computation

Article
Designing of Parking Spaces on Parking Taking into
Account the Parameters of Design Vehicles
Miroslava Mikusova 1, * , Jamshid Abdunazarov 2 , Joanna Zukowska 3 and Juraj Jagelcak 1
1 Faculty of Operation and Economics of Transport and Communications, Department of Road and Urban
Transport, University of Zilina, Univerzitná 8215/1, 010 26 Zilina, Slovakia; [email protected]
2 Faculty of Auto Transport, Department of Land Transport Systems, Jizzakh Polytechnic Institute,
Islam Karimov Avenue 4, 130100 Jizzakh, Uzbekistan; [email protected]
3 Faculty of Civil and Environmental Engineering, Gdansk University of Technology,
11/12 Gabriela Narutowicza Street, 80-233 Gdańsk, Poland; [email protected]
* Correspondence: [email protected]; Tel.: +421-949-67-46-41




Received: 9 June 2020; Accepted: 29 July 2020; Published: 5 August 2020


Abstract: Nowadays, in all cities, there is an acute problem of a lack of parking spaces. The number
of vehicles is constantly increasing not only in big cities and megacities, but also in small towns of the
country, and there are not enough parking places—the pace of solving the problem is several times
slower than the growth rate of transport among citizens. The paper is dedicated to the determination
of an optimal size of a parking place for design vehicles in a parking space as an element of roads.
In the example of passenger cars and trucks, the optimal number of parking places is presented.
The results of the research on the dimensioning of parking spaces serve as recommendations and
can be used for the design of objects of transportation infrastructure. According to the research,
authors introduce the term “design vehicle” and provide its definition. They also figure out optimal
parameters for each design vehicle and recommend a special template for designing parking places.

Keywords: passenger car; truck; auto train; trajectory; parking space; software AutoTURN;
vehicle turning

1. Introduction
Discussions regarding the parking problematics have a long history. The first descriptions of
parking principles were provided in [1–3]. They were followed by empirical studies related to the
factors that determine the choice of a parking space [4], regulations of on-street parking [5], the impact of
parking fees on travel costs [6–9], and the influence of parking policies on the distribution of congestion
in urban areas [10]. There were also developed some interesting studies on drivers’ behaviour in
the process of on-street parking, and the impact of parking on the traffic flow, its speed and travel
time [11,12] together with the stochasticity determination in the process of drivers’ search for a vacant
parking space [13]. The source [14] provides a detailed analysis of different parking demand models.
A detailed definition of the parking characteristics based on parking demands is described in [15].
The current research focuses on looking for solutions for parking in residential areas [16], popular
destinations [17], and the future of the parking in relation to the introduction of automated vehicles in
our streets [18].
Recent developments head towards the transformation of our cities into Smart Cities. One of the
directions of a Smart City is a Smart Parking System. Also, one part of the Smart Parking System
is the design of a parking area and a justification of a correct dimension of a car park, as parking
problems belong to the most emerging problematics in today’s cities. This issue in relation to the
Smart Cities is mentioned in different topical researches, for example, [19–21]. Typically, the rationale

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behind sustainable versatility is the crucial point of essential diminishing of contamination in cities [22],
reducing the costs of service at the same time.
The main purpose of this paper is to determine the optimal size of a parking place for design
vehicles, to set optimal parameters for different types of design vehicles, and to recommend a special
template for designing various elements of roads.
The paper is divided into five sections. The first section provides a description of the research
problem and it presents the methodology applied for conducting the study. It focuses on deficiencies
in the process of designing the parking space that are caused by the lack of consideration of the
size of vehicles in the traffic flow and its composition. The issue is described using examples from
Moscow where the acute problem of parking was manifested during the imposition of a ban for transit
movement in the daytime, and also from Europe where this issue was culminated by the cause of the
obligation to take mandatory safety breaks and daily/weekly rest times for truck drivers. In this part,
the authors also present the current state of the art of the research related to the optimal dimensioning
of the parking space. The second section is theoretical and it presents a series of equations that—on the
basis of distances between the main sensor (GPS-702GG) located on the truck and two G3Ant-3AT1
sensors located on the trailer (r1 and r2 distances)—made it possible to determine dynamic dimensions
of a road train. The third section of the paper presents materials and methods used to determine
parameters of the parking space located at different angles (90◦ , 60◦ and 45◦ ) based on four scenarios of
the vehicle movement (way forward, backing, forward ride, reversing). It also contains manoeuvring
schemes and graphics regarding the dependence of the area of the parking space on the number of
parking places. The fourth section contains research results, including the recommended size of design
vehicles, their minimum radius, schemes and dimensions of parking spaces for different types of
design vehicles, the template for the design of single parking elements, and dimensions and average
areas of one parking space. The last section provides brief conclusions from the presented research.

2. Description of the Research Problem

Up until 2000, it was popular to own “big” cars, whereas now, people in megalopolises have
started to prefer small cars, the advantages of which are as follows: lower consumption of expensive
gasoline, and affordability in purchasing. On highways, on the contrary, truck trains with heavy
payloads began to actively occupy the place of trucks.
Every year, technical and economic indicators and dynamic parameters of automobiles improve,
and accordingly, requirements for improving the standards of designing roads increase. Cars of
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different dimensions determine the choice of geometric elements of roads. At the initial stage of
designing the geometric elements of highways, the choice of the so-called “design vehicles” is necessary.
Improving the dynamic characteristics of vehicles requires the improvement of construction
technology and designing roads. When designing roads there is a need to improve the concept of
“design vehicles”. For example, in the design of a pavement, a design vehicle is used as a load standard.
With regard to the design of geometric intersection elements, the calculated ones are cars or trucks of
certain body sizes, the radius of rotation of the steered wheels, and some other specific parameters that
characterize the trajectory of the vehicle movement.
Trends in the size of cars in the traffic flow, and an acute shortage of the parking space require a
more careful attitude to the design of the size of parking places and parking space. Unfortunately,
the design of parking does not take into account the composition of the traffic flow that takes shape on
a specific road, transport infrastructure objects (requirements are obvious in the USA where the size of
cars is bigger than in Europe, and the size of parking space is larger, too), the duration of parking is not
considered either (short-term parking near shops, banks, etc., requires more space for manoeuvring
upon arrival and departure from the parking space than during long-term parking), etc.
In Europe, the issue of missing parking spaces culminated after the introduction of smart
tachographs linked with GNSS that have become mandatory for all newly registered freight vehicles
in EU Member States since June 2019. This change allowed for the realization of a remote control
 Computation 2020, 8, 71 3 of 21

