{"id":65368,"date":"2017-07-03T13:34:01","date_gmt":"2017-07-03T10:34:01","guid":{"rendered":"https:\/\/www.enerjigazetesi.ist\/?p=65368"},"modified":"2017-07-03T13:34:39","modified_gmt":"2017-07-03T10:34:39","slug":"hiz-koridoru-uygulamasi-cevre-etkisi-avrupa-ornegi-paris-iklim-ant-degis","status":"publish","type":"post","link":"https:\/\/www.enerjigazetesi.ist\/en\/hiz-koridoru-uygulamasi-cevre-etkisi-avrupa-ornegi-paris-iklim-ant-degis\/","title":{"rendered":"(Turkish) H\u0131z Koridoru Uygulamas\u0131 \u00c7evre Etkisi, Avrupa \u00d6rne\u011fi, Paris \u0130klim Ant. De\u011fi\u015fikli\u011fi"},"content":{"rendered":"

Sorry, this entry is only available in Turkish<\/a>. For the sake of viewer convenience, the content is shown below in the alternative language. You may click the link to switch the active language.<\/p>

H\u0131z \u00f6l\u00e7\u00fcm\u00fc ve et\u00fcd\u00fcne dair Kronometre Y\u00f6ntemi, Radar ve Lazer Tabanl\u0131 H\u0131z \u00d6l\u00e7\u00fcm Sistemleri, Manyetik D\u00f6ng\u00fcl\u00fc ve Hava Bas\u0131n\u00e7l\u0131 Hortumlu Sistemlerle H\u0131z \u00d6l\u00e7\u00fcm\u00fc, yan\u0131 s\u0131ra teknoloji ve yaz\u0131l\u0131m sistemlerindeki h\u0131zl\u0131 geli\u015fmeyle birlikte h\u0131z \u00f6l\u00e7\u00fcmlerinde g\u00f6r\u00fcnt\u00fc kayd\u0131na ve i\u015flemesine dayal\u0131 kameral\u0131 sistemler ile k\u00fcresel konumland\u0131rma sistemi de (GPS) gibi pek \u00e7ok enstr\u00fcman mevcuttur. G\u00f6r\u00fcnt\u00fc kayd\u0131na dayal\u0131 sistemler genellikle sabit olarak kurulduklar\u0131 mevkiden ge\u00e7en ara\u00e7lar\u0131n h\u0131z \u00f6l\u00e7\u00fcmlerinde kullan\u0131l\u0131rken, k\u00fcresel konumland\u0131rma sistemi(GPS) ise uydu sinyallerini toplayan al\u0131c\u0131 birimlerle donat\u0131lm\u0131\u015f her bir ara\u00e7ta h\u0131z \u00f6l\u00e7\u00fcm\u00fc yapabilmektedir.\u00a0 Koridor H\u0131z\u0131 \u0130hlal Tespit Sistemi ise, h\u0131z denetimi yap\u0131lmak istenen yol g\u00fczergah\u0131n\u0131n giri\u015f ve \u00e7\u0131k\u0131\u015f\u0131na yerle\u015ftirilen plaka tan\u0131ma \u00fcniteleri ve bu \u00fcnitelerden elde edilen plaka bilgilerini kullanarak ortalama h\u0131z hesab\u0131 yapan merkezi bir yaz\u0131l\u0131mdan olu\u015fmaktad\u0131r ve y\u00fcksek \u00e7\u00f6z\u00fcn\u00fcrl\u00fckl\u00fc IP tabanl\u0131 kamera teknolojisidir.Sistemin y\u00fczde 99[i] oran\u0131nda do\u011fru \u00f6l\u00e7\u00fcm yapabildi\u011fine dair akredite kurulu\u015flardan al\u0131nm\u0131\u015f fonksiyon do\u011frulama raporu bulunmaktad\u0131r.Sistem kuruldu\u011fu arter \u00fczerinden\u00a0 ortalama arter ak\u0131\u015f h\u0131z\u0131 ve ara\u00e7 say\u0131m bilgilerini \u00fcretebilmektedir.<\/strong><\/p>\n

\"01-temmuz\"<\/a><\/p>\n

Ak\u0131ll\u0131\u00a0 trafik \u00e7\u00f6z\u00fcmlerinden biri olan ve\u00a0 karayollar\u0131 \u00fczerinde belirlenen iki nokta aras\u0131nda ara\u00e7lar\u0131n ortalama h\u0131zlar\u0131n\u0131 hesaplayarak kural ihlali yapan\u00a0 vas\u0131talar\u0131\u00a0 tespit eden S\u00fcr\u00fcc\u00fclerin h\u0131z s\u0131n\u0131rlar\u0131na uyumunu art\u0131rman\u0131n ve k\u0131sa s\u00fcreli h\u0131zlanmalardan dolay\u0131 olu\u015facak kazalar\u0131 azaltman\u0131n yan\u0131s\u0131ra emisyon oranlar\u0131n\u0131 d\u00fc\u015f\u00fcrmekte ve \u00e7evredeki ses kirlili\u011fini azaltmakta etkili oldu\u011fu kan\u0131tlanm\u0131\u015ft\u0131r .Koridor H\u0131z\u0131 \u0130hlal Tespit Sistemi \u00f6n\u00fcm\u00fczdeki g\u00fcnlerde \u00fczerinde daha fazla konu\u015faca\u011f\u0131m\u0131z bir konu olacak zira 1 Temmuz\u2019dan itibaren yeni bir d\u00f6nem ba\u015fl\u0131yor. Zira daha \u00f6nce sadece \u015fehir i\u00e7inde denetlenen \u2018ortalama h\u0131z\u2019 uygulamas\u0131, t\u00fcm \u00e7evre yollar\u0131nda bu tarihten itibaren devreye giriyor.<\/p>\n

H\u0131z koridoru\u2019nun 1 Temmuz\u2019dan itibaren devreye girmesiyle birlikte otoyollarda 120 kilometre s\u00fcrat\u00a0 limitini a\u015fan t\u00fcm s\u00fcr\u00fcc\u00fclere, h\u0131z\u0131 oran\u0131nda artan trafik cezas\u0131 kesilecek.\u00a0 Bu noktada sadece radar\u0131n oldu\u011fu noktada h\u0131z kural\u0131na riayet ederek, \u00e7evre yollar\u0131nda 200 kilometreyi a\u015fan h\u0131za ula\u015fan kurnazlar,\u2018h\u0131z koridoru\u2019na yakalanacak. Yaz tatilini Ramazan bayram\u0131yla birle\u015ftirerek yollara d\u00fc\u015fen ailelerin koridora yakalanmadan yolculuklar\u0131n\u0131 tamamlamalar\u0131n\u0131n yolu,\u00a0 uygulamaya riayet etmekten ge\u00e7iyor.<\/p>\n

Emniyet Genel M\u00fcd\u00fcrl\u00fc\u011f\u00fc ve Karayollar\u0131 Genel M\u00fcd\u00fcrl\u00fc\u011f\u00fc aras\u0131nda yap\u0131lan protokole g\u00f6re, HGS\/OGS noktalar\u0131nda ara\u00e7lar\u0131n otoyola giri\u015f ve \u00e7\u0131k\u0131\u015f aras\u0131ndaki s\u00fcreye bak\u0131lacak. Otoyolun ka\u00e7 kilometre oldu\u011fu ve buna g\u00f6re 120 km h\u0131zla otoyolu ne kadar s\u00fcrede tamamlayabilece\u011fi belirlenecek, e\u011fer s\u00fcre limitin alt\u0131ndaysa a\u015far\u0131 h\u0131zdan ceza yaz\u0131lacak.[i]<\/p>\n

Buna g\u00f6re, 120 kilometre h\u0131z s\u0131n\u0131r\u0131 olan \u00e7evre yollar\u0131ndan 450 km uzunlu\u011fundaki \u0130stanbul-Ankara TEM yolunu 4 saat 15 dakika, Bodrum\u2019a giderken kullan\u0131lan 112 km\u2019lik \u0130zmir-Ayd\u0131n yolunu 1 saat 11 dakikadan k\u0131sa s\u00fcrede tamamlayanlar, h\u0131z limitini a\u015fm\u0131\u015f olacak haklar\u0131nda cezai i\u015flem uygulanacak. Ayn\u0131 \u015fekilde 536 kilometrelik Ni\u011fde \u015eanl\u0131urfa yolunu 5 saat 21 dakika, 83 km\u2019lik Adana-Mersin yolunu 1 saat 6 dakika, 365 km\u2019lik Adana-\u015eanl\u0131urfa yolunu 3 saat 43 dakikadan daha az s\u00fcrede tamamlayanlara ceza yaz\u0131lacak. Tabi bu yorumdan, her ne kadar otoyollarda bekleme mola se\u00e7enekleri olmasa da, \u0130stanbul -Ankara yolunu toplamda 6 saatte alan bu arada yol \u00fczerinde 2 saat mola verip sonra h\u0131z a\u015f\u0131m\u0131 yaparak yola devam etmenin \u00a0serbest oldu\u011fu gibi akla ziyan cing\u00f6z bir \u00e7\u0131kar\u0131msama yap\u0131lmamal\u0131d\u0131r.<\/p>\n

