Measurement of the average speed of city buses and the possibilities of increasing it

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1 ARCHIWUM MOTORYZACJI 1, pp (2011) Measurement of the average speed of city buses and the possibilities of increasing it WAWRZYNIEC GO BIEWSKI, TOMASZ STOECK The West Pomeranian University of Technology, Szczecin Summary Results of measurements of the city bus schedule speed on a selected bus line during various service hours and in various transport conditions have been presented. Efforts were made to indicate the possibilities of increasing this speed, with taking into account the actual impediments encountered along the specific bus route. However, the observations made and the conclusions drawn are more general because they were intended to help in the integrated improvement of traffic organisation and in raising the efficiency of use of the urban space. 1. Introduction A dynamic growth in the number of automotive vehicles has been observed in Poland for many years. This growth is particularly noticeable in large cities. The occurrence of the congestion effect, i.e. the overcrowding of major traffic routes, is influenced by many various factors. One of those of major importance is inadequate development of road infrastructure, where huge financial outlays are required for the construction of new road stretches and for the modernisation and maintenance of the existing roads. The improvement of transport systems in heavily urbanised areas becomes particularly important, if the ongoing growth in the motorisation index and the dominant role played by the motor transport in the transportation of goods is taken into consideration. The absence of ring or bypass roads results in the necessity to let the transit traffic through the centres of urban agglomerations and this in turn entails the growing problem of declining traffic capacity and overloading of roads. On the other hand, the degree of employment of telematic technologies as intelligent tools enabling efficient management of urban transport is still considered insufficient. This is affected by technological and financial barriers, due to which such solutions are only selectively used and do not bring adequately extensive benefits. The top priority problems to be handled when analysing the dysfunction areas and indicating the remedies are related to the passenger transport as the most economic solution to transport people in the areas of high density of destinations is public

2 140 W. Go! biewski, T. Stoeck transport, where vehicles of capacity many times as high as that of passenger cars are used, occupying definitely less roadway area in comparison with the latter [1]. In spite of this, the number of users of public transport services is regularly observed to decline. The policy of extensive urban development, where new buildings appear far away from downtown areas, resulted in a considerable drop in the cost-effectiveness of the transport services provided with the use of buses and the more so trolleybuses or trams. At simultaneous exurbanisation and industry decentralisation processes, the motorcar has become a substitute of public transport, significantly reducing the effectiveness and attractiveness of the latter. However, the number of cars participating in the traffic in the rush hours is so large that the traffic jams being formed adversely affect the functioning of the public transport. The traffic congestion prolongs the passenger travel time, because the declining vehicle speed impairs the punctuality of the transport services offered. This problem has a stronger impact on the extensive urban and suburban bus network, where the transport service providers operate on large areas, performing more transportation work in comparison with e.g. a tram system [4, 6]. Nevertheless, the bus services are more flexible and use the existing road infrastructure, thanks to which they can be easier adapted to the current needs of the specific agglomeration. 2. Measurement methods The survey was undertaken to measure the average bus speed (also referred to as schedule speed or travel speed), defined as the effective speed of travelling a specific road section. The value of this speed is defined as the ratio of the length of the road section under consideration to the total time used to travel it, with the stoppages being also taken into account [1, 2]. The measurements were carried out during various service hours and in various conditions, with applying the test vehicle method [1]. The route was divided into three sections with different numbers of bus stops (with the bus stop names having been maintained), with bearing in mind the diversified intensity of traffic in each section: Plac Rod!a Ho a (downtown), Ho a Zagórskiego (suburb and outskirts of the town), and Zagórskiego Osiedle Chemik (outside of the Szczecin city limits and within the town of Police) (Fig. 1). The measurements were carried out on the 107 bus line on MAN Lion s Classic G buses operated by Szczeci sko-polickie Przedsi biorstwo Komunikacyjne (SPPK) (The Szczecin-Police Public Transport Company), which is one of the four local companies providing public transport services to commission of Zarz d Dróg i Transportu Miejskiego (ZDiTM) (Road and Municipal Transport Board) in Szczecin. The vehicles were selected with taking into consideration the specific features of the transport services provided in the area of two adjoining agglomerations, with a clearly visible tendency towards the operation of articulated buses. This is connected with the transportation of large numbers of passengers on long transit routes without the necessity of changes, i.e. with the travel time being reduced to a minimum.

