Road infrastructure in the regions of the Slovak Republic and Poland

Abstract

One of the important assumptions and factors of social and economic development of countries and their regions is road infrastructure. This is particularly true in countries where road transport is the largest component of overall transportation, such as in Slovakia and Poland. Road infrastructure as part of the transport infrastructure is here regarded as one of the main pillars for achieving economic growth, to increase competitiveness and prosperity, contributing to the development of the Trans-European transport network and the improvement of transport infrastructure in support of a single European market in order to ensure the free flow of goods, people and overall competitiveness of the EU. This article offers a comparison of road infrastructure in Slovakia and Poland, highlighting regional disparities in road infrastructure in these countries.

Full text

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Bulletin of Geography. Socio–economic Series / No. 33 (2016): 79–90
Road infrastructure
in the regions of the Slovak Republic and Poland
Jana Masárová1, CDFMR, Eva Ivanová2, CDFMR
Alexander Dubček University of Trenčín, Faculty of Social and Economic Relations, Department of Economics and Economy,
Študentská 3, 911500 Trenčín, Slovakia; 1phone: +421 327 400 425, fax: +421 327 400 415; e-mail: jana.masarova@tnuni.sk
(corresponding author); 2 phone: +421 327 400 420, fax: +4213 274 004 15; e-mail: eva.ivanova@tnuni.sk
How to cite:
Masárová, J. and Ivanová, E., 2016: Road infrastructure in the regions of the Slovak Republic and Poland. In: Środa-Murawska, S.
and Dymitrow, M. editors, Bulletin of Geography. Socio-economic Series, No. 33, Toruń: Nicolaus Copernicus University, pp. 79–90.
DOI: http://dx.doi.org/10.1515/bog-2016-0026
Abstract. One of the important assumptions and factors of social and economic
development of countries and their regions is road infrastructure. is is particu-
larly true in countries where road transport is the largest component of overall
transportation, such as in Slovakia and Poland. Road infrastructure as part of the
transport infrastructure is here regarded as one of the main pillars for achieving
economic growth, to increase competitiveness and prosperity, contributing to the
development of the Trans-European transport network and the improvement of
transport infrastructure in support of a single European market in order to ensure
the free ow of goods, people and overall competitiveness of the EU. is article
oers a comparison of road infrastructure in Slovakia and Poland, highlighting
regional disparities in road infrastructure in these countries.
Contents:
1. Introduction, material and research methods .............................................. 80
2. e role of road infrastructure in regional development .................................... 81
3. Road infrastructure in the Slovak Republic................................................ 82
4. Road infrastructure in Poland ........................................................... 84
5. Comparison of road infrastructure in Slovakia and Poland.................................. 87
6. Discussion and conclusion .............................................................. 88
Acknowledgements........................................................................ 88
References ............................................................................... 88
Article details:
Received: 30 March 2015
Revised: 29 July 2015
Accepted: 26 January 2016
Key words:
region,
road infrastructure,
motorway,
expressway,
road density.
© 2016 Nicolaus Copernicus University. All rights reserved.
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1. Introduction, material
and research methods
Sustainable economic growth and economic devel-
opment are impossible without taking into account
regional aspects. e development of individual re-
gions is aected by the level of utilization of avail-
able resources of the region, but also through the
inuence of the instruments of regional and eco-
nomic policy. e eect of the growth factors in the
economy can be reduced if the existing potential of
regions is not utilized and their development slows
down. It causes persistence of the negative eects of
dierentiation in the developing regions. is is re-
ected at the national level and has impact on the
economy.
e development of countries and regions is af-
fected by their available resources, and road in-
frastructure is one of them. It includes all road
categories, facilities, structures, signage and mark-
ings, electrical systems, etc. needed to provide safe,
trouble-free and ecient trac.
