Analysis of traffic safety at the intersections in Tychy 4

Aleksander Sobota 1 Politechnika Śląska Jacek Tuchowski 2 Miejski Zarząd Ulic i Mostów w Tychach Renata Żochowska 3 Politechnika Śląska Analysis of traffic safety at the intersections in Tychy 4 Introduction Apart from social and economic benefits, development of the automotive industry has brought a number of threats and unfavourable phenomena, of which the most serious include the negative effect on the environment and increased accident rate [3]. Both phenomena are unfavourable. However, the latter might directly affect lives of users of the streets and roads. This risk concerns the substantial part of society due to the necessity of everyday commuting to work using personal cars. This is suggested by the results of a survey concerning modal split carried out in selected cities in Poland and presented in the Table 1. Tab. 1. Modal split in selected cities in Poland City (period of the survey) Upper Silesian Agglomeration 5 (2007-2009) [7] Percentage share of travels using specific means of transport [%] Walking Cycling Individual transport Public transport Other 30.5 1.2 36.9 30.3 1.1 Bydgoszcz (2010) [4] 30.8 1.2 29.6 38.4 - Gdańsk (2009) [16] 21.0 2.0 39.0 38.0 - Kraków (2010) [16] 25.0 1.0 28.0 46.0 Olsztyn (2006) [5] 28.3 2.7 35.2 33.3 0.5 Poznań (2000) [16] 8.2 2.1 51.5 37.6 0.6 Szczecin (2010) [16] 19.3 1.4 43.4 35.1 0.8 Tychy (2009) [18] 27.1 2.8 41.6 26.6 1.9 Warszawa (2011) [16] 21.0 1.0 24.0 54.0 - Wrocław (2011) [16] 18.8 3.6 41.8 34.9 0.9 Mean 23.0 1.9 37.1 37.4 1.0 Standard deviation 6.9 0.9 8.2 7.8 0.5 Source: own research based on [4, 5, 7, 16, 18] 1 Dr Ing., A. Sobota, Department of Transportation Systems and Traffic Engineering, Faculty of Transport, Silesian University of Technology, Krasińskiego Str. 8, 40-019 Katowice, tel. (+48 32) 6034121, aleksander.sobota@polsl.pl 2 M. Sc., J. Tuchowski, Tychy Municipal Office, Budowlanych Str. 59, 43-100 Tychy, tel. (+48 32) 3271491, jacek.tuchowski@gmail.com 3 Dr Ing., R. Żochowska, Department of Transportation Systems and Traffic Engineering, Faculty of Transport, Silesian University of Technology, Krasińskiego Str. 8, 40-019 Katowice, tel. (+48 32) 6034121, renata.zochowska@polsl.pl 4 Article-reviewed 5 The study included 13 cities, i.e. Gliwice, Zabrze, Ruda Śląska, Bytom, Świętochłowice, Chorzów, Siemianowice Śląskie, Katowice, Sosnowiec, Czeladź, Będzin, Mysłowice, Dąbrowa Górnicza. 3287

Therefore, it can be concluded that the problem of traffic safety is one of the elements of safety in a general human activity [14]. Consequently, the overriding goal in the strategic documents connected with urban development [1], reports [8, 11] and transport policies [3, 9] is to ensure appropriate level of traffic safety. The analysis of the problems concerning the level of traffic safety should include the relationships that occur in the system of road user (U), vehicle (V) and environment (E) [14]. Therefore, comprehensive improvement in the traffic safety necessitates considering a number of factors that affect the level of road safety e.g. human factor (user of the road traffic in the system), design of the car (vehicle in the system) or road environment (the surrounding of the system). Low level of traffic safety often results from engineers' neglecting the contribution of the road environment during an analysis of the causes of road incidents. In fact, road environment has a direct effect on road incidents, which almost always result from human mistakes. However, the mistakes are made more often if nfavourable situation in the traffic or a specific defect on the road occurs [13]. These defects often cause concentration of road incidents, thus defining the locations in the road and street network which are incomprehensible, illegible, poorly visible or atypical. Therefore, the focus of this paper was on the opportunities to use information about road incidents to identify dangerous locations in road and street networks. The paper aims to present the scope of necessary analyses