scholarly journals LIMITS AND RISK OF DEVELOPING TRANSPORT INFRASTRUCTURE IN POLAND

2017 ◽  
Vol 16 (1/2017) ◽  
pp. 110-120
Author(s):  
Stanislaw Miecznikowski

Low investment and other mistakes made in the process of transport development has led to the situation where even the infrastructure of the most developed transport branches does not correspond to European standards. Underdevelopment of transport infrastructure in Poland has become one of the main barriers to growth and modernization of the country. Well-developed transport infrastructure is an important determinant of socio-economic development. Over 25 years after the start of the economic transformation in Poland, the condition of transport infrastructure in this country remains unsatisfactory. However, since the accession to the European Union, the development of transport infrastructure in Poland has improved significantly. Funds from the EU have contributed significantly to this progress. The current financial perspective may be the last chance for Poland to get EU funding for transport infrastructure development in such a large scale. Therefore, it is particularly important that the allocated funds are fully absorbed. For this to happen, project beneficiaries should be able to obtain funds for their own contributions. The increase in bond yields related to rating downgrade, weakening banks or shifting funds from investment to consumption may weaken Poland’s ability to take advantage of opportunities arising from EU funds.

2020 ◽  
Vol 8 (1) ◽  
pp. 103-122
Author(s):  
Ewa Kaczan-Winiarska

The Austrian government is extremely sceptical about the accession negotiations which are conducted by the European Commission on behalf of the European Union with Turkey and calls for the negotiation process to end. Serious reservations of Vienna have been raised by the current political situation in Turkey under the rule of President Recep Tayyip Erdogan, as well as by the standards of democracy in Turkey, which differ greatly from European standards. Serious deficiencies in rule of law, freedom of speech and independence of the judiciary, confirmed in the latest European Commission report on Turkey, do not justify, from Vienna’s point of view, the continuation of talks with Ankara on EU membership. In fact, Austria’s scepticism about the European perspective for Turkey has a longer tradition. This was marked previously in 2005 when the accession negotiations began. Until now, Austria’s position has not had enough clout within the European arena. Pragmatic cooperation with Turkey as a strategic partner of the EU, both in the context of the migration crisis and security policy, proved to be a key factor. The question is whether Austria, which took over the EU presidency from 1.7.2018, will be able to more strongly accentuate its reservations about Turkey and even build an alliance of Member States strong enough to block Turkey’s accession process.


2021 ◽  
Vol 13 (9) ◽  
pp. 4772
Author(s):  
Hanna Klikocka ◽  
Aneta Zakrzewska ◽  
Piotr Chojnacki

The article describes and sets the definition of different farm models under the categories of being family, small, and large-scale commercial farms. The distinction was based on the structure of the workforce and the relationship between agricultural income and the minimum wage. Family farms were dominated by the farming family providing the labour and their income per capita exceeded the net minimum wage in the country. The larger commercial farms feature a predominance of hired labour. Based on surveys, it was found that in 2016 in the EU-28 there were 10,467,000 farms (EU-13—57.3%, EU-15—42.7%). They carried out agricultural activities on an area of 173,338,000 ha (EU-13—28.5%, EU-15—71.5%). Countries of the EU-28 generated a standard output (SO) amounting to EUR 364,118,827,100 (EU-13—17.2% and EU-15—82.8%). After the delimitation, it was shown that small farming (70.8%) was the predominant form of management in the European Union (EU-13—88.2% and EU-15—79.8%) compared to family farming (18.4%) (EU-13—10.5% and EU-15—29%). In most EU countries the largest share of land resources pertains to small farms (35.6%) and family farms (38.6%) (UAA—utilised agricultural area of farms).


2021 ◽  
Vol 7 (1) ◽  
pp. 127-133
Author(s):  
Mariia Sirotkina ◽  
Olena Lomakina ◽  
Olena Shkarnega