In this article we analyse the level of develop-
ment of the road network and its disparities in the
regions of Slovakia and Poland in the period 2005–
–2013. Our research is carried out in Slovak
self-governing regions and Polish voivodships.
e geographical position of Slovakia, in the
central part of continental Europe, and Poland
with access to the sea and to major ports of Eu-
rope makes these neighboring states work together
on building transport infrastructure, which is part
of Europe’s major transport corridors. Slovak terri-
tory is crossed by three of the nine European core
network corridors, with the Baltic-Adriatic Corri-
dor being one of the most important ones for the
development of transport infrastructure of the Slo-
vak Republic and Poland (Figure 1). International
transport corridors inuence the national transport
network, built as part of the regional development
of these countries.
Fig. 1. Europe Core Network Corridors in Slovakia and Poland
Explanation: Baltic – Adriatic North Sea– Baltic
Mediterranean Rhine-Danube
Orient/East-Med
Source: http://ec.europa.eu/transport/infrastructure/tentec/tentec-por-
tal/site/en/maps.html
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We used the method of time series analysis,
comparison and synthesis in this article. e meth-
od of comparison was used for comparing the road
infrastructure and economic level in the regions of
the Slovak Republic and Poland. e applied meth-
od of comparison and analysis is realized through
localization and coecient of variation.
e coecient of localization represents the
proportion of the types of roads (motorways and
speedways) in regions to the total length of roads
and to the area of regions. It is calculated accord-
ing to the equation:
A
A
R
R
L
j
j
j=
Where:
Lj = localization coecient
Rj = the length of roads (motorways, expressways)
in a given region
R = the length of roads (motorways and express-
ways) in a country
Aj = the area of the region
A = the area of the country
To calculate the coecients, we took data in the
time series between 2005 and 2013. e method of
synthesis was used to draw conclusions resulting
from the analysis.
e statistical data from the Slovak and Polish
national and regional databases are used; some data
are retrieved from the Eurostat.
2. e role of road infrastructure
in regional development
Some authors deal with the importance of infra-
structure in regional development in their scientif-
ic works, e.g. Nijkamp (1986), Tvrdoň et al. (1995),
Ghosh and De (1998), Adamkovičová (2013) and
others. Transport infrastructure as a part of infra-
structure and its role in the regional development
has been studied by Evers et al. (1987), Percolo
(2003), Oosterhaven and Knaap (2003), Spieker-
mann and Wegener (2006), Hong et al. (2011).
Rietveld and Bruinsma (1998) andothers have
examined the direct and indirect eects of trans-
port infrastructure on regional development, as well
as costs associated with the development of trans-
port infrastructure. e role of road infrastructure
in regional development has been examined by
Linneker and Spence (1996), Rienstra et al. (1998),
Habánik and Koišová (2011), Havierniková and Jan-
ský (2014) and numerous others.
Some international institutions, e.g. Organiza-
tion for Economic Co-operation and Development
(OECD) and World Bank have examined road in-
frastructure and its impact on economic and re-
gional development. OECD investigated current
evaluation studies of major transport infrastructure
projects in OECD Member countries with an aim to
identify impacts of transport infrastructure invest-
ment on regional development.
Although the role and importance of transport
infrastructure in regional development have been
researched for along time, the views and opinions
of some economists and geographers dier. Some
authors consider road infrastructure to be a neces-
sary condition (although not sucient) in regional
development, on the other hand there are more and
more authors who criticize the overvaluation of the
role of road infrastructure in regional development
(Hey 1996, Bray 1992 and others).
e authors investigating searching the impact
of motorways network development on regional de-
velopment do not share one common opinion. One
group of authors defends the opinion that motor-
ways have a positive impact on regional develop-
ment (Carlino, 1987; Garcia-Milà, 1992 and others).
e other group of authors defends the opposite
opinion claiming that building up motorways does
not have a positive impact on regional develop-
ment and does not result in higher economic eec-
tiveness (Munnell, 1992; Holtz-Eakinand Schwartz,
1994; Rephann, 1994 and others).
