EMBARQ Türkiye Yol Güvenliği Projeleri Yöneticisi Celal Tolga İmamoğlu, CODATU 2015'in Barselona, Zahle ve Beyrut'tan vaka incelemelerinin olduğu 'Road Safety and Security in Cities' oturumunda EMBARQ Türkiye'nin beş ilimizde yürüttüğü Yol Güvenliği Laboratuvarı Projesi'ni anlattı. Yapılan önerilerle, 70 kişinin hayatı kurtarılırken, 500 çarpışmanın da engellenebileceği öngörülüyor. CODATU 2015: Enerji, İklim ve Hava Kalitesi Sorunu: Gelişmekte olan Ülkelerde Kent içi Ulaşım Politikalarının Rolü EMBARQ Turkey Road Safety Projects Manager Celal Tolga İmamoğlu presented RSLab (Road Safety Laboratory) Project that EMBARQ Turkey has implemented in 5 cities in Turkey, during 'Road Safety and Security in Cities' session of CODATU 2015 containing case studies from Barcelona, Zahle and Beirut. According to the recommendations, 70 lives will be saved and 500 crashes will be prevented. CODATU 2015: Energy, Climate and Air Quality Challenge: The Role of Urban Transport Policies in Developing Countries

1. EMBARQ TURKEY ROAD SAFETY
LABORATORY (RSLab) PROJECT

2. 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

3. 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: timamoglu@embarqturkiye.org
GHASEMLOU, Kiarash
Tranportation Engineer M.Sc.
EMBARQ TURKEY
Gümüşsuyu Mahallesi
İnönü Caddesi
Saadet apt. No:29/7
Tel:212 243 53 05
E-Posta:
kghasemlou@embarqturkiye.org

4. 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: sbasaran@embarqturkiye.org
WASS CARSTEN,
Certified Road Safety Auditor
CONSİA CONSULTİNG
Headquarters
Consia Consultants
Skelbaekgade 4, 6th.
DK-1717 Copenhagen V
Denmark

5. EMBARQ TURKEY RSLab PROJECT CITIES
KONYAMALATYA
KAYSERİ ESKİŞEHİR
ANTALYAKOCAELİ

6. EMBARQ TURKEY RSLab PROJECT
Overall
25Black
Spots
5 Black
Spots
5
Cities

7. EMBARQ TÜRKİYE RSLAB PROJECTS
5
Cities
5
Customized
Reports

8. EMBARQ TURKEY RSLab PROJECT
22 Road
Safety
Inspection
3
Road
Safety
Audit
25
Road
Safety
Works

9. EMBARQ TURKEY RSLAB PROJECT
UNDER LİGHT OF ROAD SAFETY ENGİNEERİNG RECOMMENDATIONS
25Road
Safety Studies
LIVES SAVED
70
TOTAL NUMBER OF TRAFFİIC
CRASHES WİLL BE PREVENTED
500

10. EMBARQ TURKEY RSLAB PROJECT PROSESS
Analysing
Accidents
Data
Identification
of Black
Spots
Road Safety
Inspections
(black spot
treatment)
Reporting
Data
Collection

11. DATA COLLECTION
Data
Collection
Responsability
of police
collecting of
accident data
Traffic
accidents
server where
data is stored
They don’t
want to share
data

12. 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

13. 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

14. DATA COLLECTION

15. DATA COLLECTION

16. ANALYSING DATA
KNOW HOW
SOFTWARE
DATA
QUALITY

17. ANALYSING DATA
Lack of Expert
Lack Of Software
Poor Data Quality(
traffic volume,
mobility value etc..)

18. PTV VİSUM SAFETY

19. RAW ACCIDENTS DATAS
RAW DATAS

20. BA
CD
A Arrangement of Raw Datas
B Importing the datas to Visum Safety
C Creating the Heat Maps
D Identification of Black Spots

21. HEAT MAPS

22. INVOLVED ROAD USERS

23. ACCIDENT DATA DISTRIBUTION
Hourly/ Daily/ Monthly

24. ACCIDENT DATA DISTRIBUTION

25. HEAT MAPS ( ONLY PEDESTRIAN ACCIDENTS)

26. INVOLVED ROAD USERS IN PEDESTRIAN ACCIDENTS

27. DATA DISTRIBUTION
Hourly / Daily / Monthly

28. DATA DISTRIBUTION

29. HEAT MAPS ( ONLY BICYCLE ACCIDENTS)

30. INVOLVED ROAD USERS IN BICYCLE ACCIDENTS

31. DATA DISTRIBUTION

32. ROAD SAFETY STUDIES
•Road Safety Audit
•Improved Standards
• Road Safety Inspectıons
• (Black Spots Treatment)

33. ROAD SAFETY INSPECTIONS- ENFORCEMENT

34. ROAD SAFETY INSPECTIONS – ROAD LIGHTING CONDITIONS

35. IDENTIFICATION OF BLACK SPOTS PROCESS

37. PROBLEM
Many vehicles were observed
braking in the curve. It was obvious
that the curve came as a surprise
to drivers.

38. PROBLEM
Most of the accidents occurred
right after the curve where the kerb
has multiple damage

39. 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.

40. 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

41. 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 short
distance along the entire curve.
It is also recommended to make no overtaking in the curve by
signs and full lane markings supplemented with acoustic lines on
both sides.
RECOMMENDATIONS

43. 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

45. IDENTIFICATION OF BLACK SPOT PROCESS

46. BLACK SPOT- MEVLANA STREET

47. INVOLVED ROAD USERS

48. MEVLANA STREET-TRAM PROJECT ALONG THE STREET

49. Background
Mevlana Street is considered the central street of the city centre of Konya. It
is 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 the
length of the street. This has led to very high accident numbers. 115
accidents were registered in a five-year period. Given that the length of the
street is only 780m the rate of accidents is 30 injury accidents per km per
year.
A project has now been initiated for establishing a bi-directional tram line in
the middle of the street. Construction is ongoing and is scheduled to finish
in the middle of 2015.
The intension is to keep two lanes for vehicle traffic by allowing car drivers
to use the tram lanes except at the station
Black Spot-Mevlana Street Audit Challenges

50. Observation
In 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

51. 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 Şerafettin
Mosque 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

52. ROAD SAFETY AUDIT

53. ROAD SAFETY AUDIT

54. ROAD SAFETY AUDIT

55. ROAD SAFETY AUDIT

56. IMPLEMENTATION-3M TRAFFIC SAFETY

57. www.thecityfixturkiye.com

58. THANK YOU