An attempt to model the demand for new cars in Poland and its spatial differences

Kisiała, Wojciech; Kudłak, Robert; Gadziński, Jędrzej; Dyba, Wojciech; Kołsut, Bartłomiej; Stryjakiewicz, Tadeusz

doi:10.18559/ebr.2017.4.7

Cited by 7 publications

(5 citation statements)

References 19 publications

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“…The coefficient of determination for the linear function is 0.468, which is quite high for almost 2500 communes and when compared to other car market research. This relatively strong relationship is also confirmed by the results of previous surveys for Poland [18] as well as for other countries with a strong role of the second-hand car market and a concentration of sales of new cars in the centres of economic development, usually inhabited by people with high incomes [14].…”

Section: Sales Of New Carssupporting

confidence: 73%

“…This, too, may be a source of enhanced peripheralisation, since the sharp dominance of the secondhand goods market severely limits domestic demand for new products of the same type, which in turn results in the shrinkage of the production sector in a given country. However, even a very strong position of importers of second-hand cars will not result in the disappearance of sales of new cars, purchased mainly by the richest part of the developing country's population, living mainly in large agglomerations [18]. This in turn means that in some areas the growing wealth of the population may trigger the growth of the primary market, and its size becomes a measure of the centrality of the area.…”

Section: Literature Reviewmentioning

confidence: 99%

“…Number of personal cars per 1000 inhabitants H1: higher centrality ➔ higher motorisation rate (+) [8,14,19] Sales of new cars Number of new cars sold per 1000 inhabitants H2: higher centrality ➔ higher sales of new cars (+) [14,18,20] Import of second-hand cars Number of imported second-hand cars per 1000 inhabitants H3: higher centrality ➔ lower import of secondhand cars (−) [14][15][16] Average age of cars Average age of cars H4: higher centrality ➔ lower average age of cars (−) [21] Source: own elaboration based on different criteria. Czyż [24] used for this purpose the model of a quotient of income potentials and a population for 38 subregions (NUTS 3), showing as a result a very high centrality of the Warsaw subregion and a slightly smaller ones of the Poznań and Silesian subregions.…”

Section: Featurementioning

confidence: 99%

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Do spatial differences in the personal car market reflect a centre-periphery structure? The case of Poland

Kołsut

Stryjakiewicz

2021

Eur. Transp. Res. Rev.

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Aim of the study A centre-periphery structure reflects spatial inequalities in the level of economic development of countries and regions. Most often, it provides a simplified picture of spatial distribution of income or spatial accessibility. In this study the authors try to identify the relationship between the level of centrality/peripherality of an area and selected features of the personal car market, using the case of Poland. Method In order to identify the relationship between the level of centrality/peripherality of an area and selected features of the peresonal car market, the correlation and regression analysis has been used. As a dependent variable the index of centrality/peripherality consisting of population and enterprise income has been calculated for all Polish communes (gminas). The features of the car market (independent variables) are: 1) car ownership (number of cars per 1000 inhabitants), 2) sales of new cars, 3) the import of second-hand cars, and 4) the average age of personal cars. Result The research confirmed a positive correlation between the index of centrality/peripherality (and hence the central character of the commune) and the sales of new automobiles, and a negative correlation with the average age of cars. There is no correlation between the level of centrality/peripherality of an area and the indicators of car ownership and the import of second-hand vehicles.

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Section: Sales Of New Carssupporting

confidence: 73%

Section: Literature Reviewmentioning

confidence: 99%

Section: Featurementioning

confidence: 99%

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Do spatial differences in the personal car market reflect a centre-periphery structure? The case of Poland

Kołsut

Stryjakiewicz

2021

Eur. Transp. Res. Rev.