Kural ihlali a\u00e7\u0131s\u0131ndan, iki g\u00fcn \u00f6nce (29 Haziran 2017\u2019de) a\u00e7\u0131klanan \u0130stanbul\u2019da Trafik Denetleme \u015eube M\u00fcd\u00fcrl\u00fc\u011f\u00fc verilerine g\u00f6re 11 Mobil EDS arac\u0131n\u0131n 2016\u2019da 68 bin 656 ceza kesti\u011fi ve bu cezalar sonucunda s\u00fcr\u00fcc\u00fclerin \u00a06 milyon 522 bin 320 TL\u00a0\u00f6demek durumunda oldu\u011funu da d\u00fc\u015f\u00fcn\u00fcnce ak\u0131llara gelen soru ceza uygulamas\u0131n\u0131n nas\u0131l olaca\u011f\u0131.<\/p>\n

Bloomberge[ii] g\u00f6re ; 2017 y\u0131l\u0131nda belirlenen h\u0131z s\u0131n\u0131r\u0131n\u0131 y\u00fczde 10\u2019dan y\u00fczde 30\u2019a kadar a\u015fman\u0131n trafik cezas\u0131 210 TL, fakat yaz\u0131lan radar cezas\u0131\u00a0 \u015fayet 15 g\u00fcn i\u00e7inde \u00f6denirse, y\u00fczde 25’lik erken \u00f6deme indirimiyle birlikte 157.5 TL\u2019ye d\u00fc\u015f\u00fcyor. Belirlenen h\u0131z s\u0131n\u0131r\u0131n\u0131 y\u00fczde 30\u2019dan fazla a\u015fman\u0131n trafik cezas\u0131 ise 427 TL, yine ayn\u0131 \u015fekilde h\u0131z s\u0131n\u0131r\u0131n\u0131 y\u00fczde 30\u2019dan fazla a\u015fma cezas\u0131 erken \u00f6deme indirimiyle \u00f6denirse 320.25 TL\u2019ye d\u00fc\u015f\u00fcyor.<\/p>\n

H\u0131z S\u0131n\u0131r\u0131 (Speed Limit), Karayolu kesimlerinde uygulanan, yasa ile belirlenmi\u015f maksimum veya minimum yasal h\u0131zd\u0131r\u00a0 Burada\u00a0 kar\u015f\u0131m\u0131za \u00e7\u0131kan\u00a0 Yasal H\u0131z, (Statutory Speed): Farkl\u0131 yol s\u0131n\u0131flar\u0131na, ara\u00e7 cinslerine ve yerle\u015fim yerleri \u00f6zelliklerine g\u00f6re, trafik tanzim i\u015faretleri ile belirtilmi\u015f h\u0131z s\u0131n\u0131rlar\u0131n\u0131n olmad\u0131\u011f\u0131 yol kesimlerinde uygulanan kanunla belirlenmi\u015f h\u0131z s\u0131n\u0131rlar\u0131d\u0131r. Ayr\u0131ca\u00a0 Tayin Edilmi\u015f (\u0130\u015faretlenmil\u015f )Yasal H\u0131z (Posted Speed) olarak tabir edilen bir h\u0131z da vard\u0131r ki bu da ; belirli bir mahal i\u00e7in trafik tanzim i\u015faretleri ile belirtilmi\u015f uyulmas\u0131 zorunlu maksimum yasal ta\u015f\u0131t h\u0131z\u0131d\u0131r. H\u0131z de\u011ferleri trafik tanzim i\u015faretleri ile g\u00f6sterilir.<\/p>\n

\u0130lk olark h\u0131z\u0131 kontrol alt\u0131na alma \u00e7abalar\u0131n\u0131n temelinde trafik kazalar\u0131n\u0131 azaltaca\u011f\u0131 varsay\u0131m\u0131 bulunmaktad\u0131r ve bu anlamda da h\u0131z ile trafik kazalar\u0131 aras\u0131ndaki nedensellik ba\u011f\u0131na bakt\u0131\u011f\u0131m\u0131zda h\u0131z\u0131n yol \u00fczerindeki s\u00fcr\u00fcc\u00fc, yaya, di\u011fer canl\u0131 ve objelerin intibak edilmesiyle tepki vermek i\u00e7in gereken s\u00fcreyi etkilemesi aras\u0131ndaki korelasyon bunu do\u011frulamaktad\u0131r. A\u015f\u0131r\u0131 h\u0131zda, \u00a0olas\u0131 muhtemel bir problemden ka\u00e7\u0131nma zorla\u015fmaktad\u0131r. Bir di\u011fer husus; yol \u00fczerinde ne kadar duran (park etmi\u015f) ya da hareketli de\u011fi\u015fken varsa aralar\u0131ndaki h\u0131z farkl\u0131l\u0131klar\u0131n\u0131n \u00e7arp\u0131\u015fma ihtimaline etkisi vard\u0131r. Olas\u0131 \u00a0\u00e7arp\u0131\u015fma halinde de \u00a0y\u00fcksek h\u0131z\u0131n ciddi yaralanmalara, can ve mal kay\u0131plar\u0131na sebebiyet vermesi de bu varsay\u0131m\u0131 di\u011fer fakt\u00f6rler (D\u0131\u015f fakt\u00f6rler \u00e7evresel fakt\u00f6rler, hava (meterolojik) ko\u015fullar\u0131,s\u00fcr\u00fcc\u00fcn\u00fcn acemilik,dalg\u0131nl\u0131k,stress, dikkatsizlik,asabiyeti, g\u00f6z kusurlar\u0131, uykusuzluk,hastal\u0131k, bayg\u0131nl\u0131k vb ) sabit kalma \u015fart\u0131 ile (ceteris paribus) destekler y\u00f6ndedir.<\/p>\n

Bu makalenin amac\u0131 ise, yukar\u0131da bahsedilen can ve mal a\u00e7\u0131s\u0131ndan\u00a0 yollar\u0131n emniyeti gibi \u00a0birincil gayeden ziyade \u00a0H\u0131z\u0131 Kontrol Alt\u0131na alma \u00e7abalar\u0131n\u0131n ve dahi mevcut reg\u00fclasyon de\u011fi\u015fikliklerinin \u00e7evre ve enerji \u00fczerindeki olumlu etkilerine de\u011finmek, d\u00fczenlemelerin d\u00fc\u015f\u00fck karbon ekonomisinin bir\u00a0 bile\u015feni oldu\u011fu ger\u00e7e\u011fiyle, \u00e7evresel etkiler a\u00e7\u0131s\u0131ndan bak\u0131ld\u0131\u011f\u0131nda Karayollar\u0131 Genel M\u00fcd\u00fcr\u00fcl\u00fc\u011f\u00fc\u00a0\u00a0 Trafik G\u00fcvenli\u011fi Dairesi Ba\u015fkanl\u0131\u011f\u0131 Ula\u015f\u0131m Et\u00fctleri \u015eubesi M\u00fcd\u00fcrl\u00fc\u011f\u00fc yay\u0131nlar\u0131, OECD rapor ve belgeleri \u00a0i\u00e7inde a\u015f\u0131r\u0131 h\u0131z ile hava kalitesi \u00e7evre \u00fczerindeki olumsuz etkilerin ele al\u0131n\u0131\u015f bi\u00e7imlerini g\u00f6zden ge\u00e7irmek ve Avr\u0131pa Birli\u011fi \u2018nde yap\u0131lan \u00e7al\u0131\u015fmalar\u0131n bulgular\u0131 ve \u00f6rneklerinden\u00a0 faydalanarak genel bir g\u00f6r\u00fc\u015f sunmakt\u0131r. .<\/p>\n

Kirleticilerin meydana gelme s\u00fcre\u00e7leri grift\u00a0 bir yap\u0131dad\u0131r OECD \u2018nin\u00a0\u00a0 yay\u0131nlad\u0131\u011f\u0131\u00a0\u00a0\u00a0 Avrupa Ula\u015ft\u0131rma Bakanlar\u0131 Konferans\u0131 17 May\u0131s 2013 tarihinde yay\u0131nlanan \u00a0284 sayfal\u0131k H\u0131z Y\u00f6netimi<\/p>\n

Raporu \u00a0(kitab\u0131nda- H\u0131z\u0131n Etkileri b\u00f6l\u00fcm\u00fcnde) \u00a043. Sayfada . Kirleticilerin etkilerini araca, ara\u00e7 s\u0131n\u0131f\u0131 ve motor tipine ba\u011flad\u0131ktan sonra , Azot Oksitler( NO x\u00a0 ) motor y\u00fc\u00fcksek derecede s\u00fcrekli y\u00fcksek h\u0131zla gidildi\u011finde ortaya \u00e7\u0131kt\u0131\u011f\u0131n\u0131 ve \u00a0h\u0131z\u0131n azald\u0131\u011f\u0131 durumda emisyonun azald\u0131\u011f\u0131n\u0131 g\u00f6stermektedir. \u00a0\u00a0HC(Hidrokalb\u00fcr)\u00a0\u00a0 CO (Karbonmonoksit) meydana\u00a0 gelme s\u00fcrecinde\u00a0 h\u0131z\u0131n d\u00fc\u015f\u00fcr\u00fclmesinin stratejik etkisi belirgin de\u011fildir. HC(Hidrokalb\u00fcr)\u00a0\u00a0\u00a0 \u00a0emisyonu h\u0131z\u0131n d\u00fc\u015f\u00fck oldu\u011fu durumlarda daha azd\u0131r . CO ve par\u00e7ac\u0131k emisyonu (PM) ortalama bir h\u0131zda en d\u00fc\u015f\u00fck seviyede oldu\u011funu belirtmektedir [iii]<\/p>\n