3 Measurement of the average speed of city buses and the possibilities of increasing it 141 Entrance to / exit from a shopping centre Entrance to / exit from a shopping centre Fig. 1. Bus route diagrams for line 107 : a) entire route divided into test sections, b) fragmentary route (Szczecin downtown) with taking into account the road intersections provided with traffic lights. The measurements were carried out from the bus departure from the start terminus through the whole length of the route, with the stoppages at the start and end stops of individual test sections being also taken into account, with the use of a stopwatch of 0.1 s accuracy, and the measurement results were rounded off in order to compare them with the travel time values published by ZDiTM Szczecin [8]. It should be emphasised here that the information provided in timetables has been prepared for the heaviest loads of the specific lines, i.e. for the rush hours. Thus, the line operator tries to ensure adequate punctuality of the services offered because the meeting of the time limits during the other periods is not particularly difficult for the bus drivers. 3. Measurement results The lengths of the test sections, the corresponding travel times, and the speeds achieved have been determined based on line operator s data (Table 1). Examples of the results of measurements of the average (schedule) bus speed, carried out on working days from 27 Sept till 8 Oct. 2010, are given in Tables 2 and 3. Noteworthy is the fact that the lengths of individual test sections obtained from the data published by ZDiTM Szczecin slightly differ from the corresponding figures determined by the Targeo system, where the extra distances covered by buses when approaching stops and when manoeuvring at the termini are not taken into account. Since the biggest difference recorded for test section 3a from Zagórskiego to Osiedle Chemik did not exceed 1.3% and the differences in all the other cases were identical or smaller, the distances generated by the Targeo location system were taken as a basis at authors own research work.

4 142 W. Go! biewski, T. Stoeck Table 1. Bus route for line 107 divided into test sections, travel times, and speeds achieved, based on the data published by ZDiTM Szczecin [8]. Direction: Szczecin - Police Direction: Police - Szczecin Test sections and stops Section length [km] Travel time [min] Average speed [km/h] Test sections and stops Section length [km] Travel time [min] Average speed [km/h] 1a. Plac Rod#a Malczewskiego Matejki Sczanieckiej Wilcza Wiadukt Komuny Paryskiej Jana z Czarnolasu Ho a a. Ho a Ogrody Przyja Bogumi ska (request stop) Pokoju Nehringa Pomnik Kolonistów Zagórskiego b. Zagórskiego Kolonistów Nehringa Pomnik Pokoju Bogumi ska (request stop) Ogrody Przyja 3a. Zagórskiego Ogrody Neptun Prz socin Ko cielna Prz socin Centralna Police Of. Stutthofu Police Palmowa Police M ci cino Krzy. Police Mazurska Police Przybora Police Pi!sudsk. Rondo Police Wyszy skiego Police, Osiedle b. Police, Osiedle Chemik Police Wyszy skiego Police PCK Police Pi!sudsk. Rondo Police Przybora Police Mazurska Police M ci cino Krzy. Police Palmowa Police Of. Stutthofu Prz socin Centralna Prz socin Ko cielna Ogrody Neptun Zagórskiego Ho a b. Ho a Jana z Czarnolasu Komuny Paryskiej Wilcza Wiadukt Sczanieckiej Matejki Chemik Plac Rod#a Total Total Average speed, overall Average speed, overall The schedule speed was measured twice for the same departure time; hence, the data presented in Fig. 2 are arithmetic means of the actual measurement results. Thus, the authors tried to confirm the results obtained, making the results independent to some extent of the weather conditions prevailing on the measurement day. If, however, similar measurements were carried out in the summer and winter seasons, the impact of precipitations would be definitely stronger, e.g. due to worsening of

