmany casesaccessibility canbe gional labourmarkets. Incaseof90-minuteisochrone anditsrelated accessibility tohigherlevel in some areas, an alternative objective of the territorial policymust be reinforcing ofthe subre possibilities ofitsfurtherextending by way oftransportinvestments are limited.Consequently, ied isochrones, atpresent aswell asinthe2023perspective. Incaseofthehourlyisochrone, the The results obtained show unequivocally whatareas inthecountry remain outsideboth thestud Table 6. choice willbethetimeoftravel toanarbitraryclosestvoivodeship centre (tab.6). In caseofother higerrankservices, aswell aswithrespect tolabourmarkets, a more appropriate administrative setting (public administration,zoned services, suchascourts, partofhealthcare). centre isappropriate incaseofmovements topublicutilityservices ina broad sensewithstrong voivodeship „own” the to travel of time the Generally, in. interested are we destinations actual The interpretation ofboth layouts (incaseofeitherisochrone) may bedifferent dependingofthe voivodship cities The appropriate voivodship city Network of voivodship cityandtothenetwork ofvoivodship citiesinthecountrywide scale Percentage ofpopulationwithintherangeisochrone totheappropriate Railway indicatorRaAI in thousands in thousands % ofcountry % ofcountry population population 26,556 25,761 2013 66.9 69 60-minute isochrone in theyear Population withintherangeofisochrone 28,399 27,085 2023 74.6 71.2 35,883 34,186 2013 93.2 88.8 90-minute isochrone in theyear 36,181 34,908 2023 95.0 91.7 - -

Examples of indicator applications (measurements) 43 Examples of indicator applications (measurements) 44 olsi Vioehp Fg 1) By 15). (Fig. Voivodeship Podlaskie merania are amongtheworst accessible voivodeships. Theclearlyleastaccessible oneisthe a as (primarily Lubuskie Świętokrzyskie), for(except Poland Eastern of voivodeships the contrast, and UpperSilesia.Thisdifference ismuchbiggerinrailway transportthaninroad transport.By between Cracow andKatowice result ina large difference inaccessibility between Lesser Poland and Warsaw (Fig.16). some places they are clearly reduced, e.g. thanks to the planned rapid connection between Płock accessibility between agglomerations,theso-calledinternal peripheries,are stillvisible,butin will be one of the three worst accessible voivodeships in Poland in 2023. In 2023 areas of worse will not grow asquicklyandthisvoivodeship, together withWestern Pomerania andPodlasie, Voivodeship Warmian-Masurian the of accessibility the contrast, By route). Nadodrzanka called ship willhave improved significantly (among others, thankstoimproving theoperationof the so- at the middleof 2014) will result in a ments executed intheprogramming period2014-2020(according tothestateofknowledge as a investments inUpperSilesia(includingthoseleadingfreight trafficoutofthisarea) thatwill,to not beaslarge asin2007.Thisstemsprimarilyfrom theimplementation ofnumerous railway Masovian and Silesian Voivodeships, but the difference in railway accessibility between them will accessibility willbehigherthanroad accessibility in2023.Thebestsituationwillstilloccur inthe voivodeship level, inthe majorityofvoivodeships (with theexception ofSubcarpathia)railway accessibility in Poland willbe higher than the analogous indicatorfor road transport.Alsoonthe which meansthat,inlight ofthe adopted methodology, theweighted average ofdomesticrailway The RaAI indicator value (45.25) will exceed the level of the RoAI indicator (41.88) by over 8%, high degree, improve its accessibility. By 2023 the railway accessibility of the Lubusz VoivodeLubusz the of accessibilityrailway the accessibility.improve2023 degree,its By high result of the low railway accessibility of Zielona Góra and Gorzów Wielkopolski) and East Po East and Wielkopolski) Gorzów and Góra Zielona of accessibility railway low the of result 2023 thesituationwillhave changedsignificantly. Invest significant speed increase on themajority of railway lines. - - - Figure 15. Railway Accessibility IndicatorRaAI(passenger, freight andsynthetic) –value asat 2007.01.01

Examples of indicator applications (measurements) 45 Examples of indicator applications (measurements) 46 as at2023 (assuming theimplementation ofinvestments according to thestateofknowledge Figure 16.Railway Accessibility IndicatorRaAI(passenger, freight andsynthetic) –value as atthemiddleof2015) Voivodeship (Fig.17). est changesinrailway accessibility (only slightly above 7%)are exhibited by theLesser Poland small the contrast, By Ocice). and Rzeszów between (e.g. investments other and investments where theaccessibility improvement effect stemsboth from theimplemented European Union (with the exception of Western Pomerania and Podlasie) and also the Subcarpathian Voivodeship, (the southernpart).Thenext largest beneficiaryare a group ofvoivodeships inNorthern Poland increases (including restoration of passengertraffic)undertaken asa result of PKP PLK work ments co-financed by theEuropean Union(northern partofthevoivodeship) andother speed invest from both stems accessibility railway in improvement the whereVoivodeship, Lubelskie primarily, incertain peripheralareas ofthecountry. Thebiggestbeneficiarywillnodoubt bethe the bestaccessible onesalready in 2007(Central andSouthernPoland), butalso,andmaybe Czeremcha). Improvement inrailway accessibility willbenoticeable not onlyinareas whichwere works using sources outside of the European Union (such as, for example, between Białystok and nature, andare related muchmore toindividualinvestments, alsothoseimplemented onnet In 2007-2015,inthepercentage view, areas ofaccessibility improvement are mosaic(island)in - - -

Examples of indicator applications (measurements) 47 Examples of indicator applications (measurements) 48 Figure 17.Percentage changeintheRailway Accessibility IndicatorRaAI (passenger, freight and synthetic) in2007-2015 No railway investments were implemented as part of the east ofWarsaw, inthedirection ofTerespol (Fig.18). szcz and between Łódź, Katowice and Zielona Góra. Large accessibility increase is also noticeable accessibility increases significantly within two triangles, i.e. between Warsaw, Gdynia and Bydgo and are clearlyconcentrated inthree areas ofthecountry.strings Thankstotheseinvestments, railway long form 2007-2013 IE OP of part as implemented investments that noting worth is It 0.4%). only by Voivodeship(increase Subcarpathian the in marginal are effects the hand, other the On Voivodeships.Warmian-Masurian and Opolskie the are beneficiaries biggest The effect). plemented as part of OP IE 2007-2013, railway accessibility in Poland will increase by 4.85% (net Operational Programme Infrastructure andEnvironment. Thankstorailway investments im The largest railway investments intheprogramming period2007-2013were theresult ofthe skie (increase by 0.13%) and Silesian (increase by 0.1%) Voivodeships. No linear ROP investmentsVoivodeships.ROP 0.1%) (increaseby linear Silesian No and 0.13%) (increaseby skie Opol 0.25%), by(increasePodlaskie the in unnoticeablewereeffects almost the hand, other the On 4.94%). by (increase Subcarpathia and 6.92%) by increase (accessibility Lubusz voivodeships: sibility in Poland increased by 1.09% (net effect). The biggest beneficiaries were thefollowing acces railway the ROPs, of part as implemented investments railway to Thanks Programmes. railway accessibility were, however, investment activitiesfinanced from Regional Operational land intheprogramming period2007-2013.Animportant factorfor thelocalimprovement in Figure 18.Percentage changeinthesynthetic Railway Accessibility IndicatorRaAIasa result of investments co-financed from OPIEintheprogramming period2007-2013 Operational Programme Eastern Po - - - - -

Examples of indicator applications (measurements) 49 Examples of indicator applications (measurements) 50 constructed inLower SilesiaandLesser Poland (Fig.19). were sections short only and Voivodeships, Świętokrzyskie and Silesian the in observed were (Fig. 20). ROPs and IE OP of three part other as implemented the investments of in effect combined but the is 143), it voivodeships and 272 (lines IE OP of effect the exclusively almost is this ship, Masurian, Pomeranian and Kuyavian-Pomeranian Voivodeships. In case of the Opolskie Voivode other hand, the biggest beneficiaries (accessibility increase by over 10%) are the Opole, Warmian- the On meet. Voivodeships Subcarpathian and Lubelskie the where area the and Voivodeships, Świętokrzyskie and Masovian Southern the also included changes accessibility small with Areas cessibility changeasa result ofrailway investments co-financed from European Unionfunds. ac percentage lowest the exhibited Voivodeships,which Poland Lesser and Podlaskie the were and supplemented theimageofrailway accessibility improvement inPoland. Here theexceptions imple Investments mented as part impact. of OP IE and greatest ROPs were, in spatial the presentation, complementary to had a fund IE OP the reasons, obvious For 6%. almost ming period2007-2013,theirtotal net effect onrailway accessibility changein thisperiodwas Taking into account allinvestments co-financed from European Union fundsintheprogram Figure 19.Percentage changeinthesynthetic Railway Accessibility Indicator RaAIasa result of investments co-financed from ROPsintheprogramming period2007-2013 high degree, - - - - of results. Thecontribution ofinvestments co-financed by theEuropean Uniontorailway ac RaAI value increased, thusananalogousstudymay beconducted asa result oftheaggregation indicator accessibility the however,level, voivodeship the On PLK. PKP by maintained network railway accessibility was noted asa result oflineclosures orspeedslimitationsontherailway end of2015isdifficulttoanalyse onthecommune level. Incertain communes, a decrease in 2007-2013 totheentire accessibility changestakingplace from thebeginningof2007until the The contribution of investments co-financed by the European Union such a low indicatorvalue ismainlytheeffect ofthelackEuropean Unioninvestments (Fig.21). completed intheprevious programming period2004-2006was significant, whileinPodlasie via, the contribution of GDP growth and investments implemented from other sources and those lowest contribution oftheseinvestments occurred inPodlasie (16%)andMazovia (12%).InMazo the while (83%), Opole was accessibility railway increasing to most the contributed investments cessibility change is very diversified (from 12% to 83%). The voivodeship where European Union all investments co-financed from European Unionfundsintheprogramming period2007-2013 Figure 20.Percentage changeinthesynthetic Railway Accessibility Indicator RaAIasa result of in the programming period - -

