Article citation information:
Faron, A. Rapid agglomeration light rail system as a
response to spatial planning in the Cracow Metropolitan Area: typology of
train stops. Scientific Journal of
Silesian University of Technology. Series Transport. 2016, 92, 41-51. ISSN: 0209-3324. DOI: 10.20858/sjsutst.2016.92.5.
Aleksandra FARON[1]
RAPID AGGLOMERATION
LIGHT RAIL SYSTEM AS A RESPONSE TO SPATIAL PLANNING IN
THE CRACOW METROPOLITAN AREA: TYPOLOGY OF TRAIN STOPS
Summary.
This article presents the concept of division and assigns the railway stops,
which are part of the rapid agglomeration light (RAL)
rail system within the Cracow Metropolitan Area (CMA), in relation to two
criteria. We can see considerable variation in the functions of the railway
stops, even if they are located in the same metropolitan area. In this article,
a review of the policy and planning document concerning the RAL
has been conducted.
Keywords:
rapid agglomeration light rail
system; sustainable urban development; transport systems; urban planning.
1. INTRODUCTION
Polish cities are changing their
image and character as a result of economic growth and the expectations of
their residents. When looking at the development of Cracow, one can form the
impression that it replicates the mistakes of other European cities from the
times when they were also experiencing economic growth. Improved access to the
car, as well as the growth of the automotive
industry, has led to the fact that the mobility of people in the cities is
expanding. Making additional trips, apart from commuting to work or study
centres, is easier, because a car facilitates access to places of service,
entertainment and recreation, which are often located at a considerable
distance from the car owner’s home. The availability of a car, especially
for urban residents, is extremely important, because the distance between
home and work forces them to use this means of transport. At the same time, the
availability of a car makes it easier to live outside a big city. However, this
contributes to the effect known as “urban sprawl”, which is accompanied by an
increase in the number of cars on the inlet roads. This effect has a
negative impact on the functioning of the city, as well as distorts its profile
and degrades the spatial order. This leads to problems related to the
management and development of spatial structure, resulting in the lowering of
the quality of life of city residents. The most effective, indeed only, means
of transport is rail, which, in the form of the agglomeration railway network,
can use the existing infrastructure to provide quick access to chosen
destinations (rail is not exposed to the effects of automotive congestion), as
well as generate the environment around train stops, such that cities and towns
develop in those places located along the train route. However, above all, it
is imperative that the agglomeration railway stops are found within the
network that is accessible to residents, thereby enabling them to fulfil a full
range of activities. Therefore, the environment around train stops and how they
are serviced must develop.
The RAL (SKA, in Polish) rail system offers Cracow the chance to
develop as a metropolitan centre (in terms of the economy, science, its
universities and culture), as well as provides an opportunity for the residents
of townships within the agglomeration to increase their standard of living in a
balanced way: namely, living in quiet towns and working in a big city.
This article is the first step in
the author’s assessment of the development of the railway stops’ surrounding.
The proper development of those stops could increase their attractiveness and
effectively respond to passenger demand, as well as deal with the agglomeration
railway system’s financial issues.
2. FUNCTION OF STOPS WITHIN THE RAL RAIL SYSTEM IN THE CMA
Residents of cities located within
the agglomeration and working in Cracow would like to commute to work much
faster and in more comfortable conditions. The offer of the urban rail network
would meet these demands. However, for that system to be fully operational and
influence an increase in the share of journeys made by rail, it is important to
ensure good transport accessibility to RAL bus stops,
while the form of spatial planning around these stops should increase the
attractiveness of their use. In turn, it is noticeable that both the
availability of different means of transport and the environment of these stops
are unattractive, such that they discourage people from using this public
transport option in their daily travels.
The main problems in the planning
process are concerned with underestimating the role of the bus stops and
railway stations in a rational reconstruction of the CMA in terms of
sustainable mobility of its residents. What is noteworthy is the significant
lack of communication in conducting planning activities related to transport
and spatial structure of the city, and of the agglomeration more widely,
particularly in terms of the rail system. Of note, railway stations and RAL stops, along with their surroundings, are real and
potential sites that make up the so-called urban nodes in the transport
category.
