D1.5 Implementation Stat Rep G1.2 Community project

Transcription

G1.2 Community project
studies from SUMP
Implementation status report
Deliverable No.:
D1.5
Project Acronym:
DYN@MO
Full Title:
DYNamic citizens @ctive for sustainable MObility
Grant Agreement No.:
296057
Workpackage/Measure No.:
WP1 / G1.2
Workpackage/ Measure Title:
WP1 Sustainable Urban Mobility Planning / G1.2 Community
project studies from SUMP
Responsible Author(s):
Lech Michalski
Responsible Co-Author(s):
Jacek
Oskarbski,
Dorota
Gajda-Kutowińska,
Romanowska
Date:
17-11-2015
Status:
Final (revised)
Dissemination level:
Public
Aleksandra
D1.5 Implementation Status Report G1.2: Community project studies from SUMP
November 2015
Abstract
While elaborating the dynamic SUMP in measure G1.1 (Advancing towards dynamic SUMP)
some of the elements of the City’s SUMP were implemented within the CIVITAS DYN@MO
project as pilot projects and some of them were only limited to simulations and studies (with
possible implementation in the future). This document includes descriptions and results of
Gdynia’s activities and tasks which helped preparing a more advanced SUMP for the City:
studies on the PRT line, road traffic modifications/ PT lines distribution and cycling & walking
& pedestrian areas campaigns. Implementation and results of them should improve traffic
management in the City, enhance the state of the environment by reduced congestion and
transport-related pollution and therefore contribute to the better quality of life of the city’s
inhabitants.
Personal Rapid Transit (PRT) is a fast personal transport, combining the features of
passenger personal and public transport in cities. It is a system of "point to point", operated
by small vehicles for a few persons moving at light infrastructure remotely without stopping at
intermediate stops. Preliminary analyses done for the City of Gdynia indicate that most of the
PRT benefits can be achieved through the introduction of PRT to the current transport
system in Gdynia. The scale of these benefits is determined by the location and extent of
connections in the target PRT network. Due to many favourable circumstances, the first step
in the construction of this network should be the construction of the service Gdynia Glowna
(Main Railway Station) – Molo Rybackie with a length of over 2 km, including 7-9 stops. In
this case, the application of PRT technology may have an advantage over other conventional
solutions, also in terms of economic efficiency. In the process of further clarification of the
work on the advisability of implementing PRT in Gdynia, the following is needed:
 involvement of residents, the city authorities and experts in the selection of options of PRT
location and technology for the pilot service station Gdynia Glowna – Molo Rybackie,
 implementation of traffic forecasts for this service in conjunction with conventional
services and urban transport feasibility study for a decision on further stages of PRT in
Gdynia.
In terms of changes in the traffic organization in the city centre of Gdynia and the public
transport line distribution, possible options were developed. These options will be used to
develop scenarios of changes (more focused on pedestrians, public transport and the
development of the streetscape) with regard to the planned development of public transport
services, including PRT, and the development of basic streetscape. The main changes, that
affect travel conditions in the network, will be the introduction of pedestrian areas (with
greater or lesser availability of public transport). Analyses and forecasts will identify desirable
directions of transformation of the transport system in the coming years of transportation
system modernization.
Promotional campaigns for cycling, walking and pedestrian areas were done for young and
adult inhabitants of Gdynia during which the City noticed the increased numbers of cyclists
and walkers among both target groups. Next to this positive effect the cycling campaigns
among adults also helped to get information – based on GPS devices – about the popularity
of routes in Gdynia. It also became evident that people created a community spirit and tried
to show others how sustainable transport positively influences their and the city’s
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November 2015
development and health. A description of and further advantages as well as results are
described in this document.
Project Partners
Organization
Country
Abbreviation
Gdansk University of Technology
PL
GUT
City of Gdynia
PL
ZDiZ
Action
Status
Diss. Level
Draft of IPR for G1.2
Draft
SC, TC
Document History
Date
Person
31.02.15 Jacek Oskarbski
15.04.15 Aleksandra Romanowska Preparation of final draft
Final draft PM
18.06.15 Marcel Braun
Final
EC
Final
EC
Final proof-reading and editing
17.11.15 Dorota Gajda-Kutowinska Update of final version
Status: Draft, Final, Approved, and Submitted (to European Commission).
Dissemination Level: PC = Project Coordinator, SC=Site Coordinator, TC=Technical Coordinator, EM=Evaluation Manager.
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November 2015
Table of Contents
1
INTRODUCTION ............................................................................................................................. 9
2
CONCEPT OF PRT STUDY.......................................................................................................... 10
2.1
CHARACTERISTICS AND EXAMPLES OF A PRT SYSTEM ............................................................... 10
2.2
GDYNIA – A POTENTIAL SITE LOCATION FOR THE PILOT IMPLEMENTATION OF A PRT SYSTEM ........ 12
2.2.1
Transport system in Gdynia and trends ........................................................................................... 13
2.2.2
Transport preferences of residents in 2013 ..................................................................................... 14
2.2.3
Mobility and traffic forecasts for 2020 ............................................................................................ 15
2.2.4
The concept of a tram service connecting Gdynia Glowna Railway Station with Molo Rybackie ... 15
2.3
2.3.1
Assumptions for the concept ........................................................................................................... 17
2.3.2
The implementation process of PRT ................................................................................................ 17
2.3.3
Final shape of PRT system network ................................................................................................. 18
2.3.4
Feasibility of PRT within the existing streets ................................................................................... 20
2.4
3
GENERAL CONCEPT OF THE PRT SYSTEM IN GDYNIA ................................................................. 17
PRT LINE BETWEEN GDYNIA GLOWNA RAILWAY STATION AND MOLO RYBACKIE .......................... 22
2.4.1
Determinants of planning in the downtown area ........................................................................... 22
2.4.2
Planned changes in the downtown area development ................................................................... 23
2.4.3
Options of the service routes Gdynia Glowna – Molo Rybackie ...................................................... 24
2.5
APPROXIMATE COST OF PRT IMPLEMENTATION ......................................................................... 27
2.6
CONCLUSIONS FOR FURTHER ANALYSIS..................................................................................... 27
STUDY ON ROAD TRAFFIC MODIFICATIONS AND PUBLIC TRANSPORT SERVICES
DISTRIBUTION ..................................................................................................................................... 28
3.1
ANALYSIS AND ASSESSMENT OF THE CONDITIONS FOR PEDESTRIAN TRAFFIC IN THE CITY CENTRE OF
GDYNIA ………………………………………………………………………………………………………..29
3.1.1
Pedestrian traffic generators .......................................................................................................... 29
3.1.2
Pedestrian traffic measurements .................................................................................................... 30
3.1.3
Conditions of pedestrian traffic on pavements ............................................................................... 32
3.1.4
Density and location of pedestrian crossings .................................................................................. 33
3.1.5
Pedestrian safety ............................................................................................................................. 34
3.1.6
Evaluation of pedestrian traffic conditions ..................................................................................... 35
3.1.7
Assumptions for pedestrian traffic forecasts .................................................................................. 35
3.2
OPTIONS FOR THE DEVELOPMENT OF PEDESTRIAN ZONES .......................................................... 36
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3.3
5
IMPROVING PUBLIC TRANSPORT ................................................................................................ 45
3.3.1
Analysis and evaluation of public transport system in Gdynia ........................................................ 45
3.3.2
The planned development of public transport ................................................................................ 53
3.3.3
Preliminary options of public transport improvements ................................................................... 55
3.4
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CHANGES IN TRAFFIC ORGANIZATION ........................................................................................ 63
CONCEPT FOR PROMOTION OF WALKING AND CYCLING ................................................... 66
4.1
GOOD PRACTICES IN EUROPEAN CITIES ..................................................................................... 66
4.2
CAMPAIGNS FOR RESIDENTS AND EMPLOYEES OF COMPANIES IN GDYNIA .................................... 69
4.2.1
Cycling competition for employees of the companies in Gdynia – “I'm going to work by bike” ..... 69
4.2.2
European Cycling Challenge ............................................................................................................ 72
4.2.3
Campaign for 5 grade pupils of primary school ............................................................................ 77
th
CONCLUSIONS ............................................................................................................................ 80
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List of Figures
Figure 1: System MISTER ....................................................................................................... 11
Figure 2: (a) Basic and perspective road system of the city of Gdynia; (b) The planned street
system in the downtown area .................................................................................. 13
Figure 3: The dimensions of the lane for TRANSLOHR vehicles ........................................... 16
Figure 4: Location of stops within the tram service ................................................................. 16
Figure 5: The concept of the PRT service in the downtown with the location of the
main stops................................................................................................................ 19
Figure 6: Location of poles and PRT in street cross-section .................................................. 21
Figure 7: Miedzytorze in Gdynia .............................................................................................. 21
Figure 8: Location of local development plans in the northern part of the downtown area
(green – plans adopted) .......................................................................................... 22
Figure 9: Downtown areas ....................................................................................................... 23
Figure 10: Option 1: Gdynia Glowna - Molo Rybackie ............................................................ 25
Figure 11: Option 2: Gdynia Glowna - Molo Rybackie - Teatr Muzyczny with connections to
the Dworzec Morski ............................................................................................... 25
Figure 12: Option 2: Gdynia Glowna - Molo Rybackie with connections to a branch to the
Dworzec Morski and Teatr Muzyczny ................................................................... 26
Figure 13: The main generators of pedestrian traffic in the city centre of Gdynia .................. 30
Figure 14: Pedestrian traffic volume in the city centre of Gdynia per hour in cross-sections. 31
Figure 15: Location of the spots with the highest percentage crossing the street beyond the
pedestrian crossing ............................................................................................... 32
Figure 16: Location of pedestrian crossings in the streets with high pedestrian traffic .......... 34
Figure 17: Location of dangerous intersections where accidents occurred involving
pedestrians in 2010-2012...................................................................................... 34
Figure 18: Estimated forecast of pedestrian traffic - the number of pedestrians per hour in
2020 (in the case of the implementation of plans) ................................................ 36
Figure 19: Location of the pedestrian zone based on Option I ............................................... 37
Figure 20: Location of the pedestrian zone based on Option II .............................................. 38
Figure 21: Location of the pedestrian zone based on Option III ............................................. 38
Figure 22: Location of the pedestrian zone based on Option IV ............................................. 39
Figure 23: Location of the pedestrian zone based on Option V .............................................. 39
Figure 24: Location of the pedestrian zone based on Option VI ............................................. 40
Figure 25: Location of the pedestrian zone based on Option VII ............................................ 40
Figure 26: Location of the pedestrian zone based on Option VIII ........................................... 41
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Figure 27: Location of the pedestrian zone based on Option IX ............................................. 41
Figure 28: Location of the pedestrian zone based on Option X .............................................. 42
Figure 29: Location of the pedestrian zone based on Option XI ............................................. 42
Figure 30: Location of the pedestrian zone based on Option XII ............................................ 43
Figure 31: Location of the pedestrian zone based on Option XIII ........................................... 43
Figure 32: Routes of ZKM services in Gdynia ......................................................................... 46
Figure 33: Diagram of trolleybus network in Gdynia ............................................................... 47
Figure 34: Average time loss of public transport vehicles ....................................................... 48
Figure 35: Location of critical sites .......................................................................................... 49
Figure 36: Average travel time from the areas of Gdynia ....................................................... 53
Figure 37: Synthetic indicators cartogram of public transport services in the areas of
Gdynia ................................................................................................................... 53
Figure 38: Planned new and upgraded bus loops ................................................................... 54
Figure 39: Directions of the expansion of trolleybus routes .................................................... 55
Figure 40: Proposed initial locations of bus lanes ................................................................... 62
Figure 41: Example of changes in the organization of movement after the introduction of
pedestrian zones ................................................................................................... 64
Figure 42: Cartogram of traffic volume during the afternoon rush hour – current situation.... 65
Figure 43: Cartogram of traffic volume during the afternoon rush hour – after closing
Starowiejska Street ............................................................................................... 65
Figure 44: Website cycling competition for employees of companies in Budapest ................ 67
Figure 45: Website for the cycling competition for employees in Växjö .................................. 67
Figure 46: European Competition of Cycling website - European Cycling Challenge 2013 .. 68
Figure 47: The campaign website Walk to School Week ........................................................ 69
Figure 48: Cycling competition website for employees of Gdynia companies – “I'm going to
work by bike” ......................................................................................................... 70
Figure 49: Participants from the company Unisoft and the Public Library .............................. 70
Figure 50: Participants from the PEWIK company in edition 2015 ......................................... 71
Figure 51: Final gala of edition 2015 ....................................................................................... 72
Figure 52: Gdynia final ECC2014 – 31 May 2014 ................................................................... 73
Figure 53: General classification in ECC2014 ......................................................................... 74
Figure 54: Heatmap of Gdynia based on the data from the ECC in 2014 .............................. 75
Figure 55: General classification of ECC2015 participants ..................................................... 76
Figure 56: Heatmap for Gdynia after ECC2015 – all weekdays ............................................. 77
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Figure 57: One of the classes participating in the “Race of Poland” ....................................... 79
Figure 58: Distribution of prizes to the winners of the “Race of Poland”................................. 79
Figure 59: Meeting with students during “Race of Poland” ..................................................... 80
List of Tables
Table 1: Comparison of PRT with other urban public transport systems ................................ 12
Table 2: Approximate reduction of travel time for each connection after implementation of the
PRT system in 2025 ................................................................................................... 20
Table 3: Increases in the built-up areas in regions (based on BP) ......................................... 24
Table 4: The length of the network in different options ........................................................... 26
Table 5: Estimated cost of construction of the system ............................................................ 27
Table 6: LOS criteria for pavements by HCM .......................................................................... 33
Table 7: Microanalysis of the quality of public transport functioning in Gdynia ...................... 50
Table 8: Microanalysis of the quality of public transport functioning in Gdynia ...................... 52
Table 9: Planned routes of services and frequencies of vehicles on weekdays in 2015 ....... 58
Table 10: Planned routes of services and frequencies of vehicles on weekdays in 2015 ..... 59
Table 11: Planned routes of services and frequencies of vehicles on weekdays in 2015 ..... 60
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1 Introduction
Within measure G1.2 Community project studies from SUMP of the CIVITAS
DYN@MO project, Gdynia is working on detailed studies and analyses for
selected SUMP (Sustainable Urban Mobility Plan) measures, including e.g. a
PRT line, road traffic modifications, public transport lines distribution and
pedestrian areas in Gdynia. The selected measures require decisions as to
their role and purpose of implementation as well as their impact on reducing
congestion, emissions and noise. The analyses are being conducted by
Gdansk University of Technology, with the use of a transport model elaborated
within CIVITAS DYN@MO measure G3.1 Traffic model development to
expand Gdynia’s SUMP.
The main objectives of measure G1.2 are to:
 prepare studies for priority actions identified in the SUMP developed within the BUSTRIP
project,
 prepare community project studies which will serve as a basis for updating and expanding
Gdynia’s SUMP,
 decrease congestion, reduction of pollutions after implementation of measures set up in
the analyses and studies within community projects.
In general, activities in this CIVITAS DYN@MO measure consist of:
 preparation of databases,
 analysis of the current state of knowledge on the use of PRT systems, modification of






urban transport services, development of zones and facilities for walking and cycling,
development of alternative solutions in the field of PRT system, bus and trolleybus
services, pedestrian areas in Gdynia,
development and implementation of methods for evaluating the effectiveness of the
measures,
implemented using a multilevel model transport systems,
analysis of the impact of TRISTAR subsystems (TRISTAR is a Tri-City Intelligent Traffic
Management System, including a number of subsystems for e.g. monitoring of traffic,
traffic management and control, parking management, passenger information) on
improvement of the transport network reliability, in the light of simulated changes in the
traffic management,
development of the concept of promoting non-motorized modes of transport,
process of public consultation on the proposed solutions using web-based platform.
As a result of the measure Gdynia will obtain concepts of the solutions for:
 use of the PRT system in Gdynia,
 modifications to the road traffic and public transport services system,
 promotion of pedestrian, cycling traffic and pedestrian zones.
In this measure activities were analysed which can be implemented in the City of Gdynia now
(promotional campaigns for cycling, walking and pedestrian areas), in the short and medium
term (road traffic modification and PT lines distributions), and in the long term (PRT system).
The main factors for the implementation of the described activities are costs and complexity
of preparations. All of the analysed activities have or will have an influence on changing
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travel behaviour and habits of Gdynia’s inhabitants, leading to a change of modal split of
Gdynia, by increasing the percentages of public transport, cycling and walking. The
descriptions, methodology and first results of the tasks within measure G1.2 are described in
this document.
2 Concept of PRT study
Within the CIVITAS DYN@MO measure G1.2 Community project studies from
SUMP, Gdansk University of Technology elaborated a concept for a PRT
study. Based on an analysis conducted using a 3-level transport model,
research was done on the advantages and requirements for the
implementation of PRT in Gdynia. This task will be not be introduced during
the DYN@MO project lifetime, but the analysis conducted are an important
basis to introduce PRT in the long term.
2.1 Characteristics and examples of a PRT system
Personal Rapid Transit (PRT) is a fast personal transport, combining the features of
passenger personal and public transport in cities. It is a system of "point to point", operated
by small vehicles for a few persons moving at light infrastructure remotely without stopping at
intermediate stops, moving on the optimal way being selected by the system according to the
criterion of a minimum travel time. PRT is a form of automatic transport without a driver. It is
also an innovative means of public transport, fully circumscribed in the development of
Intelligent Transport Systems. PRT system features include1 2:
 small, fully automatic electric vehicles,
 lightweight, occupying a small space infrastructure, which can be suspended above the






earth, on the earth or under the earth,
vehicles dependent on the infrastructure, which is reserved exclusively for this system,
vehicles available for the use by individuals or small groups travelling together, through
the choice of a particular route,
service can be accessed 24 hours a day, 7 days a week,
vehicles moving along a fully integrated network and all stations,
a system for providing direct journey from the beginning to the end without stopping at
intermediate stops,
transport system available mainly on request, without a specific timetable.
Research and implementation in the field of PRT has been carried out, among others, in the
Netherlands, the UK, Sweden, Denmark and Poland:
 in the Netherlands at Schiphol Airport near Amsterdam the FROG Park Shuttle system
was developed in 1997. In this system vehicles move along two routes in the shape of a
loop, each with a length of 1 km and three stops. In 1999 this system was also used in the
business centre near Rotterdam for connecting the business centre with the underground
1
2
B. Dunning - Personal Automated Transportation: Status and Potential of Personal Rapid Transit, 2003
J. Schweizer - The Case for Personal Rapid Transit (PRT), 2010
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