Examples of indicator applications (measurements) 51 Examples of indicator applications (measurements) 52 investments implemented inairports(primarily inthe programming period2007-2014), aswell sibility (Fig.22). In2023,thesignificant improvement airaccessibility stemmedfrom a seriesof acces better of “island” an was Pomerania Furthermore, Warsaw). in airport the after capacity between Katowice andCracow (in2015,airportsinPyrzowice andBalice already hadthehighest a with belts, road Cracow) to Wrocław (from A4 and Warsaw) to Poznań This meansthatthebestaccessibility is inthevicinityofcapitalmetropolis andintheA2(from saw Modlin aiport),aswell asby theroad system providing access to themostimportant airports. a to (and, airport OkęcieWarsaw the of capacity the i.e. Mazovia, in The spatial distribution of airaccessibility in Poland is determined by the location of two airports provements invehicle access toairportsusingroad transport. dynamic viewpoint, airaccessibility changesare affected by changesinairportcapacityandim but railway, and roads of case in like GDP, or population the not is road accessibility (RoAI) andrailway accessibility (RaAI).Thesource ofdataconcerning masses Accessibility toairports(AAI)iscalculatedbasedondifferent methodological assumptions than 4.3. Figure 21.Contribution ofallinvestments co-financed from European Unionfundsinthe Air indicatorAAI programming period2007-2013totheRaAIchange lesser degree, the new War new the degree, lesser airport capacity.From the “peak” of accessibility of “peak” - - - ity ofairportsoutsidetheterritoryPoland was not taken into account) (Fig.23). Pomeranian Voivodeship is characterised by the worst air accessibility in the country (the proxim West the hand, other the accessibility.On air perfect of area an together,creating merge Silesia and expressways. Thus,in2023,thetwo polesofbestaccessibility: Mazovia andCracow-Upper as theimprovement inaccess totheseairportasa result ofroad investments onmotorways Figure 22.AirAccessibility IndicatorAAI– in2007and2023 -

Examples of indicator applications (measurements) 53 Examples of indicator applications (measurements) 54 of passengersserviced in2014–about27M points atthe conclusion thatinvestments com about 58M).Taking into account theaviation market dynamicsinPoland andthetotal number the programming period2007-2013more thantwice (from about25M passengersannuallyto the programming period2007-2013.Thetotal estimatedcapacity ofairportsinPoland grew in country was atleasttwice, andincertain casesseveral times,lower in2007thanattheendof In 2007, there were no airportsin Lublin and Modlin. Thecapacityof the largest airports in the increasing the capacity of the Bydgoszcz airport (over fourfold increase in the AAI indicator value). thanks tothecompletion ofthenorthernsectionA1motorway, butalsoasa result of blin and Modlin. A the Lubelskie and Podlaskie Voivodeships, primarily as a Eastern Poland benefitedthemost(over threefold AAIindicatorincrease), includinginparticular cessibility increased significantly intheprogramming period2007-2013.Inpercentage terms, investments, both attheairportsthemselves andonaccess routes tothe airports, airportac also hindered by thelackofmotorways onmostaccess routes. Duetonumerous infrastructural was 2007 in airports to access Vehicle 2030. around to up demands the meet 2015 by pleted significant beneficiary was also the Kuyavian-Pomeranian Voivodeship, mainly Figure 23.AirAccessibility IndicatorAAI– in2023 result of the launch of new airports in Lu - - - The area where theindicatorchangedonlyslightly was Central Pomerania. Itisanarea geograph existing airports,not therapidlychangingtemporal distance for travelling to them. It seems thatan argument for erecting new structures may be the lackof capacity of the already in particularappliestoinvestments relatively not distant from theMazovian system ofairports. possible creation hastobeevaluated takinginto account activitiesinother transportmodes.This purposefulness ofundertaking certain new investments intheform oferecting airports. Their increases may occur inareas distant from airports.Itisa premise for criticalreflection onthe pacity increase) and by developing land (both road and railway) transport. This is why large AAI achieved both through erection and modernisation of airport infrastructure (new facilities, ca The conducted studyconfirms thethesisthataccessibility improvement inairtransportmay be airports, theconstruction offurtherairportsmay give risetosubstantial doubts. a result ofroad investments. Inview oftheclearlyshortening travel time tothealready operating the Modlin airport.A significant improvement inairaccessibility inmany areas willoccur mainlyas a planned investment mostlikely executed from other sources, i.e.thenecessary expansion of stem from theendinginvestments plannedintheprogramming period2007-2013andfrom implementation intheprogramming period2014-2020.Airaccessibility changesin2013-2020 vestments improving airport capacity co-financed from European Union funds were provided for in No least. the benefited definitely Voivodeship Pomeranian Western the while Voivodeships, Silesian and Poland Lesser Voivodeships.the Łódźoccurred in increasesLargethe then and vian in 2007-2015.From the voivodeship viewpoint, airaccessibility improved themostinMaso ically distant from theclosestairportsand,atsametime,deprived oflarge road investments Figure 24.Percentage changeintheAirAccessibility IndicatorAAIin2007-2015 - - - -

Examples of indicator applications (measurements) 55 Examples of indicator applications (measurements) 56 Similarly toairtransport,water inlandaccessibility (WIAI)iscalculatedbasedondifferent meth 4.4. from Odraandlower Vistula(Fig.25). section of Odra, lower section of Vistula). Water inland accessibility decreases while moving away places with the highest waterway class (lower Odra) and the highest density of river ports (central in present is accessibility best the that means This Elbląg). in as well as Rivers, Nogat and Wisła Martwa Vistula, the on ports 9 and river Odra the on ports 14 highlights analysis (the ports river the fifthwaterway classoperates) andtheroad system providing access tothemostimportant III insections,withtheexception ofthesectionbetween Widuchowa andtheBalticSea,where route classes on the individual sections of the Odra Waterway (class II on most of its length, class The spatialdistributionofwater inlandaccessibility was andisdetermined inPoland by thewater ports usingheavy goodstransportas a result ofinvestments intheroad network. resulting from investments onwater routes andimprovement invehicle access toinlandwater of view, changesinwater inlandaccessibility are influenced by changesinwater route classes access to alltheexisting andplannedriver portswas enabled.Thus,from thedynamicpoint route classofsectionsadjacent toa river portwas assignedtoriver ports.Heavy goodstransport cerning massesistheclassofwaterroute sections.Duetomethodological reasons, thewater odological assumptions thanroad (RoAI) andrailway (RaAI)accessibility. Thesource ofdatacon Inland waterindicatorWIAI Figure 25. Water Inland Accessibility IndicatorWIAI –in2007and2023 - - from theeffects ofthevery low baseofaccessibility toriver portsin2007,relatively few in stems which Voivodeship, Subcarpathian the on emphasis particular the with Poland, Eastern In percentage terms(Fig.27),in2007-2015a beneficiaryis,paradoxically, thearea ofsouth- to classtwo, andlocallythree), aswell asthe improvement intheroad infrastructure condition. (improvement Vistula and length) its of majority the on three class (to Odra of class water the of modernisation planned the as well as Noteć, on ports river of opening including investments, in 2007-2015.Changethesituationuntil 2023willstemprimarilyfrom theplannedwater motorway A4 the via Poland Eastern from ports those to access transport HGV improvementin significant the and Waterway) Odra the on investments (spot waterways inland on vestments Figure 26.Water InlandAccessibility IndicatorWIAI–in2007and2023 -

Examples of indicator applications (measurements) 57 Examples of indicator applications (measurements) 58 Changes inthesynthetic MAIindicatorconfirm thekey role ofcertain investments for thecoun value isinfluenced by air transport(Fig.28). value isclearlycausedby railway investments. Inspecialcases,primarilyinMazovia, theindicator places in Poland where, despite such established assumptions, improvement in theMAI indicator indicator is mostly explained by railway transport. This is why what deserves special attention are by theroad indicatorRoAI value (especially inpassengertransport).Theremaining partofthe freight transport.By thesametoken, theMAIindicatorvalue istoa large extent determined indicator value isanalogoustothecontribution ofindividualtransportmodestopassengeror The contribution ofmodalindicatorsonthecommune level inthetotal MAIpassengerorfreight 4.5. railway investments) causethegreatest percentage accessibility improvement, butwitha limited and road (both peripheries the on located Investments line). Częstochowa-Opole the (like tions location inthenetwork was ofspecialimportance for accelerating inter-agglomeration connec whose or line), Warsaw-Gdańsk the (like significantly increased speed the where lines, railway all to certain motorway sections (in particular the central fragment of A1), but also tomodernised try’s entire transport system andfor the accessibility level ofvast territories. Thisappliesfirstof Figure 27.Percentage changeintheWater InlandAccessibility IndicatorWIAIin2007-2015 Synthetic indicatorMAI - - investment itself(Fig.30). high base effect), their results are visible over much larger areas, sometimes distant from the if percentage increases inMAIindividualcommunes are not spectacularincentral Poland (the a greater network effect and participate in a greater numberof intercommunal connections. Even (very low initialindicatorlevel). At thesametime,investments locatedinthecentre provide travel path from theentity tothemajorityofremaining entities inthecountry) andlow base territorial reach. Thisiscausedby thefollowing, oftenoverlapping effects: border location(one

Examples of indicator applications (measurements) 59 Examples of indicator applications (measurements) 60 Figure 28. MultimodalAccessibility Indicator MAI(passenger, freight andsynthetic) –value asat 2007.01.01 Figure 29.MultimodalAccessibility IndicatorMAI(passenger, freight andsynthetic) –value asat 2023 (assuming theimplementation ofinvestments according to the stateofknowledge asat mid-2014)

