DOCSLIB.ORG

Road Infrastructure in the Regions of the Slovak Republic and Poland

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Road Infrastructure in the Regions of the Slovak Republic and Poland Bulletin of Geography. Socio–economic Series / No. 33 (2016): 79–90 BULLETIN OF GEOGRAPHY. SOCIO–ECONOMIC SERIES DE journal homepages: http://www.bulletinofgeography.umk.pl/ http://wydawnictwoumk.pl/czasopisma/index.php/BGSS/index http://www.degruyter.com/view/j/bog ISSN 1732–4254 quarterly G Road infrastructure in the regions of the Slovak Republic and Poland Jana Masárová1, CDFMR, Eva Ivanová2, CDFMR Alexander Dubček University of Trenčín, Faculty of Social and Economic Relations, Department of Economics and Economy, Študentská 3, 911 500 Trenčín, Slovakia; 1phone: +421 327 400 425, fax: +421 327 400 415; e-mail: [email protected] (corresponding author); 2 phone: +421 327 400 420, fax: +4213 274 004 15; e-mail: [email protected] How to cite: Masárová, J. and Ivanová, E., 2016: Road infrastructure in the regions of the Slovak Republic and Poland. In: Środa-Murawska, S. and Dymitrow, M. editors, Bulletin of Geography. Socio-economic Series, No. 33, Toruń: Nicolaus Copernicus University, pp. 79–90. DOI: http://dx.doi.org/10.1515/bog-2016-0026 Abstract. One of the important assumptions and factors of social and economic Article details: development of countries and their regions is road infrastructure. This is particu- Received: 30 March 2015 larly true in countries where road transport is the largest component of overall Revised: 29 July 2015 transportation, such as in Slovakia and Poland. Road infrastructure as part of the Accepted: 26 January 2016 transport infrastructure is here regarded as one of the main pillars for achieving economic growth, to increase competitiveness and prosperity, contributing to the Key words: development of the Trans-European transport network and the improvement of region, transport infrastructure in support of a single European market in order to ensure road infrastructure, the free flow of goods, people and overall competitiveness of the EU. This article motorway, offers a comparison of road infrastructure in Slovakia and Poland, highlighting expressway, regional disparities in road infrastructure in these countries. road density. © 2016 Nicolaus Copernicus University. All rights reserved. Contents: 1. Introduction, material and research methods .............................................. 80 2. The role of road infrastructure in regional development .................................... 81 3. Road infrastructure in the Slovak Republic................................................ 82 4. Road infrastructure in Poland ........................................................... 84 5. Comparison of road infrastructure in Slovakia and Poland.................................. 87 6. Discussion and conclusion .............................................................. 88 Acknowledgements........................................................................ 88 References ............................................................................... 88 © 2016 Nicolaus Copernicus University. All rights reserved. © 2016 De Gruyter Open (on-line). 80 Jana Masárová, Eva Ivanová / Bulletin of Geography. Socio-economic Series / 33 (2016): 79–90 ings, electrical systems, etc. needed to provide safe, 1. Introduction, material trouble-free and efficient traffic. and research methods In this article we analyse the level of develop- ment of the road network and its disparities in the Sustainable economic growth and economic devel- regions of Slovakia and Poland in the period 2005– opment are impossible without taking into account –2013. Our research is carried out in Slovak regional aspects. The development of individual re- self-governing regions and Polish voivodships. gions is affected by the level of utilization of avail- The geographical position of Slovakia, in the able resources of the region, but also through the central part of continental Europe, and Poland influence of the instruments of regional and eco- with access to the sea and to major ports of Eu- nomic policy. The effect of the growth factors in the rope makes these neighboring states work together economy can be reduced if the existing potential of on building transport infrastructure, which is part regions is not utilized and their development slows of Europe’s major transport corridors. Slovak terri- down. It causes persistence of the negative effects of tory is crossed by three of the nine European core differentiation in the developing regions. This is -re network corridors, with the Baltic-Adriatic Corri- flected at the national level and has impact on the dor being one of the most important ones for the economy. development of transport infrastructure of the Slo- The development of countries and regions is af- vak Republic and Poland (Figure 1). International fected by their available resources, and road in- transport corridors influence the national transport frastructure is one of them. It includes all road network, built