which should be made in order to indicate such places. Research testing ground The testing ground for the research was the city of Tychy, Poland. Tychy is a medium-sized city 6 located in Silesian Voivodeship. The city is one of the main urban centres in the Upper Silesian Agglomeration, situated in its southern part, what has been presented in the Figure 1. Due to a small distance from Katowice, it is often nicknamed "Katowice's bedroom". Important national and international road traffic routes with transit character go there, including [17]: E75 European route that connects Vardø, Norway with Sitía, Greece, E476 European route that connects Kraków with Czech Republic, DK1 national road that connects Gdańsk with Cieszyn, DK44 national road that connects Kraków with Gliwice, DK86 national road that connects Wojkowice Kościelne with Tychy, S1 expressway that connects Pyrzowice with Cieszyn-Boguszowice. 6 Tychy is a city with the surface area of 8,181 ha, with 129,322 inhabitants [15]. 3288

Fig. 1. Location of Tychy in Silesia Voivodship and Upper Silesian Agglomeration Source: [15] Compared to other cities of the Upper Silesian Agglomeration, the city has a well-developed road and street infrastructure. Road routes with high importance for urban traffic in Tychy are two-lane streets with high traffic capacity. However, small single-lane roundabouts are the showcase of Tychy. There are 15 such roundabouts in the city [17]. The city map (Figure 2) presents the most important road and street routes in Tychy, also those with transit character (DK1, DK44 and DK86). Fig. 2. The main road and street routes in Tychy Source: [17] 3289

The study analysed four-approach intersections with traffic lights, intersections without traffic lights and roundabouts. However, the choice of particular objects from all the locations in Tychy was preceded by an inventory of the structure of urban network and performance of a pilot study. This helped choose the intersections with the highest effect on the quality of operation of the whole road and street network in the city. The intersections chosen are those with the highest traffic intensity [10] or those where, due to their location in the network, connect the areas with limited availability. Furthermore, detailed analyses chose only the intersections with at least 3 collisions or 1 accident according to the assumptions presented in [13]. These assumptions were made in order to eliminate the intersections where no significant number of road incidents were reported and due to the methodology adopted for calculation of the indices of costs of traffic safety at the intersections. The Table 2 presents the intersections where the data were collected for the analyses. Tab. 2. The intersections in Tychy analysed in the study Intersections with traffic lights Names of the streets crossing for individual types of intersections Begonii - Harcerska - Cienista Bielska - Budowlanych - Edukacji Bielska - Cyganerii - Czarnieckiego Bielska - Niepodległości - Cienista Bielska - Hierowskiego Budowlanych - Bocheńskiego - Begonii Bielska - Kościuszki Burschego - Andersa - Hlonda Bielska - Sienkiewicza Edukacji - Grota Roweckiego Bocheńskiego - Boczna - Hlonda Niepodległości - Grota Roweckiego Edukacji - Filaretów - Fitelberga Katowicka - Mikołowska - Oświęcimska Edukacji - Wyszyńskiego Mikołowska - Burschego - Dołowa Grota Roweckiego - Dąbrowskiego Mysłowicka - Turyńska Katowicka - Sadowa Piłsudskiego - Paprocańska Oświęcimska - Barwna Piłsudskiego - Tischnera Oświęcimska - Główna - Kościelna Sikorskiego - Tołstoja - Wieniawskiego Piłsudskiego - dojazd DK1 Stoczniowców - Legionów - Konecznego Piłsudskiego - Poziomkowa Sikorskiego - Bielska - Stoczniowców Sikorskiego - Beskidzka Wyszyńskiego - Niepodległości Sikorskiego - Dmowskiego Sikorskiego - Przerwy Tetmajera Bielska - Żwakowska - Jana Pawła Sikorskiego - Zgrzebnioka Jana Pawła - Grota Roweckiego Sikorskiego - Żółkiewskiego - Zacisze Piłsudskiego - Armii Krajowej Stoczniowców - Reymonta Piłsudskiego - Dmowskiego Towarowa - Cielmicka Piłsudskiego - Jaśkowicka - Bielska Towarowa - Fabryczna Armii Krajowej - Sikorskiego Towarowa Towarowa zjazd Stoczniowców - Harcerska Wyszyńskiego - Dąbrowskiego Stoczniowców - Jaśkowicka Wyszyńskiego - De Gaulle'a Towarowa - Tesco Source: own research Intersections without traffic lights Roundabouts Collecting the source data for further analyses The research material was comprised of the data on road safety at the intersections studied. They were collected from traffic incident maps developed by the Department of Transport in the Tychy Municipal 3290

