THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY up to the year 2015 and successive years

Transcription

1 strategiasyntezaokldrukeng:synteza 12/7/10 11:18 PM Page 1 CAPITAL CITY OF WARSAW THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY up to the year 2015 and successive years SYNTHESIS WARSAW 2010

2 CAPITAL CITY OF WARSAW THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY up to the year 2015 and successive years including THE SUSTAINABLE DEVELOPMENT PLAN FOR WARSAW S PUBLIC MASS TRANSIT SYSTEM SYNTHESIS WARSAW 2010

3 Publication developed by the Roads and Public Transportation Department (BDiK) of the Capital City of Warsaw Cover photo: Wojciech Kryński Graphic design: Lena Maminajszwili / masz Proof reading: Jolanta Lewińska Setup and printing: masz Advertising and Publishing Studio Copyright by the Capital City of Warsaw

4 The Transportation System of Warsaw: Sustainable Development Strategy up to the year 2015 and successive years, including the Sustainable Development Plan for Wars aw s Public Mass Transit System was passed by the City Council of the Capital City of Warsaw by way of Resolution No. LVIII/1749/2009 of July 9, The presented publication is a synthesis of the above cited documents with an updated existing state. The Transportation System of Warsaw: Sustainable Development Strategy up to the year 2015 and successive years Development Team Team of External Experts Andrzej Brzeziński Magdalena Rezwow-Mosakowska Marek Roszkowski Wojciech Suchorzewski Team of Experts of the Roads and Public Transportation Department (BDiK) of the Capital City of Warsaw Maria Przytulska Włodzimierz Rybarczyk Monika Rybczyńska-Ejchorszt Mieczysław Reksnis Work coordination on the part of the Roads and Public Transportation Department (BDiK) of the Capital City of Warsaw The authors used materials forwarded and developed by the: Roads and Public Transportation Department (BDiK) of the Capital City of Warsaw Architecture and City Planning Department (BAiPP) of the Capital City of Warsaw (formerly the Office of the Chief Architect of the Capital City of Warsaw) Municipal Spatial Planning and Development Strategy Bureau (MPPPiSR) Municipal Road Authority (ZDM) Public Transport Authority of Warsaw (ZTM) Warsaw Metro Company, Ltd. (MW) Warsaw Tramways, Ltd. (TW) Urban Rapid Rail, Ltd. (SKM)

5 THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY TABLE OF CONTENTS 1. The Transportation System of Warsaw: Current Status Motorization Traffic Volume Public Transportation Trams Busses The Subway Trains Water Transportation Air Transportation The Combined Ticket Road System Parking Paid Parking Parking Facilities in the City Center and Other Areas of the City Parking in other Areas of the City Park and Ride (P+R) Traffic Management Bicycle Traffic Pedestrian Traffic Traffic Safety Pedestrians on the Roadway High Risk Spots SWOT Analysis Strengths Weaknesses Opportunities and Threats Facing Transportation System Development Opportunities Threats The Capital City of Warsaw: Transportation Policy Transportation Policy Alternatives for the Capital City of Warsaw Overall Goal Main and Specific Objectives Transportation Policy Implementation Principles The Warsaw Sustainable Public Transportation Development Plan Public Transportation Road Transportation Road Traffic Safety Cycling Introduction Principles of System Development Priorities Social Costs and Benefits Environmental Impact Sources

6 CURRENT STATUS 1 THE TRANSPORTATION SYSTEM OF WARSAW: CURRENT STATUS 1.1 MOTORIZATION In the wake of the relative stability marking the late 1990s, the number of motor vehicles registered in Warsaw has been growing. The number of automobiles registered in 2009 amounted to 914,524 (data source: Central Statistical Office). It is estimated that the coefficient of motorization, i.e. the number of vehicles per 1000 residents, has exceeded 500 1, which means that motorization in Warsaw is higher than in many cities of Western Europe. Number of automobiles registered in Warsaw in TRAFFIC VOLUME The number of journeys in Warsaw per 24 hour period amounts to approximately 2,640,000. Automobiles constitute nearly 60% of all traffic within Warsaw s borders (approximately 545,000 journeys). A total of 21.6% of all journeys are made on foot, 22.6% by automobile, 54.6% by public transportation, and 1.2% by other modes of transportation. About 60% of journeys on Warsaw s access roads are by automobile (approximately 545,000). The traffic volume on Warsaw s access roads amounts to 50,000 75,000 vehicles daily, both ways. It reaches capacity limits during the rush hour. The highest volume is recorded on Krakowska Avenue (approximately 74,000 vehicles daily), Czecha Street (approximately 61,000 vehicles daily), Puławska Street (approximately 59,000 vehicles daily), Pułkowa Street (approximately 58,000 vehicles daily), and Jerozolimskie Avenue (approximately 58,000 vehicles daily). The Warsaw center limits are crossed by nearly 1 million automobiles each day, both ways. During the morning rush hour (7:00 8:00 am), the traffic intensity within this area amounts to approximately 165,000, which constitutes 39% of all journeys in this section. 1 The level of the motorization coefficient is not reliable due to difficulties connected with defining the actual number of automobiles registered and used on Warsaw s roads. The inaccuracy of the official registers suggests that this coefficient of motorization is, in fact, overestimated. 5

