Transcript The Diversity of Transport Accessibility in Polish Regions

The Diversity of Transport Accessibility
in Polish Regions
Monika Musiał – Malago’
University of Economics, Cracow, Poland
[email protected]
Considerable disproportions in the development of various
branches of transport in Poland have brought uneven
conditions for further functioning and limited their
competitiveness. As a result of the chronic underdevelopment of the Polish transport infrastructure the
spatial accessibility of many places in a regional, domestic
and european scale has decreased.
Diagnosis of the current situation
in Polish transport infrastructure
The existing transport system is a multibranched one.
Both, carriage of people and freight, are dominated by car
and rail transportation.
In 2012, 779.8 mln passengers were carried using various
means of transport, which equals 40,9% less than in 2000.
The carriage of passengers
The decrease in the carriage of passengers was observed in
rail and car transportation, whereas plane, maritime and
inland shipping increased.
 In the years 2000-2012 the share of road transportation for
the carriage of passengers reached 64%.
 273.2 mln passengers were carried by rail, it’s 35.0% of
the total number of passengers transported using public
transportation.
 The share of plane shipping regarding passengers carriage
volume of the country’s transport system gradually rose
from the year 2000 (about 150% rise compared to the base
year).
 The number of passengers carried by inland shipping in
2012 was 19.8% higher compared to the year 2000.
 Maritime carriage of passengers equalled 842.000 which is
a 34.7% rise compared to the base year.
Transport of passengers by mode of transport (in mln)
The carriage of freight
 In the years 2000-2012 the share of car transport in load
shipping equalled 53.8%.
 Rail freight shipping in the analyzed period showed an
initial increase from 187 mln tonnes in 2000 to 270 mln
tonnes in 2005 and then decreased to 241 mln tonnes in
2012.
 The share of air transportation in the load carriage volume
of the country’s transport system showed an increase (46%
growth).
 The total volume of freight carried by inland shipping in
2012 reached 4.6 mln tonnes, which is about 128% less
than in 2000.
 Maritime shipping equalled 7.5 mln tonnes of loads which
is nearly 221 mln tonnes less than in the year 2000.
Transport of freighs by mode of transport (in mln)
Road transport
At the end of 2011 the Polish public roads network length
aggregated 412263.7 km which was only approx. 10.5%
more than in the year 2000.
The total length of state roads equalling 19180.8 km.
The Polish road network is characterised by high and equal
density of hard-surfaced routes. The overall density of
hard-surfaced roads at the end of 2011 equalled 89.7 km
per 100 sq km and 72.8 km per 10 thousand of
populations.
Hard surface public roads per 100 sq km in Poland in 2011
Road transport
At the end of 2012 the total length of motorways amounted
1365 km (358 km) and expressways 1052 km (193 km).
The aggregated length of motorways' networks comprised
only 7.1% of all Polish state roads and for 5.5% of
expressways.
Compared to the year 2000, the length of motorways and
expressways increased correspondingly about 300% and
more than 400%.
http://regiomoto.pl/portal/aktualnosci/nowe-autostrady-i-drogi-ekspresowe-w-polsce-raport-za-2012-i-plany-na-2013-mapy
http://regiomoto.pl/portal/aktualnosci/nowe-autostrady-i-drogi-ekspresowe-w-polsce-raport-za-2012-i-plany-na-2013-mapy
In comparison with the EU member states the major
drawback of the road network in Poland is a low density of
motor – and expressways.
At the end of 2012, motorway length per 100 sq km and 10
thousand of population amounted to 0.43 and 0.35,
respectively.
Average figures for 27 EU member states were higher,
reaching the levels of 1.6 and 1.4, respectively.
Technical condition of the surface of the domestic road
network in Poland in 2012 (in %).
14%
24%
62%
good satisfactory condition
unsatisfactory condition
bad condition
Technical condition of the surface of the domestic road
network in Poland between the years 2000-2012 (in %).
Good
satisfactory
condition
Unsatisfactor
condition
Bad condition
2000
23.6
41.6
34.8
2005
48.9
26.2
24.9
2012
62.7
23.8
13.5
In Poland approx. 38% of roads require various types of
restoration (14% of renovation needs are immediate and
24% should be scheduled for restoration within the next
few years).
In the years 2000-2012 the percentage of domestic roads
with bad surface conditions decreased by 110% and at the
same time the number of roads in good and satisfactory
condition increased by 63%.
Technical condition of the surface of the domestic road
network in polish regions in 2012 (in %)
A poor condition of road infrastructure correlates with a
fast increase in the number of cars.
In 2012 the number of registered passenger cars reached
18.7 mln - 486 cars per 1000 inhabitants whereas in 2000
there were 259.
In Poland, between the years 2000-2012, the number of
cars increased by 87.6%, and the length of resurfaced
roads by 25.3%.
Passenger cars per 1000 inhabitants
Rail transport
In 2012 the length of rail road in operation amounted to
20094 km, which means 6.4 km/100 sq km rail network
density level.
Its length was reduced by 11% compared to the year
2000 (22560 km).
Air transport
In 2012, 23677.4 passengers checked in at Polish airports.
In the period 2002-2012 a traffic peak in Polish airports
was reached in 2008.
As far as the spatial schedule is concerned, air service can
fall into two categories: handling of foreign and domestic
connections. A greater growth was observed in
international air service.