of compliance with the social rules on driving times and rest periods through vehicle monitoring.
Planning transportation schedules started to be affected by requirements put on rest areas and their
facilities on each route.
In Russia, the most acute problem manifested itself when a ban was imposed on the transit
movement of vehicles weighing more than 12 tons in the daytime along the Moscow Ring Road
(Resolution of the Mayor of Moscow dated 15 November 2012, No. 650-PP “On Amendments to
Legal Acts of the Government of Moscow” [23]). According to the Moscow mayor’s office, more than
150 thousand trucks with a maximum weight of more than 3.5 ton are moving through the city streets
in the daytime. About 40 thousand trucks arrive from the regions daily.
At the Moscow Ring Road, about 30% of the flow is composed of large trucks, half of which are
transit ones and do not serve for the needs of the capital [24]. At this time, there was no experience in
designing parking places for the cars arriving in Moscow or following in transit.
In Uzbekistan and Russian national regulatory and procedural documents, the dimensions of
parking spaces for road infrastructure facilities are defined in the Methodological Recommendations [25].
The dimensions set in these documents were borrowed from the Handbook for Automobile
Transportation and Traffic Management [26] published in the Soviet Union in 1981, which, in turn,
was a translation of the American Road Traffic Management Handbook from the year 1965, and
the recommendations given in the third edition of the Transportation and Traffic Engineering
Handbook [27].
Requirements for parking geometry in regulatory documents contain ambiguous, sometimes even
contradictory information that may adversely affect the level of road safety. Thus, in the “Methodological
recommendations on the design and equipment of highways to ensure traffic safety” [28], the turning
radius of passenger cars is 8 m, and for trucks it is 9–12 m. For the approximate calculation of the total
area of coverage in a parking place, including the area of manoeuvring and parking, it is recommended
to proceed from the average area per one passenger car of 25 m2 , and per truck of 40 m2 . At the same
time, in the album of typical projects “Cross-sectional profiles of highways passing through settlements”
(TP503-0-47.86), the average parking area for a truck should be 92.4 m2 , not 40 m2 , as stated in the
methodological recommendations. The dimensions of the parking space given in the Regulations for
the placement of multifunctional zones of road service on roads [29,30] take into account the size of
modern cars, but this is not enough in order to develop a complete planning solution since the parking
manoeuvres are not taken into account, and only the dimensions of the parking space are provided.
As we know that, while determining the size of car parks, you must first determine “design vehicles”.
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After gaining independence, the update process of regulatory documents began. When designing
roads, the ShNK 2.05.02-07 “Highways” was introduced in 2008 in replacement of KMK 2.05.02-95
“Highways”. The ShNK sets design standards for newly built, reconstructed, and overhauled public
roads and departmental roads. However, this regulatory document does not discuss the use of settled
vehicles in the design of geometric elements of roads. Only the maximum dimensions of vehicles are
given in the ShNK, in which public roads are designed to pass vehicles with dimensions of the length
of single cars up to 12 m, automobile and tractor trains up to 24 m, and the width up to 2.5 m and the
height up to 4 m.
In the regulatory documents of the Republic of Uzbekistan, in particular in the MSHN 25-05
“Guidelines for ensuring traffic safety on highways”, the term “design vehicle” is not explained.
However, in this regulatory document, settled vehicles are divided into two types, namely a passenger
car and a truck.
The passenger car and truck parking schemes used in the United States, and the dimensions of
parking spaces shown in Figure 1 provide more complete information.
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(a)
(a)

(b)
(b)
Figure 1. Schemes of planning of parking spaces for passenger cars with one-sided (a) and two-sided
Figure 1. Schemes of planning of parking spaces for passenger cars with one-sided (a) and two-sided
(b) placement
Figure in the
1. Schemes ofUSA.
planning of parking spaces for passenger cars with one-sided (a) and two-sided
(b) placement in the USA.
(b) placement in the USA.
The planning solution for placing parking spaces for trucks, which provides the simplest
The planning solution for placing parking spaces for trucks, which provides the simplest conditions
conditions for entering
The planning and leaving
solution a parking
for placing spacespaces
parking recommended in the USA, is shown in Figure 2.
for entering and leaving a parking space recommended infor
thetrucks,
USA, iswhich
shownprovides
in Figurethe simplest
2. The sizes
The sizes presented
conditions forthe
enteringin the leaving
scheme in Figurespace
3 correspond to a parking angle of 45°, in
while it 2.
is
presented in schemeand in Figure 3 acorrespond
parking recommended
to a parking in45
angle of the USA,
◦ , while is
it shown Figure
is indicated that at
indicated
The sizes that at
presentedan angle
in theof 30° the
scheme width
in of
Figure the
3 passages
correspondcan be
to areduced
parking to 6.0
angle m, and
of the
45°, width
while it of
is
an angle of 30◦ the width of the passages can be reduced to 6.0 m, and the width of each parking space
each parking
indicated space by 30 cm. For large trucks, the length of the longitudinal parking space must be
by 30 cm. that at an trucks,
For large angle ofthe 30°length
the width
of theoflongitudinal
the passagesparking
can be reduced
space mustto 6.0
be m, and the
at least 41 mwidth
withof a
at least
each 41 m with
parking space aby
width
30 of 5.2
cm. For m. Thetrucks,
large same the
values are of
length specified
the in the regulations
longitudinal parking of themust
space Unitedbe
width of 5.2 m. The same values are specified in the regulations of the United Arab Emirates for large
Arab Emirates
at least for large trucks in parking spaces.
trucks in41parking
m with a width
spaces. of 5.2 m. The same values are specified in the regulations of the United
Arab Emirates for large trucks in parking spaces.
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Figure 2. The fundamental planning of the placement of parking spaces for trucks recommended in
Figure 2. Φ-30–45
the USA: The fundamental planning
◦ ; A-25.9–30.5 of the placement
m; B-9.1–13.7 of parking
m; C-15.2–18.8 spaces form;trucks
m; D-9.1–13.7 recommended
E-30.5–35.0 m. in
the USA: Ф-30–45°; A-25.9–30.5 m; B-9.1–13.7 m; C-15.2–18.8 m; D-9.1–13.7 m; E-30.5–35.0 m.
Figure 2. The fundamental planning of the placement of parking spaces for trucks recommended in
the USA: Ф-30–45°; A-25.9–30.5 m; B-9.1–13.7 m; C-15.2–18.8 m; D-9.1–13.7 m; E-30.5–35.0 m.
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Figure 3.
Figure 3. Scheme
Scheme of
of parking
parking spaces for trucks
spaces for trucks in
in the
the USA.
USA.

