Abstract

This paper analyses the main trends of population change across the territory of Lithuania and the impact of immigration on the development of peripheral rural areas in the early 21st century. Qualitative methods were employed to reveal the attitudes of residents of peripheral areas towards arriving new residents and their potential contribution to local development. Special attention is paid on the attitudes of local community leaders and new settlers towards immigrants, including war refugees from Ukraine, illegal immigrants from distant countries, returnees, and residents arriving from other regions of Lithuania.

Keywords: immigrants, war refugees, illegal immigration, emigrants, Lithuania

Viktorija Baranauskienė [baranauskiene.viktorija@gmail.com], Lithuanian Centre for Social Sciences, Institute of Sociology
Donatas Burneika [donatas.geo@gmail.com], Lithuanian Centre for Social Sciences, Institute of Sociology
Edis Kriaučiūnas [edis.geo@gmail.com], Lithuanian Centre for Social Sciences, Institute of Sociology

Citation

APA: Baranauskienė, V., Burneika, D., & Kriaučiūnas, E. (2024). Immigration to rural communities – attitudes from inside. Przegląd Geograficzny, 96(2), 175-192. https://doi.org/10.7163/PrzG.2024.2.2
MLA: Baranauskienė, Viktorija, et al. "Immigration to rural communities – attitudes from inside". Przegląd Geograficzny, vol. 96, no. 2, 2024, pp. 175-192. https://doi.org/10.7163/PrzG.2024.2.2
Chicago: Baranauskienė, Viktorija, Burneika, Donatas, and Kriaučiūnas, Edis. "Immigration to rural communities – attitudes from inside". Przegląd Geograficzny 96, no. 2 (2024): 175-192. https://doi.org/10.7163/PrzG.2024.2.2
Harvard: Baranauskienė, V., Burneika, D., & Kriaučiūnas, E. 2024. "Immigration to rural communities – attitudes from inside". Przegląd Geograficzny, vol. 96, no. 2, pp. 175-192. https://doi.org/10.7163/PrzG.2024.2.2

Abstract

It is frequently asserted that gastronomic services (or the hospitality sector) in Warsaw during the Occupation was, paradoxically, larger than before 1st September 1939. The evidence for this assertion, by known and highly respected authors, is argued here to be internally inconsistent even though their conclusions are largely the same. This paper comes to contrary conclusions, namely, that the scale of gastronomic services was smaller than before the war, though it was still surprisingly large, given the terrible conditions existing in the city. (Obviously, in either case, the evidence one draws upon can often be circumstantial and partial). The research draws on an analysis of telephone directories published in Poland from 1930 to 1945, some of which, but not all, are some of the sources used by the authors.

Keywords: gastronomic services, estimating scale, German Occupation, review, Warsaw

Eamonn Judge [e.judge@leedsbeckett.ac.uk], Leeds Business School, Leeds Beckett University

Citation

APA: Judge, E. (2024). Estimating the scale of gastronomic services in Warsaw during the German Occupation 1939‑1944: a review of the evidence. Przegląd Geograficzny, 96(2), 193-208. https://doi.org/10.7163/PrzG.2024.2.3
MLA: Judge, Eamonn. "Estimating the scale of gastronomic services in Warsaw during the German Occupation 1939‑1944: a review of the evidence". Przegląd Geograficzny, vol. 96, no. 2, 2024, pp. 193-208. https://doi.org/10.7163/PrzG.2024.2.3
Chicago: Judge, Eamonn. "Estimating the scale of gastronomic services in Warsaw during the German Occupation 1939‑1944: a review of the evidence". Przegląd Geograficzny 96, no. 2 (2024): 193-208. https://doi.org/10.7163/PrzG.2024.2.3
Harvard: Judge, E. 2024. "Estimating the scale of gastronomic services in Warsaw during the German Occupation 1939‑1944: a review of the evidence". Przegląd Geograficzny, vol. 96, no. 2, pp. 193-208. https://doi.org/10.7163/PrzG.2024.2.3