At this point it is necessary to say that the re-
search studies of the latter group of authors focus
on countries with a developed motorways infra-
structure and therefore its enlargement is consid-
ered to be ineective. Of course, this is not the case
of Slovakia and Poland, where a motorways and ex-
pressways infrastructure has not been completed
yet, although it could have connected parts of the
countries and made the road transport safer.
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e term road infrastructure is used for a net-
work of roads which which makes it possible to
connect two or more municipalities or objects
(buildings, natural phenomena, tourist attractions)
and is used to transport people and cargo. Ac-
cording to Patarasuk (2013), roads are viewed as
a means of social and economic development be-
cause they link regions, places, people and eco-
nomics together. Improvement of the road network
increases accessibility and mobility while reducing
the distance to destinations, travel costs and trav-
el time. Development of road networks has been
proven to help social development and economic
prosperity.
Road infrastructure is a prerequisite for trans-
porting materials, raw materials, semi-nished and
nished products intended for sale. Road infra-
structure aects the exibility and mobility of the
workforce, which is reected in the employment
level. e level of development of road infrastruc-
ture also aects other factors, such as the develop-
ment of tourism, the inux of foreign investments,
regional development, etc.
3. Road infrastructure
in the Slovak Republic
Road infrastructure in Slovakia has great impor-
tance, because road transport is the most widely-used
mode of transport in Slovakia. e advantageous
geographical location of Slovakia in Europe increas-
es the importance of road infrastructure in the in-
ternational context. In this respect, awell-developed
network of roads and superior road infrastructure
(motorways and expressways) are required. Howev-
er, all categories of roads are needed in the country
and its regions.Fig. 2 shows the division of Slovakia
into self-governing regions.
Fig. 2. Administrative division of Slovakia (self-governing regions)
Source: http://snn.sk/dlhy-cas-zmien-a-hladania-optimalneho-modelu/
In the Slovak Republic, there are signicant
dierences in the social and economic level of its
regions. According to Šedivá (2012, p. 31), the dif-
ferences arise not just from natural-geographic, de-
mographic and historical background of the regions,
but also depend on other socio-economic and po-
litical factors. ese factors have greatly inuenced
the current socio-spatial situation in Slovakia, re-
sulting in a very uneven distribution of economic
and social activities in the territory of the SR.
e road infrastructure in Slovakia comprises
the motorways, expressways, 1st class roads, 2ndclass
roads, 3rd class roads, local roads and special pur-
pose roads. All arrangements and buildings situat-
ed on it are inseparable from it.
e greatest length of the roads is in the larg-
est region of Banská Bystrica, with more than 7,484
km of roads. As of 2013, the region had no mo-
torways, but it has the largest network of express-
ways among regions of Slovakia with almost 104
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km, accounting for 1.4% of the network of roads
in the country. e minimum length of road in-
frastructure is in the smallest region of Bratislava,
less than 2,400 km. is region, however, has the
longest network of motorways among the regions
of Slovakia with nearly 112 km, which represents
a 4.7% share of the network of roads in the coun-
try. ere are no expressways built in the Bratislava
region.
Since individual regions of Slovakia dier in
size, to compare road infrastructure it is prefera-
ble to use a density in km per km2. e highest
density of road infrastructure is in the Trenčín re-
gion, 1.18km/km2, while the lowest density of only
0.70km/km2 is in the Prešov region. In the report-
ed period we can observe increase in the density of
roads especially in Bratislava and Trnava. Converse-
ly, a reduction in the density of roads mainly due
to decrease in the length of local roads occurred in
Žilina, Košice and Banská Bystrica.