To find an
To an optimal
optimalspace
spaceforforparking,
parking, manymanyscientific researches
scientific havehave
researches been been
conducted. Reza
conducted.
Iranpour
Reza and David
Iranpour and DavidTungTung[31] [31]
suggested
suggested a new method
a new to look
method at the
to look at optimal
the optimal design, the
design,
maximization
the maximization of capacity, and
of capacity, thethe
and best
best layout
layout for
forparking
parkingmanoeuvers
manoeuversofofaacorner
corner lotlot for parking
assumptions and
spaces. Certain assumptions andpractical
practicaldesign
designprinciples
principlesare areused
usedtoto derive
derive thethe model,
model, a system
a system of
of nonlinear
nonlinear equations.
equations. TheThe model
model is applied
is applied to a to a rectangular
rectangular cornercorner
lot andlotsolved
and solved
by theby the iteration
iteration using
using
real real generated
generated data fordata for combinations
combinations of compactof compact and standard
and standard cars. William
cars. William Young
Young [32] [32] parking
studied studied
parking
lot designlot design
models models
using using aaidcomputer
a computer design. Thisaid research
design. concentrates
This researchonconcentrates
the development on the
of
development
models that aidofthe
models thatinaid
designer the designer
measuring in measuring
the efficiency the efficiency
of particular of particular
parking-lot systems. The parking-lot
models
systems. The
discussed models
in the discussed
mentioned in the
source aimmentioned
to present the source aim towith
designer present the designer
information on thewith information
demand for the
on the demand
parking space andfor the parking spaceof
performance andthethe performance
system. of the system.
The research The research
by Thananchai by Thananchai
Leephakpreeda [33]
Leephakpreeda
presents [33] presents
the modelling the modelling
of vehicles of vehicles
in the parking in the
place. Theparking
source place. The source
[34] describes [34] describes
software for the
software
Smart for theSystem
Parking Smart that
Parking
was System
developed thatusing
was developed using the Analysis
the Object-Oriented Object-Oriented
and Design Analysis and
(OOAD)
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Design (OOAD)
method. Departmentmethod. Department
of Survey of Survey
and Design and Design
of Roads (MADI) of conducted
Roads (MADI) conducted
research to justifyresearch to
the size
justify
of the size
parking of parking
spaces spaces taking
for vehicles, for vehicles, taking into
into account the account the characteristics
characteristics of modernof modern
traffic on traffic
roads.
on roads.
The Thework
research research work the
included included the following
following steps: monitoring
steps: monitoring parking manoeuvers;
parking manoeuvers; studyingstudying
the real
the real situation
situation whenupsetting
when setting parkingupspaces;
parking spaces; modelling
modelling parking manoeuvers
parking manoeuvers of passengerof cars
passenger cars
and trucks
and trucks
using using the
the AutoTURN AutoTURN
software, software,
which enables which enables
to simulate to simulate
the movement the movement
and manoeuvring and
of vehicles
manoeuvring
at speeds up toof60vehicles at speeds
km/h, and also toup to 60three-dimensional
model km/h, and also tomovement
model three-dimensional
on a 3D surface;movement
localizing
on a 3D surface;
modelling localizing
for various groupsmodelling
of vehicles;for variousrepresentation
graphical groups of vehicles; graphical
of dynamic representation
dimensions, indicating of
dynamic
the dynamic dimensions,
dimensionsindicating the dynamic
of the vehicles (external and dimensions of the characteristic
internal wheels, vehicles (external
pointsandof the internal
body);
wheels,
and characteristic
creating pointspatterns
vehicle reversal of the body); and creating
[35]. Simplified vehicle
structure reversal patterns
of conducted research[35]. Simplified
is described on
structure
the scheme ofin
conducted
the Figureresearch
4. is described on the scheme in the Figure 4.
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Figure 4. The structure of the conducted research.

The parking space for vehicles includes car parks for vehicles and a manoeuvring area, designed
for the entrance to parking spaces, exit and setting setting cars.
cars. The dimensions of the parking space must
ensure
ensure unhindered
unhinderedentry, entry,opening
openingthethedoors
doorsofofthe
thevehicles,
vehicles,unloading
unloading or or
loading
loadingluggage, andand
luggage, then an
then
unimpeded
an unimpeded exitexit
without hitting
without other
hitting vehicles.
other vehicles.
The dimensions
dimensions of the parking space should should be determined
determined by by the type and the size of the design
vehicle (length, width, turning radius of the inner rear wheel, overhang, overhang, base
base and
and gauge).
gauge). In order to
be able to bypass and open the doors of the car, the parking dimensions should be 0.5 m larger than
the corresponding dimensions of the design vehicles [36]. So, it means the clearance between parked
vehicles is 1 m (Figure
(Figure
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5).
5). REVIEW
x FOR PEER 7 of 22
The “Methodological guidelines for the design and equipment of highways to ensure traffic
safety” [37] indicate that parking at large recreation areas, at roadside catering establishments, motels
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and campgrounds should be placed between the highway and buildings with the vehicle separation
based on their types and sizes. Parking areas for trucks and passenger cars should be clearly
demarcated and they should provide a separate entrance to the appropriate temporary parking area
for each type of vehicle. In this case, passenger cars and buses are recommended to have parking
spaces on the left, and trucks on the right side in the direction of travel. It is recommended to place
the parking of trucks parallel to the axis of their movement, while parking of passenger cars should
mainly be arranged according to an oblique angle at an angle of 45–60°. For long stays in the parking
place, as well as in cramped conditions, when the parking place has one exit only, it is recommended
to install vehicles perpendicularly to the direction of the axis of the movement. Recommendations
are given for the designation of the average area of coverage for one vehicle, taking into account the
area of the exit and entry zones, and the area of the parking space itself.
Due to the increase in the dynamic characteristics of vehicles, the requirements for the
construction and design of roads Figure
Figure 5.being
are5. Clearance between
improved.
Clearance between parked
Itparked
becomes vehicles.
necessary to introduce the concept
vehicles.
of the “design vehicle” in road designs. This term is defined differently. “A design vehicle is a vehicle
In the
The process of designing
“Methodological roadsfor
guidelines and theparking
design spaces, it becomes
and equipment of necessary
highways to to determine
ensure trafficthe
used to determine the geometrical parameters of roads (minimum turning radii of the intersection at
width of
safety” theindicate
[37] path ofthat
the overhang,
parking at the
largesize of the manoeuvring
recreation space,catering
areas, at roadside and geometric parameters.
establishments, motelsIn
one level, turning radii of roundabouts) affecting the safety, capacity and cost of the intersection. This
eachcampgrounds
and case this requires the be
should construction of the dynamic
placed between the highwaydimension of design
and buildings vehicles,
with which
the vehicle is a time-
separation
is a conditional transport unit, the parameters of which are used in the calculations of the pavement
consuming
based process
on their (especially
types and for road
sizes. Parking trains)
areas that is and
for trucks not passenger
sufficientlycars
mastered
should by designers.
be clearly demarcated
and its elements [38].” “A design vehicle is such a car, the mass, dimensions and dynamic qualities
The should
and they lack of provide
systematic reference
a separate materials
entrance onappropriate
to the these issues is often the
temporary causearea
parking of unreasonable
for each type
of which are used when designing a road. The parameters of the design vehicle, such as dimensions
design decisions, which either lead to an overestimation of the estimated cost of facilities or do not
and the minimum turning radius, should be the same as most other vehicles of the same class, which
provide normal operating conditions for vehicles.
are supposed to be used for the movement of the designed road [39]”.

