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T.C. İÇİŞLERİ BAKANLIĞI

WEB SİTESİ GİZLİLİK VE ÇEREZ POLİTİKASI

Web sitemizi ziyaret edenlerin kişisel verilerini 6698 sayılı Kişisel Verilerin Korunması Kanunu uyarınca işlemekte ve gizliliğini korumaktayız. Bu Web Sitesi Gizlilik ve Çerez Politikası ile ziyaretçilerin kişisel verilerinin işlenmesi, çerez politikası ve internet sitesi gizlilik ilkeleri belirlenmektedir.

Çerezler (cookies), küçük bilgileri saklayan küçük metin dosyalarıdır. Çerezler, ziyaret ettiğiniz internet siteleri tarafından, tarayıcılar aracılığıyla cihazınıza veya ağ sunucusuna depolanır. İnternet sitesi tarayıcınıza yüklendiğinde çerezler cihazınızda saklanır. Çerezler, internet sitesinin düzgün çalışmasını, daha güvenli hale getirilmesini, daha iyi kullanıcı deneyimi sunmasını sağlar. Oturum ve yerel depolama alanları da çerezlerle aynı amaç için kullanılır. İnternet sitemizde çerez bulunmamakta, oturum ve yerel depolama alanları çalışmaktadır.

Web sitemizin ziyaretçiler tarafından en verimli şekilde faydalanılması için çerezler kullanılmaktadır. Çerezler tercih edilmemesi halinde tarayıcı ayarlarından silinebilir ya da engellenebilir. Ancak bu web sitemizin performansını olumsuz etkileyebilir. Ziyaretçi tarayıcıdan çerez ayarlarını değiştirmediği sürece bu sitede çerez kullanımını kabul ettiği varsayılır.

1.Kişisel Verilerin İşlenme Amacı

Web sitemizi ziyaret etmeniz dolayısıyla elde edilen kişisel verileriniz aşağıda sıralanan amaçlarla T.C. İçişleri Bakanlığı tarafından Kanun’un 5. ve 6. maddelerine uygun olarak işlenmektedir:

T.C. İçişleri Bakanlığı tarafından yürütülen ticari faaliyetlerin yürütülmesi için gerekli çalışmaların yapılması ve buna bağlı iş süreçlerinin gerçekleştirilmesi,
T.C. İçişleri Bakanlığı tarafından sunulan ürün ve hizmetlerden ilgili kişileri faydalandırmak için gerekli çalışmaların yapılması ve ilgili iş süreçlerinin gerçekleştirilmesi,
T.C. İçişleri Bakanlığı tarafından sunulan ürün ve hizmetlerin ilgili kişilerin beğeni, kullanım alışkanlıkları ve ihtiyaçlarına göre özelleştirilerek ilgili kişilere önerilmesi ve tanıtılması.

2.Kişisel Verilerin Aktarıldığı Taraflar ve Aktarım Amacı

Web sitemizi ziyaret etmeniz dolayısıyla elde edilen kişisel verileriniz, kişisel verilerinizin işlenme amaçları doğrultusunda, iş ortaklarımıza, tedarikçilerimize kanunen yetkili kamu kurumlarına ve özel kişilere Kanun’un 8. ve 9. maddelerinde belirtilen kişisel veri işleme şartları ve amaçları kapsamında aktarılabilmektedir.

3.Kişisel Verilerin Toplanma Yöntemi

Çerezler, ziyaret edilen internet siteleri tarafından tarayıcılar aracılığıyla cihaza veya ağ sunucusuna depolanan küçük metin dosyalarıdır. Web sitemiz ziyaret edildiğinde, kişisel verilerin saklanması için herhangi bir çerez kullanılmamaktadır.

4.Çerezleri Kullanım Amacı

Web sitemiz birinci ve üçüncü taraf çerezleri kullanır. Birinci taraf çerezleri çoğunlukla web sitesinin doğru şekilde çalışması için gereklidir, kişisel verilerinizi tutmazlar. Üçüncü taraf çerezleri, web sitemizin performansını, etkileşimini, güvenliğini, reklamları ve sonucunda daha iyi bir hizmet sunmak için kullanılır. Kullanıcı deneyimi ve web sitemizle gelecekteki etkileşimleri hızlandırmaya yardımcı olur. Bu kapsamda çerezler;

İşlevsel: Bunlar, web sitemizdeki bazı önemli olmayan işlevlere yardımcı olan çerezlerdir. Bu işlevler arasında videolar gibi içerik yerleştirme veya web sitesindeki içerikleri sosyal medya platformlarında paylaşma yer alır.

Teknik olarak web sitemizde kullanılan çerez türleri aşağıdaki tabloda gösterilmektedir.

Oturum Çerezleri

(Session Cookies)

Oturum çerezleri ziyaretçilerimizin web sitemizi ziyaretleri süresince kullanılan, tarayıcı kapatıldıktan sonra silinen geçici çerezlerdir. Amacı ziyaretiniz süresince İnternet Sitesinin düzgün bir biçimde çalışmasının teminini sağlamaktır.

Web sitemizde çerez kullanılmasının başlıca amaçları aşağıda sıralanmaktadır:

• İnternet sitesinin işlevselliğini ve performansını arttırmak yoluyla sizlere sunulan hizmetleri geliştirmek,

5.Çerez Tercihlerini Kontrol Etme

Farklı tarayıcılar web siteleri tarafından kullanılan çerezleri engellemek ve silmek için farklı yöntemler sunar. Çerezleri engellemek / silmek için tarayıcı ayarları değiştirilmelidir. Tanımlama bilgilerinin nasıl yönetileceği ve silineceği hakkında daha fazla bilgi edinmek için www.allaboutcookies.org adresi ziyaret edilebilir. Ziyaretçi, tarayıcı ayarlarını değiştirerek çerezlere ilişkin tercihlerini kişiselleştirme imkânına sahiptir.

6.Veri Sahiplerinin Hakları

Kanunun ilgili kişinin haklarını düzenleyen 11 inci maddesi kapsamındaki talepleri, Politika’da düzenlendiği şekilde, ayrıntısını Bakanlığımıza ileterek yapabilir. Talebin niteliğine göre en kısa sürede ve en geç otuz gün içinde başvuruları ücretsiz olarak sonuçlandırılır; ancak işlemin ayrıca bir maliyet gerektirmesi halinde Kişisel Verileri Koruma Kurulu tarafından belirlenecek tarifeye göre ücret talep edilebilir.

Traffic Enforcement Activities

5. Traffic Enforcement

Traffic enforcement is the most effective intervention to ensure observance of traffic rules by road users Changing road user behavior to ensure compliance with the rules requires to reinforce road user perception (defined as “Perceived Risk of Being Caught”) that any violations will be penalized, consolidated with immediate sanctions.

The society demands increased traffic enforcement and in return, enforcers request more understanding and as much support as possible for enforcement activities of all sorts, which seek to protect the health and safety of the society.

The ultimate goal of traffic enforcement is to ensure safety of life and property for all. From this perspective, it is only normal for certain enforcement methodologies and sanctions to lose their importance whereas others can become more important or implemented more frequently in tandem with social demands and reduced violations. Increased administrative sanctions is another preferred methodology to eliminate risky behaviors leading, especially, to serious injuries and deaths.

Traffic enforcement has always been and is still an important method to redress risky driver behavior as well as for enhanced traffic safety. During the implementation term of the 2011-2020 Road Traffic Safety Strategy and Action Plan, traffic law enforcers have had significant success towards traffic safety.

Especially the Traffic Safety Implementation Policy Document enacted in 2017 has brought a new dimension to target oriented enforcement activities, putting Turkey among the handful of countries to achieve the target of 50% reduction in traffic accidents in the period between 2011 and 2020.

Traffic enforcement focus has recently shifted from focusing on the root causes of violations and especially repeat-violators instead of mere violation of traffic rules, including interventions addressing the real causes of the problem through new strategies and focusing on risky drivers locally.

The 2021-2023 Road Traffic Safety Action Plan prepared within the scope of the Safe System Approach examines;

i. Focusing on Violations of Rules,

ii. Vehicles,

iii. Roads,

iv. Electronic Systems,

v. Aircrafts,

vi. On-board Systems,

As well as;

vii. The contribution of the Enforcement Aids on traffic safety have been analyzed within the scope of the 2021-2023 Road Traffic Safety Action Plan prepared within the scope of the Safe System Approach.

i. Safe System Approach; Traffic Enforcement Focusing On “VIOLATION OF RULES

Analyses and other studies on road traffic safety demonstrate the pivotal nature of works to be carried out on various components of traffic (i.e., road users -humans, vehicles, roads and the road environment) around which such theories as Vision Zero and the Safe System Approach designed for traffic safety shall evolve.

Traffic rules that are effective on driver behavior requires voluntary adherence by drivers even in absence of any possibility of being caught or sanctioned. Otherwise, driver behavior can revert to non-compliant, when the perceived sense of being caught or the severity of sanctions are reduced.

For this reason, similar to other prevalent conditions that effect social acceptance of other laws and rules, there are two basic conditions to ensure voluntary acceptance of traffic rules by road users, which concern:

1. Recognition of rules, and

2. Practicality of rules.

In view that traffic accidents are a public health issue, preventable and that can be resolved through the Safe System Approach, elimination of all factors leading up to human-induced traffic accidents (humans being the primary system-component) require a scientific effort

1. Speed Enforcement

Excessive or inappropriate speed is the cause of 1/3 of all deaths in traffic accidents around the world and also the primary cause of increased severity of traffic accidents due to other reasons. Speed-related deaths can be reduced through road design, engineering measures, and use of in-car technologies and elimination of the speeding habit as well as traffic enforcement. Speed enforcement on road sections, where accidents occur is easily accepted by the society. Furthermore, speed enforcement is also pivotal in prevention of other traffic violations. The rate of driver failure within the total of speed-related accidents is around 40%. A 5% decrease in average speed translates into a 30% reduction in deadly accidents. Electronic Enforcement Systems are the most effective method for speed reduction.

Objective	O.8. Contributing to Traffic Safety Through Effective, Continuous and Intensive Speed Enforcement within the Scope of the Safe System Approach
Target-1	T.8.1. Reduction of speed-related accidents leading to death and injuries
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Strategy Development Presidency Ministry of Industry and Technology General Directorate of Metering and Industrial Products Safety General Directorate of Industry Turkish Standards Institute Ministry of Transportation and Infrastructure General Directorate of Highways Transportation Services Regulation General Directorate Transport Safety Inspection Center Municipalities Union of Municipalities of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 8.1.1: Rate of completion of the legal amendment to change the number of speed violations from 5 to 3 in the previous year retrospectively from the date of violation concerned, which shall entail confiscation of the license of the driver concerned	RESPONSIBLE BODIES: Strategy Development Presidency, General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	20%	-	50%	100%	-
PI 8.1.2: Rate of completion of works concerning the finalization of legal regulations concerning vehicles, infrastructures and training for total mobilization as well as other efforts concerning the announcement of the “2021-2022 Anti-speed Movement with the aim to counter excessive and inappropriate speed	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, Transportation Services Regulation General Directorate, Transport Safety Inspection Center, General Directorate of Local Governments, General Directorate of Industry, Turkish Standards Institute, Union of Municipalities of Turkey, Municipalities	20%	-	100%	100%	-
PI 8.1.3: Rate of completion of R&D concerning speed enforcement using helicopters	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Industry, General Directorate of Metering and Industrial Products Safety, Turkish Standards Institute	20%	-	30%	70%	100%
PI 8.1.4: Amount of increase in the number of vehicles controlled as part of speed enforcement by the traffic teams of the General Directorate of the Turkish National Police	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	10%	827.500^*	6%	6%	6%
PI 8.1.5: Amount of increase in the number of vehicles controlled as part of speed enforcement by the traffic teams of the General Command of the Gendarmerie	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police	10%	400.000^**	6%	6%	6%
PI 8.1.6: Number of new generation mobile radars added on the inventory for use in speed enforcement (including radar vehicles)	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	20%	-	-	200	200

Risks	Failure of stakeholder institutions in due performance of their responsibilities Respective legislative initiatives lagging behind Failure to provide sufficient budget
Strategies	Redress all enforcement shortcomings in 2021-2022 to remedy the issue of speeding, which is a critical contributor to accidents through campaigns and enforcement activities Identify the type of enforcement appropriate for each road type
Findings	A 5% decrease in average speed translates into a 30% reduction in deadly accidents Speed violations as the greatest contributor to death and injuries in traffic accidents Insufficiency of traffic law enforcers as sole authorities to counter speed violations The need to counter speed violations with utmost social reaction as the greatest cause of loss of life in traffic Electronic Enforcement Systems as the most effective enforcement method to curb speed
Needs	Increase the impact of electronic enforcement systems Simultaneous delivery of campaigns and enforcement activities Elimination of social reaction against speed enforcement through raising public awareness by promotion of speed enforcement as one of the most efficient methodologies to prevent accidents leading to death and injuries

In settlements or in areas where motor vehicles are accompanied by cyclists and pedestrians

On roads with the possibility of head-on crashes

On roads free from risk of head-on or lateral crashes

On roads with the possibility of lateral crashes

2. DUI (Alcohol) Enforcement

Although figuratively not so frequent as other failures in traffic that cause loss of life, alcohol is yet another critical factor to risk traffic safety. Internationally acclaimed studies indicate that blood alcohol above 0.05g/dl significantly increases the risk of a traffic accident.

As part of efforts towards traffic safety and with the aim to ensure that drivers are encouraged to drive in observance of traffic rules, restrictions and prohibitions as well as to prevent accidents due to drink-driving and to minimize resulting deaths and injuries,

Specific enforcement activities to reinforce the perception of “not getting away” in addition to nation-wide targeted DUI enforcement are also carried out. During enforcement activities in 2019, totally 198.301 drivers were caught drink driving, where DUI amounted to some 1.3% of accidents with loss of life and injuries due to driver failure in the same period

Objective	O.9 Contribute to Traffic Safety Through Effective, Continued and Intensive Alcohol Enforcement Within the Scope of the Safe System Approach
Target-1	T.9.1. Increase efficiency and dissuasive power of DUI enforcement
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Justice Forensic Medicine Institute General Directorate of Penal Affairs Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Strategy Development Presidency The Ministry of Health General Directorate of Public Health Municipalities Confederation of Craftspeople and Artists of Turkey Road Transportation of Passengers Sector Council - Union of Chambers and Commodity Exchanges of Turkey Drivers and Motorists Federation of Turkey YÖK (Higher Education Board)

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 9.1.1: Rate of completion of regulations to enable re-licensing of DUI commercial drivers (transport of passengers and goods) whose licenses have been revoked and who shall attend driving courses following psycho-technical evaluation and psychiatric assessment for re-licensing	RESPONSIBLE BODIES: Strategy Development Presidency COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Drivers and Motorists Federation of Turkey, Road Transportation of Passengers Sector Council - Union of Chambers and Commodity Exchanges of Turkey	10%	-	50%	100%	-
Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 9.1.2: Number of information activities (posters, brochures, short movies, etc.) in alcohol vending establishments concerning the negative impacts of DUI on traffic safety	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: Municipalities, Confederation of Craftspeople and Artists of Turkey	10%	-	3	4	5
PI 9.1.3: Amount of increase in the number of drivers through alcohol enforcement by the traffic police compared to the previous year	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	20%	6.130.000^*	6%	6%	6%
PI 9.1.4: Amount of increase in the number of drivers through alcohol enforcement by the traffic department of the Gendarmerie compared to the previous year	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police	20%	696.000^*	6%	6%	6%
PI 9.1.5: Number of alcohol enforcement activities assisted by all enforcement units with the aim to increase the visibility of alcohol enforcement efforts, for due judicial procedure as well as to have the opportunity to intervene and prevent the negative impacts of DUI on individuals	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	20%	-	50%	100%	100%
PI 9.1.6: Number of provinces, where specialized alcohol/drug enforcement units with duly-equipped vehicles have been established in cooperation with universities to perform continuous and intensive alcohol/drug controls	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: Forensic Medicine Institute, General Directorate of Penal Affairs, General Directorate of Public Health, YÖK (Higher Education Board)	20%	-	1	3	5

Risks	•Failure to ensure timely follow-up of technical devices requiring calibration Inaccurate results in measurements due to presence of alcohol or alcohol derivatives in foodstuff consumed
Strategies	Identification of days and hours of increased alcohol consumption for shock (random) controls Integrated use of training and enforcement for multiplier effect Use of experienced staff in enforcement practices to reduce duration of measurements Maintain controls and checks for drivers of intercity public transportation vehicles with determination Plan special checks and controls (enforcement) in addition to nation-wide alcohol enforcement activities to minimize traffic accidents and resulting loss of life and property with the ultimate goal of improving the efficiency of enforcement
Findings	Increased alcohol consumption during weekends and official holidays The need to conduct enforcement activities in areas with high level of alcohol consumption
Needs	Involvement of staff in enforcement activities who are trained and experienced on the use of respective technical devices Fast completion of legislative amendments as required Procurement of more alcohol-meter kits, including mouthpieces Identify regions with high level of alcohol consumption

3. Enforcement on Drugs and Stimulants

Article 48 of the Road traffic Law No. 2918 prescribes sanctions applicable for driving under the influence of drugs and stimulants whereas procedures and principles applicable to the determination by traffic law enforcers of the use of drugs or stimulants by drivers have been prescribed in Article 97 of the Road Traffic Regulation.