\"02\"<\/a><\/p>\n

BM \u0130klim De\u011fi\u015fikli\u011fi \u00c7er\u00e7eve S\u00f6zle\u015fmesi<\/strong><\/p>\n

Aral\u0131k 2015\u2019de Birle\u015fmi\u015f Milletler \u0130klim De\u011fi\u015fikli\u011fi \u00c7er\u00e7eve S\u00f6zle\u015fmesi (United Nations Convention on Climate ChangeUNFCCC) Taraflar Konferans\u0131\u2019nda 195 \u00fclkenin onay\u0131yla kabul edilen\u00a0 ve iklim de\u011fi\u015fikli\u011fine kar\u015f\u0131 k\u00fcresel \u00e7apta verilen m\u00fccadelede tarihsel bir d\u00f6n\u00fcm noktas\u0131 niteli\u011finde , neredeyse t\u00fcm d\u00fcnya emisyonlar\u0131n\u0131 kapsayan, iklim de\u011fi\u015fikli\u011fi konusundaki ilk \u00e7ok uluslu anla\u015fma \u00f6zelli\u011fine sahip olan Paris \u0130klim Anla\u015fmas\u0131, 22 Nisan 2016 tarihinde New York\u2019ta d\u00fczenlenen \u00fcst d\u00fczey bir t\u00f6renle Birle\u015fmi\u015f Milletler \u0130klim De\u011fi\u015fikli\u011fi \u00c7er\u00e7eve S\u00f6zle\u015fmesi\u2019ne (UNFCC) taraf \u00fclkelerin imzas\u0131na a\u00e7\u0131lm\u0131\u015ft\u0131r. \u015eu ana kadar 177 \u00fclkenin imzalad\u0131\u011f\u0131 Anla\u015fma \u00a0sera gaz\u0131 emisyonlar\u0131n\u0131n tavan yapt\u0131\u011f\u0131na ve y\u00fczy\u0131l\u0131n ikinci yars\u0131nda iklim sorununun \u00e7\u00f6z\u00fclmesi gerekti\u011fini dikkat \u00e7ekerek, m\u00fcmk\u00fcn olan en k\u0131sa s\u00fcrede uygulanmas\u0131 gereken k\u00fcresel bir eylem plan\u0131 ortaya koymaktad\u0131r.<\/p>\n

BM \u0130klim De\u011fi\u015fikli\u011fi \u00c7er\u00e7eve S\u00f6zle\u015fmesinin (UN Framework Convention on Climate Change) 76. Sayfas\u0131ndan itibaren ba\u015flayan\u00a0 Ek 1 \u2018’deI: Sosyal ve ekonomik de\u011feri ile ilgili politika se\u00e7enekleri Karbon ve verimli toplu ta\u015f\u0131ma ve ara\u00e7lar\u0131n enerji verimlili\u011fi konusu tablolar halinde i\u015flenmi\u015ftir. \u00a0( Annex I : Policy options relating to the social and economic value ofcarbon and efficient public transport and energy efficiency of vehicles)\u00a0\u00a0\u00a0 Sayfa 80-87<\/p>\n

3 Nolu tabloda D\u00fc\u015f\u00fck karbonlu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131n desteklenmesi i\u00e7in politika se\u00e7enekleri ve iyi uygulamalar (Policy options and good practices for supporting low-carbon transport)\u00a0\u00a0 Ba\u015far\u0131l\u0131 bir politika \u00a0\u00fcretilmesini \u00a0desteklemek i\u00e7in imkan sa\u011flayan bir ortam\u0131n politika se\u00e7enekleri, kilit unsurlar\u0131 ve uygulamalar\u0131 \u00f6zetlenmi\u015ftir. [i]<\/p>\n

Buna g\u00f6re ;<\/p>\n

Trafik sinyali kontrolleri de dahil olmak \u00fczere ba\u011fl\u0131 ve otomatik ger\u00e7ek zamanl\u0131 transit y\u00f6netimi desteklenmesnin yan\u0131s\u0131ra h\u0131z denetimi, \u201centegre koridor y\u00f6netimi-integrated corridor management\u201d (operat\u00f6rler ve acenteler aras\u0131), \u00f6zel Ger\u00e7ek zamanl\u0131 trafik verileri i\u00e7in ak\u0131ll\u0131 ula\u015f\u0131m sistemi yakla\u015f\u0131mlar\u0131 (ITS) bilgi hizmetleri ve di\u011fer etkin trafik y\u00f6netimini etkinle\u015ftirmek i\u00e7in yaz\u0131l\u0131m ve donan\u0131m se\u00e7enekleri s\u0131ralanm\u0131\u015ft\u0131r.<\/p>\n

Di\u011fer yandan Avrupa Komisyonu, AB\u2019nin sera gaz\u0131 emisyonlar\u0131n\u0131n %45\u2019ini kapsayan Emisyon Ticareti Sistemi (ETS)\u2019 ni yenilemek i\u00e7in harekete ge\u00e7mi\u015ftir.<\/p>\n

\"03\"<\/a><\/p>\n

Otoyol H\u0131z S\u0131n\u0131r\u0131 ve \u00c7evre\u00a0 konusunda Avrupa\u2019ya Bak\u0131\u015f<\/strong><\/p>\n

Avrupa Birli\u011fi \u2018ni reg\u00fcasyonlar\u0131 a\u00e7\u0131s\u0131ndan otoyollarda daha d\u00fc\u015f\u00fck h\u0131z s\u0131n\u0131rlar\u0131n\u0131n getirilmesinin can ve mal g\u00fcvenli\u011fi gibi birincil nedenlerinin yan\u0131s\u0131ra hem yak\u0131t t\u00fcketimini hem de kirletici emisyonlar\u0131 azaltmas\u0131 da beklenmektedir. . Bununla birlikte h\u0131z s\u0131n\u0131rland\u0131rmas\u0131 meselesinde tam verimlili\u011fi, h\u0131z d\u00fc\u015f\u00fcr\u00fcld\u00fc\u011f\u00fcnde enerji t\u00fcketiminin azalmas\u0131 gibi teknolojik etmenlerin yan\u0131s\u0131ra, ara\u00e7 filosu kompozisyonu, s\u00fcr\u00fc\u015f kal\u0131plar\u0131, h\u0131zlanma s\u0131kl\u0131\u011f\u0131, s\u0131k\u0131\u015f\u0131kl\u0131k (congestion) ve trafik y\u00f6nlendirme gibi teknolojik olmayan fakt\u00f6rler gibi bir dizi fakt\u00f6re ba\u011fl\u0131 oldu\u011fu da ak\u0131lda tutulmal\u0131d\u0131r.<\/p>\n

Bu arada Avrupa Birli\u011fi \u2018nin yollar\u0131 D\u00fcnya\u2019n\u0131n en g\u00fcvenli olanlar\u0131 ama yine de yukar\u0131daki tabloda da belirtildi\u011fi gibi g\u00fcnde hala 70 ki\u015fi trafik kazalar\u0131nda ya\u015fam\u0131n\u0131 yitirmekte oldu\u011fu ger\u00e7e\u011fi de g\u00f6z\u00f6n\u00fcnde bulundurulmal\u0131 ve AB\u2019nin bu konuda geli\u015fme ve d\u00fczenlemelerinin de devam etti\u011fi anla\u015f\u0131lmal\u0131d\u0131r.<\/p>\n

Ger\u00e7ekle\u015ftiren bir sim\u00fclasyona dayal\u0131 olarak, otoyol h\u0131z s\u0131n\u0131r\u0131n\u0131\u00a0\u00a0 120 den 110 km \/ saate\u00a0 indirmenin\u00a0 kaydade\u011fer bir neticesi olu\u015fmu\u015ftur. P\u00fcr\u00fczs\u00fcz\u00a0\u00a0 s\u00fcr\u00fc\u015f ve h\u0131z s\u0131n\u0131rlar\u0131na % 100 riayet ve uyumluluk varsay\u0131m\u0131 ile mevcut s\u00fcr\u00fc\u015f teknolojisindeki binek otomobiller i\u00e7in y\u00fczde 12 ila 18’lik bir yak\u0131t tasarrufu sa\u011flamaktad\u0131r.\u00a0 Bu varsay\u0131mlar\u0131 daha ger\u00e7ek\u00e7i bir d\u00fczeye getirmek sadece y\u00fczde 2 ila 3’l\u00fck bir tasarruf anlam\u0131na gelmektedir.\u00a0 Bu anlamda, s\u00fcr\u00fcc\u00fcleri tutarl\u0131 bir h\u0131zda tutmaya te\u015fvik ederek ve h\u0131z s\u0131n\u0131rlamalar\u0131n\u0131 etkili bir \u015fekilde yerine getirmek de dahil olmak \u00fczere s\u00fcratlerini s\u0131n\u0131rland\u0131rarak (eko s\u00fcr\u00fc\u015f-eco-driving) \u00f6nemli yak\u0131t tasarrufu sa\u011flanabilir.Nispeten yava\u015f s\u00fcr\u00fc\u015ften elde edilen emniyet art\u0131\u015flar\u0131n\u0131n yan\u0131s\u0131ra,h\u0131z kesmenin, di\u011fer kirleticilerin emisyonlar\u0131n\u0131, \u00f6zellikle de dizel ara\u00e7lardan \u00e7\u0131kan NOx ve partik\u00fcler madde (PM) miktar\u0131n\u0131 azaltarak \u00f6nemli \u00f6l\u00e7\u00fcde azaltabilece\u011fi de unutulmamal\u0131d\u0131r..[i]<\/p>\n