3. Theoretical Part
For the sake of testing, the authors determined the parameters of the design vehicle based on the
 Computation 2020, 8, 71 7 of 21

of vehicle. In this case, passenger cars and buses are recommended to have parking spaces on the left,
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and trucks2020, 8, x right
on the FOR PEER
sideREVIEW
in the direction of travel. It is recommended to place the parking of trucks 7 of 22

parallel to the axis of their movement, while parking of passenger cars should mainly be arranged
according to an oblique angle at an angle of 45–60◦ . For long stays in the parking place, as well as in
cramped conditions, when the parking place has one exit only, it is recommended to install vehicles
perpendicularly to the direction of the axis of the movement. Recommendations are given for the
designation of the average area of coverage for one vehicle, taking into account the area of the exit and
entry zones, and the area of the parking space itself.
Due to the increase in the dynamic characteristics of vehicles, the requirements for the construction
and design of roads are being improved. It becomes necessary to introduce the concept of the “design
vehicle” in road designs. This term is defined differently. “A design vehicle is a vehicle used to
determine the geometrical parameters of roads (minimum turning radii of the intersection at one
level, turning radii of roundabouts) affecting the safety, capacity and cost of the intersection. This is
a conditional transport unit, the parameters of which are used in the calculations of the pavement
and its elements [38].” “A design vehicle is such a car, the mass, dimensions and dynamic qualities of
which are used when designing a road.
Figure The parameters
5. Clearance betweenof the design
parked vehicle, such as dimensions and
vehicles.
the minimum turning radius, should be the same as most other vehicles of the same class, which are
supposed
In thetoprocess
be usedoffordesigning
the movement
roads of andtheparking
designed road [39]”.
spaces, it becomes necessary to determine the
width Inof
thethe
process
path ofof the
designing roads
overhang, and
the sizeparking
of the spaces, it becomes
manoeuvring necessary
space, to determine
and geometric the width
parameters. In
of the path of the overhang, the size of the manoeuvring space, and geometric parameters.
each case this requires the construction of the dynamic dimension of design vehicles, which is a time- In each case
this requiresprocess
consuming the construction
(especiallyof for
theroad
dynamic dimension
trains) of sufficiently
that is not design vehicles, whichbyisdesigners.
mastered a time-consuming
process
The(especially for road trains)
lack of systematic referencethat materials
is not sufficiently
on thesemastered
issues isby designers.
often the cause of unreasonable
designThedecisions,
lack of systematic reference
which either lead materials on these issues
to an overestimation is often
of the the cause
estimated costofof
unreasonable
facilities or design
do not
decisions,
provide normalwhichoperating
either lead to an overestimation
conditions for vehicles.of the estimated cost of facilities or do not provide
normal operating conditions for vehicles.
3. Theoretical Part
3. Theoretical Part
For the sake of testing, the authors determined the parameters of the design vehicle based on the
previousthe
For sake of
studies testing,
[40]. the authors
The main determined
issue was how to the parameters
check of the design
the AutoTURN vehicle
program for based
a marginon the
of
previous studies [40]. The main issue was how to check the AutoTURN program
error. To do this, three GPS devices were installed on the truck and field research was conducted for a margin of error.
To do this,
(Figure 6). three GPS devices were installed on the truck and field research was conducted (Figure 6).
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Figure 6. The layout of points O, B and C on the truck.

At point O, a GPS-702GG sensor was located, which determined the trajectory of the truck.
G3Ant-3AT1 sensors were located at points B and C, which made it possible to measure the angle of
the sensor in relation to the GPS-702GG sensor, i.e., at point O. Thus, the authors were aware of the
location of the coordinates of point O, the angle of the body position Φ1 and Φ2, while the distances
 Computation 2020, 8, 71 8 of 21

At point O, a GPS-702GG sensor was located, which determined the trajectory of the truck.
G3Ant-3AT1 sensors were located at points B and C, which made it possible to measure the angle of
the sensor in relation to the GPS-702GG sensor, i.e., at point O. Thus, the authors were aware of the
Computation 2020, 8, x FOR PEER REVIEW 8 of 22
location of the coordinates of point O, the angle of the body position Φ1 and Φ2 , while the distances
OC
OC and
and OB OB were
were unknown.
unknown. The
The distance
distance OCOC is is denoted
denoted by
by the
the index
index rr11,, the
the distance
distance OB OB is
is denoted
denoted
by
by rr22.. To
To determine
determine thethe distances
distances rr11 and
and rr22,, the
the scheme
scheme in
in Figure
Figure 66 was
was simplified
simplified and and there
there was
was
created
created aa truck
truck rotation
rotation diagram
diagram inin the
the rectangular
rectangular coordinate
coordinate system
system that
that made
made it it possible
possible to
to apply
apply
the
the simplified
simplified calculation
calculation scheme
scheme inin order
ordertotodetermine
determinevalues
valuesof
ofindices
indicesrr11 and
and rr22 (distances
(distances between
between
main
main GPS sensor located at point O and two G3Ant sensors located at points B and C;
GPS sensor located at point O and two G3Ant sensors located at points B and C; see
seeFigure
Figure7).7).

Figure 7. Truck
Figure 7. rotation diagram
Truck rotation diagram in
in the
the rectangular
rectangular coordinate
coordinate system.
system.

follows from
As follows from Figure
Figure 7,
7, the
the angle
angle φϕ₁ is the
1 is the angle
angle between
between OXOX and
and rr₁, the angle
1 , the angle φ
ϕ₂2 is the angle
between OX
between OX and
and rr₂,
2 , the angle Ψ
Ψ is the angle between m and k, the angle θ is the angle between
between m and
b. Then Formula (1)
1 was wascreated,
created,based
basedononthe
thePythagorean
Pythagoreantheorem
theoremforforaaright
rightangled
angledtriangle.
triangle.

k = q(4 ∙ a2 + b2) (1)

k = (4·a2 + b2) (1)
To determine the values of r₁ and r₂, the following system of equations was created:
Downloaded from mostwiedzy.pl

r₁2of
To determine the values + rr₂2
1 and − 2r2∙ ,r₁the∙ r₂following
∙ cos(ϕ₂ −system
ϕ₁) = of4 ∙equations
a2 + 4 ∙ b was created:
m2 + 4 ∙ a2 + b2 − 2 ∙ m ∙ (4 ∙ a + b ) ∙ cosΨ =r
2

r1 2 + r 2 2 − 2·r 1 ·r 2 · cos ( φ − φ ) = 4·a2 + 4·b
m2 q2 + 2 1∙ m ∙b ∙ cos(Ψ − arctg
 + b2 − 2 ∙ m ∙ b ∙ cosθ = r₂2 or m2 + b2 ) = r₂2 (2)

(2)



