Article citation information:
Piotrowska-Trybull,
M., Kozuba, J., Sirko, S. Airport as a factor shaping the
socio-economic situation in the municipality in a changing reality. Scientific Journal of Silesian University of
Technology. Series Transport. 2023, 121,
167-188. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2023.121.11.
Marzena
PIOTROWSKA-TRYBULL[1],
Jarosław KOZUBA[2], Stanisław SIRKO[3]
AIRPORT AS A FACTOR SHAPING THE SOCIO-ECONOMIC SITUATION IN THE
MUNICIPALITY IN A CHANGING REALITY
Summary. Airports, as
a component of air transport, combine air transport with other modes of
transport to strengthen the transportation accessibility of a place in space,
attract investors, and stimulate the development of the area. Taking into
account that these issues are less exposed in relation to their immediate
surroundings, research was undertaken to determine how representatives of the
authorities and residents of communes (taking into account the nature of the
communes and the size and location of the airport) perceive airports, located
within their communes, in the context of their impact on the socio-economic
situation in the communes. This was achieved by analysing the communes'
strategic documents and data on the operation of communes and airports from 2016
to 2021. These data were obtained from the Civil Aviation Authority, the
Central Statistical Office, the International Air Transport Association, and
the International Airports Council. In an effort to better understand the
relationship between the airport and the commune in which it is located, poll
research was carried out using survey and interview techniques. The research
focused on 10 airports spread across Poland. A total of 1,200 surveys were
conducted among residents of communes, and 10 interviews were conducted with
representatives of local governments and the port. To analyse the collected
data and present the results, Statistica v.13.3 and R/RStudio software were
used.
Keywords: airports,
commune, impact, local, development, pandemics
The initial period of air
transport was characterised by poor travel comfort, a lack of airport
facilities, and unreliable aircraft that carried a small number of passengers.
Airports, which were established during this period, were located close to
cities and also served as entertainment centres, often attracting more visitors
than passengers. During this period of air transportation, most passenger
aircraft did not need extensive airport infrastructure. An increased interest
in airplanes as a means of transportation came in the 1930s and 1940s as a
result of technological advances in the aviation industry, including the
introduction of multi-engine aircraft. Their use,
however, entailed the need for paved and longer runways (Ashford), which in turn
led to the expansion of airports and their occupation of more and more space.
The transformations that took place after World
War II, including technological advances, improvements in travel convenience,
the provision of innovative passenger services, lower ticket prices, improved
safety ratings, the development of low-cost airlines, and the experience of
successive generations, contributed to the popularity of air transportation
(Kozuba et al., 2021; A Statistical Analysis...2018; Aviation
benefits ..., 2016; Forsyth et al., 2010; Mayo et al., 2009; Graham et al.,
2008). Attention should also be
paid to the deregulation of the air passenger transport market. In the European
Union (EU), this process took place in the 1980s and 1990s. In Poland, the changes
in this area were a consequence of Poland's accession to the EU and the
adoption of solutions in force in the Community. They manifested themselves in
quantitative and qualitative changes in the infrastructure of airports, making
it possible to serve an increasing number of passengers (Nicoll et al., 2002;
Hoszman, 2015).
The introduction of faster and
larger aircraft, which evolved to meet the needs of expanding air transport and
contributed to the growth in passenger numbers and cargo volumes, led to the
lengthening of runways (runway requirements continued to grow until the
mid-1970s (Ashford)). Taxiways, infrastructure allowing safe take-offs and
landings, and ground facilities used for aircraft operations and during
passenger and cargo handling were also being expanded. Consequently, airports,
by linking air transport with other modes of transport, occupying
a specific area with fixed facilities within their boundaries, meeting the
needs of passengers and crews and enabling the movement of various cargoes,
present themselves as a complex system that affects the environment in certain
ways (Schmitt et al., 2016; Wensveen, 2015).
2. LITERATURE REVIEW
Airports
are part of the transportation infrastructure (they are a component of the
internal infrastructure factor of local and regional development). Thus, they
affect development in the social and economic dimension, in particular the
conditions for doing business, transport accessibility, transport expenses, as
well as the state of the natural environment (Kupiec, 1999), determine the
economic competitiveness and investment attractiveness of a specific space
(Hryniewicz, 1998; Trojanek 1996). They contribute to the attraction of
investors to a specific location and greater recognition of a specific region,
including smaller territorial units such as communes in the area where they are
located. Designed and organized in accordance with the expectations of
passengers and airlines, they are a showcase for the region, commune, and city
(Kaufan, 2013; Czerkowski, 2019; Program
rozwoju ..., 2015). There are also a number of companies that provide
certain services at airports, both for travelers and the local community
(Freathy et al., 1998). Thus, airports
can be seen as an important factor leading to the emergence of modern
infrastructure, which supports the modernization of the economy and is an
engine of economic growth (Malizia, Fesesr, Renski, Drucker 2021), which,
involving residents and businesses, leads to an increase in the accessibility
of a specific place for tourists, the investment attractiveness of the region
and the communes in which it is located (Piotrowska-Trybull et al, 2022; Beer,
Clower, 2020; Blakely, Leigh, 2010; Graham, 2008; Porter 1998; https://transport.ec.europa.eu/transport-modes/air/airports_en; https://www.aci-europe.org/abo ut/about-us.html),
fosters job creation and increases budget revenues for local government units
(Madras, 2014; Huderek-Glapska, 2011; Airports Council International, The
social and economic impact of airports in Europe, York Aviation 2004).
