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Autor wyjaśnia pojęcie, cele i formy prywatyzacji z uwzględnieniem specyfiki portów lotniczych. Kreśli ryzyko związane z prywatyzacją i bada jej wpływ na efektywność. Wreszcie w oparciu o dane przybliża czytelnikowi procesy prywatyzacji europejskich portów lotniczych.
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Artykuł prezentuje badania pasażerów jako klientów portu lotniczego. Polskie dane uwidaczniane są na tle europejskim. Następnie autorka zajmuje się zagadnieniami zastosowania wyników badań w kształtowaniu oferty usług w porcie lotniczym, w planowaniu infrastruktury transportowej służącej dotarciu pasażerów do portu lotniczego, w określeniu obszaru oddziaływania portu lotniczego i zmian jego zakresu, w ocenie lojalności pasażerów wobec portu lotniczego, w kształtowaniu optymalnej struktury powierzchni handlowej w porcie i maksymalizacji przychodów pozalotniczych, a także w kształtowaniu siatki połączeń lotniczych.
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Przedmiotem artykułu są społeczno-ekonomiczne efekty kreowane przez funkcjonowanie i rozbudowę portu lotniczego. Przedstawiono model wpływu portu lotniczego na otoczenie ze szczególnym uwzględnieniem efektów społeczno-ekonomicznych. Następnie dokonano przeglądu metod obliczania tych efektów, biorąc pod uwagę badania w USA i w Europie oraz wyniki pierwszych w Polsce analiz ekonomicznego wpływu portu lotniczego na otoczenie przeprowadzonych przez zespół naukowy z Uniwersytetu Ekonomicznego w Poznaniu. Na podstawie wyników badań w polskich portach zbudowano model ekonomicznego wpływu portu lotniczego na rozwój regionu, który może być pomocny właścicielom i zarządcom portów lotniczych w obliczaniu efektów ekonomicznych.
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Autor przedstawia zarys metodyki formułowania strategii przedsiębiorstwa, charakteryzuje strategie portów lotniczych (misja, strategiczne portfele działalności), by naświetlić strategiczne przesłanki konkurencyjności portów lotniczych.
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Od akcesji Polski do Unii Europejskiej dystans w poziomie rozwoju gospodarczego mierzony wskaźnikiem PKB na 1 mieszkańca ulega zmniejszeniu, jednak w regionach procesy konwergencji przebiegają wolniej. W województwie lubelskim proces „doganiania” następuje z niższego poziomu rozwoju, wynikającego m.in. z niekorzystnej struktury gospodarki, niskiej urbanizacji, słabej przedsiębiorczości i wyposażenia w infrastrukturę. Przynależność Lubelszczyzny do najsłabiej rozwiniętych regionów nie przełożyła się w latach 2004–2006 na większe fundusze pomocowe mimo stosunkowo dużej aktywności beneficjentów w programach operacyjnych. Niższy udział lubelskiego w krajowych programach ma zrekompensować program skierowany do Polski Wschodniej i wzrost wsparcia przeznaczonego na programy regionalne. Celem artykułu jest analiza kierunków alokacji funduszy polityki spójności Unii Europejskiej oraz ocena efektów w zakresie pobudzania rozwoju gospodarki Lubelszczyzny przez niwelowanie luki w infrastrukturze technicznej (transportowej, wodociągowej, kanalizacyjno-ściekowej i gazowej) oraz stymulowanie przedsiębiorczości. Fundusze UE są obecnie najważniejszym źródłem finansowania zarówno największych projektów, jak i lokalnej infrastruktury oraz mobilizacji kapitału na rozwój MŚP.
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Artykuł prezentuje zestawienie wyników analiz oraz omawia rolę funduszy europejskich jako narzędzia finansowania rozwoju infrastruktury transportowej Warmii i Mazur. Na podstawie szeregu raportów wskazanych w opracowaniu można wnioskować, że region Warmia i Mazury właściwie wykorzystuje szansę związaną z członkostwem w Unii Europejskiej i dostępnością jej funduszy. Realizuje te inwestycje infrastrukturalne, które trudno byłoby urzeczywistniać na tak wielką skalę bez unijnego wsparcia. Istotnym wyzwaniem pozostaje dalsze konsekwentne wspieranie inwestycji infrastrukturalnych w regionie. Osiągnięty stan w tym sektorze nadal prezentuje się niekorzystnie. Priorytetem powinna być alokacja środków inwestycyjnych oraz zapewnienie środków na utrzymanie już powstałej infrastruktury transportowej. Wymaga to jednak dookreślenia obecnej i przyszłej roli funduszy europejskich oraz efektywnego ich wydatkowania.