European Environment Agency EEA-\u00a0 Avrupa \u00c7evre Ajans\u0131na(A\u00c7A) g\u00f6re, ula\u015f\u0131m sekt\u00f6r\u00fc\u00a0 \u201c\u00a0greenhouse gas emissions\u00a0 \u201csera gaz\u0131 emisyonlar\u0131na en \u00e7ok\u00a0 sebep olan sekt\u00f6rlerin ba\u015f\u0131nda gelmektedir.\u00a0 1990 ve 2008 y\u0131llar\u0131 aras\u0131nda sera emisyonlar\u0131 artan tek sekt\u00f6r ula\u015f\u0131md\u0131r. Ula\u015f\u0131m\u0131n toplam sera gaz\u0131 \u00fcretimi, uluslararas\u0131 denizcilik ve havac\u0131l\u0131k sekt\u00f6rleri hari\u00e7 32 A\u00c7A \u00fcye \u00fclkesinde y\u00fczde 25 artm\u0131\u015ft\u0131r ve toplam emisyonlar\u0131n y\u00fczde \u00a019.5’ini olu\u015fturmu\u015ftur. CO2, ta\u015f\u0131mac\u0131l\u0131k sera gaz\u0131 emisyonlar\u0131n\u0131n \u00a0y\u00fczde 99\u2019 u ana bile\u015fenidir ve karayolu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131, bu emisyonlar\u0131n en b\u00fcy\u00fck katk\u0131c\u0131s\u0131d\u0131r (2008’de yakla\u015f\u0131k y\u00fczde 94) ve dolay\u0131s\u0131yla toplam emisyonlar\u0131n y\u00fczde 18.2’sini olu\u015fturmaktad\u0131r.<\/p>\n

Bu ba\u011flamda, CO2 emisyonlar\u0131 do\u011frudan yak\u0131t t\u00fcketimiyle ba\u011flant\u0131l\u0131 oldu\u011fundan, ta\u015f\u0131madan kaynakl\u0131 GHG emisyonlar\u0131n\u0131n azalt\u0131lmas\u0131 i\u00e7in \u00f6ng\u00f6r\u00fclen tedbirler petrol ithalat\u0131na ba\u011f\u0131ml\u0131l\u0131\u011f\u0131 azaltmaya da yard\u0131mc\u0131 olaca\u011f\u0131na dikkati \u00e7ekmektedir. D\u00fc\u015f\u00fck karbon ekonomisi i\u00e7in (Roadmap) Yol Haritas\u0131 ve son zamanlarda Ula\u015f\u0131m ile ilgili olarak yay\u0131nlanan Beyaz Kitap gibi AB\u00a0 d\u00f6k\u00fcman ve stratejileri i\u00e7in yak\u0131n zamanda belirlenen hedefler, bu \u00f6nlemlerin uygulanmas\u0131n\u0131 te\u015fvik etmektedir.[ii]<\/p>\n

Avrupa\u2019da otoyollarda s\u00fcr\u00fc\u015f h\u0131z\u0131n\u0131 (azami limit) azaltarak yak\u0131t t\u00fcketimini ve nakliye emisyonlar\u0131n\u0131 d\u00fc\u015f\u00fcrmek i\u00e7in daha kat\u0131 h\u0131z s\u0131n\u0131rlamalar\u0131 kullanma fikri son zamanlarda \u00e7ok dikkat \u00e7ekti. Mevcut t\u00fcm potansiyel \u00f6nlemler aras\u0131nda, daha kat\u0131 h\u0131z limitleri, yak\u0131t t\u00fcketimi ve emisyonlar \u00fczerinde derhal pozitif y\u00f6nde etkili olabilir. \u00a0Bilimsel kan\u0131tlar ve bilgi payla\u015f\u0131m\u0131, \u00e7evresel sonu\u00e7lar\u0131n yan\u0131 s\u0131ra g\u00fcvenlik ve hareketlilik \u00fczerindeki etkileri a\u00e7\u0131klayarak daha d\u00fc\u015f\u00fck h\u0131z s\u0131n\u0131rlamalar\u0131n\u0131 daha politik olarak kabul edilebilir ve s\u00fcrd\u00fcr\u00fclebilir k\u0131lmaya yard\u0131mc\u0131 olabilir.<\/p>\n

Mevcut h\u0131z s\u0131n\u0131rlamalar\u0131 AB \u00dcye \u00dclkeleri aras\u0131nda farkl\u0131l\u0131k g\u00f6stermektedir ve bunlar\u0131 tan\u0131mlama yetkisi genellikle ulusal h\u00fck\u00fcmetlere kadar uzanmaktad\u0131r. Baz\u0131 \u00fclkeler trafik ve hava ko\u015fullar\u0131yla ilgili de\u011fi\u015fken h\u0131z s\u0131n\u0131rlamalar\u0131 uygularlar. Bu nedenlerden dolay\u0131, h\u0131z s\u0131n\u0131rlamas\u0131n\u0131n kesin etkilerini t\u00fcm AB \u00dcye Devletleri’nde sim\u00fcle etmek m\u00fcmk\u00fcn de\u011fildir. Buna ek olarak, d\u00fc\u015f\u00fck h\u0131z limitlerinin ger\u00e7ek yak\u0131t t\u00fcketimi faydalar\u0131, otoyol kullanan ara\u00e7lar\u0131n tipi, s\u00fcr\u00fc\u015f kal\u0131plar\u0131, h\u0131zlanma frekans\u0131, yol y\u00fck\u00fc kal\u0131plar\u0131 ve benzeri fakt\u00f6rlere ba\u011fl\u0131d\u0131r.<\/p>\n

Azalt\u0131lm\u0131\u015f H\u0131z limitlerinin Sim\u00fclasyonu<\/strong><\/p>\n

Emisyon modelleri genellikle h\u0131z y\u00f6netimi \u00f6nlemlerinin etkisini de\u011ferlendirmek i\u00e7in kullan\u0131l\u0131r. COPERT, Avrupa’da yayg\u0131n olarak kullan\u0131lan sa\u011flam bir emisyon modelidir ve COPERT 4 en yeni s\u00fcr\u00fcm\u00fcd\u00fcr. T\u00fcketim fakt\u00f6rleri, ortalama s\u00fcr\u00fc\u015f h\u0131z\u0131n\u0131n bir fonksiyonu olarak ifade edilir ve \u00e7e\u015fitli binek otomobilleri ve s\u00fcr\u00fc\u015f d\u00f6ng\u00fcleri testlerine dayanarak elde edilmi\u015ftir.<\/strong><\/p>\n

Sim\u00fclasyonda Kullan\u0131lan ara\u00e7lar\u0131n Spesifikasyonlar\u0131\u00a0 . Specifications of cars used in the simulations<\/p>\n

\"04\"<\/a><\/p>\n

Bu notun ama\u00e7lar\u0131 do\u011frultusunda, EMISIA ([1]), bir otoyol h\u0131z s\u0131n\u0131r\u0131n\u0131 120 ila 110 km \/ s aras\u0131nda azaltmak i\u00e7in yak\u0131t t\u00fcketimini taklit etmek i\u00e7in \u00fc\u00e7 s\u00fcr\u00fc\u015f d\u00f6ng\u00fcs\u00fc sim\u00fclasyonu ger\u00e7ekle\u015ftirdi. Sim\u00fclasyon, Avrupa \u00fclkelerinde kullan\u0131lan tipik dizel ve benzinli binek otomobillerini temsil eden iki orta s\u0131n\u0131f ara\u00e7 kulland\u0131 (ekte sunulan \u015fekilde 1.4 litre Euro 4 emisyon standard\u0131).<\/strong><\/p>\n

Sim\u00fclasyona tabi tutulan \u00fc\u00e7 \u00e7evrim\u00a0\u00a0 a\u015fa\u011f\u0131daki gibidir:<\/p>\n

ARTEMIS 130: Tipik bir (driving cycle) s\u00fcr\u00fc\u015f d\u00f6ng\u00fcs\u00fc, 120 km \/ s’lik bir h\u0131z s\u0131n\u0131r\u0131n\u0131 varsayarsak, buna pek sayg\u0131 g\u00f6sterilmez ve riayet edilmez , bu da baz\u0131 zamanlarda h\u0131zlanman\u0131n olabilece\u011fine i\u015faret eder.<\/p>\n

H\u0131z s\u0131n\u0131r\u0131 110 km \/ saat: t\u00fcm s\u00fcr\u00fcc\u00fclerin h\u0131z limitine tam olarak uydu\u011funu ve ara\u00e7lar\u0131n h\u0131z limitinde s\u00fcr\u00fcklendi\u011fini varsay\u0131larak olu\u015fturulan s\u00fcr\u00fc\u015f d\u00f6ng\u00fcs\u00fc. Bu yapay bir durumdur, ancak yeni bir h\u0131z s\u0131n\u0131r\u0131 getirmenin maksimum potansiyel sonu\u00e7lar\u0131n\u0131 g\u00f6sterebilir.<\/p>\n