There
are a number of expectations ahead for the airports, sometimes difficult to
reconcile. On the one hand, an airport ensuring the implementation of the
highest possible number of operations and passengers carried should be located
close enough to the main population centres, on the other hand, far enough away
so that the noise resulting from the use of large aircraft, is kept at an
acceptable level (European Aviation…, 2022;
https://www.easa.europa.eu/eaer/downloads; WAYPOINT
2050, 2020; Destination 2050, 2021; EUROCONTROL Forecast
…, 2021). The presence of an airport is also combined with
increased human and vehicle traffic in its surroundings, which also contributes
to noise. The impact of the airport on the flora and fauna of the area is also
important, as is the generation of pollution resulting, for example, from the
presence of large paved areas and the use of aircraft handling equipment. One should also not forget the
problems associated with moving large numbers of passengers (waste disposal).
The environment of an organisation
has always been subject to change, but nowadays, these changes are
accelerating, and the periods based on which they can be identified are
shorter. These changes, often global in nature, significantly affect
organisations. Along with others, rapidly developing technologies have had a
significant impact on societies and organisations, creating new conditions and
influencing the shape of the future (Bobillier et al., 2021; Marr, 2021; Coron et
al., 2020; Alban et al., 2019). While the use of modern technology, which leads
to changes in people's lives, carries certain risks (Klowden et al., 2021;
Ross, 2017; McAfee et al., 2017; Goodman, 2016), changes that are derived from
suddenly occurring phenomena (Taleb, 2020) cause major disruptions in the
functioning of organisations. This turbulence, among other things, depends on
the industry to which the organisation belongs. This was made clear by the
Covid 19 pandemic, which disrupted societies and organizations and contributed
to the introduction of solutions (Larson, 2021) that had not been used before.
Considering that airports are open
systems, it is a natural sequence that the changes that take place in their
environment affect their operation to a greater or lesser extent. Such a
situation was encountered by airports with the emergence of the Covid-19
pandemic. Confirmation of its unprecedented impact on the situation in the
aviation industry can be found by analysing the data provided in reports (Air
Connectivity. Measuring the
connections that drive economic growth (IATA); Airport Industry Connectivity Report 2020 (ACI); Airport Industry Connectivity Report 2021
(ACI), ICAO Safety Report, 2021
Edition).
3. RESEARCH METHODOLOGY
3.1. Organisation
of the research
The aim of the research was to determine how the size of the airport, its location in the commune, and the nature of the commune affect the opinions of residents and government officials in the context of the port's impact on the socio-economic situation and the environment in their commune in a dynamically changing environment.
The
research was carried out in two stages. In the first one (February-March 2021),
communes with airports in Poland were identified, and five communes were drawn.
These included rural communes (Trzebownisko, Ożarowice, Zabierzów),
an urban-rural commune (Goleniów) and an urban commune (Świdnik).
The following airports are located on their territory: Rzeszów-Jasionka,
Katowice-Pyrzowice, Kraków-Balice, Szczecin-Goleniów, and Lublin.
Aiming to determine how
the socio-economic situation in the drawn communes is influenced by the
airports located on their territory, an analysis of socio-economic indicators
(for 2016 - 2021) and information contained in municipal development
strategies, reports on their condition, and local revitalisation programs was
carried out. All the communes where the study was carried out in both the first
and second stages had airports in the analysed period 2016 - 2021. The time frame
adopted allowed us to characterise the functioning of airports and communes, in
the period before and during the pandemic. In order to deepen the knowledge of
the importance that representatives of local authorities, give to the presence
of the airport and its impact on socio-economic processes in their communes in
February and March 2021, a survey was also carried out among residents of
communes and representatives of local governments. From each commune, taking gender and age into account,
120 people were drawn (600 people in total), while interviews were conducted
with five municipal government employees (one from each commune).
In the second stage, the surveys were carried out
in urban communes (Gdańsk, Bydgoszcz, Łódź, Poznań,
Wrocław), within the borders of which airports are located: Lech
Wałęsa Gdańsk, Bydgoszcz, Łódź,
Poznań-Ławica, Wrocław-Strachowice (the names of the ports are
in accordance with the nomenclature presented on the ULC website). The analysis
of socio-economic indicators (2016 - 2021) and information contained in the
strategies and reports on the state of the studied communes was accompanied by
survey research (first quarter of 2022), where 600 residents of the communes
were surveyed, as in the first stage (120 people were drawn from each commune,
taking gender and age), and one representative of the authorities, from the
commune, was interviewed. In the case of Gdańsk, the interview was
conducted with a representative of the airport. Despite attempts to contact a
representative of the local government in Gdańsk, unfortunately, the
interview could not be completed. As a result, a decision was made to direct an
interview request to the airport, to which a positive response was received. A
total of 1,200 residents of the communes and 9 representatives of the local
government and a representative of the port participated in the first and
second stages of the survey. The distribution across Poland of communes and
airports located within them, along with the nature of the commune, is shown in
Figure 1.
Research with the participation of residents of
communes (questionnaires) and representatives of local authorities and the port
(interviews) was carried out using structured questionnaires. The survey was
conducted using the Computer Assisted Telephone Interview (CATI) method.
Fig. 1. Communes where the surveys were carried
out and airports located on their territory Source: own study
3.2. Data analysed
Data on communes were obtained from
the Local Data Bank of the Central Statistical Office and from the websites of
the communes where the surveys were conducted. Respondents' answers to
individual questions obtained during the survey were included in an Excel file,
where columns corresponded to successive questions included in the survey, while
cases (rows) mapped the answers of successive individuals. This file, used
during statistical analyses, was expanded to include additional variables
(airport size, airport location, nature of communes drawn (see analyses
conducted)). The interviews were recorded, which made it possible, as a result
of transcription, to prepare, from each interview, a separate text file. These
files were used to analyse the text contained therein.
