EU Transport Research Articles

River transport in transport policy in Poland and European Union

Transport policy is one of the most important factors affecting transport systems in individual countries and in Europe as a whole. This article analyzes and evaluates the impact of the transport policy of Poland and that of the European Union on the development of river transport in Poland. The study focuses on the most important political and strategic documents in force in the European Union and in the Republic of Poland in 2001-2017, containing transport system concepts, including plans of long-term construction and modernization of transport infrastructure that partly involve river transport. It has been assumed that river transport should be a priority in the Polish transport system due to its technical, operational and environmental characteristics, safety, low external costs, increased competitiveness of sea ports and the socio-economic development of regions located along rivers. The European Union has been promoting the development of inland waterway, rail and intermodal modes of transport for years, aiming at the reduction of the share of road freight carriage that adversely affects the environment and intensifies congestions. EU transport policy makers have found it necesary to amend the proportions and to integrate sea, inland waterway and rail transport. The European Commission has recommended to develop river transport for its advantages, such as low environmental impact, safety and energy efficiency. The article analyzes and evaluates the conditions, in terms of institutions, legislation and infrastructure, for the development of inland shipping in Poland.

Rapid services – the Czech high-speed rail project for Central Europe

In March 2017, the Czech parliament passed a resolution obliging the government to launch a high-speed line program. Government resolution on launching the program was adopted in May 2017. The High Speed Railway Development Program in Czech Republic is intended to target international connections in several axes: Dresden-Prague-Brno-Vienna/Bratislava/Budapest, Katowice-Ostrava-Brno- Vienna/Bratislava/Budapest, Wroclaw-Prague-Munich. This network is supposed to improve Prague's accessibility to other cities in Czech Republic but also to major agglomerations of neighbouring states. This project is not only railway project but also a project of national development. One-day trip will include, among others, Dresden, Berlin, Vienna, Bratislava, Budapest and Warsaw together with other big cities in Poland. Since 2010 in Polish - Czech cooperation are being prepared studies on lines Wrocław - Praga and Katowice - Ostrava. The high-speed railway program implementation in Czech Republic and in Poland and Baltic Countries will result in an effective connection between Prague and Baltic Countries capitals. Creation of an international fast railway network in Central Europe is a part of the EU's transport policy framework for TEN-T network development and will contribute to the progress of economic links in the region. In addition, it is going to be involved in the European Union social and economic cohesion improvement.

City Logistics and Air Quality

The paper focuses on the impact of city logistics on air quality. The first chapter focuses on the EU's transport policy for 2030-2050 to reduce greenhouse gas emissions. The second chapter focuses on air quality in the Slovak Republic and the amount of greenhouse gases in the air. The aim of the contribution is to highlight the impact of road transport on air quality and air pollution as well as the need to reduce these harmful emissions.

Coupling of magnetic orders in a 4f metal/oxide system

A strong influence of EuO magnetic state on the electron transport in metallic Eu is demonstrated in the EuO/Eu bilayer.

Equity Challenges in Major Transport Plans

Abstract This paper explores the basic requirements of social justice in transport policies, and explore how they are taken into consideration, building upon two European Union’s initiatives: the Trans-European Networks for Transport (TEN-T), and the CIVITAS initiative. Although equity has been central in spatial planning theory, transport has stayed outside this debate. In Europe, the EU transport policy has established a privileged relationship with the economy, without much explicit elaboration on the equity challenges it faces. Transport policy enjoys a high degree of autonomy, and is designed and implemented with little consideration of the contents, scope and objectives of other policies being applied in the same territory. Transport policy seems to have created its own “sphere” of action, within which a particular concept of justice can be developed. A concept in which the distribution of the primary good provided by transport (accessibility) among places and among people, could be considered as the main issue at stake. While recognising the merits of this approach to facilitate the consideration of equity under the current decision-making framework, this paper considers this autonomy as a relevant barrier to allow the deployment of a more fruitful integration of equity in transport. It does not seem realistic to expect that a broader vision of what equity means for transport, integrating the needs for representation and recognition, will gain wide acceptance anytime soon. Nevertheless, an incremental approach seems to be gaining some momentum. Establishing more participatory decision-making processes can help to move in this direction, but this will not yield the desired results unless the effort is coupled with a revision of what practitioners and decision makers consider as normality in their diagnosis, practices and solutions, so that the needs and expectations of usually excluded groups and communities can be integrated.

