Geographia Polonica 2014, 87, 1, pp. 113-125

Geographia Polonica Volume 87, Issue 1, pp. 113-125 http://dx.doi.org/10.7163/GPol.2014.7

INSTITUTE OF GEOGRAPHY AND SPATIAL ORGANIZATION POLISH ACADEMY OF SCIENCES www.igipz.pan.pl www.geographiapolonica.pl

SCENIC VALUES OF THE KATOWICE-CZĘSTOCHOWA SECTION OF NATIONAL ROAD NO. 1

Jerzy Nita • Urszula Myga-Piątek University of Silesia Faculty of Earth Sciences Będzińska 60, 41-200 Sosnowiec: Poland e-mails: [email protected] • [email protected]

Abstract The road investment stage is always preceded with projects, which relate to multifaceted economic, envi- ronmental and spatial analyses. The visual values of the surroundings are usually neglected when design- ing and building motorways and express roads The authors believe that the increasingly large-space range of motorway construction requires that more attention be paid to the landscape context of such investments. Functioning of all objects of the accompanying infrastructure of the transportation system affect the way the space is organized. The aim of the article is to assess, in detail, the scenic values of a selected section of the Pan-European Transport Road Corridor – National Road No. 1, in the Silesian Voivodship. The Pan-European Transport Road Corridor runs through Poland from south to north.

Key words landscape assessment • landscape aesthetic • scenic values • visibility map • motorway • Silesian Voivodship

Introduction mum routes for the transportation of goods and as sources of profit for their owners (door- Road investments are currently treated to-door deliveries requiring as much as pos- as wide-range economic enterprises. The sible in the shortest time possible, exchange investment stage is always preceded with of goods, and TIR transportation (Dołzbłasz projects, which relate to multiple-aspect 2012). As the principles of sustainable devel- economic, environmental and spatial analy- opment are popularised, designers are pay- ses. Dominating pragmatic reasons mean ing more attention to the local and regional that the economic criteria usually take prior- conditions of the natural environment, which ity in such analyses. Motorways and express force particular technical and technologi- roads are almost exclusively treated as opti- cal solutions (Fajer 2005). The phenomenon 114 Jerzy Nita • Urszula Myga-Piątek of transport anthropopressure is expressed presence and functioning of all objects of the not only in scientific research, but also has accompanying infrastructure of the transpor- its media reflection, which is loaded with tation system (including viaducts, cuts, tun- emotions1. The influence of transport routes nels, bridges, turnoffs, car parks, gas stations, on the natural environment mainly consists acoustic screens, etc.) affect the way the in changes in land morphology (construction space is organised. Thus, these objects deter- of cuts and embankments in the ground), dis- mine the scenic and aesthetic values of the turbances in hydrological conditions, large vicinity. Objects of transportation infrastruc- area wood cutting, changes in natural biotic ture remain as permanent elements of the and ecological systems (including disru pted landscape for dozens of years (Rydzykowski natural migratory routes for animals) as well & Wojewódzka-Król 1997; Parsons & Daniel as increased air pollution and noise levels. 2002). For some large-s pace road invest- System operations have been developed ments, it would be appropriate to use the to neutralise some of the unfavorable environ- term ‘transportation landscape’, as a relative- mental consequences of motorway construc- ly new functional type of cultural landscape tion (Manecki 2000). The operations concern (Myga-Piątek 2012). This is particularly true e.g. animal protection and preservation of s uch interchanges as the Sośnicowice inter- of existing routes of species migration. Uni- change. Such transportation landscape are form standards are applied, e.g. for construc- relatively permanent in their function and are tion of footpaths, bridges or culve rts (Dzien- not restored to their original state (reclama- nik Urzędowy 1995; Georgij et al. 1999; Iuell tion). That is why it is so important to design et al. 2003). new transport road routes in a harmonious The visual values of the surroundings way. The designs should expose rather than are neglected when designing and building destroy or isolate landscape values. The motorways and express roads (Forczek-Brata- authors believe this issue to be particularly niec 2008). The development and protection important and timely since large road invest- of aesthetic values of space, especially areas ments are presently being made in Poland. adjacent to roads, are a planning challenge. The issue of the scenic values of roads In the current legal system, however, which being destroyed by excessive, and frequently regulates issues related to spatial planning unjustified, ’isolating’ of motorways with and management, the aesthetic terms are sound scree ns, is currently a hot topic in the poorly dealt with (Polska 2011). Polish media. Noise screens are installed The authors believe that the increasingly more and more often, and there are absurd large-space range of motorway construc- examples of their use. This situation largely tion requires that more attention be paid results from the excessively strict Polish to the landscape context of such investments norms on traffic-induced noise limits in built- (Bishop 2003; Arriaza et al. 2004; Koziarski -up areas – 50 dB night time and 60 dB day 2004; Janeczko 2008, 2012; Lörzin 2010). time average (Dziennik Urzędowy 2007). Being a multi-lane and large-distance ele- Screens isolate the road from built-up areas, ment of the landscape, express roads and but also hide the surrounding from the view motorways change the landscape signifi- of drivers and passengers. A trip can become cantly. A ’cut -through’ effect is produced for exceptionally monotonous (tunnel ride effect). areas having different types of use (de facto Consequently, traffic safety is hindered. different types of cultural landscapes). The Screens increase landscape fragmentation and have a negative effect on the percep- 1 The most known examples of social commitment tion of the vicinity. Sometimes, their absurd include large-scale protests of ecological organizations location causes residents of housing estates concerning plans for the construction of Motorway A4 near St. Anna’s Mountain or the Augustów ring road to complain that screens reduce visibility in the Rospuda Valley. in their immediate vicinity. Screens reduce

