IX / IX International Conference

ROAD SAFETYIN LOCAL COMMUNITY

/ CONFERENCE JOURNAL

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, / Zajecar, Serbia Hotel9 11. 2014. / April 9 11, 2014.

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dr Alan ROSS,DEE Global, England

prof. dr Davor BR,, FPZ,Fakultet prometnih znanosti, Zagreb, Hrvatska

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FOREWORD

Dear friends and supporters of road safety, the participants of IX International Conference Road Safety in LocalCommunities,

In the name of the Scientific and Organizing Committee of the Conference, we want to thank you for the time you dailydedicate to road safety. We want to thank you, in spite of numerous difficulties and misunderstandings, especiallyinsufficient knowledge and lack of political support, for persistent and consistent development and directing of theoryand practice of road safety.Today humanity is facing major challenges of road safety:

x growth in the number of traffic casualties has not been successfully stopped yet and global positive trends arenot stabilized,

x DIFFERENCES between developed, developing and undeveloped countries are still enormous,x generally accepted measuring instruments of road safety level or methods for identification and ranking of

road safety problems were not found,x permanent, sustainable and global road safety management is not established,x public, and especially political public does not understand or accept that investing in road safety is not an

expense, but a good investment,x large number of states, especially responsible officials in local communities have not understood that road

safety can be managed, and still consider road traffic casualties as a rain, God will or destiny at which man hasno influence,

x only the most developed countries and the most aware individuals accepted the opportunity and widelypromote view that traffic accidents are result of our inactivity, system errors and insufficientcommitment,

x decision makers did not understand that the optimal development of road safety must be based on science!United Kingdom, Sweden and the Netherlands are examples of countries which have the most developedscience of road safety and that is why they are the most successful in reducing the number of people killed andinjured on the roads today,

x Yet most countries is stubbornly resisting to the idea that improving of road safety can be permanent andeffective only if it is science-based and because of that they have not developed strong protection system,or created conditions for road safety management.

In the described conditions, the International Conference Road safety in the communities is a true jewel that shines inthe greyness of everyday, unnecessary and shameful suffering that we do not know, we do not want or we cannot stop.Suffering in traffic is increasingly seen as a national disgrace and inhumane humiliation which we should notaccept. On the contrary, we are responsible for all the suffering in traffic, and we must organized, systematically andcoordinated to take all proved measures to stop this suffering.

After a series of important international documents, International road safety management standard, ISO 39001(2012) is the first official international document which predicts traffic with no fatalities!

The Conference has the ambition to direct the attention of everyone, especially the professional, political and generalpublic to the fact that traffic accidents can be permanently stopped with our work and successful, science-basedinterventions.

PRESIDENTORGANIZATIONAL BOARD

PRESIDENTSCIENTIFIC BOARD

Mr, Sc. Miladin Nei, T.E., lecturer Prof. Krsto Lipovac, PhD, T.E.

11080196www.kpa.edu.rs

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1. ANALYSIS OF ROAD BLACK SPOTS IDENTIFICATIONMETHOD IN REPUBLIC OF CROATIAGoran Zovak,Davor BrL,eljko ari

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2. TEHNIKE MERE ZA USPORAVANJE SAOBRAAJANA DRAVNIM PUTEVIMAVlado Rakoevi,Ivana Suboti,Filip Trpevski

273

3. PARAMETRI VIDLJIVOSTI KAO KLJUNI ASPEKTBEZBEDNOSTI PEAKIH PRELAZA

Vladan kerovi,Mirko Gordi,Nikola Galovi,Andrej ureti

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7.IMPACT ANALYSIS OF THE TYPE OF LEFT TURNCONTROL ON TRAFFIC SAFETY AT SIGNALIZEDINTERSECTIONS IN SKOPJE

Daniel Pavleski 301

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AKTIVNOSTI LOKALNE ZAJEDNICE UIMPLEMENTACIJI MJERA ZA TEHNIKOREGULISANJE BEZBJEDNOSTI PJEAKA U URBANIMSREDINAMA

Osman Lindov,Adnan Omerhodi,Samir Daferovi

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9. PASSIVELY SAFE INFRASTRUCTURE AND ITSAPPLICATION IN EUROPEAN COUNTRIES Demeter Prislan 313

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13.REVIZORI CESTOVNE SIGURNOSTI KAO FAKTORPOVEANJA SIGURNOSTI PROMETA U LOKALNIMZAJEDNICAMA

Ivan Jagati,Vlado Buani,Marko otari,Slavia Babi

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15. ANALIZA TRAJNOSTI I RETROREFLEKSIJE OZNAKANA KOLNIKU Iva To 349

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17. TEHNIKI PREGLED VOZILA U BUDUNOSTI KONTROLA ELEKTRONSKIH SISTEMA VOZILASneana Petkovi,Nataa Kosti,eljko uri

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19.ANALYSIS OF TRAFFIC ACCIDENT PATTERNS OFPUBLIC TRANSPORT BUSES IN SKOPJE - CASE OF JSP"SKOPJE"

Nikola Krstanoski,Ile Gjorgievski 373

20. SIGURNOST TRAMVAJSKOG PROMETA U GRADUZAGREBU Goran Radosovi 379

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25.KOLIKO VOZAI U EVROPI ZAISTA ZNAJU DAPRUE PRVU POMO REZULTATI PISA EURO TESTISTRAIVANJA

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29. STRUKTURNA OBELEJA SAOBRAAJNE POLICIJE UREPUBLICI SRBIJIObrad Stevanovi,Dalibor Keki 431

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X34. ZNAAJ KAMPANJA ZA POVEANJE BEZBEDNOSTISAOBRAAJA

Svetlana Levi,Danijel Stevanovi,Aleksandar Trifunovi,Aleksandra Jankovi

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35. ULOGA PROMETNOG PSIHOLOGA U DESETLJEUAKCIJE ZA SIGURNOST PROMETA NA CESTAMALjiljana Miku,Dubravka Svilar Blaini 467

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APLIKACIJA OPERATORA NAD PIKSELIMA ZAPOBOLJANJE OPTIKOG PREPOZNAVANJAKARAKTERA U ALGORITMU ZA AUTOMATSKOPREPOZNAVANJE TABLICA

Vojislav Luki,Zdravko Popovi 479

38. ANALIZA RADA I PRIMENA NOVIH PROPISA U RADUAUTO KOLA

Milica Kosti,Svetozar Kosti,Pavle Gladovi,Dejan Bogievi

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MODEL 5 495

VLATACOM 496

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ANALYSIS OF ROAD BLACK SPOTS IDENTIFICATION METHODIN REPUBLIC OF CROATIA

Goran Zovak1, Davor BrL2, eljko ari3

Abstract: In the Republic of Croatia in the last ten years, the number of persons killed in road traffic is reduced. However, itis still not enough to be compared with the developed countries of the European Union. According to the internationalexperience, identification of black spot and hazardous locations in road traffic is one of the most effective ways to reduce thenumber of traffic accident. Identification of black spot locations has a long tradition in the traffic engineering, but it is evidentthat European countries still dont have same principles for identifying black spot. One of the reasons is their general level oftraffic safety. The countries which have developed methodology for identifying black spot a long time ago today have a veryhigh level of traffic safety. Methodology for the identification black spots range from simple marking of dangerous locationsto more sophisticated techniques used to assess the expected number of accidents and determines the potential for improvingroad safety. In this paper it is analyzed the current methodology and the impact of black spot identification on the road safetyin the Republic of Croatia. Based on the analysis are recommended measures for improvement the black spots identificationsystem.

Keywords: Black spot, traffic accidents, traffic safety

1. INTRODUCTION

Identification and remediation of black spot is one of the most effective ways to increase the road safety. A prerequisitefor identification of black spot and management of road traffic safety is the systematic collection of data in traffic accidents.The most important stage in black spot management, except analysis and treatment, is the identification of black spot, whichinclude a serious of procedures to detect black spot on the road network. Methodology of the identification the black spot isin range from simple marking of black spot to sophisticated techniques which implies evaluating the expected number oftraffic accidents and determination of potential for the safety improvement. Countries that have developed system andmethodology for identification of black spot before many years now have a very high level of traffic safety.

Croatia does not have a methodology for determination of black spot for all types of roads, in most cases the black spotare identificated on the basic of ranking the number of traffic accidents on specific location. With this approach, which doesnot take all relevant parameters or systematically identification characteristic of black spot, is possible that some black spotremain unidentified. This approach may have negative effect to the road safely.

2. ANALYSIS OF ROAD TRAFFIC SAFETY IN REPUBLIC OF CROATIA

Road traffic safely in Croatia is regulated by the Law of road traffic safety, which has been in use since 4. June 2008th.The level of the road traffic safety usually is defined by the number of persons who died in traffic accidents in certain periodof time. Depending of methodology, the number of person died in road traffic accidents could be shown in ratio 100 000inhabitants, 100 000 drivers or 100 000 vehicles.

1 Head of Department Of Traffic Accident Expertise Zovak Goran, Ph.D, Faculty Of Transport And Traffic Sciences, Vukelieva 4, Zagreb,Croatia, goran.zovak@fpz.hr2 Head of Division Of Transport and Department of Urban Transport BrL Davor, Ph.D, Faculty Of Transport And Traffic Sciences,Vukelieva 4, Zagreb, Croatia, davor.brcic@fpz.hr3 Head of Laboratory for Traffic Accidents Expertise ari eljko, B.Sc, Faculty Of Transport And Traffic Sciences, Vukelieva 4, Zagreb,Croatia, zeljko.saric@fpz.hr

Goran Zovak, Davor BrL, eljko ariANALYSIS OF ROAD BLACK SPOTS IDENTIFICATION METHOD IN REPUBLIC OF CROATIA

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Informations about the number of traffic accidents are collected, in the margin of their authority, by the CroatianMinistry of Interior. The Ministry of Interior is publishing collected informations, once a year in the Report of road safety.The collected informations represents statistical data which are used for the analysis of road safety.