7 THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY Automobile traffic intensity on Warsaw s bridges exceeds 516,000 vehicles daily in both directions. The highest intensity occurs on the Grota Roweckiego Bridge (140,000 vehicles daily, both ways) and on the Łazienkowski Bridge (120,000 vehicles daily, both ways). Both bridges carry a total of 68% of all traffic across the Vistula River. Other roads showing the highest values for traffic intensity include Prymasa Tysiąclecia Avenue (approximately 110,000 vehicles daily/intersection), Stanów Zjednoczonych Avenue (approximately 94,000 vehicles daily/intersection), the Armii Krajowej Route (approximately 92,000 vehicles daily/intersection), the Wybrzeże Kościuszkowskie Street (approximately 86,000 vehicles daily/intersection), and the Wybrzeże Gdyńskie Street (approximately 82,000 vehicles daily/intersection). 1.3 PUBLIC TRANSPORTATION TRAMS Tram communication in Warsaw is operated exclusively by Tramwaje Warszawskie [Warsaw Tramways, Ltd.], a municipal company. Trams account for a considerable number of passenger journeys by public transportation. Based on the Warsaw Traffic Survey 2005, trams are estimated to account for 22% 24% of all public transportation journeys in the city center during the morning rush hour, and for 24% 30% during the afternoon rush hour. By the end of 2009, the average daily number (yearly average) of people using tram communication on a daily basis amounted to 616,000. The tram network is made up of km of tramlines, operated along 27 permanent tram routes with a total length exceeding 400 km. A tram route length averages 15 km, and the distance between tram stops averages 444 m. The average commuting speed on a weekday is 18.4 km/h, while average operating speed on a weekday is 14.6 km/h. The number of tram tracks coupled with roadways is insignificant and amounts to approximately 10.5%. Tram prioritization with respect to the traffic lights system occurs to a small extent. Tram routes are being constantly modernized. Modernization work entails tram track and power supply repairs, adapting tram stops to meet the needs of the disabled, and the introduction of dynamic passenger information systems as well as tram prioritization by the traffic lights system (Jerozolimskie Avenue along the Gocławek Banacha section and on the route from the Cmentarz 6 A joint tram and bus track on the newly modernized W-Z Route

8 CURRENT STATUS Wolski Terminus to Warszawa Wileńska Railroad Station). The construction of a new tram route connecting Tarchomin with the Młociny transfer hub is now in progress. The outdated tram stock is also being replaced successively. A total of 186 new low floor single space SWING trams shall be delivered by the year BUSSES Bus transportation plays a dominant role in Warsaw public transportation. Warsaw s busses serve A modern tram belonging to Warsaw Tramways, Ltd. over 42 million passengers each month. Additional bus services are provided by other carriers who are not commissioned by the Public Transport Authority of Warsaw (ZTM). They account for 1% of all transportation within the city center. Approximately 45% of all people traveling in the city center during rush hour travel by public transit bus. Bus transportation supervised by the Public Transport Authority of Warsaw (ZTM) operates approximately 204 urban and suburban daytime routes, and 40 nighttime routes. The average length of a daytime bus route amounts to approximately 17.7 km, whereas that of a nighttime bus route is approximately 19.3 km. The distance between bus stops averages approximately m for regular routes, approximately m for fast routes, approximately 1,194 m for express routes, and approximately m for suburban routes. Bus lanes are isolated in order to increase the efficiency of bus transportation. The longest lanes are found along Modlińska Street (a segment with a length of 3,500 m), along Solidarności Avenue / Radzymińska Street (two segments with a total length of 3,550 m), along the Łazienkowska Route (a segments with a length of 6,980), along Jerozolimskie Avenue (a length of 3,500 m), and along Jana Sobieskiego Street (a length of 1,100 m). The total length of all bus lanes amounts to 34 km (with each traffic direction considered separately). A bus prioritization solution has been implemented on the W-Z Route by establishing separate tram and bus lanes as well as on Nowy Świat and Krakowskie Przedmieście streets by considerably limiting automobile traffic. Busses used by Warsaw public transportation 7

9 THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY Recent years have seen a decided improvement in bus rolling stock standards. A total of 73% of busses are now low floor busses. The procurement of 660 new busses equipped in air conditioning and monitoring systems is planned by the year THE SUBWAY Warsaw has one subway line of a length of 23 km served by 21 stations located at an average distance of 1.1 km from one another. The end stations are Młociny in the north and Kabaty in the south, which also provides a technical and parking station as well as line maintenance. Streets with priority treatment for bus transportation 8

10 CURRENT STATUS The subway serves over 553,000 people daily. Over the whole of 2009, the number of passengers reached 135 million. On average, the subway runs every three minutes during the rush hours on weekdays and every four to eight minutes off peak, depending on the time of the day. On Saturdays, the subway runs every five six minutes during the rush hour, and every eight nine minutes off peak. The average travel speed on weekdays is 37.5 km/h, while the operating speed reaches 30.9 km/h. Diagram of Line I (existing) and Line II (under construction) 9