Geographia Polonica 2014, 87, 1, pp. 113-125 Scenic values of the Katowice-Częstochowa section of National Road No. 1 115 scenic values both for road users and resi- treated as tourist attractions (Walker 1993; dents of areas adjacent to roads. WSDT 2005; Rogge et al. 2007; CALTRANS It is not only drivers who use roads, but 2013). A classical example could be the also tourists and passengers of cars and renowned historic ‘Route 66’ or scenic roads coaches, for whom the road is more than like ‘US Route 40 Scenic’ and ‘US Route 412 an element of the transportation system. Scenic’. In Europe, scenic values are exposed A trip along a motorway is also for sightsee- along old motorways, e.g. along A2, which ing and first impressions. Various views are goes through the Austrian Alps, or the Italian provided by the direction of the road, and A10 also called the Highway of Flowers. There new sights are just around the bend (Horn- are the newly constructed motorways which beck 1970; Hornbeck & Okerlund 1973; Croatia and Slovenia take pride in. These Żakowska 2001; Forczek-Brataniec 2008; motorways provide service and parking plac- Garre et al. 2009; Rogowski 2009). When es with lookouts (Dell’Acqua et al. 2011). This appropriately designed, a road can be an concept is not popular in Poland yet. excellent promotional tool of the region peo- ple travel to or through. A road is also impor- Objectives and scope tant, because it offers what is often the first important encounter with the region. Being The aim of the article is to assess, in detail, a kind of landmark fo r a region, it may give the scenic values of a selected section travelers aesthetic impressions (positive of the Pan-European Transport Road Corridor or negative) and be judged by them. An opin- (Fig. 1) – National Road No. 1 (E75 on interna- ion about a region can then spread furth er tional nomenclature) in the Silesian Province. (e.g. the widespread myth of ’black Silesia’). The Pan-European Transport Road Corridor The concept of a scenic route is hardly pop- runs through Poland from south to north. The ular in Poland. Scenic values of roads are well two-lane road was built in the 1970s to con- exposed in the United States. ‘Scenic routes’ nect the country’s two most economically or ‘scenic byways’ are legally protected and advanced centers – Warsaw and the Upper