An urban node in the category of
transport is an element in the spatial structure of an agglomeration,
which allows for free and efficient journeys between home-work-home and
eliminates unnecessary trips, while ensuring a high quality of public space and
the environment. At the same time, its form and degree of development
contribute to creating behaviours of residents in the spirit of sustainable
mobility and reduces automotive congestion on the road networks of the city and
within the entire agglomeration. Therefore, we should strive to improve the
accessibility of RAL stops by different means of
transport, such as public and bicycle transport options, while taking into
account pedestrian and car access ways (i.e., park and ride systems). At the
same time, efforts should be made to develop the surroundings of railway
stations, so that the types of buildings erected around them encourage residents
to travel using this means of transport because they provide various types of
functions (service, office, residential). The presence of these forms of
functional buildings around a train station will help to increase passenger
capacity and, in turn, the efficiency of the service offered in the area by RAL. The surroundings around RAL
sites represent an attractive offer for the private sector (e.g., office
buildings, shops), given that the price of land around railway areas is quite
low. Regeneration of the surroundings of stops/stations can help to increase
the value of the land located in their vicinity, which will further improve the efficiency
of the RAL. Currently, there is a huge gap in the
planning process with regard to the surroundings of stops and railway stations
as interchange nodes. Therefore, it is necessary to better integrate transport
system planning with the functional and spatial structure of the city,
including improving the quality of public spaces, which have transport-related
aspects. Such actions may affect the strengthening of passenger potential
(including rail transport), while reducing car congestion on the agglomeration
road network.
3. FUNCTION OF STOPS ALONG THE RAL RAIL SYSTEM IN THE CMA
A very important factor in the
development of the RAL rail system in the CMA is the presence
of this issue in planning documents. The lack of reference to the potential
form of development in these studies can impede the implementation of this
project. On the other hand, it is essential to pursue scientific research into
the significance of the presence of such a system in the spatial structure
of a large area (in this case, the metropolitan area).
The regional context regarding the
development of the RAL rail system is extremely
significant, since the functioning of this form of transport is very closely
related to the spatial structure of the region. Urban rail is mainly dedicated
to journeys made from municipalities located within the metropolitan area to
the core of the city, which represents its centre of gravity in economic terms.
The direction of the development of the CMA has been extensively discussed in
the Urban Development Plan for the Malopolska Province [8]. In this document, the CMA
was described as a functional region, the centre of which is a big city
(Cracow), while the rest comprises neighbouring settlement units, which are
interconnected with the metropolis by different interactions. The CMA’s limit
was determined by the criterion of so-called “functional commuting to work”. Thus,
at the stage of the delimitation of the metropolitan area, an important
factor was the impact of transportation. The document notes that the border of
the area was determined by the spatial extent of the mutual arrangement of
the labour and housing markets. Linking these two areas of activity by an
efficient transport system, then, gives an important context. The document
entitled Development Strategy of the Malopolska Province for 2011-2020 [9] notes the
important role of the development of the CMA, particularly in terms of places
of residence and work. The document clarifies strategic objectives,
including those relating to transport infrastructure. For this purpose, high
external and internal transport accessibility of the region was assumed, which
was to be competitive and coherent in terms of economic and spatial planning.
Particular attention was to be paid to improving the internal accessibility of
the region, where the development of integrated transport within the
Cracow agglomeration was to take place based on the RAL
rail network, as well as the pre-metro/metro and fast tram networks.
Another document that more broadly
deals with transport issues in the regions is the Strategy of Transport Development in the Malopolska
Province for 2010-2030 [7]. The primary objective of the development
of rail transport in Malopolska is the development of
infrastructure in order to increase the share of this means of transport in the
public transport framework and increase the transport availability in the regions
of Malopolska. The document also defines intermediate
targets for the development of the railway system in the Malopolska
region, including improving the accessibility of the railway in relation to the
infrastructure of other means of transport, in particular, road and air
transportation, in order to provide a modern connection to the Balice airport and bus termini. This provision, though a
little enigmatic, suggests that it is appropriate to improve the availability
of RAL stops in relation to different means of
transport (including the improvement of the public transport services). For the
authors of the document, its direct purpose concerns the modernization of the
existing railway lines in order to offer better services to the regional
passenger traffic, as well as adapt the infrastructure to meet the needs of
persons with reduced mobility (reconstruction of railway stations) and increase
the frequency of regional and agglomeration trains.