11 THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY The construction of Line II of the subway was launched in The project includes: Construction of a tunnel of a length of 6.5 km, which will run beneath the Line I tunnel and under the Vistula riverbed, Construction of seven stations (Rondo Daszyńskiego, Rondo ONZ, Świętokrzyska, Nowy Świat, Powiśle, Stadion, and Dworzec Wileński Railroad Station), and Construction of an underground junction for Line I and Line II, making it possible for subway cars to get from the Kabaty parking station to the Line II subway line. TRAINS Total railroad length used in passenger transportation in the Warsaw area amounts to 93 kilometers. The entire network consists of eight train stations and 40 stops. The major passenger stations include Warszawa Centralna, Warszawa Zachodnia, Warszawa Wschodnia, Warszawa Śródmieście, Warszawa Gdańska, and Warszawa Wileńska. All lines are electrified and two track (except for the four track segment from Grodzisk Mazowiecki to Rembertów, where suburban traffic is separated from the long distance traffic). The agglomeration railroad system makes use of seven electrified radial lines (with a network voltage of 3 kv DC) that come together in the center of Warsaw. The Warszawa Zachodnia Railroad Station is connected to the Warszawa Wschodnia Railroad Station by a cross city line. It consists of two separate two track segments (Warszawa Zachodnia Warszawa Centralna Warszawa Wschodnia and Warszawa Zachodnia Warszawa Śródmieście Warszawa Wschodnia) with a length of approximately 9 km, adapted to serve trains running at a maximum speed of Vmax = 60 km/h. Agglomeration trains operate from the following directions: Nowy Dwór Mazowiecki, Legionowo, Wołomin, Sulejówek, Otwock, Piaseczno, Grodzisk Mazowiecki and Sochaczew. The separate Warsaw Suburban Railway (WKD), with its 600 V DC network, also plays a crucial role in providing access for traffic to Warsaw. WKD trains run from Grodzisk/Milanówek to Warszawa Śródmieście Station and serve Michałowice, Pruszków, Brwinów, Podkowa Leśna, Grodzisk Mazowiecki, and Milanówek boroughs, as well as Warsaw s Włochy, Ochota, and Śródmieście districts. The length of the Warsaw Grodzisk line is approximately 30 km, while the length of its branch line to Milanówek is 3 km. The WKD line has 28 stops. Train frequency ranges from 10 to 30 minutes, depending on the time of the day. 10 Trains owned by SKM Sp. z o.o.

12 CURRENT STATUS Rail transportation is provided by two carriers. One is the Koleje Mazowieckie Sp. z o.o. [Mazovian Rail, Ltd.], whose daily 263 train pairs serve the following routes: Warszawa Wschodnia Railroad station Skierniewice, Warszawa Wschodnia Railroad station Łowicz, Warszawa Zachodnia Railroad station Siedlce, Warszawa Wschodnia Railroad station Radom, Warszawa Zachodnia Railroad station Pilawa, Warszawa Wileńska Railroad station Zielonka Tłuszcz, Warszawa Zachodnia Railroad station Zielonka Tłuszcz, and Warszawa Gdańska Railroad station Nowy Dwór Mazowiecki Nasielsk. The urban Szybka Kolej Miejska Sp. z o.o. [Urban Rapid Rail, Ltd.] operates three fast urban lines: S1: Otwock Warszawa Wschodnia Railroad station, S2: Pruszków Sulejówek, and S9: Legionowo (Wieliszew) Warszawa Gdańska Railroad station. Data collected at the end of 2009 reveal that in average annual terms the SKM is used by 845,000 people daily. Routes and stops operated by agglomeration rail services 11

13 THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY The participation of rail transportation in total passenger transportation in the city center is insignificant, amounting to 6% 8% during the morning rush hour and 2% 3% during the afternoon one. However, rail services ensure principal connections to Warsaw within the agglomeration and the region as a whole. WATER TRANSPORTATION After many years of suspended operations, passenger water transportation is once again in use as of Currently, the water tram carries passengers from June to September on the following route: Cytadela Gdański Bridge Zamek Królewski Poniatowskiego Bridge Łazienkowski Bridge. It served a total of 21,094 passengers in the year There are also three ferry lines operating in Warsaw: Płyta Czerniakowska Saska Kępa, Podzamcze Ogród Zoologiczny, and Łomianki Białołęka. The number of passengers is on the rise, having reached 29,481 people in AIR TRANSPORTATION The Fryderyk Chopin (Warsaw Okęcie) Airport is the most important air travel hub in Poland. In 2008, the Fryderyk Chopin Airport served more than 9.4 million passengers. In 2009 the number of passengers dropped by approximately 12%. The participation of Fryderyk Chopin Airport in serving all passenger air traffic in Poland amounted to 45.7% in The Warsaw Babice airport is Warsaw s second airport. It serves light airplanes. There are also several civilian airports outside of Warsaw operating in the Voivodeship of Mazovia: Radom Piastów, Płock, Nasielsk, Przasnysz, Góraszka, Nowe Miasto nad Pilicą, and Modlin (released from military supervision in 2005). The latter, upon its modernization, will become available as an airport for Warsaw. THE COMBINED TICKET Thanks to the initiative of the Capital City of Warsaw, the Warsaw agglomeration introduced a combined public transportation ticket. The combined ticket offers a special tariff option, where holders of selected ZTM tickets are entitled to travel by suburban trains throughout the Warsaw area and neighboring boroughs. The combined ZTM KM WKD ticket is valid in the trains operated by: Koleje Mazowieckie KM Sp. z o.o. Warszawska Kolej Dojazdowa Sp. z o.o. Przewozy Regionalne Sp. z o.o. (selected trains) Ticket integration has also been making progress in transportation from the suburban boroughs to Warsaw. A combined ZTM ticket is valid on eleven local lines, i.e. L 1, L 2, L 3, L 4, L 5, L 9, L10, L 12, L 13, Ł, and Ł BIS. 1.4 ROAD SYSTEM Warsaw s public road network has a length of 1,927 km. The Municipal Road Authority (ZDM) oversees 42% of this public road network, including powiat [county level] roads, voivodeship, and 106 km of national roads, while the borough roads are the responsibility of the city s district offices. Around 90% of public roads are single carriageways with two traffic lanes (1/2 cross section). Dual carriageways, i.e. roads with two traffic lanes in each direction (1/4 and 2/2 cross sections), account 12