5 Measurement of the average speed of city buses and the possibilities of increasing it 143 visibility on the road, traffic difficulties caused by the road surface condition, lengthening of the passenger getting on and off time, engine start-up problems at the termini, etc. Table 2. Examples of the average bus speed measured for line 107 on the Plac Rod!a Osiedle Chemik route in the period from 4 Oct. till 8 Oct. 20l0 (distances determined by the Targeo system [7]). Day Mon. Tue. Wed. Thu. Fri. Date Departure time (24 h time notation) 14:37 14:15 14:00 15:00 15:00 Temperature [ C] Weather conditions Sun Sun Sun Sun Sun 1a. Plac Rod#a Ho a Length of the test section [km] Travel time 1a [min] Travel time 1a [h] Average speed [km/h] a. Ho a Zagórskiego Length of the test section [km] Travel time 2a+1a [min] Travel time 2a [min] Travel time 2a [h] Average speed [km/h] a. Zagórskiego Osiedle Chemik Length of the test section [km] Travel time 3a+2a+1a [min] Travel time 3a [min] Travel time 3a [h] Average speed [km/h] Average speed, overall [km/h] When analysing the measurement results presented in tabular and graphic form, we may notice that the average speed of the buses was km/h. This figure is comparable with the data published by ZDiTM Szczecin, according to which the speed values were km/h and km/h, depending on the direction of travel along the route (see Table 1). The factors of the strongest impact on the speeds achieved were the time when the test drive took place and the test section type. As regards the former, the buses moved with the lowest speeds during the rush hours, i.e km/h at 10:00 and km/h at 16:00. The most difficult period should be identified as the late afternoon, when most people are going back home from their workplaces or schools and the values of this parameter definitely reached the lowest levels. The growth in the load of the buses operated on line 107 is caused by many factors, such as the adjoining of two urban agglomerations, routing of the line through the downtown and heavily urbanised areas of dense population (Osiedle Ksi t Pomorskich, Osiedle Niebuszewo Bolinko), deglomeration and expansion of the northern suburbs of Szczecin, and proximity of huge shopping centres ( Galaxy, Leroy Merlin ) and educational facilities (Electrical and Electronic School Complex,

6 144 W. Go! biewski, T. Stoeck West Pomeranian Educational Centre). In the remaining hours, the schedule speed significantly improves, reaching its maximum values, i.e km/h and km/h, at 12:00 and 20:00, respectively. Moreover, the passengers who chose public transport may use other lines that run on this route, i.e. 101 and F (Police) and 57, 58, 59, 63, 68, 82, and A (Szczecin). Table 3. Examples of the average bus speed measured for line 107 on the Osiedle Chemik Plac Rod!a route in the period from 27 Sept. till 1 Oct. 20l0 (distances determined by the Targeo system [7]). Day Mon. Tue. Wed. Thu. Fri. Date Departure time (24 h time notation) 7:54 7:54 8:00 8:00 9:00 Temperature [ C] Weather conditions Rain Rain Rain Sun Sun 3b. Osiedle Chemik Zagórskiego Length of the test section [km] Travel time 3b [min] Travel time 3b [h] Average speed [km/h] b. Zagórskiego Ho a Length of the test section [km] Travel time 2b+3b [min] Travel time 2b [min] Travel time 2b [h] Average speed [km/h] b. Ho a Plac Rod#a Length of the test section [km] Travel time 3b+2b+1b [min] Travel time 1b [min] Travel time 1b [h] Average speed [km/h] Average speed, overall [km/h] The situation looks different when we consider the schedule speed separately for each test section (Fig. 3). This speed was determined as the arithmetic mean of four measurement results, obtained for two runs starting from both line ends. The definitely worst results were obtained for the section Plac Rod!a Ho a (1a) and, in the opposite direction, Ho a Plac Rod!a (1b). Regardless of the departure time, the average speed was the lowest in this region, ranging from to km/h. In this situation, the impact of rush hours should be considered less perceptible because the results obtained in the same hours in other sections were not only comparable with the others but their values were significantly higher. As an example, the average bus speed measured at 10:00 in the section Zagórskiego Ho a (2b) or, in the opposite direction, Ho a Zagórskiego (2b), was more than twice as high as that measured for the downtown section mentioned above and reached a level of km/h.