Since a sucient number of 1st class roads,
2ndclass roads and 3rd class roads is built in Slova-
kia, most attention in recent years has been paid to
the construction of motorways and expressways. Es-
pecially motorways and expressways have a special
status in developing regions. ey follow the route
of the heaviest trac load and under certain condi-
tions take over considerable part of the trac from
parallel roads of lower class.
e largest network of motorways in the ob-
served period is in the smallest Bratislava region,
while the regions of Nitra and Banská Bystrica do
not have any motorways. During the reported peri-
od most of the motorways were built and put into
use in the Prešov region (more than 55 km), mov-
ing the Prešov region to the second place behind
Bratislava and ahead of Trenčín when it comes to
the length of motorways network in Slovakia.
ere are no motorways built in the Nitra and
Banská Bystrica regions, but these two regions have
the largest network of expressways. During the pe-
riod 2005–2013 their length increased in the Ban-
ská Bystrica region by more than 66 km to almost
104 km and in the Nitra region by some 52 kilo-
metres to nearly 68 km. ere are no expressways
built in the region of Bratislava.Fig.3 shows the
parts of motorways and expressways (in orange)
built in Slovakia in 2005–2013.
Fig. 3. Motorways and expressways in Slovakia in 2005 and 2013
Explanation: motorway/expressway in operation
motorway/expressway under construction
motorway/expressway under preparation
Source: http://www.historiadialnic.sk/historia-1999-2008/a2005/
e highest density of superior road infrastruc-
ture (motorways and expressways) is in the region
of Bratislava, almost 0.054 km per km2 in 2013
followed by Trnava and Trenčín, while the lowest
density of superior road infrastructure is in Košice
(0.007 km per km2). During the reported period,
the density of superior road infrastructure has most
increased in Nitra and Banská Bystrica due to the
completion of the new sections of expressways.
For the assessment of uniformity, respectively in-
equalities of road network in dierent regions of Slo-
vakia, we recalculated the localization coecient for
motorways, expressways and road network together,
in 2005 and 2013. e results are shown in Figure 4.
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From Figure 4 it is clear that in the regions of
Slovakia the least evenly distributed are highways,
especially in 2005, when the localization coecient
for motorways in the Bratislava region reached 7.66.
e use of motorways in Bratislava region is thus
more than 7-fold higher compared to the Slovak
average. In 2013, the dierences in the localization
of motorways in the regions of the SR decreased
slightly. Regarding expressways, in 2005 the highest
localization coecient reached 3.80 in the Trnava
region. Even in the case of expressways dierenc-
es in their localization in 2013 decreased slightly.
However, when we examine the total road network
in the regions of Slovakia, the localization coe-
cient only slightly deviates from 1, i.e. the layout of
the road network in the region is relatively uniform,
with higher coecients of localization in the west-
ern part of Slovakia.
4. Road infrastructure in Poland
Poland represents a link between Eastern/Western
and Northern/Southern part of the European Un-
ion. is geographical location and the potential
capacity of the domestic market provide an impor-
tant opportunity for the development of Poland as
a whole. (Musial-Malago, 2005). Fig.5 shows the di-
vision of Poland into voivodships.
In 2005, the condition of road infrastructure
in Poland was one of the greatest barriers to the
growth of the Polish economy and more specif-
ically it had serious impacts upon specic indus-
trial and commercial activities. e physical and
technical condition of most of the other exist-
ing roads in Poland was very poor (Kapsa – Roe,
2005, p. 58)
In Poland there are the following types of roads:
national (krajowe), regional (wojewódzkie), district
(powiatowe), and local (gminne).
e longest network of the roads is in the larg-
est Mazowieckie region (more than 35,000 km), the
smallest network of the roads are in the Lubuskie
and Opolskie regions (less than 8,500 km).
Due to the varying size of individual regions we
examine the level of road infrastructure in the re-
gions of Poland on the basis of the density of roads
in km/km2. e highest density of road network
is in the Slaskie (1.88 km km/km2) and Malopol-
skie (1.59 km/km2) regions, while the minimum
density is in the Zachodniopomorskie and Lubusk-
ie region (0.60 km/km2). Comparing 2013 to 2005,
the biggest increase in the density of the road net-
work was in the Slaskie region, while the smallest
increase was in the Opolskie region.