Examples of indicator applications (measurements) 61 Examples of indicator applications (measurements) 62 Figure 30.Percentage changeintheMultimodal Accessibility IndicatorMAI (passenger, freight and synthetic) in2007-2015 (since 2004)andfor changesinspatialdifferentiation inthestudiedperiod(Potential Acces (basic measurement ofaccessibility monitoring)were presented both for accessibility dynamics As part of continuous monitoring of the accessibility phenomenon, biannual images of changes ing development policies). STRATEGas bases monitor such programmingand of purposes (systemforthe created GUS by stant monitoringsystem, whichisespeciallybeneficial from theviewpoint oftheoperation The accessibility indicatorMAIprovides many educationalopportunities,alsoaspartofa con 5. Silesia remain the best accessible voivodeships in 2023, whereas the Masovian VoivodeshipMasovian will the whereas 2023, voivodeshipsin accessible best the remain Silesia ity improvement is particularly visible in the Masovian and Łódź Voivodeships. Mazovia and Upper as well as high GDP dynamics and the large population in the Warsaw agglomeration, accessibil ing place. Asa result ofintensive investments inmotorways andexpressways incentral Poland, In related toaccessibility thedynamicsatmodelevel. in the respective indicators on the voivodeship level. Focus was placed on general conclusions Results were shown for every modeintheform ofcharts illustratingthedynamicsofchanges and theGDP. planned for implementation by thebeneficiaries,aswell as a prediction ofchangestopopulation Fourthly, theanalysis isclosedoffby 2023according toa prediction basedonlistsofinvestment not listingthedataasatendof2014infavour ofincludingthecalculated2015plusvariant. need to present the most reliable and up-to-date data as at the end of 2015, hasresulted in 2004-2012. Thirdly, theinabilitytoconduct analysis asattheendof2016,withconcurrent be a two-year period–hence thetwo-year gapsbetween individualobservations includedfor sen asthestartingyear. Secondly, theprimarystipulatedinterval ofaccessibility analysis should the very beginningof Poland’s entry into theEuropean Union–becauseofthat,2004was cho processes and,consequently, theacceleration ofaccessibility changes,were takingplace from choice ofthoseyears followed from thefollowing premises. Firstly, theinvestment intensification but implemented aspartoftheprogramming period2007-2013were includedaswell. The end of2004,2006,2008,2010,2012,2015and2023.For 2015, investments endingin2016 country level, was adopted asthestartingpoint. Theanalysis was conducted for dataasatthe country. Accessibility dataatthecommune level, aggregated accordingly tothevoivodeship and changes onthevoivodeship level inrelation to the weighted average ofchangesfor thewhole sibility Dispersionindex –PAD). Research results were presented inthecontext ofaccessibility road transport(synthetic RoAI), a generalincrease inaccessibility inallthevoivodeships istak Accessibility monitoring (2004-2023) Application potentialofMAI. ------

Application potential of MAI. Accessibility monitoring (2004-2023) 63 Application potential of MAI. Accessibility monitoring (2004-2023) 64 thorough theentire researched period,however, inindividualvoivodeships, thenetwork degrada In where (Fig. 32). else than smaller relatively be will improvement the Voivodeship Warmian-Masurian and nian in certain areas) resulted in a tion andclosingofrailway lines,aswell asnegative demographictendencies(population decline There are however nolarge changesinthegroup ofleastaccessible voivodeships (Fig.31). of bestaccessibility remains thesame, butitscentre ofgravity moves noticeably towards north. area defined broadly The ranking. the in Poland Lesser of “ahead” is who Łódź, 2023: in Poland for average the above also are voivodeships following The accessibility. road in “leader” the be By 2023,thesituationwillhave improved significantly inallvoivodeships, thoughinthePomera others, in Upper Silesia during the 2008-2010 period and in the Łódź Voivodeship in 2004-2006. railway transport(synthetic RaAI), theaverage accessibility inPoland hasbeenincreasing 10 20 30 40 50 60 70 80 0

RoAI2004 Figure 31.Dynamicsofthesynthetic RoAI indicator

RoAI2006 decrease of railway accessibility. Such a

RoAI2008

RoAI2010

RoAI2012

RoAI2015

RoAI2023 situation occurred, among Podlaski Podkarpackie Op Ma Ma Łó Lubuskie Lube Ku Dolnośląskie PO Zachodniopo Wi Wa Świętokrzyskie Śląskie Pomo dz ja el LAND olsk zo ło rmińsk ws ko ki lski polski wi rski e ie polskie ko-pomor ec e e e o- ki e e mazurs mo rski sk ie ki e e - - - curred (Fig.33). In an unprecedented “flood” of infrastructural investments increasing the capacity of airports oc airports of capacity the increasing investments infrastructural of “flood” unprecedented an for airaccessibility. Increase inairaccessibility until 2023willbelower thanin2012-2015,when average country the below remainvoivodeships Voivodeships. Other Silesian and Poland Lesser road accessibility to airports in the neighbouring voivodeships) and it is closely followed by the the A2 motorway) is occupied by the Łódź Voivodeship (mainly thanks to the improvement in the the Warsaw ChopinAirport,through thesouthernsectionofWarsaw express ringroad and region, inModlin. Second place, asa result ofimproving road accessibility toairports(primarily to country. Thisdominance grew even more asa result ofcommissioning thesecond airportinthis air transport(AAI),there isa strong dominance ofMazovia asthebestaccessible region ofthe 10 20 30 40 50 60 70 80 0

RaAI2004 Figure 32.Dynamicsofthesynthetic RaAIindicator

RaAI2006

RaAI2008

RaAI2010

RaAI2012

RaAI2015

RaAI2023 Zachodniopo Wi Wa Świętokr Ślą Pomo Podlaski Podkarpackie Opolskie Mazowiec Małopo Łó Lubuskie Lubels Kujawsko-pomorsk Dolnośląskie PO dzkie elkopo sk LAND rmińsko-ma ie rski ki ls e e zy ki e lski ki skie e e e mo zu rski rski ie e e -

Application potential of MAI. Accessibility monitoring (2004-2023) 65 Application potential of MAI. Accessibility monitoring (2004-2023) 66 ginal (Fig.34). ships remain below thecountry average, andtheaccessibility ofsomethemispracticallymar voivodeother The surprising. is Canal, the to Waterwaythanks Odra the “connected”to Voivodeships, Silesian the of position low relatively The increasing. significantly is Voivodeships Poland Greater and Pomeranian Kuyavian-Pomeranian, of accessibility the Noteć, to route ter the Odra Waterway.Odra the a As In inland water transport, the best accessible voivodeships are the four regions located along 10 20 30 40 50 60 700 100 10 20 30 40 50 60 70 80 90 0 0 0 0 0 0 0 0

WIAI2004 AAI2004 result of investments planned until 2023 and the activation of the wa the of activation the and 2023 until investmentsplanned of result AAI2006 Figure 34. Dynamicsofthe WIAIindicator WIAI2006 Figure 33.DynamicsoftheAAIindicator

WIAI2008 AAI2008

WIAI2010 AAI2010

WIAI2012 AAI2012

WIAI2015 AAI2015

WIAI2023 AAI2023 PO Zachodniopomor Wi Wa Świętokrzyskie Śląskie Pomo Podlaski Podkar Opolskie Mazowiecki Małopolski Łó Lubuskie Lubelski Kujaws Dolnoślą Zachodniopo Wi Wa Świętokr Ślą Pomo Podlaski Podkarpackie Opolskie Mazowiec Małopo Łó Lubuskie Lubels Kujawsko-pomorsk Dolnośląskie PO dzkie elkopo LAND rmińsko-mazur dzkie elkopo sk LAND rmińsko-ma rski ie pa ko rski ki e e sk lski e e e -p ck lski zy e ie lski e ki om ie e skie e e e e mo or zu skie sk rski sk rski ie ie ie e e - - - analysis oftheaccessibility phenomenondynamicsiscomplemented by theresearch onitsdif Accessibility differences in2004-2023.PAD monitoring (Fig.35). Because ofthis,thepresented research provides arguments for theneedofconstant biannual shows how rapidlyindividualinvestments may mitigateorfurtherincrease regional polarisation. ships by more than10%).Furthermore, theanalysis ofregional differences (further inthechapter) torway in the Łódź Voivodeship resulted in a VoivodeshipPomeranian the motorwayexpresswayin A1 S8 mo of or A2 sections and first the point ofview, large investments oftenresults inrapidaccessibility changes(e.g. commissioning biannual intervals for thewholecountry (e.g. RoAI changesofaround 2-5%)from thevoivodeship a derivative oftheformation oftheroad indicatorRoAI. Despitetherelatively smalldifferences in The tion (synth) (Tab. 7). were presented for passengertransport(Pas), freight transport (Fre) andinsynthetic presenta the caseofroad indicatorRoAI, railway indicator RaAIandmultimodalindicatorMAI,results The PAD indicatorwas calculated separatelyfor eachmodeandfor thesynthetic indicator MAI.In value. nomenon, from thepoint ofview ofthecohesion policy, istherefore a decrease oftheindicator in time,whileanincrease inpolarisation–asa result oftheindicatorincreasing. A positive phe presentation, a decrease of spatial polarisation occurs as a result of the indicator value decreasing the accessibility differences andthelower theindicator, thelower thedifferences. Inthedynamic by thepopulationindicatorvalue onthecommune level. Thehighertheindicatorvalue, thehigher created through a ratiooftheaccessibility indicatorstandard deviation totheaverage weighted Dispersion) index was used,whichis Accessibilityferences. For thispurpose,thePAD (Potential synthetic indicatorMAIanditsdynamicsinindividualvoivodeships are, large toa extent, 10 20 30 40 50 60 70 80 0

WDDT2004 Figure 35.Dynamicsofthesynthetic MAIindicator

WDDT2006

WDDT2008

WDDT2010 rapid increase in road accessibility in these voivode

Potential Accessibility Dispersionindex. WDDT2012

WDDT2015

WDDT2023 Dolnośląskie PO Zachodniopo Wi Wa Świętokr Ślą Pomo Podlaski Podkarpackie Opolskie Mazowiec Małopo Łó Lubuskie Lubels Kujawsko-pomorsk dzkie elkopo sk LSKA rmińsko-ma ie rski ki ls e e zy ki e lski ki skie e e e mo zu rski rski ie e e The - - - - -