The Association Agreement between the European Union and Ukraine is a new format of relations aimed at creating a deep and comprehensive free trade area (DCFTA) between Ukraine and the EU with the gradual integration of Ukraine into the internal market of the European Union. Focusing on the experience of rule-making of the EU member states, it is necessary to define and implement the legal rules and principles of the national judiciary, taking into account the rules and principles of European law (Chornomaz, 2016). In accordance with the strategy of European integration of our country, the adaptation of Ukrainian legislation is to approximate it with the modern European legal system, which will ensure the development of the political, entrepreneurial, social, cultural activity of Ukrainian citizens, economic development of the state within the EU to facilitate the increase of standards of living of the population. The implementation of the provisions of European legislation provided by the economic part of the Association Agreement (AA) is extremely important in the context of reforms, as the provisions can and should serve as a basis for a new model of socio-economic development of Ukraine. The deepening of the processes of humanization and democratization of Ukrainian society, the gradual introduction of principles and rules of European law into the national judiciary through reforms in the field of justice, inter alia, have led to qualitative updating of criminal procedure legislation of Ukraine, in particular: use of differentiated approach to legal conflicts between persons who have committed criminal offences, which do not pose a great public danger, and victims; simplification and reduction of the procedure of criminal proceedings; ensuring procedural savings; reduction of the caseload; allowing the parties of the conflict to resolve issues of exemption from criminal liability in case of reconciliation between the offender and the victim independently, the appointment of the negotiated punishment and release from serving with probation, etc. Given the specifics of the approach to improving relations with neighbouring countries on a differentiated basis, the EU seeks to identify and base on existing positive sources of sustainability, as well as to monitor and respond to weaknesses with the appropriate set of methods and resources at its disposal. The purpose of the article is to study a theoretical and practical definition of challenges of adaptation of Ukrainian legislation to the legislation of the European Union, institutional and organizational mechanisms of DCFTA implementation in the field of justice and certain norms of the current criminal procedure legislation. Ukraine is undergoing the second phase of radical reform of government structures; it has been continuing for 15 years but, unlike other countries, it is much more difficult for Ukraine to get rid of the burden of past problems. Judicial reform is also underway and domestic legislation is being significantly changed, including the transformation of the judicial proceedings. The topical issue of the development of judicial reforms is an imperfection, and sometimes a contradiction of regulations, which negatively affects the process of realization of rights and responsibilities of all subjects of public relations, slows down the development of Ukraine as a state governed by the rule of law. However, the introduction of institutions of concluding agreements, simplified proceedings, probation, and later mediation, into the criminal procedure legislation of Ukraine indicates the readiness of our state to change the concept of criminal procedure in accordance with the European standards, which will improve the situation of all parties to criminal proceedings. However, they need further completion and improvement. We are convinced that the introduction of such institutions will contribute to the legal development of society to achieve the European standards of restorative justice, which will encourage the further introduction of the latter in the legislation of Ukraine, resolving criminal conflicts by reaching a compromise between parties in cases specified by law. One of the ways to solve this problem in Ukraine is to regulate the process of adoption of regulations by the subjects of rule-making and taking into account the provision that legality as an objective property of law, in general, is the necessary condition and the main principle of the rule-making process.


Author(s):  
N. Kaveshnikov

The article analyses the EU policies of promoting renewable energy sources (RES), including the role of state subsidizing and the change of EU policy in 2013. First EU actions in this area were implemented in late 1990s. In mid 2000s the European Commission developed integrated approach of the encouragement of renewables. Promotion of RES was integrated with other areas of the EU energy policies in the framework of the Climate and Energy Package in 2007. The paper evaluates EU achievements and development of particular types of RES in the EU in 2000s. A comprehensive comparative analysis of the cost of different types of RES and the use of incentive measures in the European Union and EU member states is carried out. The conclusion is made that despite the impressive technological progress the renewable energy, with rare exception, is still uncompetitive with the traditional sources of energy in terms of costs. A large-scale state support was the reason for the rapid development of renewables in the EU. Article investigates distorting effects of RES subsidies on the market price of electricity. Feed-in tariffs, investment grants, quotas and tax benefits were the most widespread forms of direct and indirect RES subsidies in the EU. During the economic crisis, these subsidies have become a heavy burden for the budgets of the EU countries and population. Now the EU is modifying its strategy on RES in order to reduce the volume of subsidies. In 2013 European Council substantially changed the priorities of the EU energy policies: instead of «sustainable energy» it accentuated the need to provide a “competitive energy”. Strategic decision to reform the existing methods of RES subsidizing and to develop an «economically reasonable» support scheme was made. The reduction of subsidies will inevitably lead to a sharp reduction in the rate of growth of renewables and the failure to achieve previously agreed EU targets.


2021 ◽  
Vol 2021 (10) ◽  
pp. 61-80
Author(s):  
Robert BALAKIN ◽  

The study shows components of financial support for the formation and development of critical infrastructure entities in the European Union. The sustainable functioning of critical infrastructure is aimed at the observance of common Union interests, given the existence of differences in the economic policy in different EU Member States. It was found that the development of Trans-European infrastructure programs is carried out within the framework of the EU Cohesion Policy. The Connecting Europe Facility is a key special tool for funding critical infrastructure in the EU transport, energy and digital services sectors. The Fund is mainly used to finance entities aimed at achieving the goals of the European Green Deal. Recommendations for Ukraine to take into account the experience of financial support regulation for the development of the EU critical infrastructure are substantiated. Based on the experience of the EU, the criteria for determining the priority of the project for financing critical infrastructure are highlighted. Based on the analysis of the formation and use of the Connecting Europe Facility as the main common instrument for financing the EU critical infrastructure, a conclusion was made on the feasibility of establishing a critical infrastructure development fund of Ukraine to support financing of key projects in transport, digital and energy infrastructure. Special rules for determining the eligible costs incurred for financing infrastructure projects at the expense of the critical infrastructure development fund of Ukraine are disclosed.