4·a2 + b2 · cos Ψ = r12

 m2 + 4·a2 + b2 − 2·m·
 (2)
re θΨ=∈r2 2arctg or m2 + ;b2 π−+ arctg
   
2·m·b· cos Ψ − arctg 2a

 m2 + b2 − 2·m·b· cos
 = r2 2
h    i b
re Ψ ∈
Substituting (1) and (2) the following solution arctg 2a
; π − arctg
b was obtained:
2a
b

m2 (1)
Substituting + 4and
∙ a2(2)
+ b2 2 ∙ m ∙ (4solution
the−following ∙ a + b was) ∙ cosΨ +m +b +2∙m∙b
obtained:
2a
∙ cos Ψ − arctg
q
m2 + 4·a2 + b2 −2·m· 4·a2 +bb2 ·cos Ψ + m2 + b2 + 2·m·b

  
− ·2cosrm2 Ψ+− arctg 2a
4 ∙ a2 +b b2 − 2 ∙ m ∙ (4 ∙ a + b ) ∙ cosΨ (3)
q 
−2 m2 + 4·a2 + b2 − 2·m· 4·a2 +2a b2 ·cos Ψ (3)
∙ m2q + b2 + 2 ∙ m ∙ b ∙ cos(Ψ  − arctg  ) ∙ cos(ϕ₂ − ϕ₁)
· m2 + b2 + 2·m·b· cos Ψ − arctg 2ab · cos(φ − φ )
b 2 1
==
4 ∙ 4·a2
a2 ++bb2
Then the right-hand side of (3) was moved to the left:
 Computation 2020, 8, 71 9 of 21

Then the right-hand side of (3) was moved to the left:

q 
2·m2 + 4·a2 + 2·b2 − 2·m· 4·a2 + b2 ·cos Ψ + 2·m·b
  
· cos Ψ − arctg 2a
b
r q 
−2 m2 + 4·a2 + b2 − 2·m· 4·a2 + b2 ·cos Ψ (4)
q   
· m2 + b2 + 2·m·b· cos Ψ − arctg 2a
b · cos(φ2 − φ1 ) − 4·a2
−4·b2 = 0
q    
2·m2 − 2·b2 − 2·m· 4·a2 + b2 ·cos Ψ + 2·m·b· cos Ψ − arctg 2a
b
r q 
−2 m2 + 4·a2 + b2 − 2·m· 4·a2 + b2 ·cos Ψ (5)
q   
· m2 + b2 + 2·m·b· cos Ψ − arctg 2a
b · cos(φ2 − φ1 ) = 0

By substituting the numerical values of m, a, and b into the obtained Equation (2), the Ψ (value
in radians) was obtained and r1 and r2 were determined. After getting the value Ψ, its value in the
Equations (3) and (4) was substituted, and the values r1 and r2 were checked.
Thus, the sequential solution of Equations (1) and (5) with a certain integration step allows us
to obtain the values of r1 and r2 , with which it was subsequently possible to determine the dynamic
dimension of the road train.
Since the GPS-702GG was the main “master”, it determined the trajectory of the road train, i.e.,
it determined the coordinate location of the sensor in the time-space. By the location of the G3Ant-3AT1
sensors, the angle between them was determined, according to which the dynamic dimension of the
road train was found. After receiving the data in txt and log formats, it was necessary to “materialise”
the data. Since more than 22,500 values were obtained, the subsequent processing was automated as a
result of the research. To do this, a “screen” scr format was used, which allowed to enter the data in
AutoCAD2012 and to get the location of the sensor by coordinates.
After this, with the help of the AutoTURN program, a digital model of a design vehicle was
created and the experiment with the calculation of manoeuvrability of vehicles in a limited area started.
We have adopted this method since the use of the software product enables to save time, money and
labour, and this software has been calibrated and showed only a 4.07% margin of error, which justified
Downloaded from mostwiedzy.pl

the use of this product in the conducted research.

4. Materials and Methods

To determine the width of manoeuvring on parking spaces, the minimum turning radius of the
design vehicle and its dynamic clearance were taken into account. To do this, several experiments
were effectuated that enabled to determine these characteristics [41]. In the study, the width of the
passage was determined as follows. When designing the parking space and the vehicle entrances at
parking spaces, the following scenarios were applied in the calculations:

1. The road train leaves the parking place in the forward direction;
2. The road train drives backwards in a parking place;
3. The road train drives forward in a parking place;
4. The road train leaves the parking place in reverse.

These scenarios are described in the schemes provided in Figure 8.

 Computation 2020, 8, 71 10 of 21
Computation 2020, 8, x FOR PEER REVIEW 10 of 22

(a)
Downloaded from mostwiedzy.pl

(b)

(c)
Figure
Figure 8. Manoeuvring
8. Manoeuvring schemes
schemes for for a large
a large goods
goods vehicle
vehicle (16.5
(16.5 m) m)
in ainparking:
a parking:
(a) (a) location
location of the
of the
parking space at an angle of 90◦ ; (b) location of the parking space at an angle of 60◦ ; (c) location of the
parking space at an angle of 90°; (b) location of the parking space at an angle of 60°; (c) location of the
parking space at an angle ◦ ; 1—way forward; 2—backing; 3—forward ride; 4—reversing.
of 451—way
parking space at an angle of 45°; forward; 2—backing; 3—forward ride; 4—reversing.
 Computation
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2020,
2020, 71 PEER REVIEW 11 of1122
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It was found out that for reversing, a larger manoeuvring lane is needed when compared to
It was found out that for reversing, a larger manoeuvring lane is needed when compared to other
other variants. This manoeuver is a common parking method for road train drivers. With this in
variants. This manoeuver is a common parking method for road train drivers. With this in mind,
mind, the width of the manoeuvring strip was determined.
the width of the manoeuvring strip was determined.
The design vehicle made four types of a manoeuvre at the location of the parking space at an
The design vehicle made four types of a manoeuvre at the location of the parking space at an
angle of 90°, 60° and 45° (Figure 8). After each manoeuver, the parking length, manoeuvring lane,
angle of 90◦ , 60◦ and 45◦ (Figure 8). After each manoeuver, the parking length, manoeuvring lane,
and parking width were determined.
and parking width were determined.
The results of the study showed that for one passenger car, while taking into account the
The results of the study showed that for one passenger car, while taking into account the
manoeuvring, 28.7 m2 of2 parking space is needed. For a road train with the length of 16.5 m, this value
manoeuvring, 28.7 m of parking space is needed. For a road train with the length of 16.5 m, this value
is 143.1 m2 of2 area.
is 143.1 m of area.
Figure 9 implies that, with more than five parking spaces, the area of parking space for one
Figure 9 implies that, with more than five parking spaces, the area of parking space for one vehicle
vehicle does not increase (depending on the angle). When the parking space is located at an angle of ◦
does not increase (depending on the angle). When the parking space is located at an angle of 90 ,
90°, and if there are less than 5 parking spaces in the parking, the parking space is reduced by one
and if there are less than 5 parking spaces in the parking, the parking space is reduced by one car.
car. At the location of parking spaces at angles of 60°◦and 45°,◦ the indicator is 4 parking spaces. Similar
At the location of parking spaces at angles of 60 and 45 , the indicator is 4 parking spaces. Similar
values were obtained for cars and for trucks. As a result, it can be concluded that, when parking
values were obtained for cars and for trucks. As a result, it can be concluded that, when parking places
places are designed at an angle ◦of 90°, designing less than five parking spaces is ineffective for any
are designed at an angle of 90 , designing less than five parking spaces is ineffective for any type of a
type of a car, and if placed at an angle of 60° or 45°, up to four parking spaces are considered
car, and if placed at an angle of 60◦ or 45◦ , up to four parking spaces are considered ineffective.
ineffective.
Downloaded from mostwiedzy.pl