November 2015
station at a length of 1.3 km. The cost of this system was about $ 3 million (including the
purchase of 3 vehicles).3
in the UK the University of Bristol develops the Ultra system (Urban Light Traffic),
implemented since 2001 in Cardiff (Wales). The system uses battery-powered, four
rubber-wheeled vehicles moving along a special track that runs both on the ground and
above ground. It is a good option for cyclic service facilities such as airports, university
campuses and other large centres of activity (Dunning 2002). The cost of 1 km is
estimated at $ 5 million.4
in Sweden, for the SkyCab system studies were performed and test tracks were
established in several cities and at Arlanda Airport near Stockholm. Also a project for
connecting Linkoping University's campus to the city centre was developed. It includes 21
km of track, 25 stations and more than 100 vehicles. The operating speed is 36 km/ h, the
minimum turning radius is 20 m, with the maximum longitudinal slope of 10%. The cost for
1 km is estimated at about $ 4 million.5
another Swedish system is Flyway, developed conceptually by SwedeTrack. The system
uses 5 passenger vehicles suspended on a beam with cross section of 70x90 cm.6
in Denmark the Danish Technological Institute develops the RUF system (vehicle
prototype and test track). It uses two-mode vehicles without a driver, which can move in
the traffic stream on a single rail. The cost is approximately $ 7 million/ mile.7
in Poland so far there is no service of a PRT system, however work is quite advanced on
the development of a system called MISTER – the Polish innovative system of urban
public transport. Controlled vehicles carry up to five people on request, directly between
any two stops by overground rail infrastructure at a height of about 10 m above the
ground. Stops are small and located at sides, not blocking traffic on the routes.8
Figure 1: System MISTER
9
Detailed analyses of PRT systems were carried out under the EDICT (Evaluation and
Demonstration of Innovative City Transport) project in which experiences, recommendations
and examples of PRT systems in cities with various existing public transport systems were
collected. Analyses carried out within the project indicate significant benefits of PRT systems
3
http://faculty.washington.edu/jbs/itrans/parkshut.htm
http://www.ultraglobalprt.com/
5
http://www.skycab.se/eng/
6
https://arbedocastione.files.wordpress.com/2010/10/swedetrack3.pdf
7
http://www.ruf.dk
8
http://www.mist-er.eu/
9
http://www.mist-er.eu/
4
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as regards efficiency costs for constructing and operating of such systems, quality of service,
reception by the public, and the impact on the image of the city.
Within the above project a comparative analysis of the PRT system and urban public
transport was carried out, which indicates that at lower unit costs and providing a much
higher speed, a PRT system ensures maximum capacity, comparable to trams and buses,
but with a several times higher efficiency of the system (Table 1). PRT systems themselves
differ in terms of e.g. cost of the investment, construction details of vehicles, guides, stops
and passenger service rules.
Type of system
Bus
Tram
Underground
PRT
Total cost of 1 km of the two-way system [mln EUR]
10
40
150
5
Average schedule speed in peak hours [km/ h]
10
15
30
50
Maximum number of passengers in the vehicle
100
200
1,000
2
Average number of vehicles per 1 km two-way route
8
4
1
100
Maximum capacity [thousands lane/ direction/ h]
4
6
15
5
2,5
6,67
10,00
-
Normalized relative efficiency of the PRT system
(on example of MISTER vs other systems)
Table 1: Comparison of PRT with other urban public transport systems
The purpose and functioning of the PRT is largely dependent on the prospects of
development – from the first stage of having first experiences from the implementing
institution to the last, decisive for the assessment of the impact of the PRT system on the
functioning of public transport in the area.
2.2 Gdynia – a potential site location for the pilot implementation of
a PRT system
The City of Gdynia, like most cities, is faced with the problem of an aging population.
Between 2006 and 2010 the number of people above working age increased by 2.38%. In
the economy of Gdynia there is a high share of services in employment, due to the dynamic
development of retail and wholesale trade, financial services, information and communication
technologies (ICT) and high-tech. The city has the ability to attract innovative companies
operating in the high technology sector by developing the Pomeranian Science and
Technology Park (Pomorski Park Naukowo-Technologiczny). On the basis of investors’
activity in the areas of the old shipyard a real chance emerged of sustainable economic
reactivation of the area and the creation of several thousand jobs in the marine industry,
energy and steel structures in the next few years. A positive factor for the development of
tourism in Gdynia is the growing attractiveness of the Baltic Sea Region and expanding
tourism. These factors as well as the prospect of creating a new, modern urban space in the
northern downtown areas can promote the formation of favourable prerequisites for a
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sufficient PRT capacity as well as the social and political will for implementing the latest
technology for transportation, including the construction of the first Polish PRT service.
2.2.1 Transport system in Gdynia and trends
Gdynia has 391 km of roads and streets, of which the basic system is approx. 80 km. In this
system, there are approx. 7,500 intersections, including 9 bi-level intersections and 80
intersections and pedestrian crossings equipped with traffic lights.
10
Figure 2: (a) Basic and perspective road system of the city of Gdynia ; (b) The planned street system
in the downtown area
11
The public transport system consists of two subsystems in Gdynia:
 road service network of public transport (trolleybuses and buses);
 Rapid Urban Railway (SKM).
The most important in Gdynia are trolleybus services and diametrical bus services, passing
through the central area of the city. The Public Transport Authority (ZKM) in Gdynia provides
93 services in Gdynia. In 2008 the public transport system in Gdynia was used as follows:
 the diametrical route (with SKM) by 35,800 to 116,200 passengers/ day,
 Janka Wisniewskiego Street – Hutnicza Street by 14,800 to 57,200 passengers/ day,
 the streets connecting the Tri-city Ring Road (Trójmiejska Obwodnica) with the city by
3,800 to 28,400 passengers/ day.
On weekdays the share of municipal and public transport in passenger transport amounts to
45 and 52%. The share of bus journeys is 30%, while 15% are using trolleybuses.
The subsystem of SKM in Gdynia area covers 16 km of electrified double-track service with 9
stops. SKM provides connections: Gdynia with Sopot, Gdansk, Rumia, Reda and
10
11
City Hall of Gdynia, 2010
City Planning Office Gdynia
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Wejherowo, as well as selected journeys from Tczew, Lebork and Slupsk. SKM annually
transports around the area of its operation about 36 million passengers. The share of SKM in
the transport in Gdynia is 10%.
The future development of public transport in Gdynia will include:
 the introduction of new bus and trolleybus services in the areas of development,
 building management systems and traffic control to allow prioritization for buses and
trolley buses in traffic and the current passenger information at stops,
 modernization of existing railway services to serve the adjacent areas of the city and
connections to the airport,
 construction of the rail to the central area of the Chwarzno-Wiczlino,
 construction of a loop at bus stops and railway depot,
 introduction of organizational measures to integrate public transport (joint ticket, linking
schedules).
2.2.2 Transport preferences of residents in 2013
Research in the field of preferences and behaviour of residents of Gdynia conducted by the
ZKM in 2013 indicate that12:
(1) Compared to 2010, the share of residents travelling always and mostly by car increased
respectively by 4% and 1.9%. The share of residents travelling always or mostly by public
transport is the biggest in Witomino (61.3%) and Chylonia districts (57.6%). The districts
with the biggest share of residents travelling always or mostly by car are Wielki Kack
(57.8%) and Oksywie (55.5%).
(2) The residents segments with the biggest share of public transport users (people travelling
always or mostly by PT) are students (82.1%), pensioners (59.3%) and retired (58.4%).
Most of people travelling always or usually by car are in the segments of employed
persons (55.0%) and unemployed (34.2%).
(3) Most of home-work and home-school trips end in Gdynia - respectively 65.7% and 54.9%
or Gdansk – 19.0% and 35.8%. Most of the residents that are working in Gdynia
commute to the city centre (30.1%) and most of the residents studying in Gdynia travel to
school or other place of education to Grabowek district (24.5%).
(4) The average travel time to get to work by car is 21.7 minutes (21.5 minutes in 2010). The
average travel time to get to work by public transport is 40.8 minutes (38.4 minutes in
2010).
(5) The average number of motorised trips per day is 1.57, which is lower than in 2010
(1.61).
(6) The share of public transport in modal split systematically decreases. In 2013 the share
of public transport in modal split was 45.7%. In comparison with 2010 the share of
passenger car increased by 4.4%.
(7) The main reasons for the selection of a passenger car in urban journeys are: greater
comfort; shorter travel time and no need to wait at the bus stop.
12
Communication preferences and behaviour of inhabitants of Gdynia. Marketing Research Report 2013, ZKM Gdynia, March
2013 (http://zkmgdynia.pl/admin/__pliki__/A4_zkmgdynia-PZKMG-raport%202013%20i.pdf).
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(8) The main reasons for the choice of public transport in urban travel by persons with car
are: difficulty with parking at the destination; fees for parking and use of car by another
person.
(9) The most important postulate remains directness, followed by punctuality.
(10) Average rating of Gdynia’s public transport (score from 2 to 5) was 4.27.
2.2.3 Mobility and traffic forecasts for 2020
Traffic forecasts conducted for the Pomeranian region indicate that there will be a further
increase in individual motorisation by 2020. National forecasts predict that in 2020 the
number of vehicles will increase from 13 million to 19 million. It is assumed that the increase
of personal transport will go hand-in-hand with an increase in the standard and model of
living. This trend will affect both urban (an increase in the metropolis by approx. 20%),
regional and interregional transport. In case of transport outside cities and metropolitan areas
the share of tourism and recreational trips will increase. The spatial development of the TriCity area and of the sub-regional cities (due to the development of residential function in the
city’s outskirts and suburbs) will also cause a significant increase in demand for transport
services.
Forecasts of modal split in cities by 2020 foresee an increase in the share of private transport
up to 60-70%, which will lead to a significant decrease (20-25%) in the number of
passengers of urban public transport, and especially bus and tram.
For the Tri-City area, 50% increase of motorization means:
 20% increase in the mobility of the inhabitants of the Metropolis to 2.6 trips/ person/ day





by 2020,
increase in the total number of car journeys in the years 2004-2020 by 70%,
the share of passenger cars in travel in 2020 will be 35-45%,
the share of public transport travels in 2020 will be 35-45%,
approx. 40% reduction in the average buses occupancy,
approx. 12.5% reduction in the average passenger vehicles occupancy.
2.2.4 The concept of a tram service connecting Gdynia Glowna Railway
Station with Molo Rybackie
The concept includes four options of the tram service. In the preferred option a line
connecting Gdynia Glowna and Molo Rybackie runs under Janka Wisniewskiego Street.
Construction of the tunnel eliminates at least three collisional intersections, which has a
positive effect on the reduction of travel time. The whole area of the designated route is now
largely vacant and buildings are only around the Waszyngtona and Hryniewickiego Streets.
Throughout the whole route of the service a double track with a length of 2,600 m is planned.
The route
 tunnel section: from the beginning of the route, via the Janka Wisniewskiego and 3 Maja
Streets,
 the section along the disused railway line on the Miedzytorze of 525 meters in length,
along with the track to the repair hall,
 the section on the trestle bridge with a length of 560 m for the collision-free intersection
of Weglowa, Wendy and Waszyngtona Streets up to the Hryniewickiego Street,
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 the section on the Molo Rybackie of 750 m length from the existing track along
Arkadiusza Rybickiego Street to the end of the pier.
For the TRANSLOHR vehicles (on tires) the width of the area needed for the service should
be (Figure 3):




for the track without poles and fence in the space between the tracks – 5.41 m;
for the track with a fence located in the space between the tracks – 7.0 m;
for the track with poles located in the space between the tracks – 5.81 m;
for the tracks in the area of a stop (on the stop) – from the axis of the track without poles
on the space between the tracks to road curb – 5.60-7.10 m;
 for tracks in the stop area (on the stop) – from the axis of the track with poles the space
between the tracks to road curb – 6.10-7.60 m.
Figure 3: The dimensions of the lane for TRANSLOHR vehicles
13
Stops and integration points
Within the service six stops as shown in Figure 4 are proposed:
Figure 4: Location of stops within the tram service
14
Given the characteristics of the tram in the city centre of Gdynia included in the concept, it
was recognized that the vehicles should meet the following specifications:
13
14
http://www.newtl.com/en/
Source: R. Wiśniewski, 2010
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