LOBBYING ON TRANSPORT ON THE EUROPEAN UNION FORUM

This article has been written to identify and analyse lobbying on transport on the European forum. The paper presents the definition of lobbying and main objectives of the EU transport policy. It describes interest representatives and their interest as well it contains analysis of the number of lobbyists and the budget spent on lobbying in transport. There are examples of lobbying in transport presented based on researches conducted in the framework of the doctoral thesis.

Marketing Mechanisms for the Development of Transport Infrastructure of Russia and the EU

JEL Classification Codes: F18, F36, F55, F69 1. Introduction In XXI century despite the post-industrialization trend and increasing role of the service sector in modern economies, the real economic sector is still satisfying the most part of modern consumers' needs. That is why transport infrastructure, connecting sellers and buyers, becomes paramount in the optimization process of production and distribution system. Moreover, under globalization trans-nationalization is taking place and it is becoming more necessary to transport factors of production (firstly, raw materials and human resources) and finished goods, because such transportations are of global. However, despite the important role of the transport infrastructure in the functioning of the economic systems, nowadays it is characterized by high level of differentiation in different countries that is a serious obstacle for the rationalization of the economic operations. In the context of Russia-EU's international economic relations some disproportions and general low level of transport infrastructure development is a deterrent factor to strengthen economic development. Obviously that currently applied methods and tools to manage transport infrastructures of these economic systems are not efficient. It makes study of opportunities and prospects of Russian and the EU's transport infrastructures and searching for new mechanisms to intensify them, characterized by better effectiveness, topical. The starting point of this research was the hypothesis that transport infrastructure has a big impact on economic growth, and it develops intensively, being influenced by market factors that is why marketing mechanisms are more effective as the tools for its development. This work is aimed at verifying of this hypothesis and determining prospects to use marketing mechanisms to develop transport infrastructure in Russia and the EU. 2. Materials and Methods Theoretical and methodological basis of research, related to transport infrastructure development is considered in the works of such researchers as E.S. Akopova, M.V. Vasilenko, M.A. Golentsova, M.V. Ivanov, N.A. Makhutov, L.V. Balanovsky, V.L. Balanovsky, S.P. Gabourey, I.I. Karabanov, O.S. Sukharev, E.S. Akopova, S.Y. Nesterov, and others (Thalassinos et al., 2010; Theriou 2015). Conceptual and applied aspects of marketing activity itself and related to infrastructure projects are considered in the works of such authors as E.S. Akopova, N.G. Kuznetsov, N.V. Przhedetskaya, T.V. Panasenkova, N.D. Rodionova, L.N. Roshchina, P.V. Taranov, D.V. Frolov, M.V. Shevchenko, and others (Akopova and Przhedetskaya, 2016; Breckova, 2016; Duguleana and Duguleana, 2016; Frank et al., 2016). To verify the suggested hypothesis and to meet the objective of the research the authors appeal to such scientific methods as problematic method, systematic method, regressive and correlative analysis, synthesis, induction, deduction, formalization, as well as economic modeling. To determine the significance of transport infrastructure for economic growth and development let us reveal the connection of the level of transport infrastructure development ([x.sub.0]) and GDP ([y.sub.1]) based on example of Russia and leading the EU's countries--Germany, France and Italy--in 2012. The calculations used to do regressive and correlative analysis are presented in table 1. Automated analysis in Microsoft Excel program resulted in the following simple linear regression model: [y.sub.1] = 12.75 + 4,45[x.sub.0]. It testifies that with growth of index of the transport infrastructure development by 1 point GDP in the researched countries grows by 4.45 mln [euro]. The correlation coefficient is 67.5%. It means that economic growth in Russia, Germany, France and Italy by 67.5% is explained by the transport infrastructure development. Consequently, the connection among the analyzed indicators is strong and direct. …

Driving factors of GHG emissions in the EU transport activity

This research analyzes the importance of population, economic activity, transport volume and structural characteristics of transport activity—in terms of transport energy intensity, of transport modes' share and of energy sources’ mix—as driving factors of greenhouse gas emissions in transport activity in the EU-28 during the period 1990–2014. The analysis is based on the STIRPAT model, which is broadened to investigate in depth the impact on transport emissions of changes in the transport activity and in the whole economy. Using panel data econometric techniques, the significance of each factor and the impact of its change on emissions are identified. A better knowledge of the key driving forces is crucial for implementing policies focused on successfully reducing emissions in transport activity. The results allow a preliminary assessment of the potential effectiveness of the 2011 Transport White Paper measures aimed at cutting transport emissions.

