Recent Advances in Civil and Mining Engineering

A Historic Local Road with Present-day Urban Public Transport

KAREL ZEMAN, JAN PETRŮ Department of Transport Constructions, Faculty of Civil Engineering Vysokáškolabáňská - Technickáuniverzita LudvíkaPodéště 1875/17, 708 33 Ostrava - Poruba ČESKÁ REPUBLIKA [email protected], [email protected] http://www.fast.vsb.cz

Abstract: - This paper deals with problems of local roads with dimensions unsuitable for operation of high- capacity vehicles of urban public transport. These roads built after the war were at first fully suitable for their aim, as far as dimensions and capacity was concerned. These are primarily roads connecting new residential areas with the adjacent historical city centres. This problem is even more evident in cities with hilly areas. In such cities it is nearly impossible to reconstruct these types of collector roads in order to increase their size and capacity.This paper describes incorrect geometry of collector roads in the cities of the . There is further presented videoanalysis, passage statistics, and software verification of passages modelling types of urban public transport vehicles operated on these roads in the AutoTURN programme. This paper further in detail deals with problems of passages compared to the real passages. Finally, it describes consequences of such situations.

Key-Words: -urban public transport, local roads, AutoTURN, videoanalysis, trolley-bus, traffic intensity, road defects

1 Historical Development of Roads in paper describing current problems with width of Cities local roads.

Since the very first settlements, it was very important to have it connected to some type of a road. As the development proceeded, the demands 2 Types of Local Roads for roads among towns were growing, as well as A local road is a public accessible road primarily demands for streets within the town, as distance serving for transport at the municipal territory. The between individual points of destination was local road may be built as a local expressway for growing. The biggest expansion of municipal roads fast transport and only accessible for road motor started after the WW2. After this period, there came vehicles. Local expressways have construction and a great development and expansion of towns and technical facilities similar to a highway. [3,5] primarily residential areas, which were often out of the walking distance. This also brought remarkable According to their –urban-transport function (under development of urban public transport and motor the ČSN 73 6110 standard) the urban roads are transport. The existing roads were not suitable for divided into functional groups: the operated vehicles and traffic intensity anymore. - A – expressways, with transport function Currently, we find ourselves in the similar situation. - B – collector roads, with transport and servicing Roads connecting city centres are not suitable for function the current traffic intensity at municipal roads. - C – service roads, with servicing functions Even though the frequency of operation of urban - D – roads with mixed traffic and roads excluding public transport vehicles is rather dropping, there motor traffic arose another problem with the urban public Roads of the D group are further divided into sub- transport vehicles. The currently operated vehicles groups D1 and D2: are much bigger than the after-war vehicles. This - D1 – roads with mixed traffic brings problems with size of the roads on which the - D2 – roads not accessible for operation of road urban public transport is operated. Many roads do motor vehicles.[3,5] not meet the demands, primarily taking width into consideration. Such a case is documented in this

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2.1 Local Collector Roads of the new housing estates. It was followed by They bring the urban transport to outer road network B 741 and Karosa 941. Currently many or to local expressways. They form the main producers sell articulated vehicles. transport axes and together with the expressways, In the coming years, there is planned extension of the length of vehicles to the maximum they form the primary municipal road system. They permitted length of 18.75 m or even extension of are primary carriers of urban public transport. They this maximum length of vehicles in the Czech may also serve as through roads. They are also Republic. These vehicles are already operated in the servicing the adjacent estates. In justified cases, this neighbouring countries. It primarily concerns function may be limited.[5] Mercedes Benz Capacity or bi-articulated vehicles exceeding length of 20 m.

3.2 Trolley-bus Transport From the 1950s, trolley-buses were produced with three doors, which made easier entry and exit of passengers. They were to serve as the primary transport system in areas, where it was not possible to get trams, or in cities where tram transport was replaced by trolley-bus transport. The fist high-capacity articulated trolley-bus was Škoda – Sanos S 200 Tr produced from 1983. In 1988 it was followed by volume-produced vehicle Škoda 15 Tr, which is still operated in many cities. Currently, the producers offer many high- capacity trolley-buses up to 18 m long. Fig. 1 LocalroadRooseveltin 1954and 2011 [4]

