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Copyright of Zarządzanie Innowacyjne w Gospodarce i Biznesie is the property of Akademii Humanistyczno-Ekonomicznej and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This paper presents a method for calculating greenhouse gas emissions from passenger transport in Warsaw based on the results of the systematically conducted Warsaw Barometer survey. The results obtained for 2015 were compared to two other available estimates for this period. The total emissions in the presented method are very similar to previous studies and amount to just over 1.4 million kg CO2eq. However, significant differences emerge at the level of the breakdown by mode of transport – individual transport appears to be significantly overestimated, while collective transport appears to be underestimated. The article discusses the possible sources of the differences and makes recommendations that could lead to an increase in the reliability of the method presented. [ABSTRACT FROM AUTHOR]

The study aimed to examine the determinants of car choice in daily trips of the inhabitants of four Polish cities: Białystok, Gdańsk, Kraków, and Warszawa. Data from the Eurostat’s Quality of Life 2019 study was used to achieve this goal. The results of the empirical exercise revealed that the main factors affecting travel mode choice included the respondents’ socio-demographic characteristics. The perceived satisfaction with air quality, the city’s noise level, and public transport quality were found among the important predictors of car choice. The homogeneity of travel mode preferences at the city level was also analysed. [ABSTRACT FROM AUTHOR]

Copyright of Zeszyty Naukowe SGGW: Ekonomika i Organizacja Logistyki is the property of Warsaw University of Life Sciences (SGGW), Faculty of Economic Sciences and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The paper addresses key challenges in passenger transport caused by COVID-19. The aim of the publication is to show the consequences of the pandemic for the evolution of passenger transport and the development directions of the sector, as well as the change in mobile behaviour. Moreover, the paper analyses passenger traffic by air, rail and public transport. The data was compared with the volume and structure of traffic before the pandemic. Regardless of how the scenarios related to the SARS-CoV-2 pandemic will play out, there is no doubt that mobility trends have changed significantly. The pandemic has impacted mobile behaviour primarily through the development of hybrid working, home office, e-commerce or e-entertainment. Indeed, all modes of transport have been affected by the changes. Fast-growing new travel trends like shared mobility have been curtailed due to the fear of coronavirus infection. The passenger transport sector faces many challenges as a result of the epidemic situation, especially as the pandemic has seen a return to private car travel, which conflicts with the tenets of sustainable development, including sustainable mobility. [ABSTRACT FROM AUTHOR]

Until very recently at least, modern society has been characterised by its increased mobility in both the short and long terms. Furthermore, this has been true of both domestic and international trips. The latter kind of mobility is addressed in the present article, which aims to cover relevant changes as they affected Polish people through the 2007-2017 period. Against that background, particular attention has been paid to modal split in border traffic, with the changes involved presented in relation to supply with infrastructure and transport services. The article uses author's own data, from research taking in a representative group of 1000 Polish adults (with the sample adjusted appropriately in relation to gender, and membership of the 18-29, 30-44, 45-59 and 60 and over age groups, as well as place of residence: be that village, town of up to 50,000 inhabitants, city of 50-200,000 inhabitants, city of more than 200,000 inhabitants, and Warsaw). The analysis did not encompass border areas, given the specific nature of the traffic there (and in this way it was possible to eliminate a large part of the daily movement taking place internationally (for the purposes of work, shopping, etc.), but in truth now representing short-term mobility within a region resided in (or else daily mobility using the classification after Kaufmann, 2005). At the same time, by imposing no distance limitations except those relating to border areas, the study retained a capacity to approximate the international part of genuine short-term mobility beyond the region inhabited. Nevertheless, most of the flows under analysis can be regarded as corresponding with the long-distance travel documented in the subject literature. However, the limit value for this kind of journey is set variously, e.g. at 50 miles one-way (Dargay and Clark, 2012), 100 km (Nordenholz et al., 2017), or 100 miles (Mokhtarian et. al., 2001). The configuration of near-border units in Poland is such that the research detailed also takes in slightly shorter transfers, given a limit values of around 30-50 km in one direction. The aforementioned consideration of changes affecting Poles' international mobility took in: frequency of travel, target destination (direction), place of crossing of the state border (section of border crossed), modes of transport, motivation, and duration. The work took account of a few basic categories of motivations for travel, i.e. on business (in relation to both hired labour and work on a person's own account), for the purposes of education, tourism and holiday-related, visits to family and friends (thus treated as a motivation distinct from tourism) and shopping-related (usually in connection with small-scale border trade based around single-day visits). The work was carried out in 2018, but in relation to the years 2007 and 2017. 2007 is a targeted choice, with this being the last year before Poland's Schengen Zone accession, hence a likely influence on both the dimensions and structure characterising international mobility. Research was done using the CATI method. The subjects of analysis were numbers of instances of international travel engaged in (as opposed to the numbers of people participating in transboundary flows). The work revealed an increase in the foreign mobility of Poles. The main motivator here was tourist travel and visits, as followed by goals associated with professional work and the visiting of family and friends. The modes of transport utilised most frequently were the aeroplane or private car, albeit with the former the subject of a major increase in share, even as the latter declined slightly in proportionate terms. There was a considerable reduction in the amount of travel achieved by coach (bus). At the time of study, Poles' main destination countries for trips taken (under all motivations combined) were Germany, Czechia and Spain. Travel by Poles to eastern neighbour countries accounts for a very small share of all movement. [ABSTRACT FROM AUTHOR]

The article presents the factors influencing the choice of local transport delivery modes in Poland. It is the first quantitative study conducted on a representative sample of municipalities since the 1990s, and it concerns three service delivery modes: contracting-out, cooperation, and corporatization. Most local governments do not invest their own resources to deliver local transport, but rather act as a private market supply regulator and contract the service out to private enterprises. Some of them act based on functional connections within metropolitan areas, joining forces with other local governments. More affluent and densely populated cities opt for corporatization, which gives them greater political control over the delivery process. The presented results are useful for decision-makers who have to select the mode of local transport service provision, as they characterize the municipalities which, in 2017, chose one of the three analyzed modes. [ABSTRACT FROM AUTHOR]