Application potential of MAI. Accessibility monitoring (2004-2023) 67 Application potential of MAI. Accessibility monitoring (2004-2023) 68 Table 7.Values ofthePAD Potential Accessibility Dispersionindex both transportmodees willdecrease (Fig.36). railway transport, whichmeansthatthedistance inregional accessibility differences between in respect ofeliminatinginterregional differences inaccessibility will not beasspectacularin will significantly improve thesituationofperipheral areas. However, progress inroad transport between Lublin andRzeszów andsections ofS61towards thePolish-Lithuanian border, which motorised transport.Plansincludethe execution of, among others, a section of S19 expressway regional differences inroad accessibility shouldhave improved, atleastinthecaseofindividual of expressways intheseperipherallylocatedvoivodeships. By 2023,thesituationin respect of Podlaskie and Warmian-Masurian Voivodeships as a Also ofhighimportance istheaccessibility improvement intheLower Silesian,Lubusz, Lublin, Voivodeship.Subcarpathian the for primarily significantlyimproved accessibility Poland, Eastern to theconstruction ofa longsectionA4motorway towards theperipherallylocatedSouth- (A2 andA1)in2012.Inthefollowing period,i.e.in2012-2015,thesituationimproved, mainlydue was takingplace, asa result ofcommissioning sectionsofmotorways locatedincentral Poland dividual motorised transportin2008-2010.Inthe2010-2012period,furtherspatialpolarisation the northernfragment ofA1motorway orS3expressway towards Szczecin, whatoccurred in decrease effects visibleinheavy goodstransportasa result of, for example, theconstruction of vehicles cannot move fasterthan90km/h,even onmotorways. Thus, there are nopolarisation torised transport.Inheavy goodstransport, theseeffects are not sospectacularsince heavy goods motorways andexpressways results inanincrease intraveling speedabove allfor individualmo in 2004-2012,whereby thisdeterioration isvisibleprimarilyinfreight transport.Construction of clearly visiblethata successive deterioration ofsituationwithrespect toregional policyoccurs Regional accessibility differences in road transport. MAIsynth MAIFreight MAITravel WIAI AAI RaAIsynth RaAIFreight RaAITravel RoAIsynth RoAIFreight RoAITravel 0.384 0.398 0.375 1.034 0.656 0.430 0.452 0.430 0.384 0.397 0.376 2004 0.394 0.406 0.388 1.000 0.670 0.436 0.454 0.438 0.395 0.405 0.389 2006 0.394 0.410 0.384 0.983 0.716 0.442 0.471 0.437 0.393 0.407 0.384 2008 result of commissioning successive sections 0.392 0.409 0.381 0.982 0.711 0.438 0.468 0.432 0.392 0.407 0.383 2010 In the case of RoAI (road accessibility), it is 0.399 0.417 0.387 0.958 0.589 0.436 0.472 0.426 0.399 0.415 0.390 2012 0.397 0.418 0.385 0.945 0.632 0.442 0.478 0.431 0.397 0.415 0.386 2015 0.397 0.419 0.382 0.932 0.633 0.423 0.459 0.407 0.399 0.421 0.384 2023 - - the so-called travel destination attractiveness. In Poland, GDP generated primarily in agglomera a as GDP of inclusion the is transport freightdifferences in accessibility higher regions intermsoffreight transport.Thesecond issueessential for explaining thereasons for transport. Thisinturnisequals larger differences inaccessibility between central and peripheral with large population or areas of high Gross Domestic Product) is much smaller than in passenger trains for each mode respectively. This means that the radius of influence of large cities (e.g. cities railway transportare much lower thaninthecaseofindividualmotorised transportorpassenger is related totwo issues.First,speedsachieved in heavy goodsroad transportandheavy goods in freight transportexhibits stronger differences thanaccessibility inpassenger transport.This for passenger andfreight transport shows thatboth in road and railway transport,accessibility Regional accessibility differences inpassengerandfreight transport. or Warsaw (from Płock)(Fig.36). as partofnew andmodernised railway linestowards Cracow (from thesouthofLesser Poland) railway linesinperipheralareas, butalsoanincrease intheradiusofinfluence oflarge cities,e.g. significantly, whichis related primarily to the planned improvement and reactivation ofregional as a result ofinvestments plannedby PKPPLK,interregional disproportions willhave decreased 2012-2015 isclearlyvisibleonthechart(increase inregional differences inthisperiod).By 2023, between Warsaw and Gdańsk). A Gdańsk). and Warsawbetween the other hand, very long-term investments in inter-agglomeration connections (e.g. on the line investments improving theaccessibility ofperipheralareas (e.g. the linetowards ) and,on in 2006-2012,a slow process ofdecreasing interregional differences tookplace, asa result of faster thanthedegradationoflinesconnecting themainagglomerations.Inpassengertransport peripherally inrelation tothecountry centre (e.g. theso-calledNadodrzanka) progressed much tion infreight transport.Itmay beconcluded thatthedegree ofdegradationfreight lineslocated were increasing, whereas, whichisimportant, thecausewas theincreasing accessibility polarisa and peripheralregions (where railway lineswere primarilydegradedandofregional importance) accessibility between central regions (connected withrelatively fasterinter-agglomeration lines) of theaccess totheEuropean Union,therailway network was heavily degraded.Differences in proportions inrailway accessibility (RaAI)thaninroad accessibility (RoAI). Furthermore, atthetime dense as the road network and this alone is an important factor contributing to much greater dis Regional accessibility differences inrailway transport. tions, which determines the higher “mass distribution” differences in space in freight transport freight in space in differences distribution” “mass higher the determines which tions, Figure 36.Dynamicsofaccessibility differences inroad andrailway transport,dividedinto 0,36 0,38 0, 0,42 0,44 0,46 0, 480 400 passenger andfreight transportanda synthetic presentation 0 0 0 0 0 20 04 20 06 significant improvement in inter-agglomerationimprovementsignificantin in connections 20 08 20 10 20 12 In general,therailway network isnot as 20 15 20 23 Comparision theresults RoAITr RoAI RoAIFr RaAITravel RaAI RaAIFr ei eigh av gh el factor influencing factor t t - - -

Application potential of MAI. Accessibility monitoring (2004-2023) 69 Application potential of MAI. Accessibility monitoring (2004-2023) 70 the lackoflarger investments results inmaintaining relatively highregional accessibility differ Cracow in2012-2015result ina reversal ofthispositive intermsofcohesion trend. Until 2023, air accessibility between regions occurred. However, large investments inairportsWarsaw and took place in2010-2012)andimproving vehicle access tothem,a decrease ofdisproportions in differences. Thankstothedevelopment ofregional airports(where particularlylarge investments transport, whileairtransport(AAIindicator) andinlandwater transport(WIAI)exhibit muchhigher be ofnosurprise,then,thatroad transportexhibits thelowest differences, followed by railway the transportnetwork inthemodequestion,higheraccessibility differences. Itshould Regional accessibility differences inairandinlandwatertransport. new lines) may causethedecrease indifferences tobemuchlessspectacular. investments are executed. Possibly omittingcertain activities(e.g. theexpensive construction of they are supposedtodecrease spectacularly. Thiswillhappenonlyifallthecurrently planned differences is still before us. Until 2015, the differences were growing. In the 2023 perspective, to beratherstable.Inthecaseofrailways, thechangeoftrend towards a decrease inspatial fact (ittakes place in2015).Distributionofplannedinvestments causesthesituationuntil 2023 passenger transport,decrease ofthepolarisationlevel inroad transportisalready anobserved areas, whose low potential grows only as a peripheral of cost the at and agglomerations), in dynamics GDP high and growth population the (potential increases not onlyasa result ofinfrastructuralinvestments, butalsoasa result of tribution ofattractive massesfor thebenefitofcentral regions, characterisedby highpotential both intheeconomic anddemographicsense, whichmeansincreasing differences inthedis Furthermore, theprocess ofregional divergence (inabsoluteterms) alsotakes place takes place, for greater accessibility differences infreight transportincomparison topassengertransport. than with the traditional population presentation (passenger transport). This is the second reason services provided by thistransportmode. ity toriver ports.However, onlya very smallsectionofthecountry may realistically benefitfrom tion of the Noteć water route and also the improvement in the heavy goods transport accessibil ences inairtransport(Fig.37). On the other hand, situation improves in inland water transport as a Figure 37.Dynamicsofaccessibility differences inairandinlandwater transport 0, 1, 1, 0, 0, 0, 0, 200 000 200 400 600 800 000 20 04 20 06 20 08 result of infrastructural investments. In conclusion, in 20 10 20 12 20 15 20 23 result of the planned activa The lower thedensityof WI AA AI I - - - - concentration inagglomerations,a slight increase indifferences istakingplace) (Fig.38). a as all aboveindicator, where,freight however,the exception, of the with larly totheRoAI indicator. Since 2012a slow decrease ininterregional difference istakingplace, Regional accessibility differences –theMAIindicator. Figure 38.Dynamicsofaccessibility differences –MAIindicator 0, 0, 0, 0, 0, 0, 0, 480 360 380 400 420 440 460 20 04 20 06 MAITrave 20 l 08 20 10 MAIFreig The synthetic indicatorMAIbehaves simi 20 ht 12 20 15 MA I 20 23 result of further GDP further of result -