Data on the
airports presented (for 2016–2021) was obtained from the Civil Aviation
Authority (ULC) and the airports' websites. Characterisation of the air
transport situation was possible as a result of analysis of the Air Passenger
Market Analysis and Air Cargo Market Analysis reports presented on the
International Air Transport Association (IATA) website
(https://www.iata.org/en/publications/economics/), and analysis of information
posted on the International Airports Council (ACI) website
(https://www.aci-europe.org).
3.3. Analyses conducted
The data gathered from various
sources was prepared, as pointed out, for example, by D. Delen (2020), for
further investigation. In addition to analyses of documents obtained from the
communes' websites (municipal development strategies, status reports, local
revitalisation programs), data obtained from the CSO website, airport websites,
the International Air Transport Association website, and during surveys and
interviews were studied. These were carried out using the following programs:
Excel, Statistica v.13.3 and R/RStudio. Exploring the data obtained during the
survey, a test was used to verify statistical hypotheses c2. A standard significance level of α = 0.05 was adopted. Analyses of the
text (reports of the International Air Transport Association, text files after
the transcription of interviews, information posted on airport websites)
included preprocessing of the text, creation of word frequency matrices,
counting of word frequencies in individual interviews, and analysis of emotions
during interviews. These issues
are discussed in papers (Bruce et. Al., 2020, Freeman et al., 2019; Wickham et
al., 2018; Silge et al., 2017; Kwartler, 2017; Friendly et al., 2016).
Considering that airports differed in terms of the number of flight operations carried out and the number of passengers checked in, using data for these variables and applying cluster analysis (Euclidean distance, Ward's method), four groups of airports were identified by size (group 1: Kraków-Balice, group 2: Lech Wałęsa Gdańsk, Katowice-Pyrzowice, group 3: Poznań-Ławica, Wrocław-Strachowice, group 4: Rzeszów-Jasionka, Szczecin-Goleniów, Bydgoszcz, Lublin, Łódź). Airports were also differentiated by their location in relation to major cities. From the perspective of this variable (location), the first group included airports located within the borders of Gdańsk, Bydgoszcz, Poznań, Łódź, Wrocław (the average distance of the airport to the center in the group of these cities is 7.2 km); the second group included airports located near Szczecin, Lublin, Rzeszów, Kraków, Katowice (the average distance of the airport to the centre of these cities is 22.8 km). These variables, in addition to the variables included in the metric (gender, age, education, distance of residence from the airport), were used when analyzing the answers that were given by the respondents (residents of communes).
4. RESULTS
OF THE RESEARCH
4.1. Socio-economic
characteristics of communes where airports are located
The communes where
the survey was conducted were diverse in terms of economic potential,
population potential (Table 1), urban and/or rural character, and geographic
location. The identified differences interacted with the way cities and
communes perceived the airport located on their territory, including the
possibility of using its potential for the benefit of development processes in
each unit.
Urban communes
Bydgoszcz
city located in the Kuyavian-Pomeranian Voivodeship, in the north of Poland,
which is the seat of the provincial governor and forms, together with
Toruń, the Bydgoszcz-Toruń agglomeration. In the development strategy of the city of
Bydgoszcz until 2030, modern transport and communication were adopted as one of
the key areas of the city's development, referring, on the one hand, to local
transport ensuring efficient movement of residents of the city and neighbouring
communes within the metropolitan area, and on the other hand, to ensuring
national and international accessibility, appropriate quality of information
and communication infrastructure, as well as a sustainable transport system (Bydgoszcz
2030, p. 3). Among its assets, Bydgoszcz points to its role as an important
transportation hub in road, rail, air and inland waterway transportation (Bydgoszcz
2030, p. 7). In the context of the city's strengths in the economic dimension,
namely the availability of investment land and a diversified economic
structure, the issues of transportation accessibility through integrated and
sustainable transportation seem extremely important for the development of the
Bydgoszcz metropolitan area. With regard to air transportation, the strategy
highlights the weaknesses arising from the network of connections available at
Bydgoszcz Port and emphasizes the need to expand the port. In 2021, the airport
launched flights to Kraków and resumed flights to Kiev. In addition to
permanent connections, seasonal flights to Dublin, Kiev and Antalya were
implemented (Raport o stanie miasta,
p. 239).
Gdańsk, located in northern
Poland, is the capital of the Pomeranian Voivodeship. Together with Gdynia and
Sopot, it forms a polycentric metropolitan area. Gdańsk is a city well
connected with other cities and regions in Poland and abroad. Gdańsk is
home to a seaport and an airport considered to be the poles of its growth (Gdańsk 2030 Plus Strategia Rozwoju
Miasta, p. 22). In recent years, investments have been made at the airport,
consisting of the construction of a new passenger terminal along with the
expansion and modernization of airport and port infrastructure, increasing
accessibility and comfort for travelers, as well as improving connections
between the airport and seaport. European Union, Cohesion Fund, Infrastructure
and Environment Program (https://www.airport.gdansk.pl).
Among Gdańsk's competitive advantages, the technical infrastructure - transport and logistics - is pointed out, which enables it to handle the growing number of passengers and goods (Szmytkowska, p. 118). The developed transport function accounts for investment attractiveness and is the basis for the development of other industries in the city, and plays an important role in connecting the countries of northern and southeastern Europe (Gdańsk 2030 Plus Strategia Rozwoju Miasta, p. 20).
Tab.