Development of the international freight transport sector in Poland against the background of the EU market

Development of Polish international road transport of goods after Polands accession to the EU. Haulage work carried out between 2005 and 2015. International transport in the context of haulage carried out by the remaining EU transport. Transport arranged by types of haulage in 2005 and in 2015. Development of the number of Polish enterprises and their transport potential measured by the numerousness of the car fleet. Changing structure of the trucks fleet according to the pollutants emission standards in the years 2010–2015. Shaping of the average efficiency of the haulage work by the statistical vehicle. Factors influencing the future demand for international transport performed by Polish carriers. Trends for introducing high-volume lorries to run on the EU roads. Prospects for the development of Polish international freight transport until 2030.

Uwarunkowania wyboru transportu multimodalnego w branży chemicznej w Polsce

Article presents the importance of a sustainable approach to transport management and development underlined in current EU transport policy. Based in theoretical approach, the conditions for transport modes choices - both internal and external - affecting decisions in the field of transport management by decision-makers representing companies that belong to Chemical Industry in Poland were analyzed. Presented results are part of ChemMultimodal Project development that is implemented under Interreg Central Europe Program and aims to promote increasing of multimodal transport usage.

The potential of intermodal transport projects in Romania

Abstract The transport infrastructure sector is facing challenges related to the decarbonisation, financing and integrated developments, which need to be overcome so it can gain a competitive advantage among the strategic economic sectors. Known as a major pollutant, with 23.3 % of the total EU-28 GHG emissions in 2014, one of the transport policy objectives is to lower this percentage, by focusing on innovative solutions and modal shift (Eurostat, 2016). The White Paper (2011) promotes a sustainable development, aiming at a reduction by 60% by 2050 of the carbon emissions generated by the transport sector and at a modal shift from road to rail or waterborne transport for freight transport over 300 km with 30% by 2030, and more than 50% by 2050. The focus on an integrated development of the transport sector at the European level was reinforced with the adoption of the EU Regulation no. 1315/2013, marking the transition from a patchwork of different projects towards a vision for the achievement of an EU transport network. Moreover, another challenge is related to the scarce availability of the public money, making it necessary to attract private parties in the development of the transport infrastructure projects (The Investment Plan for Europe, 2014). Supporting the development of the intermodal transport is a way of surmounting the obstacles that this sector is confronting with, which is being implemented in Europe. The intermodal transport is introducing a paradigm shift, allowing the integration of the different transport modes together with their own advantages, as opposed to competing stand-alone modes and it can aid in the fight against climate change, scarce financial resources and congestion This article aims at determining the potential of Romania, as a member of European Union, to develop intermodal transport projects, to identify the funding sources, the obstacles and the solutions to promote the successful implementation of such projects.

Preparation of polymer inclusion membrane including mixture of D2EHPA and Cyanex272 for the extraction of Eu from nitrate media

A polyvinyl chloride (PVC)-based polymer inclusion membrane (PIM) containing mixture of D2EHPA and Cyanex272 as the extractant and polyoxyethylene alkyl ether (POE) as the plasticizer shows potential for the transport of Europium from nitrate media. The synergistic effect of these extractants intensified Eu transport through PIM. The effects of extractant and plasticizer concentration in the membrane, feed phase pH, stripping agent concentration, and membrane thickness were investigated. Up to 97.5% of Eu was extracted using a PIM consisting of 35.16 wt% (D2EHPA + Cyanex272), 18.52 wt% POE and 46.31 wt% PVC. An almost complete back-extraction of the Eu extracted from this membrane was achieved using 1M HNO3 as a stripping phase. The prepared PIM showed good stability for transport of Eu.

