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The article researches the development state of transport and transport infrastructure in Ukraine over last years. The research findings specify the topicality of the issue solution concerning the enhancement of transport and transport infrastructure in the conditions of structural, energy and financial crises, as well as considering a destructive influence of COVID-19 pandemic, occupation of Crimea, an anti-terrorist operation in East of Ukraine and a full-scale intervention of the Russian Federation started on February 24, 2022.Such methods of improving transport and transport infrastructure development in Ukraine have been offered under the research findings: the increase of public administration level with regard to all aspects of transport infrastructure; the use of proactive management; activation of searches and implementation of investment projects; introduction of an institute of public- private partnership on transport; partial and temporary decrease of tax burden; the development of complex solutions for transport services consumers under the infrastructure areas; optimization of transport pricing, etc.
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The accessibility of regional centers by public transport in a defined area is a very specific problem. Depending on the organization of public transport, there is a potentially related phenomenon – social transport exclusion. The aim of the study is to express the existence of a relationship between public transport and regional development in the rural self-governing region Trnava. At the same time, we identify municipalities – more precisely areas – with reduced transport accessibility in relation to their regional development and we determine the most advantageous means of public transport for the population who does not have the possibility to use a car. The procedure was to use an electronic database of train and bus timetables to obtain information about the studied characteristics for the return journey during the 24 hours of working days (Tuesday). We found that rail and combined transport have better quality in about half of the region’s municipalities. The Pearson correlation coefficient of product of moments indicated that the value of the correlation between the number of points for public transport and points for regional development is only 0.36, and therefore there is no strong connection between them. However, the individual extreme and average values of these indicators and especially their sub-components have shown us that there is a certain dependence between these values. The results show that despite a lower impact on public transport on regional development, it has a more decisive influence, leading to the strengthening of public transport.
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The analysis presented herein is aimed at indicating disparities in accessibility to some selected travel destinations by means of private and public transport in the city of Szczecin. Accessibility is a simple measure of potential interactions between two points in space. For the purpose of the study, an original model of an individual transportation system has been developed using Google Maps API data. In order to do so, some GTFS and pedestrian-related data have been downloaded. To calculate source-destination travel times at certain times of the day for four different parameters of pedestrian motion speed, ArcGIS Network Analyst software has been used. Five research methods have been applied: the proximity measure, the population percentage measure, the cumulative accessibility measure, the potential accessibility index and the potential accessibility quotient. In order to develop an ultimate accessibility rating for housing estates in Szczecin, a synthetic accessibility measure has been developed. The synthetic accessibility measure consists of 9 standardised components/values for both public and private (car) transport. The potential accessibility to the population is part of the synthetic accessibility sub-measure. The isochrones have been drawn in order to analyse the workplaces and secondary schools. Moreover, data concerning accessibility to the nearest kindergarten, primary school, hospital, cinema, shopping centre and indoor swimming pool have also been taken into consideration when calculating the synthetic measure. In the case of potential accessibility measures, it is usually the highest in the city centre. Obviously, the nearer a particular facility, the higher its accessibility measure is. The only disparities between the measures for public and private transport are observed in areas which are not covered by the public transportation network.
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One of the main transportation problems of biggest modern cities is the excessively high load on ground transport, which is why the development of subway networks is of particular importance. This article analyzes the development of the spatial structure of subway networks in China. Currently China shows an intensive growth of existing networks and massive openings of new networks, which makes it the most suitable object for studying the evolution of subway networks. The methodology developed by K. Kansky and S. A. Tarkhov was used as the theoretical basis of this study. The study was conducted by analyzing the dynamics of the main quantitative and topomorphological indicators of subway networks during their passage through the stages of spatial evolution. The following indicators were used: the number of subways, the total length of the network, the number of cycles in the network, the number of topological layers and the number of cycles in each of them, the number of branching tiers, the area of topological layers and their share in the cyclic core of the network, the distribution of the length between the elements of the network structure, average cycle size, topological limit, cyclization index and circuity index. We identified the patterns for passing the stages of evolutionary development by the networks of Chinese subways; also, we found common features that define the “Chinese” type of subway, we identified a new subtype of networks.