The Plan for the Sustainable Development of Public Transport in the Malopolska Province [6] draws attention to the
important role of the railway system in transport services for residents of the
province. This, in turn, will be done by removing most of the traffic from the roads.
This objective can be achieved, for example, by increasing the availability of
railway stations through their greater density on the railway lines, as well as
the organization of access to railway stops with coordinated timetables and the
construction of interchange nodes, parking lots at railway stops. A series of
public transport service standards was also defined, including those relating
to rail, such as pedestrian access roads to platforms, “park and ride” (P&R) spaces, “kiss and ride” places etc. That said,
this study lacks detailed guidance concerning the forms and functions in
developing the surroundings of the train stops. Locally, there are numerous
documents that ought to include issues related to the development of the
city or municipality in combination with a railway system. One such document is
the Study of Conditions and Directions of
Spatial Development in the City of Cracow [10]. In terms of external
transport, the document lists rail as the primary means of transport. In terms
of the rail connections for Cracow and the Cracow agglomeration, a new element
in the transport system, which will be RAL rail, is
to be introduced. This issue is addressed very widely in the aforementioned
document. As part of the tasks, and in order to improve the accessibility of
Cracow, it is planned to build new stops (apart from the already existing ones
that have been modernized) and construct more P&R
spaces.
At the same time, interchange
parking lots and bicycle racks are to be available at each RAL
stop. It is also possible that RAL transport will be
provided on other railway lines, which are already active in Cracow. At the
same time, it is planned that bus and microbus transport will service those
municipalities that are not supported by rail. At the same time, agglomeration
lines will end before the border of the downtown area in termini that will
allow changes to rail or tram. Therefore, the question of connecting rail with
bus transportation or the microbus system is addressed. That said, the place
where these two systems are connected will likely not be made in the downtown
and city areas, but on the train stops located outside of the city and in the
outskirts. Regarding internal connections, rail constitutes an important
addition to the tram system and the planned metro (or its
variant). In the document, we can see that the interchange nodes of the
agglomeration rail and metro are important factors in the development of
urban investments, due to the significant transport potential of these means.
Therefore, in their vicinity, it is important to increase the intensity of land
use. Unfortunately, nothing is said about the function of these areas, which is
a very important issue.
The Integrated Development Plan of the Public Transport for Cracow for 2007-2013
[15] broadly refers to the development of RAL. For
example, it assumes a travel time of 25 min within Cracow and 45 min when
commuting to Cracow from a location within the area of CMA; the expansion of
the main railway station is also mentioned. Regarding the interchange nodes, P&R parking facilities are mentioned, but only at the Wieliczka, Batowice and Swoszowice stops. At the same time, the document puts an
emphasis on the crucial role of the P&R
spaces at railway stops. In the document, we can see a number of
recommendations regarding the implementation of the RAL
system, such as increasing the role of spatial planning of the surroundings of
railway lines, the lack of interest from investors as to the location of
the investment, exploiting the potential of the railway line, and the consideration
of additional train stops in existing housing estates (Sidzina,
Skotniki and Kobierzyn).
The document also draws attention to the transport links of the planned stops
within the public transport (mainly tram) network.
In the document Transport Policy for the City of Cracow for 2007-2015 [11], a
number of ways regarding the development of the city and the agglomeration of
Cracow (and its surroundings) in a sustainable way is presented. This includes
striving for consistency across all transport systems, such that local (urban
and suburban), regional, national and continental networks are within reach of
residents, with special attention being paid to the development of relations
between regional and metropolitan areas, including the use of existing railway
lines, as well as the integration of a spatial and functional urban transport
subsystem with other subsystems (including interchange parking spaces for cars
and enabling the use of the means of public transport to carry bicycles) and
stimulating the development of the city within the areas that are well
serviced by public transport and in direct vicinity to train stops (railway,
tram).
Among the local and strategic
planning documents of the municipalities located along the rail corridors,
local area development plans and the main development strategies stand out.
Unfortunately, the analysis of these documents [1]-[5], [12]-[14] pointed to
the underestimation of the role of the means of transport in connection
with the centre of the agglomeration. While some documents indicated a
significant potential for the suburban railway network connected with Cracow,
the surroundings and the servicing of stops are hardly addressed. Meanwhile,
these elements are crucial to the success of the RAL
project.
