By Bogdan Mieczkowski (auth.), Bogdan Mieczkowski (eds.)
In the fast-growing East ecu economies, a parti cularly vital function falls to the shipping platforms which are referred to as upon to maneuver an ever-rising quantity of products and a con stantly expanding variety of passengers. Gaining new insights into the issues that face these delivery platforms, into their achievements, and into a few nonetheless unanswered questions is consequently hugely fascinating and--in phrases of global event --essential. The transportation platforms of jap Europe function inside a centrally deliberate surroundings, yet they serve dif ferent forms of economies, from hugely complicated East Germany and Czechoslovakia to the nonetheless industrializing Romania and Bulgaria. they need to fulfill relatively assorted shipping wishes: they function inside of platforms that experience followed various scales of political and monetary priorities and varied equipment and sorts of reaching them politically--from the trustworthy Soviet shadow-state of East Germany to the indepen dence-seeking Romania and Yugoslavia and, economically, from the routinely strict authoritarian type of Romania that seeks industrialization and nation energy to the hot monetary Mechanism of Hungary and the decentralization of Yugoslavia. additionally, in contrast to the Soviet Union, the East ecu delivery sys tems hide quite small territories whose exterior connec tions vary from each other in scope and in modes. In addi tion, the delivery structures of japanese Europe were referred to as upon to complete feats of steeply emerging functionality with x infrastructures and kit supported by means of miserly allocations.
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Additional resources for East European Transport Regions and Modes
Construction of the "missing links" between the parts of the system, as described above, will in the near future (5-10 years) finally weld together the Polish railroad systems by reducing historical disparity in density and lack of linkages. The density will also become more uniform due to progressive liquidation of the uneconomic feeder lines in western Poland, whose role will be taken over by trucking. More important, however, is the fact that with the construction already completed, in progress, or planned, the Polish industry and mineral resource base, largely located in the southern two-thirds of the country, will be better served by the railway network of the future.
It strengthened economic links with the Soviet Union and, to a smaller extent, with other CMEA countries. The Soviet-type system of planning and management was introduced in all sectors of the economy, including foreign trade and maritime transport. This was the period of very high rates of investment in fixed capital mainly in heavy industry, in industrial production, and net material product but a relatively slow growth in foreign trade. 2). 4 billion in 1953. 1 billion by 1950. 1 billion in 1954.
Air Transport Polish air transport system, completely rebuilt from total devastation of World War II, plays but a small part in Polish domestic economy. For a variety of reason, mostly economic but also political (during the stalinist period before 1956), Poland could not make large investments in the air communication system. Prague, the capital of Czechoslovakia, was designated by the Comecon to be the area traffic hub. Even now, the foreign air connections of the "Lot" Polish Airlines are more numerous and more profitable than the internal market.