ARTEMIS 120: ARTEMIS 130 ile benzer varsay\u0131mlar ve h\u0131z s\u0131n\u0131r\u0131n\u0131n 120 km \/ sa’dan 110 km \/ s’ye d\u00fc\u015f\u00fcr\u00fclmesi, seyir h\u0131z\u0131n\u0131(cruise speed ) 10 km \/ s azaltacakt\u0131r. ARTEMIS 130 devri olarak, 110 km \/ s’lik h\u0131z limitinin tamamen dikkate al\u0131nmad\u0131\u011f\u0131 ve baz\u0131 h\u0131zlanma oldu\u011fu varsay\u0131lmaktad\u0131r. Sim\u00fclasyonda kullan\u0131lan \u00fc\u00e7 s\u00fcr\u00fc\u015f \u00e7evrimi a\u015fa\u011f\u0131daki \u015eekil 1’de g\u00f6sterilmektedir.<\/p>\n

Figure 1: speed profile of the driving cycles used in the analysis-\u015eekil 1: Analizde kullan\u0131lan s\u00fcr\u00fc\u015f \u00e7evrimlerinin h\u0131z profile<\/strong><\/p>\n

\"05\"<\/a><\/p>\n

Source: EMISIA – ETC\/ACM<\/p>\n

Sonu\u00e7lar\u00a0 ve De\u011ferlendirme<\/strong><\/p>\n

Sim\u00fclasyon, ARTEMIS 130 devrinden h\u0131z s\u0131n\u0131r\u0131na tam olarak uymaya ve 110 km \/ saat h\u0131z kontrol\u00fcne ge\u00e7ildi\u011finde, yak\u0131t t\u00fcketiminde \u00f6nemli bir d\u00fc\u015f\u00fc\u015f meydana getirece\u011fini ortaya koymaktad\u0131r.\u00a0 Bu yak\u0131t t\u00fcketim azalma\u00a0 oranlar\u0131\u00a0 dizel otomobillerde y\u00fczde 12, benzinli arabada y\u00fczde18dir.<\/p>\n

Bununla birlikte, ARTEMIS 130’dan daha ‘ger\u00e7ek\u00e7i olan\u00a0 ARTEMIS 120 d\u00f6ng\u00fcs\u00fcne ge\u00e7ilmesi durumunda ,% 2-3’l\u00fck \u00e7ok daha d\u00fc\u015f\u00fck bir d\u00fc\u015f\u00fc\u015fe neden olur. Bu ekseriya, bir araban\u0131n nispeten\u00a0 daha d\u00fc\u015f\u00fck bir ortalama h\u0131zda yolculuk ederken, r\u00fczgar direnci d\u00fc\u015fmesine ba\u011fl\u0131 olarak\u00a0 otomobilin daha az enerji gereksinimi olmas\u0131 ger\u00e7e\u011finden kaynaklan\u0131r.<\/p>\n

–<\/strong>Tablo 1: Kullan\u0131lan \u00fc\u00e7 s\u00fcr\u00fc\u015f \u00e7evriminin(d\u00f6ng\u00fcs\u00fcn\u00fcn) karakteristik de\u011ferleri<\/strong>[i]<\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n
Driving patternS\u00fcr\u00fc\u015f \u00d6r\u00fcnt\u00fcs\u00fc<\/td>\nAverage speed (km\/h)-Ortalama H\u0131z<\/td>\nMax speed (km\/h) Azami H\u0131z<\/td>\nDiesel<\/td>\nGasoline<\/td>\n<\/tr>\n
Fuel consumption (l\/100 km) Yak\u0131t T\u00fcketimi<\/td>\n<\/tr>\n
ARTEMIS 130<\/td>\n97<\/td>\n132<\/td>\n8,0<\/td>\n9,6<\/td>\n<\/tr>\n
Speed Limit 110<\/td>\n90<\/td>\n110<\/td>\n7,0<\/td>\n7,9<\/td>\n<\/tr>\n
ARTEMIS 120<\/td>\n90<\/td>\n122<\/td>\n7,8<\/td>\n9,3<\/td>\n<\/tr>\n
<\/td>\n<\/td>\n<\/td>\nReduction over ARTEMIS 130 (%)<\/td>\n<\/tr>\n
Speed Limit 110<\/td>\n<\/td>\n<\/td>\n12<\/td>\n18<\/td>\n<\/tr>\n
ARTEMIS 120<\/td>\n<\/td>\n<\/td>\n2<\/td>\n3<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

Tablo 1’de g\u00f6sterilen sim\u00fclasyon sonu\u00e7lar\u0131 yak\u0131t t\u00fcketiminin genellikle h\u0131zla d\u00fc\u015ft\u00fc\u011f\u00fcn\u00fc g\u00f6stermektedir, ancak kesin yararlar i\u00e7eri\u011fe \u00f6zg\u00fc olmaktad\u0131r. \u015eekil 2, 3 ve 4 ayn\u0131 \u015fekilde 1.4-2.0 litre kapasiteli motorlar\u0131 olan Euro 4 dizel ve benzinli otomobiller i\u00e7in ortalama h\u0131z, yak\u0131t t\u00fcketimi ve kirletici emisyon aras\u0131ndaki ba\u011flant\u0131y\u0131 g\u00f6stermektedir.<\/p>\n

\u015eekil 3 ve 4, \u00fcst aral\u0131ktaki indirgeme h\u0131z\u0131n\u0131n CO (dizel ara\u00e7larda oldu\u011fu durumda) ve NOx (benzinli ara\u00e7larda) hari\u00e7 t\u00fcm kirleticiler i\u00e7in yararl\u0131 bir etkiye sahip oldu\u011funu g\u00f6stermektedir. Ortalama h\u0131z\u0131n 100 km \/ sa’dan 90 km \/ s’ye d\u00fc\u015f\u00fcr\u00fclmesinin faydalar\u0131% 25 (benzin CO) ila% 5 (dizel PM) aras\u0131ndad\u0131r. Kritik olarak, azalan h\u0131z, \u015fu anda Avrupa’da en \u00f6nemli olan iki kirleticisini de azalt\u0131r: dizel NOx ve PM.<\/p>\n

Azalt\u0131lm\u0131\u015f ortalama h\u0131zlarda dizel CO2 ve benzinli NOx emisyonlar\u0131ndaki art\u0131\u015f b\u00fcy\u00fck oranda ar\u0131tma cihazlar\u0131n\u0131n i\u015fletilmesinden kaynaklanmaktad\u0131r. Dizel oksidasyon kataliz\u00f6r\u00fc y\u00fcksek s\u0131cakl\u0131k nedeniyle daha verimli bir \u015fekilde \u00e7al\u0131\u015f\u0131r, bu nedenle karbon monoksiti (CO)daha etkili bir \u015fekilde oksitler.\u00a0\u00a0 Bununla birlikte, dizel ara\u00e7lar CO’nun k\u00fc\u00e7\u00fck katk\u0131lar\u0131d\u0131r ve CO, Avrupa’daki hava kalitesi i\u00e7in bir sorun de\u011fildir. Bu nedenle, ortalama h\u0131z\u0131n d\u00fc\u015f\u00fcr\u00fclmesinin bu etkisi sorunlara neden olmaz.[ii]<\/p>\n

Bu arada hat\u0131rlatmak a\u00e7\u0131s\u0131ndan \u00a0temel sera gazlar\u0131 karbondioksit (CO2), Kloroflorokarbonlar (CFCs) ve halonlar, metan (CH4), diazotmonoksit (N2O) ve ozon olarak (O3) bilinmektedir. Bunlar\u0131n yap\u0131s\u0131ndaki de\u011fi\u015fme sera gazlar\u0131n\u0131 do\u011frudan etkilemektedir. Karbonmonoksit (CO) ve nitrik oksit (NO) sera gazlar\u0131n\u0131 dolayl\u0131, ozon ve metan hem do\u011frudan hem de dolayl\u0131 olarak etkilemektedir. Sera gazlar\u0131n\u0131n konsantrasyonuna, uzun dalga boylu radyasyonun emilimi ve atmosferdeki yar\u0131lanma \u00f6m\u00fcrleri etkili olmaktad\u0131r. Bununla birlikte CO2 karbondioksit \u00fcretimi , sera etkisinde birinci derecede \u00f6nemlidir ve CO2 atmosferde uzun bir ya\u015fam \u00f6mr\u00fc vard\u0131r.[iii]<\/p>\n

Benzinli motorlar i\u00e7in, yakla\u015f\u0131k 115 km \/ saate kadar h\u0131z art\u0131\u015f\u0131, NOx emisyonlar\u0131n\u0131n d\u00fc\u015fmesine neden olur, ancak emisyonlar bu h\u0131z\u0131n \u00fczerinde tekrar y\u00fckselir. Benzinli ara\u00e7lar, dizel ara\u00e7lardan \u00e7ok daha az NOx \u00fcretmektedir. COPERT’e g\u00f6re, benzinli bir Euro 4 otomobil, 100 km \/ saat’lik bir m\u00fctekabil dizel otomobilin 560 mg \/ km’sine k\u0131yasla, 19 mg \/ km NOx \u00fcretiyor. Bu nedenle, NOx \u00fczerinde otoyollarda h\u0131z\u0131 d\u00fc\u015f\u00fcrmenin genel etkisi, dizel NOx bask\u0131n oldu\u011fu ve h\u0131z\u0131n d\u00fc\u015fmesi ile a\u00e7\u0131k\u00e7a d\u00fc\u015ft\u00fc\u011f\u00fc i\u00e7in olumlu olacakt\u0131r.<\/p>\n