14 CURRENT STATUS THE COMBINED ZTM KM WKD TICKET Zone 2 Zone 1 The combined ZTM KM WKD ticket: Area of validity for 4.4% of the public network (a total length of 125 km). Roads with three traffic lanes in each direction (1/6 and 2/3 cross sections) constitute 5.6% of the public network (and have a total length of 159 km). Warsaw has seven road bridges currently in use (Siekierkowski Bridge, Łazienkowski Bridge, Poniatowskiego Bridge, Świętokrzyski Bridge, Śląsko Dąbrowski Bridge, Gdański Bridge, and Grota Roweckiego Bridge). An eighth one, Północny Bridge, is presently under construction. The Poniatowskiego Bridge 13

15 THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY The Północny Bridge under construction The Śląsko Dąbrowski Bridge 14 The lack of fully developed ring road system is responsible for excessive transit traffic as well as inter district journeys in the road corridors leading to the city center. This contributes to the overcrowding of the road system and increases risks related to traffic safety. This is one of the most basic problems connected with the transportation system functioning in Warsaw. The share of particular road categories in the Warsaw road network Transit of the heaviest freight is not permitted through Warsaw and vehicles entering the city must observe time, tonnage, and route related restrictions, which are different for various zones of the city. In Zone C5 and Zone C10, there is a ban on vehicles whose gross weight exceeds five and ten tons, respectively. Vehicles whose gross weight exceeds 16 tons may not enter Zone C16 from 7:00 to 10:00 am and The share of particular road grades in the Warsaw road network from 4:00 to 8:00 pm. For a vehicle to enter these zones in violation of restrictions, it must hold adequate identification, i.e. a permit to enter the given zone issued by the Municipal Road Authority (ZDM).

16 CURRENT STATUS Restricted traffic of trucks with a gross weight in excess of 16 tons fro 7:00 to 10:00 am and from 4:00 to 8:00 pm, except for vehicles holding a C16 identification certificate Restricted traffic of trucks with a gross weight in excess of ten tons Restricted traffic of trucks with a gross weight in excess of five tons Freight traffic organization 1.5 PARKING PAID PARKING Warsaw has a Pay and Display Parking Zone that was established in July 1999 (Area 1) and then extended, after ten years of operation in July of 2009 to cover additional regions of the city (Area 2). Currently the Pay and Display Parking Zone covers two areas defined by the following streets: Area I: Jerozolimskie Avenue from Grzymały Sokołowskiego Street, Żelazna Street, Solidarności Avenue, and Andersa, Muranowska, Bonifraterska, and Słomińskiego steets to the left bank of the 15

17 THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY Vistula River, and farther along the left bank to Wilanowska Street and farther on via Solec, Czerniakowska, 29 Listopada, Szwoleżerów, and Myśliwiecka streets, Armii Ludowej Avenue, Ujazdowskie Avenue, and Belwederska, Spacerowa, Słoneczna, Dworkowa, Smetany, Belgijska, Puławska, and Racławicka streets to Bałuckiego Street, then via Bałuckiego Street (from Wiktorska Street), and Różana, Grażyny, Olesińska, Sandomierska, Olszewska, Puławska, and Waryńskiego streets, Armii Ludowej Avenue, Niepodległości Avenue, and Koszykowa, Raszyńska, Filtrowa, Akademicka, Grójecka, Kopińska, and Grzymały Sokołowskiego streets, inclusive; Area II: Solidarności Avenue from Sierakowskiego Street, Targowa Street to the railroad overpass, and farther along the railroad embankment to Zamoyskiego Street, then Zamoyskiego Street from the railway overpass, and Jagiellońska, Kępna, Wrzesińska, Okrzei, and Sierakowskiego streets, inclusive. As of July 1, 2009, the Pay and Display Parking Zone offers 27,930 parking spaces operated by 1,533 Pay and Display Parking machines, with an average of 18.2 parking spaces per one Pay and Display Parking machine. A total of 304 parking spaces within the Pay and Display Parking Zone on national, voivodeship, and district roads have been reserved for the disabled (1% of all parking spaces, not including the ones on borough roads). Such spaces are set aside upon direct request by the party concerned. Parking rates within the Pay and Display Parking Zone are in force on weekdays, from Monday through Friday, from 8:00 am to 6:00 pm. The amount due is uniform for the entire zone, and is defined by Resolution No. XLVII/1455/2009 as The Pay and Display Parking Zone by implementation phase passed by the City Council of the Capital City of Warsaw on January 15, 2009, amending Resolution No. XXXVI/1077/2008 of June 26, The current rates have been in force as of September 1, 2008 and are as follows: First hour PLN 3.00, Second hour PLN 3.60, Third hour PLN 4.20, Each successive hour PLN As demonstrated above, charges for the initial three hours of parking grow progressively, thus discouraging drivers from leaving their automobiles for extended periods. Following the third hour, the charges become fixed at PLN The cost of daily parking (8:00 am to 6:00 pm) 16