2017 ◽  
Vol 71 (0) ◽  
pp. 0-0
Author(s):  
Olesia Otradnova

Ukraine has chosen its way of development towards Europe, European values and respect for human dignity and human rights. The signing of the Association Agreement in 2014 obliged Ukraine to harmonize its legislation in priority spheres of life with the legislation of the European Union. But legislative approximation should touch not only upon the fields of public law, but private law too and, in particular, tort law. The main problem of tort law approximation is that there are no joint tort rules in the EU. All attempts to harmonize tort law stopped at the creation of acts of “soft law” – general non-binding rules and principles. One of the most significant examples is the PETL – the Principles of European Tort Law. The PETL show a modern understanding of torts, spell out the conditions of tort liability, as well as other relevant requirements. Ukrainian rules of tort law do provide protection of a victim’s violated rights, however some recommendations of the PETL, such as provisions governing the conditions of tort liability, the understanding of causation and fault should be taken into account when Ukrainian tort law is modernised.


Author(s):  
Ryszard Rolbiecki

An increase of the energetic efficiency of the economy is one of the priority goals of EU policy. In all the sectors of the EU-28 countries this goal has been achieved. However, in the transport sector, which is especially dependent on the supplies of crude oil, the energy consumption continues to increase. This is why, a wider use of alternative fuels is one of the ways of increasing the transport energy efficiency and decrease the dependency on crude oil. In transportation, there is a chance to increase the use of electricity and natural gas. However, the use of these energy sources in transport depends on the development of appropriate infrastructure. The requirements regarding the technical specification of the alternative fuel infrastructure and the time horizon for the construction of these facilities have been described in the European Parliament and Council Directive of 22.10.2014 on the development of alternative fuels infrastructure. In Poland, the development directions regarding the use of alternative fuels in transport and the goals of the transport infrastructure development have been set out in the year 2016 in the national framework for the policy of alternative fuels infrastructure development.


2019 ◽  
Vol 178 (3) ◽  
pp. 144-149 ◽  
Author(s):  
Wojciech GIS ◽  
Jerzy MERKISZ

Major markets across the European Union (EU) are concentrated on rapid development of electromobility. This policy is demon-strated – among others – by recent sales of electric cars: within the past 3 quarters of 2018 – 24.7 thousand electric cars have been registered in Germany, 20.3 thousand in France, 15.3 thousand in the Netherlands and 31.4 thousand in Norway. Unfortunately, only 867 EVs have been registered in Hungary, 469 in the Czech Republic, 468 in Romania, 411 in Poland and 348 in Slovenia. Unit energy consumption of electric cars was often defined in NEDC cycle. In real conditions of road traffic, it may differ from val-ues recorded in a drive cycle. The article presents results of a study on energy consumption of electric cars in Poland along RDE (Real Driving Emissions) testing route in terms of vehicle energy consumption per drive unit (km, 100 km). The use of fuel cells in cars may bring a change in the type of used vehicles in the long run. Both globally and in the EU wide-ranging actions are undertaken to imple-ment fuel cell technology. Also, the infrastructure of hydrogen filling stations is developed. At present the most rapidly developing coun-try in this area is Japan. The article addresses the issue of energy consumption per drive unit by cars equipped with fuel cells as both type of vehicles, i.e. EV and FCV use electric motors. The article also discusses infrastructure development in the EU and Poland, charg-ing and fuelling of the said vehicles, respectively.


2019 ◽  
pp. 580-588
Author(s):  
A. Batih

The countries of the European Union have a huge territory and a large number of objects of transport infrastructure and rolling stock. In these countries, various methods, complex systems and technologies are offered for the organization and management of the cargo transportation process and passengers with traffic safety. The acceptance and admission of rolling stock to operation is carried out in accordance with the requirements set out in document EN 14363. This document defines the main indicators of railway traffic safety, methods, means and conditions for conducting tests of rolling stock on the definition of its qualitative driving characteristics. In the author’s article, the following safety indicators were studied on the EU railways: the coefficient of stability from rolling the wheel flange of the wheel pair onto the rail head, the value of the turning of the trolley relative to the body of the rolling stock (index X), the indicator of the lateral action of the rolling stock on the rails. The stability of the rolling of the wheel of the wheel pair onto the rail head on the EU railways is investigated on the basis of the Nadal’s criterion. The value of the resistance of the trolley rotation relative to the body of the rolling stock is decisive for proving the safety condition against the derailment wheel pairs on the EU railways. With the help of the indicator of the lateral action of the rolling stock on the rails limited the size of the lateral forces to minimize the risk of shifts of rail-sleeper lattice. The article describes how a rolling stock test on EU railways is being conducted to determine the traffic safety indicators. The author notes that in order to determine the possibility of derailment of rolling stock under the norm EN 14363, it is necessary to have the value of the guiding force. However, determining the direction of the force is a complicated and time-consuming process, since it requires a large number of experimental studies. Key words: railways, rolling stock, indicators of sustainability, European Union.


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