Road Sector Research Articles

Multi-Criteria Decision-Making on Road Transport Vehicles by the AHP Method

Decision-making processes require the selection of appropriate and choose the optimal solution for implementation. This means that different criteria and their sub-criteria evaluate various alternatives of possible solutions to determine the optimal solution. The research focuses on an Analytic Hierarchy Process (AHP) as one of the multi-criteria decision-making (MCDM) methods and its implementation to evaluate road transport vehicles. The AHP is one of the most used methods for evaluating projects in transport and traffic area. This paper presents a comprehensive review of studies on road transport vehicles evaluated by the AHP method. To gather research articles for the study, several databases such as Web of Science and Scopus were searched. The focus of the research is on road transport vehicles but the performance of the AHP method in the road sector, in general, is briefly reviewed. The results show that most of the studies use AHP for the evaluation of electric and autonomous vehicles. Finally, research results are discussed and recommendations for future research are proposed.

Demonstration of HDM-4 in Evaluating Different Investment Alternatives for Unpaved Road

In the context of under developing countries like Afghanistan, poverty can be reduced by proper management and effective use of infrastructure budget, and provision of labor-intensive construction projects. The labor-intensive works approach can bolster livelihoods in the immediate term, create new small businesses in road maintenance and works, encourage workers to save and invest wages in other kinds of new micro-enterprises, and improve critical road infrastructure to sustained economic growth. In this study, the use of the HDM-4 model is demonstrated in defining the road improvement and maintenance works and selection of optimum maintenance and rehabilitation strategies available for the road sector under constrained budget available for the road sectors in Afghanistan. This study presents the economic analysis and justification of upgrading an existing engineered gravel road to a paved standard evaluating 8 different investment options. The existing road is 22.02 km long and passes through hilly topography.

Analysis of the National Air Pollutant Emissions Inventory (CAPSS 2017) Data and Assessment of Emissions based on Air Quality Modeling in the Republic of Korea

According to the 2017 National Air Pollutant Emissions Inventory (NEI), air pollutant emissions in the Republic of Korea comprised 817,420 metric tons (hereafter tons) of CO, 1,189,800 tons of NOx, 315,530 tons of SOx, 592,582 tons of TSP, 218,476 tons of PM10, 91,731 tons of PM2.5, 15,555 tons of black carbon (BC), 1,047,585 tons of VOCs, and 308,298 tons of NH3. Emissions of the 13 first-level emission source categories, which constitute the NEI, were estimated and, based on their characteristics, the emission source categories were grouped into five sectors (energy, industry, road, non-road, and everyday activities and others). In addition, the contributions of primary PM2.5 and its four precursors (NOx, SOx, VOCs, and NH3) to the 2017 NEI were assessed in this study. The emission contributions of NOx to the NEI were 36.5% for the road sector, which was the highest of those of all the air pollutants for this sector; NOx emissions for this sector were 4.2% lower than those in the previous year. The emission contributions of SOx and PM2.5 to the NEI were higher than those of the other air pollutants for the industry sector; SOx and PM2.5 emissions for this sector decreased by 9.8% and 19.7%, respectively, compared with those in the previous year. The emission contributions of VOCs and NH3 to the NEI were 65.3% and 83.9% for the everyday activities and others sector, respectively, higher than those of the other air pollutants for this sector; VOCs and NH3 emissions for this sector increased by 0.8% and 2.9%, respectively, compared with those in the previous year. A three-dimensional (3D) chemical transport modeling system was used to validate the emission estimates. These data suggest that simulated SOx emissions were overestimated in areas with dense large-scale industrial complexes, such as Jeollanam-do, Gyeongsangbuk-do, and Ulsan, and that simulated NOx emissions were overestimated in Seoul, Incheon, and Jeollanam-do.