1
Socioeconomic indicators of communes in 2016 and 2021
|
Communes |
Population [Thousands] |
Migration balance
per 1,000 population |
Increase birth rate per 1,000 population |
Share of registered unemployed as a percentage of
the working age population [%] |
Employed per 1000 of the population |
Entities registered in the REGON register per 10,000
population |
||||||
|
2016 |
2021 |
2016 |
2021 |
2016 |
2021 |
2016 |
2021 |
2016 |
2021 |
2016 |
2021 |
|
|
Bydgoszcz |
353.9 |
334.0 |
-2.3 |
-5.9 |
-1.3 |
-6.9 |
3.8 |
2.1 |
346 |
364 |
1213 |
1359 |
|
Gdańsk |
463.7 |
486.3 |
2.7 |
2.1 |
1.4 |
-2.13 |
2.9 |
2.5 |
353 |
372 |
1626 |
1787 |
|
Łódź |
696.5 |
664.9 |
-1.2 |
-1.9 |
-5.0 |
-9.96 |
6.6 |
5.4 |
336 |
374 |
1331 |
1493 |
|
Poznań |
540.4 |
545.1 |
-3.3 |
-2.2 |
1.0 |
2.76 |
2.0 |
1.7 |
452 |
461 |
2045 |
2257 |
|
Wrocław |
637.7 |
674.3 |
3.2 |
1.4 |
1.0 |
-2.02 |
2.6 |
1.9 |
420 |
434 |
1826 |
1984 |
|
Świdnik |
39885 |
37.4 |
-3.9 |
-6.4 |
0.2 |
-7.57 |
7.1 |
5.1 |
218 |
238 |
887 |
1021 |
|
Zabierzów |
25.8 |
29.1 |
10.4 |
14.3 |
0.1 |
-0.9 |
3.5 |
2.7 |
495 |
331 |
1276 |
1463 |
|
Trzebow- |
21.2 |
23.6 |
4.9 |
16.9 |
5.0 |
0.6 |
5.8 |
4.6 |
283 |
445 |
809 |
997 |
|
Ożarowice |
5.7 |
5.9 |
4.2 |
11.9 |
0.2 |
-4.3 |
4.6 |
3.6 |
533 |
588 |
1171 |
1279 |
|
Goleniów |
35.8 |
37.0 |
0.4 |
4.2 |
2.3 |
-2.4 |
3.5 |
2.1 |
355 |
372 |
1285 |
1406 |
Source:
https://bdl.stat.gov.pl/bdl/dane/teryt/tablica#
One
of the directions of activities adopted in the strategy under the objective -
Innovative City is: Strengthening the competitiveness of the seaport and
airport and improving external transport accessibility.
https://bdl.stat.gov.pl/bdl/dane/teryt/tablica Investments are being made in the areas around
the port, which in the future will result in new jobs (the so-called Airport
City), logistics, services, and high-tech industry are developing there (Gdańsk
2030, p. 33, https://airportcitygdansk.pl/index.html); Raport o stanie Miasta Gdańska p.
8)). According to the data presented in the Report on the State of the City of
Gdańsk (Raport o stanie Miasta Gdańska), air transport carried
out at the port in 2021 was characterized by an upward trend (Raport, p.
158), with more passengers handled as well as more cargo handled compared to
2020. Passengers used 108 air connections, including 95 scheduled airlines and
13 charter connections. During summer, carriers offered flights to 23 countries
to 77 airports (Report, p. 168).
One of the strengths of
Łódź, the capital of the Łódzkie Voivodeship, is
its location in central Poland at the intersection of two TEN-T (Trans-European
Network-Transport) network corridors covering road, rail, air, sea and river routes. Władysław Reymont Airport,
located not far from Łódź, plays an important role in the
city's development by increasing its transport accessibility and investment
attractiveness (Łódź 2021, s. 6), handling both passenger traffic (in
2021, 69,320 passengers were handled at the airport) and cargo traffic (in
2021, 7355 k, an increase of 19.6% compared to 2020). Two new carriers were
recently acquired: Lumiwings offering flights to selected destinations
in Southern Europe and SkyUp offering flights to Kiev (Łódź 2021,
p. 17). In 2022, holiday charters from Łódź airport included
flights to Turkey (Antalya, Bodrum), Greece (Zakynthos, Rhodes, Crete), and
Bulgaria (Bourgas). The majority shareholder of the airport is the city of
Łódź (95.62%) (https://www.lodz-airport.pl/pl/moje-lotnisko/o-firmie).
The city in 2021 increased its share capital in the company to enable it to
repay its investment obligations (Łódź 2021, p. 109).
Poznań,
the capital of the Greater Poland Voivodeship, located in the western part of
Poland, at the intersection of two TEN-T network corridors (North Sea-Baltic
and Baltic-Adriatic), plays the role of a base city-node (Strategia rozwoju miasta Poznania 2020+, p. 67). In the development
strategy of the city of Poznań 2020+, priority 1. A strong metropolis
assumes the intensification of international contacts and ties, including
measures to support the expansion of the network of rail, road and air
connections with other cities (p. 29). One of the tasks serving this purpose is
the planned, in the period 2025-2030, creation of a railway connection with
Poznań-Ławica Airport (since 2020, works on the preliminary
feasibility study for the development of Poznań Railway Node are in
progress) (https://www.rynek-kolejowy.pl/mobile/powstanie-koncepcja-rozwoju-poznanskiego-wezla-kolejowego-95782.html)
and its connection with the tram and bus network and P+R car parks, as well as
the expansion of the airport infrastructure (Strategia, p. 63; Raport o
stanie miasta Poznania,
p. 632).
In
the context of air transport in Poznań, locations have been identified
that are particularly exposed to aviation noise – in the area of
Poznań-Ławica Airport and the military airport in Krzesiny. Among
other things, the disadvantages for residents were reduced, night flights were
restricted, and the technical condition of airport facilities was improved (Raport o stanie miasta Poznania, p.