Office, created based on the data contained in road incident forms 7 filled out by police officers. Therefore, it should be noted that the analyses concerned only the incidents where the police was called and filled out a road incident form. Furthermore, the Department of Transport in the Tychy Municipal Office created the traffic incident maps with regard to the following types of traffic incidents: collisions, incidents with the injured involved, fatal accidents. Therefore, identification of the particularly dangerous locations in the road and street network used only the data about the above mentioned types of traffic incidents. More specific data (e.g. side impacts, rear-end collisions, collisions with pedestrians and cyclists) which are contained in the traffic incident form were used for detailed analysis of the locations in terms of traffic safety. The research material covered the period of 3 years, which, according to T. Szczuraszek [13], is an optimum balancing period concerning analysis of the data on road safety. Therefore, the traffic incidents reported in Tychy from January 1, 2010 to December 31, 2012 were analysed. Methodology and results The methodology of the analyses, with presentation of the results obtained for the research testing ground involved three steps. Step 1 Based on the data collected for each of the previously identified locations which were found to be particularly dangerous, a total number of incidents was evaluated for the whole period of the analysis (3 years). The results of these calculations have been presented in the Table 3. Step 2 Consequences of road events may cause a variety of physical loses. Therefore, the incidents that involve fatalities or injured people should be treated as the more dangerous than collisions. This causes that the most dangerous locations in the road and street network in a city should not be identified solely on the analysis of the total number of road events. Weights were used for each type of the incident in order to unify the measures that express the consequences of individual types of traffic incidents. The weights express the relative costs incurred because of the consequences of the road incident with respect to the costs of average road collision. They help determine the equivalent road event i.e. the collision with average physical damages. An i-incident is calculated per number of equivalent road events according to the following equation [13]: 7 Currently the road incident form represents the Appendix No. 1 to the ordinance No. 123 by the Police Chief Commander as of May 31, 2012 [19]. 3291

x i Z, i Z H, i H R, i R P, i P [ equiv. incidents] = γ q + γ q + γ q + γ q (1) where: x i number of equivalent road events corresponding to i-incident; γ Z,i, γ H,i, γ R,i, γ P,i number of, respectively: fatalities, seriously injured people, slightly injured people and vehicles damaged as a consequence of the i-incident; q Z, q H, q R, q P weights of individual unit consequences of traffic incidents: fatality, seriously injured person, slightly injured person, vehicle involved in a specific incident. Tab. 3. Number of road traffic incidents in the period of 3 years at selected intersections in Tychy Names of the streets crossing at the intersections without traffic lights Number of traffic incidents during the period of 3 years Armii Krajowej - Orzeszkowej 14 Begonii - Harcerska - Cienista 16 Bielska - Cyganerii - Czarnieckiego 24 Names of the streets crossing at the intersections