November 2015
maximum speed of 70 km/ h,
the ability to move around on the grade up to 5%,
the ability to move around the curve of the road with a minimum radius of 25 m.,
vehicles must have a control booth on both sides of the composition,
doors shall be located on both sides of the composition.
These conditions can be met by the classic tram (cost 8-9 million PLN) or unconventional
tram (cost 8-12 million PLN).
2.3 General concept of the PRT system in Gdynia
2.3.1 Assumptions for the concept
The overall aim of the city's transport policy is to achieve a socially acceptable level of
transport service by the users while reducing the cost of transport, health and life hazards
and harmful effects on the environment. This goal will be difficult to achieve without recourse
to unconventional technological and organizational solutions. Taking into account that there
is no practicable ability to catch up with the development of roads for the growing automotive
industry, continuation of current policy in most cases does not solve the problem of
congestion, which covers more areas and is more time consuming.
As regards Gdynia’s transport policy in the “Study of conditions and directions of spatial
development” six transportation objectives are included, two of which are related to the need
to promote new technologies in urban public transport:
 Objective 2: Improving the quality of public transport service and stopping the decrease in
the share of public transport in passenger transport,
 Objective 5: Reducing the negative impact of transport on the living conditions of
residents.
In the records there is neither a clear indication stating the plan to introduce a new type of
transport in the city centre (it includes statements about the light rail means in the region of
Karwiny and Wiczlino districts), nor a discussion over local land use plans of the downtown
and the use of structure of old rail areas for the construction of an alternative transport
infrastructure to road infrastructure.
2.3.2 The implementation process of PRT
Taking into account the local conditions it should be assumed that:
 development of PRT will take place in stages,
 a PRT network will be an extension of the current network of public transport in the area
and in the fields, where PRT will have a competitive advantage over the current and future
bus or trolleybus service,
 an analysis of the transport potential in terms of city-wide and tourist for the analysed
options of the connections should be conducted; the key option should be the axis
Wiczlino district – Gdynia Glowna (Main Railway Station) – Airport Gdynia-Kosakowo
(Port Lotniczy Gdynia-Kosakowo), divided into stages of implementation and
supplemented as necessary in the network.
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The whole process of the development of PRT comprises the step of preparation,
implementation and operation. In the preparation stage, according to the experiences from
abroad, the following steps should be taken:






creation of political support,
feasibility study,
network of stakeholders,
the detailed scope of the system,
analysis of the financial mechanism,
conducting public procurement.
Before starting an in-depth analysis, it is necessary to obtain a positive assessment of the
potential and financial feasibility of the project. This requires identification of:




travel source-target,
system diagram,
system users,
cost estimates.
A diagnostic analysis of PRT deployment conditions in Gdynia indicates that the basic
analytical tasks in further phases of the project should be:
(1) Data analysis to model
 option service system,
 linear system as a supplement to existing public transport,
 network system as a supplement to existing public transport,
 network system as an exclusive in downtown,
 location of stops and interchanges/ main points of the network: Gdynia Glowna (Main
Railway Station), Dworzec Morski (port for passenger ships), Airport Gdynia-Kosakowo,
Molo Rybackie/ Południowe, Stadion, Park Technologiczny, Witomino district, Karwiny
district, Wiczlino district, Swietojanska Street,
 local passenger potential in the corridors affecting PRT - detailing areas, reaching zones.
(2) Analysis of opportunities for PRT over the port channel; this task is to identify how to lead
PRT service over the port channel from the point of view of permissible construction,
length and height of putting a PRT line, in a way that does not interfere with maritime
traffic and have a resistance to atmospheric phenomena (e.g. wind).
(3) Defining the base service indicators, especially in relation to current, real times of
reaching by car (vehicle model) and public transport (according to schedules) between
the main points of the city and the PRT network: Gdynia Glowna (Main Railway Station),
Dworzec Morski (port for passenger ships), Airport Gdynia-Kosakowo, Molo Rybackie,
Molo Południowe, Hala/ Stadion, Park Technologiczny, Witomino district, Karwiny district,
Wiczlino district, Pilsudskiego Str./ Galeria.
2.3.3 Final shape of PRT system network
It is assumed that the route can be built in any place and in such a way that it:
 passes over existing tram traction and signalization,
 minimum turning radius of 3 m, while the recommended radius to adapt to the needs (if
the radius is too small for the standard speed 50km/ h the vehicles will slow down to
adjust to it)
 maximum longitudinal slope – 45 degrees,
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November 2015
 distance between the poles was 20-30 m (greater distance allowed depends on the
design of the pole and guy ropes of the slide),
 the minimum distance between the services in opposite directions is about 3 m,
 pole height from 8 to 12 m, depending on the local needs of the route,
 maintain modular construction of the stops.
A rational approach to implement in the city a new means of transport requires subordinating
the implementation of initial stages of PRT system to a target vision, especially regarding the
target location of individual network elements of PRT. Therefore, the general concept of the
network assumes that it will ultimately form 7 services:
 Service 1 (dark blue): Gdynia Glowna – Molo Rybackie,
 Service 2 (green): along 10 Lutego Street (from Railway Station Gdynia Glowna to Skwer
Kościuszki),
 Service 3 (blue): along the Swietojanska Street (from the 10 Lutego Street to the Wzgorze




Sw. Maksymiliana),
Service 4 (red): along the Wladyslawa IV Street (from service 1 to service 2),
Service 5 (pink): from service 1 to the Teatr Muzyczny (music theatre),
Service 6 (black): from service 1 to the Marine Station,
Service 7 (orange): from service 2 to the Pomorski Park Naukowo-Technologiczny /
Witomino district.
Figure 5: The concept of the PRT service in the downtown with the location of the main stops
15
15
Gdansk University of Technology, 2013
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November 2015
The total length of the network is over 10 km, whereas in the first step the realization of
service 1 with a length of 2.3 km would be taken. Within the option of an extensive network it
is recommended to extend the network with service 6 (black) to Oksywie district and the
Airport Gdynia-Kosakowo and service 7 (orange) to Wiczlino district. The longest analysed
PRT network connection is a connection from the Airport Gdynia-Kosakowo to Wiczlino
district of a length of about 20 km and 34 minutes travel time.
In the targeted PRT network the biggest traffic flows (number of the passengers in the
morning rush hour in both directions) can be expected on the sections:
 Molo Rybackie – Oksywie district (more than 2,200 passengers/ h)
 Gdynia Glowna (railway station) – Molo Rybackie (1,800 passengers/ h).
The largest reductions in travel time using the PRT system concern the connections with the
areas located outside of the downtown and implemented through the port channel (reduction
of approximately 30 minutes), which is obvious due to the currently relatively low time
accessibility of the areas: Oksywie, Obluze and Pogorze districts. In addition, to these
connections the greatest reductions in time appear on:
 Skwer Kosciuszki – Wiczlino district,
 Stryjska Street – Dworzec Morski (port for passenger ships).
Table 2: Approximate reduction of travel time for each connection after implementation of the PRT
system in 2025
The PRT network would be linked to the metropolitan railway – PKM. In order to facilitate
passengers’ changing from SKM trains onto the vehicles of the PRT system and ensuring the
attractiveness of travelling with this system, it is necessary to situate in close proximity to
other public transport stops and Park & Ride possibilities.
2.3.4 Feasibility of PRT within the existing streets
The PRT equipment, especially within the stops, requires appropriate space for the system to
function comfortably and safely, without creating an area of conflict with its direct
environment. Within the conducted analysis the position of the PRT poles is critical from the
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November 2015
point of structural and aesthetic design. According to the principles of designing the distance
between the poles should be in the range of 20 to 30 meters.
In the cross-sections of the streets it is essential to maintain the requirements for gauges of
public roads (poles in the distance > 0.50 m from the edge of the road and the bottoms of the
cabins at a height of at least 4.50 m above the road). Examples of the localization of
technical solutions of the PRT in cross-sections of the streets are shown in Figure 6.
The above analysis shows that the construction of PRT in the existing sprawl faces serious
obstacles, whose identification requires detailed analysis of such a service, and an inventory
of its environment. Hence, a more favourable solution in this respect is the location of a PRT
service in a development area, e.g. in a place where a street is the subject of space planning
and design analysis. These are the northern areas of downtown, called Miedzytorze and
Molo Rybackie (Figure 7).
Figure 6: Location of poles and PRT in street cross-section
Figure 7: Miedzytorze in Gdynia
16
17
16
17
Photo: Kacper Kowalski
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November 2015
2.4 PRT line between Gdynia Glowna railway station and Molo
Rybackie
2.4.1 Determinants of planning in the downtown area
The northern part of the downtown of Gdynia is subject to a number of local land use plans.
Currently, they are (Figure 8):
 two adopted plans: 1103 (part of the downtown area, the area of Molo Rybackie) and
1107 (part of the downtown area, the area of Portowa, J. Waszyngtona and Nowa
Weglowa Streets),
 serviced draft plan for review 1106 (Part of the downtown area, the area of Weglowa and
Waszyngtona Streets),
 the ordinance on the accession to the preparation of a local plan 1108 (part of the area of
downtown, the area of Jana z Kolna and Nowa Weglowa Streets).
From the point of view of this analysis the local plan no. 1108 is crucial. It covers the area of
Gdynia Glowna Main Railway Station and an old post railway lane, located in the axis of the
planned area and having functions essential for carrying out public transport. Parts of the
railway lanes located in the 1103 and 1107 plans are designed for the infrastructure for
pedestrian and bicycle traffic (pedestrian and bicycle way decorated with greenery with
minimum width) in the demarcation services with a width of 10 m. For further analysis of the
area plan no. 1108, the structure shown in the draft of the urban plan was adopted, which
was later abandoned.
Figure 8: Location of local development plans in the northern part of the downtown area (green –
plans adopted)
18
18
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November 2015
2.4.2 Planned changes in the downtown area development
Figure 9: Downtown areas
19
In the downtown area there are currently 690,000 m2 of living space. An expansion is
possible to 950,000 m2 in the old quarters and an additional 500,000 – 900,000 m2 in the
new quarters. By 2030 it is possible to double the living space. A similar situation can occur
in the case of the service area. The largest increases will occur in the northern part of the city
centre. This means doubling the traffic generating potential.
Buildings
Existing
Area
buildings
M
U
M
U
Increase M
New buildings
M
U
M
U
A1
36468
20513
36468
20513
36468
A2
52463
29511
52463
29511
52463
A3
36874
20742
36874
20742
36874
%
A4
9224
9209
1489
1604
17147
9295
27861
20108
18637
202
A5
787
982
0
0
45904
25821
46691
26803
45904
583
19828
11154
19828
11154
19828
A6
19
Target sum
Expansions
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November 2015
Buildings
Existing
Area
A7
buildings
Target sum
Expansions
New buildings
M
U
M
U
M
U
M
U
35652
970
9699
8866
30657
15995
76010
46260
40358
252160
141840
252160
141840
252160
491501
274871
548355
316931
502692
A8
Total
Increase M
45663
11161
11188
10470
%
113
898
Table 3: Increases in the built-up areas in regions (based on BP)
2.4.3 Options of the service routes Gdynia Glowna – Molo Rybackie
Three options for the line connecting Gdynia Glowna railway station and Molo Rybackie are
taken into account:
 Option 1: Gdynia Glowna - Molo Rybackie (base of the pier),
 Option 2: Gdynia Glowna - Molo Rybackie - Teatr Muzyczny with connections to the
Dworzec Morski,
 Option 3: Gdynia Glowna - Molo Rybackie (the end of the pier) with connections to a
branch to the Dworzec Morski and Teatr Muzyczny.
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Figure 10: Option 1: Gdynia Glowna - Molo Rybackie
November 2015
20
Figure 11: Option 2: Gdynia Glowna - Molo Rybackie - Teatr Muzyczny with connections to the
Dworzec Morski
20
21
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November 2015
Figure 12: Option 2: Gdynia Glowna - Molo Rybackie with connections to a branch to the Dworzec
Morski and Teatr Muzyczny
22
Services
Option 1
Option 2
Option 3
Dark blue service
1,600 m
2,450 m
2,340 m
1,000 m
1,100 m
Black service
Pink service
770 m
Total
1,600 m
3,450 m
4,210 m
Table 4: The length of the network in different options
For the blue service 7-9 stops are indicated: Gdynia Glowna Railway Station, Shopping
Centre (Centrum Handlowe), 3 Maja Street, Wladyslawa IV Street, Wendy Street, Nauta,
Sea Towers (or Molo Rybackie in a short option), Molo Rybackie I, Molo Rybackie II. Stops
of the 3 Maja, Wladyslawa IV, Wendy Streets should be considered as potential interchange
stops in connection with bus/ trolleybus transport. The main stops Gdynia Glowna Railway
Station and the Shopping Centre should have a P&R function.
21
22
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November 2015
2.5 Approximate cost of PRT implementation
According to the concept of the developer of the MISTER system, the estimated cost of
implementing the service between Gdynia Glowna and Molo Rybackie is 34-72 million PLN
depending on the option (the cheapest is option 1, option 3 the most expensive). Cost
components are presented in Table 5.
Element
Cost in million PLN
Poles and rails in both directions (steel, concrete, land, labour)
7-17
500 vehicles (200 vehicles/ km, one vehicle - approx. 40,000 PLN)
14-34
Automation system and computers
8-12
Stops
5-9
TOTAL
34-72
Table 5: Estimated cost of construction of the system
2.6 Conclusions for further analysis
A preliminary and general analysis of the applicability of PRT systems in Gdynia indicates
that the circumstances for this type of technology in urban transport are rather favourable. A
key opportunity for this approach is the development plan for the northern part of the
downtown area and the conditions in the area are suitable for handling PRT system.
Compared with the construction of a tramway at the junction of Gdynia Glowna with Molo
Rybackie, a PRT service can be a simpler and cheaper solution.
In order to make more accurate assessments of applicability of PRT system in Gdynia and
determination to continue the implementation of works one should:
 choose the option and the extent of implementation of the first pilot PRT service with the
involvement of the city authorities and residents,
 detail the technical design of such a service engaging PRT professionals,
 perform traffic forecasts on this service in conjunction with conventional services of urban
transport, and
 conduct a preliminary feasibility study for the decision about the next stages of the
introduction of a PRT system in Gdynia.
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3 Study on road traffic modifications and
public transport services distribution
In this chapter, the changes which can contribute to reducing the negative
effects of the automotive industry and encourage alternative means of
transport are analysed. The effectiveness of the changes and the feasibility
and validity of their implementation will be analysed using a multi-level
transport model (MST), and evaluated by the decision-makers and the public
through consultation. It is possible some changes will be introduced during
DYN@MO, but in the majority they are prepared for implementation in the
medium term, after the project.
Proposals for change are divided into the following groups, which have been characterized in
the following sections:
 streetscape development, planned by the city, which will affect the results of the analysis
and the expected improvements of the road system, aimed at improving traffic safety and
improving the road system hierarchy,
 development and the growing importance of public transport (priority for public transport
vehicles at traffic lights and traffic organization, changes of the route of the public
transport service, new services and means of transport), the creation of integration hubs,
intermodal operations,
 improvement of the conditions and pedestrian safety, improvement of the image of urban
space, traffic calming, pedestrian zones.
Pedestrian zones are a popular form of creating public space in urban centres. It is an area
entirely for pedestrians without vehicular traffic with priority to pedestrians and producing
conditions for revival of urban life. Such space increases the development and availability of
trade, services, catering and entertainment, thereby creating opportunities for development
of social life. The basic challenges for creating pedestrian zones are:
 the criteria and conditions for the creation of such zones,
 obtaining social acceptance,
 assessment of the consequences of the pedestrian zones introduction.
The introduction of pedestrian zones in the city centre has a positive effect on:







improving conditions for pedestrians and cyclists,
providing new value in the social sphere,
reducing the environmental burden (reduction of noise and emissions),
improving the aesthetic values of the landscape,
frequent selection of bicycles as a means of transport,
increase in the share of residents in public transport,
creating car parks outside the centre (underground, cubic or Park & Ride), in order to
encourage users to change to public transport or cycling.
An analysis of the experiences of European cities shows that the process of introducing
pedestrian zones in city centres continues, develops and is very important for the social and
cultural life of the inhabitants. Therefore, it is believed that through following sustainable
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transport policy and creation of pedestrian zones, Gdynia will introduce changes and new
facilities for pedestrian and cyclists.
3.1 Analysis and assessment of the conditions for pedestrian
traffic in the city centre of Gdynia
3.1.1 Pedestrian traffic generators
The main generators of pedestrian traffic in the city centre include: Gdynia Glowna railway
station, municipal hospital (Szpital Miejski of Jozef Brudzinski), City Market, Faculty of
Navigation Maritime Academy, Batory Shopping Centre, Kwiatkowski Shopping Centre,
Gemini Entertainment Centre, the Roman Catholic Church of M. B. Nieustajacej Pomocy and
Saint Piotr Rybak, the Roman Catholic Church of the Sacred Heart of Jesus, Kindergarten
Niezapominajka, Kindergartens no. 7, 16, 51, Primary Schools no. 1, 21, High Schools no.
IX, X, Sports Schools Complex and public spaces: Skwer Kosciuszki, Molo Poludniowe,
Yacht Marina and Park Rady Europy.
Most of the trains travelling to the Tri-City from all over Poland start or end their trip at Gdynia
Glowna railway station. Gdynia Glowna is also a start and end station for regional trains to
Koscierzyna and Hel. It is also one of the SKM (rapid urban railway) stations. The railway
station generates a lot of pedestrian traffic. The municipal hospital of Jozef Brudzinski is the
largest hospital in Gdynia while the “Non-public Healthcare Institution in the Downtown”
(NZOZ) has three clinics in the downtown area: at the Zwirki i Wigury, Abrahama and
Obroncow Wybrzeza Streets. Other traffic generators are: City Market, Faculty of Navigation
Maritime Academy, Batory Shopping Centre, Kwiatkowski Shopping Centre, Gemini
Entertainment Centre. The locations of the main generators of traffic in the city centre of
Gdynia are presented in Figure. 3.1. Most of them are located in the northern part of
downtown north of the 10 Lutego Street.
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Figure 13: The main generators of pedestrian traffic in the city centre of Gdynia
23
3.1.2 Pedestrian traffic measurements
Pedestrian traffic counts were conducted in October 2013, on workdays, in the afternoon
rush hours from 15:00 until 18:00 and showed that the main pedestrian streets in the city
centre include:
 Plac Kaszubski (2,000 pedestrians/ hr),
 part of the Dworcowa Street from the intersection of the Starowiejska Street to the 10
Lutego Street (1,800 pedestrians/ hr),
 section of the Dworcowa Street from the intersection with the Starowiejska Street to the
Plac Konstytucji (1,500 pedestrians/ hr),
 part of the Wojta Radtkego Street from the intersection of the Dworcowa Street to the
intersection with the 3 Maja Street (1,500 pedestrians/ hr),
 the Swietojanska Street from the Plac Kaszubski to the intersection of the Zwirki i Wigury
Street (1,400 pedestrians/ hr),
 the Skwer Kosciuszki and the Starowiejska Street (1,300 pedestrians/ hr),
 the 10 Lutego Street (1,200 pedestrians/ hr)
 part of the Armii Krajowej Street from the section with the Wladyslawa IV Street to the
intersection of the Swietojanska Street (1,100 pedestrians/ hr),
 part of the Zwirki i Wigury Street between the Wladyslawa IV Street and the Swietojanska
Street (1,100 pedestrian/ hr)
 part of the Swietojanska Street from the intersection of the Zwirki i Wigury Street to the
intersection with the Marszalka Jozefa Pilsudzkiego Avenue (1,100 pedestrians/ hr).
23
https://mapa.targeo.pl/
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November 2015
Figure 14: Pedestrian traffic volume in the city centre of Gdynia per hour in cross-sections
24
Mean values of pedestrian traffic were observed on:
 Wojta Radtkego Street, between 3 Maja and Swietojanska Streets (700 pedestrians/ hr),
 part of Antoniego Abrahama Street, between the intersections with Starowiejska and Armii
Krajowej Streets (700 pedestrians/ hr),
 part of 3 Maja Street, between Wojta Radtkego and 10 Lutego Streets (700 pedestrians/
hr),
 Zygmunta Augusta Street (500 pedestrians/ hr).
The streets with little pedestrian traffic are:
 Romualda Traugutta Street (450 pedestrians/ hr),
 Armii Krajowej Street from the intersection of Swietojanska Street to Park Rady Europy
(400 pedestrians/ hr),
 Kazimierza Pulaskiego Street with a part of Jerzego Waszyngtona Street to the Skwer
Kosciuszki (350 pedestrians/ hr),
 Jana Kilinskiego Street (450 pedestrians/ hr).
In addition, pedestrians trends were examined regarding crossing the street beyond
pedestrian crossings and it was found that the highest percentage of people cross the
Starowiejska Street (16% of pedestrians), Obroncow Wybrzeza Street (15% pedestrians),
Zwirki i Wigury Street (8% of pedestrians) and at least, Romualda Traugutta Street (3% of
the pedestrians) and Armii Krajowej Street (1.5% of pedestrians). The majority are drivers
who park their cars and do not look for the nearest pedestrian crossing.
24
https://maps.google.com/, Gdansk University of Technology
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November 2015
Figure 15: Location of the spots with the highest percentage crossing the street beyond the
pedestrian crossing
25
3.1.3 Conditions of pedestrian traffic on pavements
In order to analyse the traffic conditions on the pavements of the streets with the highest foot
traffic in the city centre of Gdynia Level of Service (LOS) according to the method HCM-2000
on the pavements located within Starowiejska, Swietojanska Streets and Skwer Kosciuszki
were examined. LOS allows the classification of space with pedestrian traffic within the levels
of A,B, C, D, E, F. Threshold criteria for each LOS for pavements were given (Table 6).
Traffic conditions on the Starowiejska Street were analysed, leading to a LOS C classification
– pedestrians have almost complete freedom in choosing the speed of movement, while the
track of movement depends on other pedestrians. With increased traffic in the opposite
direction and at the intersection of their streams there are conflicts which reduce the speed of
a pedestrian. Similar conditions of pedestrian traffic regarding the level of service are on
Swietojanska Street (the section from Zwirki i Wigury to Marszalka Jozefa Pilsudzkiego
Streets), where LOS C was attributed and along Swietojanska Street from Zwirki i Wigury
Street to the Plac Kaszubski with the section bus bay. The best conditions for pedestrians
are on the Skwer Kosciuszki, where, according to calculations LOS B was given - there is
enough space for choosing normal walking speed and passing other pedestrians, especially
in the one-way flow. Where there is an opposite direction or passing, there are collisions,
slightly reducing the average walking speed and potential intensity. The Skwer Kosciuszki
has the largest area for pedestrians because the level of freedom is larger compared with
pavements located in the Swietojanska or Starowiejska Streets. In contrast, the intensity of
pedestrian traffic in relation to the aforementioned streets is very similar.
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LOS
2
November 2015
Traffic intensity
Area [m /per]
Speed [m/s]
QPS [os/min/m]
Degree of capacity
usage (QPS/C)
A
> 5,6
≤ 16
> 1,30
≤ 0,21
B
> 3,7÷5,6
> 16÷23
> 1,27÷1,30
> 0,21÷0,31
C
> 2,2÷3,7
> 23÷33
> 1,22÷1,27
> 0,31÷0,44
D
> 1,4÷2,2
> 33÷49
> 1,14÷1,12
> 0,44÷0,65
E
> 0,75÷1,4
> 49÷75
> 0,75÷1,14
> 0,65÷1,0
F
≤ 0,75
Changeable
≤ 0,75
changeable
Table 6: LOS criteria for pavements by HCM
It should be noted that the above calculations were performed for typical traffic conditions.
During weekends and public events LOS classification deteriorates significantly.
3.1.4 Density and location of pedestrian crossings
The density of pedestrian crossings on the streets with heavy pedestrian traffic, i.e.
Swietojanska, 10 Lutego, Starowiejska Streets and Skwer Kosciuszki was examined to
locate places and pedestrian preferences to cross the street. All pedestrian crossings are
marked (Figure 16), but in order to determine the distance between major crossings the
criterion was adopted according to which two crossings on the same street at the intersection
are counted as a main one.
The highest density of crossings has Swietojanska Street where eight major crossings on the
1.4 km distance were located. The most densely spaced crossings are between the
intersections of Jana Kilinskiego and Armii Krajowej Streets and the average distance is
177.5 m. In the remaining sections the average distance between the crossings is 230 m.
On Starowiejska Street four main crossings on a length of 700 m of an average distance
from each other of 230 m were located. However, on the 10 Lutego Street there are four
main crossing on a length of 600 m of an average distance from each other of 200 m. At
Skwer Kosciuszki there are pedestrian crossings located with an average distance from each
other of 150 meters. Pedestrian crossings along 10 Lutego Street are located at intersections
with traffic lights.
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November 2015
Figure 16: Location of pedestrian crossings in the streets with high pedestrian traffic
26
3.1.5 Pedestrian safety
A safety analysis of the data on road accidents showed that within three years (2010-2012)
15 accidents occurred involving pedestrians (hitting a pedestrian), in result 16 people
suffered injuries. In 2010, two incidents occurred at the intersections of Wladyslawa IV and
Obroncow Wybrzeza Streets, Wladyslawa IV and Romualda Traugutta Streets (2 persons
injured), in which three people were affected.
Figure 17: Location of dangerous intersections where accidents occurred involving pedestrians in
2010-2012
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In 2011, five accidents occurred within the intersection of Swietojanska Street with Skwer
Kosciuszki, 10 Lutego Street with Msciwoja Street, Wladyslawa IV Street with Starowiejska
Street, 3 Maja Street with Starowiejska Street and Zwirki i Wigury Street with Abrahama
Street, in which five people were injured. While in 2012 eight accidents occurred at
intersections of Swietojanska Street and I Armii Wojska Polskiego Street, Wladyslawa IV
Street and Starowiejska Street, Armii Krajowej Street, 10 Lutego Street, Batorego Street,
Obroncow Wybrzeza Street (2 persons injured) and Romualda Traugutta Street, in which
eight people were injured. Critical places as far as pedestrian safety is concerned are
Streets: Wladyslawa IV, Swietojanska, Starowiejska and 10 Lutego.
3.1.6 Evaluation of pedestrian traffic conditions
Pedestrian traffic in the city centre of Gdynia is most heavy in the Plac Kaszubski, in streets:
Dworcowa, Wojta Radtkego near the City Market, Swietojanska, Starowiejska, Skwer
Kosciuszki and 10 Lutego, where large generators of different types of pedestrian are
located. Popular public spaces among locals and tourists are the areas belonging to the
Nadmorska Strefa Prestizu Miejskiego (Maritime Municipal Prestige Zone), which is located
in the northern part of the port area, including the President Dock, the Kutrowe and
Kaszubskie Waterfronts, limited from the south by Kepa Redlowska Cliffs going down into
the sea. The middle part is connected with the centre with the axis of 10 Lutego Street Skwer Kosciuszki and Molo Poludniowe. These spaces are often chosen by pedestrians
because of their attractiveness and availability. Swietojanska, 10 Lutego and Starowiejska
Streets are the most densely arranged pedestrian crossings in the city centre. On
Swietojanska Street from the intersection of Jana Kilinskiego and Armii Krajowej Streets are
pedestrian crossings at an average distance from each other of 177.5 m, which is the highest
density of pedestrian crossings within the abovementioned streets, which shows the need for
frequent crossing by the pedestrians in Swietojanska section. Having analysed the tendency
of pedestrians to cross the road beyond the crossings, it turned out that as many as 16% of
pedestrians cross Starowiejska Street anywhere. A similar situation exists in Obroncow
Wybrzeza Street (15% of pedestrians) and Zwirki i Wigury Street (8% of pedestrians).
In term of safety the worst conditions can be found in the streets Wladyslawa IV, 10 Lutego,
Starowiejska and Swietojanska, where in three years (2010-2012) 15 accidents involving
pedestrians (hitting a pedestrian) took place as a result of which 16 people were injured.
These facts concerning the conditions of pedestrian traffic in the city centre of Gdynia are the
reason to analyse the introduction of pedestrian zones in the streets Wladyslawa IV, 10
Lutego, Starowiejska and Swietojanska, where services, trade and catering would develop.
Pedestrians could move freely, relax, meet friends and acquaintances in the traffic-free
public spaces.
3.1.7 Assumptions for pedestrian traffic forecasts
In Gdynia’s downtown areas, there are possibilities of expanding or building new buildings in
the quarters already built and new quarters. In total, at present 700,000 m2 of living space
and it is possible to increase to 950,000 m2 in the old quarters and an additional 500,000–
900,000 m2 in the new quarters. By 2030 it is possible to double the living and services
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November 2015
space. Therefore, the greatest increase in pedestrian traffic can only be done at the Skwer
Kosciuszki, as much as 88%, mainly due to the increase in the service area of nearly 150%
resulting from the construction and development of the Waterfront Poludniowe and the Molo
Rybackie. In the Plac Kaszubski it is projected that pedestrian traffic would increase by 44%:
along 10 Lutego Street about 18%, in Swietojanska Street by approx. 16%, 12% in
Starowiejska Street, and in Dworcowa Street section between 10 Lutego and Wojta
Radtkego Streets by 11%. In the part of Wojta Radtkego Street from the Plac Konstytucji to 3
Maja Street, it is projected that pedestrian traffic will increase by 10%. The volume of
pedestrian traffic will increase in the streets of strategic importance in terms of reaching the
planned investments and they are: Portowa, Jerzego Waszyngtona and Antoniego
Hryniewickiego.
Figure 18: Estimated forecast of pedestrian traffic - the number of pedestrians per hour in 2020 (in the
case of the implementation of plans)
28
3.2 Options for the development of pedestrian zones
In order to propose the options and create the concept of the introduction of pedestrian
zones in the city centre of Gdynia in individual streets or sections the following criteria were
chosen:
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November 2015
(1) selected streets that have the highest pedestrian traffic in the city centre;
(2) critical points were taken into account in terms of safety, pedestrian traffic conditions,
crossing the streets beyond the pedestrian crossings and the density of their occurrence;
(3) within the proposed street there is a large area of services, shopping and catering;
(4) close location of the significant pedestrian traffic generators, e.g. train station, shopping
centres, schools, etc.;
(5) streets of historical, cultural and tourist values were selected;
(6) spatial development plans and the location of new public places, traffic generators,
development and service of residential quarters in the downtown, which influenced the
selection of potential street to enter the zones for pedestrians were taken into account;
(7) the authors were implied by the pedestrian forecasts until 2020 and an increase in
pedestrian traffic in different parts of downtown;
(8) streets or their parts were selected that are not part of the main streets of the city
transport network of strategic importance and will not affect the substantial difficulties in
vehicular traffic;
(9) streets were selected which may further increase the attractiveness of the centre,
accelerate the development of trade, catering, reviving the development of urban life;
(10) time assumptions including staging the introduction of pedestrian zones, i.e. the
gradual introduction of zones and closing subsequent parts of the streets. Three stage
proposals depending on the area occupied by a pedestrian zone were suggested.
Options for the introduction of pedestrian zones in the city centre of Gdynia were segregated
into three groups depending on the occupancy area, i.e. small, medium and large areas,
which correspond to the introduction in stages of pedestrian zones.
SMALL AREA
Option I: pedestrian and bicycle traffic zone priority on the section of Swietojanska Street
from the intersection of Zwirki i Wigury Street to the Skwer Kosciuszki with the possibility of
entry for public transport, taxis, residents and commercial vehicles from 6:00-12:00 (the
periods of temporary closure will be consulted and analysed).
Figure 19: Location of the pedestrian zone based on Option I
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November 2015
Option II: pedestrian zone on the section of Swietojanska Street from the intersection with
Zwirki i Wigury and to Starowiejska Street with the possibility of entry for public transport,
taxis, residents and commercial vehicles from 6:00-12:00.
Figure 20: Location of the pedestrian zone based on Option II
30
Option III: pedestrian zone on the section of 10 Lutego Street from the intersection with
Swietojanska Street and Skwer Kosciuszki, with possibility of entry for public transport, taxis,
residents and delivery vans from 6:00-12:00.
Figure 21: Location of the pedestrian zone based on Option III
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31
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November 2015
Option IV: pedestrian zone on Starowiejska Street with possibility of entry for public
transport, taxis, residents and delivery vans from 6:00-12:00.
Figure 22: Location of the pedestrian zone based on Option IV
32
Option V: pedestrian zone on Dworcowa Street with the possibility of entry for public
transport, residents, taxis and vans from 6:00-12:00. This option will be analysed in terms of
plans to introduce “Shared Space" in the area at the front of the railway station.
Figure 23: Location of the pedestrian zone based on Option V
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33
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November 2015
MEDIUM AREA
Option VI: pedestrian zone on the section of Swietojanska Street from the intersection with
Zwirki i Wigury Street to Skwer Kosciuszki and with the Skwer Kosciuszki and John Paul II
Avenue, with possibility of entry for public transport, taxis and residents vehicles from 6:0012:00.
Figure 24: Location of the pedestrian zone based on Option VI
34
Option VII: pedestrian zone on the section of Swietojanska Street from the intersection with
Zwirki i Wigury Street to Starowiejska Street with the Skwer Kosciuszki and John Paul II
Avenue, with possibility of entry for public transport, residents, taxis and delivery vans from
6:00-12:00.
Figure 25: Location of the pedestrian zone based on Option VII
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November 2015
Option VIII: pedestrian zone on the section of Swietojanska Street from the intersection with
the Zwirki i Wigury Street to and with Starowiejska Street, with possibility of entry for public
transport, taxis and residents vehicles from 6:00-12:00.
Figure 26: Location of the pedestrian zone based on Option VIII
36
Option IX: pedestrian zone in Dworcowa and Starowiejska Streets with possibility for entry
of public transport, residents, taxis and vans from 6:00-12:00.
Figure 27: Location of the pedestrian zone based on Option IX
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37
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November 2015
Option X: pedestrian zone on the section of Swietojanska Street from the intersection with
Mars. Jozef Pilsudski Avenue to Starowiejska Street, with possibility of entry for public
transport, taxis and residents vehicles from 6:00-12:00.
Figure 28: Location of the pedestrian zone based on Option X
38
LARGE AREA
Option XI: pedestrian zone on the section of Swietojanska Street from the intersection with
Zwirki i Wigury Street to and with Starowiejska Street and the Skwer Kosciuszki, with
possibility of entry for public transport, residents, taxis and delivery vans from 6:00-12:00.
Figure 29: Location of the pedestrian zone based on Option XI
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November 2015
Option XII: pedestrian zone on the section of Swietojanska Street from the intersection with
Mars. Jozef Pilsudski Avenue to and with the Skwer Kosciuszki and John Paul II Avenue,
with possibility of entry for public transport, residents, taxis and delivery vans from 6:0012:00.
Figure 30: Location of the pedestrian zone based on Option XII
40
Option XIII: pedestrian zone on the section of Swietojanska Street from the intersection with
Mars. Jozefa Pilsudskiego Avenue to and with Starowiejska Street, Skwer Kosciuszki and
John Paul II Avenue, with possibility of entry for public transport, residents, taxis and
delivery vans from 6:00-12:00.
Figure 31: Location of the pedestrian zone based on Option XIII
41
The inherent task accompanying the introduction of pedestrian zones is a change of the
organization of traffic by closing the intake of some streets and change the direction of traffic
in the streets adjacent to the zone. The experience of European cities indicates that:
 the main challenges with creating pedestrian zones are the criteria and conditions for
creation of zones to achieve social acceptance and assessment of the consequences of
their introduction.
40
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November 2015
 in obtaining the social acceptance for introducing pedestrian zones, it is important to