100.000 inhabitants100.000 drivers100.000 vehicles

Figure 1. The number of people died in ration per 100.000 inhabitants, drivers and vehicles. (Report of road safety, theRepublic of Croatia, Ministry of Interior, Zagreb, 2012)

According to available data, in the past 10 years in the Republic of Croatia, the number of registered motor vehiclesdrivers is increased for 15.4%, while the number of registered motor vehicles has increased for 13.0%. (Report of road safety,the Republic of Croatia, Ministry of Interior, Zagreb, 2012)

During the period between 2003 till 2012, there has been 574.000 traffic accidents which caused death of 5.590 people,the 40.000 people were difficultly injured, and 177.000 people were slightly injured. The biggest increase of the trafficaccidents was in 2003, when there were 92.102 traffic accidents. Secondly, in the 2003 there was the biggest number ofdeaths 701, and after this, the number of deaths in traffic accidents was decreased in 2012. to the number of 393. In thepast ten years, it is shown decreasing of the number of deaths regardless of the methodology which was used to display it(Figure 1).

Location of traffic accidents shows that the most traffic accidents in past two years was occurred in the city of Zagreb andin the Splitsko dalmatinska county.

Accordingly to the Law of Roads, in the Republic of Croatia, public roads include: highways, state roads, county roadsand local roads. Except the above mentioned roads, there are specially defined non categorized roads as public roads.

Figure 2. Deaths according to categorization of roads in 2012. (Report of road safety, the Republic of Croatia, Ministry ofInterior, Zagreb, 2012)

According to the statistic, the most accidents happens on the roads in the settlements (43%), followed by state roadsoutside of the settlements (22%), highways (12%) and other roads (Figure 2).The Ministry of Interior also collects data aboutcauses of road traffic accidents, based on the investigation of the police officers after traffic accidents. However, this datacould show certain inconsistency taking into account that the data are not based on valid court decisions or professionaltraffic-technical expertise. According to the statistic, the Republic of Croatia has been in 21st position of 24 European countries, in 2011th, in thenumber of deaths in traffic accidents per 100.000 inhabitants. These data indicate the need for additional and enhancedengagement so it could be able to follow the trends of highly developed country.

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Local roads outside the settlements

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3. NATIONAL ROAD TRAFFIC SAFETY PROGRAMME OF CROATIAN REPUBLIC

One of the elements which have contributed to reducing of the number of traffic accidents, among the stricter lawregulations, is systematic implementation of National Safety Road Programme. First programme of National Programme wasadopted in 1994, for the period of two years, and immediately brought good results. After the first, next National Programmewas adopted for period between 1996 till 2000, in which there were intention to connect with positive movement of Europeancountries. The next programme which was adopted for period between 2001 and 2005, the sources of financing were defined(the budget, part of the budget collected from technical inspection of vehicles and part of necessary vehicle insurance).National Programme which were adopted for period between 2006. till 2010., set the concrete objective which was todecrease number of deaths in traffic till 2010, to the 10 deaths per 100 000 inhabitants. Considering that in 2010 was 9,6deaths per 100 000 inhabitants, the goal of the National Programme was reached. (Figure 3.). One of the reasons fordecreasing of deaths was remediation of black spots, which was one of the strategically objectives in programme. In the lastten years, with the budget of the National Programme has been made project documentation for fixing of 64 black spots onstate roads, county roads and local roads in the whole territory of the Croatian Republic. In all remediated black spots, thenumber of traffic accidents and deaths has been decreased significantly, or the accidents do not happen at all. After lastsuccessful National programme of road safety, government of Croatian Republic adopted fifth National program of roadsafety of the Republic of Croatia 2011.-2020., and its frame and duration are based on provisions and guidelines of theMoscow declaration of the 2009th, the United nations declarations 62/244 from March 2010., and on the basis of adoptedfourth action program of the European Commission.

Figure 3. Number of deaths between 2006 and 2010. (Report of road safety, the Republic of Croatia, Ministry of Interior,Zagreb, 2012)

Measures which should lead to success will be conducted in following fields of action:x Changing of traffic behaviourx Improved road infrastructurex Safer vehiclex Effective medical care after traffic accidentsx Other areas of activity.

Till now, results do not show good results, because there were not reached annual objectives. In 2012 there has been2,6% of deaths more than the National programme predicted.

4. BLACK SPOTS IN ROAD TRAFFIC

Black spot in road traffic generally represents the location in which above-average number of traffic accidents occurs.Should be considered that the term black spot is not regulated by the law, there are several derivatives of this term. In ournational literature this spots are also named as dangerous road location or hot spots of road traffic.

National authors are differently interpreting the term of black spot, so black spots are defined as parts of road on whichincrease number of accidents with deaths and higher material damage occurs.(Cerovac et al, 2001:19).Dangerous road locations or black spots on the road are places on which the risk of traffic accident is significantly higherthan on the other road locations (Gledec et al, 2009:34). Also some authors explain the distribution of black spot on roads inCroatia. (Brlek et al, 2004:81)

The locations of accumulation of traffic accidents (especially dangerous places) or black spotsBlack spot is considers as location on which more of the twelve accidents with injuries and deaths occurred, on the length

of 100 (m) from the intersection or 300 (m) of segment of the road in the past five year. If the length of the section betweentwo intersections is less than 250 (m), the intersections are included in the section. The intersection as a dangerous place, areattributed also traffic accidents that occur 20 (m) outside edges of the roadway intersections final lanes (pouring, spilling).

Goran Zovak, Davor BrL, eljko ariANALYSIS OF ROAD BLACK SPOTS IDENTIFICATION METHOD IN REPUBLIC OF CROATIA

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Intersections are mostly tested separately from the road section. The large uneven intersections are complex and may beconsisted of sections and parts of intersections (pouring, spilling)

Black spotsBlack spots are places in which higher than average number of traffic accidents occurs, but less than on the places of

accumulating traffic accidents. Such black spots could be classified in different ways, according to the different criteria.In the professional international literature, dangerous spots are also defined in various terms, the most common terms are:Black spot, Hot spot, hazardous Road locations. In the most cases, the authors in their articles are using one of the terms andsome authors identify those terms. (Elvik et al, 2008:1831; Cheng et al, 2008:76) Although there is no standardizedterminology, from analysis of national and foreign literature it could be conclude that the black spot in road traffic are definedas locations on which above-average number of accidents occurs in comparison with other similar locations. This definitionis the most common and it is also mentioned in the final report of the project RIPCORD ISEREST PRIORITY 1.6.,Sustainable development, global change and Ecosystem 1.6.2: sustainable Surface Transport from sixth framework programof the European Union. In the Republic of Croatia, as in some countries of the European union, there is no standard definitionof black spot in road traffic However, some countries such as Norway, have introduced a formal definition of hazardousplaces (Eng. Black Spot) which is:Black spot is considered as every section of road, length not greater than 100(m), with atleast four traffic accidents with injuries registered in the past five years (Srensen and Elvik et al, 2008:21).

5. ANALYSIS OF ROAD BLACK SPOTS IN REPUBLIC OF CROATIA

In Croatia, as mentioned, there is no systematic model of identification dangerous area, which is applicable to all types ofroads as is used in the countries of the European Union. The only known criteria for determining black spots is one that isused for state roads that are under the authority of the Croatian roads. According to these criteria the black spot could becalled an intersection or road segment in length of 300 (m), or as black spots may be called a part of road length of 300 (m) to1000 (m), with the condition that satisfy one of the next three criteria:

x If on the critical location has occurred 12 or more road traffic accidents with injured persons in past three years,x If in the monitored location 15 or more accidents are recorder regardless to the consequences, in past three yearsx If in the critical location three or more identical accidents has occurred with the same group of participants,

with the same moving direction and with the same conflict area etc.The company Hrvatske ceste d.o.o., has processed, till now, 336 locations defined as state roads as locations on which the

number of accidents, and with this the number of injured persons, may reduce with construction-technical or trafficremediation measures. (Table 1). Every located place is defined by the information of location and description of black spot,and data of relevant offices for maintenance and in competence of the Police administration. Except mentioned, informationsof road and the technical characteristic of the location, category and number of the road, the type of the road curtain,signalling, speed limits and the informations about black spot: alignment gradient, width of traffic lanes, transverse andlongitudinal gradient, visibility length with supporting graphic processing, cartographic view, macro and micro of thelocation and photos of the road and its surrounding from drivers perspective. Within the catalogue there are also the dataabout traffic accidents and their consequences for the period of the past five years, so as the proposed measures for fixing.

From the analysis of the information from this catalogue can be concluded that the most common black spots on stateroads appear as sharp turns, to be specific in unclear views turns. In further analysis it is evident that the following are theintersections with different modalities, especially the intersection of secondary and main roads with the form of T-intersection, where for the (left) turn off the main road has no special lane (called deflectors left) as the most common.

Table 1. Number of Black spots in Republic of Croatia counties

County Black spotsBjelovarsko-bilogorska 15Brodsko-posavska 6Dubrovako-neretvanska 14Istarska 37Karlovaka 12Koprivniko-krievaka 13Krapinsko-zagorska 12Liko-senjska 14Meimurska 8Osjeko-baranjska 11Poeko-slavonska 14Primorsko-goranska 28Sisako-moslavaka 8Splitsko-dalmatinska 48ibensko-kninska 17Varadinska 9Virovitiko-podravska 5Vukovarsko-srijemska 9Zadarska 40Zagrebakoj upaniji 19

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Within the comparison of information about traffic accidents which were recorded in three-year period before and in thesame period after fixing black spots, it has determined that there was overall decrease of traffic accidents for 76,2%, thenumber of deaths for 90,3%, seriously injured for 75,3% and number of slightly injured for 72,3% (http://www.hrvatske-ceste.hr/default.aspx?id=60-20.01.2014.).