with traffic lights Bielska - Budowlanych - Edukacji Bielska - Niepodległości - Cienista Budowlanych - Bocheńskiego - Begonii Number of traffic incidents during the period of 3 years Bielska - Hierowskiego 8 Burschego - Andersa - Hlonda 13 Bielska - Kościuszki 31 Edukacji - Grota Roweckiego 15 Bielska - Sienkiewicza 31 Niepodległości - Grota Roweckiego 49 Bocheńskiego - Boczna - Hlonda 21 Katowicka - Mikołowska - Oświęcimska 61 Edukacji - Filaretów - Fitelberga 6 Mikołowska - Burschego - Dołowa 43 Edukacji - Wyszyńskiego 15 Mysłowicka - Turyńska 15 Grota Roweckiego - Dąbrowskiego 12 Piłsudskiego - Paprocańska 21 Katowicka - Sadowa 31 Piłsudskiego - Tischnera 7 Oświęcimska - Barwna 13 Sikorskiego - Tołstoja - Wieniawskiego 5 Oświęcimska - Główna - Kościelna 25 Stoczniowców - Legionów - Konecznego 17 Piłsudskiego - dojazd DK1 38 Sikorskiego - Bielska - Stoczniowców 49 Piłsudskiego - Poziomkowa 14 Wyszyńskiego - Niepodległości 39 Sikorskiego - Beskidzka 9 Names of the streets crossing Sikorskiego - Dmowskiego 11 at the roundabouts 26 22 39 Number of traffic incidents during the period of 3 years Sikorskiego - Przerwy Tetmajera 7 Bielska - Żwakowska - Jana Pawła 31 Sikorskiego - Zgrzebnioka 5 Jana Pawła - Grota Roweckiego 19 Sikorskiego - Żółkiewskiego - Zacisze 3 Piłsudskiego - Armii Krajowej 20 Stoczniowców - Reymonta 10 Piłsudskiego - Dmowskiego 19 Towarowa - Cielmicka 43 Piłsudskiego - Jaśkowicka - Bielska 11 Towarowa - Fabryczna 10 Armii Krajowej - Sikorskiego 7 Towarowa Towarowa zjazd 10 Stoczniowców - Harcerska 7 Wyszyńskiego - Dąbrowskiego 19 Stoczniowców - Jaśkowicka 8 Wyszyńskiego - De Gaulle'a 11 Towarowa - Tesco 12 Source: own research 3292

The data used for the analysis in Tychy do not provide information about the seriousness of the injuries of the person and the number of fatalities or seriously injured person. Furthermore, these data did not provide information about the number of the people involved in the incident. Therefore, for the purposes of this study, the number of the equivalent traffic incidents X j at j-element of the road network over an analysed time period was determined using the following formula: X where: j Z, j Z R, j R K, j K [ equiv. incidents] = n q + n q + n q (2) n Z,j, n R,j, n K,j number of traffic incidents reported for a particular category (respectively: accident with fatalities, accident with the injured involved and collision) at j-element of the road network over an analysed time period; q Z weight of an accident with fatalities; q R weight of a accident with the injured involved; q K weight of a collision. Values of the coefficient X j help evaluate the level of traffic safety at the intersections analysed. Additionally, T. Szczuraszek [13] recommends comparing the values of this coefficient for the intersections of similar type, such as: intersections without traffic lights, intersections with traffic lights and roundabouts. It should be emphasized that the division of the types of intersections is consistent with the division adopted for the purposes of this study. Step 3 For identification of dangerous locations in the road network, the study [13] proposed the index of the number of equivalent traffic incidents WB2 j, which represents the number of equivalent road incidents at j-element of the road network over a period of a year: X j equiv. incidents WB2 j = T (3) year where: X j number of the equivalent traffic incidents at j-element of the road network over an analysed time period; T balancing period (in this case: 3 years). However, from the standpoint of accuracy of evaluation, it is better to adopt the relative values of the indices with respect to their average value in the road and street network of the analysed area [13]. For this purpose, the following coefficient W j is determined: 3293