Rock Mass Characterization by UAV and Close-Range Photogrammetry: A Multiscale Approach Applied along the Vallone dell’Elva Road (Italy)

Geostructural rock mass surveys and the collection of data related to discontinues provide the basis for the characterization of rock masses and the study of their stability conditions. This paper describes a multiscale approach that was carried out using both non-contact techniques and traditional support techniques to survey certain geometrical features of discontinuities, such as their orientation, spacing, and useful persistence. This information is useful in identifying the possible kinematics and stability conditions. These techniques are extremely useful in the case study of the Elva valley road (Northern Italy), in which instability phenomena are spread across 9 km in an overhanging rocky mass. A multiscale approach was applied, obtaining digital surface models (DSMs) at three different scales: large-scale DSM of the entire road, a medium-scale DSM to assess portions of the slope, and a small-scale DSM to assess single discontinuities. The georeferenced point cloud and consequent DSMs of the slopes were obtained using an unmanned aerial vehicle (UAV) and terrestrial photogrammetric technique, allowing topographic and rapid traditional geostructural surveys. This technique allowed us to take measurements along the entire road, obtaining geometrical data for the discontinuities that are statistically representative of the rock mass and useful in defining the possible kinematic mechanisms and volumes of potentially detachable blocks. The main purpose of this study was to analyse how the geostructural features of a rock mass can affect the stability slope conditions at different scales in order to identify road sectors susceptible to different potential failure mechanisms using only kinematic analysis.

Project performance in a toll road infrastructure with a public-private partnership scheme

Public-private partnership (PPP) models were employed, especially in the toll road sector, by many governments to boost the development of the infrastructure and build strong connections among regions. PPPs are chosen as a scheme to fill the financial gap. Good project governance is one of the crucial points that should be supported by several significant factors, which will significantly affect projects’ performance. This study analyzes the influence of projects’ intellectual capital, investor protection mechanism, and ownership structure on the implementation of good project governance and the implications for their performance. The data were obtained through questionnaires sent to 43 public-private partnerships in toll road projects in Indonesia. The partial-least-square structural equation model (SEM) was subsequently employed to analyze the data. The study findings showed that (1) projects’ intellectual capital and ownership structure affect the implementation of good project governance, (2) the implementation of good project governance affects projects’ performance, and (3) projects’ intellectual capital and ownership structure affect their performance through the implementation of good project governance. However, the other five hypotheses investigated, namely those concerning projects’ intellectual capital, investor protection mechanism, ownership structure in project performance, investor protection mechanism for the implementation of good project governance, and project performance through the implementation of good project governance, were not supported. This study provides a knowledge basis enabling decision makers to understand precisely the factors that affect project performance through the implementation of good project governance.

Assessing the vulnerability of transport network to flood hazard using GIS analysis. Case study along Orient-East Med TEN-T Corridor, on Timiș-Cerna Valley, Romania

In the context of current climate change, it is estimated that flood risk will increase significantly, with important consequences for the human habitat and transport networks. Research literature features a continuous concern both for the improvement of flood hazard modeling and for the quantification of economic costs specific to material and human damage caused by floods. In the present study, we intend to perform an analysis on the vulnerability of the transport network along the Orient-East Med (OEM) Corridor, part of the TEN-T Core network at European level. By integrating flood bands with high (10 years) and medium (100 years) probability of recurrence, as well as various typologies of the transport network in a GIS environment, we successfully identified and characterized road and railway sectors susceptible to flooding events. Vector overlay analysis and statistical methods were validated by means of local research literature, field observations and aerial imagery. Our results feature the geographic distribution and statistical characterization of transport infrastructure vulnerable to flood risk along Timiș-Cerna Valley, in south-western Romania. We also discuss the state of current flood risk mitigation measures for transport network in the study area, along with the importance of our research for regional and local spatial planning documents and investment prioritization activities. Similar spatially-enabled analysis could enable better protection for the current and proposed transport infrastructure and minimize the damaging effects of flash floods.