Driving under the influence of drugs/stimulants is generally defined as “an individual’s blood testing positive for any substances or any dose thereof, which lead or might lead to a measurable reduction in his/her psycho-motor capabilities.”

In preliminary tests during enforcement, drivers testing positive are detained for further referral to the nearest health institution for blood confirmation, which, if confirmed entails due legal procedure.

During controls for drugs and stimulants carried out by traffic law enforcers using technical capabilities in 2019, 2075 drivers tested positive, who were referred to due judicial/legal procedure

Objective	O.10. Contribute to Traffic Safety Through Effective, Continuous and Intensive Controls for Drugs/Stimulants within the Scope of the Safe System Approach
Target-1	T.10.1. Deliver theoretical as well as practical training on the use of drug testers and test-kits during traffic enforcement
Target-2	T.10.2. Reduce traffic accidents through prevention of use of drugs/stimulants
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Justice Forensic Medicine Institute General Directorate of Legislation Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie The Ministry of Health General Directorate of Health Services Drivers and Motorists Federation of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 10.1.1: Rate of provision of user training on drug testing devices and test-kits for traffic safety staff during Basic Traffic and Accident Inspection Training	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	25%	-	50%	100%	100%
PI 10.1.2: Rate of delivery of user training on drug testing devices and test-kits for traffic safety staff of the Gendarmerie during Traffic Courses	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police	25%	10%^*	50%	100%	100%
Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 10.1.3: Number of staff given user training on drug testing devices and test-kits within the scope of specialized traffic training for traffic staff	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	25%	-	400	800	1.000
PI 10.1.4: Number of staff given user training on drug testing devices and test-kits within the scope of specialized traffic training for traffic staff of the Gendarmerie	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police	25%	330^*	500	600	700
PI 10.2.1: Number of Drug Test Devices available/used for traffic law enforcers of the General Directorate of the Turkish National Police	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	20%	40	100	150	200
PI 10.2.2: Number of Drug Test Devices available/used for traffic law enforcers of the General Command of the Gendarmerie	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police	20%	12	25	35	45
PI 10.2.3: Amount of increase in the number of drivers checked by traffic staff of the Police during drug tests	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	20%	1.463^*	6%	6%	6%
PI 10.2.4: Amount of increase in the number of drivers checked by traffic staff of the Gendarmerie during drug tests	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police	20%	-	6%	6%	6%
PI 10.2.5: Rate of completion of regulations to enable re-licensing of drivers whose licenses have been revoked due to driving under the influence of drugs/stimulants and who shall attend driving courses following psycho-technical evaluation and psychiatric assessment for re-licensing at the end of the 5-year period following such revocation requiring re-attendance to a driver training course	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: Drivers and Motorists Federation of Turkey	10%	-	30%	50%	100%

^*2020 yılı ilk 10 ay verileri üzerinden tahmini olarak hesaplanmıştır.

Performance Indicators

Responsible and Coordination Bodies

Impact on Target (%)

Planning Period Baseline Value (2020)

2021

2022

2023

PI 10.2.6:

Rate of completion of works concerning capacity building to enable in-situ confirmation by health workers through blood and urine sampling of the test results of drivers who tested positive during preliminary checks and controls by traffic law enforcers

RESPONSIBLE BODIES: General Directorate of Legislation, General Directorate of Health Services

COOPERATION BODIES:

General Directorate of the Turkish National Police,

General Command of the Gendarmerie, Forensic Medicine Institute

10%

50%

100%

Risks	Shifting institutional agendas and priorities Insufficient budget allocation for activities Failure to calibrate devices requiring calibration on time Failure to dispatch positive test results obtained by staff without the training for drug testing devices to other respective unit in a timely fashion
Strategies	Ensure trainees of basic specialty training also to attend to at least one practical DTD (Drug Testing Device) training in addition to theory Delivery of the Drug Testing Device and Kit Training module the curriculum of which has been updated as part of specialty training first at the Training Center of the General Directorate of the Turkish National Police in Eskişehir and the Provincial Traffic School Command of the Gendarmerie in Bursa, or, if this is not possible, delivery of such training in the provinces Prioritizing enforcement activities following trainings to consolidate staff skills of the use of such devices Use of experienced staff in enforcement practices to reduce duration of measurements Uninterrupted control of drivers of commercial vehicles transporting inter-city passengers and goods
Findings	Limitations concerning the geographical extent of drug enforcement (alcohol enforcement covers a larger area) due to unavailability of drug testing devices in all provinces and all districts Need for more drug testing devices that actual allocation due to increased tendency to use drugs/stimulants during weekends and official holidays
Needs	Increase the number of specialist trainers on Drug Testing Devices and Kits Allocation of test device and kits to the Training Center of the General Directorate of the Turkish National Police in Eskişehir for use in practical trainings Allocation of test device and kits to the Provincial Traffic School Command of the Gendarmerie in Bursa for use in practical trainings Appointment of staff with previous training and experience as well as with the knowledge of how to use testers to enforcement duty for drug/stimulants Fast completion of legislative amendments as required Rolling out of drug/stimulant enforcement activities in all provinces

4.Seat Belt Enforcement

According to scientific research and evidence “seat-belt use reduce in-car deaths during an accident by 45% and severe injuries by 55%:”

Use of seat belts in EU member states is estimated at 90% and 71% for front and backseats, respectively. ETSC (European Transportation Safety Council) assessments reveal that 900 lives lost in traffic accidents could have been saved only if the rate of seat-belt use in member states could be 99% in 2012, when seat-belt warnings were mandated for all vehicles.

according to the “A Follow-up Study on the Seat-belt Use of Drivers and Front-seat Passengers in Turkey” by the Traffic Presidency of the General Directorate of the Turkish National Police and in collaboration with METU (Middle East Technical University), only 50.1% of drivers and 40.6% of front-seat passengers in Turkey buckle up. The same numbers are in the respective order of 42.4% and 31% for urban and 61.5% and 52.2% for out-of-city environments.

Objective	O.11 Contribute to Traffic Safety Through Effective, Continued and Intensive Seat-belt Enforcement Within the Scope of the Safe System Approach
Target-1	T.11.1. Increased seat-belt use with further deterrence through information and effective enforcement
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Strategy Development Presidency Ministry of Transportation and Infrastructure Transportation Services Regulation General Directorate

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 11.1.1: Amount of increase in the number of vehicles controlled by traffic law enforcers of the General Directorate of the Turkish National Police through fixed/mobile (using informants) seat-belt enforcement	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	15%	17.390.000^*	6%	6%	6%
PI 11.1.2: Amount of increase in the number of vehicles controlled within the scope of seat-belt enforcement via KGYS (Urban Safety Management System)	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	15%	-	6%	6%	6%
PI 11.1.3: Amount of increase in the number of vehicles controlled by the traffic teams of the Gendarmerie within the scope of seat-belt enforcement via KGYS (Urban Safety Management System)	RESPONSIBLE UNITS: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police	20%	3.360.000^*	6%	6%	6%
Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 11.1.4: Number of efforts carried out to inform drivers found not to wear seat-belts in “Tunnels for Life” established with the slogan “A Short Break for Life”	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	10%	-	100%	100%	100%
PI 11.1.5: Rate of realization of regulations concerning the driver/operator liability in use of seat-belts on board intercity coaches	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	10%	-	50%	100%	-
PI 11.1.6: Rate of completion of the regulation concerning the ١-monthly temporary confiscation of the licenses of drivers who have been processed three times within the last year, retrospectively from the date of final violation	RESPONSIBLE BODIES: Strategy Development Presidency COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	10%	-	50%	100%	-
PI 11.1.7: Efforts towards gradual fines in case of multiple violation of the seat-belt rule	RESPONSIBLE BODIES: Strategy Development Presidency COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	20%	-	50%	100%	-

Risks	•Changing institutional priorities •Legislative regulations taking time •Possible shortcomings in human resources management and discontinuities in the employment of specialist staff •Shortcomings in inter-institutional coordination and cooperation
Strategies	•Consolidation of seat-belt use as a behavior in drivers and passengers •Inclusion of the use of on-board child restraints to seat-belt enforcement and information of drivers regarding the injury-prevention capacity of such systems in the event of an accident •Ensure seat-belt use during possible emergencies via warning systems in case forgotten •Increase the rate of seat-belt use by drivers and passengers through increased seat-belt enforcement
Findings	•Minimization of deaths and injuries during accidents with the seat-belt •Passengers not having the habit of wearing a seat-belt on-board intercity commercial passenger transportation vehicles •Information of the wider public regarding seat-belt use as the right and an exemplary behavior
Needs	•Completion of legislative regulations as required •Enhance the current adult habit of wearing seat-belts through on-site and frequent enforcement •Ensure social behavioral changes in children of certain ages through campaigns and trainings •Warnings and training on seat-belt use for the drivers and users of service buses for public and private bodies

5. Helmet Enforcement

Helmets and goggles must be worn during journeys for protection against possible traffic accidents. Use of helmets in motor-bicycles and motorbikes reduce deaths and injuries in accidents up to 45%.

Helmet use also reduces head trauma by 25% for cyclists during accidents.

Article 78 of the Road Traffic Law No. 2918 and Article 150 of the Road Traffic Regulation provides principles concerning the availability and use of protective equipment by certain drivers and passengers during journeys.

In 2019, a total of 341.305 cyclists were fined for not using protective helmets.

Objective	O.12. Contribute to Traffic Safety Through Effective, Continued and Intensive Helmet Enforcement within the Scope of the Safe System Approach
Target	T.12.1. Increased use of helmets for bicycles, motorbikes and motor-bicycles
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Strategy Development Presidency Ministry of Industry and Technology General Directorate of Industry Turkish Standards Institute Ministry of Commerce General Directorate of Imports General Directorate of Consumer Protection and Market Supervision

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 12.1.1: Rate of completion of legislative arrangements concerning the regulation of the import and sales of motorbikes and motor-bicycles and mandating the inclusion of helmets in the sales and rental of such vehicles with the aim to reduce deaths in accidents involving motorbikes and motor-bicycles	RESPONSIBLE BODIES: General Directorate of Imports, General Directorate of Consumer Protection and Market Supervision COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Turkish Standards Institute	30%	-	50%	100%	-
PI 12.1.2: Rate of completion of legislative regulations concerning the non-permission of drivers and passengers sanctioned for not using helmets to continue their journeys without the helmet	RESPONSIBLE BODIES: Strategy Development Presidency COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	30%	-	100%	100%	-
PI 12.1.3: Rate of completion of the required works concerning mandating the use by cyclists and riders of motorbikes and motor-bicycles of such protective equipment as reflective vests and helmets.	RESPONSIBLE BODIES: Strategy Development Presidency COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Industry, Turkish Standards Institute	40%	-	50%	100%	-

Risks	Possible shortcomings regarding enforcers Challenges in the enactment of a new rule Failure to complete legislation on time
Strategies	Increase the frequency of enforcement activities in areas where motorbikes and bicycles are widely used Minimize accident harm on vulnerable road users Legislative basis to mandate use of helmets during sales and rental of motor-bicycles and motorbikes
Findings	Increasing number of motor-bicycles, bicycles and motorbikes especially during summer months Compromised traffic safety due to use of motorbikes without registration
Needs	Urgent completion of legislative regulations Maintaining intensive and effective enforcement

6. Enforcement on Child Restraints

Failure to use on-board child restraint systems including safety belts, child seats and risers lead to increased risk of death in accidents, mostly due to forehead trauma.

Prohibiting the transportation of children less than 3 years of age on M1, M1G, N1, N1G and N3-class vehicles without child restraint systems, Article 150 of the Road Traffic Regulation mandates the use of child restraints suitable for the weight of children concerned during the transportation of children shorter than 150 cm and lighter than 36 kg, whereby children taller than 135 cm can use vehicle safety-belts under the condition that they shall not be seated in the front seat.

Objective	O.13. Contribute to Traffic Safety Through Effective, Continued and Intensive Enforcement Concerning the Use of Child Restrains within the Scope of the Safe System Approach
Target	T.13.1. Increased awareness on the use of child restraints through enforcement
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Strategy Development Presidency Ministry of Industry and Technology General Directorate of Industry Turkish Standards Institute Ministry of Transportation and Infrastructure Transportation Services Regulation General Directorate Drivers and Motorists Federation of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 13.1.1: Number of specific child restraint enforcement activities by the traffic law enforcers of the General Directorate of Turkish National Police	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	30%	3	3	3	3
PI 13.1.2: Number of specific child restraint enforcement activities by the traffic law enforcers of the Gendarmerie	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police	30%	-	1	2	3
PI 13.1.3: Rate of completion of initiatives to mandate the availability and use of child restraints on taxi cabs and buses used for intercity passenger transportation	RESPONSIBLE BODIES: Strategy Development Presidency COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Transportation Services Regulation General Directorate General Directorate of Industry, Turkish Standards Institute, Drivers and Motorists Federation of Turkey	40%	-	-	50%	100%

Risks	Possible shortcomings regarding law enforcers Shortcomings in inter-institutional coordination and cooperation
Strategies	Understanding by drivers of the importance of child restraints in accidents
Findings	Critical importance of child restraints in terms of death and injuries during accidents Passengers not-accustomed to request child restraints on board commercial vehicles
Needs	Urgent completion of legislative regulations Maintaining intensive and effective enforcement

7. Enforcement on Mobile Devices and Others Distractions

Similar to other distractions, use of mobile phones is another increasing problem in terms of traffic safety. Despite insufficiency of field data, “10-30% of causes of accidents are considered to be related to distraction.

Researches show that “drivers using mobile devices are 4 times more likely to involve in an accident that those that do not.”

During nation-wide stationary and mobile enforcement, drivers using mobile devices are administratively sanctioned and special enforcement activities with stationary/mobile (using informants) units are also carried out.

In 2019, during enforcement by traffic units, a total of 970.119 drivers have been sanctioned administratively for using mobile devices during driving.

Objective	O.14. Contribute to Traffic Safety Through Effective, Continued and Intensive Mobile Phone Enforcement Within the Scope of the Safe System Approach
Target-1	T.14.1. Increased deterrence through effective enforcement on use of mobile phones while driving
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Strategy Development Presidency

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 14.1.1: Number of stationary/mobile (using informants) enforcement activities throughout the year by traffic law enforcers of the General Directorate of the Turkish National Police concerning the use of mobile phones while driving	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	30%	6	7	8	9
PI 14.1.2: Number of stationary/mobile (using informants) enforcement activities throughout the year by traffic law enforcers of the General Command of the Gendarmerie concerning the use	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police	30%	2	7	8	9
PI 14.1.3: Rate of completion of the regulation concerning the 1-monthly temporary confiscation of the licenses of drivers who have been processed three times within the last year for use of mobile phone while driving, retrospectively from the date of final violation and the increase of the administrative fine applicable for such drivers	RESPONSIBLE BODIES: Strategy Development Presidency COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	40%	-	50%	100%	-

n Denetimi

Risks	•Shortage of staff •Seasonal/periodical changes in enforcement priorities •Inability to use aerial vehicles fully due to seasonality
Strategies	Increased perception of the risk of being caught through civilian enforcement Minimization of violations through the use of all sorts of enforcement tools Increased rate of compliance through shock(random) controls
Findings	Extensive use of mobile phones Distractive nature of mobile phones and similar devices while driving
Needs	Provision of enforcement vehicles for use during enforcement Redress staff and equipment shortcomings for civilian teams Implementation of campaigns simultaneously with enforcement

8.Red Light Enforcement

Study of in-city accidents show that majority of accidents occur at junctions. Enforcement on compliance with traffic lights that are vital for regulation of vehicle traffic at junctions -especially red-light compliance- is of critical importance for traffic and especially for pedestrian safety.

For this reason, special random (using informants) enforcement on junctions without Electronic Enforcement Systems are also carried out to prevent accidents due to red light violations in addition to enforcement for “Traffic Light and Signage Violations” carried out to oversee compliance with right of way and traffic lights and signage at junctions.