6. CONCLUSION

Identification and black spots management has long tradition in traffic engineering, but it is visible that Europeancountries do not use fully similar principles of identification of black spots. The cause for this is different traffic andtechnology factors of the countries and general level of their traffic safety.From the analyses, it is evident that the current level of road safety in the Republic of Croatia is not at a satisfactory level,and new methods are needed to increase road safety.According to national and international experience, one of the most effective ways is relevant to the identification and fixingof black spots.

The method also shows some weaknesses because it does not take into account the parameter of density of traffic in blackspots which can display more relevant results and help in the ranking of dangerous places.

From the analysis presented in this paper, it is evident that the existing methodology for determining black spots can onlypartially be used for local roads. Although the values of certain parameters of the existing methodology (period of time, thelength of the observed section) may be used to determine black spots on local roads, such a methodology, because of its highsensitivity to the number of registered accidents, is not suitable for urban areas. In this field it is necessary primarilydetermine the institutions which would be the holder of this work and after that step it will be possible to, based onprofessional and scientific analysis, define the relevant methodology for determination of black spots on local roads.

7. BIBLIOGRAPHY

[1] Brlek, P. (2004). Metode centralne projekcije prometne signalizacije na cestama, Master thesis, Faculty OfTransport And Traffic Sciences

[2] Cerovac, V. (2001). Tehnika i sigurnost prometa, Faculty Of Transport And Traffic Sciences[3] Cheng, W., Washington, S. (2008). New Criteria for Evaluating Methods of Identifying Hot Spots, Transportation

Research Record: Journal of the Transportation Research Board, 2083, 7685[4] Elvik, R. (2008). A survey of operational definitions of hazardous road locations in some European countries.,

Accident; analysis and prevention, 40, 18301835[5] Gledec, M. (2009). Zato na cestama postoje crne toke, Hrvatsko drutvo za ceste - Via Vita[6] Hauer, E. (1996). Identification of sites with Promise, Transportation Research Record: Journal of the

Transportation Research Board, 5460[7] IRTAD International Traffic Safety Data and Analysis Group (2013). Road Safety Annual Report[8] Report of road safety, the Republic of Croatia (2012). Ministry of Interior of Republic of Croatia[9] Srensen, M., Elvik, R. (2008). Sixth Framework Programme Priority 1 . 6 . Sustainable Development , Global

Change and Ecosystem Black Spot Management and Safety Analysis of Road Net- works Best PracticeGuidelines and Implementation Steps, 199

[10] http:/ /www.hrvatske-ceste.hr/default.aspx?id=60 (20.01.2014.)

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TEHNIKE MERE ZA USPORAVANJE SAOBRAAJA NA DRAVNIM PUTEVIMA

TRAFFIC CALMING MEASURES ON STATE ROADS

Vlado Rakoevi1, Ivana Suboti2, Filip Trpevski3

Rezime: Tehnike mere za usporavanje saobraaja imaju za cilj da zatite nemotorizovane, ranjive uesnike u saobraaju, aistovremeno da obezbede smanjenje brzine kretanja vozila. Primenjena tehnika reenja na putnoj mrei treba da ispunjavajusavremene zahteve u pogledu aktivne i pasivne bezbednosti, i takoe moraju biti efikasna i prepoznatljiva za sve uesnike usaobraaju.

U domaoj regulativi i praksi tehnike mere su svedene na primenu vertikalnih prepreka, za razliku od iskustava evropskihzemalja, u kojima je pristup ka reavanju ove vrste problema koncipiran na irem, odnosno kompleksnijem prostoru.

Cilj ovog rada je da ukae na oblast u kojoj se znaajno mogu unaprediti lokacije, na kojima je potrebno primeniti mere zausporavanje saobraaja. U radu e biti predstavljene tehnike mere, koje obuhvataju graevinske intervencije kroz promenugeometrije puta, kao i postavljanje adekvatne saobraajne opreme i odgovarajue signalizacije.

Ovakav pristup je i rezultat zavrnog izvetaja Projekta iRAP Srbija 2008/2009. U pomenutom izvetaju tehnike mere zausporavanje saobraaja su prepoznate u grupi najznaajnijih mera za unapreenje bezbedosti saobraaja na putevima ipredloene za imlementaciju na dravnim putevima Republike Srbije.

Kljune rei: tehnike mere, usporavanje saobraaja, bezbednost saobraaja, dravni put, naselje

Abstract: Traffic calming measures are designed to protect the non-motorized, vulnerable traffic participants, as well as toensure reduction of vehicle speed. Technical solutions implemented on the road network should fulfill the contemporaryrequirements as regards the active and passive safety, and they have to be efficient and recognized by all traffic participants.

In national legislation and practice, these technical measures include the application of vertical obstacles, unlike theexperience shared in European countries, where the approach for resolving this type of issues is based on a wider, i.e. morecomplex area.

The objective of this paper is to indicate the area in which the issue of locations on which traffic calming measures should beapplied, can be resolved and significantly improved. The paper presents the technical measures, which include civilengineering procedures implying the change in road geometry and placement of a proper traffic equipment and pavementmarkings and traffic signs.

Such an approach represents the result of the Final Report of the 2008/2009 iRAP Project in Serbia. Traffic calming measuresare recognized in this report, namely within the group of the most important measures for traffic safety improvement, andthey are proposed to be implemented on the state roads in the Republic of Serbia.

Keywords: technical measures, traffic calming, traffic safety, state road, urban area

1 Vlado Rakoevi, dipl.in.saobraaja, Javno preduzee Putevi Srbije, Bulevar kralja Aleksandra 282, Beograd, Srbija,vlado.rakocevic@putevi-srbije.rs2 Ivana Suboti, master inenjer saobraaja., Javno preduzee Putevi Srbije, Bulevar kralja Aleksandra 282, Beograd, Srbija,ivana.subotic@putevi-srbije.rs3 Asistent Filip Trpevski, master inenjer graevinarstva, Graevinski fakultet, Bulevar kralja Aleksandra 73, Beograd, Srbija,ftrpcevski@grf.bg.ac.rs

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1. UVOD

Svetski trendovi u podizanju nivoa bezbednosti saobraaja na javnim putevima uslovili su da se pitanjima bezbednostisaobraaja na dravnim putevima Republike Srbije posveti posebna panja. Tehnike mere za usporavanje saobraaja spadajuu grupu najznaajnijih mera koje doprinose podizanju nivoa bezbednosti saobraaja i najee se postavljaju u cilju zatitenemotorizovanjih, ranjivih uesnika u saobraaju. U ovom radu je stavljen akcenat upravo na reavanje saobraajnih uslova uzonama u okviru naseljenih mesta sa znaajnim peakim tokovima, kao i na deonicama puteva u naseljenim mestima, gde jepotrebno uticati na smanjenje brzine kretanja motornih vozila.

Usporavanje saobraaja se primenjuje kako na gradskim ulicama, tako i na dravnim putevima u okviru naselja, saprimarnim ciljem smanjivanja brzina kretanja vozila. Ova mera ponekad spreava i kretanje odreene vrste vozila natretiranim deonicama. Projektovanje i ugradnja usporivaa brzina na putevima predstavljaju neke u nizu tehnikih mera zausporavanje saobraaja na putevima.

Mere za usporavanje saobraaja uzrokuju promenu naina vonje kod vozaa, tako da su prinueni da smanje brzinukretanja vozila. U svetu se primenjuje irok spektar mera: promena geometrije postojeih raskrsnica u krune raskrsnice,izdignuti ivinjaci u profilu saobraajnice, usporivai brzina (leei policajci), platforme, tretmani ulaska vozila u kritinezone, delimini platoi (brzinski jastuci), modifikovane raskrsnice i dr.

Neke od problema koji se odnose na lokalni saobraaj, kao na primer prebrza ili bahata vonja, treba usmeriti nareavanje ka saobraajnoj policiji. esto se nailazi na negativni javni stav o pomenutim merama, jer se smatra da onedoprinose neprijatnom oseaju vozaima u toku vonje, da stvaraju buku, da ne brinu o biciklistima ili da ometaju vozilahitne pomoi i druga vea vozila. Sprovoenje ovih mera moe biti skupo i zahteva neophodno konsultovanje sa razliitimsubjektima, kao i prikupljanje podataka o saobraaju (http://toolkit.irap.org/, 15.01.2014.). Primena izolovane mere, bezsveobuhvatnih analiza potrebnih parametara, moe biti potencijalno opasno mesto.

Cilj ovog rada je da ukae na oblasti u kojima se mogu definisati reenja uz primenu odgovarajuih tehnikih mera zausporavanje saobraaja. Takve mere treba da budu prepoznatljive i adekvatne, kako sa stanovita upravljaa dravnih puteva,tako i prema zahtevima i nadlenostima lokalne samouprave.

2. ANALIZA POSTOJEEG STANJA

Na mrei dravnih puteva Republike Srbije formiran je veliki broj naselja. Na taj nain se veoma esto glavna gradskasaobraajnica poklapa sa pravcem pruanja dravnog puta, uz sve posledice poveanog saobraajnog optereenja, saizmeanim tranzitnim tokovima i lokalnim izvorno-ciljnim kretanjima.

2.1. Zakonska regulativa

U zakonskoj regulativi je ograniena brzina kretanja vozila u naselju, to se odnosi i na deo prolaska dravnog puta kroznaseljeno mesto. Postoji vie razloga zbog ega se navedena zakonska mera ne primenjuje u potpunosti:

x Prisutna je niska svest vozaa, koja u kombinaciji sa neadekvatnom obukom doprinosi stvaranju razliitihkriterijuma uesnika u saobraaju, u zavisnosti od toga da li su u datoj situaciji vozai ili peaci;

x Ambijent vangradske saobraajnice nije prilagoen na delu prolaska dravnog puta kroz naseljeno mesto,odnosno put nije dobio izgled gradske saobraajnice (nedostaje javna rasveta, trotoari, nie za autobuskastajalita, organizovano parkiranje, i sl.).