279). At the same time, the airport continued to pay compensation for the
establishment of a restricted use area around the airport in 2021, financed by
the company's bonds (Raport, 689). Poznań Airport, like other
airports in Poland, was rebuilding air traffic after the pandemic in 2021.
According to the data, more than 1 million passengers were served at the port
in 2021 (a 60% increase compared to 2020). At the same time, the port was
investing in systems for cyber threat reporting; network visibility management;
intruder detection within the port; and also upgrading the cargo terminal
premises (Raport, p. 639).
Wrocław, the
capital city of the Lower Silesian Voivodeship, is located in south-western
Poland. Wrocław Airport handles passenger and cargo flows. In 2021, like
other ports in Poland, it registered a significant increase in passengers
served compared to 2020. (41%), but failed to return to the values recorded in
2019. With regard to the weight of goods carried between 2018 and 2021, the
highest value was recorded in 2021, it was - 11211 tonnes (State of
Wrocław Report, p. 205). The airport also carried out military and
civilian air operations in the field of saving human health and life as
complementary to the primary scope resulting from the function of a public-use
airport (Report on the State of the City of Wrocław, p. 205). The
commune of Świdnik is located in the Lubelskie Voivodeship in eastern
Poland, approximately 10 km from Lublin, with access to the railway line
connecting Lublin with Warsaw, Kiev and Lviv. The airport located in the
commune is recognised as a strength in the commune's development strategy (Development
Strategy of Świdnik Commune for 2015-2025, p. 14).
Rural communes
The
Zabierzów commune is located in the Małopolska province in the
vicinity of the provincial capital Kraków (13 km). The close location of
the commune in relation to a large city and good transport links to it enable
residents to access a larger and more diverse labour market; access to
institutions providing educational, health and cultural services; and the
existing natural assets make it perceived as an attractive place to live. One
of the factors important for the commune in the context of development
processes is the airport, which affects the economic activity and investment
attractiveness of the place.
The
Trzebownisko commune is located in the Podkarpackie voivodeship, approximately
7 km from the voivodeship capital, Rzeszów. Among the factors that
determine the development in Trzebownisko commune are Podkarpacki Park
Naukowo-Technologiczny Aeropolis (Podkarpacki Science and Technology Park
Aeropolis) (part of SSE Euro-Park Mielec) and the neighbouring
Rzeszów-Jasionka Airport. The activities of these entities support the
changes in the economic structure of the commune towards industry (Development
Strategy of Trzebownisko Commune, p. 11, 71, 77).
The commune of
Ożarowice, is located in the south of Poland in the Silesian Voivodeship.
On the commune's territory there is an economic activity zone and an airport,
which determine its development, making it attractive to new residents and
entrepreneurs (Strategy for solving social problems of Ożarowice,
p. 87-88).
Urban-rural commune
The commune of Goleniów is located in
north-western Poland, in the West Pomeranian Voivodeship, approximately 36 km
from Szczecin. In the commune, investments have been made in transport
infrastructure to integrate road, rail and air connections, thus influencing
the commune's transport accessibility, improving the movement of residents and
strengthening the investment attractiveness for domestic and foreign investors
(Development Strategy of Goleniów Commune for 2014-2023, p. 18,
20).
4.2. Characteristics
of airports in the context of their impact on the situation in communes
An analysis (Text Mining) of the International Air
Transport Association's reports on passenger and Cargo traffic from 2018 to
2022 showed that problems specific to this mode of transport, in addition to
the figures quoted, were evident in the vocabulary used. While reports until
the end of 2019 often featured the word "growth" or an indicator showing air carriers' revenue per
passenger-kilometer, words related to pandemic, restrictions, and
decline were more common in subsequent studies (Sirko, 2022). In 2021, there is
a revival of the aviation market 2021 (https://www.iata.org/en/publications/economics/). This is a positive
sign, offering hope for a return to normality. However, it is important to
remember that the return to pre-pandemic conditions will be spread out over
time.
The
problems faced by international airports have also been and continue to be
associated with airports that offer shorter-haul connections. Based on data
obtained from the ULC, it was found that until 2019, the number of flight operations
was increasing at the airports shown in Figure 1. At most of them, this
translated into an increase in the number of passengers served. In the first
half of 2020, similar to other airports, there was a clear decline in the
number of flight operations performed and the number of passengers handled at
these airports. Figure 2 shows how the number of flight operations performed at
these airports changed in the subsequent quarters of 2020 and 2021 (compared to
the corresponding quarters of 2019). Analysing the depicted data, we can see
that regardless of the size of the airport, viewed through the prism of the
number of flight operations performed and the number of passengers checked in
(in the figure, the lines reflect the adopted division into four groups of
airports - see the organisation of the research), the changes at airports were
similar.
Airports provide important logistical support for
short-, medium- and long-distance freight traffic. In
the age of globalisation, when cooperating companies are spread out in
different locations and people use the Internet to make purchases in different
parts of the world, air transport is gaining in importance due to delivery
times. It is a good solution for transporting high-value, perishable goods,
which, by supporting the JIT strategy, allows inventories to be kept at a
certain level. Due to the strict controls at airports, it is also a safe mode
of transport. Developed and modernised infrastructure at airports (cargo terminals) favours the movement of
cargo by air. However, this mode of moving goods has certain limitations
related to the type, dimensions and weight of the cargo
(https://cargosad.pl/fracht-lotniczy/).
Fig. 2. Number of operations carried out at
airports in relation to 2019 (data in %)
Source: own compilation based on data from ULC
According to data posted on the
Civil Aviation Authority's website on the amount of cargo handled in domestic
and international traffic at the airports featured in the article, the impact
of the Covid-19 pandemic on the amount of cargo carried was less pronounced
than for passenger traffic. From mid-2020 onwards, an increase in the amount
(kg) of cargo transported is evident.