Figure 2: Impact of travelling speed on fuel consumption (Euro 4 diesel and gasoline passenger cars, 1.4\u20132.0 litre engine capacity)-\u015eekil 2: S\u00fcr\u00fc\u015f h\u0131z\u0131n\u0131n yak\u0131t t\u00fcketimine etkisi (Euro 4 dizel ve benzinli binek otomobilleri, 1.4-2.0 litrelik motor kapasitesi)<\/p>\n

\"07\"<\/a><\/p>\n

Figure 3: Impact of travelling speed on various pollutants (Euro 4 diesel passenger cars, 1.4\u20132.0 litre engine capacity)-\u015eekil 3: \u00c7e\u015fitli kirleticilere (Euro 4 dizel binek otomobiller, 1.4-2.0 litrelik motor kapasitesi) s\u00fcr\u00fc\u015f h\u0131z\u0131n\u0131n etkisi<\/p>\n

\"06\"<\/a><\/p>\n

Sim\u00fclasyon Neticesinde; \u00a0H\u0131z s\u0131n\u0131rlar\u0131n\u0131n belirlenmesinde yeni bir denge var m\u0131?<\/strong><\/p>\n

Bir h\u0131z s\u0131n\u0131r\u0131 belirlemek, \u00fc\u00e7 ana \u00f6nceli\u011fin dengelenmesi ile ilgilidir: mobilite (hareketlilik), g\u00fcvenlik ve \u00e7evre. Avrupa’n\u0131n yak\u0131t ithalat\u0131na ba\u011f\u0131ml\u0131l\u0131\u011f\u0131, petrol arz\u0131 endi\u015feleri ve daha iyi \u00e7evre anlay\u0131\u015f\u0131 gibi fakt\u00f6rler, h\u00fck\u00fcmetleri h\u0131z limiti kararlar\u0131n\u0131 yeniden d\u00fc\u015f\u00fcnmeye ve yeni bir optimum denge bulmaya \u00e7al\u0131\u015fmaya te\u015fvik etmektedir..<\/p>\n

Karar s\u00fcre\u00e7lerinin merkezinde karar verme konusunda halk\u0131n iradesi ve tutumu\u00a0 esas tutulacakt\u0131r.. Te\u015fvik edici bir \u015fekilde, yak\u0131n tarihli bir kamuoyu yoklamas\u0131 (Flash Eurobarometer Raporu, 312 numaral\u0131, Ula\u015ft\u0131rma Gelece\u011fi), AB vatanda\u015flar\u0131n\u0131n yakla\u015f\u0131k \u00fc\u00e7te ikisinin emisyonlar\u0131 azaltmak i\u00e7in bir otomobilin h\u0131z\u0131ndan \u00f6d\u00fcn vermek istedi\u011fini g\u00f6stermektedir. Ancak yollardaki ger\u00e7ekler bu sonu\u00e7la olduk\u00e7a \u00e7eli\u015fkili g\u00f6r\u00fcnmekte.. S\u00fcr\u00fcc\u00fclerin yakla\u015f\u0131k% 40-50’si (\u00fclkeye ve yol t\u00fcr\u00fcne ba\u011fl\u0131 olarak% 80’e kadar) yasal h\u0131z s\u0131n\u0131rlar\u0131n\u0131n \u00fcst\u00fcnde ara\u00e7 kullanmaktad\u0131rlar..<\/p>\n

Bu, vatanda\u015flara fayda ve maliyetlerin net bir \u015fekilde anla\u015f\u0131lmas\u0131na ili\u015fkin a\u00e7\u0131k bir de\u011fer bulundu\u011funu g\u00f6stermektedir. Sonu\u00e7ta, bir otoyoldaki (120 ila 110 km \/ s aras\u0131ndaki) 10 km \/ s’lik bir h\u0131z s\u0131n\u0131r\u0131 d\u00fc\u015f\u00fc\u015f\u00fc, m\u00fckemmel ak\u0131\u015f ko\u015fullar\u0131n\u0131 varsayarak, 200 km’lik bir yolculukta sadece sekiz ila dokuz dakikan\u0131n ek bir yolculuk s\u00fcresi anlam\u0131na gelecektir. Bu yak\u0131t tasarrufu ve \u00e7evresel faydalar kar\u015f\u0131l\u0131\u011f\u0131nda tart\u0131\u015fmas\u0131z s\u0131n\u0131rl\u0131 bir fiyatt\u0131r. Ayn\u0131 zamanda s\u00fcr\u00fcc\u00fclerin alt limitler i\u00e7in teorik olarak destek vermesinin yetersiz oldu\u011fu, somut sonu\u00e7lar elde etmek i\u00e7in s\u0131k\u0131 uygulama da dahil olmak \u00fczere uyumlulu\u011fu geli\u015ftirmek i\u00e7in gerekli ad\u0131mlar\u0131n at\u0131lmas\u0131 gerekti\u011fi a\u00e7\u0131k\u00e7a g\u00f6r\u00fcl\u00fcyor.<\/p>\n

Karayollar\u0131 Genel M\u00fcd\u00fcr\u00fcl\u00fc\u011f\u00fc\u00a0\u00a0 <\/strong>Trafik G\u00fcvenli\u011fi Dairesi Ba\u015fkanl\u0131\u011f\u0131 Ula\u015f\u0131m Et\u00fctleri Yay\u0131nlar\u0131<\/strong><\/p>\n

Ula\u015f\u0131ma y\u00f6nelik olarak hava kalitesini bozan kirlilik sebeplerine bakt\u0131\u011f\u0131m\u0131zda;ta\u015f\u0131tlara ta\u015f\u0131ma s\u0131n\u0131r\u0131 \u00fczerinde y\u00fck y\u00fcklemek, a\u015f\u0131r\u0131 h\u0131zl\u0131 gitmek, ara\u00e7 d\u0131\u015f\u0131na gereksiz aksesuarlar takmak, seyir halinde camlar\u0131 a\u00e7mak, lastik havalar\u0131n\u0131n uygun seviyede olmamas\u0131, trafik yo\u011funlu\u011fu,bak\u0131m yap\u0131lmam\u0131\u015f ara\u00e7lar\u0131n fazla yak\u0131t yakmas\u0131,temiz olmayan yak\u0131t kullan\u0131lmas\u0131, ,duraklama ve park etme esnas\u0131nda motorun gereksiz yere \u00e7al\u0131\u015ft\u0131r\u0131lmas\u0131, ara\u00e7 motoru r\u00f6lantide \u00e7al\u0131\u015f\u0131rken egsozdan \u00e7\u0131kan karbonmonoksit gaz\u0131 ara\u00e7lar\u0131n egzoz gazlar\u0131, ya\u011f ve yak\u0131t s\u0131z\u0131nt\u0131lar\u0131, ak\u0131nt\u0131lar\u0131 ve buharlar\u0131, lastik tozlar\u0131 ve par\u00e7alar\u0131, ara\u00e7lar\u0131n ta\u015f\u0131d\u0131klar\u0131 y\u00fcklerin tozamas\u0131, buharla\u015fmas\u0131 ve . zorunlu haller d\u0131\u015f\u0131nda gereksiz yere fuel yak\u0131tl\u0131 ara\u00e7 kullanma havay\u0131 kirletti\u011fini g\u00f6r\u00fc\u00fcr\u00fcz.Tabi \u00e7evrenin kirletilmesi konusu bunlarla s\u0131n\u0131rl\u0131 kalmamaktad\u0131r.<\/p>\n

\u00c7evresel etkiler a\u00e7\u0131s\u0131ndan bak\u0131ld\u0131\u011f\u0131nda Karayollar\u0131 Genel M\u00fcd\u00fcr\u00fcl\u00fc\u011f\u00fc\u00a0\u00a0 Trafik G\u00fcvenli\u011fi Dairesi Ba\u015fkanl\u0131\u011f\u0131 Ula\u015f\u0131m Et\u00fctleri \u015eubesi M\u00fcd\u00fcrl\u00fc\u011f\u00fc 2014 tarihli\u00a0 yay\u0131n\u0131 incelendi\u011finde\u00a0 kullan\u0131lan ifadeer\u00a0 optimal\u00a0 h\u0131z s\u0131n\u0131r\u0131 da dahil olmak \u00fczere \u00a0bu arg\u00fcman\u0131 \u00a0destekler niteliktedir[iv]<\/p>\n

