T r a n s p o r t s y s t e m s t e l e m a t i c s t s t ’o s t r a n s p o r t z.59, nrkoi. 1091
passenger transport, quality permissible speed Szymon S U R M A 1
C H A R A C T E R IST IC O F R A IL W A Y C O N N E C T IO N S BETW EEN TH E A G G L O M E R A T IO N S O F K A T O W IC E A N D R Y BN IK
In the study, technical eq uipm ent o f the railw ay traffic control system w as analysed in th e track sections in th e agglom eration o f R y bnik and connections w ith the co nurbation o f K atow ice. P resently operated w ays o f traffic control w ere characterized, as w ell as th e n u m ber o f railw ay tracks in a specific section. A lso, differences in travel tim es obtained due to m odernization o f railw ay traffic control system w ere discussed.
C H A R A K T E R Y ST Y K A PO Ł Ą C Z E Ń K O L E JO W Y C H P O M IĘ D Z Y A G L O M E R A C JĄ K A T O W IC K Ą A A G L O M E R A C JĄ R Y B N IC K Ą
W p racy p rzean alizo w an o w yposażenie techniczne w urządzenia ste ro w an ia ruchem kolejow ym o d c in k ó w szlakow ych n a obszarze aglom eracji rybnickiej o raz p o łączen iach z a g lo m eracją katow icką.
S charakteryzow ane zostały istniejące sposoby sterow ania ruchem ja k ró w n ież liczba torów na danym odcinku. A n alizie p oddano ró w n ież ró żn icę czasów podróży, k tó rą u zyskuje się przez m odernizację u rządzeń stero w an ia ruchem kolejow ym .
1. IN TR O D U C TIO N
R eciprocal relations betw een the tw o large agglom erations o f people m ake transport inevitably essential. The best m eans o f transport for such big crow ds is the railw ay. The problem w hich presently occurs in connections betw een agglom erations o f K atow ice and Rybnik is low travel speed, w hich considerably affects decreasing com petitiveness o f this means o f transport.
T his report deals w ith th e influence o f infrastructure condition betw een the agglom erations and in the area o f R ybnik and K atow ice agglom erations on the travel speeds o f the trains. A lso, the possibility o f starting a new connection betw een G liw ice and R ybnik was analysed, using the section o f Z abrze M ikulczyce - C zerw ionka.
1 Faculty o f T ransport, Silesian U niversity o f Technology, K rasiń sk ieg o 8, 4 0 -0 1 9 K atow ice, P oland sursoft@ o2.pl
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2. T R A N SP O R T Q U A LITY
The evaluation o f existing infrastructure o f the railw ay transport used in passenger tr m should be m ade from the point o f view o f the passenger as the purchaser o f transport servi D efinition o f the quality o f rendered services can be obtained by com paring symh S coefficients w ith recom m ended data and carrying out a survey am ong the passengers expressin°
their subjective evaluation o f individual criteria. Thus, service quality consists o f subject' ^ evaluation m ade by passengers and objective one expressed by values o f coefficients within certain pre-arranged limits.
The significant coefficient is the travel speed w hich also translates into travel duration O w ing to this value, it is possible to estim ate attractiveness o f this offer in relation to other m eans o f transport, such as public road transport or private transport.
T he situation o f both agglom erations tow ards each other is characterized by short distances betw een large urban areas - centres and sub-centres, w hich m eans that evaluation of the com m unication system can best be m ade using the criteria concerning the agglomeration or urban transport. A n additional argum ent is the fact th at distances betw een the cities - sub-centres o f the K atow ice agglom eration are sim ilar to distances betw een the sub-centre o f Gliwice city and the capital o f the Rybnik agglom eration - the city o f Rybnik. The above point has been presented in figure no. 1.
Fig. 1. D istances b etw een agglom eration centres and the sub-centre o f G liw ice city
dition (including dependence on railw ay traffic control system ), is in the last position - the Cfth among criteria groups w hich estim ate the quality o f com m unication in the region. Its fluence on selecting the m eans o f transport today is essential because o f differences in travel ration betw een individual transport, public road transport and railw ay, reaching even 500% for railway connections on the route o f G liw ice and Rybnik. The criteria and their values, have E j , shown in table 1.