(a)

(b)
Figure
Figure 9. The
9. The dependence
dependence of the
of the areaarea of the
of the parking
parking space
space on onthethe number
number of parking
of parking spaces
spaces for for
passenger cars (a) and for a 16.5 m long road train (b) when set at the corners: 1–90◦ ; 2–60◦ ; 3–45◦ .
passenger cars (a) and for a 16.5 m long road train (b) when set at the corners: 1–90°; 2–60°; 3–45°.
 Computation 2020, 8, 71 12 of 21

Computation 2020, 8, x FOR PEER REVIEW 12 of 22

From Figure 10 it follows that at the location of parking spaces at an angle of 45◦
fewer parking
From
spaces Figure 10than
are required it follows that atofthe
at an angle 60◦location
or 90◦ . of parking
These spaces
values at an
do not angle
affect theofnumber
45° fewer parking
of parking
spaces are
spaces. required these
Moreover, than at an angle
values are ofthe60° or 90°.
most Theseindicators
effective values do when
not affect the numbercars
manoeuvring of parking
on the
spaces. Moreover,
parking site. these values are the most effective indicators when manoeuvring cars on the
parking site.

(a)
Downloaded from mostwiedzy.pl

(b)
Figure 10.
Figure 10.The
Therequired
required parking
parking areaarea at different
at different anglesangles of installation
of installation of vehicles
of vehicles and capacity:
and parking parking
capacity:
1-one 1-one2–5
vehicle; vehicle; 2–53–11
vehicles; vehicles; 3–11(a)
vehicles; vehicles; (a) for passenger
for passenger cars;
cars; (b) for (b)trains
road for road
withtrains with the
the length of
length
16.5 m. of 16.5 m.

5.
5. Results
Results
Based
Based on on the
the conducted
conducted research
research the
the following
following typestypes of
of design
design vehicles
vehicles are
are recommended
recommended as as the
the
most frequently encountered ones on the roads: passenger car (P); city bus (CB); bus
most frequently encountered ones on the roads: passenger car (P); city bus (CB); bus (B); articulated (B); articulated
bus
bus (AB);
(AB); truck
truck (T);
(T); road
road train
train consisting
consisting of
of aa truck
truck tractor
tractor and
and semi-trailer
semi-trailer (A16);
(A16); road
road train
train consisting
consisting
of
of a truck and a trailer (A20). The main dimensions of the specified design vehicles are provided
a truck and a trailer (A20). The main dimensions of the specified design vehicles are provided in in
Table 1. The template for the design of curves in the plan with the minimum
Table 1. The template for the design of curves in the plan with the minimum radius of the design radius of the design
vehicle
vehicle is is provided
provided in in Figure
Figure 11.
11. For
For each
each type
type ofof the
the design
design vehicle
vehicle also
also the
the minimum
minimum turning
turning radius
radius
that is provided in Table 2 was specified.
that is provided in Table 2 was specified.
 Computation 2020, 8, x FOR PEER REVIEW
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13 of 21

(a) (b)
Downloaded from mostwiedzy.pl

(c) (d)

Figure 11. Cont.

 Computation 2020, 8,
Computation 2020, 8, 71
x FOR PEER REVIEW 14 of
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22

(e) (f)

Figure 11. Template

Figure 11. Templatefor forthe design
the of curves
design in the
of curves in plan with with
the plan the minimum radius radius
the minimum of the design
of the vehicle:
design
(a) passenger car (P); (b) city bus (CB); (c) bus (B); (d) truck (T); (e) articulated bus (AB); (f) road
vehicle: (a) passenger car (P); (b) city bus (CB); (c) bus (B); (d) truck (T); (e) articulated bus (AB); train
(f)
(A16) [42].
road train (A16) [42].
Table 1. Recommended size of design vehicles (see Figure 11).
Table 1. Recommended size of design vehicles (see Figure 11).
Dimension (m)
Type of Design Designation Dimension (m)
Wheelbase (m) General Overhang
Type ofVehicles
Design Designation Wheelbase General Overhang
RD (1) (2)
TR Length Width Front Rear
Vehicles (m)
Passenger Car P M1 2.90 Length
4.90 Width
1.90 Front 1.10 Rear
0.90
RD 1) TR 2)
City Bus CB M2 6.20 12.0 2.50 2.75 3.05
Passenger Car P M1 2.90 4.90 1.90 0.90 1.10
Bus B M3 6.90/1.30 15.0 2.50 2.60 4.20
City Bus CB M2 6.20 12.0 2.50 2.75 3.05
Articulated Bus AB M3 5.96/6.05 18.4 2.55 2.68 3.71
Bus B M3 6.90/1.30 15.0 2.50 2.60 4.20
Truck T N3 6.80 12.0 2.50 1.50 3.70
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Articulated Bus AB M3 5.96/6.05 18.4 2.55 2.68 3.71

Road Train A16 N3 + O4 3.80/7.02 16.50 2.50 1.43 2.98
Truck T N3 6.80 12.0 2.50 1.50 3.70
Road Train A20 N3 + O4 6.80/4.30 19.80 2.50 1.50 0.70
Road Train A16 N3 + O4 3.80/7.02 16.50 2.50 1.43 2.98
(1) (2)
Note: RD —vehicle designation adopted in the article, TR —designation of cars in accordance with the Technical
Road Train A20 N 3 + O4 6.80/4.30 19.80 2.50 1.50
Regulations “On the safety of wheeled vehicles” (approved by the decision of the Commission of the Customs
0.70
Note: of
Union RD9 December
1)-vehicle 2011
designation
No. 877).adopted in the article, TR 2)-designation of cars in accordance with the
Technical Regulations “On the safety of wheeled vehicles” (approved by the decision of the
Table
Commission of the 2. Minimum
Customs Union turning radius of
of 9 December design
2011 vehicles (see Figure 11).
No. 877).