Application potential of MAI. Accessibility monitoring (2004-2023) 71 Conclusions and recommendations from the study 72 6. This situationstemmed from thebalanced and stilllow development level ofroad andrailway The area with noticeably higheraccessibility indicatorlevels was ratherspatially limitedin2007. spatially limited,andisbasedon Wrocław, Poznań, Bydgoszcz, Warsaw, Cracow andKatowice. more is reach its transport, freight In Katowice. and Cracow Rzeszów, Lublin, Warsaw, Gdańsk, Wrocław,Poznań,on based is polygon this transport, passenger the KPZK 2030document.For tion) are related toa polygon whichmay beidentified withthenetworkmetropolis stipulatedin Areas ofbetter accessibility in landtransport(and, atthesametime,inmultimodalpresenta railway transport,themainlineswere themostvisible,surrounded by beltsofbetter accessibility. In clearer. was Voivodeships Masovian and Silesian the of dominance the transport, freight In Upper Silesia, followed by areas in the Lesser Poland, Opolskie, Masovian and Łódź Voivodeships. both modes,areas ofthebestaccessibility were Mazovia (primarily areas around Warsaw) and better accessibility, related tothelandtransportinfrastructure beingerected ormodernised.In and Cracow-Upper Silesiawere theareas ofbestaccessibility, from whichpropagated beltsof Warsaw-Łódź poles: known from earlieranalyses. Throughout the entire research period,two The studyconfirmed spatialdistributionsofnationalpotential road andrailway accessibility of accessibility inPoland Conclusions andrecommendations concerning thespatialdistribution concerning: Conclusions andrecommendations from theaccessibility studywere dividedinto those – – – – – – – – – – – – monitoring system (includingdynamicanalysis ofdispersionindicatordifferences). air andinlandwater transport, isochronous analysis, results ofindividualoperationalprogrammes, dynamics ofchangeswithinthecontext ofthespatialdistributionaccessibility, diagnosis ofthespatialdistributionaccessibility inPoland, the study Conclusions and recommendations from - while nationalaccessibility isrelatively muchweaker. Investments scheduledfor implementa Western and South-Western Poland, where theaccessibility attheEuropean level isvery high, Analysis ofinternationalaccessibility (RoAIa) confirms thespecialpositionofsomeareas in (largest centres) orintense suburbanisationprocesses (agglomerations) willalso have animpact. undertaken, thoughinsomeareas depopulationmovements (peripheral regions), migrationflow ual regions. Improvement inpassengertrafficwilldependtoa higherdegree ontheinterventions transport in the future will be additionally dependent on the predicted GDP growth in the individ In thelight oftheadopted research methodology, accessibility improvement inroad andrailway areas infreight transport. new or modernised road or railway routes do not contribute to the expansion of good accessibility ments connecting therest ofthecountry withtheseexactcentres. By thesametoken, someof poles ofhighaccessibility causesthegreatest accessibility improvement tostemfrom invest main (Warsaw-Łódź and Katowice-Cracow) and three supplementary (Wrocław, Poznań, Gdańsk) two the of area the in GDP of Concentration from themostaccessible polestootherregions. potentials. graphic andeconomic potentialsandthedistance ofentities from themaincentres ofthese infrastructure. in relation to theLesser Poland Voivodeship. freightŁódźand VoivodeshipThe passenger transport). (bothin reinforcedwassimilarly position leaders. accessibility national Voivodeshipsas Silesian and Masovian the of position the to drawn is tion between the two poles could be observed as well. In the voivodeship-based presentation, atten causing theaccessibility oftheTricity toimprove by leapsandbounds.Firstsignsofintegration greatest impact on changes to the spatial image was the A1 motorway (from Stryków to Gdańsk), of better accessibility alongtheA2andA4motorways were more clearlyvisible.Whathadthe period was rapidintheWarsaw-Łódźpole. Broader areas ofgoodaccessibility tookshape.Belts closest stations) accessibility indexes. Theimprovement related toinvestments inthe2007-2015 a direct impact also ontheimprovement of air, water inlandand,locally, even railway (travel tothe For changesinthe2007-2015 period,road investments were themostsignificantandthey had spatial distribution Conclusions and recommendations concerning thedynamicsofchangesand transport connections). indicator level hasincreased intheirneighbouringareas (or even inmore remote areas withbetter any new investments. Theattractiveness ofsuchcentres increases. By thesametoken, theMAI development main the poles (metropolises) sometimes also improve their accessibility, independently of undertaking of vicinity the in located areas processes, growth GDP and centration In conclusion, accessibility isimproving result asa ofmany factors.Duetothepopulationcon primary beneficiariesofbetter accessibility attheEuropean level. tion by 2023 will not change this situation significantly. Northern and Eastern Poland will be the Changes inthe2007-2015period were changesbenefitingtheMasovian Voivodeship Infrastructure improvement results inthearea ofhighaccessibility kindof“spilling” Differences inaccessibility were determinedthen by thedistributionofdemo ------

Conclusions and recommendations from the study 73 Conclusions and recommendations from the study 74 An important issue is the accessibility improvement. ready completed sections, giving prioritytoinvestments providing themostspatiallyexpansive al of effectiveness the account into take should activities of staging hand, other the On routes. current financialperspective, even ifthebudget capabilitiesdonot allow for implementing entire construction ofringways). Thismay inclinetowards commencing certain road investment inthe investments are undertaken only on some sections (in particular in system bottlenecks, e.g. Accessibility may benoticeably improved alongtheentire length ofsomeroutes even through ments for theimprovement ofEasternPoland accessibility was confirmed. provide a larger network effect. Thus,thethesisconcerning thekey importance ofcentral invest often overlapping border andlow baseeffects. At thesametime,investments incentral locations percentage improvement ofaccessibility, butwitha limitedterritorialreach. Thisiscausedby Investments (bothroad andrailway investments) locatedontheperipheriescausegreatest menting theindividualsectionoflinearinvestments. allows for formulating recommendations concerning therole played by thesequence ofimple sibility improvement effect tobesmallerandshiftedtowards even more peripheral areas. This S17) causestheactivitytohave a primarilylocalsignificance andthespatialreach oftheacces (example: S8 towards Białystok). Starting it from the side of the smaller regional centre (example: demographic andeconomic potential instantlyaffected theentire area serviced by theroad most the from accessible poles toother regions. “spilling” Starting investments from the largest nodesconcentrating area accessibility better the in resulted improvement Infrastructure accessibility improvement). on themostimportant investment activities(after priordetailed exante analysis inrespect of creased orwhichhada speciallocationinthenetwork. Itisa premise for concentrating funds sections ofmotorways, butalsotomodernisedrailway lines,where speedwas significantly in and for the accessibility level of expansive territories was confirmed. This applies first to some In general,thekey role ofsomeinvestments for theentire transportsystem ofthecountry will result invery highchangestoaccessibility. activities inrailway transportissolarge thateven a partialimplementation ofinvestment plans significantly improves thesituationwithrespect toreduction inperipherality. Thescaleofplanned railway transport, due to generally lower accessibility, the majority of activities is justified by and A large accessibility increase isalsonoticeable eastofWarsaw, inthe direction ofTerespol. In gles, i.e. between Warsaw, Gdynia and Bydgoszcz and between Łódź, Katowice and Zielona Góra. trated inthree areas ofthecountry. Road accessibility increases significantly within two trian ex ante accessibility analyses already atthestageofinitialpreparation for thenew investment. for the spatialreach of the positive net effect. These results are a premise for carryingout variant nant for access totheseroutes from secondary roads and,by thesametoken, a decisive factor By contrast, railway investments intheprogramming period2007-2013are clearlyconcen location of nodes on motorways and expressways. It is thedetermi ------perspective (thegenerallyweak accessibility intheentire country justifiedany activities). a better premise for makingfurtherinvestment decisionsthanitwas intheprevious financial after 2023.Duetotheabove factors,thedistributionofplanned accessibility changesbecomes links between theexisting higherclassroads closingthenetwork completely may become key road investments give noticeably lesser effects inrespect ofaccessibility improvement, although applies primarilytothewestern andsouthernpartsofthecountry. Intheseareas, successive saturated withmoderntransportinfrastructure (road andairinfrastructure inparticular). This In conclusion, Poland isslowly entering thedevelopment phasewhere someregions become ing theprogramming period2014-2020. consequences infuture timetables andshouldbetaken into account whenmakingdecisionsdur ments changethelayout oftheshortesttravel pathsbetween citiesandregions. Thishasclear motorways, alsohave animpactonthiseffect. Furthermore, successive road andrailway invest investing. At thelocalscale,specificsolutions,suchas,amongothers, thelocationofnodeson industry regions andcentres (freight transport). It is also conditioned by earlierinfrastructural depends onthelocationrelative totheprimarycentres ofthesettlementsystem, aswell The spatialeffect ofindividuallarge linearinvestments isnot proportional totheirlength.It ments as part of ROPs is practically invisible. At the local scale, effects of investments under investments of effects scale, local the At invisible. practically is ROPs of part as ments often alsomore spatiallycohesive. At thesametime, insomeregions, theeffect ofroad invest ships. In thesevoivodships, theMAIindicatorincrease asa result ofROPswas clearlyhigherand Voivode Poland Greater and Poland Lesser Świętokrzyskie, Kuyavian-Pomeranian, Masurian, effective (interms ofaccessibility increase) thanothers. ThisparticularlyappliestotheWarmian- Transport policiesofsomevoivodships (implementedaspartofROPs) turnedouttobemore ity toŁódź from thedirection ofŁowicz). of view, the Łódź Voivodeship benefited the most (primarily due to the improvement of accessibil accessibilityincrease)increase) (4.94% Subcarpathian and Voivodeships. From pointabsolute the (6.92% Lubusz the were: beneficiaries largest the transport, railway In Voivodeships. Lublin and ern Poland, effects exceeding 1% (or close to that value) were recorded only in the Świętokrzyskie The scale of OPIaE effect reached 4.85%,whiletheeffect ofsixteen ROPs –1.09%. analogous the railwaytransport, In 0.5%. only wasProgrammesRegional it Operational together effects for theProgramme Development ofEasternPoland reached only0.14%,whilefor allthe ronment. From therelative point ofview, onthecountry level, itreached almost9%.Analogous funds, thelargest was theneteffect oftheOperationalProgramme Infrastructure andEnvi In theprogramming period2007-2013,amongstalltheroad investments supportedwithEU programmes (OPIaE, OPEP, ROPs) Conclusions andrecommendations concerning individualoperational insignificant (lower than 0.25%). In the case of the Operational Programme Development of East was effect the Voivodeships), Pomeranian West and Pomeranian Lublin, (Lubusz, regions some in time, same the At Voivodeship. Świętokrzyskie the in recorded were 0.7% over values while Programmes effectiveness for road investments implemented under was also diverse. The 1% level was exceeded in the Lesser Poland Voivodeship, Poland Lesser the in exceeded was level 1% The diverse. also was 16 Regional Operational ------