where: W j = 1 K WB2 K k= 1 j WB2 W j relative index of the number of equivalent road incidents at j-element of the road network; WB2 j, WB2 k index of the number of equivalent road incidents, respectively at j-element and k-element of the road network; K number of elements in the road network qualified for a particular group of intersections. The results of the calculations of described measures of road safety have been presented in the Table 4. k [ ] (4) Tab. 4. The measures of traffic safety for selected intersections in Tychy Names of the streets crossing at the intersections without traffic lights X j [equiv. inc.] WB2 j [equiv. inc. /year] W j Names of the streets crossing at the intersections with traffic lights X j [equiv. inc.] WB2 j [equiv. inc./year] Armii Krajowej - Orzeszkowej 30.0 10.00 1.05 Bielska - Budowlanych - Edukacji 42.0 14.00 0.90 Begonii - Harcerska - Cienista 24.0 8.00 0.84 Bielska - Niepodległości - Cienista 26.0 8.67 0.56 Bielska - Cyganerii - Budowlanych - Bocheńskiego - 61.7 20.57 2.16 Czarnieckiego Begonii 87.0 29.00 1.86 Bielska - Hierowskiego 28.0 9.33 0.98 Burschego - Andersa - Hlonda 33.0 11.00 0.71 Bielska - Kościuszki 64.7 21.57 2.26 Edukacji - Grota Roweckiego 27.0 9.00 0.58 Bielska - Sienkiewicza 47.0 15.67 1.64 Niepodległości - Grota Roweckiego 61.0 20.33 1.30 Bocheńskiego - Boczna - Hlonda 33.0 11.00 1.15 Katowicka - Mikołowska - Oświęcimska 77.0 25.67 1.65 Edukacji - Filaretów - Fitelberga 10.0 3.33 0.35 Mikołowska - Burschego - Dołowa 76.7 25.57 1.64 Edukacji - Wyszyńskiego 27.0 9.00 0.94 Mysłowicka - Turyńska 23.0 7.67 0.49 Grota Roweckiego - Dąbrowskiego 16.0 5.33 0.56 Piłsudskiego - Paprocańska 49.0 16.33 1.05 Katowicka - Sadowa 43.0 14.33 1.50 Piłsudskiego - Tischnera 11.0 3.67 0.24 Oświęcimska - Barwna 45.0 15.00 1.57 Sikorskiego - Tołstoja - Wieniawskiego 5.0 1.67 0.11 Oświęcimska - Główna - Stoczniowców - Legionów - 33.0 11.00 1.15 Kościelna Konecznego 46.7 15.57 1.00 Piłsudskiego - dojazd DK1 46.0 15.33 1.61 Sikorskiego - Bielska - Stoczniowców 86.7 28.90 1.85 Piłsudskiego - Poziomkowa 14.0 4.67 0.49 Wyszyńskiego - Niepodległości 51.0 17.00 1.09 Sikorskiego - Beskidzka 13.0 4.33 0.45 X Sikorskiego - Dmowskiego 19.0 6.33 0.66 Names of the streets crossing at j WB2 j [equiv. [equiv. Sikorskiego - Przerwy Tetmajera 15.0 5.00 0.52 the roundabouts inc.] inc./year] Sikorskiego - Zgrzebnioka 13.0 4.33 0.45 W j Sikorskiego - Żółkiewskiego - Bielska - Żwakowska - Jana 7.0 2.33 0.24 Zacisze Pawła 43.0 14.33 2.04 Stoczniowców - Reymonta 14.0 4.67 0.49 Jana Pawła - Grota Roweckiego 27.0 9.00 1.28 Towarowa - Cielmicka 67.0 22.33 2.34 Piłsudskiego - Armii Krajowej 24.0 8.00 1.14 Towarowa - Fabryczna 14.0 4.67 0.49 Piłsudskiego - Dmowskiego 27.0 9.00 1.28 Towarowa Towarowa zjazd 18.0 6.00 0.63 Piłsudskiego - Jaśkowicka - 15.0 5.00 0.71 Bielska Wyszyńskiego - Dąbrowskiego 23.0 7.67 0.80 Armii Krajowej - Sikorskiego 15.0 5.00 0.71 Wyszyńskiego - De Gaulle'a 19.0 6.33 0.66 Stoczniowców - Harcerska 7.0 2.33 0.33 Stoczniowców - Jaśkowicka 20.0 6.67 0.95 Towarowa - Tesco 12.0 4.00 0.57 Source: own research W j 3294

Selection of dangerous locations: analysis of the results The choice of the most dangerous intersections in Tychy was based on the analysis of the value of the index W j. For this purpose, a boundary value of this index (over which a particular object was qualified as the category of the most dangerous object) was determined. Three methods used for determination of he boundary level was presented in the study [13]: arbitrary determination of the value, adoption of the statistically significant value higher than the mean value, adoption of the value that differs substantially from the average value of the adequately high quantile. The third of the methods proposed was chosen for the purposes of the present analyses. According to the assumptions presented in [13], the use of this method allows for making the boundary value of the quantile dependent on the city size. For Tychy, with 130,000 inhabitants, the value of this quantile should be adopted as 85%. With such assumptions, the boundary value of the coefficient W j is 1.64. The intersections with marked points over quantile 85% are presented in Figure 3. 