Drivers were found to violate traffic lights in 24% of accidents in 2019

Objective

O.15. Contribute to Traffic Safety Through Effective, Continued and Intensive Red-Light Enforcement Within the Scope of the Safe System Approach

Target-1

T.15.1. Ensure traffic safety through prevention of red-light violations

Table of Responsible and Cooperation Bodies related to Performance Indicators

١. Ministry of Environment and Urbanization

General Directorate of Local Governments

٢. Ministry of Interior

General Directorate of the Turkish National Police
General Command of the Gendarmerie

3. Ministry of Transportation and Infrastructure

General Directorate of Highways

4. Municipalities

5. Union of Municipalities of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 15.1.1: Number of studies and analyses by the traffic law enforcers of the General Directorate of the Turkish National Police to identify junctions that are accident blackspots due to red light violation in each province and each district	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie, General Directorate of Highways,Municipalities	10%	-	4	4	4
PI 15.1.2: Number of studies and analyses by the traffic law enforcers of the Gendarmerie to identify junctions that are accident blackspots due to red light violation in each province and each district	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police, General Directorate of Highways, Municipalities	10%	-	4	4	4
PI 15.1.3: Number physical regulatory and signalization works carried out as well as the number of studies conducted at junctions identified in each province and each district by the traffic law enforcers of the General Directorate of the Turkish National Police that are accident blackspots due to red light violation	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Directorate of Highways, General Directorate of Local Governments COOPERATION BODIES: General Command of the Gendarmerie, Union of Municipalities of Turkey, Municipalities	15%	-	4	4	4
Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 15.1.4: Number physical regulatory and signalization works carried out as well as the number of studies conducted at junctions identified in each province and each district by the traffic law enforcers of the General Command of the Gendarmerie that are accident blackspots due to red light violation	RESPONSIBLE BODIES: General Command of the Gendarmerie, General Directorate of Highways, General Directorate of Local Governments COOPERATION BODIES: General Directorate of the Turkish National Police, Union of Municipalities of Turkey, Municipalities	15%	-	4	4	4
PI 15.1.5: Number of provinces, where works concerning violations are spotted using stationary/mobile camera recorders on electrified junctions	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, Municipalities	10%	-	30	30	21
PI 15.1.6: Amount of increase in the number of cars subject to seat-belt enforcement by traffic law enforcers of the General Directorate of Turkish National Police within the scope of stationary/mobile (in coordination with other units) controls	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: -	20%	512.000^*	6%	6%	6%
PI 15.1.7: Amount of increase in the number of cars subject to seat-belt enforcement by traffic law enforcers of the Gendarmerie within the scope of stationary/mobile (in coordination with other units) controls	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: -	20%	102.000^**	6%	6%	6%

Risks	•Changing institutional priorities •Legislative regulations taking time •Possible shortcomings in human resources management and discontinuities in the employment of specialist staff
Strategies	Increased sense of the possibility of being caught based on the principle of “Unpredictability of Controls” Increased compliance by making citizens feel that they are seamlessly controlled Identification of the right spots for controls
Findings	Red light violations normally ending in an accident High rate of violation detection by electronic devices Stationary controls being highly effective
Needs	Provide all provinces with mobile camera systems Analyses by the organization responsible for road construction Short remedy time for deficiencies as a result of analyses

*Estimated using red light violation penalties issued by traffic law enforcers in the first 10 months of 2020

**Estimated using data for the first 10 months of 2020

9. Enforcement Activities for the Protection of Pedestrians and Other Vulnerable Road Users

According to studies by the World Health Organization, pedestrians constitute 22% of all traffic accident deaths with adult males losing more lives in such accidents with loss of life that mostly take place during the night. In economically well-off countries, accidents involving pedestrians occur, mostly, in urban areas and in rural areas in other countries with lesser economies.

Pedestrians, cyclists and motorbike riders are under more risk in terms of traffic safety, hence the term “Vulnerable Road Users”. Pedestrians in this sense also include children, the elderly and persons with disabilities.

Upon the amendment of the Road Traffic Law in 2018 the right of way of pedestrians has been recognized upon entry and egress in marked-only junctions without any traffic law enforcers or traffic lights.

As a result of campaigns targeting both drivers and pedestrians and traffic enforcement activities performed effectively and continuously with aim to raise “pedestrians first” awareness in the society, pedestrian deaths on scene of the accident which was 1077 in two years before the amendment of the Law has decreased from 1077 to 695 in the two years following the amendment of the Law, a drop of 382. By means of this amendment, a 35.5% decrease has been achieved in the number of deaths at the accident scene.

Objective

O.16. Contribute to Road Traffic Safety Through Effective, Continuous and Intensive Enforcement for the Protection of Pedestrians in Line with the Pedestrians First Principle Within the Scope of the Safe System Approach

Target-1

T.16.1. Taking precautions to prevent accidents involving pedestrians

Table of Responsible and Cooperation Bodies related to Performance Indicators

Ministry of Environment and Urbanization
- General Directorate of Local Governments
Ministry of Interior
- General Directorate of the Turkish National Police
- General Command of the Gendarmerie

3. Ministry of Transportation and Infrastructure

•General Directorate of Highways

4. Municipalities

5. Union of Municipalities of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 16.1.1: Number of provinces where junctions, pedestrian crossings, other spaces and routes heavily used by pedestrians have been identified	RESPONSIBLE BODIES: General Directorate of Highways, General Directorate of Local Governments, Union of Municipalities of Turkey COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Municipalities	20%	-	81	81	81
PI 16.1.2: Rate of completion of works carried out by respective units concerning the setting of a 30 km/h speed limit in such areas as sections of the road around the vicinity of school/pedestrian crossings and streets and avenues around residential areas inside the remit of traffic units of the General Directorate of the Turkish National Police	RESPONSIBLE BODIES: General Directorate of Highways, General Directorate of Local Governments, Union of Municipalities of Turkey COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Municipalities	20%	-	100%	100%	100%
PI 16.1.3: Rate of completion of works carried out by respective units concerning the setting of a 30 km/h speed limit in such areas as sections of the road around the vicinity of school/pedestrian crossings and streets and avenues around residential areas inside the remit of traffic units of Gendarmerie	RESPONSIBLE BODIES: General Directorate of Highways, General Directorate of Local Governments, Union of Municipalities of Turkey COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Municipalities	20%	-	100%	100%	100%
PI 16.1.4: Number of enforcement/specific enforcement activities carried out by the traffic law enforcement units of the General Directorate of the Turkish National Police concerning driver compliance with the right of way of pedestrians upon approach to entry and exit in marked-only junctions without any traffic law enforcers or traffic lights and pedestrian/school crossings	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Directorate of Highways, General Command of the Gendarmerie, Municipalities	20%	10	12	12	12
PI 16.1.5: Number of enforcement/specific enforcement activities carried out by the traffic law enforcement units of the Gendarmerie concerning driver compliance with the right of way of pedestrians upon approach to entry and exit in marked-only junctions without any traffic law enforcers or traffic lights and pedestrian/school crossings	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police, General Directorate of Highways, Municipalities	20%	10	12	24	36

Risks	•Changing institutional priorities •Inability to perform simultaneous controls on all pedestrian crossing for effective enforcement
Strategies	Identification and marking of areas of shared use by pedestrians and motor vehicles and pedestrian-intense areas Performance of enforcement activities for speed reduction in specified areas
Findings	Severity of accidents involving pedestrians The need to consider pedestrians as part and parcel of traffic
Needs	Ensuring minimum speed limits in specified areas

10. Enforcement on Aggressive Driver Behavior

Aggressive driver behavior defines “deliberate and reckless way of driving in ways to endanger one’s own life as well as the lives of others due to impatience, boredom, enmity or urgency.”

Tailgating, drifting, changing lanes, improper passing can be given as examples to such behavior. Accordingly, highly-visible road traffic enforcement and controls can consolidate the perception of road users that they can be caught anytime, anywhere.

Unpredictability of enforcement activities and control spots as to where and when is widely deterrent and encourages drivers to act as compliant drivers wherever they are.

With the amendment of Articles 46 and 67 of the Law No. 2918, sanctions on vehicles and drivers to compromise road traffic safety by way of drifting and weaving in and out of lanes have become stricter

Objective	O.17. Contribute to Traffic Safety Through Effective, Continuous and Intensive Enforcement on Aggressive Driver Behaviors within the Scope of the Safe System Approach
Target-1	T.17.1. Enhance traffic safety changing behavior of aggressive drivers through enforcement
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Ministry of Transportation and Infrastructure General Directorate of Highways Municipalities

Performans Göstergeleri	Sorumlu ve İşbirliği Yapılacak Kuruluşlar	Hedefe Etkisi (%)	Plan Dönemi Başlangıç Değeri (2020)	2021	2022	2023
PI 17.1.1: Number of studies and analyses by the traffic law enforcement units of the General Directorate of the Turkish National Police to identify routes (in provinces and districts) on which aggressive driver behavior (drifting, dragging, etc.) are extensively seen	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie, General Directorate of Highways, Municipalities	30%	-	4	4	4
PI 17.1.2: Number of studies and analyses by the traffic law enforcement units of the Gendarmerie to identify routes (in provinces and districts) on which aggressive driver behavior (drifting, dragging, etc.) are extensively seen	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police, General Directorate of Highways, Municipalities	30%	-	4	4	4
PI 17.1.3: Number of specific enforcement activities performed on routes on which violations have been identified as a result of studies and analyses on aggressive driver behavior	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, Municipalities	40%	-	24	24	24

Agresif Sürücü Davranışlarının Denetimi

Risks	•Changing institutional priorities •Legislative regulations taking time •Possible shortcomings in human resources management and discontinuities in the employment of specialist staff •Shortcomings in inter-institutional coordination and cooperation
Strategies	Increased perception of the risk of being caught through civilian enforcement Minimization of violations through the use of all sorts of enforcement tools Increased rate of compliance through shock(random) controls
Findings	Difficulty to control driver misbehavior Universality of certain aggressive driver behavior
Needs	Establish civilian teams Supply of aerial vehicles for enforcement

11. Enforcement on Driver Fatigue and Rest Time

This type of enforcement called “Examination of Driver Competence” concerns the inspection of the impacts on driving of sickness, tiredness, sleep or drowsiness, especially, of the elderly drivers and the drivers of commercial transporters of passengers and goods.

Research show that drowsiness and tiredness while driving are equally compromising in terms of traffic safety as driving under the influence of narcotics, psychotropic drugs and psychoactive substances as well as use of mobile phones and other electronic devices that lead to visual incapacity while driving.

Drowsiness and tiredness are critical factors leading to accidents involving individual drivers. Micro-sleep or short-term memory loss that can last 4-5 seconds means that more than 100 m are covered under sleep at a speed of 90 km/h, which is ample time for an accident to occur.

Rest times and periods of drivers commercially transporting passengers and goods are inspected using tachograph data and non-conformant drivers are not allowed to resume driving. In this regard, a total of 54.592 such drivers were found in violation of rest periods in 2019.

Objective	O.18. Contribute to Ensure Traffic Safety Through Effective, Continuous and Intensive Drowsiness and Fatigue Control of Drivers within the Scope of the Safe System Approach
Target-1	T.18.1. Increase the number of enforcement activities for commercial transporters of passengers and goods to prevent drivers from driving while drowsy or fatigued
Target-2	T.18.2. Increase the number of controls on other drivers to prevent driving while drowsy or fatigued
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Family, Labor and Social Services General Directorate of Occupational Health and Safety Department of Guidance and Inspections Social Security Institution Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Ministry of Industry and Technology General Directorate of Industry Ministry of Transportation and Infrastructure Transportation Services Regulation General Directorate General Directorate of Highways Drivers and Motorists Federation of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 18.1.1: Number of simultaneous, planned and jointly-carried out enforcement activities performed intensively for the inspection of working and rest periods of transporters of passengers and goods with the aim to prevent their involvement in accidents related with fatigue and lack of sleep due to driving more than time allowed for work	RESPONSIBLE BODIES: General Directorate of Highways, Transportation Services Regulation General Directorate COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Occupational Health and Safety, Department of Guidance and Inspections	30%	13	14	15	16
PI 18.1.2: The rate of completion of works concerning the inspection of the working conditions, rest and working periods of drivers as well as other scrutiny and evaluations in relation thereto by occupational inspectors within the general scope of occupational health and safety in view that driving, as a profession, is an important line of work where any mistake can have a direct impact on loss of life	RESPONSIBLE BODIES: Counselling and Inspection Department, General Directorate of Occupational Health and Safety COOPERATION BODIES: Transportation Services Regulation General Directorate, General Directorate of the Turkish National Police, General Command of the Gendarmerie, Social Security Institution	30%	-	30%	70%	100%
PI 18.1.3: Rate of completion of works concerning the provision of traffic law enforcement units with vehicles, equipment, instruments and in terms of human resources as well as gradual decrease of their area (route) of responsibility and other works concerning enhancing the capabilities thereof within their remit with the aim to facilitate visibility and effectiveness of fatigue controls on main routes for transportation of passengers and goods, including mobile enforcement	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Industry, General Directorate of Occupational Health and Safety, Department of Guidance and Inspections, Transportation Services Regulation General Directorate, General Directorate of Highways	40%	-	30%	70%	100%
PI 18.2.1: Rate of completion of works concerning the identification of road side rest parks where long-distance drivers can have short pauses to relieve fatigue and drowsiness before and after holidays when road traffic mobility increases significantly	RESPONSIBLE BODIES: General Directorate of Highways, General Directorate of Local Governments COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Drivers and Motorists Federation of Turkey	50%	-	100%	100%	100%
PI 18.2.2: Rate of long-distance drivers directed to roadside parks, where they can have short pauses to relieve fatigue and drowsiness before and after holidays when road traffic mobility increases significantly to the number of all long-distance drivers using the same route	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, General Directorate of Local Governments, Drivers and Motorists Federation of Turkey	50%	-	100%	100%	100%

Risks	•Changing institutional priorities •Legislative regulations taking time •Possible shortcomings in human resources management and discontinuities in the employment of specialist staff •Shortcomings in inter-institutional coordination and cooperation
Strategies	Perform systematical and comprehensive enforcement activities to remove habits concerned Improve visibility of official units on the route to maximize attention of drivers Increased use of on-board vehicle warning systems
Findings	Significance of swerves, run-offs, roll-overs due to sleep deprivation and fatigue within the total number of accidents Most accidents during intercity travel happening closer to destination Deterrence law enforcement on people
Needs	Further awareness on institutional responsibilities Knowing that professional driving in terms of transportation of goods and passengers is one of the most critical professions where occupational health and safety shall not be compromised The need to perform road traffic safety enforcement by all stakeholder institutions concerned in view of the remit thereof Strengthening of all system components in line with the safe system approach Strengthen the capacities of traffic law enforcement

ii. Traffic Enforcement Through the Use of “VEHICLE-FOCUSED” Traffic Enforcement Within The Framework of Safe System Approach

Part of traffic accidents on the road network are accidents involving one vehicle, which is another chapter in international analyses on accidents.

One-vehicle accidents are mostly the result of use of mobile phones, which are distractions for drivers or of other factors such as fatigue or drowsiness and use of alcohol, etc. that disrupt safety of driving, including speeding, which alone increases the risk of accident significantly.

Another dimension of one-vehicle accidents concerns accidents involving pedestrians as vulnerable road users.

Safer use of the road environment as regards commercial activities required a more detailed handling of the issue of transportation of passengers and goods for commercial or other purposes other than personal or private reasons.

Motor-bicycles, motorbikes and bicycles are getting popular every day, with significant increase in the number of motorbikes in urban and intercity traffic as well as an increasing number of bicycles and motor-bicycles in urban traffic.

The “Regulation on the Type Approval and Market Supervision and Enforcement on Motor Vehicles and the Trailers, Parts, Systems and Separate Technical Units Thereof” (AB2018/858) published in the Official Gazette No. 31104 dated 19.04.2020 and

the “Regulation on the Type Approval of Motor Vehicles and the Trailers and of the Parts, Systems and Separate Technical Units Designed Therefore in View of Overall Safety Thereof, including the Protection of Road Users and Passengers” (AB/2019/2144) published in the Official Gazette No. 31127 dated 14.05.2020 are the building blocks of increasing the safety features of vehicles.

1.Enforcement to Prevent One-Vehicle Accidents

More than 60% of one-vehicle accidents occur on roads outside of settlement. The most effective ways of preventing one-vehicle accidents on roads outside of settlement areas are “improved infrastructure” and enforcement of “speed limits appropriate for the road concerned.

Objective	O.19. Contribute to Ensure Road Traffic Safety by Way of Prevention of One-vehicle Accidents Through Effective, Continuous and Intensive Enforcement Within the Scope of Safe System Approach
Target-1	T.19.1. Performance of works and enforcement as required to reduce the number of one-vehicle accidents
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Ministry of Transportation and Infrastructure General Directorate of Infrastructure Investments Department of Supervisory Services General Directorate of Highways Transport Safety Inspection Center Municipalities Union of Municipalities of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 19.1.1: Number of inspections, assessments and analyses concerning the identification of road sections with a high number of roll-overs, run-offs and swerves, including the identification of the problems and further remedial action and improvements by units responsible for the construction, maintenance and repair of such roads	RESPONSIBLE BODIES: General Directorate of Highways, General Directorate of Local Governments, Union of Municipalities of Turkey, Municipalities COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Infrastructure Investments, Department of Supervisory Services, Transport Safety Inspection Center	30%	-	2	2	2
PI 19.1.2: Rate of completion of works concerning the improvement of required infrastructure on road sections identified, which shall be carried out by the organization responsible for the maintenance and repair of the road	RESPONSIBLE BODIES: General Directorate of Highways, General Directorate of Local Governments, Union of Municipalities of Turkey, Municipalities COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Infrastructure Investments, Department of Supervisory Services, Transport Safety Inspection Center	30%	-	25%	50%	100%
PI 19.1.3: Amount of installation of vehicle/traffic law enforcer models/dummies on road sections identified as well as stationary and mobile enforcement activities carried out by traffic law enforcers	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, General Directorate of Local Governments Union of Municipalities of Turkey, Municipalities	40%	-	100%	100%	100%

Risks	•Shortcomings in timely regulation Projects requiring time Effect of seasonal factors
Strategies	Availability of signs and other markings to warn drivers before control points Raising awareness of drivers through campaigns Increasing inter-institutional coordination and cooperation Improving institutional capacity Encouraging active and efficient use of active and passive safety systems by both drivers and passengers
Findings	Remedial action on road construct and speeding as the main causes of one-vehicle accidents Sleep deprivation and fatigue of drivers being the main causes of accidents One-vehicle accidents leading to death and severe injuries on intercity roads
Needs	Increased number of warning signs and markings Increased number of vehicle/traffic law enforcer models/dummies Increased visibility of traffic teams Ensure continuity of traffic enforcement Work to inform drivers regarding the outcomes of sleep deprived and fatigued driving Increase the perceived sense of being caught Increased compliance through the use of electronic enforcement systems to increase the perceived sense of being watched at all times

2. Enforcement on Vehicles Used in Transportation of Goods and Passengers

The imbalance between various modes of transport is the biggest problem for road traffic safety in Turkey and the upward trend in road transportation is deemed to continue unless the demand for road transportation is channeled to other modes.