Conclusions and recommendations from the study 75 Conclusions and recommendations from the study 76 Road investments, through expanding therangeofinfluence ofvoivodeship cities , willtem Poland, mostofallRzeszów. Warsaw,investmentsfrombe the ting will Wrocław,also but Eastern Poznań,Bydgoszczin and, expanding certain labourmarkets andareas ofinfluence intheservice sphere. Citiesbenefit in KPZK 2030are constructed. Development oftheroad network until 2023willbebeneficialfor wide-scale road investments. Someofthemmay improve their situationonlyiftheroads listed territory ofPoland that, by 2023, willbecome severed from regional centres despitetheplanned the within areas are there hand, other the On indicators. accessibility cumulative in provements ments onroutes leading tothembemore effective from thepoint ofview ofobservingim The progressing concentration ofpopulationinlarge metropolises causeslocatingroad invest (service regionalisation). on theoccurring demographicchanges(includingunregistered ones) andoninstitutionalfactors service concentration isdependant not onlyondeveloping thetransportinfrastructure, butalso The actualcumulative accessibility tovoivodeship citiesascentres ofworkplace andpublic Conclusions andrecommendations stemmingfrom isochronous analysis plementarity oflarge railway investments withregional road investments). provement effects was confirmed. Thiscoordination shouldalsohave a multimodalnature (com regional government (ROPs, OPDoEP) levels inachieving territoriallycohesive accessibility im In conclusion, therole ofcoordinating interventions onthecentral government (OPIaE) and expressways, butalsomodernisedrailway linesfor higher speeds). cant wherever they improve access toalready existing higherlevel infrastructure (motorways and pass thepoint where strong networkeffects willberevealed, expressed, among others, inthe cities) related tothedemographic crisis.Inthefollowing years, thescaleofroad investments will porarily compensate for thequantitative lossesonthelabourmarket (inthevicinityofsome Poland. An exception to this are the Podlaskie and Lesser Poland Voivodeships, which are char are Voivodeships,which Poland Lesser and Podlaskie the are this to exception An Poland. the spatialpointofviewandcomplement theimageofimprovement torailway accessibility in Investments implementedaspartofOPIEandROPsare complementary toa highdegree from access to attractive destinationsinthewholecountry. modernised roads are more often the primary access route there, i.e.they provide the quickest the that fact the from stems which country, the of regions peripheral the in clearer were ROPs of improving accessibility inperipheralareas, includingtheborderlands. Theirrole isalsosignifi a provide ROPs) Investments(primarily onvoivodeship roads anian borders andtheborder withthenKaliningradOblast. be observed alongthecountry borders, especiallyalongtheCzech Republic, Slovakian andLithu voivodeship roads more oftenfulfiltherole ofa linkwithlarge citiesinPoland. Thissituationcan and applies effect base” “low the where there is country.It the of areas peripheral the in visible more is ROPs under investments of effect the general, In funds. Union European from financed acterised by thelowest percentage accessibility changeasa result ofrailway investments co- more territorially expansive effect expansive territorially more ------urban policyandplanning,i.e.particularlyinrespect ofspatialdevelopment plansonthevoivode individual investments. Inagglomerationsystems, itisnecessary tocoordinate transportand population distribution to a ties shouldinthefuture take into account thedemographicfactorandchangesoccurring inthe In conclusions, isochronous analysis hasshown thatpreparing a listofroad investment priori the agestructure. ing theminthefuture posesadditionalchallengesrelated todepopulationanddeterioration of part oftheMasurianLake District,Zamojszczyzna withRoztocze, Bieszczady andKurpie. Servic capitals will be relatively long. These are in particular Middle Pomerania, Suwałki Lake District and ripheries ofthelargest voivodships, includinginborderlands, for whichtravel timetovoivodeship pe the on located well, as identified were accessibility low of Areas Ostrołęka. Wałbrzych,and Sącz Nowy Góra, Jelenia Kalisz, Płock, include: These capitals. native the to accessibility good will remain outsideofthemodernroad network and,atthesametime,outsideofareas of centres. Inthiscontext, itispossibletoindicatea few clearlydeprived cities,which,alsoin2023, tions. Thisappliesparticularlytoconnections between sub-regional level citiesandvoivodeship It seemsadvisabletoroute expressways insucha mannerthatthey alsofulfilintraregional func favourable for synergic effects andanincrease ineconomic effectiveness andcompetitiveness. individual citiesentering therangeofinfluence ofneighbouringvoivodeship centres. This willbe in airtransport may beachieved bothby erecting ormodernisingairport infrastructure (new In conclusion, theconducted research confirms thethesisthat improvement ofaccessibility period 2014-2020 shouldsignificantly improve programming theaccessibility inthis transportmode. the in scheduled Investments Waterway. Odra the on investments spot improvement in the road infrastructure condition and, though to a In sult ofopeningnew airportsinLublin andModlin. indicator increase), including in particular the Lublin and Podlaskie Voivodeships, primarily as a By percentage, EasternPoland benefitedthemostfrom airinvestments (over threefold AAI accessibility between Katowice andCracow. a with belts, road Cracow) to Wrocław (from A4 and Warsaw) to Poznań (from A2 the airports. Thismeansthatthebestaccessibility isinthevicinityof capitalmetropolis andin Warsaw Modlin aiport),aswell asby theroad system providing access tothemostimportant a to (and, airport Okęcie Warsaw of capacity the airports inMazovia, i.e. distribution ofairaccessibility inPolandis,also2015,determinedby thelocationoftwo cess toairportswas alsohindered by thelackofmotorways onmostaccess routes. Thespatial a The capacityofthelargest airportsinthecountry was atleasttwo times, andincertain cases Conclusions andrecommendations concerning airandinlandwatertransport ship andcommune levels. few times lower in 2007 than by the end of the programming period 2007-2013. Vehicle ac Vehicle 2007-2013. period programming the of end the by than 2007 in lower times few inland watertransport,the greater degree, as factors changing (modifying) the significance of change in the situationin2007-2013stems primarilyfrom the much lesser degree, from the lesser degree, the new the degree, lesser “peak” of “peak” re ------

Conclusions and recommendations from the study 77 Conclusions and recommendations from the study 78 investments implemented intheprogramming period2007-2014,andalsoduetotheimprove in Warsaw orModlin) ishard tojustifyinlight ofthehighcapacityparameters stemmingfrom airports. Further development ofairports(aside ofinvestments plannedincertain airports,e.g. flection onthepurposefulnessofundertakingcertain new investments intheform oferecting structures, capacityincrease) andby developing landtransport. Itisa premise for a criticalre movements ofthepopulation) andmacroeconomic situation(economic activityconcentration the accessibility level willagainbeincreasingly affected by thedemographic(mainly migration In time(probably primarilyafter2023,i.e.having completed thelargest investments), express routes network) isimportant aswell. undertaken onthecentral andvoivodeship levels (e.g. linkingregional roads tothemotorway and Eastern Poland 2014-2020shouldbejudgedfavourably. Thecomplementarity ofinvestments / 2007-2013 Poland Eastern of Development Programme Operational the of use the with e.g. vestments inperipheralareas. Inthiscontext, investments inexit roads from cities,implemented, in than important Rzeszów,more areor Lublin Białystok, e.g. areas, peripheral in located those vestments resulting in increasing the influence radius of large cities and agglomerations, also From thepoint of view ofincrease inaccessibility anddecrease ininterregional differences, in in GDP centralof regions. concentration as well as agglomeration, in increase population of cost the at areas to date,thetransportpolicyhasnot yet stoppedthenegative trend ofdepopulationinperipheral favourably. Inalltheanalysed transportmodeesthesituationimproves inthisrespect, although, From thepoint ofview ofthecohesion policy, investment plansuntil2023shouldbejudged in relation toroad investments. be interpreted asthe the periodofdecreasing polarisation(2008-2012),itcurrently startedtoincrease again.Thismay dispersion level startstodecrease. Inrailway transport,thechangesare lessunambiguous.After the completed, are investmentssuccessive Later,as Warsaw). and Łódź between motorway A2 intensive investment activities(among others, commissioning thecentrally locatedsectionofthe and S3 expressway. On the other hand, in 2010-2012, polarisation increases rapidly as a decrease by 2010 due to, among others, commissioning the northern section of A1 motorway capitalisation ofnetwork incertain regions). Inthecaseofroad transport, theregional differences port (among others, theresult ofnon-uniform railway network coverage ofthecountry andde polarisation is(inallthetimeperiods) noticeably higherinrailway transportthaninroad trans both discussedtransportmodees.Thelevel andvariability ofdispersionindicatorsprove that In thisperiod(2007-2015)we are observinga slightincrease inthedegree ofpolarisationin dynamic analysis ofregional diversity) Conclusions andrecommendations from themonitoringsystem (includingthe ments implemented outsideoftheOdraWaterway. transport mode.Attention shouldhowever alsobepaidtotheeconomic effectiveness ofinvest water transport,theplannedinvestments may significantly increase theaccessibility ofthis ment inaccess totheexisting airports,both viaroad andrailway transport.Inthecaseofinland effect of delays infundamentalinter-agglomeration railway investments result of ------than road accessibility. visible in railway transport, but railway accessibility will still be more spatially “polarised” in 2023 the commenced investment process. Ingeneral,until 2023,a decrease inregional polarisationis has beenshown, a temporaryphenomenon.Inthiscontext, itisparticularlyimportant tocontinue tion ofproduction andexport potential. Furthermore, polarisationoftransportaccessibility is,as regions of the country remains proportional to the concentration of population and the concentra into socialandeconomic differences. Improvement intheindicatorvalues incentral andsouthern (2014-2020). Polarisation inrespect ofaccessibility shouldnot, however, betranslateddirectly while in railway transportit remains in the sphere of targets for the next financial perspective In conclusion, inroad transportweare dealingwiththeinitialterritorialcohesion growth phase, government economic andsocialpolicymore thantoday. increasingly take into account conditions ofthistype,andthushastobeintegrated withthe and de-concentration processes). Thisissignificant for thefuture transportpolicy, whichhasto -