Abstract

The importance of the transport sector to socio-economic development is beyond dispute – as was made clear in Poland from 2004 onwards. Access to the European market has combined with the influence of European regulations on the operation of freight and passenger transport to make possible both the modernisation of this sector of the economy and regulation of the ownership of once-state-owned PKS and PKP companies in bus and rail transport. Nevertheless, this has not contributed to a reversal of a negative trend entailing a decline in regional public collective transport by either bus or rail. The less-developed and peripheral regions were disconnected from public transport (PT) in the 1990s a circumstance that intensified their marginalisation and slowed their socio-economic development. Particularly acute for rural communities was the inability to commute to work, school, or the nearest district town. The phenomenon of lack of access to transport is called transport exclusion. Its occurrence correlates positively with the prevalence of social exclusion more widely, as well as unemployment or social problems related to the prevalence of alcoholism and violence.

In this publication, the authors examined the difficulties associated with the operation of PT in an area threatened by marginalisation in Poland. A case study method was used, for which the region of the Vistula Lagoon, which is located in north-eastern Poland, was selected. The region has a typically agricultural character, with potential for the development of tourism services. The authors analysed available strategic and planning documents at local, regional, provincial and national levels, the resulting qualitative analysis allowing them to identify difficulties and challenges in the functioning of PT. A SWOT Analysis matrix was then created on their basis. Directions for corrective measures were also identified using available literature.

The studied region is mainly covered by rail and, to a minor extent, by bus (coach) transport. An analysis of the timetables of transport operators revealed the presence of “white spots”, i.e. towns that are not reached by any PT. The largest numbers of connections characterise cities (Elbląg, Tolkmicko, Braniewo and Nowy Dwór Gdański), as well as larger towns located near main arterial roads. The number of connections is greatest between the Tri-City agglomeration (Gdańsk-Gdynia-Sopot), and Elbląg and Nowy Dwór Gdański. However, connections between the larger cities are subject to a reduction in the number of runs at weekends, aggravating the problem of transport exclusion. In addition, certain lines and runs are seasonal, meaning that they may be missing from the timetable in the autumn-to-spring part of the year.

At provincial/regional level, the Vistula Lagoon region falls within the administrative borders of the two Polish voivodeships of Pomorskie and Warmińsko-Mazurskie. On the one hand, that might represent an advantage due to the greater influence of the two voivodeships on investment or fundraising planned at the national level. Equally, this circumstance may contribute to stagnation, due to a lack of agreement between the regional authorities. Interaction between the latter offers a guarantee of PT development and should therefore be given priority. The main advantage is the diversification of funding sources for specific new developments, e.g. of infrastructure. However, there are valid concerns about the relatively low capacity of regional railways, the poor condition of roads, and insufficiently identified needs of passengers as regards their transport. This is linked to the major spread of private carriers. Passengers are also challenged by poor availability of information and outdated rolling stock (fleets) – circumstances that obviously affect the quality of the service. A number of practical solutions have therefore been proposed, not least an intensification of cooperation between local and regional authorities in developing a common transport policy and upgrading existing transport infrastructure or even building anew. Also considered are the pursuit of integrated passenger-information systems, efforts to increase the digital competences among older people, or promotion of the use of PT in intermodal travel. Further aspects highlighted here are the weaknesses of certain solutions, which though appropriate are not cost-effective, such as the implementation of ITS, mobile applications, or the Mobility-as-a-Service (MaaS) concept.

The main conclusion from the analysis concerns the classification of the Vistula Lagoon region as a marginalised and transport-excluded area. The selected example includes all determinants of an excluded area, but there are still remedial measures that can be taken – as identified via the SWOT analysis. It should be noted that many of these idea are universal in nature, with the barrier to their implementation usually residing in a lack of funding sources rather than a lack of political will on the part of local or regional authorities.