Fig. 4. Localization coecient of road network in SR (by NUTS III)
Explanation: BA – Bratislava region TT – Trnava region TN – Trenčín region
NR – Nitra region ZA – Žilina region BB – Banská Bystrica region
PO – Prešov region KE – Košice region
Source: calculated and compiled by authors
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Poland had gradually built up its network of su-
perior road infrastructure during the period 2005–
2013. Most of the motorways were built in the
Dolnoslaskie region, nearly 222 km, followed by the
Wielkopolskie region with the motorway network
of the length of 210.5 km. ere are no motor-
ways built on the territory of the Lubelskie, Pod-
laskie, Swietokrzyskie and Warminsko-mazurskie
voivodships. In the years 2005–2013, most of the
new motorways were built and put into use in the
Łódzkie voivodship, up to 170 km. More than 100
km of motorways was built in the Slaskie and Ku-
jawsko-Pomorskie regions.
Along motorways, expressways are a very im-
portant part of the road network. e longest net-
work of expressways is in the Mazowieckie region,
followed by the regions of Warminsko-mazurskie
and Zachodniopomorskie. e largest increase in
the length of expressways occurred in the regions
of Mazowieckie and Warminsko-mazurskie, about
137 km; an increase of more than 100 km was also
noted in the regions of Lodzkie, Zachodnipomorsk-
ie and Wielkopolskie. By contrast, there are no ex-
pressways built in the region of Opolskie, while the
region of Podkarpackie has only 11 km of express-
ways. In the Lódzkie, Podkarpackie and Podlaskie
regions, expressways were built only in 2012. Fig.6
shows the parts of motorways and expressways built
in Poland in 2005–2013.
e highest density of motorways and express-
ways is in the region of Slaskie, namely 0.023 km/
km2. Very low density of motorways and express-
ways is noted in the regions of Lubelskie and Pod-
laskie (0.002 km/km2). e highest increase in the
density of superior road infrastructure is in the re-
gions of Lodzkie, Slaskie and Lubuskie which was
caused by the construction of new motorways and
expressways. In Poland we can compare uniform-
ity, respectively non-uniformity of road network
through the localization coecient (see Figure 7).
Figure 7 shows that major dierences in the lo-
calization of motorways and expressways in the re-
gions of Poland was in 2005, in 2013 there was a
slight decrease. Overall, the highest localization co-
ecients were obtained in the localization of mo-
torways in 2005 in the Opolskie region (5.31) and
localization of expressways in 2005 in the Slaskie
region (5.23).
Fig. 5. Administrative division of Poland (voivodships)
Source: http://www.gddkia.gov.pl/pl/1077/mapa-stanu-budowy-drog
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Fig. 6. Motorways and expressways in Poland in 2005 and 2013
Explanation: motorway/expressway in operation
motorway/expressway under construction
Source: http://www.wikiwand.com/en/Highways_in_Poland
Fig. 7. Localization coecient of the road network in Poland
Explanation: D – Dolnośląskie; C – Kujawsko-pomorskie; L – Lubelskie; F – Lubuskie; E – Łódzkie; K – Małopolskie
W – Mazowieckie; O – Opolskie; R – Podkarpackie; B – Podlaskie; G – Pomorskie; S – Śląskie
T – Świętokrzyskie; N – Warmińsko-mazurskie; P – Wielkopolskie; Z – Zachodniopomorskie
Source: calculated and compiled by authors
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Localization coecients of the total road net-
work in the regions of Poland are lower compared
to motorways and expressways; however, they re-
mained largely unchanged during the analysed
period.