3 Operation of Urban Public 4 Measured Site on Collector Road Transport Vehicles The measured site is on a collector road in Ústínad Taking into consideration trackless urban public Labem. It is Rooseveltova street, which is one of transport, massive development of this kind of two primary collector roads between the city centre transport started only after the WW2. Until then it and Skřivánek, Hornická, SeverníTerasa, Stříbrníky was only a complement to the tram network or it a Dobětice housing estates. s well as one half of the served at lines operating just a few vehicles.Bus and urban public transport lines. trolley-bus transport it is also suitable as an additional subsystem to tram transport or 4.1 Parameters of the Measured Section underground transport in bigger cities. [3] The measured section is in two thirds of the street with total length of 650 m and elevation of 45 m. 3.1 Bus Transport This presents an average incline of 7%. The entire Building of new residential areas at the city borders road has two lanes with two-way traffic; the lane in the 1950s demanded fast connection of these width is 3.75 m, an edge line and a road shoulder of areas to the rest of the city and industrial areas by 0.5 m, further a curb of 0.25 m, and 1 m wide urban public transport. Therefore in this period, pavement on one side. there started to appear high-capacity buses in the This road does not permit operation of truck Czech Republic. At first on truck chassis units such vehicles, apart from urban public transport and line as for example Škoda 706 RO and later Škoda 706 transport. RTO. In order to verify traffic intensity on the In the middle of the 1960s, there was for the road, a research on this intensity was performed. first time operated a classical bus with framed structure Karosa ŠM 11. This bus had three doors time 17:00 - 18:00 enabling entry and exit of passengers. The classical high-capacity bus massively Number of vehicles going up 168 introduced on bus lines in the Czech Republic was Number of vehicles going down 116 Ikarus 280.08, namely from the mid-1970s. This Total 284 had capacity sufficient for servicing Table 1 The intensity oftraffic in thestr. Rossevelt

ISBN: 978-960-474-337-7 219 Recent Advances in Civil and Mining Engineering

Calculation of the fiftytimes hourly traffic intensity This type of articulated vehicle passed through this shall be performed according to the TP 189 with the section 19 times, i.e. 80 % of urban public transport following formula: vehicles; therefore it plays the key role in 1 I50 = Išh x kBPD,50 assessment of the passages. I50 = 284 x 1.13 I50 = 321veh/h 6.1. Passage of Vehicle Partly in Opposite The calculation shows high traffic intensity load on Direction the collector road. The research showed frequent running into the oncoming lane enabling better passage of the urban public transport vehicle through the bend. The 5 Video Analysis following table presents partial passages through the It is used for modelling of tractrix curves of urban oncoming lane exceeding the value of 0.15 m, i.e. public transport vehicles in the AutoTURN software width of the edge line. and stipulation of geometric parameters of roads. It utilises video recording which is subsequently No. type of overlap(m analysed and assessed. [7] There are further taken No. vehicl line vehicle ) photos and detailed measurement of the current state e of the local road. This facilitates specification of Škoda 15 2 523 53 0,7 dimensional deviations from the project Tr documentation, eventually deviations due to traffic. Škoda 15 4 559 55 0,35 The recordings and photos enable assessment of Tr passages of many public transport vehicles. The Škoda 15 5 507 51 0,6 maximum deviations from ideal passages are being Tr assessed. There is also recorded eventual damage of 8 Citibus 45 15 0,25 the roads, curbs, pavements or other elements of the Škoda 15 11 524 51 0,4 local roads. Tr

Škoda 15 14 561 51 1,63 Tr 6 Passages of Vehicles 15 SOR 10,5 Busline 0,2

Škoda 15 18 570 55 1,38 Within the period 2012 – 2013, during which the Tr research group of the Transport Constructions of Škoda 15 VŠB – TU Ostrava focused on passages of urban 19 556 51 0,55 Tr transport vehicles, there were done several measurements focusing on these problems. The 22 Citibus 20 15 0,8 Škoda 15 measurements were done all over the Czech and the 23 552 51 0,35 Slovak Republic. Altogether four measurements Tr Škoda 15 were carried out in the above-described site at 24 532 53 0,35 Rooseveltova street in Ústínad Labem. To make it Tr average 0,629 clearer, the following subsection describes our last measurement of July 31 and August 1, 2013. In the Table 2 Passage of vehiclesin the opposite end, there will be also added results of the previous measurements. Table 2 shows that some passages remarkably During the video analysis, the measured exceed the road axis, and their passages are section registered altogether 24 passages of urban dangerous for vehicles going in the oncoming lane. public transport vehicles. In the measured periods, Fig. 2 shows trolley-bus Škoda 15 Tr passing altogether 5 types of vehicles passed through the through the bend and exceeding road axis by 1.63m. section, but the most frequent one was trolley-bus Škoda 15 Tr.