DENMARK LITHUANIA Ia BELARUS VI NETHERLANDS I II II POLAND

BELGIUM GERMANY

CZECH III UKRAINE CZECH REP. REPUBLIC

FRANCE MOLDOVA SLOVAKIA AUSTRIA SWITZERLAND HUNGARY ROMANIA SLOVENIA ITALCROATIA VI BOS NIA AND SERBIA HERZ EGOWINA BULGARIA MONTENEGRO KOSOVO

ALBANIA MACEDONIA GREECE Y TURKEY

Figure 1. Pan-European Transport Corridor running through Poland from the south to the north, and the location of the fragment of the discussed route on the map of Poland

Geographia Polonica 2014, 87, 1, pp. 113-125 116 Jerzy Nita • Urszula Myga-Piątek

Silesia conurbation. No improvements had based on surface features. The actual visibil- been made on the road for the last few dec- ity analysis takes into account the land cover. ades. It is currently an example of Poland’s Such analyses make it possible to develop vis- large delays in the construction of roads ibility maps and determine the so-called sce- of high technical-functional parameters. Our nic absorption. Potential locations of objects, detailed analyses concerned one of the most which should be hidden or exposed in the traffic-congested sections, Katowice-Często- landscape would be pointed out. Using the chowa, 74 km in length, which leads traffic above procedure as general inspiration, from Upper Silesia to the north. Average dai- the authors based their analyses on topo- ly traffic (ADT) on Road E75 in 2005 was over graphic maps (1:10,000) and an orthophoto 18,000 vehicles per day (data from GDD- map as well as a digital terrain model (DTM). KiA – General Directorate of National Roads Data were analysed using GIS, cartography, and Motorways). This makes the road the sec- remote sensing and geoinformatics, includ- ond most traffic congested route in Poland ing map algebra and others. Software that (after E40). New route construction of a paid was used included ArcInfo, Mapinfo, Ver- motorway in this direction will make the mod- tical Mapper, Global Mapper, Surfer and ernised ’gierkówka’2 an alternative road. This specialist open source applications like Ilwis. shows how very important the discussed road Analyses of the developed 3D (2.5D) model is for national and international transporta- allowed for more detailed information and tion. This particular section was also chosen for pragmatic reasons. Living and working in the neighborhood of the road, the authors use this section on a daily basis. Thus, this part of the road has been the subject of many- -year-long detailed observations, enhanced recently with thorough analytical work and measurements. We have already drawn the profile of the road (Fig. 2) and developed the hypsometric cross-section of the terrain where the road runs (Fig. 3). Also, a land- scape map of the area within 2.5 km from National Road No. 1 has been worked out (Figs. 4A and 4B).

Methods, tools and data Landscape designs for scenic exposure of roads were suggested by Forczek-Brataniec (2008), among other authors. Visibility condi- tions should be determined prior to a percep- tion analyses. Finding out what the visibi- lity conditions are requires a potential visibil- ity analysis (Fisher 1991, 1993; Llobera 2003; Ayad 2005) and the actual visibility analysis. The potential visibility analysis is determined Figure 2. Digital Terrain Model with National Road No. 1 Katowice-Częstochowa (74 km) 2 The road is popularly called ‘gierkówka’ because it was built in 1973-1976 period, at the initiative of the marked on it (DTED 2, available from WSK War- former communist dignitary Edward Gierek. saw 2005)

Geographia Polonica 2014, 87, 1, pp. 113-125 Scenic values of the Katowice-Częstochowa section of National Road No. 1 117

CZĘSTOCHOWA KATOWICE N Markowice S [m a.s.l.] 350 Brudzowice Zawarpie Siedlec 325 Sarnów 300 Wrzosowa Będzin-Grodziec 275 250

01020304050607075 [km]

