EMBARQ Türkiye Yol Güvenliği Laboratuvarı-RSLab Projesi (EMBARQ Turkey Road Safety Laboratory-RSLab Project) - Celal Tolga İmamoğlu - EMBARQ Turkey - CODATU 2015

EMBARQ TURKEY ROAD SAFETY

LABORATORY (RSLab) PROJECT

RSLab (5 Cities): EMBARQ Turkey, we aim to support cities

and the government in achieving their ambitious targets by

2020 (Decade of Action Road Safety Plan aims to reduce

traffic fatalities by 50% by 2020), build local capacity by

emphasizing the importance of data collection and road

safety audits in the transport planning phase, and promoting

sustainable transport practices that saves lives. EMBARQ

Turkey has embarked on a new project, Road Safety

Laboratory, to achieve these goals.

EMBARQ TURKEY –RSLAB PROJECT

PROJECT TEAM

İMAMOGLU ,CELAL TOLGA

Tranportation Engineer M . Sc.

Road Safety Projects Manager

EMBARQ TURKEY

Gümüşsuyu Mahallesi

İnönü Caddesi

Saadet apt. No:29/7

Tel:212 243 53 05

E-Posta: [email protected]

GHASEMLOU, Kiarash

Tranportation Engineer M.Sc.

EMBARQ TURKEY

Gümüşsuyu Mahallesi

İnönü Caddesi

Saadet apt. No:29/7

Tel:212 243 53 05

E-Posta:

[email protected]

PROJECT TEAM

BAŞARAN,SİVE,

Civil Engineering Student

PROJECT ASİST.

EMBARQ TURKEY

Gümüşsuyu Mahallesi

İnönü Caddesi

Saadet apt. No:29/7

Tel:212 243 53 05

E-Posta: [email protected]

WASS CARSTEN,

Certified Road Safety Auditor

CONSİA CONSULTİNG

Headquarters

Consia Consultants

Skelbaekgade 4, 6th.

DK-1717 Copenhagen V

Denmark

EMBARQ TURKEY RSLab PROJECT CITIES

KONYAMALATYA

KAYSERİ ESKİŞEHİR

ANTALYAKOCAELİ

EMBARQ TURKEY RSLab PROJECT

Overall

25Black

Spots

5 Black

Spots

5 Cities

EMBARQ TÜRKİYE RSLAB PROJECTS

5

Cities

5

Customized Reports

EMBARQ TURKEY RSLab PROJECT

22 Road

Safety Inspection

3 Road Safety Audit

25Road Safety Works

EMBARQ TURKEY RSLAB PROJECT

UNDER LİGHT OF ROAD SAFETY ENGİNEERİNG RECOMMENDATIONS

25 Road

Safety Studies

LIVES SAVED

70

TOTAL NUMBER OF TRAFFİIC CRASHES WİLL BE PREVENTED

500

EMBARQ TURKEY RSLAB PROJECT PROSESS

Analysing Accidents

Data

Identification of Black

Spots

Road Safety Inspections

(black spot treatment)

Reporting

Data Collection

DATA COLLECTION

Data Collection

Responsability of police

collecting of accident data

Trafficaccidents

server where data is stored

They don’t want to share

data

DATA COLLECTION

Police officier is filling out

the report on accident field

Police officier is digitizing the report

Police officier is importing the report to

POLNET

DATA COLLECTION

ERRORS IN DATA

COLLECTION

GPS ERRORS

THE MISTAKES

MADE WHILE THE REPORTS

DIGITIZING

DEFICIENCIES IN TRAFFIC ACCIDENT REPORTS

LACK OF

TRACKİNG

FATALİTİES

NUMBER

DATA COLLECTION

DATA COLLECTION

ANALYSING DATA

KNOW HOW

SOFTWARE

DATA QUALITY

ANALYSING DATA

Lack of Expert

Lack Of SoftwarePoor Data Quality(

traffic volume, mobility value etc..)