2,5 2,0 1,5 W j [-] 1,0 0,5 0,0 Sikorskiego - Tołstoja - Wieniawskiego Piłsudskiego - Tischnera Sikorskiego - Żółkiewskiego - Zacisze Stoczniowców - Harcerska Edukacji - Filaretów - Fitelberga Sikorskiego - Beskidzka Sikorskiego - Zgrzebnioka Piłsudskiego - Poziomkowa Stoczniowców - Reymonta Towarowa - Fabryczna Mysłowicka - Turyńska Sikorskiego - Przerwy Tetmajera Bielska - Niepodległości - Cienista Grota Roweckiego - Dąbrowskiego Towarowa - Tesco Edukacji - Grota Roweckiego Towarowa - Towarowa Sikorskiego - Dmowskiego Wyszyńskiego - De Gaulle'a Burschego -Andersa - Hlonda Piłsudskiego - Jaśkowicka - Bielska Armii Krajowej - Sikorskiego Wyszyńskiego - Dąbrowskiego Begonii - Harcerska - Cienista Bielska - Budowlanych - Edukacji Edukacji - Wyszyńskiego Stoczniowców - Jaśkowicka Bielska - Hierowskiego Stoczniowców - Legionów - Konecznego Piłsudskiego - Paprocańska Armii Krajowej - Orzeszkowej Wyszyńskiego - Niepodległości Piłsudskiego -Armii Krajowej Bocheńskiego - Boczna - Hlonda Oświęcimska - Główna - Kościelna Jana Pawła - Grota Roweckiego Piłsudskiego - Dmowskiego Niepodległości - Grota Roweckiego Katowicka - Sadowa Oświęcimska - Barwna Piłsudskiego - dojazd DK1 Mikołowska - Burschego - Dołowa Bielska - Sienkiewicza Katowicka - Mikołowska - Oświęcimska Sikorskiego - Bielska - Stoczniowców Budowlanych - Bocheńskiego - Begonii Bielska - Żwakowska - Jana Pawła Bielska - Cyganerii - Czarnieckiego Bielska - Kościuszki Name Nazwa of skrzyżowania intersection Fig. 3. Values of coefficient W j for analysed intersections Source: own research quantile of coefficient W j <85% Towarowa - Cielmicka quantile of coefficient W j 85% Figure 4 illustrates the locations which are particularly dangerous in the road and street network in Tychy (these are points for which W j 1.64, i.e. those with the highest diameters). However, in order to present spatial distribution of these places as compared to other intersections and to indicate the level of traffic safety, the value of quantile 50 (W j = 0.90) was determined. Using the accident map, this helped divide 3295

all the intersections analysed (without division into the types of intersections) into three categories, for which boundary value of the quantile: is lower than 50% (W j < 0.90), ranges from 50% to 85% (0.90 < W j < 1.64), is higher than the quantile 85% (W j 1.64) (particularly dangerous intersections). Fig. 4. Map of accidents reported in Tychy from 2010 to 2012 Source: own research based on [10] Conclusion Ensuring the adequate level of traffic safety is an overriding objective for planners, designers and the authorities that manage roads in the cities. Policies of improvement of road safety through modernization of the present infrastructure and using new and more efficient solutions for traffic organizations in road intersections are implemented in Tychy. Therefore, proper identification of dangerous locations that require implementation of the instruments that improve road safety seems to be essential. This caused that the study proposed the methodology for such analysis using the example of the city of Tychy. It should be emphasized that only one of many relationships developed for this purpose was used [13]. Other can be found in e.g. [6]. Analysis of the results of the studies for Tychy revealed that the highest numbers of traffic incidents are reported at the intersections with traffic lights. The number of all the incidents at 15 intersections with traffic lights analysed was 421. The most of the incidents (437) were recorded at the intersections without traffic 3296