The Gaps in the Vocational Education and Training Curricula to Address Aeronautical Industry Needs

Aeronautic Industry has a critical responsibility in facilitating European economic growth and social inclusion providing revenues to otherwise isolated regions and allowing people to enlarge their horizons. According to the EU, currently aeronautics and air transport are key drivers of European cohesion and competitiveness, representing 220 billions of Euros and providing 4,5 million of jobs in Europe, a figure that should double by 2020. Future developments in the sector, together with greater intra-European mobility of workers and population aging brings a greater need for new skills in the work force together with an urgency for a larger number of professionals. Therefore, to achieve the desirable sustained growth the EU needs to invest in high quality VET (Vocational Education and Training) in order to be able to supply the AI (Aeronautic Industry) with qualified workers. VET stands for education and training which aims to equip people with knowledge, know-how, skills and/or competences required in particular occupations or more broadly on the labour market. This paper presents the initial results of an "initiative" supported by the European Commission called AIRVET. Its main objective is to design, develop, evaluate and disseminate adapted/new AI curricula and VET courses in the specific fields of Maintenance and Information and Communications Technologies (ICT). The methodology followed included an analysis of a desk study, questionnaires completed by over five hundred people, focus group meetings held in four countries and individual interviews performed in the six partner countries. The project triangulates the results to establish clear areas that would benefit from the development of vocational training. Three subject areas were identified to be explored in terms of developing/adapting training curricula and developing multimedia training materials: maintenance, ground operations and human factors.

The present state and prospects for realization of Rail Baltica project

The article reviews performance of a major infrastructure project in the Eastern Baltics – namely, construction of the highspeed railway «Rail Baltica/Rail Baltica II» (Helsinki – Tallinn – Riga – Vilnius – Warsaw –Berlin), the longest tracks of which will lead through territories of the Baltic States. Latvia, Lithuania and Estonia consider the project strategically important in terms of elimination of infrastructural isolation of these countries from the rest of the European Union, which corresponds to an overall EU transport policy goal of creating a single European railway area. Although the prospects of economic payback of the Rail Baltica remain unclear, given high probability that the Project will be completed sooner or later, today both regional and external actors evaluate the potential cargo and passenger capabilities that may come with it.

How to make modal shift from road to rail possible in the European transport market, as aspired to in the EU Transport White Paper 2011

The total demand for freight transport in Europe has increased significantly in recent decades, but most of it has been handled by road transport. To fulfil the modal shift targets set in the EU White Paper 2011, it will be necessary to double rail’s market share from today’s 18 %, by 2050. Translating this into reality means rail will have to handle 3 to 4 times the cargo volume it does today. With this in mind, the paper develops a vision of an efficient rail freight system in 2050. To achieve the above objective, the research applies literature survey and group discussion methodology and applying a system approach. Keeping on board the EU Transport White Paper 2011 modal shift targets, as well as future freight demand and customer requirements, the current research attempts to answer the following three critical questions: The authors find that the service quality can be improved by better planning, application of appropriate ICT-systems and adoption of an integrated supply chain approach. A more customer-orientated service can also be achieved by further deregulation of rail. There is also an urgent need for a faster implementation of Rail Freight Corridors (RFC). As well as liner trains, future rail freight services should be offering end-point trains, with semi/ fully automated loading/unloading equipment in hub-terminals, as well as terminals at sidings to improve the availability of intermodal operation. To offer a competitive price and reliable service, a reduction in operating costs will be vital by implementing a number of measures, including operation of heavier and longer trains, wider loading gauge, higher average speed, and better utilisation of wagon space and all assets. This will bring increased capacity, as well as better timetable planning, signalling systems and infrastructure improvements.

СУЧАСНІ ТЕНДЕНЦІЇ РОЗВИТКУ ТРАНСПОРТНО-ЛОГІСТИЧНИХ СИСТЕМ

The article is dealt with the development trends in transport-logistics systems in the context of globalization and integration processes. The development features of the USA transport-logistics industry are distinguished, which are based on government support and include three basic programs: economic plan, mobility program and social one, concerning a matter of environmental protection. Developing directions for the European Union transport-logistics system are highlighted, such provide for creation of nine basic transport corridors linking EU-countries and concerned parties. Development options for the transport-logistics system of Ukraine are defined, those taking account of the EU transport corridors evolvement. The principles of state policy toward transport and logistics are discerned, that allows reforming transport and logistics situation, together with effects for the country's economy while implementing innovative development of the transport-logistics system in particular with regard to strengthening Ukrainian foreign trade links, its territory's development, involvement of transit and increase in foreign exchange earnings, optimization of trade flows, intensification of economic ties to EU-countries.