7 Measurement of the average speed of city buses and the possibilities of increasing it Schedule speed [km/h] :54 08:00 08:15 08:30 09:00 09:30 10:00 11:00 12:00 13:00 14:00 14:15 14:30 14:37 15:00 16:00 17:00 18:00 19:00 20:00 Departure time Fig. 2. Average bus speed for line 107 vs. the departure time Section Osiedle Chemik - Zagórskiego Section Zagórskiego - Ho a Section Ho a - Plac Rod!a Schedule speed [km/h] :54 8:00 8:15 8:30 9:00 9:30 10:00 11:00 12:00 13:00 14:00 14:15 14:30 14:37 15:00 16:00 17:00 18:00 19:00 20:00 Departure time Fig. 3. Average bus speed for line 107 in particular measuring sections vs. the departure time. An analysis of the measurement results provides grounds for a conclusion to be drawn that the public transport should be given priority in the bus route section where the lowest schedule speeds were achieved. The effects of the introduction of such a solution may be analysed from various points of view because unquestionable advantages may be thus gained in terms of ecology (reduction in exhaust and noise emissions), economy (shorter travel times for all the passengers, reduction in vehicle operation costs) or social benefits (improvement in the conditions of living in the agglomeration, modification of passenger transport preferences, more efficient use of the urban space) [1, 2, 3, 6]. Taking into account the aspects mentioned above, the section Plac Rod!a Ho a (1a) and, in the opposite direction, Ho a Plac Rod!a (1b)

8 146 W. Go! biewski, T. Stoeck was analysed in terms of the recent modifications as well as the advisability and feasibility of further improvement of the infrastructure and the giving of priority to buses. At this analysis, the most important trouble spots were taken into consideration, i.e. the road intersections provided with traffic lights where prolonged vehicle waiting time is observed, especially during the rush hours (Fig. 1, Table 4). Table 4. Proposals of solutions and possibilities of giving priority to the public transport in the Plac Rod!a - Ho a / Ho a - Plac Rod!a bus route section in order to increase the bus schedule speed. Road intersection Number of lanes Recent changes Advisability of the new solution Feasibility of the solution Solution proposed Section Plac Rod#a Ho a (1a) Plac Rod!a Wyzwolenia >> Wyzwolenia Malczewskiego Malczewskiego entrance to / exit from Galaxy BUS# X Malczewskiego Matejki Gontyny Emilii Plater Sczanieckiej 1 Maja BUS# D Wilcza Komuny Paryskiej # >, X ^ BUS PAS Obotrycka entrance to / exit from Leroy Merlin ^ BUS PAS Obotrycka Jana z Czarnolasu # >, X ^ BUS PAS Obotrycka Ho a Section Ho a Plac Rod#a (1b) Obotrycka Ho a B> Obotrycka Jana z Czarnolasu # > Obotrycka entrance to / exit from Leroy ^ BUS PAS Merlin Obotrycka Przyjació! o!nierza # >, X ^ BUS PAS Sczanieckiej 1 Maja BUS# D Gontyny Emilii Plater Matejki Malczewskiego Matejki Plac Rod!a >> Allowing of the right turn from the central lane as well BUS# X Introduction of priority for buses approaching the road intersection BUS# D Introduction of priority for buses by changing the traffic lights (motion detectors) # > Separation of the right lane for the vehicles turning right and the buses moving straight ahead ^ BUS PAS Separation of the straight-ahead lane for buses only X ^ BUS PAS Widening of the road by adding a bus lane beyond the intersection B> Construction of an additional right turn lane Legend

