Kahramanmaraş Metropolitan Municipality Traffic Management Center with the 140 camera to control the traffic of the city said.
Yusuf Deliktas, the head of the Department of Transportation Services of the Kahramanmaras Metropolitan Municipality, said that they had been working together with the Directorate of Traffic Services of the Metropolitan Municipality of Kahramanmaras and the Directorate of Traffic Registration and Inspection in the Provincial Directorate of Traffic and the Traffic Management Center.
Deliktaş, Head of Transportation Services Department, said: ve Our Traffic Management Center staff, which is established to monitor traffic continuously and determine possible problems in the fastest way, is engaged in possible traffic problems, disasters affecting the city negatively and in many other cases. It detects the incident as quickly as possible, takes precautions or resolves the problem, or directs it to the relevant institution for remediation.
Traffic management is carried out by the management of traffic barriers with the 140 camera and DMS (Variable Message System) at various points in our city, as well as the management of electronic barriers on pedestrianized roads and by optimizing signalized intersections.
In the understanding of old-fashioned traffic management, the intersections were adjusted with estimated times and abandoned.
Morning, noon, evening or weekend traffic would not be evaluated. The intersections work with one plan.
In the new model, a completely data-based system is implemented. Intersections are adjusted and continuously monitored by counting with 95 accuracy at all times when they vary with the help of cameras or electronic equipment. In other words, we monitor all junctions in the new model and interfere with signaling systems from the center. Our drivers may stay in heavy traffic from time to time, but they should know that we are seeing the intensity and we are trying to eliminate the intensity with the best possible scenarios. In short, their problem, our problem, onların he said.
COORDINATED WORK WITH TRAFFIC POLICIES
Head Office Deliktaş pointed out that the Traffic Management Center was working in coordination with the Directorate of Traffic Registration and Inspection of the Provincial Directorate of Traffic: de The Traffic Registration and Inspection Department and the Traffic Services Branch Office of the Provincial Security Directorate are two units authorized for traffic management. Our police colleagues, who work in our center, provide coordination between our unit and the Directorate of Traffic Registration and Inspection and work in solidarity. This provides higher benefits for both units in the joint work. For example, in a question that occurs for any reason at the intersections, traffic cops take the intersection management by passing through the intersection. Since all intersections in the new system are monitored by cameras, we would like to intervene because we are able to see the intersections, cameras and the rest of this problem. Thus, a load will be lost on our traffic policemen, so they are used in regions where they are needed more and more. In short, the work force of the two units is used more effectively thanks to the joint work Kıs.
INJURIES WILL BE WITH THE UKOME DECISION
7 / 24 has been audited for the efforts to reduce traffic density. Deliktaş, the Head of Department, said that the decisions of the Transport Coordination Center are in place to eliminate the need for crossroads. The head of the department, Deliktaş continued his words as follows: “First of all, the need for an intersection should be born. This may be due to requests from our citizens or may have been identified by the responsible units of our municipality. When the demand occurs, it is put on the agenda at the first UKOME (Transport Coordination Center) meeting after the necessary preliminary information reviews are made. In such meetings, decisions such as whether the intersection will be made or signaled shall be decided by the representatives of the responsible unit. If the intersection is decided to be made, the planning director is appointed for the intersection planning. The planning makes the intersection drawing and after the necessary approvals are obtained, the project is sent to the Department of Science Affairs for manufacturing. At the same time, the Traffic Services Branch Office is involved in the construction of the junction of the Science Works and makes the horizontal and vertical markings of the junction. If there is also a signalized junction, our field team assembles the signaling systems at the intersection. If it is a critical intersection, the camera systems are also installed by our unit.
After completion of the work, the intersection is run with an average plan and at the same time the intersection counts are started. Counts are held separately for morning, afternoon, evening and weekend. Data created by our expert friends using various formulas are converted into plans. There are many factors in time planning. The width, intensity, speed limit of the road. For example, one of the arms may be a ramp. In this case, the number of vehicles will pass through this branch in time. Or you may be passing through public transport vehicles mainly from an arm. Large vehicles occupy more space and time than the 2 or 3 unit compared to small vehicles in traffic. All these are evaluated and planned. In the new model system, at least 3 plan is created for different time periods. These plans can be up to 6 according to your need. After the new plans are activated, the intersection changes automatically according to the traffic intensity at different times of the day and starts working more accurately. Then the intersection is observed at intervals and the finer interventions are optimized and this observation never ends. According to the new conditions, the intersection is re-optimized. Oluş
TRAFFIC LIGHTS ARE ADJUSTED ACCORDING TO
Deliktaş, who is the Head of Department, evaluated the works done in order to reduce the intensity of traffic and to ease the traffic. D We are working on a new project which will benefit a lot of our drivers.
Demand-induced intersections. We are setting up data exchange systems to prevent the loss of time at the intersections where the side arms are less involved. By installing sensors at points at the junction, we get the presence or amount of vehicles in the arms and re-program the signaling system at the moment according to the number of vehicles. Thus, the intersection starts to work dynamically and we give each arm the green light as much as the current need. If there is no vehicle in the arm, the system continues to burn the arm and burn the green to the main road. Starting from critical intersections, we plan to implement this dynamic system at all intersections that are appropriate for the system. K
WE HAVE AN INTERACTIVE COMMUNICATION MODEL
Deliktaş stated that they had one-way communication with the drivers before but they had interacted interactively in the last 3 year. He said: ın In the last 3 year, we have linked all our electronic systems to the center. You can't manage where you can't see. Traffic is a very variable structure and many instantaneous events are developing. Our communication with our drivers was unidirectional. We observed the behavior of the drivers and intervened accordingly. Now we have switched to an interactive communication model through the Variable Message System. We can now warn our drivers without any incident, and we can block the intensity. At the moment our biggest aim is to gain the trust of our drivers by giving them instant accurate information. Since we put the DMS systems into use, our drivers have been credited with our messages. This makes both their work easier and ours. Thanks to our drivers who take warnings into consideration, we can homogenize the traffic and solve the jams in the dense areas much faster.
We provide route information according to their location in the DMS system. We need to create reference points for our drivers to deliver time estimates. Take, for example, the Museum DMS. There are several alternatives to go to the west of the city. For this point we refer to Ağcalı and NFK intersections. If you prefer Ulucami, Şekerdere route, you will reach as far as that minute or if you go to Abdülhamithan to the same destination, you will reach as soon as possible. The preference belongs entirely to our drivers. With the sensors placed at all intersections throughout the city, we measure the point-to-point access times instantaneously and communicate them to our drivers via DMSs. Coloring system in a subject that needs attention. Let's give an example again. Ulucami - The NFK route is written in yellow 10dk. Here is the message we give to our drivers. Ulucami - NFK is a little more intense than normal (yellow color is an upper density level of green color) but there is also transportation around at 10dk. Preferred belong to our drivers. The system 4 operates in a separate color. The green color represents the shortest time from point to point following the speed limits. The yellow color indicates that the density is% 20 delay. The orange color +% 20 refers to the delay and finally the red color + 30. In fact, the colors in the messages are more important than durations. We recommend that our drivers make the best choice starting from green. In addition, our system optimization continues, additions and subtractions can be made according to the usage status of the determined routes. We will continue to shape the system for the better according to the feedback we receive from our drivers. Üc