1 I50 – 50-times hourly traffic intensity; Išh– peak hour traffic intensity; kBPD,50– conversion coefficient of peak hour traffic intensity to 50-times hourly traffic intensity

ISBN: 978-960-474-337-7 220 Recent Advances in Civil and Mining Engineering

9 Škoda 15 Tr 575 51 0,8 10 Škoda 15 Tr 573 53 0,7 12 Škoda 15 Tr 544 53 0,55 13 Škoda 15 Tr 548 55 0,3 16 Škoda 15 Tr 571 53 0,5 20 Škoda 15 Tr 565 53 0,3 21 Škoda 15 Tr 554 55 0,4 average 0,525

Table 3vehicles drivingovercurb Table 3 shows that some passages remarkably exceed the safe distance from the curb, and road Fig. 2ExampletransitŠkoda15Trin the opposite axis, and their passages are dangerous for vehicles This critical passage was modelled in the going in the oncoming lane. AutoTURN programme. The passage shows Of the 24 measured passages, 10 passages trajectory of running of the vehicle into the bend. It went over the pavement. Such situations are very further shows the entire manoeuvre, in which the dangerous for pedestrians moving on the pavement, vehicle at first runs into the oncoming lane and it as they do not expect a vehicle moving in the space finishes the manoeuvre in the proper lane without reserved for pedestrians. running in the opposite lane or the curb. Fig. 4 shows trolley-bus Škoda 15 Tr passing through the bend and entering the pavement space by 0.8 m.

Fig. 4 ExampletransitŠkoda15Trover the curb

This critical passage was modelled in the AutoTURN programme. The passage shows trajectory of entering of the vehicle into the bend as Fig. 3 ModeltransitŠkoda15Trin the opposite well as the entire manoeuvre, during which the vehicle enters the pavement space. 6.2 Passage of Vehicle over the Curb The research proved frequent running of vehicles onto the curb or even the pavement. The following table shows partial passages over the curb and the pavement.

type of No. overlap No. line vehicle vehicle (m) 1 Škoda 15 Tr 567 51 0,7 6 Škoda 15 Tr 527 53 0,3 7 Škoda 15 Tr 545 55 0,7

ISBN: 978-960-474-337-7 221 Recent Advances in Civil and Mining Engineering

Škoda 15 12 Tr 0,15 0,55 0,55 Škoda 15 13 Tr 0,15 0,3 0,3 Škoda 15 14 Tr 1,625 0 1,625 15 SOR 10,5 0,2 0 0,2 Škoda 15 16 Tr 0,15 0,5 0,5 17 Conecto 0 0 0 Škoda 15 18 Tr 1,375 0 1,375 Škoda 15 19 Tr 0,55 0 0,55 Škoda 15 20 Tr 0,15 0,3 0,3 Škoda 15 21 Tr 0,15 0,4 0,4 22 Citibus 0,8 0 0,8 Fig. 5 ModelTransitŠkoda15Trover the curb Škoda 15 23 Tr 0,35 0 0,35 Škoda 15 6.3 All Passages 24 Tr 0,35 0 0,35 The final evaluation of passages shows that 22 out Avg. 0,629 0,525 0,520 of 24 passages did not comply with width of the Table 4 all passesvehicles road. In case of the articulated vehicles, which represent 80% of passages through this section, their Table 4 converted to lane width, is turned into a manoeuvres never complied (Table 4). graph.The graph shows individual deviations for curb and pavement (red) and road axis (purple). over 7 differenc 6 No. type of overlapaxis( the vehicle m) curb( e (m) 5 4 m) 3 Škoda 15 2 1 Tr 0,15 0,7 0,7 1 Škoda 15 0 -1 2 Tr 0,7 0 0,7 1 3 5 7 9 11 13 15 17 19 21 23 3 Tedom 12 0 0 0 Škoda 15 4 Tr 0,35 0 0,35 Škoda 15 5 Tr 0,6 0 0,6

Škoda 15 Fig. 6 Grafpassagesofvehicles 6 Tr 0,15 0,3 0,3 Škoda 15 The measurement shows big differences in passages 7 Tr 0,15 0,4 0,4 of vehicles. 8 Citibus 0,225 0 0,225 Škoda 15 9 Tr 0,1 0,8 0,8 7. Evaluation of All Measurements Škoda 15 Altogether four measurements were carried out in 10 Tr 0,1 0,7 0,7 this section in the period 2012 – 2013. Škoda 15 11 Tr 0,4 0 0,4