9 Measurement of the average speed of city buses and the possibilities of increasing it 147 The proposed methods and means of giving priority to public transport were devised with particular reference to the actual problems encountered in the test section under consideration. When choosing the solutions, those possible to be implemented without major architectural, technological, and financial barriers and without causing additional traffic problems were preferred. As an example, the introduction of an intelligent traffic lights system with bus approach detectors and associated controllers at the intersection of Sczanieckiej and 1 Maja Streets would be of little use at the Gontyny Emilii Plater and Malczewskiego Matejki intersections. The accommodative reaction and the giving of priority to some lines (including the 107 ) would also shorten the travel time for the others. Some places in the test section had already been modernized to a certain extent in the past in order to make the vehicle traffic smoother; thanks to this, the giving of priority to buses does not seem to be particularly difficult. At the intersection of Wilcza and Komuny Paryskiej Streets, a left turn lane has been added, which has significantly shortened the waiting time for the vehicles moving straight ahead. Thus, complete separation of the curb lane for the vehicles turning right (including buses) and extension of the lane to the very stop island have become additionally possible. However, the planned modification may prove insufficient if the planned completion of the city ring road is taken into account. The increased number of vehicles will then result in a requirement that an additional method of privileging the public transport should be employed, e.g. the providing of a lane where the traffic direction would be opposite to that allowed for other road users or the application of more complex traffic organization systems (establishing of notransit areas or establishing of a cordon of access intersections with reduced throughput capacity). 4. Conclusions The efficient transport system significantly improves the functioning of presentday agglomerations. The social and economic development determines increasing people s need to move from one place to another and the means available (technical, technological, logistic, financial, legal) should provide maximum possibilities for the changing requirements to be quickly satisfied. Efforts should be made lest the actions taken should have the nature of pretended modernizations or restoration repairs, not including the implementation of solutions that would eliminate actual traffic problems. The example of the analysis carried out provides grounds for a statement that ongoing modifications in the public transport system are required, aimed at giving it more privileges, which in consequence should help to increase its competitiveness and to improve quality of the services offered. The schedule speed is normally increased by raising the priority of the public transport system, with choosing solutions proven and successfully applied in other cities [1, 2, 3, 5, 6]. Not all of these solutions, however, would be applicable in the case under consideration because of compact development of the area involved (downtown of Szczecin), existing engineering structures (a flyover and a suspension

10 148 W. Go! biewski, T. Stoeck footbridge over Wilcza Street), or dense network of cross connections (six bus lines and two tram lines). In this situation, the planning and coordination of activities of individual entities become particularly important because the methods and means applied at present may prove insufficient to ensure that the public transport services to be provided for the city will meet the required standards in the future. Moreover, it must be a condition prerequisite for the implementation of the solutions chosen that they should bring measurable benefits so that the savings in all the traffic participants travel time should exceed the total losses. References [1] Datka S., Suchorzewski W., Tracz M.: In ynieria ruchu (Traffic engineering). Wydawnictwa Komunikacji i " czno ci, Warszawa [2] Gaca S., Suchorzewski W., Tracz M.: In ynieria ruchu drogowego. Teoria i praktyka (Road traffic engineering. Theory and practice). Wydawnictwa Komunikacji i " czno ci, Warszawa [3] Komar Z., Wolek Cz.: In ynieria ruchu, wybrane zagadnienia (Traffic engineering. Selected problems). Wydawnictwa Politechniki Wroc!awskiej, Wroc!aw [4] Radzimski A.: Wp!yw budownictwa mieszkaniowego na system komunikacji zbiorowej w Poznaniu The impact of housing on the public transport system in Pozna ). Autobusy - Technika, Eksploatacja, Systemy Transportowe, Radom 03/2009. [5] Tracz M., Allsop R. E.: Skrzy owania z sygnalizacj wietln (Road intersections with traffic lights). Wydawnictwa Komunikacji i " czno ci, Warszawa [6] Weso!owski J.: Miasto w ruchu. Przewodnik po dobrych praktykach w organizowaniu transportu miejskiego (The town in motion. A guide to good practices in the organising of municipal transport). Instytut Spraw Obywatelskich, "ód [7] [8]

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