Summarizing the documents at the
regional level, we could state that the development of the railway system in
the CMA was important to the authorities of the province. Each document
emphasizes the role of spatial development of Malopolska
and the need to improve the accessibility of this area by a railway system.
However, in the analysed documents, there are significant deficiencies. There
is no mention of the issues related to the necessity of developing the
surroundings of the stops/railway stations in order to increase passenger
potential and the efficiency of the respective means of transport. What is also
missing is a clear message regarding the improvement of the availability
of train stops, as well as the development of road infrastructure (P&R facilities), public transport (lines serving
railway station), and bicycle (parking lots, racks) and pedestrian
infrastructure (convenient access routes). It seems that, in the above
documents, the issues of the development of rail in the Cracow
agglomeration are treated in a very general way, without providing the tools
for the implementation of sustainable development of the CMA in terms of
transport and spatial planning.
At the local level, the matter of RAL is addressed in a slightly different way. Documents for
the city of Cracow widely address the issues of the development of the urban
light rail and its benefits, although they should indicate more detailed
solutions. Municipalities belonging to the CMA treat this subject either to a
smaller extent or not at all. Most often, the matters related to railway
connections between the municipality and Cracow are neglected or they concern
statements about the need to improve the connection of the municipality with
transport (mainly by road, although sometimes by rail). The fact that no
importance is given to the development of the railway system in the context of
regional connections indicates that there is no understanding of this problem,
while the chances resulting from such actions are poor.
4. TYPOLOGY
OF TRAIN STOPS IN THE CMA
Train stations within the RAL system are crucial, given that, when properly
developed, they can significantly affect the increase of the passenger
potential and therefore change the modal split in terms of travel options
within the agglomeration. These points as urban nodes may increase the
efficiency of railway connections. However, given that such railway stops
attract potential rail passengers (because they are attractive), they must be
developed in terms of the land around them and the availability of train stops
in relation to other means of transport, which, while ensuring a change from a
train, offer access to the railway from remote areas of the agglomeration.
These urban nodes become an inseparable part of the whole system of the RAL rail network, while their environment can contribute to
the network’s success or failure. In many planning documents, what seems
to be ignored is the issue of the quality of the surroundings of the railway
station, while the only component of success in its operation is the range and
frequency of trains.
In general, the RAL
rail network exceeds, by far, the boundaries of the CMA. This is particularly
evident in the northern direction (the last stop on this line is located in Sędziszów) and towards the east (the last stop is Tarnów). Such an extension of service coverage of the RAL takes into account the real extent of commuting within
the Cracow agglomeration [16]. This article will analyse all the railway stops
that are function or are planned to function within the RAL
system:
- SKA 1: Trzebinia-Kraków
Główny-Tarnów
- SKA 2: Sędziszów-Miechów-Kraków Główny-Skawina
- SKA 3: MPL Balice-Kraków Główny-Wieliczka Kopalnia
It should be noted that, in the
connection to the west, it also includes the area of influence of the Upper
Silesian agglomeration. Planning a common rail system for both the Cracow
agglomeration and the Upper Silesian agglomeration should be the subject of
broader consideration, because these two areas have a high potential for
development, not only economic, but also related to the residential function.
Only an efficient transport system will allow for any modern development
involving cooperation between Cracow and Katowice (towards the creation of an
area called Krakowice), allowing the residents of
these two agglomerations to freely choose the place of their work and their
home. In the future, it might be reasonable to consider lengthening the route
in the direction of Katowice, with a joint involvement of administrative bodies
to activate train stops functioning in the system.
The attractiveness of the railway
station in the RAL system may be dependent on the fulfilment
of criteria (aspects) regarding the evaluation of such a stop, depending on the type
of a stop. Therefore, it is important to define the criteria by which urban
nodes (analysed stops) will be allocated to certain types. Two criteria
(aspects), namely, structural and functional, were referred to in the author’s
paper.
The structural criterion takes into
account the location of bus stops in the CMA area. This criterion provides for
the classification of a bus stop to one of the following areas:
I - area of the city centre (CCA)
II - downtown area (DA)
III - residential area in the city (RA)
IV - area of suburbia (SuA)
V - area of small-
and medium-sized cities within the CMA (SCA)
VI - area of exurbia (EuA)
The I area represents the centre of the
city. Although the reach of the centre according to the document Study of Conditions and Directions of
Spatial Development of the City of Cracow [5] is much greater in terms of
the type of a stop, the structural criterion is only met by the main railway
station (located in the city, which is the centre of the agglomeration; in this
case, Cracow). The II area is downtown, but any stops that qualify for this
type of area are partially located in the centre of the impact of the area.