T able 1 E valuation criteria for public com m unication quality and th eir values
C riteria C riterion value
1 Reliability 24,5
2 A vailability 24,2
3 Travel conditions 21,1
4 Travel ecology 16,8
5 Travel duration 13,4
Total 100,0
Source: [3]
A vailability criterion, being in the second place according to its value, is also closely related with applied railw ay traffic control system s. This criterion includes, am ong others, duration and continuity o f operation and availability. Both o f these values depend on perm issible speeds and track or section capacity - the bottleneck in the railw ay netw ork. In table 2 sam ple railway travel tim es w ere show n in relation to other m eans o f transport.
T able 2 Travel tim es betw een K atow ice agglom eration cities and R y bnik by various m eans o f transport
K atow ice agglom eration
city
Rybnik agglom eration
city
Travel tim e railw ay
[min]
individual transport
[min]
travel tim e in relation to railw ay
bus [min]
travel tim e in relation to railw ay
K atow ice Rybnik 78 42 54% 70 90%
G liw ice R ybnik t.K atow ice 120 22 18% 40 33%
G liw ice Rybnik directly 80 22 28% - -
Tarnowskie G óry R ybnik 180 40 22% 95 53%
Sosnow iec R ybnik 88 50 57% 84 95%
Jaw orzno R ybnik 127 56 44% 100 79%
It should be noted that travel tim e from G liw ice to R ybnik is five tim es longer by railw ay in relation to individual transport and three tim es in com parison with public transport by road.
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3. PR E SE N T T H E R A IL W A Y T R A F FIC C O N T R O L SY STEM D E V IC ES A N D TH E SPEFn IN R A ILW A Y T R A C K SEC TIO N S
Infrastructure condition and railw ay traffic control devices can considerably affect the track speeds and their local lim its. A nother factor dependent on operated railw ay traffic control devices is the section capacity, i.e. the num ber o f trains w hich can pass a specific section in a specific tim e. T his value w ill additionally depend on the num ber o f tracks in a specific section and on the section length. T able 3 presents the num ber o f tracks in a specific section along with perm issible speeds.
T he n u m b er o f trail tracks and perm issible speed in sections covered by p assen g er traffic
Section N um ber o f
tracks
M ode o f train announcem ents*
Permissible speed [km/hl
K atow ice L igota - Pszczyna 2 SS 90-100
P szczyna - Zory 1 T 70-90
Zory - R ybnik 2 T 50-60
K atow ice L igota - Leszczyny 1 T 50-60
L eszczyny - R ybnik 2 PP 50-60
R ybnik - C hałupki 1 PP/T 50-60
G liw ice - K ędzierzyn K. 2 PP 90-100
K ędzierzyn K. - T urze 2 T/PP 70-90
T urze - R ybnik 2 PP 50-60
T urze - R acibórz 2 T 70-90
R acib ó rz - Chałupki 2 T 50-60
G liw ice - C horzów B atory - K atow ice 2 SS 90-100
K atow ice - K atow ice L igota 2 SS 70-90
K atow ice - K atow ice Z aw odzie 2 SS 50-60
K atow ice Z aw odzie - D ąbrow a G órnicza 2 SS 90-100
K atow ice Z aw odzie - M ysłow ice 2 SS 90-100
C horzów B atory - B ytom 2 PP 30-50
B ytom - T arnow skie G óry 2 T 50-60/90-100
* SS - tw o-w ay autom atic block system , PP - tw o-w ay sem i-autom atic block system , T - phone announcem ent
It can be concluded from the data above that the low est perm issible speeds occur for announcem ents b y phone, and the highest speeds for autom atic blo ck system . E xceptions include particularly dangerous places and those w ith m ining dam age. Figure no. 2 show s information relating to railw ay traffic control system s in described area, w hereas figure no. 3 presents perm issible speeds.
Fig.2. R ailw ay traffic control devices at present
W ithin the m ain ju n ctio n o f the R ybnik agglom eration - the station o f R ybnik, at the neighbouring stations (W odzisław Śląski O bszary - K am ień) and along the line o f R ybnik - Sumina - T u rze - K ędzierzyn K oźle there is a sem i-autom atic block system installed. In remaining sections w here passenger trains run, traffic is controlled on the basis o f phone announcement.
