Czasoprzestrzenna analiza rynku nowych samochodów osobowych w Polsce

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

doi:10.24917/20801653.313.5

Cited by 11 publications

(7 citation statements)

References 23 publications

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“…Initially, 350,000 used cars were brought into Poland in 1991 after the almost complete elimination of customs and tax restrictions. This huge and uncontrolled car import evoked a response from the authorities, however, in the form of increases to the excise duty and the introduction of other customs barriers that limited imported vehicles to the level of 50,000–100,000 annually in the first decade of the transformation (Klimkowska and Klose, 2007; Stryjakiewicz et al, 2017). In summary, a reduction in the role of public transport, the modernisation and privatisation of the car industry, changes in the economic structure and the opening of the country to international trade led to an increase in car ownership in Poland in the 1990s.…”

Section: The Automobile Revolution In Polandmentioning

confidence: 99%

“…This resulted in a gradual increase in the number of vehicles manufactured and sold on the Polish market. In 1992, new car sales reached 273,000 (Figure 5) and grew steadily in the subsequent years to achieve a maximum of about 621,000 in 1997 (Stryjakiewicz et al, 2017). In total, there were about four million new vehicles supplied in the first decade of the transformation, and they comprised 80% of all new registered cars (the remainder were imported from Western Europe).…”

Section: The Automobile Revolution In Polandmentioning

confidence: 99%

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From systemic to sustainability transitions: An emerging economy perspective on urban sprawl and the automobile revolution

Kołsut,

Kudłak

2023

European Urban and Regional Studies

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There is mounting evidence that the current model of economic development negatively affects many ecological processes and creates serious threats to the sustainability of economic processes and welfare. In response to those threats, policies have been introduced at supranational and national levels to alleviate the most burning environmental challenges and mitigate their consequences for humanity. At the same time, however, there is a growing understanding that economy–environment relations have to be analysed and approached from a geographical perspective, as this sheds more light on spatial differences and specificities, the unevenness of transition processes and their social consequences as well as the need to perform the transition towards sustainability in a spatially sensitive manner. This article seeks to reconstruct and analyse two processes – urban sprawl and the automobile revolution – that took place in the Polish urban regions during the systemic transformation period and to discuss their potential consequences for the transition to sustainability from a geographical perspective. We show that different places, due to their specificities and legacies, start sustainability transitions from different initial conditions that might affect the pace of this process as well as its environmental and social consequences.

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Section: The Automobile Revolution In Polandmentioning

confidence: 99%

Section: The Automobile Revolution In Polandmentioning

confidence: 99%

From systemic to sustainability transitions: An emerging economy perspective on urban sprawl and the automobile revolution

Kołsut,

Kudłak

2023

European Urban and Regional Studies

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“…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%

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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“…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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Czasoprzestrzenna analiza rynku nowych samochodów osobowych w Polsce

Cited by 11 publications

References 23 publications

From systemic to sustainability transitions: An emerging economy perspective on urban sprawl and the automobile revolution

From systemic to sustainability transitions: An emerging economy perspective on urban sprawl and the automobile revolution

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