Radoslaw Bul (p)

Tomoki Ishikura

The aim of the lecture is to present the spatial changes which occurred in Poland in the years 1990–2020 in terms of the development of the transport infrastructure. The study presents, amongst other things, information on the development of road, rail, and air transport infrastructures in Poland. An important aim of the study is also to determine the spatial accessibility of the selected locations in the country, in diverse scales and to determine the impact of the infrastructural investments on its changes.
In the presentation, the use is made of information received from secondary sources, including, above all, institutions dedicated to gather statistical data (e.g. Statistics Poland). Statistical information was also obtained from those units which manage the respective road, rail, and air infrastructure systems, including the General Directorate of the National Roads and Motorways, PKP PLK (Polish National Railways), the Civil Aviation Authority, and PPL (State Airports). The data used in the study come from the years 1990–2020. In the case of some analyses, in view of the lack of the data covering for the year 2020, statistical information for the year 2019 or older was used.
An assumption was made in the study that the basic measure of accessibility is the accessibility measured by time distance. In order to determine the level of the accessibility, a model of time accessibility based on the method developed by Juliao (1998) and used, amongst others, by Gadzinski (2013) was created.
In the last 30 years, the transport infrastructure in Poland has changed considerably. After years of the infrastructural delays, owing to the social and economic development of the country, accession to the European Union, and possibility of using additional sources of financing, the technical condition and parameters of roads, railway lines and airports have been improved significantly. This has translated directly into improvements of the spatial accessibility in all spatial scales from local ones through to regional, national, and international ones.
The results of the analyses indicate the fact of quantitative and above all, qualitative development of the transport infrastructure within all transport branches under analysis, which translated into improvements of the levels of transport accessibility on a local and supralocal scale. Particularly, many noticeable changes took place in the context of the road and air transport, whose significance in reference to all forms of movement has increased.

Joschka Flintz (p)

Radoslaw Bul

The majority of studies concerned with the impact of passenger rail infrastructure on real estate values finds positive property price effects that can be attributed to the enhancement in a location's accessibility that comes along with the presence of transportation infrastructure. However, most of this research, especially newer studies that rely on quasi-experimental settings for identification, focus on single infrastructure projects, often in large metropolitan areas. Due to differences in residents' mobility behaviour it is difficult to generalize the findings obtained by these analyses and extrapolate them to more rural areas. This study estimates the capitalization of train station access into real estate values in a more general setting including also rural areas. In addition, I explore the effect of transportation infrastructure on both house prices and apartment rents.
The data basis is provided by repeated cross-sectional data on house and apartment offerings on Germany’s largest internet platform for real estate, containing detailed information on property characteristics including offering price and geolocation. The real estate data is spatially merged with various other geospatial data sources, to obtain neighborhood characteristics and distances to important locations, such as train stations.
For identification I rely on roughly 200 train station openings between 2009 and 2020 in Germany in a staggered Difference-in-Difference setting using three control group variants to cover alternative assumptions about spatial unobserved heterogeneity. While the treatment group consists of real estate in proximity to opened train stations, the control group is either given by properties completely unaffected by any train station, by real estate nearby train stations that are similar in characteristics to the opened ones, or by housing units close to hypothetical train station locations in neighborhoods for which recommendations to open or reactivate passenger rail were made.

Anna Nicińska (p), Beata Łopaciuk-Gonczaryk

Joschka Flintz

Sustainable transitions are the answer to climate change induced instability (Naidoo, 2022).
Climate change challenges current societies in a number of ways, including agriculture pro-
duction, health care at an individual and population level, and political instability at a local
and global level. Air pollution is the main cause of cancer in Poland, in comparison to other
risks (before overweight and obesity, alcohol, and nicotine consumption) (OECD 2021) and
private cars’ use is responsible for vast portion of NO2 and PM10 as well as CO2 pollu-
tion. In contrast to other emissions’ sources (energy supply and industry), emissions’ growth
from transport did not slow down in the last decade (IPCC,2022). Sustainability transitions
(shifts of socio-technical systems, like transportation, to more sustainable production and
consumption) become both a must point on political agenda and an emerging research field
(Markard et al., 2012).
Present study aims to examine institutional barriers to the reduction of private car own-
ership and use, and to the development of mobility as a service, which are crucial for the
transformation in mobility systems aiming to withdraw from privately-owned personal trans-
port (Kivimaa and Rogge, 2022). By studying effects of exposure to communism and regime
transition in Central and Eastern European countries, we contribute to the literature on the
preferences for car ownership in the developed countries Comfort and speed (Cohen, 2010),
individualism understood as ability to being independent and being alone (Lang and Mohnen,
2019) as well as other social factors shaping transport decisions (Geels, 2018; Steinhilber et
al., 2013).
Specifically, we test 2 hypotheses aiming to examine social factors relevant for transport
decisions on the use of: 1) private car, and 2) mobility services (i.e. public transport and
shared mobility)?
H1: Individuals with weaker pro-social beliefs are more likely to own a private car and are
less likely to use mobility services
H2: Individuals preferring private over public services are more likely to own a private car
and less likely to use mobility services.
By documenting long-lasting repercussions of transformation from Soviet communism to
free market economies we deepen the understating of social factors relevant for sustainable
transition, particularly related to private car ownership and mobility services using a unique
and original data set, and we identify country-specific barriers to adaptation of sustainable
mobility systems originating in the long-lasting repercussions of Soviet communism presence
and dissolution in Central and Eastern Europe

Tomoki Ishikura (p)

Anna Nicińska

The development of intercity transportation systems can have significant impacts on the regional economy, as well as national land structures. This study offers a model for evaluating the effects of new high speed rail systems on economic and population structures based on spatial economics (also called new economic geography), which has been rapidly developing in terms of theory and computational methods in recent years. We apply the current model to the new Japanese high-speed rail project, SCMAGLEV, and estimate the short-run economic effects and long-run effects on the population distribution. The results of the short-run analysis are generally consistent with the intuitive expectation that large effects will be generated mainly in the areas around Tokyo and Osaka, which are the terminals of SCMAGLEV. In contrast to the trend of the spatial distribution of benefits in the short-run equilibrium, the population is expected to decline in many regions in the long run. The long-run results suggest that population agglomeration could develop in some areas of the country.