lights. However, 26 such objects were taken into account in the analysis. In 2010-2012, 134 traffic incidents were reported at 9 roundabouts. The highest number of the incidents in the period of analysis was found per one intersection with traffic lights. Among the objects with the worst level of traffic safety are 4 intersections without traffic lights (the highest level of the index W j was found for the intersection of Cielmicka and Towarowa streets), 1 roundabout and 4 intersections with traffic lights. However, the latter three are the objects where traffic lights were installed in 2012. Abstract Many actions taken by the road management authorities to improve the traffic safety require monitoring of level of road safety. The range of monitoring may be wide in view of number of factors to evaluate. However large number of factors increases the costs of monitoring. Therefore the necessary range of analysis, which has to be done to identify the most dangerous places on road network in cities, has been presented in the article. For this purpose the results of research in Tychy have been presented. Analiza poziomu bezpieczeństwa ruchu drogowego na skrzyżowaniach w Tychach Streszczenie Wiele działań podejmowanych przez organy zarządzające drogami w zakresie poprawy lub utrzymania odpowiedniego poziomu brd wymaga cyklicznego monitoringu. Jego zakres może być bardzo szeroki ze względu na liczbę czynników, które można poddawać ocenie. Jednakże zwiększenie zakresu monitoringu zwykle związane jest ze wzrostem kosztów takiego działania. Dlatego w referacie przedstawiono niezbędny zakres analiz, które należy przeprowadzić celem zidentyfikowania miejsc szczególnie niebezpiecznych w sieci drogowo-ulicznej. Dokonano tego prezentując wyniki badań przeprowadzonych na skrzyżowaniach drogowych w Tychach. Literature [1] Brzeziński A. i in.: Strategia zrównoważonego rozwoju systemu transportowego Warszawy do 2015 roku i na lata kolejne w tym Zrównoważony plan rozwoju transportu publicznego Warszawy, Warszawa 2009. [2] Dyrekcja Generalna ds. Energii i Transportu przy Komisji Europejskiej: Polityka transportu drogowego. Drogi publiczne w Europie. Urząd Oficjalnych Publikacji Wspólnot Europejskich. Luksemburg 2006. [3] Gaca S., Suchorzewski W., Tracz M.: Inżynieria ruchu drogowego. Teoria i praktyka. WKiŁ, Warszawa 2008. 3297

[4] Grzegorzewski R., Gust M.: Plan zrównoważonego rozwoju publicznego transportu zbiorowego dla miasta Bydgoszczy (projekt). Bydgoszcz 2013. [5] International Management Services: Studium rozwoju transportu publicznego w Olsztynie wraz z analiz racjonalności wprowadzenia transportu szynowego. Kraków 2007. [6] Jamroz K.: Metoda zarządzania ryzykiem w inżynierii drogowej. Wydawnictwo Politechniki Gdańskiej, Gdańsk 2011. [7] Karoń G., Janecki R., Sobota A. z zesp.: Program inwestycyjny rozwoju trakcji szynowej na lata 2008 2011. Analiza ruchu, Praca naukowo-badawcza Politechniki Śląskiej, Katowice 2009. [8] Krajowa Rada Bezpieczeństwa Ruchu Drogowego: Stan bezpieczeństwa ruchu drogowego. Działania realizowane w zakresie bezpieczeństwa ruchu drogowego w 2011 roku oraz rekomendacje na rok 2012 (raport). Warszawa 2012. [9] Krystek R. i in.: Polityka Transportowa Państwa na lata 2006 2025. Ministerstwo Infrastruktury. Warszawa 2005. [10] Kompleksowe Badania Ruchu wraz ze Studium Komunikacyjnym dla miasta Tychy. Praca wykonana na zlecenie Miejskiego Zarządu Ulic i Mostów w Tychach przez firmę ARUP, Tychy 2008. [11] Ministerstwo Transportu, Budownictwa i Gospodarki Morskiej: Strategia rozwoju transportu do 2020 roku (z perspektywą do 2030 roku). Warszawa 2013. [12] Szczuraszek T. i in.: Badanie zagrożeń w ruchu drogowym. Polska Akademia Nauk. Studia z zakresu inżynierii nr 53. Warszawa 2005. [13] Szczuraszek T. i in.: Bezpieczeństwo ruchu miejskiego. WKiŁ, Warszawa 2008. [14] Wicher J.: Bezpieczeństwo samochodów i ruchu drogowego. WKiŁ, Warszawa 2004. [15] Witryna internetowa Głównego Urzędu Statystycznego: [16] http://www.stat.gov.pl/vademecum/vademecum_slaskie/portrety_miast/miasto_tychy.pdf (odsłona z dnia 2013.08.17). [17] Witryna internetowa Plan transportowy aglomeracji poznańskiej: [18] http://www.plantap.pl/wskazniki/ogolne/modal-split/ (odsłona z dnia 2013.06.05). [19] Witryna internetowa portalu Wikipedia.pl (odsłona z dnia 2013.08.17). [20] Urbańska E., Jakubicki R., Mokrzański M.: Kompleksowe Badania Ruchu wraz ze Studium Komunikacyjnym. Ove Arup & Partners International Limited. Tychy 2009. [21] Zarządzenie nr 123 Komendanta Głównego Policji z dnia 31 maja 2012 r. zmieniające zarządzenie w sprawie metod i form prowadzenia przez Policję statystyki zdarzeń drogowych. 3298