\u0130lgili [v] yay\u0131nda Optimal H\u0131zlar\/ Optimizasyon tan\u0131m\u0131 i\u00e7inde \u015f\u00f6ye ge\u00e7mektedir. \u201c Bu yakla\u015f\u0131mda h\u0131z s\u0131n\u0131rlar\u0131n\u0131 belirlerken ula\u015f\u0131m\u0131n yaratt\u0131\u011f\u0131 toplam maliyetleri en aza indirmek ama\u00e7lan\u0131r. Seyahat s\u00fcresi, ta\u015f\u0131t i\u015fletme maliyetleri, trafik kazalar\u0131, g\u00fcr\u00fclt\u00fc ve hava kirlili\u011fi gibi fakt\u00f6rler, optimal h\u0131z s\u0131n\u0131rlar\u0131n\u0131n belirlenmesinde etkilidir. Optimal h\u0131z s\u0131n\u0131r\u0131 kavram\u0131, uygulama h\u0131z\u0131n\u0131n \u00e7e\u015fitli toplumsal hedefler \u00fczerindeki etkilerini dikkate alarak optimize edilen h\u0131z s\u0131n\u0131rlar\u0131n\u0131 ortaya koymaktad\u0131r. Bir\u00e7ok durumda, s\u00fcr\u00fcc\u00fcler, s\u00fcr\u00fc\u015f h\u0131zlar\u0131 ile ilgili verdikleri kararlar\u0131n di\u011ferleri \u00fczerinde yol a\u00e7t\u0131\u011f\u0131 riskleri veya h\u0131z ile ilgili se\u00e7imlerinin \u00e7evre \u00fczerindeki k\u00fcm\u00fclatif etkilerini (\u00f6rne\u011fin, benzin t\u00fcketimi, emisyon, g\u00fcr\u00fclt\u00fc vb.) dikkate almazlar. Bir s\u00fcr\u00fcc\u00fcn\u00fcn optimal h\u0131z\u0131, di\u011fer s\u00fcr\u00fcc\u00fclerin optimal h\u0131z\u0131ndan farkl\u0131 olabilir\u201d.<\/p>\n

Yine Optimal h\u0131z s\u0131n\u0131r\u0131 da \u201c ta\u015f\u0131t i\u015fletme maliyeti, kaza maliyeti, seyahat s\u00fcresi maliyeti ve di\u011fer toplumsal maliyetleri i\u00e7eren minimum toplam sosyal maliyeti veren h\u0131z s\u0131n\u0131r\u0131d\u0131r\u201d \u015feklinde tan\u0131mlanm\u0131\u015f olup \u201cBu h\u0131z belirleme y\u00f6ntemi, ana de\u011fi\u015fkenlerin say\u0131salla\u015ft\u0131r\u0131lmas\u0131n\u0131n g\u00fc\u00e7l\u00fc\u011f\u00fc nedeniyle nadiren kullan\u0131lmaktad\u0131r. Di\u011fer karma\u015f\u0131k konularda oldu\u011fu gibi, bir sistemin ger\u00e7ekten optimal olup olmad\u0131\u011f\u0131 analiz yapan\u0131n g\u00f6r\u00fc\u015f a\u00e7\u0131s\u0131na ba\u011fl\u0131d\u0131r. Yol kullan\u0131c\u0131lar\u0131 ve toplumun farkl\u0131 kesimleri herhangi bir optimizasyon s\u00fcrecinin \u00e7\u0131kt\u0131lar\u0131n\u0131 etkileyen farkl\u0131 g\u00f6r\u00fc\u015f ve de\u011ferlere sahiptir. \u00d6rne\u011fin, motorlu ara\u00e7lar\u0131n neden oldu\u011fu g\u00fcr\u00fclt\u00fcn\u00fcn toplumsal maliyeti sabit bir bedele sahip de\u011fildir ancak, belirli tercihler arac\u0131l\u0131\u011f\u0131yla olu\u015fturulan parasal de\u011feri bulunmaktad\u0131r. Motorlu ara\u00e7 s\u00fcr\u00fcc\u00fcleri g\u00fcr\u00fclt\u00fc i\u00e7in yerel sakinlerden daha d\u00fc\u015f\u00fck bir de\u011fer atfedecekler ve belki de ayn\u0131 yol i\u00e7in farkl\u0131 optimal h\u0131zlar\u0131n belirlenmesine neden olacaklard\u0131r. Optimal h\u0131z s\u0131n\u0131r\u0131 belirlemek amac\u0131yla toplam maliyet modeli geli\u015ftirilmi\u015ftir. Toplam maliyet; kaza maliyeti, seyahat s\u00fcresi maliyeti, yak\u0131t t\u00fcketim maliyeti ve ara\u00e7 emisyon maliyetini i\u00e7ermektedir. Bu maliyetlerin her biri, yasal h\u0131z s\u0131n\u0131r\u0131 ile birlikte de\u011fi\u015fmektedir. Optimal h\u0131z y\u00f6nteminin, maliyet ile ilgili fikir birli\u011fine var\u0131lmas\u0131n\u0131n g\u00fc\u00e7l\u00fc\u011f\u00fc yan\u0131nda, \u00f6nerilen h\u0131z s\u0131n\u0131r\u0131n\u0131n yol kullan\u0131c\u0131lar\u0131 i\u00e7in hemen g\u00f6r\u00fcl\u00fcr olmamas\u0131 da sahip oldu\u011fu di\u011fer bir \u00f6zelliktir. \u00d6nerilen h\u0131z s\u0131n\u0131rlar\u0131, yolun tasar\u0131m\u0131 ile uyumlu olmayabilir ve \u00e7ok say\u0131da s\u00fcr\u00fcc\u00fcn\u00fcn h\u0131z s\u0131n\u0131r\u0131n\u0131 a\u015fmas\u0131 ile sonu\u00e7lanabilir.\u201d \u015eeklinde ge\u00e7mektedir.\u00a0 Trafik hacmi ve trafik ak\u0131\u015f\u0131 ile ilgili b\u00f6l\u00fcm ise \u201cy\u00fcksek trafik hacminin oldu\u011fu yerlerde d\u00fc\u015f\u00fck h\u0131z s\u0131n\u0131rlar\u0131 trafik ak\u0131\u015f\u0131n\u0131 d\u00fczene sokmak i\u00e7in kullan\u0131labilir ki bu trafik g\u00fcvenli\u011fini art\u0131rman\u0131n yan\u0131 s\u0131ra yol a\u011f\u0131n\u0131 daha verimli hale getirebilir ve \u00e7evrenin korunmas\u0131na yard\u0131m edebilir\u201d \u015feklinde tariff edilmi\u015fti ve .H\u0131z\u0131n \u00a0ayr\u0131ca emisyon d\u00fczeyini, trafik g\u00fcr\u00fclt\u00fc seviyesini, yak\u0131t t\u00fcketimini, yol \u00e7evresinde ya\u015fayan ve \u00e7al\u0131\u015fan insanlar\u0131n ya\u015fam kalitelerini etkiledi\u011fi vurgulanm\u0131\u015ft\u0131r.<\/p>\n

Current general speed limits in European countries -Avrupa \u00fclkelerinde ge\u00e7erli genel h\u0131z s\u0131n\u0131rlamalar\u0131<\/em><\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
\u00a0<\/strong><\/td>\nMotorways<\/strong>Otoyollarda <\/strong><\/td>\nOutside built-up areas<\/strong>Yerle\u015fim Yeri D\u0131\u015f\u0131nda <\/strong><\/td>\nBuilt-up areas<\/strong>Yerle\u015fim Yeri i\u00e7inde <\/strong><\/td>\n<\/tr>\n
Austria<\/td>\n130<\/td>\n100<\/td>\n50<\/td>\n<\/tr>\n
Belgium<\/td>\n120<\/td>\n90-120<\/td>\n30-50<\/td>\n<\/tr>\n
Bulgaria<\/td>\n130<\/td>\n90<\/td>\n50<\/td>\n<\/tr>\n
Cyprus<\/td>\n100<\/td>\n80<\/td>\n50<\/td>\n<\/tr>\n
Croatia<\/td>\n130<\/td>\n90-100<\/td>\n50<\/td>\n<\/tr>\n
Czech Republic<\/td>\n130<\/td>\n90<\/td>\n50<\/td>\n<\/tr>\n
Denmark<\/td>\n110-130<\/td>\n80<\/td>\n50<\/td>\n<\/tr>\n
Estonia<\/td>\n110<\/td>\n90-110<\/td>\n50<\/td>\n<\/tr>\n
Finland<\/td>\n100-120<\/td>\n80-100<\/td>\n40-50<\/td>\n<\/tr>\n
France<\/td>\n110-130<\/td>\n80-110<\/td>\n50<\/td>\n<\/tr>\n
Germany<\/td>\n-130<\/td>\n100<\/td>\n30-50<\/td>\n<\/tr>\n
Greece<\/td>\n130<\/td>\n90-110<\/td>\n50<\/td>\n<\/tr>\n
Hungary<\/td>\n130<\/td>\n90-110<\/td>\n50<\/td>\n<\/tr>\n
Iceland<\/td>\n–<\/td>\n80-90<\/td>\n30-50<\/td>\n<\/tr>\n
Ireland<\/td>\n120<\/td>\n80-100<\/td>\n50<\/td>\n<\/tr>\n
Italy<\/td>\n130-150<\/td>\n90-110<\/td>\n50<\/td>\n<\/tr>\n
Latvia<\/td>\n110<\/td>\n90<\/td>\n50<\/td>\n<\/tr>\n
Lithuania<\/td>\n110-130<\/td>\n70-90<\/td>\n50<\/td>\n<\/tr>\n
Luxembourg<\/td>\n130<\/td>\n90<\/td>\n50<\/td>\n<\/tr>\n
Malta<\/td>\n–<\/td>\n60-80<\/td>\n50<\/td>\n<\/tr>\n
Netherlands<\/td>\n100-120<\/td>\n80-100<\/td>\n30-50-70<\/td>\n<\/tr>\n
Norway<\/td>\n90-100<\/td>\n80<\/td>\n30-50-70<\/td>\n<\/tr>\n
Poland<\/td>\n130<\/td>\n90-110<\/td>\n50-60<\/td>\n<\/tr>\n
Portugal<\/td>\n120<\/td>\n90-100<\/td>\n50<\/td>\n<\/tr>\n
Romania<\/td>\n130<\/td>\n90-100<\/td>\n50<\/td>\n<\/tr>\n
Slovakia<\/td>\n130<\/td>\n90<\/td>\n50<\/td>\n<\/tr>\n
Slovenia<\/td>\n130<\/td>\n90-100<\/td>\n30-50<\/td>\n<\/tr>\n
Spain<\/td>\n110<\/td>\n90-100<\/td>\n50<\/td>\n<\/tr>\n
Sweden<\/td>\n100-120<\/td>\n70-90<\/td>\n30-50<\/td>\n<\/tr>\n
Switzerland<\/td>\n120<\/td>\n80<\/td>\n30-50<\/td>\n<\/tr>\n
Turkey<\/td>\n110-120<\/td>\n90<\/td>\n50<\/td>\n<\/tr>\n
United Kingdom<\/td>\n112<\/td>\n96-112<\/td>\n32-48<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