Organizations carrying out commercial activities using the road network at all levels and other businesses performing such activities as works, maintenance, repair and construction on the road network must behave in observance of traffic safety.

Organizations related with road structure or those that need the road network to perform their activities have both ethical and legal responsibility to ensure traffic safety of both their employees as well as the wider public. These organizations also have the resources and the expertise needed to further enhance traffic safety.

Legislation in Turkey concerning the regulation of road transportation as required for national economy; concerning the regulation and safety of transportation activities; determination of service conditions for freighters, agencies, transportation middle-men as well as conditions applicable to cargo storage and courier services; identification of the competencies, rights and other liabilities and responsibilities of those employed in transportation services and legislation seeking to ensure due operation of road transportation activities in a way integrated with other transportation systems as well as to ensure that existing capabilities are availed of more efficiently are as follows:

Law No. 4925 on Road Transportation,
Regulation on Road Transportation No. 30295 of 08.01.2018,
Regulation No. 25572 of 03.09.2004 on the Vocational Competency Training for transportation Activities,
Regulation No. 25384 of 25.02.2004 on Personnel Service Buses Used by Public Bodies,
Regulation No. 30221 of 25.10.2017 on School Buses.

Modes of Transportation of Goods-2019

2.1. Enforcement on Buses in Intercity Transportation of Passengers

In addition to bus companies transporting passengers, intercity passenger transportation activities organized by civil society organizations, associations, schools and tour operators for purposes of touristic activities during the summer/winter as well as sports and cultural activities are also equally important in terms of road traffic safety.

Looking into accidents involving vehicles used in intercity transportation of passengers, it is seen that such accidents are the result of drivers not dropping speed upon approach to junctions during the day, drivers not observing lane keeping and lane changing rules or those that fail to keep the following distance in addition to other such reasons as driving without foresight of weather conditions as well as driving in a sleep deprived or fatigued state and driver’s/passengers’ failure to put on their seat-belts, which causes loss of life and serious injuries.

Traffic law enforcement is carried out as a continuous effort with the aim to ensure a more regulated and a safer environment for intercity passenger transport and to minimize the accidents involving these vehicles and deaths, to maximize drivers” compliance with traffic rules and to prevent unsafe (or pirate) transportation activities.

Upon finding that accidents resulting in loss of life and serious injuries involving passenger coaches are relatively more frequent between the hours of 02:00-08:00, “Traffic Control Stations” have been set up for such vehicles on certain arterial routes.

Although the ration of coaches used in transportation of passengers to all registered vehicles was 0.9% in 2009, their rate of involvement in accidents within all vehicle types was highest with 2.8%.

Objective	O.20. Contribute to Road Traffic Safety Through Effective, Continuous and Intensive Enforcement on Coaches Used in the Transportation of Passengers within the Scope of the Safe System Approach
Target-1	T.20.1. Increased enforcement on the vehicles and drivers of vehicles of intercity passenger transportation
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Family, Labor and Social Services Social Security Institution Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Treasury and Finance Revenue Administration Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie General Directorate of Investments and Facilities Ministry of Transportation and Infrastructure Yatırım ve İşletmeler Genel Müdürlüğü Ulaştırma ve Altyapı Bakanlığı Department of Supervisory Services General Directorate of Highways Transportation Services Regulation General Directorate Municipalities Municipalities Union of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PG 20.1.1: Number of 24/7 control points erected on main arteries and routes accommodating buses for intercity transportation of passengers and seasonal workers	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: Department of Supervisory Services, General Directorate of Highways, Services Regulation General Directorate, General Directorate of Local Governments, Union of Municipalities of Turkey, Municipalities	20%	3	5	7	9
PI 20.1.2: Rate of increase in enforcement activities by civilian staff concerning buses transporting intercity passengers with B1 and D1 licenses (enforcement on the move)	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: Transportation Services Regulation General Directorate	20%	3.700	6%	6%	6%
PI 20.1.3: As regards intercity transportation, rate of completion of initiatives concerning the simultaneous use with the Ministry of Interior of the U-ETDS system (Electronic Traffic Enforcement System for Transportation) commissioned by the Ministry of Transportation and Infrastructure, including performance of enforcement activities through the system, which shall be also integrated with those of the Ministry of Culture and Tourism, the Ministry of Treasury and Finance and the Ministry of Family, Labor and Social Services	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate COOPERATION BODIES: General Directorate of Investments and Facilities, Revenue Administration, Social Security Institution Presidency General Directorate of the Turkish National Police, General Command of the Gendarmerie	20%	-	50%	100%	-
PI 20.1.4: Number of biannual visual and print disclosure on TV and through the Press of the outcomes of accidents with death involving vehicles used in road transportation of passengers and similar vehicles, vehicles, drivers and number plates of the latter as well as the title of the bus operator within the framework of the Additional Article 4 of the Law No. 2918	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: Transportation Services Regulation General Directorate	20%	-	2	2	2
PI 20.1.5: Rate of completion of works concerning the amendment of Article 26 of the Road Transportation Law No. 4925 for due alignment with the sanctions prescribed in the Additional Article 2 of the Road Traffic Law	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	20%	-	50%	100%	-

Risks	•Failure to understand the need to duly perform institutional responsibilities Changing institutional priorities Possible shortcomings in human resources management and discontinuities in the employment of specialist staff Shortcomings in inter-institutional coordination and cooperation Legislative regulations taking time
Strategies	Disclosure of company names to have a positive enhancer effect on competition Prevent possible accidents through increased number of trainings to reduce driver failures due to fatigue Effective use of technologies Increasing inter-institutional coordination and cooperation Improving institutional capacity Increased number of intercity roadside enforcement activities More detailed enforcement of tachometer use and speed controls including transportation distance and substitute drivers Strict enforcement on operators
Findings	Minimum level of the quality standards and safety precautions by some companies Sleep deprivation and fatigue as the primary reason for accidents for the drivers of such vehicles
Needs	Legislative changes as required Accuracy and reliability of data on vehicles of public transport Prioritization of quality enforcement Further training for drivers of bus drivers in passenger transportation

2.2.Enforcement on Vehicles Used in Transportation of Goods

In view to increase the visibility and safety of vehicles transporting goods on intercity roads, it is important to continue enforcement activities with unwavering determination in order to prevent traffic violations that call for accidents, especially, the presence of lateral and rear protective frames that are obligatory for such vehicles, including rear reflectors and other markings.

Rest periods of the drivers of vehicles used in transportation of goods are controlled using data recorded on tachometers whereby drivers without adequate rest are not allowed to continue. Installations and equipment on-board vehicles of transport, drivers” competencies, the characteristics of the cargo transported as well as the road-fitness thereof are effectively controlled.

In this regard, a total of 54.592 such driver were found in violation of rest periods in 2019.

Objective

O.٢١. Contribute to Road Traffic Safety Through Effective, Continuous and Intensive Enforcement on Heavy Vehicles Used in Transportation of Goods within the Scope of the Safe System Approach

Target-1

T.21.1. Reduction of the number of accidents involving heavy vehicles used in transportation of goods through enforcement

Table of Responsible and Cooperation Bodies related to Performance Indicators

Ministry of Family, Labor and Social Services
- Social Security Institution
Ministry of Environment and Urbanization
- General Directorate of Environmental Management
- General Directorate of Local Governments
Ministry of Treasury and Finance
- Revenue Administration
- General Directorate of Public Accounts

4.Ministry of Interior

- General Directorate of the Turkish National Police
- General Directorate of Provincial Administration
- General Command of the Gendarmerie

5. Ministry of Culture and Tourism

•General Directorate of Investments and Facilities

6. Ministry of Industry and Technology

•General Directorate of Industry

7. Ministry of Transportation and Infrastructure

•Department of Supervisory Services

- General Directorate of Highways
- Transportation Services Regulation General Directorate
- Transport Safety Inspection Center

8. Municipalities

9. Union of Municipalities of Turkey

10. TÜVTÜRK

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 21.1.1: Rate of completion of analyses of actors to multiply the risk of death and severe injuries for passengers on-board vehicles involved in accidents with a focus on heavy and large vehicles	RESPONSIBLE BODIES: Transport Safety Inspection Center, General Directorate of Highways COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Transportation Services Regulation General Directorate	15%	-	50%	100%	-
PI 21.1.2: Rate of completion of works concerning the identification of in-city and intercity routes for vehicles that, per analyses, are heavier and larger than agreed limitations	RESPONSIBLE BODIES: General Directorate of Local Governments, General Directorate of Highways, General Directorate of Provincial Administration COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Transportation Services Regulation General Directorate, Department of Supervisory Services, Union of Municipalities of Turkey, Municipalities	15%	-	-	50%	100%
PI 21.1.3: Number of planned joint enforcement activities carried out at pre-determined times	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Highways, Transportation Services Regulation General Directorate COOPERATION BODIES: Municipalities, Revenue Administration, General Directorate of Environmental Management	15%	-	12	12	12
PI 21.1.4: The rate of increase in the number of heavy vehicles the type approval of the lateral and rear protection frame has been controlled	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, TÜVTÜRK COOPERATION BODIES: General Directorate of Industry, Transportation Services Regulation General Directorate	10%	9.396.000^*	6%	6%	6%
PI 21.1.5: As regards intercity transportation, rate of completion of initiatives concerning the simultaneous use with the Ministry of Interior of the U-ETDS system (Electronic Traffic Enforcement System for Transportation) commissioned by the Ministry of Transportation and Infrastructure, including performance of enforcement activities through the system, which shall be also integrated with those of the Ministry of Treasury and Finance and the Ministry of Family, Labor and Social Services	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate COOPERATION BODIES: General Directorate of Investments and Facilities, Revenue Administration, Social Security Institution Presidency General Directorate of the Turkish National Police, General Command of the Gendarmerie	15%	-	50%	75%	100%
PI 21.1.6: Rate of completion of preparations concerning enforcement on transportation activities using the U-ETDS system	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate COOPERATION BODIES: General Directorate of Investments and Facilities, Revenue Administration, General Directorate of the Turkish National Police, General Command of the Gendarmerie	15%	-	50%	75%	100%
PI 21.1.7: Rate of completion of works to enable data entry in administrative fine tickets by traffic law enforcers based on the Road Transportation Law, including upload of such tickets on the system	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: Transportation Services Regulation General Directorate, General Directorate of Public Accounts, Revenue Administration	15%	-	100%	-	-

Risks	•Changing institutional priorities Shortcomings in inter-institutional coordination and cooperation Possible shortcomings concerning human resources
Strategies	Raising qualified staff Increased number and effectiveness of enforcement on vehicles transporting goods through the use of qualified staff Effective use of technologies Increasing inter-institutional coordination and cooperation Improving institutional capacity Ensuring faster flow of data through the issuance and communication of administrative fine tickets through the system with reliance on the Road Traffic Law
Findings	•Unavailability of staff to carry out qualified enforcement activities other than traffic law enforcers The need to identify routes for transporters for traffic safety, which requires various analyses Exceeding of speed limits and driving hours due to inapplicability of tachometer use in urban and adjacent municipal areas Mail-delivery of administrative traffic fines issued by law enforcers with reliance on the Road Transportation Law, which hampers data flow as well as causes losses in labor and time
Needs	Completion of legislative regulations as required Improved infrastructure capabilities Analyses to identify the nationwide routes used by vehicles used in transportation of goods Prioritization of quality and effective enforcement

2.3. Enforcement on Transporters of Dangerous Goods (ADR)

Transportation of dangerous goods on public roads have to be performed in a safe and regulated fashion so as to ensure that human health as well as other living creatures and the environment are not harmed, including the control of the responsibilities and liabilities of those involved in such activities such as forwarders, receivers, fillers, loaders, dischargers, packers, operators of tanks, containers and portable tanks, transporters and drivers of any and all vehicles.

Vehicle hardware, competence of drivers, quality and road-fitness of cargo are subject to assessment as per traffic and ADR legislation.

Objective	O.22. Contribute to Road Traffic Safety Through Effective, Continuous and Intensive Enforcement on Vehicles Transporting Dangerous Goods (ADR) within the Scope of the Safe System Approach
Target-1	T.22.1. Increased enforcement on vehicles transporting dangerous goods
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior Disaster and Emergency Management Presidency General Directorate of the Turkish National Police General Command of the Gendarmerie Ministry of Transportation and Infrastructure General Directorate of Highways Transportation Services Regulation General Directorate Municipalities Union of Municipalities of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 22.1.1: Ratio of traffic staff at the general Directorate of the Turkish National Police and the General Command of the Gendarmerie with ADR training delivered by specialist staff to the total number of staff on-board these units with the aim to ensure ADR enforcement certification	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	20%	-	%1	%1	%1
PI 22.1.2: Number of roadside enforcement activities performed within the scope of transportation of dangerous goods	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	10%	20.000	33.000	34.000	35.000
PI 22.1.3: Number of planned joint enforcement activities to be carried out annually at predetermined periods	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	10%	-	4	8	12

Performans Göstergeleri	Sorumlu ve İşbirliği Yapılacak Kuruluşlar	Hedefe Etkisi (%)	Plan Dönemi Başlangıç Değeri (2020)	2021	2022	2023
PI 22.1.4: Number of parking areas established by the respective authority for vehicles used in transportation of dangerous goods, which have been banned from traffic, prioritizing main arteries, routes and metropolitan areas	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate, General Directorate of Local Governments, General Directorate of Highways, Municipalities COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Disaster and Emergency Management Presidency	10%	-	30	30	21
PI 22.1.5: Number of smart parking lots for vehicles used in transportation of dangerous goods and cargo	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Municipalities	10%	-	-	-	1
PI 22.1.6: Rate of completion of the mobile application developed following the completion of smart parking lots for vehicles used in transportation of dangerous goods and cargo	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate, General Directorate of Highways COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Municipalities	10%	-	30%	60%	100%
PI 22.1.7: Number of stationary checkpoints established by the respective authority for vehicles used in transportation of dangerous goods, which have been banned from traffic, prioritizing main arteries, routes and metropolitan areas	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate General Directorate of Highways COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Local Governments, Municipalities	10%	-	30	30	21
PI 22.1.8: Number of provinces, where specific routes have been identified for the transportation of explosives, LPG, fuel oil, ammonium and nuclear substances	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate COOPERATION BODIES: General Command of the Gendarmerie, General Directorate of Highways, General Directorate of Local Governments Municipalities	10%	-	30	30	21
PI 22.1.9: Number of amendments and other regulations in such areas as transportation, road network, accidents, enforcement and all related data concerning the transportation of dangerous goods	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate COOPERATION BODIES: General Command of the Gendarmerie, General Directorate of Highways, General Directorate of Local Governments Municipalities, Disaster and Emergency Management Presidency	10%	-	100%	100%	100%
Risks	•Changing institutional priorities Shortcomings in inter-institutional coordination and cooperation High risks involved in the transportation of dangerous goods especially in and around settlements
Strategies	Increased number of enforcement activities through training of qualified staff Effective use of technologies Improvement of institutional capacity through enhanced coordination and cooperation between respective institutions Elimination of possible risks from cargo by way of allocation of parking areas and enforcement checkpoints specific for vehicles used in transportation of dangerous goods
Findings	Insufficiency of staff capable of qualified enforcement LPG and fuel oil as the bulk (80%) of all dangerous goods transported on roads Insufficient number of enforcement checkpoints and parking areas
Needs	Completion of legislative regulations as required Specialization of traffic law enforcers in ADR-related enforcement Identification of routes for transportation of dangerous substances scientifically The need for designated parking areas and enforcement checkpoints in view of the environmental damages from dangerous substances Improved infrastructure capabilities

2.4. Enforcement on Urban Service Buses/Minibuses

Service buses/minibuses are used for the urban transportation of the staff of public and private bodies as well as other staff in many other sectors including touristic shuttles, free-of-charge services of private companies, etc.

Although the activities of such service buses/minibuses are regulated by municipalities, planned and targeted enforcement activities are also carried out in areas and along routes accommodating industrial activities as well as other businesses in view of the traffic conditions and the traffic volume of provinces.