U lanu 165. Zakona o bezbednosti saobraaja (Slubeni glasnik Republike Srbije, broj 41/09, broj 53/10 i broj 101/11)definisana su tehnika sredstva kroz primenu fizikih prepreka, vibracionih i uteih traka. Primena tehnikih mera, kaoodraz ireg sagledavanja karakteristika puta, okruenja puta sa svim uticajnim faktorima na uslove saobraaja, kao i obima istrukture saobraaja, nije predmet zakonske regulative. Sa dopunom pomenutog Zakona, oblast tehnikih mera u iremsmislu, dobila bi okvir za primenu paketa mera, koji obuhvataju promenu geometrije puta sa izmenom poprenog profila, uzodgovarajue vertikalne i bone prepreke. Na taj nain se stvara zakonski osnov za definisanje i donoenje Pravilnika otehnikim merama za usporavanje saobraaja na putu.

2.2. Stanje bezbednosti saobraaja

Znaajno smanjenje broja poginulih i povreenih lica belei se od 2010. godine, sa donoenjem novog Zakona obezbednosti saobraaja na putevima. Te godine je zabeleen najmanji broj poginulih lica na putevima Republike Srbije 660(Slika 1.).

Stanje bezbednosti saobraaja na javnim putevima u Republici Srbiji prema veliini javnog rizika (godinji broj poginulihlica na 100.000 stanovnika) iznosi 9,64 poginulih/100.000 stanovnika (2012. godina). Stanje bezbednosti saobraaja najavnim putevima u Republici Srbiji prema veliini saobraajnog rizika (godinji broj poginulih lica na 10.000 registrovanihvozila) iznosi 3,05 poginulih/10.000 registrovanih vozila (2012. godina).

Prema statistikim podacima Agencije za bezbednost saobraaja (Kuki et al, 2013:29), stanje puta i putne opreme jeuzronik 0,35 % svih saobraajnih nezgoda na javnim putevima. Takoe, treba navesti da su uticajni faktori u procesunastanka saobraajnih nezgoda u 2012. godini bili: nepropisna i neprilagoena brzina (33,65 %), koja ini vie od treine svihsaobraajnih nezgoda, zatim ukljuivanje ili nepropisne radnje vozilom u saobraaju (26,84 %), neustupanje prvenstvaprolaza (13,29 %), i dr.

4 Republiki zavod za statistiku, Statistiki godinjak Republike Srbije - Stanovnitvo, 2013.5 Republiki zavod za statistiku, Statistiki godinjak Republike Srbije - Saobraaj i telekomunikacije, 2013.

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Slika 1. Broj poginulih lica u saobraajnim nezgodama u period od 2001-2012. godine

Meutim, zbog kompleksnosti i interakcije svih faktora, postojea statistika istraivanja veoma teko mogu preciznoizdvojiti i rangirati stepen uticaja puta u procesu nastajanja saobraajne nezgode, pa tako u 2012. godini nije zabeleena nijedna saobraajna nezgoda sa poginulim licima u kojima je put uzronik saobraajne nezgode, to se ne moe pripisatirealnom stanju.

Prostorna raspodela saobraajnih nezgoda u periodu od 2002. do 2012. godine ukazuje da se znatno vei brojsaobraajnih nezgoda dogaa u naselju, kako na lokalnoj putnoj mrei, tako i na dravnim putevima u prolasku kroz naselje.Na Slici 2. je prikazano poreenje prostorne raspodele saobraajnih nezgoda u naselju, koje su prikazane detaljnije (ulica,raskrsnica, magistralni ili regionalni put u naselju) i svih nezgoda koje su se dogodile na putu van naselja, bilo da je dravniili lokalni put.

Ako se osvrnemo samo na 2012. godinu, primeuje se da je broj saobraajnih nezgoda na dravnoj putnoj mrei u naselju(5.954 saobraajne nezgode) vei od ukupnog broja svih nezgoda koje su se dogodile van naselja (3.416 saobraajnihnezgoda). Shodno predstavljenim podacima, izabrana je i tema rada koja predlogom mera treba da pomogne u prevencijisaobraajnih nezgoda koje se deavaju na prolasku dravnih puteva kroz naselje, a koje se mogu uspeno primeniti i nalokalnoj putnoj mrei u nadlenosti optina.

Prema bazi podataka CARE (Community Road Accident Database), peaci uestvuju u oko 21 % od ukupnog brojapoginulih lica, dok je u urbanim sredinama uee poginulih peaka u saobraajnim nezgodama znaajno vee, i iznosi oko36 % (nti et al, 2013:303). Podatak je uporediv sa injenicom da u 2012. godini peaci uestvuju u 21,8 % od ukupnogbroja poginulih lica na svim putevima Republike Srbije.

Slika 2. Prostorna raspodela broja saobraajnih nezgoda u i van naselja za 2012. godinu

2.3. Postojea reenja na mrei dravnih puteva

Novom Uredbom o kategorizaciji dravnih puteva (Slubeni glasnik Republike Srbije, broj 105/13 i broj 119/13),Javno preduzee Putevi Srbije je odgovorno za odravanje, zatitu, korienje, razvoj i upravljanje dravnim putevima I (IA i I B) i II (II A i II B) reda na teritoriji Republike Srbije, u duini od oko 16.800 km.

2.3.1. Projekat iRAP

Projekat iRAP (iRAP - International Road Assessment Programme) je poseban program ocenjivanja puteva, kojipredstavlja specijalan postupak snimanja, analize prikupljenih podataka i ocenjivanja puteva, koji je posveen spaavanjuivota podizanjem nivoa bezbednosti na putevima. Projekat iRAP Srbija 2008/2009. godine je realizovan i uz pomo Javnogpreduzea Putevi Srbije, kada je snimljno oko 3.000 km dravnih puteva. Odabrana je takva mrea puteva koja obuhvatadeonice sa velikim obimom saobraaja, gde nastaje veliki broj saobraajnih nezgoda ili su od stratekog znaaja zaekonomiju, turizam i meunarodni saobraaj.

1275,0

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660,0 728,0 688,0

,0200,0400,0600,0800,0

1000,01200,01400,0

Broj poginulih lica u SN

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Zavrni izvetaj Projekta iRAP Srbija 2008/2009. godine predstavljao je ocene u vidu zvezdica za predvienu putnumreu Republike Srbije. Pored procene stanja dravnih puteva, ovim projektom su predloene odgovarajue kontra-mere zasaniranje i unapreenje putne mree. Na taj nain su identifikovane mogunosti za spaavanje vie od 5.000 potencijalnonastradalih lica u saobraaju (poginulih i povreenih), u periodu od 20 godina.

Projekat iRAP obuhvata vie od 70 dokazanih opcija unapreenja puta za kreiranje pristupanih i ekonomski opravdanihkontra-mera kojima se spaavaju ivoti. Ove opcije unapreenja puteva su u rasponu od niskobudetnih mera kao to jesaobraajna signalizacija, do mera za poboljanje raskrsnica i deonica sa opasnim krivinama, za koje je potrebno izdvojitivie sredstava. Realizacija predloenih kontra-mera iz Programa iRAP Srbija se sastojala u reavanju onih kontra-mera kojeimaju visok odnos koristi i trokova, odnosno gde se oekuju najvei efekti na dravnim putevima.

Uz pomo specijalno opremljenog vozila, softvera i obuenih analitiara, predmet iRAP snimanja je vie od 30 razliitihkarakteristika puta, za koje je utvreno da utiu na verovatnou nastanka saobraajnih nezgoda. Ove karakteristikeobuhvataju izgled raskrsnica, poduni i popreni profil puta, saobraajnu signalizaciju, opasne objekte i sadraje pored puta,staze za peake i bicikliste, i sl. Vozilo za snimanje belei video zapise puta, uz pomo kamera kojima se postie panoramskipogled na put (napred, levo, desno). Glavna prednja kamera treba da je kalibrisana tako da obezbedi merenja kao to su:irina saobraajne trake, irina bankine i udaljenost opasnih objekata od puta. U toku prikupljanja informacija, vozilo se kreeputem ujednaeno i prosenom brzinom.

2.3.2. Razliita iskustva u oblasti bezbednosti saobraaja

U JP Putevi Srbije u metodolokom smislu, preduzete su adekvatne mere i aktivnosti, u cilju poboljanja bezbednostina putevima. Predloene kontra-mere se:

1. Ugrauju u plansku dokumentaciju, s obzirom da je u sklopu osnovne delatnosti JP Putevi Srbije izdavanjeuslova i saglasnosti na sve vrste prostornih i urbanistikih planova, u kojima se tretiraju dravni putevi;

2. Pri svakom projektovanju dravnih puteva se uzimaju obzir, kako u izgranji novih i rekonstrukciji starihputeva, tako i pri radovima na periodinom odravanju dravnih puteva koji obuhvataju: ojaanje kolovoznekonstrukcije, rehabilitaciju i pojaano odravanje. Pored toga, postoje posebni programi za poboljanjepojedinanih opasnih mesta, raskrsnica, opasnih krivina i dr.;

3. Nakon uraene projektne dokumentacije realizuju, kako u novogradnji, tako i na sanaciji postojeihsaobraajnica i pojedinanih opasnih mesta, raskrsnica, opasnih krivina i dr, a u cilju poboljanja nivoabezbednosti na dravnim putevima Republike Srbije.

Prema Statistikom izvetaju o stanju bezbednosti saobraaja u Republici Srbiji u 2012. godini, izdat od Agencije zabezbednost saobraaja (uki et al, 2013:54), nastradalo je 1.514 dece do 14 godina starosti. Od ukupnog broja nastradaledece 16 je poginulo, dok je 1.498 dece tee ili lake povreeno. Takoe se izdvaja podatak da je od ukupnog broja nastradaledece ak 36,79 % (557 dece) stradalo kao peaci.