as part of the regional development categories, facilities, structures, signage and mark- of these countries. Fig. 1. Europe Core Network Corridors in Slovakia and Poland Explanation: Baltic – Adriatic North Sea– Baltic Mediterranean Rhine-Danube Orient/East-Med Source: http://ec.europa.eu/transport/infrastructure/tentec/tentec-por- tal/site/en/maps.html Jana Masárová, Eva Ivanová / Bulletin of Geography. Socio-economic Series / 33 (2016): 79–90 81 We used the method of time series analysis, Rietveld and Bruinsma (1998) and others have comparison and synthesis in this article. The meth- examined the direct and indirect effects of trans- od of comparison was used for comparing the road port infrastructure on regional development, as well infrastructure and economic level in the regions of as costs associated with the development of trans- the Slovak Republic and Poland. The applied meth- port infrastructure. The role of road infrastructure od of comparison and analysis is realized through in regional development has been examined by localization and coefficient of variation. Linneker and Spence (1996), Rienstra et al. (1998), The coefficient of localization represents the Habánik and Koišová (2011), Havierniková and Jan- proportion of the types of roads (motorways and ský (2014) and numerous others. speedways) in regions to the total length of roads Some international institutions, e.g. Organiza- and to the area of regions. It is calculated accord- tion for Economic Co-operation and Development ing to the equation: (OECD) and World Bank have examined road in- frastructure and its impact on economic and re- R j gional development. OECD investigated current R evaluation studies of major transport infrastructure L j = Aj projects in OECD Member countries with an aim to A identify impacts of transport infrastructure invest- ment on regional development. Where: Although the role and importance of transport Lj = localization coefficient infrastructure in regional development have been Rj = the length of roads (motorways, expressways) researched for a long time, the views and opinions in a given region of some economists and geographers differ. Some R = the length of roads (motorways and express- authors consider road infrastructure to be a neces- ways) in a country sary condition (although not sufficient) in regional Aj = the area of the region development, on the other hand there are more and A = the area of the country more authors who criticize the overvaluation of the role of road infrastructure in regional development To calculate the coefficients, we took data in the (Hey 1996, Bray 1992 and others). time series between 2005 and 2013. The method of The authors investigating searching the impact synthesis was used to draw conclusions resulting of motorways network development on regional de- from the analysis. velopment do not share one common opinion. One The statistical data from the Slovak and Polish group of authors defends the opinion that motor- national and regional databases are used; some data ways have a positive impact on regional develop- are retrieved from the Eurostat. ment (Carlino, 1987; Garcia-Milà, 1992 and others). The other group of authors defends the opposite opinion claiming that building up motorways does 2. The role of road infrastructure not have a positive impact on regional develop- in regional development ment and does not result in higher economic effec- tiveness (Munnell, 1992; Holtz-Eakinand Schwartz, 1994; Rephann, 1994 and others). Some authors deal with the importance of infra- At this point it is necessary to say that the re- structure in regional development in their scientif- search studies of the latter group of authors focus ic works, e.g. Nijkamp (1986), Tvrdoň et al. (1995), on countries with a developed motorways infra- Ghosh and De (1998), Adamkovičová (2013) and structure and therefore its enlargement is consid- others. Transport infrastructure as a part of infra- ered to be ineffective. Of course, this is not the case structure and its role in the regional development of Slovakia and Poland, where a motorways and ex- has been studied by Evers et al. (1987), Percolo pressways infrastructure has not been completed (2003), Oosterhaven and Knaap (2003), Spieker- yet, although it could have connected parts of the mann and Wegener (2006), Hong et al. (2011). countries and made the road transport safer. 82 Jana Masárová, Eva Ivanová / Bulletin of Geography. Socio-economic Series / 33 (2016): 79–90 The term road infrastructure is used for a net- ture also affects other factors, such as the develop- work of roads which which makes it possible to ment of tourism,
Load more

Recommended publications
  • Analyzing On-Road Emissions of Light-Duty Vehicles with Portable
