Continuous Results of the Road Safety Inspection of TEN-T 2015 in Area of Traffic Accident Analysis

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1 Continuous Results of the Road Safety Inspection of TEN-T 2015 in Area of Traffic Accident Analysis Karel Kocián i, Barbora Hájková ii Abstract: Article presents an initial findings of the ongoing project Road Safety Inspection 2015 of the Trans-European Road Network (TEN-T) and selected I. class roads substituting the planned TEN-T. The introduction describes characterize the entire monitored road network. Subsequently, Identified primary outcomes which are based on detail statistical analysis of traffic accidents of the selected subsections of I. class road I/35 in Liberec district are presented. The final part outlines the aims and premises of the following course of discussed project. Keywords: road No. I/35, absolute accident rate, relative accident rate, traffic accident, high risk site 1. Introduction The project is focused on evaluation of the impact of constructional, technical and operational characteristics of the road onto the road safety. The assessment is issued by the legislation (Decree no. 317/2011 Coll.) to the road administrator of the assessed network (Road and Motorway Directorate of the Czech Republic) and has to be repeated every five years. The assessment workflow was primarily based on the collection of data at the monitored sections (through drive-through inspection with vehicle equipped for data collection) and subsequent processing of measured data. In total, all roads forming or replacing Trans-European Road Network of approximate length of 2100 km were analyzed - concretely all highways (about 780 km), selected expressways (430 km) and I. class roads (about 890 km). Fig. 1 Monitored road network of the Czech Republic i Ing. Bc. Karel Kocián, Faculty of Transportation Sciences, CTU in Prague, Department of Forensic Experts in Transportation, Horská 3, Praha 2, Czech Republic, kocian@fd.cvut.cz ii Ing. Barbora Hájková, Faculty of Transportation Sciences, CTU in Prague, Department of Forensic Experts in Transportation, Horská 3, Praha 2, Czech Republic, hajkobar@fd.cvut.cz 1

2 The data acquisition was carried out in compliance with all legislative regulation dealing with the issue of road safety (laws, regulations, standards and methodologies) and at the same time was also supplemented with the latest findings in this field from abroad. 2. Description of the sample section of I. class road no. 35 (Liberec District) Monitored road is located in the northern part of the Czech Republic. The beginning of road stationing is located at the border crossing - Hrádek nad Nisou and the end is located between the villages Ktová and Újezd pod Troskami. The selected road is approximately 54 km long in total and can be divided into the four sub-sections iii (Fig. 2) o the basis of different parameters the different width arrangement, the speed limit or the directional distribution. Fig. 2 Monitored the I. class road I/35 The first section of the road is bypass, which was opened last year, earlier traced like the I. class road I/35. Two-lane, undivided road is mostly located in rural areas. The total length of the section is about 10 Km. The second section begins with the multilevel intersection of two I. class roads I/13 and I/35 and ends at the start point of expressway R35. In this part of section the I. class road I/ 35 have form of through road of the county town Liberec. The through road is directionally divided (2+2), the speed limit is set to 90 km/h and all crossing are solved as multi-level intersections. The total length of the sub-section is 15.5 km. The third segment is represented by directionally divided four-lane expressway and its length is more than 17 km. The end of the third section is located at the junction with the expressway R10. All crossings and connections with other roads are also designed as multi-level iii In the area near village Ohrazenice has an approximately 2 km long overlapping section of I. class roads I/35 and I/11. This section is not included in the evaluated sample. 2

3 intersections. The speed limit is mostly 130 km/h, but locally is reduced to 90 km/h due to adverse combination of horizontal and vertical curvature. The last section starts at the undivided four-line road nearby of directional sign Municipality (Turnov). After approximately 1,3 km changes into two-line road and continues to the end of the selected region. The length of the monitored segment is about 12,5 km. Except for the four-line section of the road are all intersections at grade and the speed limit is 90 km/h. Specific feature of the last part is a substantial length of the through roads. 3. Analysis of accident rates The accident rate of monitored sections of the I. class road was evaluated from publicly available accident statistics from the years 2012 to The statistical data were provided by the Police of the Czech Republic in form of accident reports in GIS database "Unified Transport Vector Map ( This database records all accidents in the Czech Republic within 24 hours after the actual accident. The statistical data does not contain a detail description of the place, course or origin of the accident, therefore, are used only for statistical purposes and initial localization of accidents Absolute and relative accident rate The total number of accidents on each monitored sections of the road were identified in the first phase of the project. Absolute and relative accident rate were calculated for the purpose of comparison of the assessed section with the rest of the road network. Calculation of absolute and relative accident rate were evaluated according to the following formulas (1) a (2). where: A - absolute accident rate [number of accidents/ km], N 0 - total number of accidents during analysed period, L - length of section [km]. A N / L (1) 6 10 N0 R 365 I L T where: R - relative accident rate [number of accidents / mil.vehkm and year], N 0 - total number of accidents during analysed period, I - average daily traffic [voz/24h], L - length of section [km], T - analysed period [years]=3. 0 The formulas indicate that for the calculation is necessary to know the length of section and average daily traffic. The length of section was determined on the basis of publicly accessible documents managed by the Department of Road Database and by the National Traffic Information Centre in Ostrava [2]. Results of National traffic census in 2010 [3], which were subsequently recalculated in accordance with the relevant coefficients of traffic growth for (2) 3