18 CURRENT STATUS amounts to PLN Permitted parking time depends on the amount actually paid, where the minimum parking charge amounts to PLN Fees may be paid by cash through the Pay and Display Parking machine (coins only and no change is given), or through funds available on a Warsaw City Card, or via SMS. AUTOMOBILE PARKING FACILITIES IN THE CITY CENTER AND OTHER AREAS OF THE CITY Supervised paid grade level automobile parking facilities that offer approximately 165,000 parking spaces as well as multi storey automobile parking facilities with approximately 7,000 parking spaces are available in the area of the seven central districts of Warsaw Śródmieście, Mokotów, Ochota, Praga Południe, Praga Północ, Wola, and Żoliborz. PARKING IN OTHER AREAS OF THE CITY There are around 90 multi storey automobile parking facilities in Warsaw (not including the facilities operated as a part of the Park and Ride system) with a total number of parking spaces of nearly 23,000. Most of these are automobile parking facilities serving public buildings, office buildings, hotels, and commercial centers, but they are also available for parking (some of them paid) for other purposes. The vast majority of these facilities is located in Zone One, where they are concentrated between Emilii Plater Street Świętokrzyska Street Marszałkowska Street Jerozolimskie Avenue (eight automobile parking facilities with approximately 2,500 parking spaces) as well as along Jana Pawła II Avenue, between Elektoralna and Świętokrzyska streets (fifteen automobile parking facilities with approximately 3,500 parking spaces). The lack of any modern parking location and space availability information system is a serious drawback of this automobile parking system. PARK AND RIDE (P+R) There are seven Park and Ride automobile parking facilities in Warsaw. Five of them are located next to subway stations Młociny (986 parking spaces), Marymont (400 parking spaces), Wilanowska (290 parking spaces), Ursynów (290 parking spaces), and Stokłosy (98 parking spaces). The remaining two are located on Połczyńska Street (500 parking spaces) and next to the Anin SKM station (50 parking spaces). The Park and Ride system will be developed in the upcoming years, mainly in the vicinity of subway and train stations and stops, as well as important tram hubs. As planned, the system will ultimately consist of over 35 automobile parking facilities, to be constructed in the nearest future. 1.6 TRAFFIC MANAGEMENT The first stage of constructing of what is known as the Area I System was completed in November of The system covers 37 intersections: Jerozolimskie Avenue over the segment from the Waszyngtona Roundabout to Zawiszy Square, Powiśle, in the area of Grodzka, Browarna, Kruczkowskiego, Ludna, and Czerniakowska streets, and Along the Wisłostrada Route and Czerniakowska Street from Grota Roweckiego Bridge to the Siekierkowska Route. 17

19 THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY In addition to traffic lights installed on intersections, the system consists of the following elements: The Traffic Management Center located within the Municipal Road Authority (ZDM), The fiber optic communication system providing for communication with all traffic light control devices, dynamic message signs and 22 cameras installed at intersections as well as with the Wisłostrada tunnel control system, and The road traffic weather and alert information sub systems (on dynamic message signs and at the website of zszr.zdm.waw.pl). The P+R parking facility locations existing and planned automobile parking areas 18

20 CURRENT STATUS The Traffic Management Center is located in the offices of the Municipal Road Authority (ZDM) at No. 120 Chmielna Street. The equipment and software installed at the Traffic Management Center (inclusive of purchased licenses) make possible the connection of the traffic lights on 250 intersections to the SITRAFFIC Scala system. Connecting other intersections to this system is also possible, but entails the need to purchase additional licenses. The traffic control infrastructure of the Wisłostrada tunnel, including the video detection module that makes it possible to detect traffic incidents (e.g. automobile stopping), is also connected to this system. The Traffic Management System also covers 22 image zooming high speed network cameras connected to the visual monitoring sub system. The cameras are located at trouble spots on the streets covered by the system. The system employs two traffic light control methods, i.e. the MOTION network optimization method in the area of Wisłostrada Route and Powiśle District (28 intersections) and the TASS method, which involves the selection of pre defined control schemes, for Jerozolimskie Avenue (9 intersections). One of the most important functions of the system is to grant priority to trams running along Jerozolimskie Avenue. A total of 160 trams are equipped with transmitters that connect them with the system and grant them right of way through the traffic light control devices. Nine intersections along Jerozolimskie Avenue, from the Waszyngtona Roundabout to Zawiszy Square, are currently covered by this priority system. 1.7 BICYCLE TRAFFIC There are approximately 275 kilometers of bicycle paths in Warsaw. This gives an average of bicycle path density per 1 km2 of 0.65 km/km2. The longest bicycle path network is found in the Mokotów District area. It is approximately 35 km long. Relatively long bicycle paths can also be found in Bielany District (29 km), Ursynów District (28 km) and Śródmieście District (27 km). The highest bicycle path density coefficient per 1 km2 is found in Śródmieście District (1.70) and in Żoliborz District (1.67). The lowest density is found in Rembertów District, where the coefficient is equal to The bicycle paths overseen by the Municipal Road Authority (ZDM) are the most common (approximately 70% of all bicycle paths). In total, there are 117 bicycle parking facilities in Warsaw established by municipal entities 45% are located in Śródmieście District, 22% in Praga Południe District, and 14% in Ursus District, where the remaining districts account for less than 4%. In terms of capacity, Warsaw has approximately 970 parking spaces for bicycles 33% are located in Śródmieście District and 25% are in Praga Południe District. Worth noting is that the safe inverted U bicycle racks are most common among all bicycle parking facilities in Warsaw. This is an outcome of the wide ranging information campaign conducted by the Bicycle Transportation and Pedestrian Communication Division in cooperation with nongovernmental organizations. For this reason, this device model, meeting parking device requirements as stipulated in the Design and Executive Standards for the Bicycle System in the Capital City of Warsaw, accounts for 88% of all bicycle racks in the city. Unfortunately, what are known as wheel puller grid racks not a safe option in terms of both protecting the bicycle against theft and avoiding the risk of wheel damage still constitute 19