Objective	O.23. Contribute to Road Traffic Safety Through Effective, Continuous and Intensive Enforcement on Service Buses/Minibuses within the Scope of the Safe System Approach
Target-1	T.23.1. Prevention of accidents involving service buses/minibuses through enforcement
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie General Directorate of Provincial Administration Ministry of Transportation and Infrastructure Transportation Services Regulation General Directorate Municipalities Union of Municipalities of Turkey Road Transportation of Passengers Sector Council - Union of Chambers and Commodity Exchanges of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 23.1.1: Number of works to identify service routes in industry and business-intensive areas	RESPONSIBLE BODIES: General Directorate of Local Governments, General Directorate of Provincial Administration COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Union of Municipalities of Turkey, Municipalities, Drivers and Motorists Federation of Turkey, Road Transportation of Passengers Sector Council - Union of Chambers and Commodity Exchanges of Turkey	10%	-	2	2	2
PI 23.1.2: Rate of completion of works concerning the certification/licensing of vehicles and drivers to be used with the aim to prevent unregistered/unauthorized transportation activities in provinces	RESPONSIBLE BODIES: General Directorate of Local Governments COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Union of Municipalities of Turkey, Municipalities, Drivers and Motorists Federation of Turkey, Road Transportation of Passengers Sector Council - Union of Chambers and Commodity Exchanges of Turkey	10%	-	100%	100%	100%
PI 23.1.3: Number of intensive enforcements on service buses/minibuses carried out jointly with stakeholder institutions	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Municipalities COORDINATION BODIES: General Directorate of Local Governments, Union of Municipalities of Turkey, Drivers and Motorists Federation of Turkey, Road Transportation of Passengers Sector Council - Union of Chambers and Commodity Exchanges of Turkey	20%	-	12	12	12
PI 23.1.4: Amount of increase in the number of vehicles subject to enforcement during enforcement activities for service buses/minibuses transporting agricultural workers during the high season for agricultural activities	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	20%	195.000^*	6%	6%	6%
PI 23.1.5: Rate of realization of enforcement activities to ensure the operation of road vehicles transporting seasonal agricultural workers between the hours of ٠٠:٠٠ and ٠٦:٠٠ in line with the Circular on Seasonal Agricultural Workers No. ٢٠١٧/٦ by the Prime Ministry	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	20%	100%	100%	100%	100%
PI 23.1.6: Extent of inclusion of traffic safety measures in concession agreements of recipients of such transportation (service buses/minibuses) services and the rate of completion of works concerning the enforcement thereof	RESPONSIBLE BODIES: Public bodies procuring such services General Directorate of Provincial Administration COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Transportation Services Regulation General Directorate Municipalities, General Directorate of Local Governments	20%	-	100%	100%	100%
Risks	Changing institutional priorities Legislative regulations taking time Possible shortcomings in human resources management and discontinuities in the employment of specialist staff Shortcomings in inter-institutional coordination and cooperation
Strategies	Internal control by organizations such service buses/minibuses are affiliated with Redress of shortcomings through intensive enforcement
Findings	Serious outcomes of accidents involving service buses/minibuses due to higher seating capacity Low rate of seat-belt use
Needs	Establishment of a systematical supervisory mechanism on service buses/minibuses Completion of legislative regulations as required Delivery of informative training and campaigns for public sector staff concerning seat-belt use

2.5. Enforcement on School Buses

Enforcement concerning service vehicles subject to the Regulation on School Buses No. 30221 of 25.10.2017 is carried out with the aim to regulate and ensure the safety of transportation activities involving students in preschool and compulsory education as well as other children at kindergartens and children’s clubs, including the determination of procedures and principles applicable to the competencies and working conditions of real and legal transportation bodies.

To ensure safe and peaceful travel for school-age children, to increase the perceived sense of “being caught” through enforcement activities and to maximize the attention and sensitivity of service bus drivers to prevent accidents involving these vehicles, in addition to “Regular Enforcement on School Buses/Minibuses”, special enforcement activities are also carried out.

During such enforcement activities, compliance with the provisions of and issued specified in the Regulation on School Buses/Minibuses are inspected in addition to compliance with traffic rules, including notification of respective school administrations and municipalities in the event of any non-compliance.

Objective

O.24. Contribute to Road Traffic Safety Through Effective, Continuous and Intensive Enforcement on Service Buses/Minibuses within the Scope of the Safe System Approach

Target-1

T.24.1. Ensure safe and peaceful travel of students and to prevent accidents involving school buses/minibuses

Table of Responsible and Cooperation Bodies related to Performance Indicators

Ministry of Family, Labor and Social Services
- General Directorate of Family and Social Services
Ministry of Interior

• General Directorate of Provincial Administration

- General Directorate of the Turkish National Police
- General Command of the Gendarmerie
Ministry of National Education
- Secondary Education General Directorate
- General Directorate of Private Education Institutions
- General Directorate of Primary Education
- General Directorate of Support Services
Ministry of Industry and Technology
- General Directorate of Industry
Ministry of Transportation
- Transportation Services Regulation General Directorate
Municipalities
Union of Municipalities of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 24.1.1: Amount of increase in the number of enforcement activities throughout the entire academic year as per the Regulation on School Buses/Minibuses especially during the start of the academic year and right after the term break	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Secondary Education COOPERATION BODIES: General Directorate of Primary Education	25%	414.350^*	6%	6%	6%
Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 24.1.2: Number of joint efforts involving stakeholders before the start of the academic year focusing on the operation of school buses/minibuses as well as challenges encountered with the aim to ensure regulated and safer functioning of school transportation services	RESPONSIBLE BODIES: General Directorate of Provincial Administration, General Directorate of Support Services COOPERATION BODIES: General Directorate of Family and Social Services, Transportation Services Regulation General Directorate, General Directorate of Private Education Institutions, General Directorate of Basic Education, General Directorate of Industry, Municipalities	25%	1	2	2	2
PI 24.1.3: Number of enforcement activities on school buses/minibuses carried out jointly with stakeholder institutions	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Secondary Education COOPERATION BODIES: General Directorate of Private Education Institutions, General Directorate of Basic Education, General Directorate of Industry, Municipalities	25%	1	2	2	2
PI 24.1.4: Number of enforcement activities on service buses/minibuses performed by education bodies commissioning such transportation services	RESPONSIBLE BODIES: General Directorate of Secondary Education, General Directorate of Private Education Institutions, General Directorate of Primary Education COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	25%	-	8	8	8

Risks	•Changing institutional priorities Possible shortcomings in human resources management and discontinuities in the employment of specialist staff Shortcomings in inter-institutional coordination and cooperation
Strategies	Enforcement of service buses/minibuses and determination of criteria by bodies responsible for service buses/minibuses Identification of shortcomings through intensive enforcement
Findings	Severe outcomes of accidents involving service buses/minibuses due to high seating capacity
Needs	Establishment of a systematical supervisory mechanism on service buses/minibuses Completion of legislative regulations as required Updating legislation

3. Enforcement on Motorbikes, Motor-bicycles and Bicycles

Technology and technical advancements have a variety of contributions to the transportation sector as well as the advent of vehicles. The PTW group of vehicles dominated by motorbikes and bicycles until recently has gone through changes culminating in variety.

In Turkey, the number of motorbikes and motor-bicycles as well as the amount of use thereof are on the rise, which constitute 14.6% of the total number of registered vehicles and 18.8% of vehicles involving in accidents.

In addition to existing enforcement efforts, also, targeted and planned simultaneous enforcement activities are carried out on such vehicles with the aim to prevent traffic accidents involving motorbikes and motor-bicycles and to enhance traffic safety for drivers and passengers.

Objective	O.25. Contribute to Road Traffic Safety Through Effective, Continuous and Intensive Enforcement on Motorbikes, Motor-bicycles and Bicycles within the Scope of the Safe System Approach
Target-1	T.25.1. Prevention of accidents involving motorbikes, motor-bicycles, bicycles and e-scooters through regulation and enforcement
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Environment and Urbanization General Directorate of Environmental Management General Directorate of National Estate General Directorate of Local Governments Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Ministry of Treasury and Finance Insurance and Private Pension Regulatory and Supervisory Authority Ministry of Industry and Technology General Directorate of Industry Municipalities Notaries Union of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 25.1.1: Rate of completion of legislation concerning the coverage of motor-bicycles (mopeds) under Compulsory Financial Liability Insurance for Motor Road Vehicles	RESPONSIBLE BODIES: Insurance and Private Pension Regulatory and Supervisory Authority COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	20%	-	50%	100%	-
PI 25.1.2: Amount of increase in the number of enforcement activities on bicycles, motorbikes and motor-bicycles carried out by traffic law enforcers of the General Directorate of the Turkish National Police	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	20%	1.850.000^*	6%	6%	6%
PI 25.1.3: Amount of increase in the number of enforcement activities on bicycles, motorbikes and motor-bicycles carried out by traffic law enforcers of the General Command of the Gendarmerie	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police	20%	132.000^*	6%	6%	6%
PI 25.1.4: Rate of completion of works concerning the sale of vehicles, which have been banned from traffic and confiscated as per the provisions of the Road Traffic Law or for being unattended and which have not been claimed by the owners thereof in 6 months	RESPONSIBLE BODIES: General Directorate of National Estate COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	20%	-	50%	100%	100%
PI 25.1.5: Rate of completion of works concerning the inclusion of scrapping of 2-wheeler motorbikes and bicycles in the “Regulation Concerning the Control of End-of-Life Vehicles” published in the Official Gazette No. 27448 of 30/12/2009	RESPONSIBLE BODIES: General Directorate of Environmental Management COOPERATION BODIES: Notaries Union of Turkey	10%	-	50%	100%	100%
PI 25.1.6: Rate of completion of works concerning the registration of electrical bicycles by Local Administrations with the aim to ensure traffic safety	RESPONSIBLE BODIES: General Directorate of Local Governments, Municipalities COOPERATION BODIES: General Directorate of Environmental Management, General Directorate of Industry	10%	-	50%	100%	100%

Risks	•Changing institutional priorities Legislative regulations taking time Possible shortcomings in human resources management and discontinuities in the employment of specialist staff Shortcomings in inter-institutional coordination and cooperation
Strategies	Increase the frequency of enforcement activities in areas where motorbikes and bicycles are widely used Consolidation of use of helmets so as to minimize the vulnerability of vulnerable road users in the event of an accident
Findings	Increasing number of motorbikes and motor-bicycles especially in the summer Insufficient amount of use of helmets
Needs	Urgent completion of legislative regulations Maintaining intensive and effective enforcement

*Calculated as national estimate using data for the first 10 months of 2020

4. Enforcement on Tractors and Other Agricultural Vehicles and Machinery Using Roads

Another critical factor causing traffic accidents are “agricultural vehicles and tractors”, which are also road users in numbers varying based on seasonality and regional conditions.

Such vehicles are seen to have negative impacts on traffic safety due to failures in observance of traffic safety by uncontrolled and unsafe presence of tractors, harvesters, etc. on the roads with missing or insufficient and inadequate use of lights, rear-reflectors and other fittings, which are also seen to carry non-standard loads including on trailers as a result of carrying out their activities in rural environments such as villages and for a limited amount time throughout the year only for purposes of agricultural activities.

At times of seasonal increase in agricultural activities in Turkey, planned and focused enforcement activities are carried out with the aim to minimize road traffic accidents, to enhance vehicle and driver compliance with traffic rules and to consolidate road users” sense of being caught through enforcement activities.

It seen that 8.2% of Turkey’s motor vehicle profile is composed of tractors. In accidents involving tractors in 2019, a total of 188 persons have lost their lives, which corresponds to 7.4% of all deaths on the scene of accident.

Objective	O.26.. Contribute to Road Traffic Safety Through Effective, Continuous and Intensive Enforcement on Tractors, Other Agricultural Machinery and Equipment within the Scope of the Safe System Approach
Target-1	T.26.1. Ensure traffic safety of tractors, other agricultural vehicles and machinery through enforcement
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior General Directorate of the Turkish National Police General Directorate of Provincial Administration General Command of the Gendarmerie Ministry of Industry and Technology General Directorate of Industry General Directorate of Metering and Industrial Products Safety Turkish Standards Institute Ministry of Transportation and Infrastructure General Directorate of Highways Ministry of Agriculture and Forestry General Directorate of Agricultural Reform Department of Training and Publications Municipalities Union of Agricultural Tools and Machinery Producers of Turkey Union of Municipalities of Turkey Agricultural Credit Cooperatives of Turkey Union of Agricultural Chambers of Turkey TÜVTÜRK

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 26.1.1: Rate of completion of works concerning the attainment the level of international standards for the number, quality and visibility of lights and reflective parts on new agricultural vehicles and trailers thereof	RESPONSIBLE BODIES: General Directorate of Industry COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, TÜVTÜRK	15%	-	50%	100%	-
PI ٢٦.١.٢: Rate of completion of regulatory works to ensure the use of rear and lateral protectors (underrun protectors) in new vehicles and the trailers thereof within the scope of international legislation and to prevent underrun as well as to prevent the effect of running into a rigid wall in an accident	RESPONSIBLE BODIES: General Directorate of Industry COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, TÜVTÜRK, General Directorate of Agricultural Reform, Union of Agricultural Tools and Machinery Producers of Turkey	15%	-	50%	100%	-
PI 26.1.3: Number of enforcement activities carried out concerning the use of ROPS (Roll Over Protection Systems) in tractors produced after 2002, which also provides for a living/survival space for drivers	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: TÜVTÜRK	10%	-	4	4	4
PI 26.1.4: In view of the significant ability of new tractors to reach significant speeds, the rate of completion of works to mandate the use of Anti-blockage Brake Systems (ABS) on such vehicles as cars within the scope of respective international standards	RESPONSIBLE BODIES: General Directorate of Industry COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, TÜVTÜRK	10%	-	50%	100%	-
PI 26.1.5: Amount of determination of traffic enforcement activities during the high-season for agricultural activities and for each region individually	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Agricultural Reform, Department of Training and Publications, Presidency Union of Chambers of Agriculture of Turkey, Agricultural Credit Cooperatives of Turkey	10%	-	100%	100%	100%
PI 26.1.6: Number of information activities and campaigns carried out jointly with respective bodies and NGOs concerning the appropriate use of tractors, agricultural vehicles and machinery	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Provincial Administration, General Directorate of Agricultural Reform, Department of Training and Publications, Presidency Agricultural Credit Cooperatives of Turkey, Union of Chambers of Agriculture of Turkey, Union of Producers of Agricultural Tools and Machinery of Turkey, Municipalities	10%	-	4	4	4
PI 26.1.7: Number of on-site informatory and enforcement activities concerning lighting and reflector fittings, etc. on agricultural vehicles at pre-determined times or each region, either before or during the season	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Agricultural Reform, Department of Training and Publications, Presidency Union of Chambers of Agriculture of Turkey, Agricultural Credit Cooperatives of Turkey	10%	-	4	4	4
PI 26.1.8: Rate of completion of works concerning the prohibition of large agricultural vehicles and machinery used seasonally from entering the road environment as well as other works concerning the provision of vertical and horizontal markings, use of trailers or alternative methods during their movement, including region-and/or-road-specific works in view of climatic, day/night, road and environmental conditions of the regions where they are used	RESPONSIBLE BODIES: General Directorate of Highways, General Directorate of Provincial Administration, General Directorate of Local Governments COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, TÜVTÜRK Union of Municipalities of Turkey, Municipalities	10%	-	50%	100%	-
PI 26.1.9: Rate of completion of works concerning administrative and technical definition of and determination of the safety standards for makeshift agricultural vehicles called “chug” made by joining an engine, a trailer and a seat	RESPONSIBLE BODIES: General Directorate of Industry, Turkish Standards Institute COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Union of Agricultural Tools and Machinery Producers of Turkey, General Directorate of Agricultural Reform, General Directorate of Metering and Industrial Products Safety	10%	-	100%	100%	100%

Risks	•Unforeseen increase in the number of agricultural vehicles Regional variations between agricultural seasons
Strategies	Minimize accidents with death and injuries involving agricultural vehicles with compulsory technical fittings Performance of planned enforcement activities Further visibility of agricultural vehicles with lighting fixtures as required Carry out awareness activities regarding the impact of agricultural vehicles on traffic safety
Findings	Missing and insufficient lighting systems on agricultural vehicles Most accidents involving agricultural vehicles ending up in death and injury
Needs	Increase the number of enforcement activities in rural areas Further the visibility of agricultural vehicles Carry out legislative changes as required

iii.Traffic enforcement Focused On Roads Within the Scope of the Safe System Approach

The main target of traffic enforcement is to ensure compliance of road users in tandem with the prevention of all possible physical damages on the material unity of humans as well as other acts to threaten property.

According to the 2020 inventory of the General Directorate of Highways, the national road network of Turkey is 68.251km, despite variations between the years, including;

3.060 km of motorways,
31.006 km of state highways,
and 34.185 km of provincial roads.

In addition, the total length of village roads is another 182.500 km.

1.Traffic Enforcement on Motorways

Access-controlled Roads (i.e., Motorways) are roads specifically allocated for transit traffic allowing the use only by motor vehicles, with entry and exit restrictions other than through designated junctions, where entry of non-motor vehicles and animals is not allowed and where traffic is under to special supervision.