4 the middle year (2013) were used to identify the class of axle road of monitored communications. [4] Tab. 1 Frequency and consequences of road accidents and monitored traffic engineering parameters section number and consequences of road accidents total accidents number of fatalities number of severe injuries number of minor injuries length of section [km] average intensity 2013 [veh/24h] absolute accident rate (1) relative accident rate (2) ,1 * 2,38 * , ,48 0, , ,82 0, , ,77 0,79 * The section was opened to traffic in 2014, so it was not included in census of section within the CSD The highest number of accidents were registered on divided highway, sections no. 2 and 3, as shows the Tab.1. The minimum of accidents was recorded on newly constructed bypass (see the column absolute accident rate). Accidents resulting in death or serious injury were the most frequent on the section no. 3 (10 incidents) and sub-section no. 4 (9 accidents) segments with high proportion of urban areas. The frequency of accidents with reference to realized traffic performance was approximately the same in all assessed sections (interval 0,66-0,79 accidents/10 6 vehkm). When the individual accident rates are compared with mean value of accident rate in the Czech Republic (0,62 accidents/10 6 vehkm [11]), it can be said, that the relative accident rate corresponds to the mean value Accident localities The section of a road (250 m long) or crossroad is considered as accident locality if there have been recorded at least 3 personal injury accidents during one year, at least 3 personal injury accidents of the same type during three years, at least 5 accidents of the same type during 1 year. This identification of frequent places of accidents (hereinafter refered to as accident localities) from 2012 to 2014 was based on same criteria as in literature [7]. Within the section no.1 was not identified any cluster of traffic accidents fulfilling at least one of named criteria. However, different situation occurred in the section no.2. There were identified three accident localities (Fig. 3). The first locality is situated in the stationing on km 17. The cause of the accident was identified as failure to comply with the regulations governing the safety distance. These accidents (in total 5 accidents) lead only to a material damage. The second and third location are both located in the stationing on km 23 but in an opposite driving 4

5 direction (right and left traffic lane). The main cause of these accidents was the failure to adapt the driving speed to the road conditions as ice, pothole, mud or wet surface. 8 accidents identified in the left traffic lane resulted in 5 minor injuries. The same amount of injuries were registered in the right traffic lane, only the number of accidents was higher by one. Fig. 3 Accident localities in second section The largest number of accident localities was identified in the area of the third section of the assessed road. In total 9 clusters of accidents were identified in this section from which one of them was identified in the off-ramp of multi-level intersection (Fig. 4.). There were detected 21 accidents (mostly in 2013 and 2014) with the result of 8 minor injuries. Nearly all incident has occurred during poor weather conditions and the main cause of accidents has been the failure to adapt the driving speed to road conditions. Another common parameter of accident localities was an adverse combination of horizontal and vertical curvatures of the expressway. Fig. 4 Accident localities in third section 5

6 Five accident localities were recorded in the last fourth section. Two of them are in urban area Turnov and Ktová. The main cause of accidents had higher variation than in the previous sections - speeding, failure to adapt the driving speed or not giving the right of way (on marked pedestrian crosswalk). The mutual parameters of these accidents were deterioration of the visibility, poor weather conditions and curvature of the road. Accident happened mainly at intersections and direction curves. The highest number of accidents was reported in third section, 5 accidents of which 4 were in There were almost detected the most severe injuries as one fatal injury (frontal collisions moving vehicles) and 4 severe injuries. 4. Conclusion Fig. 5 Accident localities in fourth section Within the article were briefly outlined the findings of the statistical analysis of accidents on the I. class road I/35 in the Liberec Region. Specifically, there were introduced the numbers and consequences of accidents at the monitored sections and at the same time were calculated absolute and relative accident rates. The resulting relative accident rate of assessed sections corresponds to the national average. It was also identified accident localities for locating the riskiest places. Intersection between the results of analyzes of accidents and road safety inspections is necessary to achieve the required level of road safety in the form of valid proposals remedial measures. Thematically related article addresses the issue from the point of the safety inspections of the assessed I. class road I/35 in the Liberec District. The following methodological phase of the project will further inspect the potential correlations between the identified results of the accident analysis and deficits identified by safety inspection. Literature [1] Policejní prezidium ČR, Ředitelství dopravní policie, ročenka nehodovosti, [Online]. From: [cit ]. [2] Geoportal, Silniční a dálniční síť stav k , [Online]. From: [cit ]. [3] Celostátní sčítání dopravy, Prezentace výsledků CDS 2010, [Online]. From: [cit ]. [4] TP 225 Prognóza intenzit automobilové dopravy (II. vydání), EDIP s.r.o.,

7 [5] Metodika identifikace a řešení míst častých dopravních nehod, Brno, CDV, v.v.i., [6] MIČUNEK, T.: Možnosti snížení následků dopravních nehod technickými opatřeními a opatřeními po nehodě, Disertační práce, Praha, ČVUT v Praze Fakulta dopravní, [7] KOCIÁN, K. Analysis of traffic accidents on the speedway R46. Saarbrücken: Lambert Academic Publishing, p. ISBN [8] Zákon č. 13/1997 Sb., o pozemních komunikacích, ve znění pozdějších předpisů. [9] Vyhláška č. 104/1997 Sb., kterou se provádí zákon o PK, ve znění pozdějších předpisů. [10] Zákon č. 361/2000 Sb., o provozu na pozemních komunikacích, ve znění pozdějších předpisů. [11] AF-CITYPLAN, Matematický model individuální automobilové dopravy ČR pro rok Zkrácené recenzní řízení provedl: doc. Ing. Josef Kocourek, Ph.D. 7