Keywords: regional transport, transport exclusion, social marginalization, socio-economic exclusion, Vistula Lagoon, Poland

Sandra Żukowska [sandra.zukowska@ug.edu.pl], Uniwersytet Gdański, Instytut Geografii Społeczno-Ekonomicznej i Gospodarki Przestrzennej
Beata Chmiel [beata.chmiel@phdstud.ug.edu.pl], Uniwersytet Gdański, Katedra Transportu i Handlu Morskiego
Martyna Sydorów [martyna.sydorow@phdstud.ug.edu.pl], Uniwersytet Gdański, Instytut Geografii Społeczno-Ekonomicznej i Gospodarki Przestrzennej

Citation

APA: Żukowska, S., Chmiel, B., & Sydorów, M. (2024). Transport pasażerski na przykładzie gmin Zalewu Wiślanego: wyzwania i problemy. Przegląd Geograficzny, 96(2), 209-233. https://doi.org/10.7163/PrzG.2024.2.4
MLA: Żukowska, Sandra, et al. "Transport pasażerski na przykładzie gmin Zalewu Wiślanego: wyzwania i problemy". Przegląd Geograficzny, vol. 96, no. 2, 2024, pp. 209-233. https://doi.org/10.7163/PrzG.2024.2.4
Chicago: Żukowska, Sandra, Chmiel, Beata, and Sydorów, Martyna. "Transport pasażerski na przykładzie gmin Zalewu Wiślanego: wyzwania i problemy". Przegląd Geograficzny 96, no. 2 (2024): 209-233. https://doi.org/10.7163/PrzG.2024.2.4
Harvard: Żukowska, S., Chmiel, B., & Sydorów, M. 2024. "Transport pasażerski na przykładzie gmin Zalewu Wiślanego: wyzwania i problemy". Przegląd Geograficzny, vol. 96, no. 2, pp. 209-233. https://doi.org/10.7163/PrzG.2024.2.4

Abstract

In its treatment of the concept of social inequality, this article first describes the contemporary definitions, as well as introducing certain synonymous terms. The aim is then pursued further through the posing of auxiliary questions; and it is in an effort to arrive at answers that the remainder of the text is developed and structured.

In respect of the first matter – of contemporary definitions, we may note how the English-language literature defines inequality as the unequal distribution of a given resource, but with a concomitant valence charge implying that the phenomenon is also subject to social evaluation. This in then in marked contrast with a Polish subject literature that has long sought to avoid naming the phenomenon directly. As a result, as many as three terms are in operation, effectively translating as “differentiation” and “disparity” as well as the precise equivalent of “inequality”. As usual, full consideration of an issue requires, or at least benefits greatly from, a process of defining what is actually meant by associated phenomena.

Leading into the subsequent question, of “how does social inequality affect the condition of society and the quality of life?”, the author first supplies a brief description of the history of social inequality and points out that, among the phenomenon’s many dimensions (also relating to age, gender, race, religion, etc.), it is the economic factors that do most to differentiate today’s societies. Severe economic inequality can suffice to slow down economic development overall – in developed countries in particular (Brueckner and Lederman, 2015); and it assuredly has a negative impact when it comes to numbers of political conflicts, social capital and productivity (Persson and Tabellini, 1991). According to OECD reports, the economies of more egalitarian countries grow more rapidly, yet also in a more stable fashion, than those of more unequal countries (OECD, 2015). It is therefore worrying when analyses reveal that social and especially economic inequalities are increasing in European countries, and in terms of both objective and subjective standards.

The answer to a third question was intended to allow for an overview of the main research traditions that have taken up the theme of social inequalities. These only transformed into a fully-fledged research topic with the quantitative revolution and beginnings of the positivist approach in geography – in the 1960s. With the widespread use of quantitative methods in geography came the welfare approach, in which inequalities (notably economic) were also the subject of study. Despite the very different scales of research (from the global down to the local), researchers were united by a question summarisable as: “what is the equitable distribution of a given good?”

The positivist turn in geography also had its critics – a circumstance leading to the emergence of the new groups of approaches currently dominating the research discourse on social inequality, i.e. radical geography and critical geography. The two are united by the social commitment of their researchers, as well as research themes including emancipation and social justice. However, there are also differences. First of all, as critical geography rejects ‘revolution’ as a goal of action, revolutionary beliefs have been replaced by conviction as to the effectiveness of small changes in ultimately transforming individuals and societies. A second significant difference relates to the research problems addressed: where radical geography has focused on economics, critical geography has been more about culture and representation. A third divergence relates to the research methods used – given critical geography’s rejection of positivist and neo-positivist approaches and therefore the quantitative research methods associated with these approaches (Gregory et al., 2009).