Zbog toga je u JP Putevi Srbije razvijen Program bezbednosti dece u zonama oko kola na dravnim putevima, kaojedan od preventivnih naina delovanja, koji ima za cilj unapreenje bezbednosti saobraaja. U saradnji sa osnovnimkolama, Ministrastvom unutranjih poslova, lokalnim samoupravama i drugim institucijama, izvrena je detaljna analizabezbednosti saobraaja. Nakon toga se pristupilo regulativno-tehnikim merama sa ciljem zatite dece u zonama kola, to jerealizovano na preko 50 lokacija na dravnim putevima.

2.4. Primeri sa lokalne mree puteva

Na primarnim gradskim saobraajnicama prisutna su razliita reenja u oblasti usporavanja saobraaja. Na ulicama sa dvesaobraajne trake, gde je ukupna irina kolovoza vea od irine traka defisane u zakonskoj regulativi, primenjena je uspenamera izgradnje sredinjeg razdelnog ostrva po pravcu glavne saobraajnice. Izgradnja ostrva nije uticala na proirenjepoprenog profila ulice, ali je znaajno doprinela bezbednosti saobraaja u zoni peakog prelaza (Slika 3.).

Na saobraajnici ukupne irine 11,0 m, saobraaj je organizovan u dve saobraajne trake irine po 5,5 m. Ako se uzme uobzir da je irina saobraajne trake regulisana propisima, jasno je da se saobraaj odvija pod neregularnim uslovima. Ovakvoreenje drastino ugroava bezbednost saobraaja, jer je omogueno pa ak i stimulisano preticanje celom duinomsaobraajnice, ukljuujui i zone raskrsnica sa obeleenim peakim prelazima (Slika 4.).

Slika 3. Razdelna ostrva u osoviniglavnog pravca

Slika 4. Saobraajnica irine 11,0 m

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2.5. Primeri iz drugih drava

Na obodnim prostorima oko naseljenih mesta, gde postoje dodatni sadraji u zonama raskrsnica, na primeru dravnihputeva u Sloveniji, obezbeeni su potrebni uslovi za bezbedan prelazak peaka preko kolovoza. Izgradnja izdignutograzdelnog ostrva sa uputenim ivinjacima visine h < 6 cm iznad kolovoza, omoguava formiranje zatiene zone upoprenom profilu, pa na taj nain peaci mogu prei put na bezbedan nain (korak po korak). Ovakvo razdelno ostrvoutie na vizuelno suavanje irine saobraajne trake, pa na taj nain doprinosi smanjenju brzine vozila. Istovremeno, zanepaljive ili nedisciplovane vozae, to reenje ne predstavlja opasnost u sluaju naletanja vozila na vrh ostrva zbog malevisine, niti moe znaajno uticati na stabilnost vozila.

Slika 5. Razdelna ostrva na dravnim putevima u Sloveniji

3. PREDLOG MERA

U ovom radu autori su stavili akcenat na reavanje problema na saobraajnicama:x Kada su irine saobraajnih traka vee od vrednosti koje su utvrene zakonom;x U sluajevima kada se moe pristupiti suavanju saobraajnih traka, tj. uskladiti irine traka sa brzinama koje

se oekuju na toj deonici.Ovakve lokacije se mogu pronai na lokalnoj putnoj mrei, bilo da su u pitanju primarne gradske saobraajnice lokalnog

znaaja ili prolazak dravnog puta kroz naseljeno mesto, kao i deonice dravnog puta na periferiji naselja sa manjomgustinom stanovanja, ali sa prisutnim zahtevima peakog kretanja preko saobraajnice.

Predloeno reenje se odnosi na kritino mesto gde postoji konflikt izmeu motornog i peakog saobraaja. Bezbednostranjivih uesnika u saobraaju je ugroena zbog vee brzine vozila, ali i zbog neadekvatne geometrije puta na mestukonflikta. Reenje je bazirano na bogatom iskustvu drugih drava. Na domaim putevima je izuzetno malo zastupljeno, ak ina lokacijama gde je oigledno da se primenom predvienih intervencija u sklopu reenja, mogu postii izuzetno znaajniefekti. Predlog reenja obuhvata:

x Izgradnja sredinjeg razdelnog ostrva po glavnom pravcu, sa obe strane peakog prelaza, svaki duine oko 10 15 m i irine oko 2 m, visina standardnog ivinjaka iznad kolovoza h = 12 cm. Ovo reenje odgovarauslovima saobraaja u naselju kada je brzina v = 50 km/h. Projektovana irina saobraajnih traka u zoniizgraenog ostrva, definisana je u funkciji utvrene brzine saobraajnog toka, a esto se moe primeniti uokviru postojeeg poprenog profila saobraajnice, ili uz promenu geometrije puta;

x Izgradnja sredinjeg razdelnog ostrva po glavnom pravcu dravnog puta, u okviru reavanja T-raskrsnice. Kadase planira peaka komunikacija na raskrsnicama ovog tipa, to se mora izvesti na kraku raskrsnice gde postojetehniki uslovi za formiranje ostrva, ija je duina oko 20m i irina oko 2,5 3,0 m, a visina uputenogivinjaka iznad kolovoza h = 6 cm. Ovakvo reenje je zamena za projektovanje polja za usmeravanjesaobraaja, jer tako oznaene povrine na raskrsnicama, u naim uslovima se u velikoj meri koriste zaneregularno preticanje vozila.

Slika 6. Projektovana razdelna ostrva u Masarikovoj ulici u apcu

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Oba predloga reenja su formirana sa ciljem usporavanja saobraaja, odn. poveanja bezbednosti peaka. Uesnicima usaobraaju se nameu promene ambijenta du saobraajnice, kao i umereno ponaanje pri vonji, sa brzinama kojeodgovaraju datim uslovima na putu.

Prvi predlog je predvien za deonice dravnog puta pri prolasku kroz naseljena mesta, ali je sasvim primenljiv i za sveostale primarne gradske saobraajnice na kojima postoje problemi konflikta motornog i peakog saobraaja. Investicionavrednost radova (primer prikazan na Slici 6.), koji obuhvataju iskop u kolovoznoj konstrukciji, ugradnju ivinjaka trotoara,izgradnju razdelnih ostrva i saobraajnu signalizaciju, procenjena je na 8.850 .

4. DISKUSIJA

Jedan od najznaajnijih stavova svakako je potreba da se ambijent vangradske saobraajnice, na delu puta na kome seulazi na teritoriju naseljenog mesta, sa jednom ili vie uzastopnih primenjenih tehnikih mera, u potpunosti promeni iprilagodi gradskom prostoru. To znai da nije dovoljna primena saobraajne signalizacije, ako se istovremeno ne pristupisistematinoj izgradnji saobraajne infrastrukture.

Na lokacijama sa konfliktima i naglaenim intezitetom motornog i peakog saobraaja, pored predloenih tehnikihmera koje se odnose na promenu geometrije puta, u kombinaciji se mogu primeniti i odgovarajua tehnika sredstva zausporenje saobraaja, a u skladu sa pravilnikom kojim je regulisana ova oblast.

Broj saobraajnih nezgoda koje se dogaaju na dravnoj putnoj mrei u naselju, znatno je vei od ukupnog broja svihsaobraajnih nezgoda van naselja (dravna i lokalna putna mrea). Prema tome, neophodno je primeniti mere u funkcijiprevencije saobraajnih nezgoda koje se deavaju na prolasku dravnih puteva kroz naselje.

5. ZAKLJUAK

Paket predloenih mera na dravnim putevima u naselju odraava jasan stav upravljaa dravnih puteva u primenitehnikih mera, koje moraju biti efikasne, tipizirane i prepoznatljive na celoj teritoriji Republike Srbije. Takav pristupupravljaa dravnih puteva je istovremeno jasan signal lokalnoj samoupravi o nainu reavanja slinih problema na kojima seoptinski organ pojavljuje u svojstvu investitora, a tehnika reenja treba formirati u skladu sa uslovima Javnog preduzeaPutevi Srbije.

U svakom sluaju, efekti mera za usporavanje saobraaja su:x Smanjen broj saobraajnih nezgoda i bezbednije okruenje za ranjive uesnike u saobraaju na datoj lokaciji;x Indirektni pozitivni efekti na ostalim slinim lokacijama u neposrednom okruenju, jer se slian nain

ponaanja uesnika u saobraaju moe oekivati i na mestima gde nije primenjen isti paket prinudnih tehnikihmera.

Analiza bezbednosti saobraaja na deonicama dravnih puteva kroz naselje je kompleksna, pa je zbog toga neophodno dabudu ukljueni i upravlja puta i lokalna samouprava. Preduslov za unapreenje stanja bezbednosti na delu dravnih putevakroz naselja je jasno podeljena nadlenost upravljanja, koja je predviena donoenjem odluke o pravcu pruanja dravnihputeva kroz naselje od strane nadlene jedinice lokalne samouprave. Relativno loe stanje bezbednosti saobraaja u RepubliciSrbiji moe se objasniti tradicionalnim zanemarivanjem bezbednosti saobraaja u prethodnom periodu, kako u politikom idrutvenom smislu, tako i u finansijskom pogledu.

6. LITERATURA

[1] Anti, B. et al. (2013). The influence of speed bumps heights to the decrease of the vehicle speed Belgradeexperience. Safety Science, 57 (2013), 303312.

[2] Kuki, D. et al. (2013). Statistiki izvetaj o stanju bezbednosti saobraaja u Republici Srbiji u 2012. godini,Agencija za bezbednost saobraaja

[3] Pace, J. F. et al. (2012). Basic Fact Sheet Pedestrians. Deliverable D3.9 of the EC FP7 project DaCoTA[4] Posveeni spaavanju ivota, Projekat iRAP Srbija Rezultati, 2009.[5] Nacrt nacionalne strategije bezbednosti saobraaja na putevima i akcionog plana za Republiku Srbiju za period od

2013. do 2020. godine, Louis Berger[6] Zakon o bezbednosti saobraaja na putevima, Slubeni glasnik RS, broj 41/09 i broj 53/10[7] www.toolkit.irap.org[8] www.trafficcalming.org[9] www.ite.org[10] www.stat.gov.rs

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9th International ConferenceROAD SAFETY IN LOCAL COMMUNITY

Serbia, Zajecar, Serbia Hotel,April 9 11, 2014.