    Analyzing on-road emissions of light-duty vehicles with Portable Emission Measurement Systems (PEMS) Martin Weiss, Pierre Bonnel, Rudolf Hummel, Urbano Manfredi, Rinaldo Colombo, Gaston Lanappe, Philippe Le Lijour, Mirco Sculati EUR 24697 EN - 2011 The mission of the JRC-IE is to provide support to Community policies related to both nuclear and non-nuclear energy in order to ensure sustainable, secure and efficient energy production, distribution and use. European Commission Joint Research Centre Institute for Energy Contact information Address: Sustainable Transport Unit, Via Enrico Fermi 2749, TP 230, 21010 Ispra, Italy E-mail: [email protected]; [email protected] Tel.: +39-0332-78-6649; +39-0332-78-5301 Fax: +39-0332-78-6328 http://ie.jrc.ec.europa.eu/ http://www.jrc.ec.europa.eu/ Legal Notice Neither the European Commission nor any person acting on behalf of the Commission is responsible for the use which might be made of this publication. Europe Direct is a service to help you find answers to your questions about the European Union Freephone number (*): 00 800 6 7 8 9 10 11 (*) Certain mobile telephone operators do not allow access to 00 800 numbers or these calls may be billed. Additional information on the European Union is available on the Internet and can be accessed through the Europa server http://europa.eu/ JRC 62639 EUR 24697 EN ISBN 978-92-79-19072-8 ISSN 1018-5593 doi:10.2788/23820 Luxembourg: Publications Office of the European Union © European Union, 2011 Reproduction is authorised provided the source is acknowledged Printed in Italy Executive summary Executive summary Emissions testing in the laboratory forms an essential part of the European type-approval procedure for light-duty vehicles.
    [Show full text]
  • Rally Guide Breslau Poland 2
    12.07 - 19.07.2014 RALLY GUIDE 2 TABLE OF CONTENTS 1 WELCOME TO THE “NEW” RALLYE BRESLAU INTERNATIONAL! .............................. 2 2 ORGANISATION ............................................................................................. 3 2.1 NAME AND ADDRESS ................................................................................ 3 2.2 OFFICIALS .............................................................................................. 3 3 BRESLAU POLAND – UPDATED RALLY SCHEDULE ................................................ 4 4 CLASSES AND CATEGORIES. CLASSIFICATION. .................................................. 8 4.1 FEATURES OF THE RACING CLASSES .......................................................... 8 4.2 CLASSIFICATION ..................................................................................... 8 5 TIMEKEEPING AND GPS TRACKING ................................................................... 9 6 ENTRY DETAILS ........................................................................................... 12 6.1 PAYMENT TERMS .................................................................................... 12 7 TECHNICAL AND SAFETY REQUIREMENTS ........................................................ 12 8 REFUELLING ................................................................................................ 13 9 CAMPS ........................................................................................................ 13 9.1 GENERAL INFORMATION ........................................................................
    [Show full text]
  • The National Road Fund and the Railway Fund As a Source of Financing for the Development of Transport Infrastructure in Poland
    PTiL 2/2019 (46) | ISSN: 1644-275X | www.wnus.edu.pl/ptil | DOI: 10.18276/ptl.2019.46-03 | 29–38 THE NATIONAL ROAD FUND AND THE RAILWAY FUND AS A SOURCE OF FINANCING FOR THE DEVELOPMENT OF TRANSPORT INFRASTRUCTURE IN POLAND DATA PRZESŁANIA: 30.11.2018, DATA AKCEPTACJI: 14.01.2019, KODY JEL: R42, E62, H54 Sylwia Kowalska University of Szczecin [email protected] SUMMARY The article is a review paper whose main objective is to analyze and evaluate the National Road Fund and the Railway Fund as sources of financing infrastructural investments in the transport sector in Poland. The first part of the article presents the theoretical approach to the financing of transport infrastruc- ture. The essence of investments in both road and rail infrastructure is presented. In addition, selected sources of fundraising for infrastructure investments were discussed on the basis of a literature review. The second part presents and compiles secondary data on financial flows in the National Road Fund and the Railway Fund. The receipts and expenditures of both Funds were analyzed and their importance in infrastructure financing was determined. KEYWORDS transport infrastructure, transport financing, infrastructure investments INTRODUCTION Transport infrastructure is a fundamental physical and social resource, the presence of which is necessary for proper social and economic functioning and development. It is one of the links in the national economy, whose comprehensive development affects the overall efficiency of the econ- omy. Consequently, economic progress can be reduced through neglects and inaccuracies in the development of transport infrastructure (Grzywacz, 1982). Furthermore, it is noted that there are strong two-way links between the development of transport infrastructure and the improvement of competitiveness and economic and spatial cohesion of the regions.