The last section answers questions concerning research directions in the study of social inequalities; in so doing identifying two that are most popular, as well as one that is developing. The first of these categories includes research into spatial patterns of inequality and the neighbourhood effect; while the last (least-explored) research direction concerns itself with the link between social inequality and quality of life – in both the objective and subjective dimensions. If we take individual ‘goods’ not distributed evenly in society (i.e. issues relating to health, education or living conditions), and then compare individual spatial units in terms of these parameters, we can obtain information on inequalities in objective quality of life; as well as detailed information regarding the different dimensions to these inequalities, or the spatial patterns.

The article concludes with a reminder of the most important findings, and with a kind of call for the further involvement of geographers in the study of inequalities, and thus the creation of a theoretical framework allow the topic to be researched further.

Keywords: social inequality, spatial inequality, urban geography, city, disparities, social differentiation, segregation

Marcel Świerkocki [m.swierkocki@uw.edu.pl], Uniwersytet Warszawski, Wydział Geografii i Studiów Regionalnych

Citation

APA: Świerkocki, M. (2024). Perspektywa geograficzna badań nierówności społecznych w przestrzeni miast. Przegląd Geograficzny, 96(2), 235-252. https://doi.org/10.7163/PrzG.2024.2.5
MLA: Świerkocki, Marcel. "Perspektywa geograficzna badań nierówności społecznych w przestrzeni miast". Przegląd Geograficzny, vol. 96, no. 2, 2024, pp. 235-252. https://doi.org/10.7163/PrzG.2024.2.5
Chicago: Świerkocki, Marcel. "Perspektywa geograficzna badań nierówności społecznych w przestrzeni miast". Przegląd Geograficzny 96, no. 2 (2024): 235-252. https://doi.org/10.7163/PrzG.2024.2.5
Harvard: Świerkocki, M. 2024. "Perspektywa geograficzna badań nierówności społecznych w przestrzeni miast". Przegląd Geograficzny, vol. 96, no. 2, pp. 235-252. https://doi.org/10.7163/PrzG.2024.2.5

Abstract

This article concerns functional-spatial relationships between an urban centre and its regional surroundings as exemplified by the retail sphere – i.e. large-format chain shops and retail-service complexes. The study covered the city of Słupsk, located in Poland’s Middle Pomerania region – one of the largest and most important cities in northern Poland – and 3 facilities located in its immediate vicinity, in the highly urbanised village of Kobylnica (Fig. 2, Table 2). The inspiration for research in this area, which was based on passenger car traffic, was the desire to reach information unavailable in public statistics. A further matter of significance was to take account of the development in Poland in the first quarter of the 21st century of individual motorisation and the sphere of trade covered by the analysis. The main research questions underpinning the study were thus as follows:

1. What is the volume and structure of visitor traffic to the most important retail facilities in Słupsk?

2. What is the spatial range of influence of Słupsk as a centre with supra-local commercial functions?

The necessary data were obtained through a field survey, noting numbers of vehicles left in car parks adjacent to and associated with nine commercial establishments surveyed; as well as the districts in which those vehicles are registered. A self-constructed questionnaire was used for this (See Annex). A total of three recording sessions were involved, investigating different times of the day and week (a weekday at noon or afternoon, as well as Saturday at noon), with a view to ensuring that a wide range of material was obtained, as the analysis of preliminary input material showed potential variation in attendance in this area.

Pursuit of field and cameral studies relating to the functions of Słupsk as a regional commercial centre made it possible to identify the volume of car traffic in this context, and its temporal and spatial structure. The measurements in the three periods showed that the popularity of the studied objects is significantly greater on a Saturday than on a weekday, in terms of numbers of vehicles recorded in car parks. Moreover, the prevalence of the weekend over Wednesday in terms of traffic volume is more pronounced in the facilities located in the outer parts of the city – a circumstance that may relate to pattern of use – not as a visit or employment in the inner city during the working day, but as a special allocation of the leisure-time budget.