21 THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY approximately 12% of all bicycle parking spaces. The fact that most of these racks are found in the neighborhood of city government offices is rather alarming. Bicycle route network 20

22 CURRENT STATUS Bicycle parking facilities in Warsaw 1.8. PEDESTRIAN TRAFFIC The years noted a considerable decline in pedestrian journeys by Warsaw s residents (a fall from 30.1% to 20.5%). However, the latest traffic figures show that this decline has been stopped and the share of pedestrian traffic has slowly started to grow to reach a level of 21.6 % in Pedestrian traffic conditions in the Warsaw area are extremely varied and, to a large extent, depend on the technical parameters of the pedestrian oriented equipment as well as on the mode 21

23 THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY of development of the sidewalk area. Generally speaking, it should be stated that conditions get worse as the city center is approached, especially along the main roads and in their vicinity. The most significant pedestrian traffic related problems include: Sidewalk width not adjusted to match pedestrian traffic intensity, Low quality sidewalk surfacing, Obstacles on the sidewalks, including improperly parked automobiles, Pedestrian street crossings forcing the use of two levels (underground passages and overpasses), Neglected pedestrian needs in spatial development designs resulting in traffic impediments, lengthened routes, and lower values related to the competitiveness of pedestrian traffic, and Fenced urban areas making it difficult to move on foot and worsening the competitiveness of pedestrian traffic, thereby discouraging the use of this mode of transportation. Pedestrian traffic conditions are mostly good in districts with a majority of residential buildings. Marketplaces and commercial centers are an exception. There, the high pedestrian traffic volume combined with frequent illegal parking and trading activity along the sidewalks considerably hamper passenger traffic. Pedestrian traffic conditions vary along main transportation routes. They mainly depend on the way in which the neighboring areas have been developed. The most difficult pedestrian traffic conditions are found in service related areas (offices and stores). The technical and functional parameters of most sidewalks fail to consider the special needs of the disabled. Adequate facilities are found only in those places where streets and intersections have been modernized recently. Such modernization usually includes improving the quality of sidewalk surface, creating curb side sidewalk ramps in the area of zebra crossings as well as introducing certain surface elements that make it easier for blind and sight impaired people to move TRAFFIC SAFETY The level of traffic safety in Warsaw has been systematically rising. A total of 984 road accidents were recorded in 2009 in which 1,223 people sustained losses, including 1,126 injuries and 97 fatalities. In relation to 2008, the number of road accidents dropped by 466, the number of injuries by 571, and the number of fatalities by 28. The most frequent road accidents in 2009 included collisions with pedestrians (475 collisions 48.3% of all road accidents) and vehicle collisions (420 collisions 42.7% of all road accidents). According to police reports, 21,384 collisions were recorded in Warsaw in Road accidents in Warsaw in

24 CURRENT STATUS PEDESTRIANS ON THE ROADWAY The large number of passengers being run over by vehicles is the major road safety concern in Warsaw. A total of 475 incidents of this kind were recorded in 2009, where 522 people were injured, including 59 fatalities, which accounted for 59.4% of all fatal road accidents in Warsaw in Furthermore, as a result of other road incidents, 14 passengers became accident casualties ten suffered injuries while four were fatalities. A total of 63 pedestrians died on Warsaw s roads in A drop in the number of accidents involving pedestrians as well as in the number of pedestrians injured has been noted in Warsaw over recent years. According to the police reports, pedestrians caused 152 accidents. The most frequent of these included recklessly encroaching onto the roadway in front of speeding automobiles (65 accidents), crossing on a red light (43 accidents), and jaywalking (37 accidents). Road accident casualties in Warsaw in HIGH RISK SPOTS Warsaw s intersections are the locations with the highest risk of road accidents. A total of 276 accidents, out of 475 road accidents involving pedestrians in 2009, occurred at intersections or in their proximity, including 233 accidents at zebra crossings (111 accidents at crossings equipped with traffic lights). A look at accident spots for 2009 also indicates that intersections have the highest risk. A total of 572 accidents, out of 961 recorded accidents, occurred at intersections and in their immediate proximity. It was further noted that 305 accidents took place at crossings equipped with traffic lights, eight at the crossings where the traffic lights were turned off, and 252 at crossings with no traffic lights. A total of 121 out of 240 accidents occurring at zebra crossings at intersections took place at intersections with no traffic lights, 117 at the crossings where the traffic lights were turned on, and two at the crossings where the traffic lights were turned off. 23

25 THE TRANSPORTATION SYSTEM OF WARSAW: SUSTAINABLE DEVELOPMENT STRATEGY Road accidents involving pedestrians in Warsaw in Pedestrians injured in road accidents in Warsaw in Road accidents involving pedestrians in 2009 by place of occurrence Road accidents in Warsaw in