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PARAMETRI VIDLJIVOSTI KAO KLJUNI ASPEKT BEZBEDNOSTIPEAKIH PRELAZA

VISIBILITY PARAMETERS AS A KEY ASPECT OF SAFETY OFPEDESTRIAN CROSSINGS

Vladan kerovi1, Mirko Gordi2, Nikola Galovi3, Andrej ureti4

Rezime: Ovaj rad razmatra uticaj parametara vidljivosti na bezbednost peakih prelaza u nonim uslovima. Osvetljenjepeakih prelaza kao kljuni preduslov za dobru vidljivost, kako samih prelaza, tako i objekata i peaka, razmotren je u radu,odnosno kako odreeni nivoi osvetljenosti utiu na vidljivost objekata i peaka u okolini peakih prelaza. U radu suprikazani i analizirani rezultati fotometrijskih merenja parametara vidljivosti u okolini i na samim peakim prelazima.Poseban osvrt je dat na obeleavanje prelaza, odnosno vidljivost postavljenih oznaka u uslovima nonog odvijanjasaobraaja. Cilj rada je ustanovljavanje objektivnih metoda merenja parametara vidljivosti peakih prelaza, to treba dadoprinese bezbednosti saobraaja, posebno bezbednosti dece peaka, na peakim prelazima u okolini kola.

Kljune rei: vidljivost, osvetljenje, fotometrija, obeleavanje

Abstract: This paper discusses the impact of visibility parameters on safety of pedestrian crossings in night drivingconditions. Lighting of pedestrian crossings as a key prerequisite for good visibility is discussed in this paper, and how acertain level of illuminance affect the visibility of objects and pedestrians in the area of pedestrian crossings. This paperpresents and analyzes the results of photometric measurement of visibility in the area of pedestrian crossings. Specialattention was given to the marking of pedestrian crossings, and visibility of the markings in terms of night traffic. The aim isto establish objective methods of measurement of visibility of the pedestrian crossing, which should contribute to road safety,particularly the safety of child pedestrians at pedestrian crossings near schools.

Keywords: visibility, lighting, photometry, marking

1. UVOD

Generalno je prepoznato da je vid najvaniji nain ulnog opaanja koji se koristi za prikupljanje informacija u tokuvonje, obuhvatajui do 90 % ukupno prikupljenih informacija.

Od velikog je znaaja da oni objekti i pobude koje moraju biti uoene u cilju izvoenja uspene i sigurne vonje, budu tikoji e biti prvi uoeni i locirani od strane vozaa (CIE Publication 137-2000).

Brojne studije raene irom sveta su pokazale da se veliki procenat saobraajnih nezgoda u kojima stradaju peaci dogaanou pri loim vidnim uslovima, kao i da adekvatno osvetljenje nesumnjivo poveava bezbednost uesnika u saobraaju.Studija raena 2010. godine u Evropskoj uniji pokazuje da svaki etvrti nastradali peak strada na peakom prelazu(http://www.eurotestmobility.net/images/filelib/PRESS% 20RELEASE%20EPCA%202010_2736.pdf , 20.06.2013).

Peaci su najnezatieniji uesnici u saobraaju, i potrebno je preduzeti sve mere kako bi se njihova bezbednost poveala.Peaki prelazi bi trebalo da budu mesta na kojima je bezbedno prei ulicu. Peaki prelaz treba da bude jasno uoljivvozaima koji se pribliavaju prelazu i u dnevnim i u nonim uslovima. Vozai moraju blagovremeno da uoe peake, sadovoljno velike udaljenosti, kako bi imali vremena da adekvatno odreaguju.

1 Dr Vladan kerovi,dipl. in., AMSS-Centar za motorna vozila d.o.o. Beograd, vladan@cmv.rs2 Mirko Gordi,dipl. in., AMSS-Centar za motorna vozila d.o.o. Beograd, gordic@cmv.rs3 Nikola Galovi,dipl. in., AMSS-Centar za motorna vozila d.o.o. Beograd, nikola@cmv.rs4 Mr Andrej ureti,dipl. in., Minel-Schreder Beograd, a.djuretic@minel-schreder.rs

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Dodatno osvetljenje peakog prelaza treba da omogui bolje uoavanje samog peakog prelaza, prilaza peakomprelazu i peaka u ovoj oblasti. Posebnim osvetljenjem peakog prelaza skree se dodatna panja vozau na njegovoprisustvo, a peaci u zonama prelaza i na delu trotoara ispred prelaza postaju vidljiviji.

Naalost, ne postoji nijedan meunarodni standard ili preporuka koji daje jasne smernice za dodatno osvetljenje peakihprelaza. Ovaj rad ima za cilj da ustanovi neke od osnovnih principa osvetljenja peakih prelaza do kojih se dolodugogodinjim iskustvom u osvetljenju, brojnim merenjima i istraivanjima.

Posebna panja je ukazana razvoju metodologije za ocenu vidljivosti samih peakih prelaza i peaka, na osnovufotometrijskih merenja objektivnih fizikih parametara osvetljenja koji karakteriu vidljivost (EN 13201-4, 2003).

Rezultati merenja, snimanja, na vie karakteristinih lokacija, prikazani su u radu i iskorieni za analizu i razvoj samemetodologije.

2. OSVETLJENJE PEAKIH PRELAZA

Kod standardnog osvetljenja puteva za motorni saobraaj, voza vidi peaka (ili neku drugu prepreku) unegativnom kontrastu, kao tamnu siluetu na osvetljenoj podlozi. Kod osvetljenja peakog prelaza preporuujese da se osvetljenjem peaka odozgo i bono kreira pozitivni kontrast koji omoguava sagledavanje lica i odeepeaka, to dodatno poveava bezbednost, jer voza vidi peaka kao osobu, a ne samo kao siluetu. Posebnodizajnirane svetiljke sa asimetrinom svetlosnom raspodelom omoguavaju postizanje visokih vrednostivertikalne osvetljenosti u smeru vozaa koji se pribliava peakom prelazu, a istovremeno, i postizanje visokihvrednosti horizontalne osvetljenosti na samom peakom prelazu, ime se obezbeuje jasno isticanje peakogprelaza koje omoguava vozau uoavanje prelaza sa velike daljine (EN 13201-2, 2003).

Kod osvetljavanja peakih prelaza bitni su kako sam peaki prelaz, tako i zona trotoara irine do 1m i prilazpeakom prelazu sa obe strane peakog prelaza irine 6m.

Takoe, svetiljke koje slue za osvetljenje saobraajnice ne treba da budu blizu peakog prelaza, kako se nebi umanjila razlika u nivou osvetljenosti peakog prelaza i delova kolovoza neposredno pored prelaza.

3. FOTOMETRIJSKI ZAHTEVI

Kontrast, (Kosti, M,2000:48), predstavlja klju za vidljivost objekata na putu u nonim uslovima posmatranja. Kontrastse definie kao

0

0L

LPLC

(1)gde je Lp luminancija objekta, a Lo luminancija njegovog okruenja.Prema preporuci (CIE 19/2.1,1981), najmanja vrednost kontrasta (tzv. prag kontrasta), neophodna dabi objekat mogao da

se uoi na osvetljenoj podlozi, moe da se izrauna prema sledeoj formuli

14,0

0

639,105936,0min L

C

(2)Kada su u pitanju saobraajnice, uobiajene vrednosti luminancije (sjajnosti) okoline (puta) iznose 0-3cd/m2. Izraunate

vrednosti praga kontrasta za ovaj opseg sjajnosti okoline prikazane su u tabeli 1.

Tabela 1. Minimalne vrednosti kontrastaLo [cd/m2] Cmin

0 -0,5 0,651,0 0,431,5 0,352,0 0,302,5 0,27

3,0 0,25

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Sjajnost objekta moe da se izrauna pomou relacije

SU pvE

pL

(3)gde je Ev vertikalna osvetljenost predmeta (peaka), a p koeficijent refleksije predmeta (peaka) (ureti, 2005).Na osnovu jednaina 1 i 3, sledi

p

CLvE U

S 10 (4)

Uzimajui u obzir minimalne vrednosti kontrasta date u tabeli 1, za razliite vrednosti sjajnosti okoline (puta) inajnepovoljniji sluaj, kada je peak obuen u crno, kada koeficijent refleksije iznosi p=0,05, na osnovu poslednje relacijeizraunate su minimalne vrednosti vertikalne osvetljenosti koje je potrebno obezbediti kako bi se obezbedilo uoavanjepeaka. Ove vrednosti su prikazane u tabeli 2.

Tabela 2. Minimalne vrednosti vertikalne osvetljenosti

Lo[cd/m2] Ev[lx]0,0 520,5 521,0 901,5 1272,0 1632,5 1993,0 23

3.1. GEOMETRIJA INSTALACIJE OSVETLJENJA

Pozicije svetiljki su od velikog znaaja prilikom osvetljenja peakih prelaza. Kod klasine instalacije osvetljenja naputevima gde je svetiljka pozicionirana iznad prelaza, prisutno je dodatno osvetljenje samog prelaza ali ne i peaka koji jeosvetljen istim nivoom osvetljenosti kao i itava saobraajnica. U sluaju kada se svetiljka nalazi ispred peakog prelaza zavozilo koje se pribliava, peak koji prelazi ulicu osvetljen je tako da se za vozaa on pojavljuje u pozitivnom kontrastu uodnosu na okolinu, to stvara utisak stvarne osobe iji izgled moe biti identifikovan. Pre svega, pozitivni kontrast jemnogo efikasniji sa stanovita sigurnosti. injenica da peak za vozaa predstavlja stvarnu osobu a ne siluetu poveavabezbednost samog peaka.