In the area o f the K atow ice agglom eration the situation is definitely better. There, an automatic b lock system predom inates (sections o f G liw ice - K atow ice - D ąbrow a G ó m ic z a - Zawiercie and K atow ice - M ysłow ice - Jaw orzno Szczakow a). In sections o f G liw ice - Kędzierzyn K oźle, C horzów Batory - Bytom and M ysłow ice - C hełm Śląski sem i-autom atic block system s are installed. O nly in the section o f Bytom - T arnow skie G óry the phone announcement is still used.
C onnections betw een the agglom erations involve five sections:
• single-track K atow ice L igota - O rzesze - Leszczyny - R ybnik section; up to Leszczyny phone announcem ents are used, betw een L eszczyny and R ybnik a sem i-autom atic tw o- w ay blo ck system operates,
• double-track K atow ice L igota - Pszczyna; single-track P szczyna - Ż ory - Rybnik, up to Pszczyna an autom atic block system operates, betw een P szczyna and R ybnik trains are announced by phone,
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• double-track G liw ice - K ędzierzyn K oźle; double-track K ędzierzyn K oźle - fi Sum ina - R ybnik / S um ina - R ydułtow y - Rybnik, from G liw ice to Kędzierzyn K * ' and from B ieraw a through Turze and S um ina to R ybnik a sem i-autom atic block svst installed, betw een K ędzierzyn and B ieraw a train announcem ents are used. ls Suggested direct connection from G liw ice to R ybnik w ill use the route o f G liw ice Sośnica L eszczyny, w here traffic is conducted on the basis o f phone announcem ents, and m axim a' speed in m ost o f the section is 40 kph. This connection, as com pared w ith the present one1"
through K atow ice, is definitely slow er at this m om ent, how ever, taking into account difference in distance and the tim e needed for changing trains, travel tim e is shortened by 1/3 6 from 120 to 80 m inutes. A pplication o f light track-buses in transport w ould result in the increase in perm issible speeds, ju s t as it w as in other operated connections in Poland.
M odem devices have im proved safety standards and mean higher perm issible track speeds T he m ap in figure 3 presents perm issible speeds on railw ay lines w ithin the borders of both agglom erations and alternative connections to direct ones.
F ig .3. Perm issible speeds used on the track
The com parison o f both figures suggests that for tracks w ith autom atic or semi-automatic block system s perm issible speeds often exceed 90 kph, w hile for phone announcem ents the track speeds are m ostly lim ited to 50-60 kph.
In passenger traffic, w here transport com petitiveness with respect to tim e is important, travel speeds low er than 70 kph will lead to drop in railw ay attractiveness as a m eans o f transport in public com m unication. O rganizational recom m endations [3] state that travel tim e in public
^•th inform ation given in table 2 , this condition has been fulfilled neither by the railw ay nor by ublic roa<^ com m unication, in any o f the connections.
^ C onsiderable differences in travel tim es betw een the m eans o f transport are caused m ainly presented differences in perm issible speeds for trains and m uch b etter road traffic param eters existence roac^s w 't*1 £ reat capacity anci perm issible speed o f 70-90 kph. T rains, despite their
' 0ng point, w hich is traffic separation in m ost intersections w ith road traffic, presently are not s.je to m eet passenger dem ands for as short travel tim e as possible and high availability.
A vailability is another factor w hich affects the choice o f a m eans o f transport. This is criterion equally dependent on infrastructure condition and on applied railw ay traffic control
^vices. The offer addressed to passengers, in a sim ilar way as in the case o f travel tim e, does not comply w ith recom m endations. A ccording to recom m endations, trains in the suburban zone should be running in 40- or 90-m inute periods during the tim es o f greatest dem and w ithin 24 hours and 60-120 for the tim es with low est transport dem ands. T able 3 contains inform ation on the number o f running trains w ith a division into rush hours and rem aining tim es. T he m orning rush hour has been set from 5.00 to 8.00, w hile the afternoon peak betw een 14.00 and 17.00.
