Damian GĄSKA[1], Martin TRPIŠOVSKÝ [2], Maria CIEŚLA[3]
COMPARISON OF PUBLIC TRANSPORT SERVICES
ORGANIZATION IN THE PRAGUE AND WARSAW
METROPOLITAN REGIONS
Summary. This paper presents a selective comparison of
the organization of public transport in the metropolitan regions of Prague and
Warsaw. A brief description of the regions and the specification of the most
important characteristics of public transport systems has been shown.
Keywords: Public
transport, city transport, city logistics
PORÓWNANIE ORGANIZACJI PUBLICZNEGO TRANSPORTU MIEJSKIEGO W REGIONACH METROPOLITALNYCH PRAGI I WARSZAWY
Streszczenie. Artykuł przedstawia wybiórcze porównanie sposobu organizacji transport
publicznego w regionach metropolitalnych Pragi i Warszawy. Przedstawiono krótki
opis regionów oraz wyszczególnienie najważniejszych cech publicznych systemów
transportu miejskiego.
Słowa
kluczowe: Transport publiczny, transport
miejski, logistyka miejska
1. INTRODUCTION
Passenger public transport serves is provided
for fulfillment of transport needs of citizens in certain region. The need of
securing of transport services is generally accepted, it’s essential part of
sustainable development of every region. The metropolitan regions usually bring
new challenges for passenger public transport, because the commuting intensity
is very high and the capacity of transport network limited. Access roads are
usually overcrowded due to the individual car transport. The capacity of
railways isn’t sufficient to enable long distance trains, intensive commuting
trains operation with short headway and the freight transport, while the
extension possibilities are restricted by cramped conditions in the inner
cities and limited financial resources for building railways in other levels
(underground, elevated connections). Due to the social character of public
transport services the organization by competent authorities should be
provided. The organization of public transport services in metropolitan regions
is therefore very exacting.
The provider has to find optimal model of
public transport services reflecting transport needs of the inhabitants in the
central city, in suburban regions and other cities, coordinate all transport
requirements from the central city, local municipalities and other relevant
authorities. The issue of this paper is to show the differences between
organization of public transport services in metropolitan regions in Czech
Republic and in Poland shown on the example of the Prague and Warsaw regions.
Both countries lie in the central/eastern
Europe and both of them have gone through the economic transformation from
socialism to capitalism in recent 25 years. Czech Republic as well as Poland is
also the member of European Union respecting acquis communautaire. Safe,
efficient and high-quality public transport services are one of the main
objectives of common European transport policy, mentioned in Commission’s White
Paper of 12 September 2001 "European transport policy for 2010: time to
decide" as well as the focus on public transport services in the new
Commission’s White Paper of 28 March 2011 "Roadmap to a Single European
Transport Area – Towards a competitive and resource efficient transport
system" can be found [1, 2].
2.
ORGANIZATION OF PUBLIC TRANSPORT
IN THE PRAGUE METROPOLITAN REGION
The Prague
metropolitan region is wider suburban area of Czech capital of Prague. This
area covers the whole area of the Prague municipality area and adjacent parts
of Central Bohemian region. The Prague metropolitan region covers approximately
3,500 square kilometres. The area is marked by the green colour in Fig. 1.
The whole
area has approximately 1.83 million inhabitants. The real amount of people
living in the discussed area is higher due to the people living in Prague and
its surroundings without the official permanent residence (students, workers,
foreign workers, students and long-time visitors, …). The estimation talks
about 2,5 million people in the region. The names of biggest cities Prague and
Kladno are mentioned in the map, the location of other cities with population
exceeding 10,000 is shown as well. The review of cities in Prague metropolitan
region with more than 5,000 inhabitants is shown in table 1.
Fig. 1. Central Bohemia region with marked area
of Prague metropolitan region [3 edited by author]
Rys.