Svetiljke koje su dizajnirane u cilju efikasnijeg osvetljenja peakih prelaza imaju specijalne fotometrijske karakteristikekoje obezbeuju pozitivni kontrast. Napravljen je optiki blok sa asimetrinom raspodelom svetlosnog intenziteta u ravnimanormalnim na poprenu i podunu osu kolovoza (Slika 1), sa ciljem da se postignu dobri vidni uslovi za sve uesnikesaobraaja, kako za vozae tako i za peake. To podrazumeva postizanje visokih vrednosti vertikalne osvetljenosti u smeruvozaa koji se pribliava peakom prelazu, ali i postizanje visokih vrednosti horizontalne osvetljenosti na samom peakomprelazu (jasno naglaavanje peakog prelaza omoguava vozau uoavanje istog sa vee daljine). Za odreen smer kretanja,svetiljka se postavlja ispred peakog prelaza gledajui oima vozaa koji se pribliava na visini od 5 do 6 metara. U sluajuveeg broja traka (tri i vie) ili dvosmernog saobraaja, najmanje dve svetiljke su neophodne. Druga svetiljka se postavljasimetrino u odnosu na peaki prelaz sa leve strane kolovoza. Na slici ispod prikazani su polarni dijagrami za svetiljku NeosZebra, proizvoDa Schrder. Sa ovim tipom svetiljke (najee varijanta sa metal halogenim izvorima snage 250W)osvetljen je vei broj peakih prelaza u Beogradu. Svetiljke za osvetljenje peakih prelaza uobiajeno se boje ukarakteristinu utu boju koja se koristi u saobraajnoj signalizaciji, kako bi se i u dnevnim asovima dodatno skrenulapanja vozaa na postojanje prelaz

Slika 1. Polarni dijagrami svetiljke NEOS ZEBRA za a) za metal-halogene izvore b) za LED izvore (Schrder Group internalpublication, 2003)

Vladan kerovi, Mirko Gordi, Nikola Galovi, Andrej uretiPARAMETRI VIDLJIVOSTI KAO KLJUNI ASPEKT BEZBEDNOSTI PEAKIH PRELAZA

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Postoje tri razliite zone peakog prelaza koje se moraju uzeti u razmatranje:1) Pristupne zone: pravougaone zone ija irina iznosi 6m a duina je jednaka irini kolovoza, pozicionirane

ispred i iza zone prelaza2) Zone peakih staza: nalaze se iznad i ispod zone prelaza, irine 3m (irina peakog prelaza) i duine 1m3) Zona prelaza: pravougaonik irine 3m i duine jednake irini kolovoza. U stvari, zona prelaza predstavlja sam

peaki prelaz.

Na slici ispod prikazan je jedan karakteristian sluaj (najvei broj saobraajnica u gradu je upravo dvosmerni sa pojednom trakom u svakom smeru) i oznaene su sve zone peakog prelaza:

1 pristupna zona2 zona prelaska3 zona peakih staza4 linija za odreivanje vertikallne osvetljenosti Ev

Slika 2. Dvosmerni saobraaj za dve vozne trake

Vertikalna osvetljenost (u pravcu vozaa) rauna se na liniji normalnoj na pravac kretanja vozila koja prolazi krozsredinu zona prelaza i peakih staza, na visini od 1.5m.Rastojanje izmeu proraunskih taaka treba da bude najvie 50cm sanajmanje 15 proraunskih taaka u zoni prelaza i 3 proraunske take u pristupnoj zoni (u obzir se uzimaju i njene ivice).Rade se 3 odvojena prorauna (2 u zoni peakih staza i 1 u zoni prelaza).

Proraunsko polje se sastoji od standardne mree koja pokriva svaku od zona.Najvee rastojanje izmeu dve susednetake polja treba da bude 50cm, poduno i popreno. Vrednosti horizontalne osvetljenosti raunaju se u ravni kolovoza(H=0m).Opta ravnomernost osvetljenosti treba da bude najmanje 40%, kao i u sluaju osvetljenja saobraajnica.

Budui da je potrebno obezbediti jasno isticanje peakog prelaza, potebno je da nivo horizontalne osvetljenosti u zoni 3bude znaajno manji od vrednosti u zonama 1 i 2, kao i da opada sa udaljenjem od prelaza. Svetiljke koje se koriste zaosvetljenje saobraajnice ne treba da budu blizu prelaza da se ne bi umanjio kontrast izmeu prelaza i delova kolovozaneposredno pored prelaza.

Optiki blok svetiljke kontstruisan je tako da voza ne bude zabljesnut. Posmatrano iz ugla vozaa, najkritiniji uglovi, usmeru suprotnom od smera kretanja vozila (C-ravni izmeu 160 i 200), su -uglovi (uglovi izmeu smera upada svetlosti ivertikalne ose svetiljke usmerene nanie) izmeu 65 i 80.

U cilju dodatnog skretanja panje vozaa preporuuje se korienje svetlosnih izvora razliite boje svetlosti od onih kojise koriste za osvetljenje saobraajnice (ako su npr. za osvetljenje saobraajnice koriene svetiljke sa natrijumovim izvorimavisokog pritiska koji daju utu boju svetlosti, preporuuje se da se peaki prelazi osvetle sa izvorima koji daju belu bojusvetlosti =metal-halogeni ili LED izvori).

3.2. MERENJA PARAMETARA VIDLJIVOSTI

Merenje se vri na licu mesta, na saobraajnicama, u nonim uslovima, pri redovnom napajanju elektrinom energijominstalacija Javnog osvetljenja (da sijalice rade na nazivnoj snazi).

Metoda ispitivanja, merenja osvetljenosti je direktna metoda merenja luksmetrom, odnosno kod luminancije-direktnomerenje luminansmetrom. Metoda se zasniva na korinju najsavremenije opreme, fotometrijske kamere koja omoguavamerenje luminancije itave scene (puta, peakog prelaza i okoline) iz vozila (EN 13201-4 2003), iz vonje, onako kakovidi voza. Kamera je postavljena sa irokougaonim objektivom koji omoguava snimanje scene najpriblinije onome kakoje vidi voza. Kamera ima spektralnu osetljivost prilagoenu spektralnoj osetljivosti ljudskog oka.

Merenje se vri sa instrumentom postavljenim na visinu od 1,5 m iznad povrine puta, pri emu se pojedinana merenataka nalazi na rastojanju od 60 m (rastojanje prvog poprenog reda taaka od take posmatranja). Ovo rastojanje je u nekimsluajevima bilo manje, do 30 m, imajui u vidu frekvenciju saobraaja i brzinu kretanja na datoj lokaciji.

Kamera omoguava merenje raspodele luminancije, stacionarno i iz vozila i vizuelnu prezentaciju rezultata merenja,ukljuujui povezivanje sa snimkom puta.

Merenja su vrena na optini Novi Beograd na 7 lokacija. One sa novom instalacijom osvetljenja peakih prelaza premapodacima dobijenim od strane izvoDa radova, odnosno, one sa starom instalacijom osvetljenja, odabrane na osnovu

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zapaanja vie anketiranih vozaa sa teritorije optine Novi Beograd. Kao karakteristina je odabrana ulica Bulevar ZoranainLa, gde je stara instalacija osvetljenja, ulica je iroka i prua oseaj dobre preglednosti , dok je sa druge strane,uoljivost peakih prelaza i samih peaka loa.

Na slikama od 3 do 5, prikazani su najkarakteritiniji sluajevi, po jedan sa dobrom i dva sa loom vidljivou, sve uokolini kola, dok su u tabeli 3 prikazani rezultati za sve ispitane lokacije. Lokacije su u tabeli date samo po brojnimoznakama (rednim brojem merenja) za datu ulicu. Merenja su vrena za najnepovoljniji sluaj sa peakom obuenim u crnona peakom prelazu.

Tabela 3. Rezultati ispitivanja.

lokacijasrednji nivo

luminancije/sjaj-nostikolovoza (cd/m2)

Cpeaka Coznaka na kolovozupeakog prelaza

subjektivni oseaj(3 posmatraa)

Bul. Zorana inLa 1 1,29 -0,20 1.05 loeBul. Zorana inLa 2 1.89 -0.54 0.74 slaboBul. Zorana inLa 3 1.33 -0.21 0.46 loeBul. Zorana inLa 4 1.24 -0.26 0.20 loe

Toin bunar 1 1.44 0.79 6.63 dobroToin bunar 2 1.95 2.37 6.52 odlino

Beanija 1 1.29 1.10 4.71 dobro

Sve prikazane slike su fotometrijske slike raspodele luminancije/sjajnosti. Sama vrednost se oitava u svakoj odabranojtaki ili obeleenoj zoni (na samim slikama koje su prikazane, zone nisu oznaene radi bolje vidljivosti slika). Iz podataka oRitanoj srednjoj sjajnosti, kolovoza, okoline, peaka i peakog prelaza, izraunati su kontrasti prikazani u tabeli 3.

Slika 3. Bulevar Zorana inLa 3, kod Carine

Slika 4. Bulevar Zorana inLa 2, kod Carine, iz drugog smera

Slika 5. Toin bunar.

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Ono to se iz tabele 3. zakljuuje, to je da su teorijske pretpostavke vezane za vidljivost peaka i prelaza i njihovoosvetljavanje, a koje su bazitrane na subjektivnom utisku (formula 2 je izvedena empirijski na osnovu velikog brojaposmatranja od strane razliitih posmatraa), potvrene merenjem i nezavisnim posmatranjem.

4. ZAKLJUAK

Izvrena merenja i metodologija koja je u tu svrhu osmiljena pokazala su se kao odgovarajua objektivna ocena stanjavidljivosti peakih prelaza. Time je stvorena mogucnost za relativno jednostavnu ocenu baziranu na objektivnim fizikimmerenjima kojom bi se utvrdilo stanje peakih prelaza u pogledu vidljivosti kako njih samih tako i peaka koji preko njihprelaze. Sistematskom analizom postojeeg stanja mogue je odrediti prioritete za rekonstrukciju ime bi se znaajnopoveala bezbednost peaka.