The airport is not the main
destination. It should be seen as an interchange where different modes of
transport are combined. From the perspective of both the airlines and the
airports serving them, it is important that their services be part of a
network. Airports encourage airlines to use them as hubs in their route
networks. The proximity of an
airport to a large city/town in the region, with good access to road and rail
communications, makes its location favorable. Among the airports analysed, the
closest airports to the centre of a large city were: Bydgoszcz (3 km),
Łódź (6 km), Poznań (7 km), the furthest being
Szczecin-Goleniów (46 km), Katowice-Pyrzowice (33 km).
The
attractiveness of an airport is also determined by where planes depart from,
how often this occurs, and which airlines operate each route (Abdelghany et al.
2018). From the
passengers' perspective, this is an important issue, especially when reaching
the destination involves the need to use other modes of transport. On the basis of information provided
on airports' websites (as of October 20, 2022), most connections were offered
by airports (Kraków-Balice, L. Wałęsa Gdańsk,
Wrocław), the least by airports (Łódź, Bydgoszcz,
Lublin).
In order to
provide for the needs of passengers and airport employees, it is necessary to
have establishments providing certain services (shops, restaurants/bars, car
rental and others). According to the information provided on the airports'
websites, the highest number of such establishments was at the
Kraków-Balice and Gdańsk Katowice-Pyrzowice airports, and the
lowest at the Łódź, Bydgoszcz and Lublin airports. The number
of job offers and tenders for various types of construction and modernisation
works carried out by ports was also checked. However, the way this information
is presented (e.g., some ports present information from the beginning of the
year, others in a certain range) does not allow for a more complete analysis of
the available data. The websites of the L. Wałęsa Gdańsk,
Wrocław, Poznań, Bydgoszcz and Katowice-Pyrzowice ports included
information on their environmental protection activities. Their analysis (Text
Mining) made it possible to identify the most frequent words (Figure 3).
Fig. 3. Words that occurred most frequently in descriptions of environmental activities
Source: own study
The frequency of
their occurrence in individual descriptions was not the same. Among the three
most frequent words in individual descriptions were (Gdańsk: noise, environmental, environment, Bydgoszcz: waste, management, environment, Poznań: waste,
operations, air, Wrocław: noise, waste, system, Katowice-Pyrzowice: waste,
protection, environmental).
4.3. Inhabitants
and representatives of communes on the impact of the airport on the
socio-economic situation in their communes
Residents
taking part in the survey were mostly satisfied (72.2% of women, 71.4% of men)
with the presence of the airport in their commune. While they were most
numerous in each commune, they were most numerous in urban communes where
airports are located within the borders of large cities (Bydgoszcz 88.3% of
respondents, Gdańsk 84.2%, Łódź 84.2%, Wrocław
83.3%, Poznań 77.5%). In communes that are located at some distance from
larger cities, the percentage of such indications was lower. Those expressing
dissatisfaction with the presence of the airport were most numerous in rural
communes (Ożarowice, Zabierzów), living close to the airport (no
more than 5 km away). Respondents' opinions on the presence of the airport and
its impact on the quality of life in their commune largely coincided
(statistically significant relationship with high strength of association, p =
0.0000) - Figure 4.
Fig. 4. Respondents'
opinions on the presence of the airport
and its impact on the quality of life in their commune
Source: own study
The highest percentage of responses indicating that the airport improves the quality of life was recorded in communes (Wrocław 84.2%, Gdańsk 80.8%, Łódź 78.3%, Bydgoszcz 76.7%, Poznań 71.7%). Other communes had fewer such responses (Zabierzów 58.3%, Ożarowice 57.5%, Świdnik 57.5%, Trzebownisko 55.8%, Goleniów 50.0%). Respondents in these communes were also more likely not to take a clear position, choosing the answer 'difficult to say' (Goleniów 28.3%, Trzebownisko 27.5%, Świdnik 25.8%, Ożarowice 23.3%, Zabierzów 21.7%).
When analysing
respondents' answers concerning the impact of the airport on the socio-economic
situation in their commune, statistically significant correlations (p <
0.05) were found between the variables (mapped using arrows). In only one case
(location of the airport - the airport attracts investors) was there an average
strength of relationship, in the others, it was weak (Figure 5).
Fig. 5. Statistically significant
relationships between variables
Source: own study
When referring to the impact of the
airport on the socio-economic situation in their commune, the residents of the
communes where the study was conducted perceived mainly economic issues,
indicating that it attracts investors and promotes the development of local
companies. Most such indications were found in urban communes where airports
are located within the borders of large cities (e.g. Gdańsk - airport
attracts investors - 92% of respondents, airport fosters development of
local companies - 82%, Wrocław - airport attracts investors -
84% of respondents, airport fosters development of local companies -
85%). In communes located in the vicinity of urban agglomerations, the
percentage of responses indicating such a relationship was significantly lower
(e.g. Ożarowice - airport attracts investors - 55% of respondents,
airport favours development of local companies - 55%, Goleniów - airport
attracts investors - 53% of respondents, airport favours development of
local companies - 55%). The highest number of people who perceived the
importance of the airport as a magnet for investors and its impact on the
development of local companies was among those with higher education and among
people of working age (18-44 years).