Figure 3. Hypsometric profile of National Road No. 1 of the Katowice-Częstochowa section for distinguishing new spatial divisions, which taken intuitively as components of the land- were significant from the scenic point of view. scape changed (not less than every 0.5 km) Methods of computer-aided modeling and in three directions: the view in front of the visualisation also helped to verify current sur- car through the front windscreen and to the face landscape elements in relation to data sides. The views taken were either parallel obtained from topographic maps and ortho- or perpendicular to the direction the car was photo maps. For areas heavily overgrown moving. Analyses of both photos and still with dense high vegetation, modules of the frames of the film were of such basic land- Digital Terrain Model (DTM) generated for the scape components as: woods, buildings, ele- Silesian Province were used, based on digital ments of road infrastructure, and elements data (0.2 m pixel size) obtained from aerial of hydrographic infrastructure. The analysed photos from 2002-2003 and 2009 (grid spac- section of National Road No. 1 was divided ing 25 m), further completed with field data. into 107 clusters, i.e. areas of similar visibil- Data necessary to generate digital models ity and comparable scenic parameters. The came from the LPIS project (Land Parcel Infor- selected sections were graded on a 1-5 scale mation Systems), basing on archive 1:26,000 for their visibility range and the aesthetic- aerial imagery. scenic values of their typical landscape com- Components in the landscape were visual- ponents. The analyses covered the maximum ised using both DEM and DTM models: view range of 5 km, and the basic values were • DEM (Digital Elevation Model), which graded within this range. includes landscape components not relat- ed directly to morphology; Scenic values along the route • DTM (Digital Terrain Model), based on DTED (Digital Terrain Elevation Data), The Pan-European Transport Corridor, which where landscape components not related runs south to north from Ploče, Croatia, to morphology are ignored (Nita 2002; through Bosnia and Herzegovina, Hungary, Nita & Małolepszy 2004; Kraak & Ormel- Slovakia and Poland, is a peculiar cross-sec- ing 2011). This model is used to determine tion of European landscape zones (Myga-Pią- visibility which has not been reduced tek 2005; Myga-Piątek & Nita 2012). Many by other components, but only by surface sections of that route have been subjects features. of analyses, e.g. regarding border-zone coop- Field research in the discussed section eration, accessibility for tourists or interna- of the road consisted of photos and films tional traffic (Więckowski et al. 2012). taken from the window of a moving car with The Katowice-Częstochowa section of the GPS localization. The photo and video cam- Express Road, selected for analyses, runs era were placed on a support stand at the through a few mesoregions: the Katowice driver’s eye level. The film recorded the view Upland, the Tarnowskie Góry Ridge, the through the front windscreen. Photos were Upper Warta Depression, and the Wieluń

Geographia Polonica 2014, 87, 1, pp. 113-125 118 Jerzy Nita • Urszula Myga-Piątek

Figure 4A. Results of the assessment of the scenic values on the western side of National Road No. 1 Scenic values of the western side of the road are depicted on the right side of the figure, while those of the eastern side of the road are depicted on the left side of the figure. This was done so that the graphs do not overlap the view (landscape) which is assessed. The 1-5 grading scale for a passenger car ride (observation at a height of 1 m): 1 – no visibility (e.g. noise screens or cuts); 2 – poor visibility up to 5 km, with numerous obstacles, buildings, woods, and surface features; 3 – average visibility, sporadically over 5 km (up to 10%); 4 – good visibility, over 5 km (over 25%); 5 – very good visibility, over 5 km (over 50%).

Geographia Polonica 2014, 87, 1, pp. 113-125 Scenic values of the Katowice-Częstochowa section of National Road No. 1 119

Figure 4B. Results of the assessment of the scenic values on the eastern side of National Road No. 1 Key for interpreting the landscape map (Landsat 7 2000, pixel 14 km 25 cm): A – buildings (compact infrastructure), B – forest areas (woods, groves), C – shrubs and trees (clumps of trees), D – areas of grass vegetation (meadows and pastures, grass), E – arable land (seasonal and perennial crops), F – roads, G – urban areas, H – industrial area (barren land), I – surface water (lakes and reservoirs).