Motorways are also high-standard roads with minimum speed enforcement and with higher cruising speeds

Objective	O.27. Contribute to Road Traffic Safety Through Effective, Continuous and Intensive Traffic Enforcement on Motorways within the Scope of the Safe System Approach
Target-1	T.27.1. Reduction of traffic accidents on motorways through increased enforcement
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Ministry of Transportation and Infrastructure General Directorate of Highways

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 27.1.1: Increase in the number of enforcement activities using Mobile Speed Violation Monitoring Systems on motorways without electronic enforcement systems (EDS)	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways	30%	-	6%	6%	6%
PI 27.1.2: Number of aerial enforcement activities on motorways involving especially heavy vehicles parked and stopped on driving lanes, safety lanes, roadside facilities and gas stations as well as entry and egress junctions along motorways	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways	40%	52	52	52	52
PI 27.1.3: Amount of increase in the number of enforcement activities concerning tailgating, inappropriate lane shifting and cleanliness of the road surface on motorways	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	30%	3	6%	6%	6%
Risks	•Suitability of weather for aerial enforcement
Strategies	Increase deterrence through varied enforcement Improve visibility of official units on the route to maximize attention of drivers Eliminate the risk of accidents and ensuring traffic fluidity by way of preventing parking and stopping on the main route
Findings	Motorway accidents resulting from speeding which have severe outcomes Traffic risk from vehicles parked/stopped on the side of the road
Needs	Increased number of drones in provinces Increased number of radars for mobile speed monitoring

2. Traffic Enforcement of State Highways

State highways are the main roads that are other than those within the remit of municipalities and other institutions and that provide uninterrupted access for transit traffic to provinces, ports, shipyards, airports, railway stations as well as border crossings.

Analyses carried out demonstrate that accidents with death and injuries increase significantly during the summer in comparison with winter months, that crowds heading holiday resorts after cold periods increase the amount of traffic on state highways, including other such times as national and religious holidays that allow for extended pauses, causing occasional surge in the number of traffic accidents and resulting death and injuries.

Enforcement activities are carried out to ensure traffic safety on state highways that link Turkish settlements and which accommodate a significant portion of transportation of passengers and goods.

Objective	O.28. Improving technical Capabilities and Capacities of Stationary/Mobile Checkpoints on State Highways within the Scope of the Safe System Approach
Target-1	T.28.1. Contribute to traffic safety by way of enforcement activities on vehicles of intercity transportation and the drivers thereof through enhanced capacity of roadside checkpoints and traffic law enforcers
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Family, Labor and Social Services General Directorate of Occupational Health and Safety Department of Guidance and Inspections Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Ministry of Industry and Technology General Directorate of Industry Ministry of Transportation and Infrastructure General Directorate of Highways Transportation Services Regulation General Directorate TÜVTÜRK

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 28.1.1: Number of annual trainings (Orientation, Basic OHS Training, technical trainings and refresher trainings, etc.) for staff working at roadside checkpoints	RESPONSIBLE BODIES: General Directorate of Highways COOPERATION BODIES: -	20%	-	1	1	1
PI 28.1.2: Rate of completion of the revision of roadside control stations and works concerning the establishment of new ones	RESPONSIBLE BODIES: General Directorate of Highways COOPERATION BODIES: -	20%	-	100%	100%	100%
Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 28.1.3: Rate of completion of legal, technical and administrative arrangements to facilitate the performance of checks and controls regarding the road-worthiness (tires, lights, mirrors, first-aid kit, inspections, tachometers, etc.) of vehicles checked at roadside control stations	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate General Directorate of Highways COOPERATION BODIES: General Directorate of Industry, TÜVTÜRK	20%	-	30%	50%	100%
PI 28.1.4: With reliance on the authorization by Article 7 of the Road Traffic Law No. 2918, number of roadside control stations capable of analyses, including the quick response time regarding the download of tachometer data	RESPONSIBLE BODIES: General Directorate of Highways COOPERATION BODIES: Transportation Services Regulation General Directorate	20%	-	30%	50%	100%
PI 28.1.5: Number of roadside control stations with joint teams (involving General Directorate of Highways specialists, work inspectors, technical staff, traffic law enforcers, etc.) and the infrastructure needed for tachometer analyses	RESPONSIBLE BODIES: General Directorate of Highways COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Transportation Services Regulation General Directorate General Directorate of Occupational Health and Safety, Department of Guidance and Inspections, TÜVTÜRK	10%	-	30%	50%	100%
PI 28.1.6: Rate of completion of legislation concerning the authorization of the staff of the General Directorate of Highways, who is responsible for the inspection of the size, weight and tachometers of vehicles at roadside control stations, to carry out further inspection of the licenses of drivers of vehicles concerned	RESPONSIBLE BODIES: General Directorate of Highways COOPERATION BODIES: Transportation Services Regulation General Directorate	10%	-	50%	100%	-

Risks	•Changing institutional priorities Possible shortcomings concerning human resources
Strategies	Increase the number of roadside control stations Formation of join working groups at roadside checkpoints for further development of a collaborative culture between institutions and to secure savings n time, space and human resources Making utmost use of technological advancements during traffic law enforcement Seamless performance enforcement activities especially on tachometers
Findings	Prevention of violations by road users through the creation of a perception that traffic law enforcement is carried out regardless of place and time
Needs	Legislative regulations Provision of the needed soft and hardware

3.Traffic Enforcement on Provincial Roads

Provincial roads are roads that lie within city limits but other than those that are under the responsibility of municipalities and other public bodies, which links provinces with one another as well as to state highways, ports, railroad stations, shipyards, airports and to other provinces as required.

Analyses indicate that the number of accidents with death and injuries are significantly higher in summer than in winter, which occur especially on secondary roads between cities and towns mostly due to agricultural and other transportation activities, including occasional ups and downs in the number of casualties.

Objective	O.29. Contribute to Traffic Safety Through Effective, Continued and Intensive Enforcement on Provincial Roads Within the Scope of the Safe System Approach
Target-1	T.29.1. Reduce traffic accidents on provincial roads through increased traffic enforcement
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior General Directorate of the Turkish National Police General Directorate of Provincial Administration General Command of the Gendarmerie Ministry of Transportation and Infrastructure General Directorate of Highways Municipalities

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 29.1.1: Number of analyses carried out annually on road sections that are accident blackspots	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Provincial Administration, General Directorate of Highways, General Directorate of Local Governments, Municipalities	30%	-	2	2	2
PI 29.1.2: Amount of increase in enforcement activities focusing on vehicle type and violations on road sections identified with reliance on analyses carried out	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Provincial Administration, General Directorate of Highways, General Directorate of Local Governments, Municipalities	40%	-	6%	6%	6%
PI 29.1.3: Amount of increase in the number of enforcement activities on vehicles of transportation of goods and passengers on provincial roads	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	30%	-	6%	6%	6%

Risks	•Changing institutional priorities Legislative regulations taking time Possible shortcomings in human resources management and discontinuities in the employment of specialist staff Shortcomings in inter-institutional coordination and cooperation
Strategies	Maximize driver attention by way of increased visibility of official units along the entire route Reduce speed-related accidents
Findings	Most accidents happening due to speed Deterrent effect on citizens of presence/visibility of law enforcers
Needs	Reduced number of drones Performance of intensive speed enforcement

4. Traffic Enforcement of Rural and Village Roads

Village roads are roads other than state highways and provincial roads, which connect villages to subsequent settlements as well as to districts and provinces and state highways.

Village roads and rural roads are areas requiring special attention as regards traffic safety. In these areas, road and environmental conditions can be short of optimal.

The possibility of deterioration of these roads are also high due to natural and climate conditions as well as the terrain.

Objective	O.30. Contribute to Traffic Safety Through Effective, Continued and Intensive Enforcement on Rural Areas and on Village Roads Within the Scope of the Safe System Approach
Target-1	T.30.1. Take precautions on accident hotspots on village roads and determination of speed limits for village roads
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior General Directorate of Provincial Administration General Directorate of the Turkish National Police General Command of the Gendarmerie Strategy Development Presidency Ministry of Transportation and Infrastructure General Directorate of Highways Municipalities

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 30.1.1: Rate of completion of works concerning the identification and improvement of accident hotspots through analyses of such accident blackspots	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police, Municipalities	25%	-	100%	100%	100%
PI 30.1.2: Number of enforcement activities carried out by increased number of traffic law enforcement teams on accident blackspots and especially on secondary linking roads	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police, Municipalities	25%	-	365	365	365
PI 30.1.3: Number of planned targeted enforcement activities on vehicles using village roads	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of the Turkish National Police, Municipalities	25%	-	48	96	120
PI 30.1.4: Rate of completion of works concerning the definition of and setting the speed limit for village roads	RESPONSIBLE BODIES: General Directorate of Provincial Administration, General Directorate of Highways, Strategy Development Presidency COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Local Governments	25%	-	50%	100%	-

Risks	•Lack of road sections suitable to accommodate the required checkpoint pockets Insufficient number of enforcement teams and staff
Strategies	Identification of vehicles that are short of the required technical fixtures on village roads as well as of drivers without sufficient or valid license to further prevent possible traffic safety risks therefrom Increased impact of enforcement on drivers through increased sense/perception of being caught
Findings	The perception that enforcement activities on village roads are short of required levels Increased traffic density on village roads during holidays The need to enforce lower speeds on village roads due to lesser infrastructure, capacity and markings on village roads compared to state highways and provincial roads as well as the difficulty of controls and enforcement and stronger impact of seasonal conditions In view of the longer distance to communication and health facilities on village roads, prevention of possible accidents on village roads before such accidents occur
Needs	Cooperation with other bodies Timing/planning of enforcement activities in a way to cover all areas of responsibility

5. Traffic Enforcement on Urban Avenues and Streets

Among the Sustainable Development Goals announced by the United Nations, Goal No. 11 directly relates to the quality of urban living aiming to make “cities and human settlements inclusive, safe, resilient and sustainable”.

Sub categories of targets thereunder also include other priorities especially for women, the elderly, children and persons with disabilities concerning accessibility of green and public spaces that are safe, inclusive, accessibility of basic public services, sustainable transportation, affordable housing, improved air and environmental quality, protection of natural and cultural heritage, etc.

Objective	T.31. Contribute to Traffic Safety Through Effective, Continued and Intensive Enforcement on Urban Avenues and Streets Within the Scope of the Safe System Approach
Target-1	T.31.1. Analyze accident blackspots on urban avenues and streets, including development of preventive methodologies and supervision strategies for accidents
Target-2	T.31.2. Increased enforcement on vehicles used in urban transportation of passengers for further contribution to traffic safety through the urban transportation culture
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Family, Labor and Social Services General Directorate of Occupational Health and Safety Department of Guidance and Inspections Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior Ministry of Interior General Directorate of the Turkish National Police General Directorate of Provincial Administration General Command of the Gendarmerie Ministry of Transportation and Infrastructure General Directorate of Highways Municipalities Union of Municipalities of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 31.1.1: Number of joint analyses completed regarding the identification of accident hotspots on urban avenues and streets in collaboration with respective authorities every six months	RESPONSIBLE BODIES: General Directorate of Provincial Administration, General Directorate of Local Governments, General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: BODIES: General Directorate of Highways, Union of Municipalities of Turkey, Municipalities	50%	-	2	2	2
PI 31.1.2: Number of urban traffic enforcement prepared based on analyses to identify accident blackspots in urban avenues and streets in collaboration with respective authorities every six-months	RESPONSIBLE BODIES: General Directorate of Provincial Administration, General Directorate of Local Governments, General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, Union of Municipalities of Turkey, Municipalities	25%	-	2	2	2
PI 31.1.3: Number of periodical activity reports also dwelling on the impact of six-monthly enforcement plans and the outcomes thereof on accidents in areas covered within the scope of enforcement activities, which have been submitted to the General Directorate of the Turkish National Police and the General Command of the Gendarmerie	RESPONSIBLE BODIES: General Directorate of Provincial Administration, General Directorate of Local Governments, General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	25%	-	2	2	2
PI 31.2.1: Number of enforcements on violations carried out by civilian traffic law enforcers disguised as passengers on public transportation vehicles and taxis	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	50%	2	12	12	12
PI 31.2.2: Number of planned enforcement activities carried out jointly in collaboration with all responsible bodies concerning public transportation vehicles, departure stations, stops as well as their behavior along the route	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, General Directorate of Local Governments, Union of Municipalities of Turkey, Municipalities, General Directorate of Occupational Health and Safety, Department of Guidance and Inspections	50%	-	12	24	36

Risks	•Changing institutional priorities Possible shortcomings in human resources management and discontinuities in the employment of specialist staff Shortcomings in inter-institutional coordination and cooperation
Strategies	Work covering local accident blackspots On-site determination of enforcement activities and measures concerning such areas identified Ensure easier identification of violations by civilian teams Creation on drivers of a continued sense of oversight Ensure a good isolation of pedestrians and vehicles in areas where the two densely coincide Encourage public transportation in city centers and creation of a traffic safety culture
Findings	Higher possibility of drivers of public transportation vehicles having violations due to being an integral part of the traffic flow Lack of a uniform study in municipalities all over Turkey regarding the identification of accident hotspots in urban roads, avenues and streets Transportation priorities of local governments diverging from time to time from those of traffic safety Availability of the potential of public transportation vehicles to encourage the formation of a traffic culture
Needs	Guidance to local units for analyses and evaluations

iv. Within the scope of the Safe System Approach;Traffic Enforcement With “ELECTRONIC SYSTEMS”

Electronic Enforcement Systems (EDS) are another practical aspect of Enforcement Activities carried out within the scope of the Safe System Approach as one of the principal functions of ensuring traffic safety.

Once installed, electronic enforcement systems help eliminate human error for more reliable outcomes as well as provides for quicker response time for time-intensive works through the use of technologies

1. Traffic Enforcement Through KGYS (Urban Safety Management System)

Urban Safety Management Systems are systems installed and operated in such public spaces as city squares, roads, avenues, streets and parks as per Article 11/h of the Provincial Administration Law No. 5442 with the aim to ensure public order and public safety as well as to protect safety of life and property, to prevent crime and to ensure traffic safety and control.

Measure No. 512.5 in the Annual Presidential Program for 2020, prescribes that “Electronic Enforcement Systems shall measure and function with reliance on average speed enforcement instead of instant speed” whereby “...on the network of state highways within the remit of the General Directorate of Highways and on the provincial road network, priority routes shall be identified for the installation of Electronic Enforcement Systems measuring average speed, which shall be commissioned, first, on two such routes.”

Electronic Enforcement Systems to be identified and commissioned within this scope shall help improve and disseminate traffic enforcement in ways to identify violations leading to death and severe injuries.

Objective	O.32. Contribute to Traffic Safety Through Traffic Enforcement Based on Urban Safety Management Systems (KGYS)
Target-1	T.32.1. Within the scope of the PTS-EDS Project (Number Recognition Systems-Electronic Enforcement Systems Project), define “Average Speed Corridors” between PTS (Plate Number Recognition System) systems on routes accommodating heavy traffic and high number of accidents to prevent, ultimately, traffic accidents and death and injuries in relation thereto
Target-2	T.32.2. Identify violations of traffic rules using KGYS systems and to prevent traffic accidents through increased driver perception of the risk of being caught
Target-3	T.32.3. Reduce the number of traffic accidents and resulting death and injuries in tunnels by way of transformation of tunnels on provincial roads and state highways into average speed corridors
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarme (GCG) Ministry of Industry and Technology General Directorate of Industry Ministry of Transportation and Infrastructure General Directorate of Highways Municipalities Union of Municipalities of Turkey Turkish Standards Institute TÜVTÜRK

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 32.1.1: Number of Average Speed Corridors commissioned under the PTS-EDS Project	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, General Directorate of Local Governments, General Directorate of Industry, Union of Municipalities of Turkey, Municipalities, TÜVTÜRK	50%	12	24	36	48
PI 32.1.2: Number of Average Speed Corridors established within the scope of the PTS-EDS Project on accident blackspots and road sections where deaths have been identified due to excessive and inappropriate speed	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, General Directorate of Local Governments, General Directorate of Industry, Turkish Standards Institute, Union of Municipalities of Turkey, Municipalities	50%	12	20	30	40
PI 32.2.1: Number of provinces where red light, safety belt, mobile phone and pedestrians-first enforcement activities are carried out using KGYS systems	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, General Directorate of Local Governments, General Directorate of Industry Union of Municipalities of Turkey, Municipalities	50%	-	30	30	21
PI 32.2.2: Number of provinces, where traffic violation enforcement activities are carried out using KGYS systems	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, General Directorate of Industry, Union of Municipalities of Turkey, General Directorate of Local Governments, Municipalities	50%	-	30	30	21
PI 32.3.1: Rate of completion of analyses for the identification of tunnels to be used as average speed corridors	RESPONSIBLE BODIES: General Directorate of Highways, General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Industry, Union of Municipalities of Turkey, General Directorate of Local Governments, Municipalities, Turkish Standards Institute	50%	-	100%	-	-
PI 32.3.2: Rate of realization of average speed corridors in tunnels identified as a result of the analysis	RESPONSIBLE BODIES: General Directorate of Highways, General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie, General Directorate of Industry, Union of Municipalities of Turkey, General Directorate of Local Governments, Municipalities, Turkish Standards Institute	50%	-	-	100%	-

Risks	•Changing institutional priorities Legislative regulations taking time Possible shortcomings in human resources management and discontinuities in the employment of specialist staff Extension of the period of alignment with technological advancements
Strategies	Transfer of staff enrolled in traffic enforcement to enforcement activities carried out in other areas for HR savings Reduce driver failures in traffic accidents through increased sense of being caught in drivers Ensure regular and safe flow of traffic on the roads Ensuring stable speeds through Average Speed Enforcement Systems to control increased levels of CO2 and reduce noise at variable speeds
Findings	Rapid (daily) increase in the number of drivers and vehicles Electronic enforcement systems being an effective means to provide for widest area of enforcement in all time slots Significant influence of the perceived sense of being caught on drivers 40% of all accidents due to speeding Mobile use to quadruple the risk of an accident Seat-belts providing baseline protection in traffic accidents
Needs	Prioritization of institutional priorities in policy papers, strategic and action plans Institutions to perform their traffic safety-related duties and responsibilities duly

2. Traffic Enforcement Through Electronic Enforcement Systems on Motorways

The Road Traffic Safety Strategy and Action Plan 2011-2020 and the National Intelligent Transportation Systems Strategy Document 2014-2023, including the Action Plan for 2014-2016 attached, acknowledges that Electronic Enforcement Systems (EDS) can be installed on motorways in line with the target to curb deaths in traffic accidents by 50% until 2020, whereby toll-collection systems already installed on motorways could be used or used with software add-ons considering entry and egress points as terminals of a speed corridor and ensuring conformance with legal speed limits based on the formula Speed = Distance (km)/Time, and so without incurring additional costs.