Conclusions and recommendations from the study 79 Strategic conclusions concerning the use of MAI 80 an evaluation. preferably in the variant presentation). The MAI indicator provides very high capabilities for such for implementation willhave tobemuchmore precise (preceded by a reliable ex-ante evaluation, investments of choice The funds). structural use to entitling levels threshold GDP the achieving the uncertain future oftheEUcohesion policy, butalsoduetoPolish regions growing richerand should benoted thatthepooloffundsfor transportprojects willdecrease after2020(due to turn outtoberelatively smallwhencompared totheinvestment costs. At thesametime,it are essential, particularly from thepoint ofview ofparticularcentres, theimpactof others may effectiveness ofcompleting furthersegments isbecoming more andmore varied. Someofthem in particular). Theaccessibility ofmany citiesandregions hasimproved. By thesametoken, the low baseeffect). At thecurrent stage,systems are beinggraduallycompleted (theroad network tively a highincrease inaccessibility indicators(particularly from therelative point ofview –the from many years ofneglectinthetransportsector. Most of the investments alsobrought rela initial phaseofdevelopment programmes, alltheprojects were easy tojustify, whichstemmed effects oftransportinvestments willgrow together withthedevelopment ofinfrastructure. Inthe It may beassumedthattherole oftheMAIindicatorasa tooltoevaluate thepurposefulnessand which, inthecaseofactualimpactoneconomic activation, remains very difficult. or not. However, they canbeevaluated objectively even before implementing theinvestment, ing from better connection ofentities withexternal potentials. Theseopportunitiesmay beused cessibility changesare essentially indicatorsofcreating new development opportunitiesresult simple quantitative indicatorsandcomplicated modelswithambiguousresults. Measures ofac accessibility methodology allowed for creating a set ofobjective measures fillingthegapbetween the geographicscaleresearch isconducted in.Inthese conditions, developing thepotential depending ontheinitialsituation(thebaseeffect; Investing inEurope’s Future... 2010),butalsoon impact ofinvestments ondevelopment may behighlyspatiallydiversified (Wegener et al.2005), analyses are oftencontradictory (Crescenzi andRodriguez-Pose 2012).Thepossiblepositive ment isdifficultandrequires longtimeseries.Furthermore, conclusions stemmingfrom such other hand,a fullcomprehensive evaluation oftheimpacttransportinvestments ondevelop the On investments. undertaken the of scale physical the on based measures simple and funds research. Earlierevaluation practice was dominatedby indicatorsrelated totheeffective useof modern applicationtoolsonthefoundation ofmultiannualinternational andnationalscientific The consecutive stepsofwork onpreparing theMAIindicatorare a goodexample ofdesigning 7. the use ofMAI Strategic conclusions concerning - - - - international discourse, includinginparticularontheEuropean Unionlevel, concerning suchis methodological sense;Rosik et al.2015).Thisprovides a chance tousethePolish example in This causesthecompleted research togainsignificant scientific value (both inthecognitive and a The longperiodofanalyses conducted according to unchangingmethodology makes Poland non-uniform GDPgrowth ispossible. as depopulationofperipheralareas andconcentration ofpeopleinmetropolises orregionally purposes other thanevaluating transportinvestments. Territorial evaluation ofsuchprocesses function) are very significant. Inthelong-term presentation, thisallows for usingtheindicatorfor indirectly, changestothemobilityofpeopleandcompanies (shape ofthedistance resistance accessibility level. Thepredicted changestotheattractiveness ofgoals(unit masses) andalso, The research confirmed thattransportinvestments are not theonlyfactordecidingabout reasons. jects. Thus,thistoolmay beusedtoverify investment planssometimes undertaken for political “closure” enables the indirect identification of the most significant beneficiaries of individual pro in various geographicscales.Theabilitytoconduct analyses inEuropean, nationalandregional The accessibility indicatorturnedouttobea very goodtoolfor parallelandcomplementary work investments andprogramming periods . evaluation capabilitiesinrespect oftheassessmenteffects ofindividualinfrastructural temporal range(e.g. aspartofprogramming periods). Thus,theMAIindicator provides massive ments withinthememberstate andprovides expostandanteevaluation capabilities for any the European Union that comprehensively evaluates the effects of all large transport invest cessibility monitoringsystem. Becauseofitsdetailed nature, itistheonlysystem operatingin perspective 2014-2020,was translatedinto theopportunity tocreate a globallyuniqueac in order tomeet thechallengesofmonitoringsystem for thepurposesofprogramme cessibility Indicator, occurring asa result oftheexpansion ofknowledge inthetransportarea and In conclusion, evolution of theaccessibility measurement concept aspartoftheMultimodalAc (including thepossibleCentral Airportandregional facilitiesina few voivodeships pursuingthis). accessibility indicatormay alsobehelpfulfor makingdecisions related toerecting new airports construction ofrapidurbanrail(as analternative toexpanding thetramway network). Theair the needtocreate highspeedrail(as analternative to modernising existing lines) andaboutthe and/or tollroads). Results oftheanalyses may, inthiscontext, bea partofdiscussionabout expected effects (or suchaneffect willbeattainableonlyviathefinancialapproach –subsidies multimodal). Modernisation oflinesthat donot improve accessibility mostlikely willnot bringthe investments) have tobeevaluated through changesofthe accessibility indicator(modal, but also environmentally friendlytypesoftransport,thentheundertaken investments (especially railway spect ofmodalchanges.Ifonethetransportpolicytargets isa modalshifttowards more Research usingtheaccessibility indicatormay alsobeimportant for evaluating policyinre policy andtheEuropean transportpolicy. sues asthefuture ofthecohesion policy, validity oftheconcentration offunds,generalevaluation unique “case study” of changes to accessibility in times of rapid infrastructure development. infrastructure rapid of times in accessibility to changes of study” “case unique ------

Strategic conclusions concerning the use of MAI 81 Strategic conclusions concerning the use of MAI 82 perfected, which could allow itsnew useswith a broad practicalcomponent, including: The conducted research alsoleadstotheconclusion thattheMAImethodology shouldbefurther of accessibility measures inmacroeconomic modelsofeconomic development). the European Union), orasa result ofanemergent demandfor new indicators(potential inclusion policy (e.g. development of new strategic documents orevaluation requirements onthe part of would bejustifiedby theappearance additionaldemandonthepartoftransportandspatial a such if possible, also is urements Should additionalneedsarise,asideofthebiannualsystem, conducting additionalannualmeas available anddoesnot require additional activitiesfor collecting it. publicly is changes GDP and population concerning Data S.A.). PLK (PKP network railway the on tion, chainage, cost, source of financing, degree of co-financing), and also technical speed limits being implemented orplanned(among others, thename,nature, implementation period,dura investments infrastructural on data of respect in rights county with cities of Presidents Offices, MotorwaysStateRailwayPKP,Polishand Roads DirectorGDDKiA, forNational General Marshall infrastructural investments, there is a development the monitoring and policy) consistently. For the purposes of regular monitoring, in order programming to collect information about of purposes the for GUS by created (system and spatial levels) based on the presented methodology and modes the (all set indicator MAI the calculating time, each data (GDP) economic and people) of plemented inallthemodesoftransportsubsequent years, updatingdemographic(number regional)). Basicaccessibility monitoringshouldconsist oftakinginto account investments im documents concerning thecohesion perspective 2014-2020andstrategic documents (national and programme of implementation the on reporting and evaluation of purposes the for accessibility port strategicznych (krajowych and regionalnych)) (Developing aninstructionfor monitoring changesintrans dokumentów oraz 2014-2020 perspektywy spójności polityki dot. programowychdokumentów zacji monitorowania zmian dostępności transportowej na potrzeby ewaluacji and sprawozdawczości z years startingwith2004,whichhasalready begunaspart of theproject: Opracowanie instrukcji tion ofindicatorsinmodalandsynthetic presentation), optimally ina two-year cycle (each two changes phenomenon.Itisrecommended toimplement basicaccessibility monitoring(calcula Using theMAIindicatorispurposefulincontext ofcontinuous monitoringoftheaccessibility – – – – – – etc.), dangers, disasters and social and political events (floods, destruction of bridges, roadblocks, conducting research onthe possiblerestrictions to accessibility asa result ofenvironmental Poland-Slovakia borders; by Więckowski et al. (2014)), especially on the Poland-Germany, Poland-Czech Republic and expanding thecross-border presentation (according tothemethodology proposed earlier proposed by Rosik (2012)); the geopolitical factor(variable delay parameters on state borders; expansion of the method including area), states V4 the for stage first the (in scale European the to work expanding demand arises on the part of the Ministries or GUS. They GUS. or Ministries the of part the on arises demand need for constant contact with the beneficiaries, i.e. the feeding the STRATEG database reali ------In thecognitive sense,itmay beadvisabletofurtherbroaden thetimehorizon (historicalpres infrastructure inthenext EUfinancialperspective. be helpfulin,amongothers, negotiating thepossible,even ifsmall,financialsupportfor Polish by politicians would not improve accessibility). Participation in the discourse on this subject may term research onchangesinpotential accessibility would eliminatethisproblem (wrong decisions models may betheresult ofpoliticallyconditioned choice ofprojects for implementation. Long- Crescenzi andRodriguez-Pose (2012)alsonote thatnegative results obtained ineconometrical (most often GDP). As it has already been mentioned, they did not provide unambiguous answers. of investments (e.g. kilometres of constructed motorways) with changes to economic indicators A large partofpastresearch inthisrespect consisted ofattempts todirectly compare thescale development (measured withaccessibility improvement) onsocialandeconomic development. entation), whichwould allow for a more accurate determination oftheimpactinfrastructure – – lots). pedestrian andbicycle traffic,aswell asintermodal solutions(includingparkandrideparking possibly enablinganalyses onthelocalandalsointerurban levels, alsotakinginto account -