5. Comparison of road infrastructure
in Slovakia and Poland
e density of road infrastructure in the regions of
Slovakia ranges from 0.70 to 1.18 km/km2, in some
regions there is an increase while in some regions
reduction due to the decrease of the total length of
roads. e density of the road network in the re-
gions of Poland in 2005 ranged from 0.51 to 1.64
km/km2; in 2013, we can observe slight improve-
ment in all of the regions.
During the years 2005–2013, the length of mo-
torways in the SR increased by only about 89.1 km,
i.e. the share of motorways in the total road infra-
structure increased from 0.76% to 0.97% by 2013.
In Poland during the same period, 930.1 km of
motorways was completed, their share in the total
length of road infrastructure increased from 0.22%
to 0.52%.
Slovakia built 180.2 km of expressways, their
share of the total road network increased from
0.18% to 0.60%. In Poland, during the years 2005–
2013, the length of expressways increased by 986.6
km, their share in the total road network increased
from 0.10% to 0.44%.
As far as the density of motorways and express-
ways in Slovakia is concerned, the best region in
this indicator is the Bratislava region, where the
density of motorways and expressways in 2013
was 0.054 km/km2. In Poland the best region is
Slaskie, where the density of motorways and ex-
pressways in the year 2013 was 0.023 km/km2. In
order to compare the dierences in the road in-
frastructure of regions of Slovakia and Poland, we
recalculated the coecient of variation, as shown
in Figure 8.
Fig. 8. Coecient of variation of road infrastructure in Slovakia and Poland
Source: calculated and compiled by authors
Figure 8 shows that at the level of motorways
in Poland there are more signicant regional dif-
ferences than in Slovakia; however, in recent years
this dierence has been decreasing. At the level of
expressways, however, regional dierences are high-
er in Slovakia; nevertheless, we can see their reduc-
tion. As far as the overall road infrastructure is
concerned, it is clear that dierences between re-
gions of Slovakia are signicantly lower than in the
regions of Poland. In Slovakia, the coecient of
variation of the total road infrastructure decreased
from 28% in 2005 to 26.2% in 2013; in Poland, by
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contrast, it increased slightly from 36.7% in 2005 to
39.2% in 2013.
6. Discussion and conclusion
A developed road infrastructure is an important
prerequisite for the functioning of the economy of
each state and helps to reduce disparities between
regions. is fact is valid for all regions in all phas-
es of socio-economic development.
Improving the level of road infrastructure in
countries and regions presents new opportunities
for the growth of tourism, inow of foreign invest-
ments, and higher levels of employment, thereby
supporting overall economic and social develop-
ment as a basis for increase of their competitive-
ness. It is therefore essential to devote permanent
attention to modernization, development and main-
tenance of road infrastructure. Motorways and ex-
pressways play a particularly important role in the
development of individual regions.
e road network in the Slovak Republic is
dense enough, but there is low share of motorways
and expressways. Over the last years the length of
motorways and expressways was redoubled in Slo-
vakia. Poland has gradually built up its network of
superior road infrastructure too. e presence of
road infrastructure in the regions of Slovakia and
Poland is very uneven; however, the situation in
both countries has been changing, especially in the
recent years. e pace of development is faster in
Poland than in Slovakia. e dierences between
regions of Slovakia are signicantly lower than be-
tween the regions of Poland.
As noted by the EU Commission (2013a), fur-
ther development of road infrastructure in the up-
coming period shall be made within the framework
of EU transport policy.
e new EU infrastructure policy triples EU -
nancing to €26 billion for transport for the period
2014–2020. At the same time it refocuses transport
nancing on a tightly dened new core network.
e new core TEN-T network will be supported
by a comprehensive network of routes, feeding into
the core network at regional and national level. e
aim is to ensure that progressively, and by 2050, the
great majority of Europe’s citizens and businesses
will be no more than 30 minutes’ travel time from
this comprehensive network.
Acknowledgements
is article was created within the project “Alex-
ander Dubček University of Trenčín wants to of-
fer high-quality and modern education”, ITMS code
26110230099, based on the Operational Programme
Education.
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