Slightly fewer respondents perceived
the role of the airport in the local labour market, indicating that it creates
jobs for the local population and offers well-paid positions. Again, the
highest percentage of responses perceiving such a relationship was found among
respondents from urban communes where the airport is located (e.g.,
Wrocław - the airport fosters job creation - 81%, the airport
offers well-paid positions - 72%, Bydgoszcz - the airport fosters job
creation - 72%, the airport offers well-paid positions - 77%). Among
respondents from rural communes, the percentage of these indications was lower
- airport favours job creation - 61%, airport offers well-paid
positions - 55%. The favourable impact of the airport on the labour market
situation was most often seen by those with higher education, most often by
those aged 18 to 44, and by gender by men aged 45 to 64 and women aged 45 to
59.
The possibility of obtaining employment at the airport
or in companies that operate as a result of its presence are circumstances
conducive to improving the financial situation of residents of the communes.
Analysing the respondents' answers, which concerned the role of the airport as
a factor in dynamising the functioning of companies and the situation on the
labour market, it was found that, in the opinion of those taking part in the
survey, all these circumstances (statistically significant correlations with
high strength of association, p = 0.0000, while in the case of the question
favours the development of local companies, average strength of association)
contribute to the fact that residents' incomes are higher. Figure 6 shows the
distribution of respondents' responses regarding the increase in residents'
incomes and the role of the airport as an employer where residents of the
commune can find employment. The beneficial impact of the airport was most
frequently perceived among respondents with higher education who lived in large
cities.
Fig. 6. Distribution of respondents' answers regarding the improvement of residents' financial situation and job creation in the context of the presence of the airport
Source: own study
The consequences of the presence of an airport are noise and pollution problems. These were pointed out by 53% and 45% of respondents respectively. Airports are centres of activity, with very extensive paved surfaces, which have to cope with drainage and, in situations of heavy rainfall, with water run-off. It is also important to ensure that the chemicals used in aircraft operations do not enter ground or surface water. Measures taken to reduce noise nuisance are the introduction of hours when aircraft do not take off and land at the airport or (where possible) the use of runways in such a way as to reduce noise.
Problems of noise nuisance were
highlighted by 67% of respondents in Poznań, 66% in Wrocław, 61% in
Gdańsk, 60% in Bydgoszcz, 58% in Ożarowice and 52% in
Łódź. In the remaining communes, the problem was perceived by
a smaller percentage of respondents (Zabierzów 48%, Goleniów 42%,
Świdnik 38%, Trzebownisko 35%). The adverse impact on the environment was
perceived by 52% of residents in Poznań, Ożarowice and
Zabierzów, 50% in Gdańsk. In the remaining communes, the problem
was perceived by less than half of the respondents. Noise nuisance was mainly
noticed by people from large cities and those from other locations living near
the airport (Figure 7).
Fig. 7. Respondents' opinions on noise from the airport,
taking into account its location and distance from the airport
Source: own study
The
impact of the airport on the socio-economic situation in the commune where it
is located was perceived by the communes, as can be found both in the documents
of the communes and in the statements made by representatives of the
authorities and the port. Among the words that were spoken by representatives
of the local authorities and the port, words expressing emotions accounted for
20%-25%. The analysis of these statements (Text Mining) highlights the
variation of emotions among the interviewees (Figure 8).
Among the words uttered by the representatives of the communes, words related to expectation and trust predominated. At the same time, the share of these emotions, in the group of communes located close to larger towns (rural communes), was clearly differentiated (from 24% to 50%). In the trust situation, the gap is as follows: rural communes from 12% to 26%, urban communes from 18% to 35%. The expectations expressed in the statements were mainly related to the recovery of passenger traffic. At all surveyed ports, the number of operations in 2021 compared to 2020 was higher but did not reach the value of 2019. - the year before the outbreak of the SARS-COV-2 pandemic. Depending on the location of the airport within the city limits or in a commune neighbouring a large urban centre, the accents regarding the impact of the port in the socio-economic dimension were distributed slightly differently. In the former case, the port was regarded as a growth pole, a transport hub and, in the context of the TEN-T network, a base city - a node that favours the development of passenger and cargo traffic.
Fig. 8. Distribution of emotions in the words
uttered by
representatives of communes and the port
Source: own study
The development of tourist traffic, which
is one of the consequences of the port's presence in the city, is conducive to
increasing the turnover of businesses in the hotel, catering, cultural and
other sectors and to intensifying trade. Key in this respect is the
accessibility of the port for residents and tourists in economic (competition
of airlines, presence of low-cost carriers) and spatial terms, as well as
accessibility for businesses, which increases the attractiveness of a specific
location. It is also worth emphasising that in individual cities, with the
participation of public and business partners, a number of infrastructural
investments have been made that have increased the accessibility of the port in
space (reconstruction of streets, changes in traffic organisation, construction
of bypasses, railway stations, and bus stops), reduced the congestion of access
roads to the port, and shortened travel time. In addition, further measures are
planned in the infrastructural area to increase the comfort of travel as well
as reduce business costs. In the second case, the port is a growth pole in the
commune, attracting investors who locate in specially created business zones,
creating jobs, as well as gaining access to a large and absorptive market due
to the proximity of the city and also to foreign markets through the port.
Furthermore, the presence of terminals in towns adjacent to major metropolitan
areas encourages the growth of economic endeavors related to airports.
It is also worth noting that the
dynamics of passenger traffic at some of the ports were linked to a wave of
economic emigration after Poland's accession to the European Union, including
to the UK, Germany, Ireland, Italy, France, the Netherlands, Belgium, and also
Norway, which was reflected in the flight networks (emotions expressing
anticipation, trust, and joy).
Emotions expressing joy in the
statements of respondents concerned the perception of the presence of the port
as a reason to be proud, an element strengthening the prestige of the city and
confirming its importance in the national and international network of
agglomerations and metropolises, as well as an opportunity for further
investments in the city and new directions of its development.