1. Czechy z zaznaczonym obszarem regionu metropolitalnego Pragi
Table 1
Review of municipalities exceeding 5 thousands of inhabitants
in Prague metropolitan region [4]
|
Name |
Population |
Comment |
|
Prague |
1,241,664 |
Czech capital and biggest city. |
|
Kladno |
68,682 |
13th biggest city in Czech Republic, the
biggest city in Central Bohemian Region |
|
Mělník |
19,532 |
Plus 1,043 inhabitants in adjacent city of Liběchov |
|
Beroun |
18,778 |
Plus 6,998 inhabitants in adjacent city of Králův
Dvůr |
|
Kralupy nad Vltavou |
18,098 |
Plus 1,932 inhabitants in adjacent city of Veltrusy |
|
Brandýs nad
Labem- |
17,389 |
Conurbation |
|
Neratovice |
16,472 |
|
|
Slaný |
15,353 |
|
|
Říčany |
13,856 |
|
|
Čelákovice |
11,615 |
|
|
Roztoky |
7,839 |
|
|
Hostivice |
7,506 |
Plus 1,930 inhabitants in adjacent village of Chýně, |
|
Jesenice |
7,036 |
This municipality doesn’t have the status of city |
|
Králův Dvůr |
6,998 |
Adjacent to above mentioned Beroun |
cont. table 1
|
Český Brod |
6,843 |
|
|
Černošice |
6,447 |
|
|
Úvaly |
6,037 |
Plus 1,428 inhabitants in adjacent village of
Škvorec |
|
Odolena Voda |
5,542 |
|
Despite
the local centre can be found in the Prague metropolitan region, the relations
of this centres to Prague are very strong as well as the relations of other
municipalities in the region. The strongest relation is commuting to school and
work.
Prague has
dominant position in Czech economics (about 25% of Czech GDP) with the emphasis
on the tertiary sector (approximately 80% of job in Prague). Many foreign
investments were placed in Prague and Prague is also one of the most visited
cities in Europe for tourists.
2.1.
Public transport services in the Prague metropolitan region
The public
transport service in Prague is based on three lines of underground, wide
network of tram lines, municipal train lines and backbone bus lines. This
backbone network is supplemented by the standard bus lines, ferryboats, cable
car and the regional bus and train lines on the area of Prague. The public
transport service is integrated in one system named Pražská integrovaná doprava
(Prague Integrated Transport), abbreviated as PID. PID Integrated transport
system brings the standard benefits of integrated transport systems – common
tariff, timetable, contractual and transport terms, cooperation of traffic
modes and including P&R, K&R, B&R to the system of public
transport. The map of backbone network in the city of Prague is shown in Fig. 2.
Fig. 2. Backbone network of underground, tram
and backbone bus lines in Prague [5 edited by author]
Rys.
2. Sieć szkieletowa metra, tramwaju i autobusu w Pradze
PID system
covers almost the whole area of Prague metropolitan region, it serves 361
municipalities with its 2,590 stops. The public transport services in parts of
Prague metropolitan region, where PID system isn’t operated, are provided by
the local bus lines and municipal bus lines. These lines are sometimes operated
in the same area, where PID lines are operated. This situation might be
confusing for passengers and competent authorities shall find a solution to
integrate all public transport services in the Prague metropolitan area into
one unite system.
The basic data about lines integrated in PID system is assumed in the
Table 2. This table includes available exact data and estimations from mentioned
statistics in cases where exact data isn’t available.
Table 2
Basic data about lines integrated in PID system [5-9]
|
Transport
mode |
Operational
network |
Amount of
lines (day / night lines) |
Transport
performance |
Annual amount
|
|
Metro |
59.10 |
3/0 |
53,826,161 |
530,493,000 |
|
Trams |
142.40 |
21/9 |
45,017,769 |
311,057,000 |
|
Municipal bus lines |
700.00 |
162[4]/15 |
62,308,376 |
318,070,320 |
|
Suburban bus lines |
-[5] |
155[6]/10 |
24,708,464 |
52,927,590[7] |
|
Train lines |
671.00 |
33[8]/0 |
13,947,199 |
|
|
Funicular |
0.51 |
1/0 |
22,556 |
1,841,450 |
|
Ferry lines |
1.47 |
4[11]/0 |
55,747 |
641,730 |
2.2. Organization of public transport
The overview of public transport organization in Prague metropolitan
area is divided into two separate parts, first part describing the PID system
and the second part describing the lines outside the PID system.
2.2.1. The PID system
The PID
system is organized by Regionální organizátor Pražské integrované dopravy
(Regional Organizer of Prague Integrated Transport), abbreviated as ROPID. It
is established as a contributory organization of the City of Prague. It
organizes the public transport services in its area and closest surroundings.
It is responsible for all public transport contracts provided to fulfil
transportation needs in the area of Prague. The aim of company of ROPID is:
•
providing of public transport services and planning of
the development of the integrated transport system,
•
application of principles of public transport services
organizing, determination of needed level of public transport services and
communication with affected municipalities,
•
processing of the quality standards and their system,
•
transport arrangements, headways, lines, timetables,
cooperation and connection proposals,
•
preference arrangements,
•
economical providing of the PID system everyday
operating,
•
tariff and pricing proposals,
•
public transport services contracting,
•
financial flows organization, clearing,
•
competitive award procedures.