In the second area, there are four RAL stops: Prądnicka, Grzegórzecka, Zabłocie and Krzemionki. The III area comprises areas where there are
housing estates, most often with high intensity. Some of these stops are
located in downtown Cracow (delimitation according to the study document), and
some are in typical residential areas, even though they are still effectively
considered as part of the downtown area.
The III area also includes bus stops
that are located in the vicinity of major traffic generators, such as a
shopping centre (Bonarka) or religious spaces (John
Paul II Centre). All stops located in area III will mainly support travel
in the city traffic. However, because of the presence of traffic generators,
they can also be considered a destination for residents of the Cracow
agglomeration (mainly in order to make purchases, but also for work-related
motivations to a lesser extent). In area III, 13 RAL
stops were qualified: Łokietka, Głowackiego,
Bronowice, Żabiniec, Prądnik Biały, Prądnik Czerwony, Piastów, Płaszów, Podmiłów, Bieżanów, Bonarka, Łagiewniki and Centrum
Jana Pawła II.
The IV areas are located around the
border of the city, which is the centre of the agglomeration; the
so-called suburbia. These house settlement units that functionally connect with
the city, both on the administrative border of the city and outside its
jurisdiction. These areas are strongly associated with the city centre in terms
of functional and spatial matters. The predominant function of the structures
in this area is single-family housing of low intensity, although it is
concentrated in a relatively small area. Although the primary role of railway
stations located in the area will be to offer source routes for journeys to the
city centre, the stops can also service destinations if a stop is a traffic
generator associated with workplaces (e.g., the Krzyzowka
stop). In area IV, there are 14 stops of this kind: Złocień,
Bieżanów Drożdżyska, Bieżanów Autostrada, Swoszowice, Kliny, Opatkowice, Sidzina, Mydlniki, Uniwersytet Rolniczy, Zakliki z Mydlnik, Krzyżówka/Olszanica, Balice MPL, Mydlniki
z Wapiennik and Tarnów Mościce.
The V area includes small- and medium-sized towns located in the CMA. Train stations operating in the RAL system will, in this case, offer source routes for journeys to the centre of the agglomeration. Thirteen rail stops qualify as this type of stop: Skawina, Wieliczka Rynek, Krzeszowice, Trzebinia, Słomniki Miasto, Miechów, Sędziszów, Bochnia, Brzeska, Zabierzów, Podbory Skawińskie, Wieliczka and Słomniki.
In the VI area, there are stops that
do not qualify to serve areas IV and V, but are instead characterized by
extensive building structures and a very low population density, i.e., exurbia.
These stops are located at a considerable distance from the major centres of
settlement and will be the source of trips to the centre of the agglomeration,
which may include changes to other means of transport. Twenty-nine rail stops
qualified as this type of stop: Wieliczka Bogucice, Węgrzce Wielkie, Podłęże, Staniątki, Szarów, Kłaj, Stanisławice, Cikowice, Rzezawa, Jasień Brzeski, Sterkowiec, Biadoliny, Bogumiłowice, Kraków Business
Park, Rudawa, Wola Filipowska, Dulowa, Zastów, Baranówka, Łuczyce, Goszcza,
Niedźwiedź, Smroków, Szczepanowice, Kamieńczyce, Dziadówki, Tunel, Kozłów and Klimontów.
The structural criterion takes into
account the function of urban nodes, which is the role that they perform in the
CMA. In the analysed stops, there are five such functions and they are:
I - the main nodes (MN)
II - nodal places, i.e., commercial
centres (CcN)
III - nodal places, i.e., centres,
housing estates (HcN)
IV - nodal places, i.e.,
multifunctional centres (McN)
V - other
nodal places (ON)
The first type of stops selected for
this criterion is the MN, performing the basic function in servicing the
residents of the agglomeration and having the greatest importance in ensuring
metropolitan connections. In this group, there are the main railway stations in
large cities. In the context of the RAL, these
functions are performed by the main railway station in Cracow and Tarnow
Central station.