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1968 yılı, bu bildiri için iki farklı önemli noktaya işaret eder. İlki Mercedes – Benz lisansıyla Türkiye’de ilk defa fabrikasyon olarak şehirlerarası ve şehiriçi otobüs imalatının başladığını gösteren bir kuruluşun faaliyete geçmesidir. İkincisi ise Yaşar Kemal’in eserinden uyarlanan 1968 yılı yapımı Urfa – İstanbul filmidir. Bu filmde günün şartlarında ve günün ulaşım araçlarıyla yaşanan bir kaçmakovalama öyküsü perdeye aktarılmıştır. Konumuz itibarı ile bizi filmde kullanılan ulaşım araçları ilgilendirir.
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The fundamental goal in approaching multimodality in transport is to integrate all modes of transport in an optimal, sustainable and ethical system. The implementation of intermodal services in the field of tourism will contribute to the increase of travel options, as well as to the provision of comfortable services, while increasing the efficiency of the transport system as a whole. The objective of the research is to identify and evaluate efficient IT solutions for calculating travel times in the integrated combined transport system of national road and rail infrastructure and the forecast demand in the field of public transport of people to tourist destinations. The proposed methodologies for defining IT solutions are based on the use of Geographic Information Systems, both in vector format corroborated with data on general transit specifications (GTFS) and in raster format by creating a continuous cost surface model, using all transport nodes.
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The main aim of this paper is to assess eco-development of TFL enterprises in the Central and Eastern Europe in the time period from 2008 to 2018. Eco-development is conducting business in accordance with the protection of natural resources. In business practice, it means that companies take actions aimed at reducing the ecological footprint. The ecological development of enterprises depends on a number of factors, internal and external. On the one hand, they may be included in the scope of taking into account environmental protection, on the other hand, there may be a result of the development of ecological policy of managers. The first part of the paper discusses selected theoretical issues related to the environmental development of the company. The main part of the text is devoted to the statistical assessment of eco-development of TFL enterprises in Central and Eastern Europe. The study preceding the presentation of methods, the conclusion contains a description of the synthetic recommendations.
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Purpose of this paper is to provide a brief review how system of logistical security of the units within 1st Corps of the Army of the Republic of Bosnia and Herzegovina emerged, its organisation and functioning, given that the 1st Corps as a military formation served within the Army of the Republic of Bosnia and Herzegovina. Officially, 1st Corps was established on 1 September 1992 under the conditions of aggression against the Republic of Bosnia and Herzegovina and the complete blockade and siege of the city of Sarajevo. Observed from the aspect of spatial, temporal and functional features, and given the lack of documentation ‒ as this topic was not elaborated in course of last 30 years ‒ achieving the expected result is a complex task. If we add to this that the logistical system as such is complex, big, open, and integral, complexity of this task is progressively increased. The author is aware that this task cannot be accomplished in this paper. By its specifics and manner of logistical securing of the units within the city under the siege, the time of war beginning in April 1992 until November 1995 is divided into four periods of logistical securing, which will be separately discussed further in the paper. First two periods precede the establishment of the 1st Corps. They are reflected in the fact that the logistics was not organised, that there were no permanent sources to supply the units with material and technical means, that there were no reserve sources, and also that there was no competent staff to carry out these tasks, so that the second period is in fact the beginning of establishment of logistics in the Army of the Republic of Bosnia and Herzegovina.
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During the 19th century, Croatia was an agrarian country with a predominantly agricultural population, which in Banal Croatia made up more than three quarters of the total number of inhabitants at the turn of the 20th century, with a gradual increase in craftsmen and other occupations. The situation was similar in Istria and Dalmatia. The preconditions for the development of agriculture in Banal Croatia were quite poor in the 19th century. Although arable land accounted for more than half of all land suitable for cultivation, it was unevenly distributed, so most of it was in Slavonia, and the least in Lika and Gorski Kotar. In all these areas, there were good preconditions for forest exploitation and development of wood industry. Agriculture was especially weak in Istria and Dalmatia, where there was a noticeable lack of arable land, which was also of poorer quality, affected by frequent and prolonged droughts.