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The aim of this study is to investigate how the daily electricity demand from road transport related to the implementation of an electric road system on the eight roads with the highest traffic flow connecting the seven largest cities in Turkey varies according to time and location. Intercity highway route O-7, O-5, O-21, D715, D687, E96, and E87 in Western Turkey was used as a case study. The daily electricity demand on the eight roads working on the full electrification of the existing traffic flow can be increased by 3.7% in the case of the reference point. However, if all roads in Turkey are converted to an electric road system and all land vehicles use this system, the corresponding peak power increase will be 100%. The daily electricity demand along the roads is derived from the available measuring points for the daily road traffic volumes. The study also compares the CO₂ reduction potentials and energy demands of the electrified road system with the use of fossil fuels to achieve the same transportation volume. The results show that an electric road system application on eight Turkish roads with considerable traffic flow can reduce 18.8 million tons of CO₂ emissions from the road transport sector. The research can find practical application in assessing the validity of developing a strategy for the development of electromobility on highways in Turkey.
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Collective public transport is the most important public service and its organization is the main focus of cooperation in functional urban areas. So far, research on its development in Poland concerned mainly the largest cities, excluding smaller centers and their complexes. The conducted analysis is to partially fill this cognitive gap. The aim of the research was to determine the range and assessment of the level of development of local collective transport systems in settlement complexes unrelated to voivodeship centers in Poland. The answer to the question about the scope of inter-municipal cooperation in this respect in comparison to the designated FUAs and ITIes was also interesting. The 23 settlement complexes were identified outside voivodship centers in Poland, where urban transport served intercity connections. Urban transport in these complexes was serviced by a total of 141 communes, including 76 cities. They were inhabited by a total of 3,3 million people. There were a total of 28 public transport operators operating in their area, running 656 communication lines. These communes were covered with a network of connections to a different extent.
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In recent years, there has been a revival associated with an increase in the number of modernised and renovated station facilities. Their great value as multifunctional facilities is also being rediscovered. Therefore the aim of the research was to determine the transformations of stations in public space based on the examples of such facilities located in Kielce. Main attention was placed on architectural, spatial and functional transformations. The study covered the bus station modernised in 2020, as well as the railway station which is currently under modernisation. As shown in these examples, the main role of the stations – despite the use of modern refurbishment concepts – has been retained. The bus station is integrated into the city landscape by preserving the original and unique spatial composition and silhouette of the building. The resulting spatial arrangement strengthens the importance and potential of public functions, as well as utility values for travelers and city residents. The modernisation of the Kielce railway station is heading in a similar direction.
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Nowadays, technical and technological development is subject to many new concepts and challenges, such as sustainable development, smart city and electromobility. In order to improve the flow of people through cities, it is necessary to skillfully implement various types of solutions and tools. The article presents the essence and importance of information in urban transport. The considerations focus mainly on selected mobile applications, which are designed to provide travelers with information about traveling by public transport in Poland. Various classifications distinguishing information mobile applications in urban transport have been presented. The empirical part of the article presents the division into two groups of these tools, namely applications whose main functionality is the possibility of purchasing a ticket and planning the route. In the comparative analysis of mobile information applications in urban transport, parameters such as geographical coverage, payment, the need to log in and additional functionalities were taken into account.
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Urban transport in countries of East-Central Europe, including the Czech Republic, Poland and Slovakia, played an important role in the residents’ daily mobility. The underdevelopment of individual motorisation contributed to the lasting significant role of public transport. Due to the operating characteristics of electric vehicles, as well as emerging fuel crises, electric public transport played a key role, especially in large cities. Differences in the development of economies in the electrotechnical segment influenced the structure of public transport in the analysed countries. The higher level of development of the Czechoslovak transport sector contributed to a greater share of trams and trolleybuses in total transport. Despite many development plans in Poland, the process of developing traditional means of electric transport slowed down with the political change in 1989. The situation was slightly different in the Czech Republic and Slovakia, where, despite financial difficulties, the development of tramway and trolleybus networks continued. Modernisation of public transport began after joining the European Union. Technological development has led to the emergence of a new means of transport –electric buses. The apparent ease of putting them into service revolutionised the situation in Poland, thus popularising electric transport. The situation was different in the Czech Republic and Slovakia, where the main focus was on the development of tramway and trolleybus transport. The article reconstructs the development of urban electric transport after 1989 in the analysed countries and identifies factors that differentiate contemporary transport development policies in the Czech Republic, Poland and Slovakia.
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In spatial accessibility studies based on market areas, such as floating catchment area (FCA) family methods, it is crucial to identify the point to which weights are assigned, both on the demand and supply side. Bearing in mind that it is not always possible to work on disaggregated data, the aim of this paper was to investigate which method of determining a point, minimises bias in the estimation of walking accessibility. The research used the G2SFCA method, introduced by Dai, which has been employed several times to model walking accessibility. Results clearly show that point location methods for area units, based on disaggregating data to buildings, perform better at the scale of statistical districts or cadastral precincts, compared to those based on the centrally weighted mean. They also show that positional measures such as the Euclidean centrally weighted median can improve the results of analyses in units that are heterogeneous in terms of settlement network pattern.