The second type of stop, around
which land development has a commercial and service function, involves nodal
places that have the role of CcN. The surroundings
around such a stop can develop in the direction of office, service or
sports functions etc. Such stops are important traffic generators, which should
be well served by various types of transport, including RAL,
creating a fully integrated interchange node. Four RAL
stops qualified as this type of stop: Bonarka, Krzyżówka/Olszanica, Balice MPL and Zabierzów Business Park.
The third type of stop in the
functional criterion is a nodal place performing the function of a housing estate.
Spatial planning around such a stop comprises, and should resemble, residential
buildings of medium and high intensity. Of course, in such an area, there
should be additional functions, including service points (to ensure daily
shopping is facilitated) and leisure venues (recreational parks, playgrounds
etc.). However, this form should not be overwhelming in relation to the housing
function. Nineteen RAL stops qualified for this type
of stop: Łokietka, Głowackiego,
Żabieniec, Prądnik Biały, Prądnik Czerwony, Piastów, Bieżanów, Łagiewniki, Złocień, Bieżanów Drożdżyska, Kliny, Sidzina, Mydlniki, Mydlniki z Wapiennik, Zabierzów, Podbory Skawińskie, Wieliczka, Słomniki and Tarnów Mościce.
Another type of a stop is a nodal place of a multifunctional centre type. The surroundings for this type of stop are varied and include housing, service, office and recreational functions. In addition to the stops within the city of Cracow, these stops can be found in small- and medium-sized towns of the CMA. Nineteen stops qualified for this type of stop: Prądnicka, Grzegórzecka, Zabłocie, Krzemionki, Bronowice, Płaszów, Podmiłów, Centrum Jana Pawła II, Uniwersytet Rolniczy, Zakliki z Mydlnik, Skawina, Wieliczka Rynek, Krzeszowice, Trzebinia, Słomniki Miasto, Miechów, Sędziszów, Bochnia and Brzesko.
The last type of stop in the
functional criterion is a stop that, as a node, performs a different function
to those mentioned above. Most often, this function is only focused on the
possibility of providing a change onto urban rail from other means of transport.
This does not mean that this type of stop performs a minor role in the RAL. On the contrary, it allows for journeys to be
continued that were started by car from small- and medium-sized towns (also
villages), which are not well serviced by other means of transport. There are
many such town in the CMA. Therefore, an extremely important role in
increasing the attractiveness of such a stop will be to develop the
surroundings of such an interchange stop, with good accessibility by car as
well as efficient interchange to rail. The following 31 locations qualified as
stops that have the function of an interchange: Bieżanów
Autostrada, Swoszowice, Opatkowice,
Wieliczka Bogucice, Węgrzce Wielkie, Podłęże, Staniątki, Szarów, Kłaj, Stanisławice,
Citkowice, Rzezawa, Jasień Brzeski, Sterkowiec, Biadoliny, Bogumiłowice, Rudawa, Wola Filipowska, Dulowa, Zastów, Baranówka, Łuczyce, Goszcza, Niedźwiedź, Smroków, Szczepanowice, Kamieńczyce, Dziadówki, Tunel, Kozłów and Klimontów.
An important element in the typology
of stops is that they meet the requirements for completeness and lack of a
disconnection. This means that each of the analysed stops must be
simultaneously assigned to structural and functional criteria. Further work on
this issue should seek to define the criteria characterizing the surroundings
of railway stations, which will help increase the passenger potential of rail.
If the railway stations do not fulfil these criteria, such knowledge will help
to indicate those places in the railway network where quick improvement actions
need to be undertaken.
5. CONCLUSION
Regarding the efficient
redevelopment of the Cracow functional area, the main problems in the planning
process involve a limited awareness of the huge role played by the railway
stops in the context of urban sustainable transport. The lack of an integrated
planning process in relation to land use and transportation is highly visible
and ignites debate. The proposed method allows for city planners to make a plan
concerning actual railway stops, which should be developed in the first stage,
as well infrastructure elements that should be implemented.
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Urząd
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zrównoważonego rozwoju publicznego transportu zbiorowego w województwie
małopolskim. 2014. Cracow. [In Polish:
The Office of the Marshal of the Lesser Poland Voivodeship.
Plan for the Sustainable Development
of Public Transport in the Lesser Poland Voivodeship].