    [Show full text]
  • Appendix D.1: Key Personnel Résumés and References
    Appendix D.1 Key Personnel Résumés and References Appendix D.1: Key Personnel Résumés and References Key Personnel – Concession Facility Proposed Key Résumé Key Position Proposed Title Personnel Name Page Number Overall management of the Concession Facility Javier Martin Rivals 3 Concession Facility Project Manager Overall management of the Concession Facility Emmanuel Rotat 5 Concession Facility Deputy Project Manager Overall management and/or Chief Financial Officer control of the Concession Luis Rivas 7 (Developer) Facility’s finances Public relations and community Public Information Rossanna Salazar 9 outreach Coordinator Design of the Concession Design Manager Luis Amigo Lunares 11 Facility Construction, coordination of Construction Manager Mark Smith 14 subcontractors, and scheduling ROW Acquisition Right-of-way Dennis Sedlachek 17 Manager Utility Manager Utility adjustment John Schulte 20 (subconsultant) Control of quality, and the implementation and operation QA/QC Operations Jesús Alvarez Arcos 23 of the Concession Facility’s Manager (Developer) quality systems Corporate Quality Independent quality acceptance Francisco Moreno 25 Manager (Developer) North Tarrant Express Key Personnel Résumés and References 1 Appendix D.1: Key Personnel Résumés and References Proposed Key Résumé Key Position Proposed Title Personnel Name Page Number Environmental Environmental compliance Compliance Manager Jennifer Oshel 27 (DBJV) Concession Facility operations Roadway Operations (such as traffic control and toll Federico Gredilla 30 Director collection) Concession Facility Maintenance Manager Carles Franch Torm 32 maintenance 1 North Tarrant Express Key Personnel Résumés and References 2 Appendix D.1: Key Personnel Résumés and References Javier Martin Rivals Project Manager – Concession Facility Over his 11-year career with Cintra, Mr. Rivals has gained extensive experience in design, construction Education management, ROW acquisition, quality management MS, Civil Engineering, Polytechnic University and project management for toll road projects.
    [Show full text]
  • The Realization of the Autostrada A1 in Poland: a Discussion of Spatial Implications
    THE REALIZATION OF THE AUTOSTRADA A1 IN POLAND: A DISCUSSION OF SPATIAL IMPLICATIONS BY DEVON M. LECHTENBERG THESIS Submitted in partial fulfillment of the requirements for the degree of Master of Arts in Russian, East European, and Eurasian Studies in the Graduate College of the University of Illinois at Urbana-Champaign, 2010 Urbana, Illinois Adviser: Professor Julie Cidell ABSTRACT The Autostrada A1 is a highway currently under construction in Poland. The Autostrada A1 will connect two major Polish ports on the Baltic Sea with industrial areas in the south of the country. Together with the construction of other major highways such as the A2, A3, and A4, it will form a network the significance of which for Poland is paralleled by the Interstate Highway system in the United States and the Autobahn network in Germany. I would suggest that almost every effect that the Autostrada A1 or its realization has had or will have on its environment carries spatial implications. Economic and demographic patterns will likely be significantly affected by the presence of a new north-south highway in Poland. The Autostrada A1 itself, the process to build it, and the transformed government and legal regimes to administer it are all Polish spaces which are merging with the greater space of the European Union while still having ties to the East. Implicit in this process is the further enablement of Poland and other Central European countries which will benefit from the Autostrada A1 to realize their full economic, political and social potential within the contemporary order in Europe and the world.
