Abstract
Aim of the studyA 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.MethodIn 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.ResultThe 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.
Highlights
1 Introduction The discussion on the centre-periphery structures has been taking place in the scientific literature for years.1. This issue has been researched by representatives of various disciplines, including regional studies, geography, economics, sociology and political science, and the very notion of a ‘centre-periphery structure’ is understood in many ways
In this article we use the notion of a ‘centre-periphery structure’ primarily as a spatial metaphor which describes polarisation of socio-economic development, and we do not refer to any concrete centre-periphery model
Our focus on the personal car market follows from the fact that fleet cars artificially inflate motorisation rate in large cities
Summary
The discussion on the centre-periphery (or coreperiphery) structures has been taking place in the scientific literature for years. This issue has been researched by representatives of various disciplines, including regional studies, geography, economics, sociology and political science, and the very notion of a ‘centre-periphery structure’ is understood in many ways. The discussion on the centre-periphery (or coreperiphery) structures has been taking place in the scientific literature for years.. The discussion on the centre-periphery (or coreperiphery) structures has been taking place in the scientific literature for years.1 This issue has been researched by representatives of various disciplines, including regional studies, geography, economics, sociology and political science, and the very notion of a ‘centre-periphery structure’ is understood in many ways. In this article we use the notion of a ‘centre-periphery structure’ primarily as a spatial metaphor which describes polarisation of socio-economic development, and we do not refer to any concrete centre-periphery model. We try to join the discourse on measuring centrality or peripherality by finding their. Our focus on the personal car market (excluding fleet cars) follows from the fact that fleet cars artificially inflate motorisation rate in large cities (as it is there that the leasing companies listed as vehicle owners in the registration papers are headquartered)
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