T able 3 N um ber o f connections betw een cities o f the K atow ice ag g lo m eratio n and R ybnik
w ith division into rush hour and rem aining tim e
to R ybnik from R ybnik
Rail bus rail bus
m orning rush hour
K atow ice
1 0 3 0
afternoon rush hour 3 2 3 3
rem aining tim e 10 10 7 9
m orning rush hour
G liw ice
3 3 4 6
afternoon rush hour 4 5 4 9
rem aining tim e 12 29 12 23
m orning rush hour
Z abrze
3 1 4 1
afternoon rush hour 4 2 4 2
rem aining tim e 12 8 12 7
m orning rush hour
Bytom
0 0 2 1
afternoon rush hour 2 0 3 0
rem aining tim e 9 2 9 1
m orning rush hour
Sosnow iec
2 0 4 0
afternoon rush hour 4 0 2 0
rem aining tim e 13 0 13 0
A ccording to m entioned recom m endations, the num ber o f runs in the rush hours should be 6. This value has been reached only for connections by public road transport along the line o f Rybnik - G liw ice, in rem aining cases this assum ption has failed. T here is no need to change trains only in case o f the railw ay connections from K atow ice, the rem aining ones involve a trip to Katowice w here it is necessary to change trains. The only exceptions are connections from Gliwice w here passengers can choose betw een the change in K atow ice and K ędzierzyn K oźle, with sim ilar travel tim es offered in both cases. D ata for bus connections concern only direct connections.
406 S z y m o n S U ^ .
W hat should be noted is the fact o f im paired com m unication betw een the eastern part of the K atow ice agglom eration w ith R ybnik (the Rybnik agglom eration). The eastern part of th K atow ice agglom eration is inhabited by % o f the w hole population w ithin the agglomeration w hich significantly affects the degradation o f cultural relations o f this sub-region with the R ybnik agglom eration.
4. S U G G E ST E D M O D IFIC A TIO N S
The basis for properly functioning regional com m unication system , w hose aim is to strengthen the social and cultural bonds, is a tim etable w ith equal tim e spaces in the runs with suitable - adequate trip frequency for transport needs. The guarantee o f above properties is good condition o f the infrastructure m atched w ith reliability o f the m eans o f transport.
P resented analysis show w eak points in the railw ay transport system - low permissible speeds and an old-fashioned system o f traffic control. M odernization o f p articular sections in order to increase perm issible speeds and introduction o f m ore m odem railw ay traffic control system s w ill increase the capacity o f presently operating railw ay lines.
The fact that one o f the tw o international routes runs across the K atow ice agglomeration:
the E-30 from the E ast to W est and the E-65 from the N orth to South may hopefully lead to introduction o f m o d em E R T M S control system w hich m ay increase the line capacity.
A n opportunity for the developm ent o f the regional connections was introduction of centralized control system . It is also advisable to start a direct connection betw een Gliwice and R ybnik w hich w ould shorten the travel tim e by alm ost a half.
B IB LIO G R A PH Y
[1] R E JM O N IA K A ., K ry teria sp raw n o ści d ziałania system u kom u n ik acji m iejskiej. T ransport M iejski, Nr 12, 1985
[2] R ozkład ja z d y p asażerskiej kom u n ik acji sam ochodow ej. W ojew ództw o Śląskie 2004.06.27-2005.06.25, Polska Izba G ospodarcza P rz em y słu S am ochodow ego i Spedycji
[3] R U D N IC K I A ., Ja k o ść kom u n ik acji m iejskiej. Z eszy ty N aukow o - T echniczne oddziału SIT K w Krakowie, K rak ó w 1999,
[4] W IĘ C K O W S K I M ., Z asad y p ro jek to w an ia obsługi osiedli m ieszkaniow ych i zesp o łó w przem ysłow ych przez ko m u n ik ację zbiorow ą. IG P iK , W arszaw a 1988
[5] Służbow y ro zk ład ja z d y p o ciąg ó w pasażerskich 2 005, Z eszy t 405 oraz Z eszyt 406 [6] Służbow y ro zk ład j azdy p o ciąg ó w to w aro w y ch 1999, Z eszyt 420
[7] E lek tro n iczn y ro zk ład ja z d y pociągów , rozklad.pkp.pl, 18.05.2005 [8] w w w .p l.m ap 2 4 .co m
R eviewer: Ph. D. Jerzy Mikulski