    [Show full text]
  • Review of 2015 – EUR Version We Build for a Better Society Contents
    Review of 2015 – EUR version We build for a better society Contents Group overview Skanska – 2015 in brief 1 Comments by the President and CEO 2 Promise and values 6 Business model 7 Business plan 2016 –2020 8 Financial targets 2016 –2020 9 Business plan 2016 –2020 – focus areas 12 – Great People 12 – Market Making 13 – Operational Excellence 14 Sustainability 16 Share data 20 Market overview 22 Business streams 24 Construction 26 Residential Development 30 Commercial Property Development 34 Infrastructure Development 38 UN contract completed 42 History 44 Financial information Report of the Directors 46 Corporate Governance Report 53 Consolidated income statement 66 Cover: Malmö now has a brand new, centrally-located city Consolidated statement of comprehensive income 67 district – Malmö Live, Malmö, Sweden. Malmö Symphony Consolidated statement of financial position 68 Orchestra’s new concert hall is here and its two halls have world-class acoustics. There is also a congress hall for 1,500 Consolidated statement of changes in equity 70 guests and a hotel with 444 rooms and two restaurants. The Consolidated cash flow statement 71 hotel’s sky bar on the 25th floor offers a panoramic view over Notes, table of contents 73 the city and the Öresund Strait. Malmö Live covers a total space of 54,000 sq m. Statement by the President and Chief Executive Officer 140 There are also offices, parking facilities and two residential Independent Auditor’s report 141 buildings containing 158 apartments. Skanska developed and constructed Malmö Live working in close cooperation with the City of Malmö from an early stage, thereby creating Senior Executive Team 144 lasting benefits for all parties involved.
    [Show full text]
  • VSL News 2010 Issue 1
    NEWS THE VSL NEWS MAGAZINE • ISSUE ONE 2010 NUCLEAR CONTAINMENTS New generations’ challenges LNG tank Formwork System Moses Mabhida Stadium NUCLEAR 8 SUSTAINABLE 4 DEVELOPMENT Assessing sustainability 4 FACTS&TRENDS 6 EIT: Worldwide first 6 R&D: No voids 7 COVER STORY 8 BRIDGES Post-tensioning solutions for nuclear containments 16 Addressing the new generations’ challenges TANK SITE INSIGHTS 16 FORMWORK Australia: Six months ahead 16 27 New Zealand: Staged delivery 17 Abu Dhabi: Parisian prestige 20 Spain: Tight squeeze for a TBM 25 R&D 26 New LNG tank Formwork system: One system, one cycle highlights FOCUS 28 Fast track road construction with PPCP TECHNICAL REPORT 31 Testing the SSI saddle STADIUM 32 TECH SHOW 32 We shelter the fun The Moses Mabhida Stadium in South Africa will soon be staging the Soccer World cup. VSL placed the arch above the stadium and lifted the cable net roof structure NEWS, magazine published by VSL International Ltd. • Bern, Switzerland Director of Publication: Daniel Rigout• [email protected] Editor in chief: Jane Rousseau • [email protected] Editor : Elisabeth Lichter-Rodriguez • [email protected] Co-ordinators: Carlos Such, Emilie Parati, Doris Tong. Distribution: VSL Communications Design: Red Line Photos: Derek Allan, Philippe Guignard, Hervé Gouband, Christine Mueller-Sinz, David O’Donnell, others Copyright: VSL 2010 • Cover photo: Shin Kori 1-2 nuclear plant, Korea ISSUE ONE • 2010 EDITORIAL VSL, a name that is recognised and highly valued For more than 50 years, VSL’s core strategies have been research and innovation, technical development and achieving high quality to serve our clients.