26 S W O T A N A L Y S I S 2 SWOT ANALYSIS STRENGTHS: 1. Sustainable Transportation Development Strategy, enacted by the City Council for the Capital City of Warsaw (Resolution No. LVIII/1749/2009, dated July 9, 2009), constituting a follow up to the 1995 Transportation Strategy. 2. The considerable and continually growing share of public transportation in traffic services within the city as well as in trips to Warsaw. 3. The Public Transport Authority of Warsaw (ZTM), the functions of which are separate from carrier functions. 4. The combined ticket for journeys by train within the Warsaw agglomeration and inter borough agreements concerning the combined tickets for selected bus lines. 5. Well developed public mass transit in Warsaw (subways, trams, and buses) offering the following benefits: A high network density 98% of the population lives within 500 meters of the nearest stop; A well developed rail transportation network (an extensive tram network with a large share of separate tracks within the roadways as well as a continually expanded subway system), where 53% of Warsaw s residents live within 500 meters of the nearest rail based stop, where this figure goes up to 56% when train stops are taken into consideration. 6. Implementation of a modernization program for tramways (covering Jerozolimskie Avenue and the W-Z Route, and intended to cover Targowa Zieleniecka streets and Jana Pawła II Avenue). 7. Well developed rail junctions serving the agglomeration: Seven radial lines serving the built up corridors within the suburban zone, A four track cross city tunnel based rail line, Two rail bridges across Vistula River with reserve capacity. 8. The expanding operations of the urban rapid rail carrier (SKM), which is increasing the level of competitiveness of the rail transportation system. 9. The considerable improvement in the quality of bus, tram, and train fleets. 10. Creation of the system of separate bus lanes. 11. Land allocation for the purpose of expanding the road and street infrastructure. 12. Introduction of a paid parking system in the city center, subject to spatial development. 13. Coordination of modernization and investment activities aimed at the road system and engineering infrastructure. 14. The better condition of road surfaces in the city. 15. Ongoing development of the road and bicycle path network, based on officially accepted uniform technical standards. 16. Ongoing development of the P+R and B+R parking system. 17. The close proximity of the airport serving the agglomeration combined with the construction of a rail connection between the airport and the center of Warsaw. 25

27 T H E T R A N S P O R T A T I O N S Y S T E M O F W A R S A W : S U S T A I N A B L E D E V E L O P M E N T S T R A T E G Y 18. The noticeable progress in adapting road infrastructure and public transportation to meet the needs of the disabled (low floor buses, modernized tram stations, and development of traffic light systems). 19. The advanced stage of construction of a new bridge route (Północnego Bridge Route). 20. Commencement of construction of the second subway line. 21. The high share of financing for transportation system modernization and development using European Union funds. WEAKNESSES: 1. Lack of any institution managing and coordinating public transportation on an agglomeration level. 2. Insufficient participation on the part of boroughs in the costs of maintaining suburban bus routes throughout Warsaw s suburban boroughs. 3. Unsatisfactory public transportation service standards, especially with respect to vehicle overcrowding, time loss caused by excessive road traffic, and the low frequency of buses departing during the off peak hours. 4. Lack of proper public transportation services for developing residential districts (e.g. Tarchomin and Wilanów) as well as of certain suburban localities (e.g. Piaseczno and Łomianki). 5. Lack of efficient transfer hubs serving the various modes of transportation. 6. Inadequate preferential treatment of the public transportation vehicles (trams and buses), both in the city center and in the access corridors leading to it. 7. Unsatisfactory state of development of cycling infrastructure, especially in downtown as well as in the access areas to the public transportation hubs (stations and stops). 8. Poor technical condition of rail infrastructure combined with poor quality of services (journey times, reliability, and the level of comfort). 9. Insufficient cooperation with private suburban carriers, which would ensure the connection of the suburban zone with Warsaw without creating any additional burden on the budget of the city and the suburban boroughs. 10. Delays in the implementation of the city ring road construction projects resulting in a vast majority of transit traffic and inter district traffic taking place in corridors leading to the city center, where this state of affairs is combined with a low quality of inter district connections. 11. Insufficient hierarchization of the existing road network, with many roads simultaneously acting as local, suburban, and long distance traffic roads. 12. An inadequate number of bridges crossing the Vistula River. 13. Lack of access control to higher grade roads, which is the source of frequent collisions and conflicts stemming from the joint use of road segments by various traffic participants (pedestrians, cyclists, automobiles, and trucks). 14. The continuously unsatisfactory level of traffic safety, especially as regards pedestrian safety on the road. 26

28 S W O T A N A L Y S I S 15. Lack of any organized cargo shipping management system within the city. 16. Inadequate number of collision free railroad crossings, including local ones. 17. Poor level of traffic regulation enforcement with respect to both parking and road traffic. OPPORTUNITIES: 1. The power (vested with the Mayor of Warsaw) to decide on capital investment directions coupled with responsibility for spatial planning and administrative decisions encompassing principles of development and building permits, which makes possible the implementation of spatial policy (including transportation) in a coordinated way. 2. The passing of the Conditions and Directions of the Spatial Development of the Capital City of Warsaw Study by the City Council in 2006 and the enacting of Transportation Strategy in The ability to co finance transportation projects using European Union resources. 4. Co organization of the Final Tournament of the UEFA European Football Championships, Euro The economic development of Warsaw and the Mazovia Region the richest region of Poland. 6. Integrating (in 2006) individual and public traffic management in a single urban authority, i.e. Road Engineering and Transportation Authority. 7. Maintaining a high level of user trust with respect to public transportation. 8. Maintaining a keen interest by the public in improving the efficiency of transportation and its development, especially in connection with growing road congestion, the unsatisfactory quality of public transportation, and the growing burden created by automobile transportation on the environment (residents). 9. The high level of social acceptance for granting privileges to public transportation. 10. Capacity reserves to be used to make the traffic organization more efficient with the introduction of efficient traffic management systems, entailing the use of new technologies. 11. Concluding agreements with Warsaw s suburban boroughs on the organization of the public (bus) transportation in those boroughs by the City Transport Authority of Warsaw (ZTM) in conjunction with cooperation in the area of rail traffic (with the Office of the Marshal of the Voivodeship of Mazovian). 12. The growing interest among the city residents in using bicycles as a means of transportation, including when commuting to school or work. THREATS: 1. Legal loopholes, i.e. the lack of uniform legislation on public transportation and on creating metropolitan associations, which considerably limits both the efficient management of public transportation on an agglomeration scale and road management. 2. Protracted investment project practices stemming from extended legal procedures and the time consuming process of procuring administrative decisions (including planning permission, environmental decisions, and building permits). 27

