Cross-border public transport between Poland and Czechia and the development of the tourism functions of the region

Kołodziejczyk, Krzysztof

doi:10.7163/gpol.0173

Cited by 9 publications

(8 citation statements)

References 47 publications

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“…The analysis focuses on public transport intended to facilitate tourist' needs, and the cross-border offer, i.e. the possibility of crossing the national border and visiting neighboring protected areas using regular bus routes and trains (see: Cavallaro and Dianin 2019;Kołodziejczyk 2020b). Available connections, departure and arrival times, and frequency were taken into account, also including seasonality of the offer.…”

Section: Aims and Methodsmentioning

confidence: 99%

Tourism management in national parks: Šumava and Bayerischer Wald (Bavarian Forest) in the Czech-German borderland

Kołodziejczyk

2021

J. Mt. Sci.

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Along the Czech-German border there are four national parks, two Czech and two German, arranged in cross-border ‘pairs’. This article focuses on the southern ‘pair’ formed by the parks of Šumava and Bayerischer Wald (Bavarian Forest). The aim is to evaluate and compare tourism organization in their areas, taking into account selected aspects of management: the network of hiking trails with its related infrastructure, transport accessibility, a typology of tourist centers, as well as directions and destinations of tourist movements. Based on the results, it can be concluded that the availability of geographical space for tourists is much greater in the German than in the Czech national park, and the tourism infrastructure is clearly more extensive there, including the network of tourist trails. This is mainly due to the longer and fairly uninterrupted development of tourism in this area. Šumava National Park can be identified as a model in terms of how to adjust the directions of tourist movements and the layout of the tourist trail network to the needs of natural environment. On the basis of observations in both national parks, it is possible to indicate various solutions that, after appropriate adaptation, may bring benefits to other protected areas.

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Section: Aims and Methodsmentioning

confidence: 99%

Tourism management in national parks: Šumava and Bayerischer Wald (Bavarian Forest) in the Czech-German borderland

Kołodziejczyk

2021

J. Mt. Sci.

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“…Na tym tle szczególnie istotne jest praca Kołodziejczyka (2017), w której analizuje on dawną i współczesną siatkę połączeń kolejowych i autobusowych na terenie ziemi kłodzkiej oraz łączących ją z pozostałymi częściami kraju. Podobne wnioski wykazują Kołodziejczyk (2020) oraz Więckowski (2004) badając transport puliczny (zarówno połączenia kolejowe jak też autobusowe) w ujęciu transgranicznym. Zauważają oni te same procesy, które obserwują autorzy niniejszego artykułu dla Beskidu Niskiego i Bieszczad.…”

Section: Transport Publiczny a Turystykaunclassified

Czy regres publicznego transportu zbiorowego na obszarach górskich prowadzi do rozwoju niezrównoważonego? Przykład z Beskidu Niskiego i Bieszczad = Does regression in public transport in naturally-valuable areas lead to unsustainable development? A case study involving Poland’s Low Beskids and Bieszczady Mountains

2021

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Transport is an integral part of tourism and the latter would not function without the development of the former. The issue of transport accessibility is of particular importance, when it comes to both reaching an area and the possibilities for moving around within it. A lack of convenient transport possibilities diminishes the tourist potential of a given area. Public transport is essential in naturally-valuable areas. Because of the massive development of tourism and its negative effects on the environment, sustainable development principles assume importance and questions arise regarding the limits of tourism’s development. The aim of this paper was to answer a specific question of relevance to the above, i.e. does the regression of public transport in the naturally-valuable areas that are Poland’s Low Beskid (Beskid Niski) and Bieszczady Mountains lead to unsustainable development? The authors carried out a questionnaire survey and analysed changes in the public-transport network between 2019 and 1990. Questionnaires were addressed to tourists visiting these mountains and included questions on accessibility to these mountain regions in the first place, as well as the possibilities for moving around within them. A database of public-transport timetables (valid as of the beginning of 2019) was created to analyse connections on an average working day, as well as during the weekends or holidays that are of special importance from the point of view of tourists. The survey results suggest that we may be dealing with the phenomenon of forced motorisation in tourism. In the case of the Low Beskids, and especially the Bieszczady Mountains, we can talk about a certain impoverishment of the offer regarding transport, with this ensuring – even during the holiday season – that tourists are forced to use private cars both on their way into the mountains and while travelling around within them. The interest tourists show in the Low Beskids, and especially the Bieszczady Mountains, has increased very markedly over the last 30 years. Unfortunately, the development of the offer as regards public transport has not merely failed to match that, but has followed an opposing trend. Scheduled bus and minibus services have stopped reaching many mountain villages. While these still reached many destinations as of 2019, they did so less often, or were confined to school days, hence implying a basic unsuitability for use in tourism. The role of rail transport in the studied area is marginal. Overall, the results obtained mediate against any possibility of truly sustainable development of transport in the area under study. Nevertheless, with a view to such a model for sustainable transport in the area studied being provided, the authors have sought to make certain recommendations. A favourable situation as regards this tourist region’s accessibility by public transport from places of residence is of course a precondition for any decision-making choice when it comes to selecting modes of travel that potential or actual tourists are in a position to make. Furthermore, direct connections will be important conditioners of desirable decisions, as will be timetables better tailored to the particular needs of tourists. As regards the making of transfers, greater frequency of connections and shorter travel times are further favourable aspects. On the other hand, it is important that the impact of individual motorisation around tourist destinations (or whole regions) should be limited, with this achievable where overall priority is assigned to scheduled public transport (as inevitably enjoying partial support from regional authorities).

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“…In East Central Europe, existing publications in this respect typically describe infrastructure and traffic volume analyses (Komornicki, 1995;Lijewski, 1996;Więckowski, 2003) and relate to historical periods (i.e. before the accession and inflow of funds for infrastructure development, and long before the emergence of increased migration flows in the second decade of the 21 st century), or they investigate changes in the public transport network, but from a local or possibly regional perspective (Kołodziejczyk, 2020;Oszter, 2019). There is a lack of studies, however, covering the broader context of changes in border traffic as an element of spatial mobility by modes of transport.…”

Section: Introductionmentioning

confidence: 99%

Modal split of passenger traffic: The Polish section of EU external borders

Komornicki

Wiśniewski

Kowalczyk

2022

Moravian Geographical Reports

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Despite the ongoing processes of territorial integration, especially in Europe, there are still borders that fulfil their original function, namely that of a barrier. In some cases, this function has even been strengthened. Such is the case with Poland’s eastern border, which is also the external border of the EU and of the Schengen Area. This article presents the modal split of passenger traffic under conditions of frequent changes in the functions and permeability of borders, against the background of the key drivers behind the volumes of border traffic, i.e. the geopolitical, socio-economic, and infrastructural factors, both in relation to road, rail and border infrastructure. All sections of the border display some marginalisation of railway transport. The Polish eastern border is characterised by a sustained high share of bus transport, which pertains to all sections under analysis. The long waiting times for clearance when travelling in private cars was probably one of the factors behind the creation of the market for collective transport. Private transport is most dominant on the Polish-Russian border, while the largest share of crossings by bus is recorded on the Belarusian border.

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Cross-border public transport between Poland and Czechia and the development of the tourism functions of the region

Cited by 9 publications

References 47 publications

Tourism management in national parks: Šumava and Bayerischer Wald (Bavarian Forest) in the Czech-German borderland

Tourism management in national parks: Šumava and Bayerischer Wald (Bavarian Forest) in the Czech-German borderland

Modal split of passenger traffic: The Polish section of EU external borders

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