The most-popular shopping facility among the nine surveyed is the Jantar Shopping Centre (Centrum Handlowe Jantar) – the largest such complex in the city and its region. In each measurement period CH Jantar achieved the highest level of attendance, as compared with Makro in the lowest position (Fig. 3). Although 3 facilities are located beyond the Słupsk city limits, in Kobylnica, it is the author’s assumption that these were not built to serve the residents of that village, or its wider administrative district (gmina), but rather – primarily – the large nearby urban centre. This meant that the precise location of the facility had no bearing on the results obtained in terms of the county from which the vehicles parked in nearby car parks had arrived, or the time structure of the traffic. This is because the location of the Auchan and Obi hypermarkets and the Agata Meble store is a manifestation of economic suburbanisation in the vicinity of the main roads leading out of the city, as well as neglect of the extension of the area of Słupsk to include the highly-urbanised village of Kobylnica. As with the shops located within the city, the functions performed relate to the servicing of its surroundings and the region.

It should be noted that, despite changes taking place on the retail market in Poland, a large proportion of the facilities under study – be they shopping centres or large-format shops – remain popular with visitors at least a dozen years after their opening. Of key importance is the size and attractiveness of the facilities, and their location in the spatial and transport system of the Słupsk agglomeration. This reflects the predominance of the city fringe over the centre or suburban zone. From a time-budget perspective, there is no doubt regarding the traditional role of Saturday as a day off for major shopping, which can be combined with efforts to take advantage of other activities or entertainments available at the Słupsk premises (the rich offer of the Jantar Shopping Centre is reflected in its volume of traffic).

In both temporal and spatial terms, the range of the influence exerted by Słupsk as a commercial centre is clearly larger on Saturday than on a weekday – with a larger area covered and a noticeably greater number of vehicles hailing from outside the city and county of Słupsk (over 35%, as compared with between 20 and 30% on a weekday). The smallest share of cars with registrations other than those of Słupsk city and county was recorded on a weekday afternoon. On the basis of the research carried out, it is possible to distinguish several zones to the influence of Słupsk as a commercial centre (Fig. 12):

0. The city of Słupsk and Słupsk County – the natural service area of the city.

1. Sławieński and Bytowski County – the natural area of sub-regional city services.

2. Lęborski and Koszaliński Counties and the city of Koszalin – an area of interpenetration of regional influences of neighbouring centres, with a complementary or competitive role vis-à-vis Słupsk as a commercial centre.

3. Człuchowski and Chojnicki Counties – a peripheral area in the regional settlement structure of the country, with a weak influence exerted, not only from Słupsk, but also from other centres (due to distance and the degree of development – here: retail facilities).

On this basis, Słupsk can be indicated as serving a developed role of sub-regional centre, albeit with only a partially-developed regional function. It constitutes a central point of agglomeration of trade and service activities for the eastern part of the Middle Pomerania, reaching also slightly further to the south-east, and complementing in the west Koszalin – as a centre less well-equipped in this sphere of economic activity. In this way we obtain a picture of the spatial influence the city under study exerts, as signalled above.

The results show an incompatibility to the directions and sizes of flows of access to commercial facilities with the administrative division at voivodeship level and the boundary of Słupsk – and the predominance of functional connections over administrative ones is noticeable. In fact, the influence of the border of the Western Pomerania Voivodeship on Słupsk’s relations with counties is invisible, as is the city’s boundary with Kobylnica as its largest suburb. The results are related to the administrative division of Poland into 49 voivodeships in place in the 1975‑1998 period, during which time Słupsk as a voivodeship city (provincial capital) was a natural centre for several surrounding counties. Research based on today’s boundaries hinders recognition of the degree to which the relict border is still somehow in existence, as the municipalities within sławieński and chojnicki counties were only partly located within Słupsk voivodeship.

Keywords: trade, commerce, transport, space, car, Słupsk, Pomerania, Poland

Adam R. Parol [ar.parol@doctoral.uj.edu.pl], Uniwersytet Jagielloński, Instytut Geografii i Gospodarki Przestrzennej

