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Non-urban public bus transport against the COVID-19 pandemic – evidence from the Low Beskids and the Bieszczady counties

Ciechański Ariel

Prace Komisji Geografii Komunikacji PTG

2020

nr 23(2) spec.

28--34

Mid-March 2020 surprised societies of many countries with restrictions resulting from a need to curb the spread of a pandemic caused by a new type of coronavirus. Poland joined this group very quickly. The growing isolation of society also had an impact on non-urban public transport, especially one that was operated at the carriers’ own risk. The author of the article had a database, current as of spring 2019, with the number of bus connections in the area of six counties covering the ranges of the Low Beskids and the Bieszczady Mountains. This was an ideal starting point for trying to answer the question what the situation is like almost exactly a year later. Based on a study conducted in early April 2020, a catastrophic picture of public transport in the area has emerged. In the case of Bieszczady and Lesko Counties, there was a total lack of local bus connections. In Sanok, Krosno, Jasło and Gorlice Counties, the network of connections serving mainly the capitals of these units of administrative division has been severely limited. One of the main reasons for the observed process is suspension of school activities. This is also accompanied by a reduction in adult mobility resulting from a fear of a serious disease and a greater tendency to use other means of transport, as well as resignation from commuting by people working in jobs where remote work is possible or in companies that suspended their activity. Maintaining this situation poses a threat of huge economic problems for carriers. If it continues for many months, it may result in difficulties in traveling to schools that may appear after the holidays.

Bezpośrednie inwestycje zagraniczne w pozamiejskim transporcie zbiorowym w krajach Grupy Wyszechradzkiej

Taylor Z., Ciechański A.

Przegląd Komunikacyjny

2018

R. 73, nr 3

7--13

Celem niniejszego artykułu jest prześledzenie zmian i wprowadzenie uogólnień dotyczących procesów związancyh z realizacją bezpośrednich inwestycji zagranicznych w publicznym pozamiejskim transporcie zbiorowym w krajach grupy Wyszehradzkiej (Polska, Czechy, Słowacja i Węgry), po 1989 r. Obserwowane inwestycje miały głównie charakter typu brownfield i dotyczyły zarówno przewoźników autobusowych, jak również - w znacznie mniejszym stopniu - kolejowych. Szczególny nacisk kładzie się na kompleksowe omówienie działań największego inwestora (niemieckich kolei państwowych DB) działającego we wszystkich czterech krajach i prowadzącego jako jedyny przewozy kolejowe w większości omawianych krajów.

The purpose of this study is to investigate the changes and draw generalizations relating to the processes of foreign direct investments (FDI) in the non-urban public transport in the countries of the Visegrad Group (Poland, Czech Republic, Slovakia and Hungary), after 1989. The processes observed lead mainly to the so-called brownfield investments and cover both bus operators, as well as rail carriers. The focus is placed on comprehensive overview of the activities of the largest investor (the German national railway DB) existing in all four countries of the V4 Group, and leading railway services in the most of the described countries.