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“…The average age of cars on Polish roads in 2018 was about 14.1 years; the average for European countries is 11.5 years. The import and sale of used cars is much greater than the sale of new cars [37,38]. Only 8% intend to buy a new one.…”

Section: Road Transport In Polandmentioning

confidence: 99%

Selected Determinants of Sustainable Transport in the Context of the Development of a Low-Carbon Economy in Poland

et al. 2021

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Road transport is one of the key elements of economic development that helps build social and territorial cohesion. The economic development that has taken place in Poland over the last three decades has led to an improvement in road infrastructure throughout the country. Construction of new roads and improvement of existing ones promotes economic development. However, as the number of cars increases, so does the level of air emissions. In reducing pollutant emissions, the analysis of the technological possibilities used and the improvement of their efficiency with the simultaneous minimization of generated pollution is also of particular importance. The purpose of the publication is to present development trends in road transport in Poland and the possibility of reducing emissions in this respect. The method of analysing strategic documents and statistical data was used to achieve this goal. Moreover, the article shows perspectives for reducing the level of emissions from road transport and refers to the assumptions related to the modernization of the transport sector and reducing its share in carbon emissions and its sustainable development in cities.

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“…Należy w tym miejscu zwrócić uwagę, że artykuł nie prezentuje wyników własnych badań empirycznych autorów (które przedstawione są w innych pracach, m.in. Stryjakiewicz et al, 2017;Kudłak et al, 2017;Kisiała et al, 2017;Kołsut, 2020;Kołsut et al, 2020) i ma typowo przeglądowy (systematyzujący) charakter. Jego podstawowym zadaniem jest uporządkowanie współczesnego stanu wiedzy w odniesieniu do szczególnie istotnych kierunków ekonomiczno-przestrzennych badań rynku samochodów osobowych (z pominięciem innych ważnych kwestii dotyczących szeroko pojętej motoryzacji, np.…”

Section: Wstępunclassified

Przegląd ekonomiczno-przestrzennych badań rynku samochodów osobowych = A review of economic and spatial research on the market for passenger cars

et al. 2021

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Rynek samochodów osobowych – ze względu na skalę, dynamikę i konsekwencje jego rozwoju – staje się w coraz większym zakresie przedmiotem badań wielu dyscyplin naukowych, w tym geografii. Przemiany tego rynku są uzależnione w szczególności od dochodów i preferencji mieszkańców, polityki państw i organizacji międzynarodowych oraz poziomu rozwoju gospodarek, w szczególności rozwoju przemysłu motoryzacyjnego. Z drugiej strony, wielkość oraz struktura rynku samochodów osobowych w istotny sposób wpływają na poziom PKB wielu państw rozwiniętych, na eksport samochodów używanych do krajów peryferyjnych oraz na jakość środowiska przyrodniczego. Wpływ ten zaznacza się również na poziomie regionalnym i lokalnym (np. kwestia dostępności przestrzennej dóbr i usług). Dlatego w badania rynku samochodów osobowych włączają się coraz częściej specjaliści zajmujący się geografią ekonomiczną oraz geografią rozwoju regionalnego. Celem artykułu jest przedstawienie wybranych kierunków, a także wyników badań rynku samochodów osobowych, ze szczególnym wyeksponowaniem ich wymiaru geograficznego. Koncentrują się one wokół czterech głównych grup zagadnień: (1) poziomu motoryzacji i modelowania popytu na samochody, (2) relacji między rynkiem aut nowych i używanych w krajach rozwijających się, (3) roli czynników przestrzennych i transportu publicznego w funkcjonowaniu rynku samochodowego oraz (4) skutków środowiskowych upowszechnienia motoryzacji i sposobów ich ograniczania, takich jak elektromobilność oraz ekonomia współdzielenia.

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An attempt to model the demand for new cars in Poland and its spatial differences

Cited by 7 publications

References 19 publications

Do spatial differences in the personal car market reflect a centre-periphery structure? The case of Poland

Do spatial differences in the personal car market reflect a centre-periphery structure? The case of Poland

Selected Determinants of Sustainable Transport in the Context of the Development of a Low-Carbon Economy in Poland

Przegląd ekonomiczno-przestrzennych badań rynku samochodów osobowych = A review of economic and spatial research on the market for passenger cars

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