7.
Urząd
Marszałkowski Województwa Małopolskiego. Strategia
rozwoju transportu w województwie małopolskim na lata 2010 – 2030. 2011. Cracow.
[In Polish: The Office of the Marshal of the Lesser Poland Voivodeship. Transport
Development Strategy of the Lesser Poland Voivodeship
for 2010-2030].
8.
Uchwała Nr
XV/174/03 Sejmiku Województwa Małopolskiego. Plan zagospodarowania
przestrzennego województwa małopolskiego. 2003. Cracow. [In Polish: Resolution
no. XV/174/03, the Parliament of the Lesser Poland Voivodeship:
Spatial Development Plan of the Lesser Poland Voivodeship].
9.
Uchwała Nr
XII/183/11 Sejmiku Województwa Małopolskiego z dnia 26 września 2011 roku,
Strategia rozwoju województwa Małopolskiego na lata 2011-2020. 2011. Cracow. [In Polish: Resolution no. XII/183/11, the Parliament of the Lesser Poland Voivodeship: The Development Strategy of the Lesser Poland Voivodeship for 2011-2020].
10.
Uchwała Nr
XII/87/03 z dnia 16 kwietnia 2003 r. zmieniona uchwałą Nr XCIII/1256/10 z dnia
3 marca 2010 r. zmieniona uchwałą Nr CXII/1700/14 z dnia 9 lipca 2014 r.,
Studium uwarunkowań i kierunków zagospodarowania przestrzennego Miasta Krakowa. 2014. Cracow. [In Polish: Resolution no. XII/87/03 of 16 April 2003. Changed Resolution no.
XCIII/1256/10 of 3 March 2010. Changed Resolution no. CXIV/1700/14 of 9 July
2014: Study of Conditions and Spatial Development of the City of Cracow].
11.
Uchwała Nr
XVIII/225/07 Rady Miasta Krakowa z dnia 4 lipca 2007 r., Polityka Transportowa
Miasta Krakowa na lata 2007-2015. 2007.
Cracow.
[In Polish: Resolution no. XVIII/225/07
of the Cracow City Council of 4 July 2007: Transport Policy of the City of
Cracow for 2007-2015].
12.
Uchwała Nr XXX(225)05 Rady Miejskiej w Słomnikach z dnia 26 października
2005 r. Plan rozwoju miejscowości Słomniki na lata 2004-2013. 2005. Słomniki.
[In Polish: Resolution no. XXX(225)05 of the City Council of Słomniki
of 26 October 2005: Development Plan for Słomniki for
2004 to 2013].
13.
Uchwała Nr
LII/733/IV/2006 Rady Miasta Trzebini z dnia 29 września 2006 r. Strategia
Rozwoju Gminy Trzebinia na lata 2007-2015. 2006. Trzebinia. [In Polish: Resolution no. XLII/733/IV/2006 of the City
Council of Trzebinia of 29 September 2006. Strategy
Development of the Trzebinia Municipality for
2007-2015].
14.
Uchwała Nr 08/08
Rady Powiatu Wielickiego z dnia 14 lutego 2008 r. Strategia Rozwoju Powiatu
Wielickiego na lata 2008-2013. 2008. Wieliczka.
[In Polish: Resolution no. 08/08 of the Wieliczka District Council of 14 February 2008: Development
Strategy of the Wieliczka District for 2008-2013].
15.
Uchwała Nr
LX/774/08 Rady Miasta Krakowa z dnia 17 grudnia 2008 r. Zintegrowany Plan
Rozwoju Transportu Publicznego dla Krakowa. 2008. Cracow.
[In Polish: Resolution no. LX/774/08 of
the Cracow City Council of 17 December 2008: Integrated Development Plan for
Public Transport].
16.
Zespół
Doradców Gospodarczych TOR. 2011. Aktualizacja
Wstępnego Studium Wykonalności Szybkiej Kolei Aglomeracyjnej (SKA) w
Aglomeracji Krakowskiej. Warsaw-Cracow. [In
Polish: Updated Pre-feasibility Study of
the Rapid Agglomeration Light (RAL) Railway in the
Cracow Area].
Received 27.03.2016;
accepted in revised form 02.07.2016
Scientific Journal of Silesian University of
Technology. Series Transport is licensed under a Creative Commons
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