 <\/p>\n

T\u00dcRK\u0130YE’DE ARA\u00c7LARIN UYMASI GEREKEN YASAL HIZ SINIRLARI<\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
ARA\u00c7 C\u0130NS\u0130<\/td>\nYERLE\u015e\u0130M YER\u0130\u00a0 \u00a0\u00a0\u00a0 \u0130\u00c7\u0130NDE (km)<\/td>\n\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0 YERLE\u015e\u0130M YER\u0130 DI\u015eINDA<\/td>\nOTOYOLLARDA<\/td>\n<\/tr>\n
\u00a0\u015eEH\u0130RLERARASI<\/td>\n\u00a0\u00a0 B\u00d6L\u00dcNM\u00dc\u015e YOLLARDA (km)<\/td>\n(km)<\/td>\n<\/tr>\n
\u00a0\u00c7\u0130FT Y\u00d6NL\u00dc\u00a0\u00a0 KARAYOLLARINDA (km)<\/td>\n<\/td>\n<\/tr>\n
<\/td>\n<\/td>\n<\/tr>\n
\u00a0Otomobil (M1),\u00a0 (M1G),<\/td>\n50<\/td>\n90<\/td>\n110<\/td>\n120<\/td>\n<\/tr>\n
\u00a0Minib\u00fcs (M2),<\/td>\n50<\/td>\n80<\/td>\n90<\/td>\n100<\/td>\n<\/tr>\n
\u00a0Otob\u00fcs (M2-M3),<\/td>\n50<\/td>\n80<\/td>\n90<\/td>\n100<\/td>\n<\/tr>\n
\u00a0Kamyonet (N1), N1G)<\/td>\n50<\/td>\n80<\/td>\n85<\/td>\n95<\/td>\n<\/tr>\n
\u00a0(Ek sat\u0131r:RG-21\/3\/2012-28240)<\/td>\n50<\/td>\n85<\/td>\n100<\/td>\n110<\/td>\n<\/tr>\n
\u00a0Panelvan (N1)<\/td>\n<\/tr>\n
\u00a0Kamyon (N2-N3),<\/td>\n50<\/td>\n80<\/td>\n85<\/td>\n90<\/td>\n<\/tr>\n
\u00a0\u00c7ekici (N2-N3)<\/td>\n<\/tr>\n
\u00a0Motosiklet (L3)<\/td>\n50<\/td>\n80<\/td>\n90<\/td>\n100<\/td>\n<\/tr>\n
\u00a0Motosiklet (L4, L5, L7)<\/td>\n50<\/td>\n70<\/td>\n80<\/td>\n80<\/td>\n<\/tr>\n
\u00a0Motorlu bisiklet (L1, L2, L6)<\/td>\n30<\/td>\n45<\/td>\n45<\/td>\nGiremez<\/td>\n<\/tr>\n
\u00a0Motorsuz bisiklet<\/td>\n<\/tr>\n
(De\u011fi\u015fik sat\u0131r: RG-17\/4\/2015-29329) Tehlikeli maddeta\u015f\u0131yan ara\u00e7lar (Belgelerinde aksine bir\u00a0h\u00fck\u00fcm yoksa)<\/td>\n30<\/td>\n50<\/td>\n60<\/td>\n70<\/td>\n<\/tr>\n
\u00a0(Ek sat\u0131r:RG-17\/4\/2015-29329) \u00d6zel y\u00fck ta\u015f\u0131ma\u00a0\u00a0\u00a0\u00a0\u00a0 izin\u00a0\u00a0 belgesi veya \u00f6zel izin belgesi ile karayoluna \u00e7\u0131kan ara\u00e7larda (Belgelerinde aksine bir h\u00fck\u00fcm yoksa)<\/td>\n30<\/td>\n50<\/td>\n50<\/td>\n60<\/td>\n<\/tr>\n
\u00a0Lastik tekerlekli trakt\u00f6rler<\/td>\n20<\/td>\n30<\/td>\n40<\/td>\nGiremez<\/td>\n<\/tr>\n
\u00a0Ar\u0131zal\u0131 bir arac\u0131 \u00e7eken ara\u00e7lar<\/td>\n20<\/td>\n20<\/td>\n30<\/td>\n40<\/td>\n<\/tr>\n
\u00a0\u0130\u015f makineleri<\/td>\n20<\/td>\n20<\/td>\n20<\/td>\nYolun yap\u0131m, bak\u0131m veya i\u015fletilmesinden\u00a0sorumlu kurulu\u015ftan\u00a0izin al\u0131nmadan\u00a0giremez<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

http:\/\/www.kgm.gov.tr\/Sayfalar\/KGM\/SiteTr\/Trafik\/HizSinirlari.aspx<\/a><\/p>\n

Haz\u0131rlayan:\u00a0<\/strong>\u00a0<\/span>H.\u00c7i\u011fdem Yorganc\u0131o\u011flu\u00a0\u00a0 http:\/\/www.cigdemyorgancioglu.org\/<\/a><\/span><\/p>\n

Kaynak\u00e7a<\/p>\n

http:\/\/isbak.istanbul\/akilli-ulasim-sistemleri\/elektronik-denetleme-sistemi\/hiz-koridor-ihlal-tespit-sistemi\/<\/a><\/p>\n

[i]Table 1: Characteristic values for the three driving cycles used<\/strong><\/p>\n

[ii]https:\/\/www.eea.europa.eu\/themes\/transport\/speed-limits<\/a><\/p>\n

[iii]TC. Orman ve Su \u0130\u015fleri Bakanli\u011fi Meteoroloji Genel M\u00fcd\u00fcrl\u00fc\u011f https:\/\/www.mgm.gov.tr\/genel\/saglik.aspx?s=123<\/a><\/p>\n

[iv] http:\/\/www.kgm.gov.tr\/SiteCollectionDocuments\/KGMdocuments\/Yayinlar\/YayinPdf\/karayollarindaHiz.pdf<\/a><\/p>\n

[v] KARAYOLLARI GENEL M\u00dcD\u00dcRL\u00dc\u011e\u00dc Trafik G\u00fcvenli\u011fi Dairesi Ba\u015fkanl\u0131\u011f\u0131 Ula\u015f\u0131m Et\u00fctleri \u015eubesi M\u00fcd\u00fcrl\u00fc\u011f\u00fc Nisan \u2013 2014 Yay\u0131n<\/p>","protected":false},"excerpt":{"rendered":"

Sorry, this entry is only available in Turkish. For the sake of viewer convenience, the content is shown below in the alternative language. You may click the link to switch the active language.H\u0131z \u00f6l\u00e7\u00fcm\u00fc ve et\u00fcd\u00fcne dair Kronometre Y\u00f6ntemi, Radar ve Lazer Tabanl\u0131 H\u0131z \u00d6l\u00e7\u00fcm Sistemleri, Manyetik D\u00f6ng\u00fcl\u00fc ve Hava Bas\u0131n\u00e7l\u0131 Hortumlu Sistemlerle H\u0131z \u00d6l\u00e7\u00fcm\u00fc, […]<\/p>\n","protected":false},"author":1,"featured_media":65376,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[53],"tags":[34492,63,67,1009,2698,165,34491,34493],"views":4109,"_links":{"self":[{"href":"https:\/\/www.enerjigazetesi.ist\/en\/wp-json\/wp\/v2\/posts\/65368"}],"collection":[{"href":"https:\/\/www.enerjigazetesi.ist\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.enerjigazetesi.ist\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.enerjigazetesi.ist\/en\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.enerjigazetesi.ist\/en\/wp-json\/wp\/v2\/comments?post=65368"}],"version-history":[{"count":3,"href":"https:\/\/www.enerjigazetesi.ist\/en\/wp-json\/wp\/v2\/posts\/65368\/revisions"}],"predecessor-version":[{"id":65379,"href":"https:\/\/www.enerjigazetesi.ist\/en\/wp-json\/wp\/v2\/posts\/65368\/revisions\/65379"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.enerjigazetesi.ist\/en\/wp-json\/wp\/v2\/media\/65376"}],"wp:attachment":[{"href":"https:\/\/www.enerjigazetesi.ist\/en\/wp-json\/wp\/v2\/media?parent=65368"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.enerjigazetesi.ist\/en\/wp-json\/wp\/v2\/categories?post=65368"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.enerjigazetesi.ist\/en\/wp-json\/wp\/v2\/tags?post=65368"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}