The impact on traffic accidents of speed enforcement by way of identification of average speed corridors on routes accommodating such systems or along other adjacent routes under the halo effect is from 12% to 56%.

A reduction of 33% and 30% in deaths and injuries, respectively, has been observed between 2017 and 2019 when Electronic Enforcement Systems installed on motorways to create average speed corridors were in use to prevent deaths and injuries in traffic accidents.

Objective

O.33. Contribute to Traffic Safety Through Enforcement Using Electronic Enforcement Systems on Motorways

Target-1

T.33.1. Establish Average Speed Corridors on motorways constructed with BOT model (Build Operate Transfer), prevent speed-related traffic accidents by way of improvement of systems installed on motorways with EDS systems

Table of Responsible and Cooperation Bodies related to Performance Indicators

Ministry of Interior
- General Directorate of the Turkish National Police
- General Directorate of Provincial Administration
Ministry of Industry and Technology
- General Directorate of Industry
Ministry of Transportation and Infrastructure
- General Directorate of Highways

• General Directorate of the Turkish Post Company

ASELSAN
Turkish Standards Institute

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 33.1.1: Rate of completion of installation of average speed corridors using the infrastructure of and data from toll collection stations available on motorways built through BOT	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Highways COOPERATION BODIES: General Directorate of Industry, Turkish Standards Institute	30%	-	50%	100%	-
PI 33.1.2: Rate of commissioning of speed corridors on motorways built through BOT	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Highways COOPERATION BODIES: General Directorate of Industry, Turkish Standards Institute	40%	-	-	-	100%
PI 33.1.3: Number of studies concerning the improvement of the existing Electronic Enforcement Systems in use on motorways	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Highways, General Directorate of Industry, ASELSAN, General Directorate of the Turkish Post Company, Turkish Standards Institute	30%	-	1	1	1

Risks	Shortcomings in inter-institutional coordination and cooperation Changing institutional priorities Legislative regulations taking time Extended time needed for alignment with technological advancements
Strategies	Reduce driver failures in traffic accidents through increased sense of being caught in drivers on all motorways Enhance system efficiency through the provision of road users with required information also in line with other objectives Reduce the number of traffic accidents due to speeding, seat-belt violations and other distractions Savings in labor through maximum area coverage and 24/7 enforcement Ensure regular and safe flow of traffic on the roads
Findings	Rapid (daily) increase in the number of drivers and vehicles Driver failure as the No. ١ cause of traffic accidents in Turkey Electronic Enforcement Systems to provide for maximum area coverage at all times Significant influence of the perceived sense of being caught on drivers Accidents due to high operational speeds ending mostly in death and injuries Unavailability of stationary roadside controls due to high operational speeds
Needs	Prioritization of institutional priorities in policy papers, strategic and action plans All institutions to perform their traffic safety-related responsibilities

3. Traffic Enforcement Based on Electronic Enforcement Systems Within the Scope of Additional Article 16 of the Road Traffic Law No. 2918

Additional Article 16 of the Road Traffic Law No. 2918 authorizes municipalities to “install Electronic Enforcement Systems”.

Violations identified by Electronic Enforcement Systems installed as per the “Procedures and Principles Concerning the Application of the Additional Article 16 of the Road Traffic Law No 2918 and the Technical Requirements Document attached thereto are used as precursors of administrative sanctions, which contributes to traffic safety.

Objective	O.34. Contribute to Traffic Safety Through Further Efficiency of Electronic Enforcement Systems Within the Scope of Additional Article 16 of the Road Traffic Law
Target-1	T.34.1. Regulate traffic and reduce the number of deaths through the use of Electronic Enforcement Systems within the scope of additional article 16 of the road traffic law
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Interior General Directorate of the Turkish National Police General Directorate of Provincial Administration Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Industry and Technology General Directorate of Industry Ministry of Transportation and Infrastructure General Directorate of Highways Municipalities Union of Municipalities of Turkey Turkish Standards Institute

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 34.1.1: With the aim to ensure the installation of Electronic Enforcement Systems based on the principle of “Average Speed;” rate of proposition of Average Speed Enforcement Systems by the EDS Commission under the General Directorate of the Turkish National Police once the matter is tabled by the Commission in view of respective demands within the scope of the Additional Article 16 of the Road Traffic Law	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Directorate of Industry, Turkish Standards Institute, General Directorate of Local Governments, Union of Municipalities of Turkey, Municipalities	20%	100%	100%	100%	100%
PI 34.1.2: With the aim to prevent loss of life in traffic accidents, the rate of proposition concerning the coverage of “Accident Black-spots” within Electronic Enforcement Systems by the EDS Commission under the General Directorate of the Turkish National Police once the matter is tabled by the Commission in view of respective demands within the scope of the Additional Article 16 of the Road Traffic Law	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Directorate of Industry, Turkish Standards Institute, General Directorate of Local Governments, Union of Municipalities of Turkey, Municipalities	20%	100%	100%	100%	100%
PI 34.1.3: With the aim to prevent loss of life in junctions, the rate of propositions concerning the “Detection System for Red Light Violations” by the EDS Commission under the General Directorate of the Turkish National Police concerning within the scope of the Additional Article 16 of the Road Traffic Law	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Directorate of Industry, General Directorate of Local Governments, Union of Municipalities of Turkey, Municipalities	20%	100%	100%	100%	100%
PI ٣٤.١.٤: Number of works carried out to replace and complete lost, damages or discolored vertical and horizontal markings following monthly review by installing municipalities of the compliance thereof by the Road Traffic Markings and Signage Standards throughout the effect of respective protocols	RESPONSIBLE BODIES: General Directorate of Provincial Administration, General Directorate of the Turkish National Police COOPERATION BODIES: General Directorate of Local Governments, General Directorate of Highways, Municipalities	20%	37	4	4	4
PI 34.1.5: Rate of completion of works concerning the transformation of the “instant speed detection systems” actively used Electronic Enforcement Systems to Average Speed Detection Systems following the termination of the respective contract	RESPONSIBLE BODIES: General Directorate of Provincial Administration, General Directorate of the Turkish National Police COOPERATION BODIES: General Directorate of Local Governments, General Directorate of Highways, Municipalities	20%	-	100%	-	-

Risks	Shortcomings in inter-institutional cooperation and coordination Changing institutional priorities
Strategies	Higher contribution to traffic safety of the use of “Average Speed Detection Systems” instead of “Instant Speed Detection” as part of Electronic Enforcement Systems due to the ability thereof to regulate navigational speed in a wider area, to ensure longer driver attention span as well as the ability to cover accident blackspots Reduce traffic accidents by way of identification of the hottest spots for accidents as well as by installing the most appropriate systems in view of causes for accidents Reduce accidents through the installation of red-light violation systems on junctions that are accident blackspots due to red light and right-of-way violations Reduce driver failures in traffic accidents through increased sense of being caught in drivers Ensuring stable speeds through Average Speed Enforcement Systems to control increased levels of CO2 and reduce noise at variable speeds
Findings	Transform all Instant Speed Detection systems in to ASDS (Average Speed Detection System) as deemed appropriate by the provincial EDS Commission in view of the greater contribution of the former to traffic safety Significant influence of the perceived sense of being caught on drivers Rapid (daily) increase in the number of drivers and vehicles The Average Speed Detection System being an effective method to reduce the number of traffic accidents in Turkey as well as in other developed countries
Needs	Staffing of field experts in respective bodies A detailed work by the Provincial EDS Commission to be conducted at the provincial level regarding the identification of accident hotspots Prioritization of institutional priorities in policy papers, strategic and action plans

v. Traffic Enforcement Through the Use of “AERIAL VEHICLES”

Airborne traffic enforcement is one of the most prominent enforcement methodologies resulting from the adaptation of technical and technological advancements in enforcement.

Aerial traffic enforcement is carried out using helicopters and drones with a focus on drivers especially on roads and intersections with heavy traffic during rush hours and to consolidate the sense of being caught, inappropriate shifting and weaving between the lanes, inappropriate parking, failure to observe the rules of taking-over and parking/stopping, etc.

Aerial traffic enforcement also covers other violations such as inappropriate parking and stopping on intercity roads, inappropriate and dangerous use of lanes (including lane shifting and weaving) by heavy vehicles, weaving on urban roads, red light violations, use of mobile phones, helmet and seat-belt enforcements and other violations concerning appropriate parking and stops.

Objective	O.35. Contribute to Traffic Safety Through Effective, Continuous and Intensive Traffic Enforcement Using Aerial Vehicles
Target-1	T.35.1. Prevent violations of traffic rules using helicopters for traffic enforcement
Target-2	T.35.2. Prevent violation of traffic rules using UAV/drone-type aerial vehicles for traffic enforcement
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Ministry of Agriculture and Forestry General Directorate of Meteorology

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 35.1.1: Number of works concerning the identification of provinces and flight routes for aerial enforcement to be carried out using helicopters	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Meteorology	40%	-	4	4	4
PI 35.1.2: Amount of increase in the total flight hours as part of traffic enforcement by the General Directorate of the Turkish National Police	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Directorate of Meteorology	30%	1.471^*	6%	6%	6%
PI 35.1.3: Amount of increase in the total flight hours as part of traffic enforcement by the Gendarmerie	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Meteorology	30%	218^**	6%	6%	6%

*Calcuated as national estimate using data for the first 10 months of 2020

**Calcuated as national estimate using data for the first 10 months of 2020

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 35.2.1: Amount of increase in the total flight hours as part of traffic enforcement by the General Directorate of the Turkish National Police using UAVs/drones	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Directorate of Meteorology	40%	10.338^*	6%	6%	6%
PI 35.2.2: Amount of increase in the total flight hours as part of traffic enforcement using UAVs/Drones by the Gendarmerie	RESPONSIBLE BODIES: General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Meteorology	30%	4.020^*	6%	6%	6%
PI 35.2.3: Rate of completion of works to add more drones to the traffic inventory of the General Directorate of the Turkish National Police and the general Command of the Gendarmerie	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	30%	-	50%	100%	-

Risks	•Adverse weather of days for planned enforcement Failure of aerial vehicles Changing enforcement priorities in view of latest developments
Strategies	Diversify enforcement activities using helicopters for enforcement Create the perception of enforcement “anywhere, anytime” Increased number of enforcement activities on heavy-traffic days
Findings	•Drivers” sense of being caught increasing in parallel with diversified enforcement methodologies Increased public visibility of the importance placed on traffic through traffic enforcement activities using helicopters Providing for traffic enforcement using drones in areas that are not suitable for roadside checkpoints Enforcement activities using drones being effective and practical in short time
Needs	Extend the coverage of enforcement activities using helicopters to include more provinces Revision of the proposal concerning the procurement of drones for provincial traffic units Training qualified staff to operate UAVs/Drones

*Estimated using data for the first 10 months of 2020

**Estimated using data for the first 10 months of 2020

vi. Traffic Enforcement Through the Use of “IN-CAR SYSTEMS” Within the Scope of the Safe System Approach

In-car systems are applications that facilitate or increase driver’s compliance with traffic rules. Some on-board systems have been designed for integrated use with Intelligent Transportation Systems.

In addition to tachometers and in-car camera systems, in-car smart systems include; such other systems as the ISA (Intelligent Speed Assistant), Following Distance, Safety Belt, Rear Hit warning systems as well as the ACC (Adaptive Cruise Control). Each of these systems aims to prevent one or more of risky driver behaviors.

1. Tachometer Enforcement

Digital tachometers are used to determine speed as well as to control whether or not working and driving hours are being complied with. Lately, digital tachometers are preferred more due to better reliability, compatibility with data transfer and supervision as well as for not allowing any manipulations.

Mechanical tachometers using paper on which to record vehicle speed, trip distance, stops and parks as well as resting periods are still in use in many countries.

Use of tachometers is mandatory for vehicles used in domestic transportation activities since 30.06.2014, those that will be registered for traffic for the first time and for which use of tachometers is mandatory and those produced in 1996 and later on which tachometers shall be installed.

Objective	T.36. Contribute to Traffic Safety Through Effective, Continuous and Intensive Tachometers Enforcement
Target-1	T.36.1. Enforcement with a focus on the data regarding initial cruise conditions and tachometer data from drivers and vehicles used in intercity transportation activities
Target-2	T.36.2. Contribute to traffic safety through the protection of employee rights and ensuring observance of working and resting periods by way of control of tachometer records at the place of work/during on-board recording
Target-3	T.36.3. Establishment of tachometer enforcement teams under provincial traffic
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Family, Labor and Social Services General Directorate of Occupational Health and Safety Department of Guidance and Inspections Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarme Ministry of Industry and Technology General Directorate of Industry Ministry of Transportation and Infrastructure General Directorate of Highways Transportation Services Regulation General Directorate, Municipalities Union of Municipalities of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 36.1.1: Rate of completion of works concerning the provision of tachometer data to traffic law enforcers, who are capable of accurate and quick assessment thereof, including the provision of the software and data-download hardware	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate General Directorate of Highways COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarme	15%	-	50%	100%	-
PI 36.1.2: Rate of completion of works concerning the allowance of traffic law enforcement units of the General Directorate of the Turkish National Police and the General Command of the Gendarmerie to use POL-NET and JAN-NET as well as other software to be procured, which shall be integrated with tachometer data analytics	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Highways COOPERATION BODIES: Transportation Services Regulation General Directorate	15%	-	50%	75%	100%
PI 36.1.3: Rate of completion of works to increase the number of traffic checkpoints for passenger transporting vehicles located at terminals and Roadside Checkpoints for freighters	RESPONSIBLE BODIES: General Directorate of Highways, Municipalities COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Transportation Services Regulation General Directorate, General Directorate of Industry, General Directorate of Local Governments Union of Municipalities of Turkey	25%	-	30%	70%	100%
PI 36.1.4: Rate of completion of works concerning the integration establishment of the infrastructure of traffic checkpoints outside bus terminals and Roadside Checkpoints, including the integration of supervision and enforcement programs	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate, Municipalities COOPERATION BODIES: General Directorate of Industry, General Directorate of Local Governments Union of Municipalities of Turkey, General Directorate of the Turkish National Police, General Command of the Gendarmerie	25%	-	30%	70%	100%
PI 36.1.5: Number of Roadside Checkpoints operated 24/7 within the total of checkpoints	RESPONSIBLE BODIES: General Directorate of Highways COOPERATION BODIES: General Directorate of the Turkish National Police General Command of the Gendarmerie	10%	-	50%	100%	-
PI 36.1.6: Ratio of vehicles controlled at roadside checkpoints as to their working/resting hours as per Articles 31 and 49 of the Road Traffic Law No. 2918 within the total number of vehicles checked	RESPONSIBLE BODIES: General Directorate of Highways COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie	10%	-	30%	50%	100%

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 36.2.1: Progress with the preparation of the required legislation to allow the control by respective businesses of whether or not drivers of vehicles used for the commercial transportation of passengers and goods have been acting in observance of driving hours as well as the operators thereof their responsibilities	RESPONSIBLE BODIES: Counselling and Inspection Department, General Directorate of Occupational Health and Safety COOPERATION BODIES: Transportation Services Regulation General Directorate, General Directorate of Industry, General Directorate of the Turkish National Police, General Command of the Gendarmerie	50%	-	50%	100%	-
PI 36.2.2: Rate of completion of works concerning the commencement of enforcement activities following the establishment of the infrastructure required therefor	RESPONSIBLE BODIES: Counselling and Inspection Department, General Directorate of Occupational Health and Safety COOPERATION BODIES: Transportation Services Regulation General Directorate, General Directorate of Industry, General Directorate of the Turkish National Police, General Command of the Gendarmerie	50%	-	-	50%	100%
PI 36.3.1: Number of provinces equipped with tachometer enforcement specialists under as part of traffic law enforcement, i.e., the General Directorate of the Turkish National Police and the General Command of the Gendarmerie	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: Transportation Services Regulation General Directorate	50%	-	15	30	45
PI 36.3.2: Rate of completion of the delivery of digital tachometer user training to provincial teams	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: Transportation Services Regulation General Directorate	50%	-	100%	100%	100%

Risks	Changing institutional priorities Shortcomings in inter-institutional coordination and cooperation Shortcomings, in the formation of traffic law enforcement teams Challenges encountered in terms of compatibility of analysis software to be used in traffic law enforcement with institutional system infrastructures
Strategies	Quicker, more effective and efficient tachometer enforcement by use of data analysis software Capability to carry out direct enforcement on business databases through the use of electronic systems, provided that respective businesses/bodies have been provided with enabling infrastructures Formation of specialist tachometer enforcement teams Identification of vehicle speed using working and rest periods of drivers
Findings	Ongoing inability of effective enforcement at businesses Lack of ٢٤/٧ enforcement at roadside checkpoints/stations Need for specialization and time for enforcement using tachometer outputs Fast accomplishment of stages of transition to use of digital tachometers
Needs	Prioritization of institutional priorities in policy papers, strategic and action plans Prioritization of legislative changes for finalization Provision of data download and analyses software for tachometer

2. Traffic Enforcement with In-car Camera Systems

Thanks to many technological advancements and achievement of very advanced capabilities, camera and visual systems have entered many walks of our lives, including vehicles, in the form of dashboard cameras.