82 out of 91 connections are handled by foreign airlines.
Traffic peak in Polish airports between the years 2002-2012
22000
20000
18000
16000
14000
12000
10000
8000
6000
4000
2000
0
18793,6
17013,7
18570,7
20143,6
19493,7
17081,6
13437,4
9808,2
7097,3
5087,0
1454,5
2002
5394,9
1671,6
2003
1783,2
2004
1705,9
2005
1881,4
2006
2114,2
2007
1923,1
2008
2009,1
2009
1976,9
2010
2272,2
2011
3533,8
2012
years
international passenger traffic in polish airports
domestic passenger traffic in polish airports
Literatures propose six methods for analysing and measuring
transport accessibility:
•
•
•
•
•
•
infrastructure–based accessibility measure (availability and
quality of infrastructure),
distance-based
accessibility
measure
–
physical/actual/time/economic distance to destinations,
isochrone-based accessibility measure – identification of zones
with the same time distance, measured by estimating a set of
destinations reached in given time or at specific costs of travel,
potential-based accessibility measure – possible interactions
between sources of travel and travel destinations (variants of
accessibility measured by potential-based indicators or gravity
models),
space time-geography-based accessibility measure is based on
Hagerstrand’s concepts developed in the 1970s, related to
individual life-paths,
utility-based accessibility measure – assessed by the behaviours
of transport users.
A commonly applied method for assessing
transport policies measures accessibility with the
use of quantitative and qualitative infrastructure
indicators.
Transport accessibility analyses can be based on taxonomic
methods which evaluate accessibility in any given branch
of transport and make it possible to develop a synthetic
indicator comprising various branches.
Taxonomic methods aim to compare multi-feature objects
by grouping them in hierarchies and sub-sets of similar
objects.
The analysis was carried out at relatively low level of
desaggregation – the selection of levels for particular
provinces NTS II results from difficulties in collecting
statistical data related to transport infrastructure.
The synthetic ratios are based on partial indicators assigned to
two groups of passengers- road and rail transport
accessibility.
• The study was based on statistical data for the end of 2012.
• The analysis leads to preparing a ranking list of provinces
in terms of space accessibility.
• The first step of the adopted methodology is to determine
diagnosing variables.
• The starting point for this method is the standardization of
the values of partial factors.
• The standardization of features is based on the zero-one
formula.
• As a result of standardization, all the adopted measures
become comparable, facilitating the calculation of total
indicators.
• The calculated synthetic indicators for particular provinces,
sequenced in monotonic order, facilitate the classification
of the analysed provinces.
The analysis of road transport infrastructure is based on the
following set of measures:
x1 - weighted average concentration ratio of road
infrastructure
x2 - percentage of roads in a given province
x3 - percentage of motorways and expressways in a
province
x4 - immediate repair need ratio
x5 - time of travel from province capital to Warsaw
x6 - time of travel from province capital to other province
capital cities
x7 - time of travel from district capital to province capital
cities
x8 - passenger cars per 1000 inhabitants
The analysis of rail transport is based on the following
measures:
x1- weighted average rail density ratio
x2- share of a given province in the length of railways
x3- share of two- and multi-track rails
x4- minimal time of travel to Warsaw
x5- time of travel to other province capitals
The next step is the classification of provinces based on the
standardised sums method followed by the determination
of synthetic ratios for road and rail transport accessibility.
The synthetic ratios are presented from the largest (the
highest accessibility) to the smallest values.
The bounds of intervals are calculated on the basis arithmetic
deviation of and standard deviation of synthetic indicator. So
provinces are divided in 4 groups:
Group I high space accessibility
Group II good space accessibility
Group III low space accessibility
Group IV bed space accessibility
Synthetic indicators- road transport accessibility
łódzkie
1,000
warmińsko-mazurskie
pomorskie
kujawsko-pomorskie
0,500
0,000
mazowieckie
małopolskie
śląskie
-0,500
opolskie
-1,000
dolnośląskie
lubelskie
podkarpackie
zachodniopomorskie
podlaskie
świętokrzyskie
wielkopolskie
lubuskie
road transport accessibility of polish regions
The province of Mazowsze has by far the highest space accessibility.
Mazowsze is followed by Łódzkie, Wielkopolskie.
The provinces in northern and eastern Poland are characterised by the
lowest transport accessibility. Transport infrastructure in these
provinces is not well developed, and due to their locations travel time
to other capital cities is relatively long. The following regions rank
lowest on the list Zachodniopomorskie, Podkarpackie,Podlaskie.
Synthetic indicators- rail transport accessibility
śląskie
podkarpackie 1,500
1,000
podlaskie
0,500
0,000
zachodniopomorskie
-0,500
-1,000
pomorskie
-1,500
warmińsko-mazurskie
wielkopolskie
mazowieckie
łódzkie
dolnośląskie
kujawsko-pomorskie
lubelskie
lubuskie
opolskie
małopolskie
świętokrzyskie
rail transport accessibility of polish regions
High levels of rail accessibility are provinces Silesia, Wielkopolskie
and Mazowieckie.
The provinces of northern and eastern Poland are characterised by the
lowest rail accessibility, low density of rail routes, long travel time to
other province capital cities as well as insufficient infrastructure
(Podkarpackie, Podlaskie, Zachodniopomorskie).