The implementation of the European Landscape Convention in Poland requires the identification and landscape assessment in the form of a landscape audit made for each region (voivodeship), as enshrined in the Act on Spatial Planning and Land Development. The Act assumes that as part of landscape audit within regional parks priority landscapes as well as zones of landscape protection will be indicated. There are methodical tools prepared by the Ministry of the Environment to realize both main landscape audit elements – the instruction and the recommendations. Currently (at the end of 2018) no region of the audit is yet to be found, and the newly adopted conservation plans for regional parks enforce, in accordance with the Nature Conservation Act reference to both priority landscapes and zones. This article presents testing of the methodology proposed by the Ministry of the Environment for determining priority landscapes (the instruction) and landscape protection zones (the recommendations). The reference field was the conservation plan for Brudzeń Landscape Park (BLP) located in the Masovian Voivodeship. An attempt to implement particularly the Instructions and identify priority landscapes in the BLP conservation plan proved to be not fully possible. The analyzes carried out in the BLP call for the opinion that apart from the current landscape, it is necessary to take into account other than land use features of the environment that determine the specificity of the landscape – mainly terrain, additionally the catalog of current types of landscapes should be open. Tools prepared by the Ministry of the Environment – still need to be refined.
The development of safe cycling as a mode of transport is an important objective of the transformation towards sustainable mobility in European cities. A significant number of European cities are faced with the need to implement the assumptions of the European Green Deal, of which the promotion of sustainable urban transport is a part. The article presented a simulation of the Perfect Cycling City Model in real conditions that inspired the design of two scenarios for the fast development of bicycle routes in a key transport network area in Warsaw. Scenario 1 assumes building subsidiary bicycle routes and links between the main routes. In Scenario 2, the development of all optimal cycling links at the local level is assumed. An increase in cycling participation is expected in both scenarios. The comparison of projected costs of each scenario indicated that building a complete network of connections is more profitable in terms of increased cycling participation and could counter the dominance of private car use. For this to happen, measures encouraging individuals combined with improved safety and convenience of cycling around the city must be undertaken.
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