    [Show full text]
  • Programme 8 13 March
    Programme 8 13 March 13 March European Integration Special Events Time Business & Economy & Reforms 3.35 “Tough Brotherhood”. A documentary by Jerzy Lubach about the Polish-Ukrainian 11:15-12:20 alliance against the Bolsheviks in 1920 (Business & Economy) 12:15-12:30 Coffee Break Thematic Block: Thematic Block: From Association to Customs The Role of Ukrainian Union? Ukraine in Search 12:30-13:30 Diaspora in Building of a Realistic Model the European Economy of European Integration p.13 p.19 13:30-13:45 Coffee Break Panel Discussion: Thematic Block: Lunch Ukrainians in European Coun- Local Identity as an Opportunity 13:45-14:45 14:30- tries. Science, Work, Politics for Tourism Development 16:00 p.14 s.20 14:45-15:15 Lunch Thematic Block: Thematic Block: How to Break Russian Suppliers’ Development of Transport Infra- Domination? The Modifications structure between Ukraine and 15:15-16:15 on the Central and Eastern EU Countries as an Opportunity Europe’s Gas Market to Strenghten Economic Ties p.15 p.22 Success Stories: 16:15-16:45 Mirosław Bieniecki 16:30-16:45 Coffee Break 16:45-18:00 Plenary Session 18:00-18:10 Coffee Break Presentation of Thematic Block: the “Prisoners Thematic Block: Medical Tourism - Do We Need of Kremlin. Why Didn’t Decentralisation 18:10-19:10 Foreign Patients or Do They Invisible Victims Reform Change Ukraine? Need Us? of Undeclared p. 24 p.17 War” Exhibition p.41 19:10-19:20 Coffee Break Thematic Block: Thematic Block: Is it Possible to Separate Busi- 19:20-20:20 How to Build a Friendly Border? ness from Politics? The East p.18 Central Europe Experience p.
    [Show full text]
  • Kontrola Państwowa
    NAJWY¯SZA IZBA KONTROLI ... ktokolwiek grosz publiczny do swego rozporz¹dzenia odbiera, wydatek onego¿ usprawiedliwiæ winien. * WARSZAWA ROCZNIK XLIX NR 5 (298) WRZESIEÑ PADZIERNIK 2004 R. ISSN 04525027 * Cytat z pisma ministra skarbu Ksiêstwa Warszawskiego, Tadeusza Dembowskiego, wystosowa- nego w zwi¹zku z pracami przygotowawczymi do dekretu z 14 grudnia 1808 roku o G³ównej Izbie Obrachunkowej. SPIS TRECI Iwona Sierpowska Prokurator jako organ kontroli i ochrony prawa ...... 3 Janusz Witkowski Rozwój statystyki pracy a jakoæ informacji .............. 16 Pawe³ Wieczorek Zró¿nicowanie poziomu rozwoju spo³eczno-gospodar- czego w Unii Europejskiej ....................................................................... 28 Krzysztof Zalega Polityka strukturalna Unii Europejskiej w obszarze rolnictwa a zasady wspierania sektora rolnego w Polsce po akcesji... 45 * Irena Wyszyñska Nowy system finansowania jednostek samorz¹du terytorialnego (Wybrane zagadnienia) .................................................. 70 USTALENIA NIEKTÓRYCH KONTROLI Piotr Wasilewski Ma³o skuteczna restrukturyzacja s³u¿by zdrowia ........ 90 Wojciech Dziurewicz Jak nie s¹ budowane autostrady w Polsce ............ 100 Lech Witecki Przygotowanie kadr administracji publicznej do funkcjo- nowania w Unii Europejskiej .................................................................. 110 RELACJE, POLEMIKI Dariusz £ubian, Piotr Szpakowski Zarys systemu wdra¿ania funduszy strukturalnych w Polsce w latach 2004-2006 ......................................... 119 *
    [Show full text]
  • Sustainable Transport Campaigns This Past July, My Path Was Blocked by the Roads
    SUSTAINABLETRANSPORT Number 8 Winter 1998 Upward Mobility in South Africa Central Europe: Notes from the Underground p. 4 GEF’s Transport Project in Tehran p. 10 South Africa’s Workbike Project ITDP p. 8 Institute for Transportation & Development Policy SUSTAINABLETRANSPORT Organizing Pedestrians, Cyclists, and Bus Passengers It’s a Matter of Life and Breath Letter from the Executive Director While bicycling through Prospect most bicyclists fear for their lives and thus livable cities by providing technical assis- Park, Brooklyn on a Saturday morning refuse to operate them on most major tance to sustainable transport campaigns this past July, my path was blocked by the roads. Being struck by a motor vehicle is in developing countries and in Central yellow police tape of a crime scene. likely to be the second leading cause of and Eastern Europe, redirecting the fund- Behind it, flecks of blood on a dented van, death in developing countries by the year ing of major development institutions long skid marks, a detective surveying the 2020, according to the World Health towards more sustainable transport pro- scene. The following Monday I learned Organization. jects, and sponsoring demonstration pro- that the driver of the van, who was taking Transportation is not a free market. jects which show how scarce development a “short cut” through the park on a car- Private motor vehicles dominate because dollars could be better spent. free road at 65 kilometers per hour with a they make the streets too polluted and cracked windshield, was given a $45 ticket dangerous for non-motorized alternatives, Demonstration Projects for his negligence.