Compulsory use of in-car camera systems will serve traffic safety as well as prove beneficial in many other aspects.

Objective	T.37. Contribute to Traffic Safety Through the Use of Dashboard Camera Systems
Target-1	T.37.1. Carry out work to promote the use and popularization of dashboard camera systems
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Ministry of Treasury and Finance Insurance and Private Pension Regulatory and Supervisory Authority Ministry of Transportation and Infrastructure General Directorate of Communication Transportation Services Regulation General Directorate Ministry of Industry and Technology General Directorate of Industry Municipalities Union of Municipalities of Turkey Road Transportation of Passengers Sector Council - Union of Chambers and Commodity Exchanges of Turkey Insurance Association of Turkey Drivers and Motorists Federation of Turkey

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 37.1.1: Rate of completion of legislation concerning the obligation of dashboard camera systems in new vehicles for use in commercial transportation of passengers	RESPONSIBLE BODIES: Transportation Services Regulation General Directorate, General Directorate of Local Governments COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, General Directorate of Industry, Union of Municipalities of Turkey, Municipalities, Drivers and Motorists Federation of Turkey, Insurance Association of Turkey, Road Transportation of Passengers Sector Council - Union of Chambers and Commodity Exchanges of Turkey	30%	-	30%	50%	100%
PI 37.1.2: Number of works to identify violations of traffic rules by way of use of dashboard camera systems as well as to develop driver behavior conformant to professional driving ethics	RESPONSIBLE BODIES: General Directorate of Local Governments, Transportation Services Regulation General Directorate, Drivers and Motorists Federation of Turkey COOPERATION BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie, Road Transportation of Passengers Sector Council - Union of Chambers and Commodity Exchanges of Turkey, Municipalities	30%	-	30%	50%	100%
PI 37.1.3: Rate of completion of works with the aim to involve incentivizing measures in the Compulsory Financial Liability Insurance for Motor Road Vehicles covering vehicles used in commercial transportation of vehicles fitted with dashboard cameras	RESPONSIBLE BODIES: Insurance and Private Pension Regulatory and Supervisory Authority COOPERATION BODIES: Insurance Association of Turkey	40%	-	-	50%	100%

Risks	•Failure or malfunction of dashboard camera systems •Failure to accomplish works on technical infrastructure on time •Failures in keeping up pace with technological advancements
Strategies	Possibility to identify many violations concerning systems installed on vehicles in fleets and vehicles used in commercial transportation of goods and passengers, including, especially, violations of rules and violations of working hours Facilitation of the identification of failures in accidents involving vehicles used in commercial transportation of goods and passengers with the use of camera feed, which is useful in preventing violations of rules by such vehicles and which enable objective determination of the fault of those involved Identification of the requirements for the technical infrastructure needed for on-board communication systems using cellular and wireless communication technologies as well as for data collection through such systems
Findings	Significant deterrent effect on people of the active use of visual systems Possibility to perform analyses regarding the identification of violations
Needs	Completion of the procurement and installation of on-board camera systems Improved traffic law enforcer capability to analyze footage

3. Traffic Enforcement Using On-board Systems Such as Alcolocks and Event Data Recorders (EDR)

Alcolock systems are breath alcohol detection systems using a blow-pipe (mouthpiece) where, in the event of detection of alcohol in driver’s breath, which is above threshold values, the system prevents ignition and the vehicle does not start.

Event Data Recorders are onboard devices capable of recording event data for a certain amount of time before, during and after any accident.

Some research indicates that EDR systems are 20% more effective in preventing traffic accidents. Accordingly, within the framework of technological advancements, the use of such devices is expected to increase.

Objective	O.38. Contribute to Traffic Safety Through the Use of Such On-board Systems as Alcolocks and EDRs (Event Data Recorders) in Enforcement
Target-1	T.38.1. Ensure driving safety and prevent traffic accidents through the use of Alcolocks and EDRs (Event Data Recorders)
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Industry and Technology General Directorate of Industry Turkish Standards Institute

Performance Indicators

Responsible and Coordination Bodies

Impact on Target (%)

Planning Period Baseline Value (2020)

2021

2022

2023

PI 38.1.1:

Rate of completion of works towards the publication of the type approval legislation concerning the equipment of new vehicles with the “Alcolock Pre-installation System” in a way to ensure such legislation is ratified simultaneously

RESPONSIBLE BODIES: General Directorate of Industry

COOPERATION BODIES:

Turkish Standards Institute

50%

75%

100%

PI 38.1.2:

Rate of completion of works towards the publication of the type approval legislation concerning the equipment of new vehicles with the “Event Data Recorder Systems” in a way to ensure such legislation is ratified simultaneously

RESPONSIBLE BODIES: General Directorate of Industry

COOPERATION BODIES:

Turkish Standards Institute

50%

75%

100%

Risks	Changing institutional priorities Shortcomings in inter-institutional coordination and cooperation Time needed to accustom citizens to use vehicle safety systems Lack of capabilities to test post-production technical assemblies on vehicles for due operability
Strategies	Prioritization of compulsory use of devices for further implementation Prevention of alcohol-related traffic accidents through the commissioning of Alcolock Pre-installation System on vehicles Prevention of violations and accidents through the commissioning of Event Data Recorders on vehicles, including more accurate identification of the causes of accidents
Findings	Higher sale-price of vehicles due to optional on-boards systems offered by the automotive industry, expected compliance of vehicle manufacturers with the recommendations of international bodies concerning the compulsory availability of such in-car systems Benefits of availability of such in-car systems due to the impossibility of roadside DUI enforcement of all vehicles used in transportation of goods and passengers Negative impacts of alcohol intake on traffic safety Possibility of accessing concrete data regarding the causes of accidents through Event Data Recorders
Needs	Understand whether or not such devices can be used on all types of vehicles Study good examples from other countries Full alignment of the Turkish legislation with international legislation on fittings, in-car systems and other technical units installed on vehicles

vii. Traffic Enforcement Through the Use of “AUXILIARIES OF ENFORCEMENT” Within the Scope of the Safe System Approach

Traffic enforcement focuses on the reduction of involvement in accidents, prevention of accidents and mitigation of the level of damages incurred as a result of an accident.

Enforcement activities cover safety regulations, vehicle, infrastructure and environmental design, determination and control of standards and traffic law enforcement as a whole. Supervision of compliance with such rules and regulations is supported by campaigns and information activities in addition to regulatory works.

VTI Mobile

Application

Dummy/Model

Traffic Unit Vehicle

1.Contribution to Traffic Safety of Voluntary Traffic Inspectors (VTIs)

In addition to regular traffic law enforcement, voluntary traffic inspectors are also used as part of efforts to eliminate losses of life and property, also to instill in drivers the perceived sense of “Being Caught”, anywhere and anytime.

With the aim to ensure driver compliance with traffic rules law enforcers have been authorized to issue violation reports upon any violations they shall detect, hence active involvement of law enforcement to traffic safety.

Objective

O.39. Furthering the Contribution of Voluntary Traffic Inspectors and Law Enforcement to Traffic Safety

Target-1

T.39.1. Consolidated driver perception of “being watched” through further contribution/involvement of Voluntary Traffic Inspectors to enforcement activities and efforts to identify traffic violations within the general scope of ensuring traffic safety

Hedefler ve Performans

Göstergelerinden Sorumlu

Birimler ve İşbirliği

Yapılacak Birimler Tablosu

Ministry of Interior
- General Directorate of the Turkish National Police
- General Command of the Gendarmerie

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 39.1.1: Number of evaluation meetings and trainings organized with the aim to update information available at Voluntary Traffic Inspectors as well as to standardize implementation	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: General Command of the Gendarmerie	20%	1	2	2	2
PI 39.1.2: Rate of completion of works concerning the submission of traffic violation reports issued by law enforcers (the Police and the Gendarmerie) on electronic media with the aim of consolidating the Perceived Sense of Being caught as well as to sanction vehicles in violation of traffic rules	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	20%	-	50%	100%	-
PI 39.1.3: Rate of completion of the required system software to enable submission of traffic violations on electronic media identified by law enforcement	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	20%	-	50%	100%	-
PI 39.1.4: Number of evaluation meetings and trainings organized with the aim to update information available at Law Enforcement units as well as to standardize implementation	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: -	20%	-	1	1	1
PI 39.1.5: Rate of completion of works concerning training on the identification of traffic violations, which shall be included in the curriculum of Basic Training Institutions of the Police and which shall be delivered by specialized traffic training staff	RESPONSIBLE BODIES: General Directorate of the Turkish National Police COOPERATION BODIES: -	20%	-	50%	100%	-

Risks	• Changing institutional priorities Voluntary Traffic Inspectors occasionally acting with personal motives
Strategies	Through training of Voluntary Traffic Inspectors and Law Enforcement Units; •Increasing enforcement capacity and effectiveness Maximizing the consolidation of the public sense of being caught in the event of traffic violations Informing them on changes in legislation and other practical methodologies and technologies in line with changing and evolving conditions Carrying out of work as required to enable the use by law enforcement units of the mobile application used by VTIs (Voluntary Traffic Inspectors)
Findings	• Positive impact of public observance of traffic rules and consolidation of a traffic culture
Needs	• Strengthening of the system infrastructure and software

2. Contribution to Traffic Safety of the Use of Traffic Patrol Model Vehicles and Other Aspects of Traffic Law Enforcement

Significant strides towards the prevention of traffic accidents have been made in terms of nationwide deployment of Traffic Patrol Model Vehicles in places identified as accident hotspots with the aim to increase the visibility of traffic law enforcement teams and to increase the perceived sense of being caught of drivers. Such practices shall continue with enhanced effectiveness and functionality.

Traffic Model Patrol Vehicles have satisfied expectations and in comparison, with 2018, in 2019, helped reduce the number of accidents, accidents with death and accidents with injuries within a radius of 3 km by 11%, 17.5% and 26.4%, respectively.

Objective	O.40. Contribute to Traffic Safety of the Use of Traffic Patrol Model Vehicles and Other Aspects of Traffic Law Enforcement
Target-1	T.40.1. Reduce the number of traffic accidents using Traffic Patrol Model Vehicles and other aspects of traffic law enforcement
Table of Responsible and Cooperation Bodies related to Performance Indicators	Ministry of Environment and Urbanization General Directorate of Local Governments Ministry of Interior General Directorate of the Turkish National Police General Command of the Gendarmerie Ministry of Transportation and Infrastructure General Directorate of Highways Municipalities

Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 40.1.1: Number of works concerning the identification of road sections where Traffic Patrol Model Vehicles will be deployed	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Local Governments, General Directorate of Highways, Municipalities	25%	1	2	2	2
PI 40.1.2: Number of Traffic Patrol Model Vehicles deployed in various road sections by traffic law enforcement units	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Local Governments, General Directorate of Highways, Municipalities	25%	767	780	790	800
PI 40.1.3: Number of analyses on the impact of the use Traffic Patrol Model Vehicles on the reduction of traffic accidents along routes they have been deployed	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Local Governments, General Directorate of Highways, Municipalities	25%	2	2	2	2
Performance Indicators	Responsible and Coordination Bodies	Impact on Target (%)	Planning Period Baseline Value (2020)	2021	2022	2023
PI 40.1.4: Number of Traffic Patrol Model Officers deployed alongside Traffic Patrol Model Vehicles by traffic law enforcers	RESPONSIBLE BODIES: General Directorate of the Turkish National Police, General Command of the Gendarmerie COOPERATION BODIES: General Directorate of Local Governments, General Directorate of Highways, Municipalities	25%	330	350	370	390

Risks	The possibility that model vehicles can be stolen or damaged Dysfunctionality due to wear as a result of climatic, weather and environmental conditions, discoloring, or such other reasons as failure of hardware, impact and involvement in accidents People finding about the location of such model vehicles deployed on-site, and the failure to frequently replace
Strategies	Increased sense of being caught through the use of model traffic patrol vehicles Increased driver attention on the road ahead through the use of beacons on model traffic patrol vehicles
Findings	Reduced number of accidents in areas where model traffic patrol vehicles have been deployed Maximal driver attention thanks to visibility effect of model traffic patrol vehicles Real enforcement carried out in the vicinity of areas where model traffic patrol vehicles have been deployed
Needs	Increased number of model traffic patrol vehicles Deployment of mannequins of enforcers along the route Performance of crash analyses in areas where models have been deployed

2025 Road Traffic Safety

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Strategy Paper

Action Plan

İnstitutional

Current

Publications

Traffic Enforcement Activities

5. Traffic Enforcement

i. Safe System Approach; Traffic Enforcement Focusing On “VIOLATION OF RULES

1. Speed Enforcement

2. DUI (Alcohol) Enforcement

3. Enforcement on Drugs and Stimulants

4.Seat Belt Enforcement

5. Helmet Enforcement

6. Enforcement on Child Restraints

7. Enforcement on Mobile Devices and Others Distractions

8.Red Light Enforcement

9. Enforcement Activities for the Protection of Pedestrians and Other Vulnerable Road Users

10. Enforcement on Aggressive Driver Behavior

11. Enforcement on Driver Fatigue and Rest Time

ii. Traffic Enforcement Through the Use of “VEHICLE-FOCUSED” Traffic Enforcement Within The Framework of Safe System Approach

1.Enforcement to Prevent One-Vehicle Accidents

2. Enforcement on Vehicles Used in Transportation of Goods and Passengers

2.1. Enforcement on Buses in Intercity Transportation of Passengers

2.2.Enforcement on Vehicles Used in Transportation of Goods

2.3. Enforcement on Transporters of Dangerous Goods (ADR)

2.4. Enforcement on Urban Service Buses/Minibuses

2.5. Enforcement on School Buses

3. Enforcement on Motorbikes, Motor-bicycles and Bicycles

4. Enforcement on Tractors and Other Agricultural Vehicles and Machinery Using Roads

iii.Traffic enforcement Focused On Roads Within the Scope of the Safe System Approach

1.Traffic Enforcement on Motorways

2. Traffic Enforcement of State Highways

State highways are the main roads that are other than those within the remit of municipalities and other institutions and that provide uninterrupted access for transit traffic to provinces, ports, shipyards, airports, railway stations as well as border crossings.

3.Traffic Enforcement on Provincial Roads

4. Traffic Enforcement of Rural and Village Roads

5. Traffic Enforcement on Urban Avenues and Streets

iv. Within the scope of the Safe System Approach;Traffic Enforcement With “ELECTRONIC SYSTEMS”

1. Traffic Enforcement Through KGYS (Urban Safety Management System)

2. Traffic Enforcement Through Electronic Enforcement Systems on Motorways

3. Traffic Enforcement Based on Electronic Enforcement Systems Within the Scope of Additional Article 16 of the Road Traffic Law No. 2918

v. Traffic Enforcement Through the Use of “AERIAL VEHICLES”

vi. Traffic Enforcement Through the Use of “IN-CAR SYSTEMS” Within the Scope of the Safe System Approach

1. Tachometer Enforcement

2. Traffic Enforcement with In-car Camera Systems

3. Traffic Enforcement Using On-board Systems Such as Alcolocks and Event Data Recorders (EDR)

vii. Traffic Enforcement Through the Use of “AUXILIARIES OF ENFORCEMENT” Within the Scope of the Safe System Approach

1.Contribution to Traffic Safety of Voluntary Traffic Inspectors (VTIs)

2. Contribution to Traffic Safety of the Use of Traffic Patrol Model Vehicles and Other Aspects of Traffic Law Enforcement

STRATEGY PAPER

ACTION PLAN

INSTITUTIONAL

CURRENT

PUBLICATIONS

CONTACT