conduct consultations, meetings with the authorities and designers with the residents,
retailers and restaurant owners.
a pedestrian area usually is formed along historical streets, which were once
marketplaces often visited by pedestrians, and also being among important squares or
other public spaces.
from the gradual shutdown of pedestrian streets leading to the subsequent increase in
activity in pedestrian zone, there is a revival of urban life, social and cultural development.
The results of the introduction of pedestrian zones in the city centre are:
a positive effect on the growth of walking and cycling, as well as improvement of the
conditions for pedestrians and cyclists, providing new value in the social sphere, reduction
of environmental burden (reduction of noise and emissions), improving the aesthetic
values of the landscape, more likelihood of choosing bicycles as a means of transport,
increase the share of residents in public transport and building car parks on the outskirts
of the city centre (underground, cubic or Park & Ride), in order to encourage users to use
public transport or cycling.
the burden resulting from the exclusion of vehicular traffic from pedestrian streets and
giving the pedestrian priority increase the intensity of vehicles in the alternative streets,
difficulties associated with access to downtown by car drivers and the reluctance to
changes of traffic organization in the city centre, as well as the difficulty in changing habits
and motor vehicles user attitudes.
The main generators of pedestrian traffic in the city centre of Gdynia are located in the
northern part of the district.
The main footways in the city centre include the Plac Kaszubski, Dworcowa Street, part of
the Wojta Radtkego Street from the intersection with Dworcowa to the intersection with 3
Maja, Swietojanska, Starowiejska Streets, the Skwer Kosciuszki as well as the 10 Lutego
Street. In the detailed analysis, it was found that:
 average volume of pedestrian traffic occurs on: Wojta Radtkego Street between streets of




3 Maja and Swietojanska, part of Antoniego Abrahama Street between the intersections
with Starowiejska and Armii Krajowej Streets, part of 3 Maja Street between Wójta
Radtkego, 10 Lutego and Zygmunta Augusta Streets.
the streets with little pedestrian traffic are: Romualda Traugutta, Armii Krajowej Streets
from the intersection with Swietojanska Street to the Park Rady Europy, Kazimierza
Pulaskiego Street with a part of Jerzego Waszyngtona Street from Kazimierza Pulaskiego
to the Skwer Kosciuszki and Jana Kilinskiego Street.
the highest percentage of crossing the street not on the pedestrian crossing along:
Starowiejska Street (16% pedestrians), Obroncow Wybrzeza (15% pedestrians), Zwirki i
Wigury Street (8% pedestrians) at least on the streets: Romualda Traugutta (3%
pedestrians) and Armii Krajowej (1.5% pedestrians).
pedestrians have better conditions for walking in the Skwer Kosciuszki, where LOS is at
level B, compared to Starowiejska and Swietojanska Street, where LOS is at level C.
the highest density of pedestrian crossings in the city centre of Gdynia is in Swietojanska
Street, for which eight major crossings are located on the length of 1.4 km . The most
densely located crossings are between the intersections of streets of Jana Kilinskiego and
Armii Krajowej and their average distance from each other is 177.5 m. In the remaining
sections the average distance between crossings is 230 m.
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 critical places in terms of pedestrian safety are: Wladyslawa IV, 10 Lutego, Starowiejska
and Swietojanska Streets, where in three years (2010-2012) were 15 accidents with
pedestrians (hitting a pedestrian), resulting in 16 injured people occurred.
The introduction of pedestrian zones in the city centre of Gdynia can be divided into three
stages. The first is a pedestrian zone on the section of Swietojanska Street between
intersections with Zwirki i Wigury and Starowiejska Streets. The intermediate stage is a
pedestrian zone on the section of Swietojanska Street from the intersection with Zwirki i
Wigury to the Starowiejska Street with the Skwer Kosciuszki and John Paul II Avenue. The
target stage is the pedestrian zone on the section of Swietojanska Street from the
intersection with Mars. Jozefa Pilsudzkiego Avenue to and with Starowiejska Street and
Skwer Kosciuszki with John Paul II Avenue. The above-mentioned zones would operate with
the entry for public transport, taxis, residents and delivery vehicles at certain times. The
introduction of the target stage of pedestrian zone requires closing 24 inlets abutted streets
to the area and change traffic organization in 4 streets from one-way to two-way traffic.
3.3 Improving public transport
3.3.1 Analysis and evaluation of public transport system in Gdynia
The Public Transport Authority in Gdynia (ZKM) as a budgetary establishment of Gdynia is
responsible for the organization of public transport in the city. Their activity includes
organization and management of public urban transport based on a “regular communication
model with elements of competition”. This is a type of public transport organization model
according to which ZKM as a budgetary municipal unit organises public transport (in Gdynia,
Sopot and neighbouring municipalities) but public transport services can be provided by both
public and private companies selected in a tender. The organizational model introduced in
Gdynia assumes separation of the public transport organization activities and introduces
competition in providing the public transport service.
ZKM in Gdynia operates 85 bus lines, and the total length of the bus and midibus routes is
approx. 293.2 km. The longest bus service of ZKM network in Gdynia is service Z. In one
course and in one direction it covers a distance of 31.113 km, while in the summer season
36.065 km. In public bus transport two carriers (Municipal Transport Company in Gdynia and
the Bus Transport Company in Gdynia, both 100% owned by the city) share 80% of the
connections on the services of the ZKM (together with the Trolleybus Transport Company),
mostly within the city of Gdynia. The remaining 20% are provided by private carriers42.
The residents of Gdynia, in almost 99% of cases, move around the city by private (car) or
public transport. According to the data of 2013 the share of public transport in Gdynia is
45.4%. On the first place among chosen means of transport to get around in Gdynia is car,
chosen by 53.1% of the population. In comparison, bus transport was used only by 25% of
the population. Comparing these shares to 2008, bus transport decreased by 5%, while the
42
www.zkmgdynia.pl
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November 2015
share of trolley trips slightly decreased (by 0.7%) and SKM trips decreased from 7.2 to
6.4%43.
The ZKM network in Gdynia is one of three in Poland with trolleybuses system. The
development of trolleybus transport in Gdynia, also in terms of fleet replacement, started with
some delay in relation to the bus. In 1998 the Trolleybus Transport Company (PKT) was
created. It is owned by the city.
Figure 32: Routes of ZKM services in Gdynia
In 2004, on the basis of an Integrated Public Transport Development Plan prepared by ZKM
in Gdynia, the trolleybus network was extended and tractions modernized. Moreover, 10
modern low-floor trolleybuses Solaris 12 were purchased. In 2009 the project entitled:
"Development of environmental friendly public transport in the Tri-City Metropolitan Area"
started, under which 28 new trolleybuses Solaris Trollino 12 with battery-powered auxiliary
were purchased. These trolleybuses increase the reliability and flexibility of transport.
43
“Communication preferences and behaviors of Gdynia inhabitants in 2013”, Zarzad Komunikacji Miejskiej w Gdyni, Gdynia
2013
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Figure 33: Diagram of trolleybus network in Gdynia
November 2015
44
The range of public transport in Gdynia covers essentially the entire city area. Each
household has access to at least one service. Most routes and trolleybus services run along
the main thoroughfares of Gdynia – Morska, Wielkopolska, Chwaszczynska Streets and
Zwyciestwa Avenue. For the service in the northern part of the city the Estakada
Kwiatkowskiego (Overpass) is very important, on which operate almost all of the services
connecting the districts Pogorze, Obluze and Oksywie with the central part of Gdynia. One of
indicators of availability of public transport is the distance to the nearest bus stop. Within the
districts of Gdynia, which are characterized by high population density, distance between
stops is about 300 meters, which allows quick access to the nearest stop. The downtown
area has very good public transport accessibility. In the main streets running through the city
centre – Swietojanska, Wladyslawa IV and 10 Lutego there are many bus stops operated by
bus and trolleybus services. The routes of most of the services running through the centre of
Gdynia converge in the area of Sw. Maksymiliana intermodal interchange.
Based on the traffic counts made in working day between 7:00–8:00 (morning peak) and
15:00-16:00 (afternoon peak), critical points of public transport were identified (Fig. 3.23).
Earlier analyses conducted as part of a feasibility study for the TRISTAR system indicated
that the sequences with the worst traffic conditions for public transport are:
 Morska Street on the section of the intersection with Obwodnica Trojmiasta (Tri-city
Ringroad) – intersection with Slaska Street,
 Zwyciestwa Avenue on the section between the intersections with Mars. Jozefa




44
Pilsudskiego Avenue and Orlowska Street,
Estakada Kwiatkowskiego (Overpass Kwiatkowskiego),
Jana z Kolna Street – Janka Wisniewskiego Street,
Wladyslawa IV Street,
10 Lutego Street,
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November 2015
 Wielkopolska Street – Chwaszczynska Street on the section of the intersection with
Zwyciestwa Avenue,
 intersection with the Obwodnica Trójmiasta.
An important aspect of choosing critical locations is also the average time loss of public
transport vehicles on each road sections that may result from the high traffic volume on some
parts of the street or the wrong traffic light settings. An analysis carried out on the basis of
measurements of the 2012 confirms the analysis in 2009.
Analysis of traffic volumes, public transport volume, average speed and time loss of public
transport vehicles allowed on the preliminary determination of six critical, which may be
considered priority measures for public transport or traffic organization.
The collected data shows that most problems occur at:







Estakada Kwiatkowskiego – in the direction of Morska/ Janka Wisniewskiego Street,
Morska Street – in the direction of Slaska Street,
Estakada Kwiatkowskiego – in the direction of district Oksywie,
Wladyslawa IV Street – in the direction of Mars. Jozefa Pilsudskiego Avenue,
Zwyciestwa Avenue (Stryjska Street – Wielkopolska Street) – in the direction of Sopot,
Wladyslawa IV Street – in the direction of 10 Lutego Street,
Zwyciestwa Avenue (Stryjska Street – Wielkopolska Street) – in the direction of the city
centre.
Figure 34: Average time loss of public transport vehicles
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Figure 35: Location of critical sites
November 2015
46
Furthermore, assessing from the average speed public transport vehicles, the worst traffic
conditions are on Mars. Jozefa Pilsudskiego Avenue and 10 Lutego Street. Public transport
routes are relatively short, with many stops, which can result in a low average speed. The
average loss of time in those streets is much lower compared to the other streets. The routes
running along streets Wielkopolska and Morska (to Chylonska) are characterized by very
high time losses by the number of passengers. High weight of average time loss also occurs
along Zwyciestwa Avenue. Share of time losses in travel time is within the range of 41-55%
on all routes which indicates the potential to noticeably increase of the speed of buses and
trolleybuses after the introduction of priorities. The most critical sections in terms of loss of
time based on the passengers are the sections47:
 Zwyciestwa Avenue between intersections with Wielkopolska Street and Stryjska Street,
 Morska Street between intersections with Chylonska Street and Kwiatkowskiego Road,
 Zwyciestwa Avenue between intersections with Wzgorze Sw. Maksymiliana and Mars.
Jozefa Pilsudskiego Avenue,
 Morska Street between intersections with Kwiatkowskiego Road and Kalksztajnow Street,
 Zwyciestwa Avenue between intersections with Stryjska Street and Redlowska Street,
The average value of this index for the whole measurement was 4.16 man-hours. The least
effective segments in terms of share of losses in an average time during the journey are the
sections:
 Warszawska Street between intersections with Slaska Street and Witominska Street,
 Wielkopolska Street between intersections with Gornicza Street and Mysliwska Street,
46
Kuprewicz G., Koncepcja wprowadzenia priorytetów dla transportu
sterowania. Projekt dyplomowy inzynierski. Politechnika Gdanska 2013.
47
zbiorowego w Gdyni z wykorzystaniem systemu
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November 2015
 Zwyciestwa Avenue between intersections with Wzgorze Sw. Maksymiliana and
Partyzantow Street,
 intersection of Mars. Jozefa Pilsudskiego Avenue and Wladyslawa IV Street – intersection
of Mars. Jozefa Pilsudskiego Avenue and Slaska Street,
 intersection of Kilinskiego Street and Wladyslawa IV Street – intersection of Wladyslawa
IV Street and Zwirki i Wigury Street.
The average value for this indicator was 38.4%, which means that nearly 40% of the average
travel time on the network is a waste of time.
Weight
Mean
Mean
Shortest
Mean
Mean
speed
speed
travel
time
occupancy
[km/h]
[s]
time [s]
loss [s]
[persons]
Pilsudskiego
10,1
190
98
92
580
30,62
48,5%
10 Lutego
13,0
208
105
103
959
55,35
49,5%
Warszawska
15,7
275
127
148
1105
84,44
53,8%
Nowowiczlinska
16,9
255
n. a.
n. a.
447
31,67
n. a.
Slaska
17,1
274
160
114
607
46,23
41,6%
Morska I
19,0
774
362
412
2092
449,88
53,2%
Traffic route
indicator of
time loss
Share of time
in loss in the
[person-hour]
transit time
Morska II
18,3
554
293
261
847
130,37
47,2%
Wielkopolska
19,9
923
492
431
1706
437,54
46,7%
Kwiatkowskiego
19,3
317
186
131
1134
99,85
41,3%
Zwyciestwa
18,7
534
263
271
2006
297,58
50,7%
Table 7: Microanalysis of the quality of public transport functioning in Gdynia
Gradient of red colour is the gradation of the relevant indicators. The higher the index, which
is more unfavourable, the darker is the red colour in the field in the table below.
Street – the direction
1 intersection
2 intersection
Weight
Share
indicator
indicator
of time
SC in the
loss
average
[person-
transit
hour]
time
Zwyciestwa - Srodmiescie
Al. Zwyciestwa
Pilsudskiego
16,867
60,71%
Wielkopolska - Srodmiescie
Lowicka
Wroclawska
11,480
59,10%
Morska II - Sopot
Chylonska - Morska
17,893
50,38%
Wielkopolska - Chwaszczyno
Zwyciestwa
Kwiatkowskiego Morska
Inzynierska - Koscielna
11,232
55,09%
Zwyciestwa
11,003
57,37%
Wielkopolska
Armii Krajowej Wladyslawa IV
Wladyslawa IV - Zwirki i
Wigury
Stryjska
18,697
42,43%
Wladyslawa IV
10,023
58,74%
9,378
57,05%
Pilsudskiego - Rumia
Wladyslawa IV
Slaska
7,783
64,18%
10 Lutego - dojazdowe
Kilinskiego - Wladyslawa IV
Wladyslawa IV - Zwirki I
Wigury
5,910
61,72%
50 / 83
November 2015
Weight
1 intersection
Partyzantów - Swietojanska
Share
indicator
indicator
of time
SC in the
loss
average
[person-
transit
hour]
time
Wzgorze SKM
5,540
64,49%
2 intersection
Warszawska - Rumia
Wolnosci
Morska
5,163
57,32%
Wigury
Kilinskiego Wladyslawa IV
5,112
57,42%
Gornicza
Mysliwska
4,982
65,78%
Slaska - Rumia
Pilsudskiego - Slaska
Slaska - Warszawska
5,069
57,06%
Warszawska - Rumia
Slaska
Witominska
3,671
78,23%
Morska - Sopot
Kwiatkowskiego
Kalksztajnow
11,626
37,34%
Stryjska
Redlowska
11,578
37,57%
Morska - Sopot
Morska
Mireckiego
8,868
52,50%
Nowa Kopernika
Partyzantow Swietojanska
8,597
53,42%
Parkowa - Raclawicka
Sopocka
9,833
40,41%
Morska - Sopot
Mireckiego
10,386
37,87%
Traugutta – Wladyslawa IV
8,693
47,20%
Zwyciestwa - Sopot
Wzgorze SKM
Grabowo
Pilsudskiego Wladyslawa IV
Nowa Kopernika
8,329
51,47%
Wielkopolska - Sródmiescie
Brzechwy
Źrodlo Marii
8,389
43,97%
7,214
45,82%
5,253
43,77%
5,363
41,46%
Energetyków Wisniewskiego.
Traugutta - Wladyslawa
IV
Wladyslawa IV - Wójta
Radtkego
Kwiatkowskiego - Obluze
Wisniewskiego
Kilinskiego - Wladyslawa IV
Wladyslawa IV
Źrodlo Marii
Nalkowskiej
5,348
41,54%
Slaska - Sopot
Kielecka - Slaska
5,106
50,28%
Nowowiczlinska
Gornicza
5,201
42,12%
Traugutta - Wladyslawa IV
Kilinskiego Wladyslawa IV
5,111
44,58%
Zwyciestwa - Sopot
Pilsudskiego
Wzgorze SKM
5,003
46,53%
Morska II - Rumia
Morska - Nr 303
Kartuska - Morska
2,744
58,81%
Pilsudskiego - Rumia
Swietojanska
Wladyslawa Iv
2,649
57,15%
Pilsudskiego - Gdynia
Swietojanska (przy przyst.)
Swietojanska
2,539
57,52%
Warszawska - Sopot
Witominska
Slaska
2,529
58,59%
Morska II - Sopot
Kcynska - Morska
Morska - Obwodowa
2,112
60,31%
Nalkowskiej
Sopocka - Wielkopolska
9,615
36,68%
Zwyciestwa - Sopot
Stryjska
Wielkopolska
10,539
25,75%
Zwyciestwa - Sopot
Harcerska
Redlowska
9,278
34,18%
Zwyciestwa - Sopot
Redlowska
Stryjska
8,379
29,90%
Morska - Rumia
Okoniewskiego
Kalksztajnow
Grabowo
Wigury
Kwiatkowskiego
8,247
28,32%
6,650
33,47%
7,019
30,46%
Morska - Rumia
51 / 83
November 2015
Weight
1 intersection
2 intersection
Share
indicator
indicator
of time
SC in the
loss
average
[person-
transit
hour]
time
Morska - Rumia
Grabowo
Mireckiego
6,360
34,34%
Morska II - Rumia
Kwiatkowskiego - Morska
Chylonska - Morska
6,475
33,54%
Harcerska
Nowa Kopernika
6,307
34,04%
Wroclawska
5,995
35,49%
Nalkowskiej
Źrodlo Marii
5,855
36,55%
Morska II - Sopot
Morska - Wiejska
Chylonska - Morska
5,750
35,48%
Morska - Sopot
Okoniewskiego
Warszawska
5,947
32,88%
Wielkopolska - Sródmiescie
Wroclawska
5,237
35,87%
10 lutego - Gdynia
Dworcowa
3 Maja
4,930
49,40%
10 lutego - Gdynia
3 Maja
Wladyslawa IV
4,756
41,35%
Źrodlo Marii
Brzechwy
5,107
32,94%
Nawigatorów
Wielkopolska
4,474
46,20%
Mysliwska
Brzechwy
3,972
51,42%
Morska II - Sopot
Morska - Nr 293
Morska - Wiejska
3,841
54,99%
3 Maja - Wojta Radtkego
10 Lutego - 3 Maja
4,469
42,24%
Gornicza
Wiczlinska
3,845
49,35%
Wielkopolska - Nowowiczlinska
Nowowiczlinska
Obwodowa
3,891
41,69%
Wielkopolska - Nowowiczlinska
Obwodowa
Nowowiczlinska
3,599
52,25%
Morska II - Rumia
Kartuska - Morska
Morska - Obwodowa
3,505
54,42%
Mysliwska
Derdowskiego Swietojanska
Gornicza
3,433
54,18%
Swietojanska
3,275
47,98%
Warszawska - Sopot
Nowogrodzka
Witominska
3,471
41,34%
Warszawska - Sopot
Morska
Wolnosci
3,331
42,22%
Slaska - Sopot
Slaska - Warszawska
3,173
43,93%
Pilsudskiego - Gdynia
Swietojanska - Zwyciestwa
Swietojanska (przy
przyst.)
2,882
49,72%
Zwyciestwa - Sopot
Wielkopolska
Nawigatorow
2,911
43,97%
Swietojanska
2,875
45,41%
Wladyslawa IV
2,790
47,96%
Spoldzielcza
Przebendowskich
2,720
42,10%
Morska II - Rumia
Morska - Obwodowa
Kcynska - Morska
1,436
52,49%
Armii Krajowej Swietojanska
Swietojanska
1,828
39,10%
10 Lutego - Gdynia
Wladyslawa IV
Swietojanska
1,203
42,31%
10 Lutego - Rumia
Swietojanska
Wladyslawa IV
1,082
42,54%
Derdowskiego Swietojanska.
Table 8: Microanalysis of the quality of public transport functioning in Gdynia
52 / 83
Figure 36: Average travel time from the areas of Gdynia
November 2015
48
Figure 37: Synthetic indicators cartogram of public transport services in the areas of Gdynia
49
3.3.2 The planned development of public transport
Development of a network of bus connections will occur due to changes in the demand for
transport services. Corrections of the bus system will be implemented as far as possible, on
the basis of research conducted on systematic communication preferences and behaviour of
residents.
48
Jacek
OSKARBSKI,
Michal MISZEWSKI:
Ocena funkcjonowania systemu transportu zbiorowego w Gdyni
z wykorzystaniem programu VISUM, AUTOBUSY Technika Eksploatacja Systemy Transportowe, nr 3/2013
49
Jacek
OSKARBSKI,
Michal MISZEWSKI:
Ocena funkcjonowania systemu transportu zbiorowego w Gdyni
z wykorzystaniem programu VISUM, AUTOBUSY Technika Eksploatacja Systemy Transportowe, nr 3/2013
53 / 83
November 2015
Increasing the number of bus routes is planned in particular in the area of Gdynia-West
(Gdynia – Zachod), as a result of a gradual increase in the number of inhabitants of this
district. The relatively high flexibility of the bus route planning as a means of transport of the
street is to allow matching of the bus services to the newly established network of roads and
streets.
For proper operation of the subsystem of bus public transport, construction of new loops and
(or) the modernization of existing ones is assumed50.
Figure 38: Planned new and upgraded bus loops
51
The construction of a new bus loop in the Gdynia-West district will be determined by a
detailed development plan of the area. With the development of housing and settlement the
development of bus routes within the Gdynia public transport network in areas such as
Koleczkowo, Bojano and Chwaszczyno, located beyond the administrative boundaries of
Gdynia, is planned. These connections require co-financing by the local municipalities of
Szemud and Zukowo.
The renewal of the bus fleet will continue. All new buses will be low-floor vehicles. All old
buses will be withdrawn from public transport in Gdynia in the coming years. The number of
buses in operation will result from the determined-to-date transportation needs and funding
opportunities for transport services. The organization of bus transport by a specialized
administrator will allow a high degree of flexibility in terms of a rolling stock in use. Taking
into account the preferences of residents as regards the role of trolleybus transport and
considering the current and potential role of trolleybuses, resulting from the set of
determinants of its development in the coming years, it is planned to expand the network of
trolleybus transport.
50
Integrated development plan for public transport in Gdynia in the years 2004-2011, ZKM Gdynia.
Marszk P., Koncepcja wprowadzenia priorytetów dla transportu zbiorowego na wybranych ulicach Gdyni z wykorzystaniem
pasów autobusowych. Projekt dyplomowy inzynierski. Politechnika Gdanska 2013.
51
54 / 83
Figure 39: Directions of the expansion of trolleybus routes
November 2015
52
In the coming years it is not expected to withdraw trolleybuses from any currently operated
routes. In addition, the need to modernize trolleybus fleet is assumed. Brand new, low-floor
trolleybuses will be purchased for each subsequent stage of the network built. Every year, a
minimum of six of new or used low-floor trolleybuses will be put into service. The
development of trolleybus transport in Gdynia defines the task WP2 (Clean vehicles) and
measure G2.1 CIVITAS DYN@MO according to which two Li-Ion hybrid trolleybuses were
purchased. Measure G2.1 was carried out by purchasing and testing two trolleybuses
equipped with an additional power source in the form of lithium-ion batteries. For these
hybrid trolleybuses a new route was selected – existing trolleybus line no. 21 was extended
by the section of Kosciuszko Square in the city centre of Gdynia. This solution allows the
trolleybuses to operate in new areas where there is no catenary. It also allows increasing the
reliability of the trolleybus transport system in Gdynia. A regular route with these trolleybuses
with lithium-ion battery for the new service was launched in May 201553.
3.3.3 Preliminary options of public transport improvements
The options described below for the years 2015, 2025 and 2035 are assumptions. The
proposals are the result of a preliminary analysis and discussions with representatives of the
Board of Public Transport (ZKM) in Gdynia.
Transport service in Gdynia-Zachod (West) will be determined by the implementation of a
specific option of the operation of rail transport.
52
53
www.pktgdynia.pl
55 / 83
November 2015
In each of the options in the northern part of the city operates the extension of the route PKM
- Airport, with stops Gdynia-Port (at Energetykow), Gdynia Pogorze (the interchange) and
Gdynia Obluze Gorne (the interchange). The differences between the options are as follows:
Option I (stagnation)
PKM service without extension – only the stop interchange Gdansk-Osowa Kielnienska
would be added.
Option II (currently in force – on the basis of existing plans)
From the PKM service Polana Krykulec branch service is planned (without station, operating
between to and from Gdynia Glowna) to Wiczlino, on the main service of PKM a new stop is
created Gdansk-Osowa Kielnienska.
Option III (new project – currently promoted)
From the PKM service a branch service is foreseen - at the height of the former Polifarb
(former railway siding to Polifarb), along Nowak-Jezioranskiego, Wiczlinska and
Chwarznienska streets to Os. Sokolka (district), from then through the forest to the Polana
Krykulec. On the new section of track fairly closely stops are planned. On the route via
Wiczlino light rail vehicles are planned to operate, being more similar to trams rather than
trains. These trams would operate on the route Gdynia Glowna – Gdansk-Osowa, with a
frequency of every 15-20 minutes. On the main PKM service an interchange stop GdanskOsowa Kielnienska is being built.
Road transport service
In each option, the construction of trolleybus network throughout the route of the NowakJezioranskiego and the Nowa Chwarznienska to the intersection with the current
Chwarznienska, on the east side of the Obwodnica Trojmiejska is assumed. It is also
assumed that the new trolleybus routes will be operated by the battery-powered trolleybuses,
enabling its use on the linear part of the route.
Option I
23 – extension to the loop at the PKM stop Gdansk-Osowa Kielnienska
32 – a new trolleybus PKM service, Gdynia-Karwiny – Dabrówka – the NowakaJezioranskiego – the Nowa Chwarznienska – Chwarzno – Witomino – Sródmiescie Gdynia,
all day service, every 15 minutes, providing on the common section of 140, 147 and 160 ride
every 3-4 min (140, 147 and 160 as early as 2025, every 15 min – all day)
140 – extended to PKM stop Gdansk-Osowa Kielnienska
141 – extended every 15 min to Cmentarz Dabrowa, via Chwarzno and the NowakaJezioranskiego, every second 141 under the new number 241 – the Os. Sokolka (service
241 – extended to Kosakowo - the task will be to support the new development between
Pogórze Górne and Kosakowo)
33 – a new trolleybus service, up to Rdestowa street same as 181, next the NowakaJezioranskiego extended to Os. Sokolka
56 / 83
November 2015
240 and 260 – two local services (midibuses), serving the furthest regions of Wiczlino,
connecting them with the Os. Sokolka
272 – on the PKM Karwiny – Wiczlino Wybudowanie (or southern part of Wiczlino), every 15
min (supplementary in coordination 140)
Q – a new fast service, with a stop at PKM Gdansk-Osowa Kielnienska – Kukawka – Kacze
Buki – Nowaka-Jezioranskiego – Nowa Chwarznienska – Obwodowa Trójmiasta – Trasa
Kwiatkowskiego – Janka Wisniewskiego – Gdynia city centre – Wezel Franciszki Cegielskiej
(all day service, every 15 minutes)
Y – a new fast service, with a stop at PKM Gdansk-Osowa the Kielnienska – Kukawka –
Kacze Buki – Nowaka-Jezioranskiego – Nowa Chwarznienska – Obwodowa Trójmiasta –
Trasa Kwiatkowskiego – Oksywie Dolne (peak service every 30 minutes, a supplement to X)
Option II
272 – not in service, no. Q and Y, in return a new service 247 with a stop at Gdansk-Osowa
Kielnienska to the railway station in the area of Os. Sokolka will be implemented, every 15
minutes
Option III
272 – not in service, no. Q and Y, due to the attractiveness of rail service two more local
midibuses services – 247 and 272, connecting the areas of the districts with stops of light rail
(tram)
Moreover, in other areas of the city:
141 and 194 – extension via Czernicki street to the railway station Gdynia Pogorze (service
for Suchy Dwor with another service – local, 294), new peak services 260 (from the
Dickmana) and 263 (from Babie Doly) to the railway station, Gdynia Obluze Gorne
Initially option III is taken into account, with a light rail transport for Wiczlino.
The following tables show the plans for the development of public transport services for the
coming years. The planned changes are highlighted in red.
57 / 83
Service
20
21
22
23
24
25
26
27
28
29
30
31'
31''
Route
TROLLEYBUS SERVICE
GDYNIA DWORZEC PKP - Wójta Radkego (return: Jana z Kolna) Świętojańska - 10 Lutego - Morska - Chylońska - CISOWA SKM
GDYNIA DWORZEC GŁÓWNY PKP - 10 Lutego - Świętojańska - al.
Zwycięstwa - SOPOT: al. Niepodległości - SOPOT REJA
GDYNIA DWORZEC GŁÓWNY PKP - Wójta Radkego (return: Jana
z Kolna) - Świętojańska - al. Piłsudskiego - Śląska - Warszawska Morska - Chylońska - CISOWA SKM
STOCZNIA GDYNIA - al. Solidarności - Janka Wiśniewskiego Gdynia Dworzec Główny PKP - Wójta Radkego (return: Jana
z Kolna) - Świętojańska - al. Zwycięstwa - Wielkopolska Chwaszczyńska - Nowowiczlińska - Rdestowa - Chwaszczyńska KACZE BUKI
z Kolna) - Świętojańska - al. Zwycięstwa - Wielkopolska Chwaszczyńska - Nowowiczlińska - DĄBROWA MIĘTOWA
3 MAJA HALA - Wójta Radkego (return:: Jana z Kolna) Świętojańska - 10 Lutego - Morska - Owsiana - CISOWA SKM
ORŁOWO SKM "KLIF" - al. Zwycięstwa - al. Piłsudskiego - Śląska Warszawska - Morska - CISOWA SIBELISUA
CISOWA SKM - Chylońska - Morska - Warszawska - Śląska al. Piłsudskiego - al. Zwycięstwa - Wielkopolska - Chwaszczyńska Nowowiczlińska - Rdestowa - Chwaszczyńska - KACZE BUKI
3 MAJA HALA - Wójta Radkego (return: Jana z Kolna) Świętojańska - 10 Lutego - Morska - Chylońska - Kartuska Jaskółcza - Chabrowa - PUSTKI CISOWSKIE
GRABÓWEK SKM - Zakręt do Oksywia - Morska - 10 Lutego Świętojańska - al. Zwycięstwa - Wielkopolska - Chwaszczyńska Gryfa Pomorskiego - OSIEDLE FIKAKOWO
z Kolna) - Świętojańska - al. Piłsudskiego - Śląska - Warszawska Morska - CISOWA SIBELIUSA
SOPOT REJA - al. Niepodległości - al. Zwycięstwa - Wielkopolska Chwaszczyńska - Nowowiczlińska - Rdestowa - Chwaszczyńska KACZE BUKI
SOPOT REJA - al. Niepodległości - al. Zwycięstwa - Wielkopolska Chwaszczyńska - Nowowiczlińska - DĄBROWA MIĘTOWA
November 2015
5-8
travel frequencies
8-13
13-18 18-21
15
-
-
-
30
30
30
-
-
15
15
20
15
15
15
20
15
15
15
20
15
15
15
20
15
15
15
20
15
15
15
20
15
15
15
20
30
30
30
-
15
15
15
-
60
60
60
60
60
60
60
60
Table 9: Planned routes of services and frequencies of vehicles on weekdays in 2015
58 / 83
Service
20
21
22
23
24
25
26
27
28
29
30
31'
31''
32
33
Route
TROLLEYBUS SERVICE
z Kolna) - Świętojańska - al. Zwycięstwa - Wielkopolska Chwaszczyńska - Nowowiczlińska - Rdestowa - Chwaszczyńska KACZE BUKI - KUKAWKA - PKM GDAŃSK OSOWA KIELNIEŃSKA
z Kolna) - Świętojańska - al. Zwycięstwa - Wielkopolska Chwaszczyńska - Nowowiczlińska - Miętowa - Cynamonowa Łanowa - DĄBROWA CMENTARZ
3 MAJA HALA - Wójta Radkego (return: Jana z Kolna) Świętojańska - 10 Lutego - Morska - Owsiana - CISOWA SKM
CISOWA SKM - Chylońska - Morska - Warszawska - Śląska Piłsudskiego - al. Zwycięstwa - Wielkopolska - Chwaszczyńska Nowowiczlińska - Rdestowa - Chwaszczyńska - KACZE BUKI
DEMPTOWO - Skarbka - Kartuska - Chylońska - Morska - 10 Lutego
- Świętojańska - al. Zwycięstwa - Wielkopolska - Chwaszczyńska Gryfa Pomorskiego - OSIEDLE FIKAKOWO
PKM Gdynia Karwiny - Wielkopolska - Chwaszczyńska Nowowiczlińska - Rdestowa - Nowaka-Jeziorańskiego - Nowa
Chwarznieńska - Chwarznieńska - Rolinicza - Kielecka - Wzg. Św.
Maksymiliana - Świętojańska (return: Władysława IV) - Jana z
Kolna (return: Dworcowa - 10 Lutego) - GDYNIA DWORZEC
GŁÓWNY PKP
CHWARZNO SOKÓŁKA - Wiczlińska - Nowaka-Jeziorańskiego Rdestowa - Nowowiczlińska - Chwaszczyńska - Wielkopolska Sopocka - SOPOT: Malczewskiego - Niepodległości - SOPOT REJA
November 2015
5-8
travel frequencies
8-13
13-18 18-21
15
-
-
-
30
30
30
-
-
15
15
20
15
15
15
20
15
15
15
20
15
15
15
20
15
15
15
20
15
15
15
20
15
15
15
20
30
30
30
40
15
15
15
-
60
60
60
60
60
60
60
60
30
30
30
40
15
15
15
20
59 / 83
Service
20
21
22
23
24
25
26
27
28
29
30
31'
31''
32
33
Route
TROLLEYBUS SERVICE
z Kolna) - Świętojańska - al. Zwycięstwa - Wielkopolska Chwaszczyńska - Nowowiczlińska - Rdestowa - Chwaszczyńska KACZE BUKI - KUKAWKA - PKM GDAŃSK OSOWA KIELNIEŃSKA
z Kolna) - Świętojańska - al. Zwycięstwa - Wielkopolska Chwaszczyńska - Nowowiczlińska - Miętowa - Cynamonowa Łanowa - DĄBROWA CMENTARZ
3 MAJA HALA - Wójta Radkego (return: Jana z Kolna) Świętojańska - 10 Lutego - Morska - Owsiana - CISOWA SKM
CISOWA SKM - Chylońska - Morska - Warszawska - Śląska Piłsudskiego - al. Zwycięstwa - Wielkopolska - Chwaszczyńska Nowowiczlińska - Rdestowa - Chwaszczyńska - KACZE BUKI
DEMPTOWO - Skarbka - Kartuska - Chylońska - Morska - 10 Lutego
- Świętojańska - al. Zwycięstwa - Wielkopolska - Chwaszczyńska Gryfa Pomorskiego - OSIEDLE FIKAKOWO
PKM Gdynia Karwiny - Wielkopolska - Chwaszczyńska Nowowiczlińska - Rdestowa - Nowaka-Jeziorańskiego - Nowa
Chwarznieńska - Chwarznieńska - Rolinicza - Kielecka - Wzg. Św.
Maksymiliana - Świętojańska (return: Władysława IV) - Jana z
Kolna (return: Dworcowa - 10 Lutego) - GDYNIA DWORZEC
GŁÓWNY PKP
CHWARZNO SOKÓŁKA - Wiczlińska - Nowaka-Jeziorańskiego Rdestowa - Nowowiczlińska - Chwaszczyńska - Wielkopolska Sopocka - SOPOT: Malczewskiego - Niepodległości - SOPOT REJA
November 2015
5-8
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Initial proposals of dedicated lanes for public transport vehicles
After recognizing the sections of the routes where impediments occur to the movement of
public transport vehicles, the possibility of separating the space designated for buses,
trolleybuses and possibly taxis should be considered. In the case of bus lanes basic
predefined location selection criteria will be:




the number of lanes (min. 2),
the traffic volume of public transport (min. 10 cars/ hour),
the traffic volume of all vehicles (up to 3,200 vehicles/ hour),
the size of the existing and projected passenger traffic volume (min. 500 persons/ hour).
Based on physical observation of traffic in the streets of Gdynia in peak hours, and analysis
of the intensity cartograms of traffic and public transport passenger traffic the following
possible locations of bus lanes were selected:
(1) Wladyslawa IV Street – in the direction of Mars. Jozefa Pilsudskiego Avenue,
(2) Wladyslawa IV Street – in the direction of 10 Lutego Street,
(3) Estakada Kwiatkowskiego – in the direction of district Oksywie,
(4) Estakada Kwiatkowskiego – in the direction of Morska/ Janka Wisniewskiego Street,
(5) Morska Street – in the direction of Slaska Street,
(6) Morska Street – in the direction the Estakada Kwiatkowskiego,
(7) Zwyciestwa Avenue-Stryjska Street – in the direction of Sopot,
(8) Zwyciestwa Avenue-Stryjska – in the direction of centre,
(9) Chwaszczynska Street – in the direction of Trójmiejska Obwodnica,
(10) Chwaszczynska Street – in the direction of Wielkopolska Street (Centre),
(11) Zwyciestwa Avenue – in the direction of Sopot,
(12) Zwyciestwa Avenue – in the direction of Centre.
Preliminary analysis shows better expected efficiency and feasibility of the lanes marked in
green in Figure 40, although it is reasonable to analyse all the options with the developed
multilevel transport model.
In addition, the analysis of the assumptions of functioning of dedicated lanes at certain
periods of time will be done (e.g. during transport peaks hours or beyond).
In prognostic periods it will be reasonable to examine the construction or separation of bus
lanes along Kielecka, Rolnicza (need to change traffic organization) and Chwarznienska
(separate lane that could function interchangeably in two directions, depending on the traffic
volume – e.g. in the morning in the direction of the Centre, in the afternoon towards
Chwarzno). The construction of dedicated lanes along the Wielkopolska – Chwaszczynska
should be considered).
It also should be remembered to check the possibilities of building separate lanes on newly
designed or planned streets.
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Figure 40: Proposed initial locations of bus lanes
November 2015
54
Within the CIVITAS DYN@MO project options of leaving the public transport service in
pedestrian zones (described in Chapter 2) will be tested. Also options for the improvement of
public transport in the area of the square in front of Gdynia Glowna Railway Station and in
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November 2015
the surrounding street system (e.g. lane for public transport vehicles along Wojta Radtkego
Street or leaving this street only for public transport) will be considered.
3.4 Changes in traffic organization
The inherent element regarding the introduction of pedestrian areas and improvements to
public transport is a change of the organization of the vehicular traffic by closing the intake of
some streets and changing the direction of traffic on the streets adjacent to the zone or
narrowing cross-sections of the streets available to individual transport in case of the
introduction of dedicated lanes for public transport. An additional element which was taken
into account was to improve traffic safety and streamlining of certain intersections for public
transport vehicles (improved operability, reducing time loss), through the construction of
dedicated lanes for slip roads as well as bus gates.
The introduction of zones with pedestrian priority requires closing of the inlets of the streets
Romualda Traugutta, Jana Kilinskiego, Zwirki i Wigury, Obroncow Wybrzeza, Jozefa
Wybickiego, Zygmuntowskiej, 10 Lutego, Stefana Zeromskiego, Jerzego Waszyngtona,
Karola Olgierda Borchardta, Kazimierza Pulaskiego, Antoniego Abrahama, Zygmunta
Augusta, Msciwoja i Ofiar Piasnicy. The intersection with the Swietojanska with the streets
Jana Hieronima Derdowskiego, Plac Kaszubski and Al. Marszalka Józefa Pilsudskiego and
the intersection of the Starowiejska with Dworcowa (marginal parts of the zone) would be
passable except for the possibility of entry into the Swietojanska and Starowiejska. It is also
proposed to allow passing through the area at the intersection of the Swietojanska and Armii
Krajowej for easy access from the north to Kamienna Gora. Closing this intersection could
cause dissatisfaction of the neighbourhood residents and too large volume of vehicular traffic
on Al. Marszalka Józefa Pilsudskiego, which would be the only alternative route from the
centre to Kamienna Góra. It would be possible to pass through the intersections of the
Starowiejska with the streets Wladyslawa IV and 3 Maja for easy access to the northern part
of the downtown and the Stocznia Remontowa. The speed of passing through a pedestrian
zone on the aforementioned intersections would be limited to a speed limit of 30 km/ h. The
different options will be detailed during the analysis.
It is suggested to change the organization of traffic on the Traugutta, where there is one-way
traffic in the direction of the Wladyslawa IV. After implementing the pedestrian zone, the
Traugutta should be a two-way street, since the entry ban on the Swietojanska would lead to
impossibility of entry into the section of the Traugutta between the streets Wladyslawa IV and
the Swietojanska and exit on the section between the Swietojanska and the Generala Jozefa
Bema. Road geometry allows the introduction of a second lane using parking spaces. In
addition, one-way traffic should be reorganized into two-way on the streets in the Jana
Kilinskiego, part of the Antoniego Abrahama between the streets Starowiejska and 10
Lutego, Zygmunta Augusta and Msciwoja. There is one-way traffic in the Jana Kilinskiego in
the direction of the Juliusza Slowackiego and the change of traffic organization will allow
entrance into the Jana Kilinskiego from the Juliusza Slowackiego and exit from the Jana
Kilinskiego in the direction of the Wladyslawa IV. The streets Msciwoja and Zygmunta
Augusta are one-way streets towards the Starowiejska, while the Antoniego Abrahama runs
in the opposite direction. With the introduction of the pedestrian zone in the Starowiejska the
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November 2015
aforementioned streets should support two-way vehicular traffic. With the introduction of the
pedestrian zone in the street Starowiejska aforementioned streets should support two-way
vehicular traffic, which must be analysed in detail using MST. Examples of changes in traffic
organization are shown in Figure 41.
Figure 41: Example of changes in the organization of movement after the introduction of pedestrian
55
zones
55
Jobski W., Koncepcja wprowadzenia stref ruchu pieszego w Sródmiesciu Gdyni. Projekt dyplomowy inzynierski. Katedra
Inzynierii Drogowej. Politechnika Gdanska 2013.
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November 2015
Figure 42: Cartogram of traffic volume during the afternoon rush hour – current situation
56
Figure 43: Cartogram of traffic volume during the afternoon rush hour – after closing Starowiejska
Street
57
In the next stage of the analysis the intersection modernizations (turning relations) that are
designed to improve traffic safety and reduce time loss for public transport vehicles
(modernizations along with gates and priorities for public transport vehicles) will be analysed.
56
57
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November 2015
4 Concept for promotion of walking and
cycling
In this chapter the campaigns which are implemented during CIVITAS
DYN@MO are described. They focuse on cyclists and pedestrians in Gdynia
and their aim is to encourage people to use bikes as their main mean of
transport, especially in spring and summer. Campaigns are being held since
2014 and will continue in the next years.
According to the current modal split, prepared on the basis of market research conducted by
the Public Transport Authority in 2013, 45.4% of the population uses public transport as the
main mean of transport, 53.1% of the car, and only 0.8% use bicycle travel as a primary
means of movement.
The Development Strategy of Gdynia includes as targets:






improving the availability and quality of life in the city,
create a functional network of public roads,
integration of various forms of public transport in Gdynia and the Tricity,
reduce nuisance around the city,
better connectivity between different areas of the city,
use development opportunities arising from the location of the city at the intersection of
two pan-European transport corridors.
In 2013, Gdynia conducted a bike audit with the BYPAD certification programme, which was
done as a result of the development plan for cycling in Gdynia. The document indicated the
most important barriers and problems of Gdynia in the field of cycling and a number of
actions to be implemented in 2014-2016 were identified. According to the plan it is assumed
to increase the share of cycling by 1% each year, to 6% in 2020 and 10% in 2023.
For several years in Gdynia efforts are being made aiming at changing the attitudes and
behaviour of the inhabitants, and increasing their awareness of sustainable transport.
Through educational and promotional activities the city primarily promotes cycling and
walking, keeping in mind public transport. The campaigns were directed to two target groups:
 residents of the city and/ or employees of companies with a registered office in Gdynia,
 5th year elementary schools pupils in Gdynia.
In chapter describes the concept of a campaign to promote cycling and walking, and the
creation of pedestrian zones in Gdynia based on good practice examples from Budapest,
Växjö, Bologna and the UK.
4.1 Good practices in European cities
Cycling competition for employees of companies in Budapest – Bringázz and munkába!
Since autumn 2008 in Hungary there is a competition for employees commuting to work by
bike. People willing to participate in the competition are signing up on the competition
website. Every time they travel to work by bike they enter data on this trip to the competition
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November 2015
website. Participants who have completed a minimum of eight trips by bicycle take part in the
main prize draw.
Figure 44: Website cycling competition for employees of companies in Budapest
58
Cycling competition for employees of companies in Växjö – SydostTrampar
A cycling competition for employees of companies in Växjö is organized twice a year. Both
the spring and autumn edition last for six weeks each. Participants can register those bike
rides that are associated with travel in their leisure time, with daily urban travel (e.g. travel to
and from work) or business trips.
Figure 45: Website for the cycling competition for employees in Växjö
59
The results are presented in relation to individual participants and companies and include
such information as the number of kilometres travelled, calories burned, saved money and
CO2 not emitted.
58
59
www.kerekparosklub.hu/bam
www.sydosttrampar.se
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November 2015
European Cycling Challenge – Bologna
The City of Bologna, together with SRM - Agency, Mobility and Local Public Transport in
Bologna, in 2012 initiated the European Cycling Challenge (EEC) - European Bike
Competition, an event to promote urban cycling in all cities in Europe.
The first edition of the European Cycling Challenge - European Bike Contest, was held in
May 2012. The first ECC was a huge success. It has been noticed on the international level,
which resulted in receiving the CIVITAS 2013 award in the category “public participation”.
Since then the European Bike Competition continues throughout May each year, and its
objective is a competition among European cities (each of them has its official team) in the
use of bicycles as a mode of transport in the city. The participants track their daily bicycle
trips with GPS and a free app for smartphone or/ and the Endomondo internet platform, used
as a basis for calculating the total number of kilometres cycled in the city. Classification of
the participants, both at national and European levels, is updated in real time, making it a fun
way for residents, friends and acquaintances to compete against each other. At the end of
the competition, some cities are organizing the awards ceremony.
This initiative showed that bicycle travel is a very common phenomenon in Europe, and
people do not just ride their bike on the weekend for recreational purposes. Using bikes can
be an effective tool for reducing pollution and road congestion.
The competition has also become an important instrument for cities, as the behaviour of
cyclists still is not as well-known as the behaviour of car drivers. Each city participating in the
contest receives a lot of detailed data relating to cycling, which has been converted into heat
maps.
Figure 46: European Competition of Cycling website - European Cycling Challenge 2013
60
Campaign Walk to School Week in the UK
The campaign “Walk to School” is to encourage parents, children and young people to go to
school on foot. One of the elements of the campaign is a week of walking to school, which
takes place each year in May. In 2012, students received travel diaries in which they
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www.europeancyclingchallenge.eu/ecc2013
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November 2015
recorded how much walking to school is done in a week. Every day “came” to another city in
Great Britain and answered the riddle associated with sustainable transport. The pupils were
asked to reach from the farthest westernmost place in England (Land’s End) to the
northernmost settlement of Great Britain (John o’Groats).
Figure 47: The campaign website Walk to School Week
61
4.2 Campaigns for residents and employees of companies in
Gdynia
4.2.1 Cycling competition for employees of the companies in Gdynia – “I'm
going to work by bike”
The 2013 edition of the “I am going to work by bike” competition was attended by 100
employees of Gdynia companies. The contest lasted for 18 weeks, starting on 20 May 2013.
The aim of the competition was to encourage employees of companies having their
registered office or branch in Gdynia to travel to/ from work by bicycle, as competitive and
enjoyable alternative to travel by car.
In 2013 the participants of the “I am going to work by bike” competition did a total of 7,646
trips and drove 78,218 km. If the same distance would have been driven by car, 19.5 tons of
CO2e would have bene emitted to the atmosphere. What’s more, riding a bike instead of a
car saved more than 31,000 PLN on fuel costs.
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Figure 48: Cycling competition website for employees of Gdynia companies – “I'm going to work by
bike”
62
The competition, “I'm going to work by bike” held in 2014 was attended by over 700 people
from 74 Gdynia companies. The contest lasted for 18 weeks, starting on 1 April 2014.
In summary, the participants of the “I'm going to work by bike” travelled more than 42,000
trips, covering more than 421,000 km on bike. If cyclists covered the same distance driving a
car, over 105 tons of CO2 would have been emitted to the atmosphere. 21,066 trees would
be needed to clean the atmosphere of pollutants emitted in a year. What’s more, riding a bike
instead of a car saved more than 168,530 PLN on fuel costs.
Figure 49: Participants from the company Unisoft (left, by Unisoft) and the Public Library (right, by
MBP)
63
In terms of individual performance and the best results in terms of the number of kilometres
travelled obtained: Anna Socha from the Public Library in Gdynia (5,196 km), Mr. Mieczyslaw
Solek of Military Unit 3660 (4,760 km) and Mr Peter Parkitny from the company Modena Sp.
z o.o (4,350 km).
In the category of “number of rides” the best results were obtained by: Ms Malgorzata Kobus
Vita-Med Care Center Medical Sp. z o.o. (202 trips), Andrzej Machalinski the Baltic General
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November 2015
Cargo Terminal Sp. z o.o. (190 trips) and Mr. Zbigniew Rasmus from the company TREFL
SA (188 trips).
People who live in Gdynia accounted for 57% of all participants in the competition, 21% of
the inhabitants of Gdansk, the people of Rumia and Reda more than 10%, and the
inhabitants of Sopot 5% of the participants of the competition. Most people travelled to work
by bike at a distance of 5-9 kilometres (29% of cyclists).
In the 2015 edition "I'm going to work by bike" was attended by 98 local companies, 994
participants in total. The contest started on 1 April and lasted five months. During this time
period, participants cycled together over half a million km in more than 60,000 trips, they
circled the earth 14 times. With regard to the environment, if the same distance would have
been driven by car, about 102 tons of CO2 would have been emitted into the atmosphere.
During the competition cyclists were awarded by 6,420 delicious breakfasts. Boxes consisted
of variety of sandwiches, fruit and desserts. Every participant who made four trips to/ from
work by bicycle in the previous week received such a breakfast. As a result, the competition
motivated employees of companies to systematically travel by bicycle.
Cyclists who cycled a minimum of 35 trips or 280 km could win 30 sets of prizes for about
100 EUR and the grand prize – an electric bicycle.
Figure 50: Participants from the PEWIK company in edition 2015
64
The best companies were also awarded in edition 2015:
st
 The number of trips in terms of the number of participants from a company: 1 place –
nd
Centre of Youth Cooperation, 2 place ex aequo – Net-Cargo Sp. z o.o and Baltim Sp. z
o.o,
st
 The number of kilometres per number of participants in a company: 1 place – Municipal
Social Welfare Centre, 2nd place ex aequo – BMG Goworowski Sp. z o.o. and Hamar,
 The highest percentage of employees participating in the competition who have
completed a minimum of 35 trips to /from work by bike: 1 st place – CMA CGM Poland Sp.
z o.o, 2nd place ex aequo: Municipal Public Library and Scorpion Security.
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Figure 51: Final gala of edition 2015
November 2015
65
The next edition of the campaign is planned for 2016. As there an increasing interest of
people working in Gdynia, it is anticipated that the campaign will be much bigger, but the
basic idea will of the campaign remain.
4.2.2 European Cycling Challenge
In 2014 the City of Gdynia took part for the first time in the European Cycling Challenge. The
aim of this competition is to promote urban cycling among a wide audience, including all
residents and people who move by bike around Gdynia and:





promote active lifestyles among the target group,
promote urban cycling trips, especially in commuting to jobs, schools, etc., but also for
leisure,
strengthen a culture of cycling in the city,
acquire data for use in the management of mobility, e.g. for the development of thermal
maps,
 strengthen the image of Gdynia in the international arena as a pro cycling city,
 develop an action plan included in the Sustainable Urban Mobility Plan.
The main goal of this campaign is that over one month (May) the target group of the
competition covers as many kilometres by bicycle as possible. In the task, many partners
and sponsors took part:
 Promotion Department of the Municipal Council of Gdynia prepared Gdynia graphics

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
65
ECC2014, and produced posters, roll-ups and leaflets, and has provided ECC a stall in
the Infobox,
The organizers of the Festival of Cycling in Gdansk, enabled Gdynia to have a stand at
the Bike Festival in Gdansk (30 March 2015), where the ECC2014 was promoted and
participants registered for the competition,
Association “Rowerowa Gdynia” along with the Pomeranian Science and Technology
Park (PSTP) organized the final event - a journey through the streets of Gdynia along with
a family picnic under the Pomeranian Science and Technology Park,
ECC2014 promotion in pizzerias “Da Grasso” by attaching leaflets to every order,
Restaurant Malika, U Muzyk’uff Centrum Nauki Experyment, Park Trampolinowy
JumpCity, OPEC, PPNT and Promotion-Pl sponsored prizes for the final event.
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The following means were used to promote the initiative:
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social media: Mobile Gdynia profile on Facebook,
Town Hall – newspaper with the information of Council and the Mayor of Gdynia,
municipal website and the website of the Road and Greenery Authority w Gdynia
NGOs cycling organizations
urban mass events.
On 31 May 2014 the final event was held in Gdynia. It was attended by a total of approx. 250
people. In the opinion of the participants and organizers it was a very big success.
Figure 52: Gdynia final ECC2014 – 31 May 2014
The European Cycling Challenge 2014 was attended by as many as 32 cities from 12
countries! The statistics for all participating cities are as follows:

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


Number of participants: 16,949
Number of kilometres covered: 1.56 million
Total travel time: 14.21 years
Calories burned: 50 million
Snickers bars burned: 206,185
Also two other Polish cities took part in the competition: Warsaw and Lodz.
In the general classification, i.e. the number of kilometres travelled by members of the
municipal teams, the Municipality of Gdynia took the 5th place with a score of 80,655.88 km!
Regarding the number of kilometres travelled per 1,000 inhabitants Gdynia took the 4th place:
approx. 310 km/ 1,000 inhabitants. The number of kilometres travelled per active participants
Gdynia took the 6th place: approx. 195 km/ 1 participant.
Gdynia took part in the European Cycling Challenge in 2014 as part of the CIVITAS
DYN@MO project. It is part of a campaign to promote cycling, walking and pedestrian areas.
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November 2015
Figure 53: General classification in ECC2014
European Statistics Cycling Challenge 2014 in Gdynia:
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Number of participants: 748 (486 men, 282 women),
Kilometres travelled: 80,655.88,
Calories burned: 1,326,091,
Burnt Snickers bars: 5,468,
Fuel savings: 32,262 PLN.
The top five cyclists of Gdynia team were rewarded gift sets during the final event on 31 May
2014.
Throughout the competition, cyclists tracked their trips via GPS. With this data, using the
programme prepared by the Foundation “Fenomen” in Lodz, a thermal map of Gdynia and
surrounding areas was prepared, which indicates the most frequented roads for cyclists. This
map is of particular value because it can become a valuable tool for the city of Gdynia
authorities to develop and consolidate its cycling infrastructure. On its basis many interesting
conclusions can be drawn that should be taken into account in further investments.
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November 2015
Figure 54: Heatmap of Gdynia based on the data from the ECC in 2014
In 2015 Gdynia repeated its participation in the European Cycling Challenge. The general
level of competition increased, more cities participated in the contest. The City of Gdynia
changed a bit the promotion of the event for inhabitants: City staff went to Gdynia’s schools
and public spaces such as shopping areas.
The competition appointed a dedicated application called Cycling365 which was available for
smartphones with Android, Windows Phone and iOS. Beside this app, it was possible to
track cyclists’ routes by Endomondo, which is the most popular tracking tools for activities in
Poland and do it manually point by point on the virtual map.
At the end of May 2015, again in cooperation with the association “Rowerowa Gdynia” and
the Pomeranian Science and Technology Park, a family cycling picnic was organised.
In the general classification, the City of Gdynia achieved 11th place with more than 42,000
kilometres cycled within the borders of Gdynia and 67,935 km in total.
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Figure 55: General classification of ECC2015 participants
November 2015
66
As in 2014, data from GPS devices was used to elaborate information about cycling traffic in
Gdynia. Based on data general and detailed heatmaps (districts, selected crossroads) were
prepared with cycling traffic for working weekdays and weekends. Moreover, it was possible
to count the average speed on chosen streets, sections and number of cyclists at each point
(virtual cyclist counters). The data is very useful to plan the development of cycling
infrastructure in Gdynia and shows which roads are used by cyclists during leisure time and
by daily commuters.
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http://cyclingchallenge.eu/classifiche/classifica-statistica/
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Figure 56: Heatmap for Gdynia after ECC2015 – all weekdays
November 2015
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In 2016 Gdynia will continue participating in the European Cycling Challenge. The city’s main
goal is to appoint more and more users to gather as much information as possible about
cycling habits for further development of this mean of transport in Gdynia. The tender
procedure for this campaign is currently under preparation. The City of Gdynia will start
promotion in April 2016, one month before the next edition.
4.2.3 Campaign for 5th grade pupils of primary school
From 14 April to 5 June 2014, 5th grade pupils of Gdynia primary schools took part in the
“Race for Poland”, organized in the framework of the CIVITAS DYN@MO project. The
competition was attended by eight classes of three elementary schools in Gdynia.
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Based on interviews with teachers and experiences of the Department of Education of the
City of Gdynia and consultation with schools during meetings with stakeholders in the
development of Gdynia’s Sustainable Urban Mobility Plan (SUMP) it was agreed that 5th
grade pupils are the best target group, because:
 in most of Gdynia’s primary schools young people in this age group prepare for a bike
card test,
 thus expanding their knowledge of safety and behaviour in traffic;
th
 in contrast to 4 grade pupils, the children have come to terms with the new system of
teaching, i.e. subjects taught by different teachers, not just with the class teacher,
classroom changes, new subjects, etc.;
th
 in contrast to 6 grade pupils, the children do not focus on the final tests completing
primary school and choosing a high school;
 in the younger grades of primary schools (1-3) and preschool groups the Municipality of
Gdynia conducts other actions of educational - promotional incentives to choose
alternative means of transport.
The campaign included ten 5th grades of primary schools in Gdynia (ca. 300-450 students).
The aim of the campaign was to encourage students (12 and 13 year olds) to travel by
bicycle. Each child participating in the campaign was asked to ride on the bike as many
kilometres as possible. The participants of the contest cycled in 80 days a total distance of
40,000 km, which is like travelling around the world. Classes involved in the project have
been equipped with GPS devices. Children, after each trip, put the information from the GPS
to the website of “race”. The class that won the race rode a total of 2,500 km.
The objectives of the campaign were to:
 increase the share of cycling and walking among the target group,
 promote active lifestyles among the target group,
 promote cycling and/ or walking among the target group,
Walking and cycling trips may include those carried out:
 from home - school - home,
 when going out, trips related to school activities,
 leisure trips.
As part of this campaign, the participants were equipped with GPS tracker device type (Minilocator), so that the cycling and walking routes could be saved. Participants exchanged
devices in such a way that each of them could take these at least once.
The way in which the device may be assigned to students for the day remained to be
determined by the class. An important principle of this campaign is that the individual
participants do not compete with each other, but that entire classes compete with each other.
The results of each trip were saved in an application (like Google Maps), so one could create
a ranking of classes with the highest number of kilometres travelled. This application was a
subpage on the Mobile Gdynia website (www.wpp.mobilnagdynia.pl).
The distance travelled was presented to participants in a simplified graphical form, with
marked points - Polish cities, which could be reached to obtain an adequate number of
kilometres. The actual number of kilometres covered by the participants is multiplied by a
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November 2015
factor (e.g. 10, 100), which will enable them to travel virtually on long distances on the map
of Poland.
The top three classes have been awarded in the form of e.g. a trip to the cinema, theatre or
Science and Technology Park - Centre for Science Experiment.
Figure 57: One of the classes participating in the “Race of Poland”
During the campaign, each school received surveys to collect the opinions of teachers on the
observed changes in travel behaviour, as well as to verify the effectiveness of the campaign.
Of the eight classes that took part in the campaign, four classes filled in the survey. The
results obtained in the surveys “before” and “after” the competition were compared in terms
of the impact of the change of the competition and in terms of choice of transport mode of
travel to school.
Figure 58: Distribution of prizes to the winners of the “Race of Poland”
More than 46% of the students are of the opinion that the contest encouraged them to more
frequent walking and riding a bicycle in their spare time, and 17% of the students believe that
the contest encouraged them to more walking and riding a bicycle in traveling to/ from
school. The cost of this campaign amounted to approx. 29,000 PLN.
In 2015, the competition was attended by eight primary schools from Gdynia, including 24
classes. A total number of 560 students competed to win the main, attractive prizes. The
winners were classes 5A from Primary School No. 23 and 5C from Primary School No. 20.
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November 2015
On the podium stood also class 5A from Primary School No 17. In addition to the three main
prizes were distributed over 300 individual awards for the students who were particularly
active during the contest. A before and after campaign was conducted. Polls show that the
competition has a big effect on the activity of students. Even after the end of the campaign
students were cycling and walking.
Figure 59: Meeting with students during “Race of Poland”
For 2016 an evolution of the campaign is planned. After consultation and agreement with
local policy makers and those responsible for the development of cycling in Gdynia, the
competition will encompass all primary school students. Due to the limited capacity of the
dedicated website for the contest, it won’t be used anymore. Instead the focus will be on
traditional methods like paper notebooks of trips and stickers to check the frequency of
children’s trips. The campaign will be held in May 2016 and will be part of a regional, bigger
campaign on sustainable mobility among young students. It will be called “Rowerowy Maj”
and will encourage children to travel by bike, foot or public transport instead of being brought
by car by their parents. The tender procedure is under preparation and should be ready in
February 2016. This contest is planned to continue also after the DYN@MO project.
5 Conclusions
The City of Gdynia is one of the Polish leaders in planning and implementing sustainable
mobility measures. Some of them were described in this document. They’re very useful in
elaborating Gdynia’s SUMP, which is also innovative on the national scale.
All mentioned tasks were implemented or will be implemented in the future if they still will
have reasonable economic and social justification. The leaders of the City of Gdynia are
aware that the development of transport infrastructure is not the only one way to develop
sustainable mobility in the city, thus ‘soft’ measures are also implemented. It is important to
increase the use of means of public transport, not only cycling and walking and some of the
tasks will hence be dedicated to them.
For sure, the city centre is for people and decreasing the number of cars in this area should
be an obligatory policy for Gdynia and other sustainable cities and towns in Europe. The
City’s efforts should be on ensuring trouble-free, fluent and safe access between each district
and the city centre.
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November 2015
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D1.5 Implementation Stat Rep G1.2 Community project

Transcription

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