    [Show full text]
  • World Bank Document
    L- 1 VOL. 7 International Bank for Reconstruction-ana Development Public Disclosure Authorized 'A A' 00 Preliminary Paper No. 7 FILECOPY for the rking Party on the Polish Loan Application Public Disclosure Authorized Transport in Poland Public Disclosure Authorized Public Disclosure Authorized Issued by: Eastern European Division Loan Department May 30, 1947 Acknowledgment The study which follows vwasprepared by the Division of Operational Analysis, IJNRRA Mission, Warsaw, in collaborationwith the Division of Industrial Rehabilitationof the Mission and various agencies of the Polish Government. The report, based upon a paper on the same subject originally issued by the European Regional Office of UNRRA in London, is presented here because it is believed to give the most impartial and complete account of Polish transport currently available. CONTENTS Page I. Introduction. 1 II. Inland Transport. 7 Railway Transport. 7 Devastation . 8 Permanent Way . 9 Rolling Stock . 114 Repair Shops. .. 17 Standard Gauge. 19 Narrow Gauge. 24 Former Private Rolling Stock Repair Shops. 26 Road Transport . 31 Road Network. .. 31 Repair and Maintenance Equipment. 33 Horse-dravw-Vehicles. 36 Motor Vehicles. 37 Inland Waterways . 42 III. Overseas Transport . 45 General. 45 Ports. 46 Gdansk (Danzig) . 46 Gdynia. 48 Szczecin (Stettin). , . 49 Merchant Navy. 50 IV. Civil Aviation. 52 V. UNRRA Assistance . .5. .. 541.. Road Transport . 56 Road Building. 61 Advisory Services. 61 Railways . 62 Water Transport. 63 Indirect Assistance. 64 VI. Four Year Plan. 65 Railways.. 66 Road Transport. .. 69 Inland Waterways . 70 Ports. .. 73 Appendix I. Required Imports of Equipment for Rehabilitation of Transport in Poland .78 a. Rail Transport . 78 b. Road Maintenance .
    [Show full text]
  • Regional Context Analysis
    Regional context analysis A comparative picture of the six partner regions of the ICHNOS Plus project with regard to the implementation of the One-Stop-Shops for business start-ups: Galicia, North Aegean, Sardinia; Silesia, Southern Estonia and Vysocina. November 2008 1 Introduction ______________________________________________________ 2 2 Goals of a Regional Centre of Competence for OSS ______________________ 3 3 Socio Economic report of each new region _____________________________ 3 3.1 Galicia ____________________________________________________________ 3 3.2 North Aegean _____________________________________________________ 24 3.3 Sardinia __________________________________________________________ 37 3.4 Silesia ____________________________________________________________ 47 3.5 Southern Estonia___________________________________________________ 67 3.6 Vysocina__________________________________________________________ 89 4 State-of-the-art in the partner regions related to OSS ____________________ 99 4.1 Galicia ___________________________________________________________ 99 4.2 North Aegean ____________________________________________________ 105 4.3 Sardinia _________________________________________________________ 107 4.4 Silesia ___________________________________________________________ 110 4.5 Existing best practices and other supporting organisations _______________ 112 4.6 Southern Estonia__________________________________________________ 115 4.7 Vysočina_________________________________________________________ 115 5 Structural
    [Show full text]