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Upland (Kondracki 2011). A number of natu- with the road inside, made up a research ral and anthropogenic values occur along the field of 150.7 km2. As was calculated, resi- route. The former include surface features like dential buildings make up 21.7 km2 of this cuestas, ridges or monadnock hills, and rock area, and green areas (woods or dense bush outcrops (e.g. the St. Dorota Hill – 381.3 m and tree cover) 35.8 km2, open water bodies a.s.l.). The numerous water reservoirs, which make up as much as 1.56 km2, and elements are part of the anthropogenic lake area of the hydrographic system (watercourses, (the reservoirs in Przeczyce and Kuźnica ditches, channels) covered a distance as long Warężyńska – Pogoria IV) are scenic attrac- as 184.3 km. The rest of the area is covered tions. Also, industrial objects, typical of Upper by arable land and barren land. Agricultural Silesia, are exposed along the route, like the land is only visible in the area of the former chimneys of the Łagisza power plant, the build- PGR (State Agricultural Farm) in Będzin- ings of the former Katowice Steelworks – once -Grodziec. the largest metallurgy plant in central Europe, There are also landscapes of potential the Częstochowa Steelworks, mine dumps agricultural use (up to 40%). These areas are in Huta Stara and Wrzosowa, and the Siewierz currently not in use – and were not subject quarry. There are several significant cultural to detailed analyses. monuments in the direct vicinity: an old hill Field observations show that the best fort in Koziegłowy, castle ruins in Siewierz, the view points are at hill climbs and descents John the Baptist chapel in Siewierz (the old- as well a s on some embankments or bridges est Romanesque chapel in Upper Silesia), and (the bridge on the reservoir Przeczyce), and in Będzin what is probably the most beautiful also at the bottom of depressions. Accord- and best known edifice of a mediaeval cas- ing to the authors, the most interesting views tle. The physiognomy of the view is completed with the set observation range of 25 km with dense patches of woods farmland and at the DTM are: Zawarpie (16.9% visibility – urban housing communities (mainly the very Fig. 5), Markowice (13.7% cover of the 25 km2 noticeable communities of Syberka in Będzin area), Sarnów (11.7% visibility), Grodziec as well as Raków in Częstochowa). The land- (8.1% visibility), Brudzowice (7.3% visibility), scape could be regarded as representative Wrzosowa (6.1% visibility). The most pictur- of Upper Silesia and, if appropriately exposed, esque view is one from the ridge in the loca- also as a attribute of the region. Typical land- tion of Zawarpie southwards on the Dąbrow- scape elements, however, are masked by bush ska Basin. This view includes all the natural vegetation, roads leading through cuts, noise and anthropogenic elements that are typical screens, and roadside billboards. of Upper Silesia and Zagłębie – cuestas, rock Appropriately designed exposure areas outcrops (Dorotka, Góra Parcina, Góra Kijo- and selective wood cutting could turn the wa), dispersed fragments of farmland with mentioned scenic points into natural and cul- low shrubbery (foothills of Dorotka monad- tural features of Upper Silesia. These points nock) as well as barren land, rivers and post- would be particularly discernable when com- mining reservoirs, characteristic buildings ing from the north. of mines, power plants and steelworks (with former Katowice Steelworks dominating over Results of the assessment them), large-panel housing estates. This view of scenic values can be considered as an archetype of the dis- cussed region and is undoubtedly its compre- The analysed section of National Road No. 1 hensive value. Sadly, roadside shrubs make is 74 km long. This is equivalent to a straight- it impossible to admire the wide view from the line distance of 63.7 km with a starting point parking lot located on top of the elevation. in Katowice and the final point in Częstochowa. The whole analysed section has few visibili- The zone included in the research, 2 km in width ty-obstructing noise screens; they only appear

Geographia Polonica 2014, 87, 1, pp. 113-125 Scenic values of the Katowice-Częstochowa section of National Road No. 1 121