PTV VİSUM SAFETY

RAW ACCIDENTS DATAS

RAW DATAS

BA

CD

A Arrangement of Raw Datas

B Importing the datas to Visum Safety

C Creating the Heat Maps

D Identification of Black Spots

HEAT MAPS

INVOLVED ROAD USERS

ACCIDENT DATA DISTRIBUTION

Hourly/ Daily/ Monthly

ACCIDENT DATA DISTRIBUTION

HEAT MAPS ( ONLY PEDESTRIAN ACCIDENTS)

INVOLVED ROAD USERS IN PEDESTRIAN ACCIDENTS

DATA DISTRIBUTION

Hourly / Daily / Monthly

DATA DISTRIBUTION

HEAT MAPS ( ONLY BICYCLE ACCIDENTS)

INVOLVED ROAD USERS IN BICYCLE ACCIDENTS

DATA DISTRIBUTION

ROAD SAFETY STUDIES

•Road Safety Audit

• Improved Standards

• Road Safety Inspectıons

• (Black Spots Treatment)

ROAD SAFETY INSPECTIONS- ENFORCEMENT

ROAD SAFETY INSPECTIONS – ROAD LIGHTING CONDITIONS

IDENTIFICATION OF BLACK SPOTS PROCESS

PROBLEM

Many vehicles were observed

braking in the curve. It was obvious

that the curve came as a surprise

to drivers.

PROBLEM

Most of the accidents occurred

right after the curve where the kerb

has multiple damage

PROBLEM

The curve is signed with a double

chevron marker and two single

chevron markers. These are not

sufficient to warn drivers and to

show the alignment of the curve.

The best solution would be to increase the radius of the curve and give

it sufficient super elevation but this would be costly and could involve

expropriation of land.

The only other possibility is to reduce the speed to match the radius

and the cross slope. In this case the speed should be reduced to 60km/h.

Physical means are necessary to obtain this. As humps are probably too

abrupt for this type of road a set of speed cameras could be used instead.

Rumble strips could also be considered but they do not seem to be

sufficiently efficient in Turkey and they wear out quickly.

RECOMMENDATIONS

Pre-warning signs of the speed limit and the curve should be

installed. They should be highly reflective and preferably have a

fluorescent backing board.

In the curve single chevron signs should be placed at shortdistance along the entire curve.

It is also recommended to make no overtaking in the curve bysigns and full lane markings supplemented with acoustic lines onboth sides.

RECOMMENDATIONS

It is assumed that 16 of the accidents will be affected by

changing the speed in the curve. We can expect an effect of

about 60% on injury accidents. Taking the regression effect

into consideration the expected saving in injury accidents

will be 8.0 accidents.

The total estimated effect is a reduction of 2 injury

accidents per year.

RESULTS

IDENTIFICATION OF BLACK SPOT PROCESS

BLACK SPOT- MEVLANA STREET

INVOLVED ROAD USERS

MEVLANA STREET-TRAM PROJECT ALONG THE STREET

Background

Mevlana Street is considered the central street of the city centre of Konya. Itis lined with historical buildings of great importance.

Today the street carries vehicle traffic in two lanes in each direction.

Pedestrian traffic is very dense with demands for crossing all along thelength of the street. This has led to very high accident numbers. 115accidents were registered in a five-year period. Given that the length of thestreet is only 780m the rate of accidents is 30 injury accidents per km peryear.

A project has now been initiated for establishing a bi-directional tram line inthe middle of the street. Construction is ongoing and is scheduled to finishin the middle of 2015.

The intension is to keep two lanes for vehicle traffic by allowing car driversto use the tram lanes except at the station

Black Spot-Mevlana Street Audit Challenges

ObservationIn cities around the world the trend is to make city centres more liveable by reducing car traffic and increasing space for pedestrians and cyclists. This can be combined with good public transport for example by letting trams run in pedestrian streets as the example from Amsterdam in the picture below.

Black Spot-Mevlana Street Audit Challenges

It is strongly recommended to consider such a solution for Mevlana Street. Experience from other cities having adapted such a solution shows very positive effects on liveability, turnover of shops along the street and most importantly a significant improvement in road safety. The project opens for a unique opportunity for Konya to upgrade one of its most important historical areas. For example the Kayali Park and the square in front of the ŞerafettinMosque could be joined in a unique city space.If this is not feasible, vehicle traffic should be limited to one lane in each direction, or even better one lane in only one direction. Raised pedestrian crossings placed at every 80-100m should secure that vehicle speeds are kept below 30km/h.It cannot be recommended to let vehicles use the tram lanes. The give-way rules between trams and vehicles will be unclear and drivers may erroneously drive into the station area. Also, allowing driving in the tram line will deteriorate the respect of the tram lanes in other parts of the city.Furthermore, keeping two vehicle lanes in each direction opens for overtaking and with no speed reducing measures will probably lead to the same high accident rates as today.

Black Spot-Mevlana Street Audit Challenges

ROAD SAFETY AUDIT

ROAD SAFETY AUDIT

ROAD SAFETY AUDIT

ROAD SAFETY AUDIT

IMPLEMENTATION-3M TRAFFIC SAFETY

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