In the context of negative emotions such as fear, sadness, and anger, the statements referred to the restructuring activities at the airports resulting from the significant reduction in air operations during the pandemic and the consequent decline in their revenues, as well as financial losses. In view of the fact that cities are shareholders in airport companies, in some cases majority shareholders, this also meant a loss to their budgets. The financial dimension also appeared in the context of statements concerning a reduction in tourist traffic, which in effect meant certain losses for cities. Less tourist traffic means less turnover in, among others, the hotel, catering and cultural industries, including the loss of jobs by some of the employees working in these industries and, as a result, a reduction in tax revenue to the cities' budgets. In relation to the location of ports, negative emotions are generated by the noise generated by aircraft, the high volume of traffic in the vicinity of the port and restrictions on the development of space regarding restricted use areas. Sometimes this also involves the need for individual ports to compensate residents.
5. CONCLUSIONS
The
research was conducted during a period when airports were not operating at full
capacity due to the pandemic, but the measures they were taking and the increase
in passenger interest in travel in 2021 were having an impact on increasing the
number of airport operations. The survey involved respondents from the communes
- residents, local authorities and a representative of the port in the area
where the airports were located. Both the airports and the communes varied. In
the first case, the differences were due to the size of the airports, the
number of flight operations by passenger and cargo traffic, and the domestic
and international flight destinations offered to customers. In the second case,
the differences were related to the communes, in particular their urban and/or
rural character, their economic potential and structure, and their population
potential. Despite the differences in both cases, it was also possible to
identify similarities. From the airports' perspective, as a result of the
SARS-COV-2 pandemic, there was a downward trend in the number of flight
operations carried out, especially in passenger traffic, which clearly reduced
this traffic and, in the second quarter of 2020, stopped it completely after
almost a decade of growth (since the economic crisis in 2008). Then, from 2021
onwards, airports registered an increase in operations and a recovery in
passenger traffic, although they did not reach the values characteristic of
2019. With regard to communes, on the other hand, they have been characterised
over the years by increasing transport accessibility and progressive investment
attractiveness. There were economic activity zones, industrial parks, and
science and technology parks in the vicinity of airports, which attracted
entrepreneurs and fostered job creation. Referring to the labour market
situation in the surveyed communes in 2021, there was an improvement in the
number of employed and unemployed compared to 2020, but in many cases these
indicators were lower than in 2019, which in many respects was characterised by
the most favourable values of socio-economic indicators in the 2016-2021
period. Most of the communes surveyed recorded population growth, the
exceptions being: Bydgoszcz, Łódź, Świdnik. These cities
were characterised by a negative total migration balance and a negative natural
increase. With regard
to the latter indicator, it should be noted that in the period from 2020, it
concerned 9 of the examined communes, except for Trzebownisko commune, where it
was a positive value (however, with a clear downward trend). In the communes and ports surveyed,
similar patterns were observed in terms of the changes to which the socio-economic
indicators were subjected.
Respondents'
opinions on the impact of the airport on the socio-economic situation of the
communes were mostly positive, with responses at the upper end of the scale,
but varied from location to location. They were significantly influenced by the
location of the airport, the size of the airport, including the number of air
operations and their directions, and the nature of the commune. Among the impacts of the
airport on the commune, the following were noted: direct, indirect and induced
impacts (Graham, 2008). During
the survey, respondents perceived direct (employment, noise), indirect (income
generated in the goods and services supplier chain), and induced (increased
turnover and jobs in hospitality, catering, etc.) effects. In the case of large
urban communes, airports were seen as important elements that increase the
transport accessibility of a specific place in space, following which they
favour the intensification of tourist traffic and, consequently, the development
of industries that serve this traffic. At the same time, due to its size and
socio-economic potential, increased transport accessibility was an element that
favoured the diversification of the labour market, attracting investors and
dynamising trade. In the case of smaller communes neighbouring large cities,
the airport was a source of jobs partly in companies located at the airport,
but also in companies providing services around the airport. In these communes,
infrastructural investments were made, which, combined with specially prepared
investment areas, provided an incentive for domestic and foreign entrepreneurs
to undertake economic activity. Environmental protection issues are also
strongly emphasized in studies, reports, and strategies. In the past, due to
the solutions used, including the technical sophistication of aircraft, the
area occupied by airports, and the number of people transported, they were not
so relevant. Nowadays, however, airports, local authorities and residents alike
emphasise the importance of environmental measures. Airports are investing in
solutions that protect the natural environment and reduce pollution and noise.
Declaration of competing
interest
The authors declare that they have no known
competing financial interests or personal relationships that could have
appeared to influence the work reported in this paper. The authors alone are
responsible for the views expressed in this article, and they do not
necessarily represent the views, decisions or policies of the institutions they
are affiliated with.
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Received 19.07.2023; accepted in
revised form 30.09.2023
Scientific Journal of Silesian University of Technology. Series
Transport is licensed under a Creative Commons Attribution 4.0
International License
[1] War Studies Academy, Faulty
of Management and Command, al. gen. A. Chruściela "Montera" 103,
Warsaw, Poland. Email: m.trybull@akademia.mil.pl. ORCID:
https://orcid.org/0000-0003-3174-0725
[2] Faculty of Transport and
Aviation Engineering, The Silesian University of Technology, Krasińskiego
8 Street, 40-019 Katowice, Poland. Email: jaroslaw.kozuba@polsl.pl. ORCID:
https://orcid.org/0000-0003-3394-4270
[3] War Studies Academy, Faulty
of Management and Command, al. gen. A. Chruściela "Montera" 103,
Warsaw, Poland. Email:
s.sirko@akademia.mil.pl. ORCID: https://orcid.org/0000-0002-5154-8522