As
mentioned above ROPID organizes public transport services in the wider area
then Prague, the financial subventions are provided by the city of Prague,
Prague city parts, Central Bohemian region, local municipalities and other
subjects (shopping malls, large companies).
The financial subvention is given by certain subjects to provide the public
transport service according to its needs. The needs of all subjects are coordinated
by ROPID which brings favorable synergic effects.
The PID system consists of 413 lines. The most part of them is operated
by the Dopravní podnik hlavního města Prahy (The Prague Public Transport
Company) abbreviated as DPP. This company operates all metro and tram lines and
most of the bus lines. The other lines are operated by another 16 operators,
chosen lines are operated by more operators. Thanks to PID rules and tariff the
information about certain line operator isn’t important for the passengers,
they are using PID as an unitary system. The financial flows in PID system are
shown in the scheme in Fig. 3.
2.2.2. The lines
outside PID system
The Prague
metropolitan region isn’t served only by lines provided by the PID system.
Chosen bus lines in the area aren’t integrated. These lines are provided by the
Central Bohemian Region, few of these bus lines are cooperating in Středočeská
integrovaná doprava (Central Bohemian Integrated Transport), abbreviated as
SID. This cooperation is based mainly only on tariff integration and
transferable tickets for regularly clients, the cooperation with the train
transport isn’t organized at all. This schizophrenic situation is caused by the
problematic cooperation between Prague and Central Bohemian Region. The ROPID
was founded by Prague and its main objection is providing of public transport
services according to Prague needs and Central Bohemian Region doesn’t want to
lose its influence on organizing public transport in its own area. But the
cooperation between two above mentioned systems of PID and SID or replacing
them with one new system is discussing and this situation will be solved soon.
Fig. 3. Financial
flows and organization of PID system – logo sources: [5, 10-27]
Rys. 3. Przepływy finansowe i organizacja systemu PID
Few bus lines between Prague and the cities in metropolitan region, for
example Kladno, are still operated by the operators on the commercial basis
without subvention. These lines aren’t integrated into PID nor SID, they are
only licensed by the Central Bohemian Region.
3.
ORGANIZATION OF PUBLIC TRANSPORT
IN THE WARSAW METROPOLITAN REGION
Warsaw is the largest city and the capital of Poland and Mazowsze region
- the largest of the 16 provinces. Warsaw's population is 1.7 million people.
Warsaw itself confined in its administrative borders, virtually has ceased to grow.
Warsaw metropolitan region is constantly growing population. On the one hand,
some people decided to escape further away from the center, on the other hand,
the lack of space in Warsaw encourages citizens to choose new satellite towns
of residence. This increases the importance of public transport not only the
city but also the agglomeration one. Warsaw
metropolitan area is 627,088 hectares, three million people, the population
density is 490 persons per km2, and in the Warsaw city
3293 per km2 and is one of the highest in Poland. Warsaw, in terms
of the political system is both: a municipality and a town and is divided into
18 districts The Warsaw metropolitan region consists of 72 municipalities (Fig.
4) [30].
3.1. Public transport
services in the Warsaw metropolitan region
The primary means of public transport are buses in Warsaw. City bus
service in Warsaw consists of 250 lines with a total length of about 2600 km.
Supported by approximately 1,800 buses belonging to five operators. The average
length of a bus line is about 17 km. The
lines at the busy hour in the urban and suburban routes runs 1355 cars (morning
peak). The size of a planned monthly transport work is about 8.2 million
vehicle-kilometers.
The tram system in Warsaw consists of 24 tram lines (solid), operated by
the Warsaw Tramways Company. The total length of the tram lines is
approximately 406.8 km. The total number of tram fleet at the disposal company
Warsaw Trams is 762 cars. The solid lines on a weekday, at the height of the movement,
is being operated by 702 cars in motion.
The metro system consists of a single line with a length of 23 km
connecting Kabaty with Młociny. The second metro line is currently under
construction. On the line 21 stations were located approximately every 1.1 km.
Average communication speed on a weekday is
37.5 km/h.