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Throughth The Diffe- Measure- Number e center curb(m rence +/- mentNo. of runs line ) (m) (m) 1 16 0,593 0,544 0,538 2 21 0,65 0,581 0,573 3 19 0,615 0,528 0,492 4 24 0,629 0,525 0,52 Avg. 80 0,624 0,544 0,531

Table 5 All measurementspassage of vehicles Fig. 8 communication disorders

In total, there were recorded and evaluated 80 These defects increase danger of injuries while passages of urban public transport vehicles.Out of moving on this pavement, as in the winter period these 80 vehicles, there were 65 articulated trolley- and under the snow cover, such defects might not be buses type Škoda 15 Tr (91%)Therefore this type visible. Such defects also cause increased wearing was decisive for our evaluation and the final of tyres of urban public transport vehicles passing modelling of an ideal passage through this bend was over sharp edges of the defects. Uneven road done using it. surfaces also affect the more significant presence of solid particles in the air [1,8].Similarly, the evaluationof surfacing condition of bus stop pavements.[2]

8. Conclusion The paper provides analysis of passages of urban public transport vehicles through local roads. The research done shows that there are frequent sections that do not comply with the present-day operated vehicles. This is due to the original infrastructure, which was never adjusted to these new vehicles and their bigger size. These have bigger dimensions, primarily the length, and in some cases their tractrix curve is wider than width of the road in the bend, as the road was designed for shorter types of vehicles of up to 12 m. These problems concern all the cities operating new vehicles operated on the historic roads that were not adjusted for operation of such vehicles. Problems of this type disadvantage the urban public transport Fig. 7 Modelof idealtransittrolleyŠkoda15Tr compared to the individual motor transport. If the The above shown model of passage confirmed defects are bigger, they do not only cause defects to impossibility of correct passage of Škoda 15 Tr the road and pavement, but also to the passing trolley-bus through this bend in Rooseveltova street vehicles. This causes more expensive and more in Ústínad Labem.Even in case of an ideal passage, frequent vehicle maintenance. The infrastructure in which the vehicle does not run into the oncoming defects can be serious, but much bigger danger lane, the vehicle has to run over the curb by at least comes from injuries of people on the pavement 0.2 m. This model verified all unsuitable passages of caused by vehicles partly running into the pavement articulated vehicles in this section by 100%. area. The price of such harms to health is the highest, therefore we should pay attention to such 7.1 Defects on Road cases, and these sections should be adapted for the At the measured section of the road, there are present-day traffic as well as the future traffic, so several serious defects caused by passages over that such situation would not repeat in the coming curbs and pavement. years again. These are crazings, breaking of pavement surface, surface strain of curbs and pavement.[6] References:

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[1] JANDAČKA, D., ĎURČANSKÁ, D. ParticulateMatter in StreetCanyon. 12th International Multidisciplinary, Scientific GeoConference SGEM 2012, Modernmanagemenofmineproducing, geology and environmentalprotection, 17 - 23 june 2012 Bulgaria, Volume IV, AirPollution and ClimateChange. pp. 371-378, 2012, ISSN 1314-2704, [2] DECKÝ, M., PITOŇÁK, M.: Navrhovanie a hodnotenie stavu povrchov vozoviek autobusových zastávok/Design and evaluationofsurfacingconditionofbus stop pavements. In: Perner´sContacts, Ročník 6., Číslo I., duben 2011, pp. 51-64, ISSN 1801- 674X. [3] DURČANSKÁ, D., BYSTRÍK, B., GAVULOVÁ, A., MAHDALOVÁ, I., RADIMSKÝ, M., ŘEZÁČ, M., SMĚLÝ, M. Městské komunikácie, zásady navhovania, EDIS, vydavateľstvo Žilinskej univerzity v Žiline v roku 2012, 328 pages. ISBN 978-80-554-0303-8. [4] http://kontaminace.cenia.cz/ [5] PROKEŠ, S. ČSN 73 6110, Projektovánímístníchkomunikací, Český normalizační institut, 2006. [6] MALIŠ, L. TP 82 Katalogporuch netuhých vozovek, MD ČR, 2010. [7] KŘIVDA, V.,MAHDALOVÁ I., PETRŮ, J.Useof Video AnalysisofConflictSituationsfor Monitoring ofTraffic on Urban RoadInfluenced byParallelParking.Communications. Žilina: Universityof Žilina, 2013, roč.15, č. 3, s. 118- 125. ISSN 1335-4205. [8] DURCANSKA, D. AnalysisofParticulateMatterComposition, Communications, vol. 12, No. 3A/2010, pp. 17 – 22, ISSN 1335-4205

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