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Bibliography 87 Bibliography 88 Vandenbulcke G., Steenberghen T., Thomas I., 2008, Mapping Accessibility in Belgium: a Belgium: in Accessibility Mapping 2008, I., Thomas T.,Steenberghen G., Vandenbulcke Territorial Agenda oftheEuropean Union2020, Towards anInclusive, SmartandSustainableEurope ofDiverse Taylorkształceniai zatrudnienia, miejsc Przestrzennadostępność 1999, Z., Transport –activityresults, 2004,2005,2006,2007,2008,2009,2010,2011,2012,2013,GUS, Warsaw. Local DataBank Databases andstatisticalpublications: w województwałódzkiego miast dostępności Zmiany 2015, S., Wiśniewski ZróżnicowanieWiśniewski2014, S., transportowejdostępności w miast M., StępniakP. 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Narodowej Strategii Spójności 2007 – 2013 oraz innych oraz 2013 – 2007 Spójności Strategii Narodowej R., 2014, Road accessibility to tourist destinations of the of destinations tourist to accessibility Road 2014, R., województwieŁódźUniversityłódzkim, usług a usług transporcie indywidualnym w indywidualnym transporcie einly z pmc modeli pomocą za regionalnym codziennaruchliwośćludno- Tool for Land-use and Land-use Toolfor latach - Figure 3.Road Accessibility IndicatorRoAI (travel, freight andsynthetic) – value asat2007.01.01 Figure 2.Road Accessibility Indicatorin2011.Nationalaccessibility ofpopulationfor shortjourneys representative poviats in2008 �������������������������������������������������������������������������������������������������������������������������������������������������������� Figure 1.MultimodalAccessibility IndicatorofPoland intotal transportfor poviat nodesandtheir List ofillustrations co-financed from OPIEintheprogramming period2007-2013 Figure 6.Percentage changeinthesynthetic Road Accessibility Indicator RoAI resulting from investments in 2007-2015 ���������������������������������������������������������������������������������������������������������������������������������������������������������������������������������������� Figure 5.Percentage changeintheRoad Accessibility IndicatorRoAI (travel, freight andsynthetic) implementation ofinvestments according tothestateofknowledge asof2014) �������������������������������������������������������� Figure 4.Road Accessibility IndicatorRoAI (travel, freight andsynthetic) – value in2023(assuming co-financed from OPEPduringtheprogramming period2007-2013 Figure 7.Percentage changeinthesynthetic Road Accessibility IndicatorRoAI asa result ofinvestments co-financed from ROPsintheprogramming period2007-2013 Figure 8.Percentage changeinthesynthetic Road Accessibility IndicatorRoAI asa result ofinvestments 2013, 2015and2023 Figure 14.Rangeof60-minuteand90-minuteisochrones set outfrom thenearest voivodeship cityin in 2013,2015and2023 �������������������������������������������������������������������������������������������������������������������������������������������������������������������� Figure 13.Rangeof60-minuteand90-minuteisochrones set outfrom theappropriate voivodeship city of knowledge asof2014) ������������������������������������������������������������������������������������������������������������������������������������������������������������������ destinations abroad) in2013-2023(assuming implementation ofinvestments according tothestate Figure 12.Percentage changeintheRoad Accessibility IndicatorRoAIa (passenger transport,including value in2013. ���������������������������������������������������������������������������������������������������������������������������������������������������������������������������������������� Figure 11.Road Accessibility IndicatorRoAIa (passenger transportincludingdestinationsabroad) –base 2007‑2013in theRoAI change �������������������������������������������������������������������������������������������������������������������������������������������������������� Figure 10.Theshare ofallinvestments co-financed from theEUfundsinprogramming period investments co-financed from theEUfundsinprogramming period2007-2013 Figure 9.Percentage changeinthesynthetic Road Accessibility IndicatorRoAI asa result ofall Figure 15.Railway Accessibility IndicatorRaAI(passenger, freight andsynthetic) –value as at2007.01.01 as atthemiddle of2015) as at2023(assuming theimplementation ofinvestments according tothestateof knowledge Figure 16.Railway Accessibility IndicatorRaAI(passenger, freight andsynthetic) –value investments co-financed from European Unionfunds intheprogramming period2007-2013 Figure 20.Percentage changeinthe synthetic Railway Accessibility Indicator RaAIasa result ofall of investments co-financed from ROPsintheprogramming period2007-2013 ���������������������������������������������������������� Figure 19.Percentage changeinthesynthetic Railway Accessibility IndicatorRaAIasa result of investments co-financed from OPIEintheprogramming period2007-2013 Figure 18.Percentage changeinthesynthetic Railway Accessibility IndicatorRaAIasa result and synthetic) in2007-2015 Figure 17.Percentage changeintheRailway Accessibility Indicator RaAI(passenger, freight ������������������������������������������������������������������������������������������������������������������������������������������������������������������������ ������������������������������������������������������������������������������������������������������������������������������������������������������������������ ���������������������������������������������������������������������������������������������������������������������������������������������������������� ���������������������������������������������������������������������������������������� ���������������������������������������������������������������������������������������� ������������������������������������������������������������������������������ ���������������������������������������������������������� ������������������������������������������������ ������������������������������ ����������������������� ������������������ ������ 11 10 23 25 24 27 28 29 37 34 33 31 30 42 45 50 48 46 51 49

List of illustrations 89 List of illustrations 90 Figure 22.AirAccessibility IndicatorAAI–in2007and2023 period 2007-2013totheRaAIchange Figure 21.Contribution ofallinvestments co-financed from European Unionfundsintheprogramming Figure 25.Water InlandAccessibility IndicatorWIAI–in 2007andin2023 Figure 24.Percentage changeintheAirAccessibility IndicatorAAIin2007-2015 �������������������������������������������������������� Figure 23.AirAccessibility IndicatorAAI–in2023 Figure 26.Water InlandAccessibility IndicatorWIAI–in2007and2023 Figure 35.Dynamicsofthesynthetic MAIindicator Figure 34.DynamicsoftheWIAIindicator Figure 33.DynamicsoftheAAIindicator Figure 32.Dynamicsofthesynthetic RaAIindicator ���������������������������������������������������������������������������������������������������������������� Figure 31.Dynamicsofthesynthetic RoAI indicator ���������������������������������������������������������������������������������������������������������������� synthetic) in2007-2015 �������������������������������������������������������������������������������������������������������������������������������������������������������������������� Figure 30.Percentage changeintheMultimodalAccessibility IndicatorMAI(passenger, freight and (assuming theimplementation ofinvestments according tothestateofknowledge asatmid-2014) ������������������ Figure 29.MultimodalAccessibility Indicator MAI(passenger, freight andsynthetic) –value asat2023 Figure 28.MultimodalAccessibility IndicatorMAI(passenger, freight andsynthetic) –value asat2007.01.01 Figure 27.Percentage changeintheWater InlandAccessibility IndicatorWIAIin2007-2015 ���������������������������������� freight transportanda synthetic presentation Figure 36.Dynamicsofaccessibility differences inroad andrailway transport,dividedinto passengerand Figure 38.Dynamicsofaccessibility differences –MAIindicator Figure 37.Dynamicsofaccessibility differences inairandinlandwater transport �������������������������������������������������������� ���������������������������������������������������������������������������������������������������������������������������������������� ������������������������������������������������������������������������������������������������������������������������������������� ���������������������������������������������������������������������������������������������������������������������������������� �������������������������������������������������������������������������������������������������������������������������� ������������������������������������������������������������������������������������������������������������������ ���������������������������������������������������������������������������������������������������������������� ������������������������������������������������������������������������������������������ ���������������������������������������������������������������������������������������� �������������������������������������������������������������������� �������������������������������������������������������������������� 52 53 55 54 56 57 65 64 62 61 60 58 66 66 67 69 70 71 (in thou. ofinhabitants) Table 4.Population withinthereach ofthe90-minuteisochrone by voivodeship cityin 2013and2023 (in thou.ofinhabitants.) ���������������������������������������������������������������������������������������������������������������������������������������������������������������������� Table 3.Population withinthereach ofthe60-minuteisochrone by voivodeship cities in 2013and2023 of indicator calculation) ���������������������������������������������������������������������������������������������������������������������������������������������������������������������� indicators (modal andmultimodalones) calculatedwithinthestudy(grey fieldsdenote absence Table 2.Potential accessibility MAIindicatorsfor passengerandfreight transportandsynthetic inland transportinfreight transport ���������������������������������������������������������������������������������������������������������������������������������������������� Table 1.Shares ofroad, railway andairtransportinpassengerofroad, railway andwater List oftables Table 7.Values ofthePAD Potential Accessibility Dispersionindex ������������������������������������������������������������������������������������ and tothenetwork ofvoivodship citiesinthecountrywide scale ���������������������������������������������������������������������������������������� Table 6.Percentage ofpopulationwithintherangeisochrone totheappropriate voivodship city (by voivodeship) ������������������������������������������������������������������������������������������������������������������������������������������������������������������������������������ Table 5.Percentage ofpopulationwithinthereach oftheisochrone totheappropriate voivodeship city ���������������������������������������������������������������������������������������������������������������������������������������������������������������������� 36 19 18 68 43 40 38

List of tables 91 EVALUATION

Publisher: http://www.miir.gov.pl Ministry of Investment and Economic http://www.ewaluacja.gov.pl Development e-mail: [email protected] Department of Development Strategy e-mail: [email protected] EVALUATION AND MONITORING OF Wspólna 2/4 st. 00-926 Warsaw, Poland ISBN: 978-83-7610-651-9 tel: 22 2737600, 22 2737601 ACCESSIBILITY CHANGES IN POLAND fax: 22 2738908 USING THE MAI INDICATOR