The main links between Warsaw and Mazowieckie Province is also provided
by regional and agglomeration rail. Suburban railway is mainly used to support
travel from agglomeration area. In Warsaw, also a separate line Warsaw Commuter
Rail transport operates takes service at the corridor Grodzisk-Warsaw Central
Station. At the regional and urban transport, associated with commuting to
Warsaw, two operators operate: Koleje Mazowieckie Sp. z o.o. and SKM Sp. z o.o
[29].
At June 15, 2005, after many years of absence, a passenger water
transport was resumed. Warsaw Trams launched a water tram from Old Town to
Poniatowski Bridge. From May 1 to June 30 water tram floats on weekends and
public holidays and from July 1 to August 31 - also on Fridays. On weekends and
holidays, four times a day, and on Friday – three times [31].
Fig. 4. Warsaw
metropolitan region [30]
Rys. 4. Metropolia Warszawa
3.2. Organization of public transport
In the light of the Law on the Organization of Warsaw City public
transport is a public undertaking of infrastructural relevant for the entire
city. The implementation of transport policy, determining the applicable
tariffs for transport services and the implementation of financial policies
from the city's budget corresponds to the President of Warsaw.
Public transport in Warsaw is being managed by the Transport Authority
(ZTM), established by resolution of the city of Warsaw. The scope of the ZTM is
programming, organizing, monitoring and control of passenger transport in the
city of Warsaw and initiating development projects in public transport. ZTM
determines the routes of buses, trams, subways and locations of stops. ZTM
crosses the Warsaw city administration border in bus and rail (provided by SKM
SP. z o.o.) to municipalities that were incorporated into the
system - 30 municipalities bordering Warsaw. These are not all the
municipalities and districts of the metropolitan area of Warsaw.
Suburban bus lines, operating under the supervision of ZTM, cover a
number of suburban municipalities. The municipalities have the ZTM agreement
communication services. They determine layout and bus routes and timetables for
suburban lines, as well as determine the level of funding for these lines by
suburban municipalities. Similar arrangements apply to rail services carried
out by SKM.
One element of the integration of public transport in the Warsaw
metropolitan region is an integrated ticket for different types of public
transport (Fig. 5) [31].
Fig. 5. Lines with integrated
ticket [31]
Rys.
5. Linie ze zintegrowanym biletem
Table 3
Basic data about lines integrated in ZTM system
|
Transport
mode |
Operational
network |
Amount of
lines (day / night lines) |
Cars |
Annual amount
|
|
Metro |
23,1 |
1 (2 in 2014) |
240 |
152940452 |
|
Trams |
406,8 |
24 |
762 |
206710115 |
|
Municipal bus lines |
2600 |
208/42 |
1859 |
439071583 |
|
Train lines |
|
5 |
31 |
137791211 |
|
Ferry lines |
|
1 |
4 |
|
Through the streets of Warsaw in 1859 buses were driving - (as of
December 31, 2012), 762 trams (as of November 30, 2012), 31 trains of SKM - (as
of December 31, 2012), and
240 metro cars (as of December 31, 2012). The public transport included 3482
bus stops
557 train stops in Warsaw and 1491 stops in other municipalities of Warsaw
metropolitan area.
4.
CONCLUSIONS
The
organization of public transport in Prague and Warsaw is similar. There is one
main body whose job is programming, organizing, supervising and controlling the
passenger transport. However, this is a very difficult task, therefore it can
be considered within the competence of the organizer should be included [28]:
•
the provision of adequate transport service in the
agglomeration;
•
regulating the financing of the public transport
services of high quality in urban and suburban lines, including the issue of
subsidies for services and their efficiency;
•
propose a common tariff transport taking into
consideration the area and the length of time passing;
•
determine a uniform, high standard of transport services;
•
schedules coordinating;
•
integrate the subsystems of public transport,
particularly at interchanges;
•
the development and supervision of the
"Park and ride" facilities in urban areas;
•
regulation of the public transport market, including
increasing competition.
In the
interest of Prague and Warsaw is to maintain a high share of public transport
use of all traffic into the center. This is critical to reduce the intensity of
traffic on the main streets leading to the center and in the center. Key in
this regard are efforts to integrate all
organizational and functional subsystems of public transport (train, bus, tram,
metro), serving the cities of their administrative boundaries, and travel
between cities and suburban municipalities.
Moreover,
the organization of transport of any major European city should develop
a strategic plan for public transport in the short term (five years), the
long-term (15-20 years). In order to reduce environmental pollution and the
negative impact of individual transport the urban transport systems should be
developed in a sustainable way.
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