Exchanging Information on Road Traffic Offences: A Measure of Police Cooperation or Transport Policy? Case Note on C-43/12 Commission v Parliament and Council

The present case note examines the judgment of the CJEU concerning the legal basis of an EU instrument establishing an information exchange system for road-traffic offences (C-43/12 Commission v Parliament and Council). The case arose from the interinstitutional battle between the Commission on the one hand and the Parliament and Council on the other, whereby the former considered that such a scheme forms part of the EU transport policy, while the latter opined that it constitutes a standard police cooperation measure. In this context, this case note maps the historical background behind the case from the release of proposal for a directive by the Commission to the adoption of a Framework Decision instead and the institution of infringement proceedings before the CJEU. Then, the conflicting opinions of the parties, the Advocate General and the Grand Chamber are analysed, followed by commentary.

Innowacyjność portów lotniczych i lotnisk w polityce transportowej Unii Europejskiej

The paper attempts to characterize changes occurring in EU transport policy, taking into account innovation of airports and aerodromes. To face challenges like: increase in air traffic, ensuring safety of flight operations, regional development or requirements of passengers it is necessary to determine desired direction network of airports and aerodromes within the aviation policy, which is part of the national and European transport policy. Overview of national and EU studies, strategies and legislative plans enable to specify changes taking place in the EU aviation policy, as well as to create potential scenarios of its development with particular attention to the innovation of aerodromes and airports. Based on the above analysis it should be noted, that aims of the European institutions and agencies are: reduction amount of restrictive rules on general aviation (including GA aerodromes), spread concepts of multimodality and Small Aircraft Transport Systems, enhance competitiveness of the EU aviation sector but also reduction investment funding at airports. Conclusions may be a theoretical inspiration in the process of updating master plans of aerodromes and airports.

A Review on EU Transportation Projects within the Case of Turkey for European Union Regional Development Policy

The transportation issue is one of the thematic priorities which give policy makers great inspiration and demand background. Today’s transport networks are leading the way in sustainable, efficient and safe mobility, increasing access to all regions. Large scale projects, infrastructures, networks, EU Cohesion policy’s nearly 22% fund support were mostly emphasized in this sense. This is also valid for candidate countries for Union. This paper discussed the case of Turkey, i.e. she is a candidate state for European Union, and benefiting from the financial instruments for funding regional development process as European Regional Development Fund, Cohesion Fund, European Social Fund, EU Solidarity Fund, IPA and Turkish Cypriot community, Turkey only benefits from the IPA program. This study was prepared in order to present a review upon the transportation projects within the regional development policy of EU. Today, the available member countries are part of a policy mechanism via being joined the mostly known transport projects as Baltic Sea, Interrag V-A sub projects, and Central Europe integration in transportation manners. Those projects were also analyzed in order to show the inspiration themes for the future and today’s concepts and needs of Turkey to be fulfilled in the regional development politics on transportation issue. The number and budgets of transport themed projects and major projects and Turkish TEN-T and similar IPA supported projects were also evaluated in this study.

Social and Economic Efficiency of Operation Dependent and Independent Traction in Rail Freight

Continual increase of transport mobility has caused a lot of environmental and community problems. Although the railway transport is considered to be the most environmentally friendly type of transport, its share on the EU transport market was reduced. In comparison with 2000, the share of the rail freight transport within modes of transport used in EU decreased in 2012 by 1.3%. Using electric traction leads to the external costs in the freight rail transport 90% lower compared to the road transport. The contribution deals with social costs incurred in the course of operation of the freight rail transport. Social costs include costs borne by the manager of the infrastructure, costs borne by the operators of the freight rail transport and external costs that are passed on to the whole company. The contribution provides with the results of the survey focused on the comparison of social costs incurred by the use of dependent and independent traction.