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, Aleksandra Romanowska Date: 17-11-2015 Status: Final (revised) Dissemination level: Public
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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, Aleksandra
Romanowska
Date: 17-11-2015
Status: Final (revised)
Dissemination level: Public
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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
D1.5 Implementation Status Report G1.2: Community project studies from SUMP November 2015
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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
Document History
Date Person Action Status Diss. Level
31.02.15 Jacek Oskarbski Draft of IPR for G1.2 Draft SC, TC
15.04.15 Aleksandra Romanowska Preparation of final draft Final draft PM
18.06.15 Marcel Braun Final proof-reading and editing Final EC
17.11.15 Dorota Gajda-Kutowinska Update of final version Final EC
Status: Draft, Final, Approved, and Submitted (to European Commission).
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
D1.5 Implementation Status Report G1.2: Community project studies from SUMP November 2015
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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 B. Dunning - Personal Automated Transportation: Status and Potential of Personal Rapid Transit, 2003
2 J. Schweizer - The Case for Personal Rapid Transit (PRT), 2010
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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 MISTER9
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
Figure 11: Option 2: Gdynia Glowna - Molo Rybackie - Teatr Muzyczny with connections to the
Dworzec Morski21
20
Gdansk University of Technology
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Figure 12: Option 2: Gdynia Glowna - Molo Rybackie with connections to a branch to the Dworzec
Morski and Teatr Muzyczny22
Services Option 1 Option 2 Option 3
Dark blue service 1,600 m 2,450 m 2,340 m
Black service 1,000 m 1,100 m
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
Gdansk University of Technology 22
Gdansk University of Technology
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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
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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 45
45
Gdansk University of Technology
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Figure 35: Location of critical sites46
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
Gdansk University of Technology 47
Kuprewicz G., Koncepcja wprowadzenia priorytetów dla transportu zbiorowego w Gdyni z wykorzystaniem systemu sterowania. Projekt dyplomowy inzynierski. Politechnika Gdanska 2013.
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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.
Traffic route
Mean
speed
[km/h]
Mean
speed
[s]
Shortest
travel
time [s]
Mean
time
loss [s]
Mean
occupancy
[persons]
Weight
indicator of
time loss
[person-hour]
Share of time
in loss in the
transit time
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%
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
10 Lutego - Gdynia Wladyslawa IV Swietojanska 1,203 42,31%
10 Lutego - Rumia Swietojanska Wladyslawa IV 1,082 42,54%
Table 8: Microanalysis of the quality of public transport functioning in Gdynia
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Figure 36: Average travel time from the areas of Gdynia
48
Figure 37: Synthetic indicators cartogram of public transport services in the areas of Gdynia49
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
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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 loops51
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. 51
Marszk P., Koncepcja wprowadzenia priorytetów dla transportu zbiorowego na wybranych ulicach Gdyni z wykorzystaniem pasów autobusowych. Projekt dyplomowy inzynierski. Politechnika Gdanska 2013.
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Figure 39: Directions of the expansion of trolleybus routes 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.
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Marszk P., Koncepcja wprowadzenia priorytetów dla transportu zbiorowego na wybranych ulicach Gdyni z wykorzystaniem pasów autobusowych. Projekt dyplomowy inzynierski. Politechnika Gdanska 2013. 53
www.pktgdynia.pl
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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 Gdansk-
Osowa Kielnienska is being built.
Road transport service
In each option, the construction of trolleybus network throughout the route of the Nowak-
Jezioranskiego 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 Nowaka-
Jezioranskiego – 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 Nowaka-
Jezioranskiego, 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 Nowaka-
Jezioranskiego extended to Os. Sokolka
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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
Sopocka - SOPOT: Malczewskiego - Niepodległości - SOPOT REJA
15 15 15 20
Service Route
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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 lanes54
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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Marszk P., Koncepcja wprowadzenia priorytetów dla transportu zbiorowego na wybranych ulicach Gdyni z wykorzystaniem pasów autobusowych. Projekt dyplomowy inzynierski. Politechnika Gdanska 2013.
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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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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 zones
55
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Jobski W., Koncepcja wprowadzenia stref ruchu pieszego w Sródmiesciu Gdyni. Projekt dyplomowy inzynierski. Katedra Inzynierii Drogowej. Politechnika Gdanska 2013.
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Figure 42: Cartogram of traffic volume during the afternoon rush hour – current situation56
Figure 43: Cartogram of traffic volume during the afternoon rush hour – after closing Starowiejska
Street57
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
Gdansk University of Technology 57
Gdansk University of Technology
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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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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 Budapest58
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 Växjö59
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.
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www.kerekparosklub.hu/bam 59
www.sydosttrampar.se
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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 201360
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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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 Week61
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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www.livingstreets.org.uk
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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
62
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www.konkursrowerowy.pl
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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 201564
The best companies were also awarded in edition 2015:
The number of trips in terms of the number of participants from a company: 1st place –
Centre of Youth Cooperation, 2nd place ex aequo – Net-Cargo Sp. z o.o and Baltim Sp. z
o.o,
The number of kilometres per number of participants in a company: 1st 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: 1st 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 201565
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
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:
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:
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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Figure 53: General classification in ECC2014
European Statistics Cycling Challenge 2014 in Gdynia:
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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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.
D1.5 Implementation Status Report G1.2: Community project studies from SUMP November 2015
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Figure 55: General classification of ECC2015 participants66
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