Sama metodologija izvoenja osvetljenja peakih prelaza (trbac-Hadibegovi, 2013), a na osnovu izvrenih merenja iposmatranja, potvrena je kao jako dobra . U korelaciji sa analizom postojeeg stanja i merenjima na izvedenim instalacijamaosvetljenja, moe se doi u dogledno vreme u situaciju da peaki prelazi, tamo gde je to najpotrebnije, a pre svega u okolinikola, budu mnogo bezbedniji u uslovima nonog saobraaja.

Slika 6. Primeri dobro osvetljenih peakih prelaza u Beogradu.

5. LITERATURA

[1] n analytic model for describing the influence of lighting parameters upon visual performance volume I (1981).Technical foundations, Publication CIE No 19/2.1 (TC3.1)

[2] Kosti, M, (2000). Vodi kroz svet tehnike osvetljenja, Beograd[3] The conspicuity of traffic signs in complex background, (2000). CIE Publication 137-2000[4] Road lighting - Part 4 (2003). Methods of measuring lighting performance , EN 13201-4[5] Impositions photometriques en vue de leclairage des passages pour pietons, Schrder Group internal

publication, Lighting Seminar Liege (20-22) May 2003.[6] Road lighting Part 2 (2003). Performance requirements, EN 132012[7] ureti, A, (2005). Osvetljenje peakih prelaza, Osvetljenje 2005[8] trbac-Hadibegovi, N, (2013). Osvetljenje u funkciji poveanja bezbednosti peaka u saobraaju, Osvetljenje

2013, Stara Planina,[9] http://www.eurotestmobility.net/images/filelib/PRESS%20RELEASE%20EPCA%202010_2736.pdf , 20.06.2013.

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TECHNICAL REGULATION OF TRAFFIC IN THE ZONE OF SCHOOLIN GORNJA KOVILJACA

1, 2, 3, 4,5

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Abstract: Section of road where, for whatever reason disrupting existing traffic flow regime are viewed from the aspect oftraffic safety as a potentially dangerous place, or area that affects the safety of all road users. According to the modernconcept of the protection of children in traffic every local community should pay special attention to the technical regulationof traffic in school zones on its road network. Vulnerable road users accounted for half of those killed in road accidentsaround the world, and especially children. When choosing a solution, with the use of existing legislation, the work is basedon previous experience in the labeling of the school zone, is shown an example of a model of traffic safety in school zones.The example is based on the concept of the adjustment traffic environment for children, in the spirit of the decade of actionfor road safety.

Keywords: technical regulation of traffic, school zones, children safety.

1.

, . . , (WHO, 2009). (WHO) 2004.

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[8] (. 26/10)[9] ( . 105/2013 119/2013)[10] WHO, Unicef, (2008). World report on child injury prevention, Geneva[11] WHO, Unicef, (2005). Child and adolescent injury pprevention: a global call to action, Geneve[12] WHO, Europe, (2008). European report on child injury prevention, Copenhagen[13] WHO, (2009), Global status report on road safety:time for action, Geneve

2015.www.bslz.orgWEINVITEYOUTO

InternationalConferenceROADSAFETYINLOCALCOMMUNITY

APRIL,2015

9.

, , ,9 11. 2014.

9th International ConferenceROAD SAFETY IN LOCAL COMMUNITY

Serbia, Zajecar, Serbia Hotel,April 9 11, 2014.

656.1.05625.746.5

340.134:656.1

291

IMPROVEMENT IN TECHNICAL REGULATION OF TRAFFIC ON PUBLIC ROADS INSETTLEMENT

1, 2, 3,4, 5

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: , , ,

Abstract: In the spirit of action for road safety in last decade, each local community should introduce in their planningprograms and strategies, and plan with great care the development of its road network with special emphasis on increasingtraffic safety level, using the previous good practice and in accordance with the World Health organization conclusions. Eachlocal community should pay special attention to the constant checking of the implementation of the adopted measures intraffic safety on road network in their responsibility. The attention should also be on recording and prevention of possibleproblems for the general safety of all road users. Ministry of Transport issues the approvals for technical regulation of trafficon national roads and streets that are consistent with regulations for national roads. When issuing permit for technicalregulation of traffic, after examining projects that are in accordance with applicable national regulation use some of thetypical technical solutions for traffic regulation is noticeable. In cases that there is justification for implementation for thesolutions on public roads, they relate on: school zone signing and marking, pedestrian crossings, construction of sidewalks,regulation of cross-type intersections by traffic light, the increased use of roundabouts etc. In addition to technical solutionsin technical regulation projects this elaborate will underline necessary technical documentation. The large number of requests

1. ., , . 22-26, , ,e-mail: skak89@gmail.com2, ., , . 22-26, , ,e-mail: momir.kocovic@ms.gov.rs3, ., . 22-26, , ,e-mail: mira.ilic@ms.gov.rs4, . . ., , . 22-26, , ,e-mail: jelena.krtenic@mi.gov.rs5, . . ., ,e-mail: srbislav.gugleta@gmail.com

, , , ,

292

from the local communities towards this Ministry is registered with incomplete technical documentation. The technicaldocumentation is necessary set of supporting documents for more efficient and faster obtaining of approvals.

Keywords: traffic, safety, technical regulation, the local community

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9.

, , ,9 11. 2014.

9th International ConferenceROAD SAFETY IN LOCAL COMMUNITY

Serbia, Zajecar, Serbia Hotel,April 9 11, 2014.

625.71:336.12]:352.07

295

PROBLEMS OF FINANCING MUNICIPAL ROADS AND STREETS ACCORDING TO THELAW ON PUBLIC ROADS IN LOCAL COMMUNITY

1, 2, 3, 4

: , , . , , , , . , . .

:, , , ,

Abstract: The lack of adequate resources for the tasks of managing municipal roads and streets has led to a veryunsatisfactory situation in terms of the construction, reconstruction, maintenance and protection of the traffic network. TheLaw on Public Roads provided a number of fees that belong to the local authority or controller of a network of local roadsand streets. The funds collected from these fees were intended for operations such as construction, reconstruction,maintenance and protection of municipal roads and streets. Nevertheless, Amendments to the Law on Public Roads haveeliminated some fees which were the revenues of the local authority or controller of a network of municipal roads and streets.However, these fees have not been adequately replaced by the revenues that have been collected on the basis of the Law onLocal Authority Finance. This paper gives an overview of the financing of municipal roads and streets according to the Lawon Public Roads with proposal of stratege of funding sources of a roads network.

Keywords: municipal road, street, fees, controller of municipal roads and streets, safety, financing of municipal roads andstreets

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9.

, , ,9 11. 2014.

9th International ConferenceROAD SAFETY IN LOCAL COMMUNITY

Serbia, Zajecar, Serbia Hotel,April 9 11, 2014.

625.739(497.7)

301

IMPACT ANALYSIS OF THE TYPE OF LEFT TURN CONTROL ON TRAFFIC SAFETYAT SIGNALIZED INTERSECTIONS IN SKOPJE

Daniel Pavleski1

Abstract: Intersections are locations of high road traffic accident concentration. In most European countries 40 - 60 percentof the total number of road traffic accidents occurs at intersections. The type of left turn control at signalized intersections isone of the factors which have impact on the traffic safety level of the intersections. Three types of left turn control exist inSkopje, which are as followed: left turns which are served in the same signal phase as the straight through movements fromthe opposite direction, left turns which are served in a separate phase and left turns which are served as a combination of thetwo previous types of left turn control. In this paper, data analysis of road traffic accidents occurring at certain signalizedintersections will be performed and their relationship with the different types of left turn control will be analysed in order toidentify their impact on road traffic safety at signalized intersections.

Keywords: Left Turning, Intersection control, Traffic accident, Traffic safety

1. INTRODUCTION

Intersections are areas of concentrated conflicting crossing, merging and diverging traffic flows that can impact ofnumber and severity of road traffic accidents. A conventional four leg intersection has a total of 32 points of conflict betweenvarious through and turning movements (Azad et al, 2013). Left turn manoeuvres are frequently recognized as highlyproblematic operational elements (Machemehl et al, 1983).

The type of left turn control at signalized intersections is one of the factors which have impact on the traffic safety levelof the intersections. Three types of left turn control exist in Skopje, which are as followed:

- Permissive left turn control: left turns which are served in the same signal phase as the straight throughmovements from the opposite direction,

- Protected left turn control: left turns which are served in a separate phase and- Permissive/protected left turn control: left turns which are served as a combination of the above two types of left

turn control.Selection of the type of left turn control is normally based on the volumes of left turn vehicles, cross product of left turn

and opposing flow, intersection geometry, speed and accident history.In this paper, data analysis of road traffic accidents occurring at certain signalized intersections will be performed and

their relationship with the different types of left turn control will be analysed in order to identify their impact on road trafficsafety at signalized intersections.

2. METHODOLOGY

Ten four-leg signalized intersections were selected for this research. For each signalized intersection data analysis of roadtraffic accidents will be performed and their relationship with the type of the left turn control will be analysed in order toidentify an impact on road traffic safety.

The ten selected intersections for this research and the type of the left turn control are specified in Table 1, while theirlocation in Skopje is shown in Figure 1.

1 Head of Unit for road markings, traffic signs & signals, Pavleski Daniel, B.Sc. Traffic Eng , City of Skopje - Traffic department, Ilindenblvd N.82, Skopje, R. Macedonia, daniel.pavleski@skopje.gov.mk.

Daniel PavleskiIMPACT ANALYSIS OF THE TYPE OF LEFT TURN CONTROL ON TRAFFIC SAFETY AT SIGNALIZED

INTERSECTIONS IN SKOPJE

302

Table 1. Selected intersections and type of left turn control

Intersection Major street Minor street1. Hristijan Todorovski Karpos blvd / 2-ra Makedonska brigada str. Permissive Permissive2. Partizanski odredi blvd / 8-mi Septemvri blvd protected protected3. Aleksandar Makedonski blvd / 16-ta Makedonska brigada st