Minimum Turning Minimum Outer Minimum Inner Radius

Table 2. Minimum turning radius of design vehicles (see Figure 11).
Type of Design Vehicles
Radius (m) Radius (m) (m)
Passenger Car (P) 6.55 Minimum Minimum
6.85 Minimum
4.42
Type
City Bus (C) of Design Vehicles Turning Radius
9.20 Outer
10.54 Radius Inner Radius
5.40
(m) (m) (m)
Bus (B) 10.32 11.52 6.40
Passenger Car (P) 6.55 6.85 4.42
Articulated Bus (A) 13.12 14.21 10.10
City Bus (C) 9.20 10.54 5.40
Truck Bus
(T) (B) 11.07 10.32 11.8211.52 6.15
6.40
Road Train (A16) Bus (A)
Articulated 9.69 13.12 10.1914.21 6.20
10.10
Truck(A20)
Road Train (T) 12.06 11.07 12.6311.82 6.15
8.50
Road Train (A16) 9.69 10.19 6.20
Road Train(A20) 12.06 12.63 8.50
 Computation 2020, 8, 71 15 of 21

The resulting sizes of parking spaces and the scheme of their breakdown are provided in Table 3
and Figure 12. Recommended lengths of parking spaces for longitudinal placement of design vehicles
are presented in Table 4. Recommended schemes and dimensions of parking of buses (a type of rated
car B) with the longitudinal placement, saw tooth and a perpendicular device of aprons are shown in
Figure 13. Considering the foreign experience of organizing parking spaces for large-sized vehicles,
which provides entry and exit from the parking without reversing (Figure 14), and resulting from the
research it is recommended to take the dimensions of parking spaces in accordance with the values in
Table 5.

Table 3. Size of parking elements and average areas of one parking space.

Vehicle Average Area for

Sizes of Elements (m)
Installation 1 Vehicle (m2 )
Angle without with
(Degree) A B C D E F G H I
Manoeuvring
1 2 3 4 5 6 7 8 9 10 11 12
One-way car parking (P)
90 5.0 7.0 17.0 11.5 0.5 6.0 2.5 2.5 0.5 12.5 28.7
60 5.2 4.2 14.6 8.9 0.5 3.2 2.5 2.9 0.5 15.1 25.8
45 4.8 4.0 13.6 8.3 0.5 3.0 2.5 3.5 0.5 16.8 29.0
Two-way car parking (P)
90 5.0 8.0 18.0 12.5 0.5 7.0 2.5 2.5 0.5 12.5 22.5
60 5.2 5.2 15.6 9.9 0.5 4.2 2.5 2.9 0.5 15.1 22.6
45 4.8 5.0 14.6 9.3 0.5 4.0 2.5 3.5 0.5 16.8 25.5
Truck parking (T)
90 13.0 16.1 42.1 28.6 0.5 15.1 3.5 3.5 0.5 45.5 100.1
60 11.8 12.4 36.0 23.7 0.5 11.4 3.5 4.0 0.5 47.2 94.8
45 10.5 8.7 29.7 18.7 0.5 7.7 3.5 5.0 0.5 52.5 93.5
City bus parking (CB)
90 13.0 16.1 42.1 28.6 0.5 15.1 3.5 3.5 0.5 45.5 100.1
60 11.8 12.4 36.0 23.7 0.5 11.4 3.5 4.0 0.5 47.2 94.8
45 10.5 8.7 29.7 18.7 0.5 7.7 3.5 5.0 0.5 52.5 93.5
Downloaded from mostwiedzy.pl

Bus parking (B)

90 16.0 19.0 51.0 34.5 0.5 18.0 3.5 3.5 0.5 56.0 120.7
60 14.3 16.1 44.7 29.9 0.5 15.1 3.5 4.0 0.5 57.2 119.6
45 12.4 11.7 36.5 23.6 0.5 10.7 3.5 5.0 0.5 62.0 118.0
Articulated bus parking (AB)
90 19.5 25.1 64.1 44.1 0.5 24.1 3.5 3.5 0.5 68.3 154.3
60 17.3 20.3 54.9 37.1 0.5 19.3 3.5 4.0 0.5 69.2 148.4
45 14.9 18.5 48.3 32.9 0.5 17.5 3.5 5.0 0.5 74.5 164.5
Road train parking (A16)
90 17.5 23.9 58.9 40.9 0.5 22.9 3.5 3.5 0.5 61.3 143.1
60 16.6 18.9 52.1 35.0 0.5 17.9 3.5 4.0 0.5 66.4 140.0
45 13.5 17.4 44.4 30.4 0.5 16.4 3.5 5.0 0.5 67.5 152.0
Road train parking (A20)
90 21.0 33.0 75.0 53.5 0.5 32.0 3.5 3.5 0.5 73.5 187.2
60 18.6 23.8 61.0 41.9 0.5 22.8 3.5 4.0 0.5 74.4 167.6
45 16.0 21.1 53.1 36.6 0.5 20.1 3.5 5.0 0.5 80.0 183.0
 Computation 8, 718, x FOR PEER REVIEW
2020,2020,
Computation 16 of
1621
of 22

(a)

(b)

Figure Possible
12. 12.
Figure layouts
Possible of the
layouts parking
of the space:
parking (a) two-side
space: parking;
(a) two-side (b) one-side
parking; parking;
(b) one-side a—the
parking; a—the
depth of the
depth parking
of the space;
parking b—the
space; width
b—the of the
width passage
of the between
passage the the
between rows of parking
rows spaces;
of parking c—the
spaces; c—the
distance
distance occupied by the strip for parking and manoeuvring; d—the distance occupied by theforstrip
occupied by the strip for parking and manoeuvring; d—the distance occupied by the strip
parking and travel;
for parking ande—security band; f—manoeuvring
travel; e—security strip; g—the
band; f—manoeuvring width
strip; of the
g—the parking
width place;
of the h—the
parking place;
width of the parking module; i—mark-up line length.
h—the width of the parking module; i—mark-up line length.
Table 4. The length of parking spaces for longitudinal design vehicles.

Buses Road Train

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Design Vehicle Passenger Car (P) Truck (T)

(CB) (B) (AB) (A16) (A20)
Parking space length (m) 6.0 14.0 14.0 17.0 22.5 20.0 24.0

For highways, where trucks and road trains predominate as part of the traffic flow, it is
recommended to plan parking spaces with a transverse arrangement so the trucks do not need
to effectuate a turning manoeuver or movement with minimum radii. The design of the diagonal
parking may vary depending on the angle at which the vehicles are located. To determine the size
of the diagonal parking spaces for trucks, a design vehicle model was created and it modelled the
movement path of the design vehicle, and it also determined the dynamic size. With this in mind,
the main dimensions of the car park were determined (Figure 15). Using the approach above, diagonal
parking sizes were determined at an angle from 30◦ to 45◦ . The planning of the parking space includes
an alternative placement of parking spaces within the car park and modelling using the dynamic
dimensions of the design vehicle at entrances and exits from the parking space. A necessary element
of the organisation of traffic in the car park and the design of parking space is the organisation of an
unimpeded passage of vehicles past parking spaces with a width of 4.5 m. The minimum radius for
entering the car park should be at least 26 m, and at the exit it should be at least 30 m. The dimensions
of parking spaces at different parking angles are presented in Table 5.
 Computation 2020,8,8,71
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22