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The article contains the results of the analysis on the distribution of economic activities in modern Łódź conducted with the use of space syntax tools. The study encompassed selected street sections in the broadly-understood city centre (in total, approx. 30 km of streets, with more than 1300 recorded business locations). The analysis conducted has shown that the observed density of business activities in Łódź is connected to the spatial arrangement of the global street network integration. The configuration of the Łódź plan is a statistically important factor that influences the spatial patterns of economic activities. Depending on the location within the layout, individual street sections provide various conditions for the development of business activities, therefore they have varying significance to the shaping of the internal, economic image of the city area.
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The article examines the labour migration of Ukrainians to the Warmia-Masuria province. Such research methods as systematic, comparative, behavioural, statistical data analysis, document analysis, focused interviews and case study helped to identify current trends and key challenges presented by migration flows of Ukrainians to the province. The main factors affecting Ukrainian labour migration to the province are analysed, with particular emphasis placed on quantitative descriptions of the features of Ukrainian employment in the region. It is concluded that there are prospects for further labour migration of Ukrainian workers to Warmia-Masuria.
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This article reveals the geographical distribution, structures, and problematic aspects of business migration to the oblasts of the Carpathian region of Ukraine and abroad. In the context of the Russian–Ukrainian war, the article assesses the risks and threats that internal and international business migration pose to the Ukrainian economic system, economies of the Carpathian region, the internal consumer market, and business entities. Measures to mitigate the threats of business migration to the Carpathian region are offered. The implementation of certain measures will eliminate the identified threats to relocated businesses and minimise the risks to the social and economic development of the Carpathian region and Ukraine as a whole.
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Current glocalisation processes require the identification of priority areas for Ukraine’s further integration into the international economy. The right choice of direction, tools and forms of implementation allows the government to determine, justify and implement a competitive strategy for the country. The study aimed to determine the relationship between international economic integration and Ukraine’s global competitive power. Identifying Ukraine’s sectoral comparative advantages in trade with the EU and evaluating the index of the regional orientation of Ukraine for specific groups of goods and services made it possible to define the effects of economic collaboration with the European region. The assessment of the complementarity index of Ukrainian–European trade relations revealed that Ukraine and the European Union are main trading partners. Furthermore, the analysis of the mechanism of the Association Agreement between Ukraine and the European Union proved that the agreement actively contributes to the growth of Ukraine’s global competitive power. Comparative analysis in historical retrospect revealed priority areas for improving the integration processes which help to form the main competitive advantages of the country.
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The authors have suggested analytical tools to evaluate levels of internal social responsibility by developing an aggregate set of indicators. The reference indicators values were substantiated on the basis of average industry ones, which provided an opportunity to determine the multiple coefficients. The suggested tools provide the opportunity to define enterprises’ tendency for change in the level of responsibility level by years. This research can have important practical impacts due to its quantitative assessment having been based on published financial statements. The study creates additional opportunities for stakeholders to evaluate current internal corporate social responsibility levels and predict their own development direction.
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The authors have suggested analytical tools to evaluate levels of internal social responsibility by developing an aggregate set of indicators. The reference indicators values were substantiated on the basis of average industry ones, which provided an opportunity to determine the multiple coefficients. The suggested tools provide the opportunity to define enterprises’ tendency for change in the level of responsibility level by years. This research can have important practical impacts due to its quantitative assessment having been based on published financial statements. The study creates additional opportunities for stakeholders to evaluate current internal corporate social responsibility levels and predict their own development direction.
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This paper examines the role of educational support in social entrepreneurship development in Poland and Ukraine based on comparative case studies and a computer-assisted web interviewing method. The research investigates cross-country and cross-institutional differences in education concerning social entrepreneurship. The paper considers the different levels of social entrepreneurship education in primary and secondary school, university, and non-formal education. It is established that students at all levels of education should have an entrepreneurial mindset, which is a prerequisite for sustainable development. The key directions for developing education regarding social entrepreneurship in Ukraine are identified.
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The military aggression of the Russian Federation against Ukraine, which started in 2014 and came to another active phase in February 2022, may change Ukraine’s foreign trade in terms of both its geography and product structure. The regions of Ukraine will not only have to recover from the consequences of destruction, but also to seek new directions of foreign economic activity and build connections with reliable partners such as the European Union and the United States. The paper presents an analysis of changes in the foreign trade of Ukraine and its regions since 2014 and examines shifts in trade flows in the direction of Western leaders of global trade. The case of Georgia, another target of Russian military intervention, in the reorientation of its trade flows, is also considered.
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