Figure 5. One of the highest points (see Fig. 3) of the discussed route (Zawarpie) with a possible view range marked on the DTM 25 km, viewshed 16.9% (yellow color) at about the 12 km mark. They are mainly The analyses that were carried out allowed located in the beginning and final sections for distinguishing 4 basic types of cultural of the route (Katowice, Sosnowiec, Będzin, landscapes visible along the selected section Sarnów, Wojkowice Kościelne, Częstochowa). of National Road No. 1: Part of the noise screen is made of trans- A – agricultural and rural landscape (Fig. 6: parent material. Visibility is further reduced photos A, B), possible to observe mainly from by aging forests and roadside clumps of trees descents of nearby elevations, and to a lesser and shrubs. extent from climbs, where the observation An assessment of the scenic values range is shortened; generally, however, the by a driver moving in a passenger car road passes elevations in cuts. along the Katowice-Częstochowa section B – forest landscape (Fig. 6: photos C, D) of National Road No. 1 will be limited as 70% – these are mostly separated fragments of the time there is a wall of nearby trees and of four forest complexes. Also, dense shrub- shrubs (visual observation range about 20°). bery and coppices o ccur along the route, For the passenger it is a bit better as the – which may resemble a forest to a traveler. visibility range for a 180° observation angle C – transport-service landscape (Fig. 6: reaches about 60% of the area within 2.5 km photos E, F). This is a landscape of embank- from the route. ments and road infrastructures, including

Geographia Polonica 2014, 87, 1, pp. 113-125 122 Jerzy Nita • Urszula Myga-Piątek

AB

CD

EF

GH

Figure 6. View from the position of a driver driving a passenger car along National Road No. 1, of the Katowice-Częstochowa section (photos A-H): A – agricultural and rural landscape, Rzeniszów surroundings; B – agricultural and rural landscape, Sarnów surroundings; C – forest landscape (road corridor in the forest), Psary surroundings; D – forest landscape (road corridor in the forest), Winowno Forest Cabin; E – service landscape: car parks, bars, and billboards around Katowice hindering the view of typical Upper Silesian landscape forms; F – landscape of embankments and road infrastructure, fully transformed anthropogenically; G – the Rudna district in Sosnowiec; H – view to Katowice city centre intersections, crossroads, junctions etc. It also Conclusions includes areas with dominating billboards and buildings of transport and service facili- Roads provide the most common means ties (parking lots, bars). of transportation. Time spent while traveling D – industrial-urban landscape (Fig. 6: along motorways is usually monotonous, tir- photos G, H), made up of urban buildings ing, and sometimes also distressing because and accompanying industrial infrastructures, of tra ffic obstructions. A driver’s a tten- as well as large housing communities. tion is affected by invasive advertisements

Geographia Polonica 2014, 87, 1, pp. 113-125 Scenic values of the Katowice-Częstochowa section of National Road No. 1 123 located along the road. At the same time, and will result in the development of inter- scenic values of further views are obstruct- esting projects and planning decisions. Solu- ed by roadside shrubbery and screens. tions should be expected which would aim These regularities are confirmed in the dis- to expose intentionally arranged sceneries cussed section of National Road No. 1. The surrounding Polish roads. These are huge researched section is characterised by an challenges to be taken by landscape archi- aging road infrastructure and the accom- tecture professionals. Appropriate decisions panying facilities. Rows of trees and clumps must be made by the General Directorate of shrubs have overgrown the sides of a large for National Roads and Motorways and part of the road, causing a decreased range authorities of the communities through which of view. A limited view range also results from roads run. the large billboards and lines of noise screens being installed along the road. Editors’ note: The authors hope that more and more Unless otherwise stated, the sources of tables and fig- numerous scientific papers regarding scenic ures are the author(s), on the basis of their own research. values of roads, as well as examples of practi- cal actions abroad, will have a positive effect,

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