(a)

(b)
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(c)

Figure 13. The scheme of parking spaces for city buses: (a) when parallel; (b) saw tooth; (c) a
Figure 13. The
perpendicular scheme of
placement parkingtospaces
in relation for city or
the driveway buses: (a) whenzone.
manoeuvring parallel; (b) saw tooth; (c) a
perpendicular placement in relation to the driveway or manoeuvring zone.
 Computation 2020, 8, 71 18 of 21
Computation 2020, 8, x FOR PEER REVIEW 18 of 22

(a)

(b)
Downloaded from mostwiedzy.pl

(c)
Figure 14. Scheme and dimensions of parking spaces for a bus: (a) when parallel; (b) saw tooth; (c) a
Figure 14. Scheme and dimensions of parking spaces for a bus: (a) when parallel; (b) saw tooth; (c) a
perpendicular placement in relation to the driveway or manoeuvring zone (similar scheme is proposed
perpendicular placement in relation to the driveway or manoeuvring zone (similar scheme is
Computation 2020,
for other 8, x FOR
types PEER REVIEW
of buses). 19 of 22
proposed for other types of buses).

For highways, where trucks and road trains predominate as part of the traffic flow, it is
recommended to plan parking spaces with a transverse arrangement so the trucks do not need to
effectuate a turning manoeuver or movement with minimum radii. The design of the diagonal
parking may vary depending on the angle at which the vehicles are located. To determine the size of
the diagonal parking spaces for trucks, a design vehicle model was created and it modelled the
movement path of the design vehicle, and it also determined the dynamic size. With this in mind, the
main dimensions of the car park were determined (Figure 15). Using the approach above, diagonal
parking sizes were determined at an angle from 30° to 45°. The planning of the parking space includes
an alternative placement of parking spaces within the car park and modelling using the dynamic
dimensions of the design vehicle at entrances and exits from the parking space. A necessary element
Figure
of theFigure 15. Elements
15. Elements
organisation of breakdown
breakdown
of traffic
of ofpark
in the car
of the parking
the parking
and thespace for trucks:
design
space for trucks:
of α–β—parking
parking angle;
space is the
α–β—parking Ø—vehicleof an
organisation
angle; Ø—vehicle
installation
installation
unimpeded angle;
passage B–D—manoeuvring
angle; of
B–D—manoeuvring strip; C—parking
strip; C—parking
vehicles past parking spaces with module
module
a width length.
length.
of 4.5 m. The minimum radius for
entering the car park should be at least 26 m, and at the exit it should be at least 30 m. The dimensions
Table 4. The length of parking spaces for longitudinal design vehicles.
of parking spaces at different parking angles are presented in Table 5.
Buses Road Train
Design Vehicle Passenger Car (P) Truck (T)
(CB) (B) (AB) (A16) (A20)
 Computation 2020, 8, 71 19 of 21

Table 5. Sizes of parking spaces at different corners of the parking of trucks (see Figure 15).

Set Angle (Degree) Sizes of Parking Spaces (m) (See Figure 9)

Ø α β B C D
A 16
30 30 30 7.5 12.0 7.5
35 35 35 8.5 13.0 8.5
40 40 40 8.7 13.5 8.7
45 45 45 9.5 15.5 9.5
A 20
30 30 30 8.0 13.0 8.0
35 35 35 9.0 15.5 9.0
40 40 40 9.2 16.5 9.2
45 45 45 10.0 17.7 10.0

6. Conclusions
By studying the size of parking places, it was found out that the recommended dimensions
provided by previously adopted regulatory documents do not comply with the existing traffic flow in
the twentieth century. Regulatory documents contained ambiguous, sometimes even contradictory
information, which is in conflict with the objectives of road safety and its convenience.
The “Methodological recommendations on the design and equipment of highways to ensure
traffic safety” [24] recommend the approximate calculation of the total area of coverage in a parking
place, including the area of manoeuvring the average area per one passenger car of 25 m2 , and per
truck of 40 m2 . In the album of typical projects “Cross-sectional profiles of highways passing through
settlements” (TP503-0-47.86), the average parking area for a truck should be 92.4 m2 , not 40 m2 , as stated
in the methodological recommendations.
The dimensions of parking places recommended by the authors differ from the current regulatory
documents in the direction of increasing the area for the parking space. This is due to the fact
that modern vehicles are wider and longer and require more space for parking and manoeuvring.
Researches have shown that for one passenger car, while taking into account the manoeuvring, 28.7 m2
of parking space is needed. For a road train with the length of 16.5 m, this value is 143.1 m2 of area,
and for a road train with the length of 19.8 m, this value is 187.2 m2 of area, which are substantially
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higher values than defined by regulatory documents.

Based on the research two basic conclusions can be presented. Less than five parking places at an
angle of 90◦ are inefficient for any type of vehicle regarding the area used. When parking places are
located at the angle of 60◦ or 45◦ , up to four parking places are considered to be inefficient regarding
the area used.
Despite the fact that the presented research took into account the characteristics of the traffic
flow in Russia, its results can be applied to different environments taking into consideration different
design vehicles. The methodology of the research is general and applicable also to other countries.
The results, however, depend on the dimensions of design vehicles, which are influenced by maximum
allowable dimensions of vehicles in individual countries. Therefore, the design vehicles in Russia
and Uzbekistan are different from those in the USA, for instance. The results can be used in EU
Member States after slight modifications because the dimensions of design vehicles in the paper are
very similar to maximum allowed dimensions of vehicles and vehicle combinations according to the
Council Directive 96/53/EC.
The research problematics is very relevant because of the need to meet requirements of the EU
regulations related to the mandatory weekly and daily rests of truck drivers that are remotely controlled
by smart tachographs installed in all newly registered freight vehicles in EU Member States from June
2019. This would be very difficult without a sufficient number of suitable parking areas.
 Computation 2020, 8, 71 20 of 21

The provided recommendations can be useful also for designing parking in open areas near
shopping centres, state institutions, universities, the custom controls, driver rest areas (many functional
recreation areas) and other suitable open areas. All these are part of smart parking systems in today’s
Smart Cities.

Author Contributions: Conceptualization, M.M.; methodology, M.M.; software, J.A.; validation, J.A., J.Z. and
M.M.; formal analysis, J.Z.; investigation, J.A.; resources, J.A.; data curation, J.A.; writing—original draft
preparation, J.A.; writing—review and editing, J.Z. and J.J.; visualization, J.A.; supervision, M.M.; project
administration, M.M.; funding acquisition, M.M. All authors have read and agreed to the published version of
the manuscript.
Funding: This paper was supported by the Project 586292-EPP-1-2017-1-PL-EPPKA2-DBHE-JP—INTRAS—
Intelligent Transport Systems: New ICT–based Master’s Curricula for Uzbekistan, co-funded by the ERASMUS+
scheme under grant agreement n. 2017-3516/001-001.
Conflicts of Interest: The authors declare no conflict of interest.

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