Citation

APA: Parol, A. (2024). Słupsk jako regionalny ośrodek handlowy – popularność i zasięg przestrzenny na podstawie pomiarów ruchu samochodowego. Przegląd Geograficzny, 96(2), 253-278. https://doi.org/10.7163/PrzG.2024.2.6
MLA: Parol, Adam R.. "Słupsk jako regionalny ośrodek handlowy – popularność i zasięg przestrzenny na podstawie pomiarów ruchu samochodowego". Przegląd Geograficzny, vol. 96, no. 2, 2024, pp. 253-278. https://doi.org/10.7163/PrzG.2024.2.6
Chicago: Parol, Adam R.. "Słupsk jako regionalny ośrodek handlowy – popularność i zasięg przestrzenny na podstawie pomiarów ruchu samochodowego". Przegląd Geograficzny 96, no. 2 (2024): 253-278. https://doi.org/10.7163/PrzG.2024.2.6
Harvard: Parol, A. 2024. "Słupsk jako regionalny ośrodek handlowy – popularność i zasięg przestrzenny na podstawie pomiarów ruchu samochodowego". Przegląd Geograficzny, vol. 96, no. 2, pp. 253-278. https://doi.org/10.7163/PrzG.2024.2.6

Mariusz Kowalski [mar.kow@twarda.pan.pl], Instytut Geografii i Przestrzennego Zagospodarowania im. S. Leszczyckiego PAN

Citation

APA: Kowalski, M. (2024). Feliks Szlajfer (1949-2023). Przegląd Geograficzny, 96(2), 279-281. https://doi.org/
MLA: Kowalski, Mariusz. "Feliks Szlajfer (1949-2023)". Przegląd Geograficzny, vol. 96, no. 2, 2024, pp. 279-281. https://doi.org/
Chicago: Kowalski, Mariusz. "Feliks Szlajfer (1949-2023)". Przegląd Geograficzny 96, no. 2 (2024): 279-281. https://doi.org/
Harvard: Kowalski, M. 2024. "Feliks Szlajfer (1949-2023)". Przegląd Geograficzny, vol. 96, no. 2, pp. 279-281. https://doi.org/

Maciej J. Nowak [maciej.nowak@zut.edu.pl], Zachodniopomorski Uniwersytet Technologiczny w Szczecinie Wydział Ekonomiczny

Citation

APA: Nowak, M. (2024). Sprawozdanie z posiedzenia Zespołu Prawno Urbanistycznego Komitetu Przestrzennego Zagospodarowania Kraju PAN. Przegląd Geograficzny, 96(2), 283-286. https://doi.org/
MLA: Nowak, Maciej J.. "Sprawozdanie z posiedzenia Zespołu Prawno Urbanistycznego Komitetu Przestrzennego Zagospodarowania Kraju PAN". Przegląd Geograficzny, vol. 96, no. 2, 2024, pp. 283-286. https://doi.org/
Chicago: Nowak, Maciej J.. "Sprawozdanie z posiedzenia Zespołu Prawno Urbanistycznego Komitetu Przestrzennego Zagospodarowania Kraju PAN". Przegląd Geograficzny 96, no. 2 (2024): 283-286. https://doi.org/
Harvard: Nowak, M. 2024. "Sprawozdanie z posiedzenia Zespołu Prawno Urbanistycznego Komitetu Przestrzennego Zagospodarowania Kraju PAN". Przegląd Geograficzny, vol. 96, no. 2, pp. 283-286. https://doi.org/

Zbigniew Taylor [z.taylor@twarda.pan.pl], Instytut Geografii i Przestrzennego Zagospodarowania im. S. Leszczyckiego PAN

Citation

APA: Taylor, Z. (2024). M.R. Dileep, Ajesh Kurien – Air Transport and Tourism. Interrelationship, Operations and Strategies. Przegląd Geograficzny, 96(2), 287-290. https://doi.org/
MLA: Taylor, Zbigniew. "M.R. Dileep, Ajesh Kurien – Air Transport and Tourism. Interrelationship, Operations and Strategies". Przegląd Geograficzny, vol. 96, no. 2, 2024, pp. 287-290. https://doi.org/
Chicago: Taylor, Zbigniew. "M.R. Dileep, Ajesh Kurien – Air Transport and Tourism. Interrelationship, Operations and Strategies". Przegląd Geograficzny 96, no. 2 (2024): 287-290. https://doi.org/
Harvard: Taylor, Z. 2024. "M.R. Dileep, Ajesh Kurien – Air Transport and Tourism. Interrelationship, Operations and Strategies". Przegląd Geograficzny, vol. 96, no. 2, pp. 287-290. https://doi.org/