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Purpose: The chapter aims to identify the most important challenges related to public transport organisation during COVID and post-COVID times. The author asks several questions: How have the restrictions affected (and still affect) public transport? Can economically efficient public transport services be offered in COVID and post-COVID times? And finally: Is public transport safe for users, and will it be safe in the future? Design/methodology/approach: The chapter is based on the literature review and examination of selected case studies. The analysis is carried out in urban transport, regional and interregional rail transport and international transport (particularly air transport). Findings: The chapter specifies the “dilemmas”, of which the most important is a contradiction between the essential requirement for the operation of public transport (to transport many people in a small space) and the basic principle of minimising the increase in COVID infections (the avoidance of large crowds of people). Research limitations: Quantitative methods could further develop and confirm the study. Practical implications: The chapter diagnoses the main challenges related to the organisation and operation of public transport systems in (socially and economically) uncertain times that lie within areas of interest of both managers and local government authorities. Originality and value: The study contributes to the ongoing discussion on improving publictransport.
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The ambitious goals of so called „Green deal“ require decrease of the greenhouse gas emissions. That means transformation of all energy production capacity because of the new energy consumers – the electric vehicles. The general energy consumption in Bulgaria increases slightly. The country currently is in line with the goals for share of renewable energy. The transport is the sector with the highest share of consumed energy both in the EU and Bulgaria. With the enlargement of the electric vehicles fleet, it is necessary the standards for charging to be unified. The distribution of charging points needs to be more even, they need to be easier for use and the pricing for the energy to be more transparent and in line with the payment standards in Bulgaria and the EU.
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The transport sector is the most affected by the impact of the pandemic COVID-19 on a national and global scale. In this regard, the present report offers a comprehensive analysis of the impact of the pandemic on resilience of the development of this sector. Based on this analysis, possible recovery measures in the context of the new energy transition policies formation. That is why the main objective of the research presented in the present report, is to offer options for a sustainable recovery of transport after the COVID pandemic, which will contribute to the realization of an energy transformation of the sector.
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Purpose: The purpose of this study is to demonstrate whether the proposed changes to European Union customs law actually justify the claim that the customs union will be introduced to the next level, based on customs risk management. Design/methodology/approach: The author performs a comparative analysis of the currently functioning customs regulations of the European Union (mainly the EU Customs Code) in the field of customs risk management, the practical approach to risk on the example of the Polish National Tax Administration (KAS) with the change in the European Union customs law regulations planned by the European Commission. The scope of the analysis includes terminology regarding customs risk used in regulations, IT tools, organisational structures of customs administration and the methodology currently used. Further, the study presents the new philosophy of customs risk management, included in the draft of the new Customs Code of the European Union, including the justification for the project. Findings: It is a bit too early to be able to clearly confirm whether the customs union, which is the basis of the European Union, will actually be used and managed at a higher level than now. The reason for this is the lack of all planned regulations, including implementing ones, specifying individual issues of the practical functioning of the new risk-based approach. However, the European Commission’s plans to build a new customs risk management system at the EU level should be assessed positively.
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This chapter by Carmelia Mariana Bălănică Dragomir and Cecilia Șerban explores the various facets of ecotourism, including its current challenges, results, and future trends. It discusses the economic and environmental impacts of ecotourism, emphasizing the need for sustainable development. The chapter addresses the integration of global value chains in tourism, the importance of reducing greenhouse gas emissions, and the role of international environmental treaties. It highlights the necessity of innovative technologies, market incentives, and regulatory frameworks to promote ecotourism. The authors also examine the socio-economic benefits of ecotourism, such as job creation and local community development, while identifying obstacles like underdeveloped infrastructure and legal frameworks.
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The aim of this paper is to address the European aspects of sustainable transformation, particularly transport mobility and digitalization. The object of the article is digitalization as a path towards sustainability. The subject is the prospects and challenges for transforming towards a sustainable way of living. To cover the goals, the following tasks are set: 1) definition of sustainability and mobility; 2) mentioning the similarities between digitalization and a sustainable mobility model; 3) defining prospects and challenges for implementation. The main results are theoretical and practical application of the conclusions, introduction of good practices and proposals.
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