29 T H E T R A N S P O R T A T I O N S Y S T E M O F W A R S A W : S U S T A I N A B L E D E V E L O P M E N T S T R A T E G Y Insufficient numbers of staff members engaged by entities responsible for planning and preparing investment projects, which triggers delays and the necessity to focus on the most important projects. 4. The high costs of building transportation infrastructure, resulting from the overall nationwide growth in project costs. 5. The economic slowdown and its resultant limiting of the budget allocated to transportation system projects. 6. Building dispersal and spatial disintegration of both the city and agglomeration, increasing the transportation demand. 7. Increased level of motorization and a tendency to use vehicles in intra city journeys, which is responsible for the increased congestion on Warsaw s roads during rush hours in the central urban area as well as on some access roads, while simultaneously having a negative environmental impact. 8. The prevailing social belief that any traffic problem can be solved by expanding the road and street system, the parking system (including in the downtown zone), and the subway and tram network. 9. An insufficient quantity (city area coverage) of approved current planning documents at the local level (local plans) explicitly defining spatial development and transportation development concepts. 10. Lack of stability with respect to sources for financing projects (the inability to determine sources of financing, including the European Union funds, in the long term). 11. Focus on the selected fund absorbing infrastructural projects (subways, bridges, and main roads), while limiting activities involving ongoing maintenance of the existing infrastructure as well as activities influencing the travel behavior of residents, which may result in a further worsening of the technical condition of roads, bridges, and tram infrastructure. 12. Failure to stop and reverse the rail infrastructure degradation process, which may lead to a limiting of the use of suburban rail transportation and to the further growth in the use of automobiles when commuting from the suburban zone, especially to the center of Warsaw. 13. Insufficient action in the realm of parking policy, including the elimination of illegal parking, expansion of pay parking zones, changes in the functioning of pay parking (increases and diversification of parking fees), and putting in order the question of parking in public space and residential areas. 14. Protests by various communities against virtually any transportation project forcing the authorities to withdraw from the implementation of certain projects planned for many years coupled with a poor system of communicating with the public. 15. Poor public acceptance for any changes in transportation routes (new routing). 16. Faulty design related provisions as specified in the Directive of the Minister of Infrastructure of July 3, 2003 on detailed technical conditions for road signs and road traffic safety devices, and their placement on the roads, which make it difficult, if not impossible, to prioritize public transportation, promote bicycle traffic, and modify the public space of streets. 17. Labor market related problems such as the risk of not enough bus and tram drivers, which may create a barrier to the development of transportation companies and increase the prices of the services provided.

30 THE CAPITAL CITY OF WARSAW: TRANSPORTATION POLICY 3 THE CAPITAL CITY OF WARSAW: TRANSPORTATION POLICY 3.1 TRANSPORTATION POLICY ALTERNATIVES FOR THE CAPITAL CITY OF WARSAW Various possible transportation policy alternatives were considered in developing the Strategy for the Capital City of Warsaw. The results of current planning works, analysis of directions of possible change and means for implementation, and the experiences of other Polish cities as well as international practice were all considered. Four possible directions for action have been identified: Limited intervention in the operation of the transportation system, where significant freedom may be left for the development of individual transportation, the public mass transit system, and the freight transportation system, Strong restrictions on the use of individual automobiles as well as limits encompassing freight traffic (the city without automobiles concept), with the resultant strong development of a public mass transit system, bicycle routes, and pedestrian traffic zones, Unhindered use of individual automobiles and motorization without restraints, with the resultant limited development of public mass transit, and Sustainable development of the city transportation system involving adjustment to principles of use of individual transportation, public mass transit, and freight services guaranteeing their fit in individual city zones. Analyses demonstrate that Warsaw s transportation policy should be derived from an understanding of the impact of allowing unrestricted automobile access to the whole of the city area on the quality of life in the city. Such access would lead to a fall in the friendliness of public spaces and a worsening in traveling conditions for all surface means of transportation (automobiles, trams, busses) as a result of traffic congestion in the streets caused by automobiles. Furthermore, this would be accompanied by deterioration in residential conditions because of increased pollution (fumes) and noise levels. Thus, it has been assumed that there is not only justification for, but also a need to assure balance between travel by automobiles and public mass transit, with due consideration for the important role of pedestrian and bicycle traffic. Keeping in mind the deficit in transportation space, poor environmental quality, and limited funds, control of access to selected city areas by automobile traffic is necessary. However, such restrictions should find compensation in good public mass transit services, the establishing of ring roads, and the creation of favorable conditions for pedestrian and bicycle traffic. The transportation policy formulated in this document looks at goals and means of their implementation as provided by the Transportation Policy of the Capital City of Warsaw, a document passed by the Warsaw City Council in November of 1995, as well as later studies and documents, including the Warsaw Bicycle path in a park 29