Development of scientific-theoretical provisions to clarify the concept of road infrastructure in the road sector

The article presents the author's view on the interpretation of the concept of «road infrastructure ». The relevance of the research is determined by the need to develop the theoretical foundations of transport logistics, due to the specifics of the road sector and its close integration with the sphere of road transport, when the implementation of road construction work on the creation and operational activities for the maintenance, improvement of reliability and extension of durability of roads are combined in time and space with the processes of transport and logistics services. The aim of the article is to clarify the theoretical provisions in terms of specifying the concepts that characterize the road component of the infrastructure of the transport and logistics system of the country, as well as to develop recommendations for its further development. The paper uses the system-structural approach to explaining the essence and content of road infrastructure, its development is proposed to be based on the logistic approach. The main provisions resulting from the study of the economic essence of road infrastructure are presented, the basic theoretical aspects are systematized with clarification of the conceptual apparatus used in the economic development of road facilities on the basis of the logistic approach. The analysis of its forming elements is performed, which allows to exclude the spontaneous use of the concepts of «roads» and «road infrastructure». The refined interpretation of the objects that form the road infrastructure is based on the selection of the main functions they perform in the process of solving relatively discrete economic problems in the service of traffic flows, as well as the physical location in relation to the road. At present, the sectoral structuring of infrastructure facilities is predominant. Having synthesized and investigated by means of the general theory of systems road and transport-logistic activity, the necessity of theoretical modeling of road infrastructure from the standpoint of processes and procedures of management of its development has been established. It is carried out to achieve the methodological goal and allows a new way to consider the ways of structural relationships and their functioning in the economic development of road facilities. As a result, the likelihood of a strategic alliance of road transport and road economy in transport and logistics systems is increased.

RTEII: A new high-resolution (0.1° × 0.1°) road transport emission inventory for India of 74 speciated NMVOCs, CO, NOx, NH3, CH4, CO2, PM2.5 reveals massive overestimation of NOx and CO and missing nitromethane emissions by existing inventories

21 of 30 most polluted cities for particulate matter (PM 2.5 ) are in India, yet the distribution, identity and emissions of volatile organic compounds (VOCs) from traffic, which are PM 2.5 and ozone precursors, remain unknown. Here, we measured emission factors (EFs) of 74 VOCs from a range of Indian vehicle-technology and fuel types. When combined with 0.1 ° × 0.1 ° spatially resolved activity data for the year 2015, toluene (137 ± 39 Gg yr 1 ), isopentane (111 ± 38 Ggyr −1 ), and acetaldehyde (41 ± 6 Ggyr −1 ) were top 3-VOC emissions. Petrol-2-wheelers and LPG-3-wheelers emitted the highest VOCs (EFs> 50 gVOC/L) and had highest secondary pollutant formation potential, so their replacement with electric vehicles would improve air quality. EDGARv4.3.2 and REASv.2.1 emission inventories overestimated total road sector emitted VOCs due to obsolete EFs and activity data, in particular over-estimating ethene, propene, ethyl benzene, 2,2- dimethyl butane, CO, NO x while significantly under-estimating acetaldehyde. Nitromethane emissions were missing from previous inventories and with isocyanic acid and benzene contributed significantly to toxic emissions (summed total ~41 ± 4 Ggyr −1 ). Knowledge of key VOCs emitted from the world's third largest road-network provides critical new data for mitigating secondary pollutant formation over India and will enable more accurate modelling of atmospheric composition over South Asia. • Emission factors of 74 VOCs measured for Indian vehicular categories including LPG and CNG vehicles reveal high acetaldehyde. • 0.1 × 0.1° speciated VOC traffic emission inventory over India with updated activity data shows overestimate by inventories. • Petrol 2-wheelers and LPG 3-wheelers had highest pollutant emissions.

АНАЛІЗ ТЕХНІЧНИХ ВИМОГ ТА МЕТОДІВ ВИПРОБУВАНЬ МАТЕРІАЛІВ ДЛЯ ДОРОЖНЬОЇ РОЗМІТКИ ЗГІДНО УКРАЇНСЬКИХ ТА ЄВРОПЕЙСЬКИХ НОРМ

Introduction. The current stage of the road sector development is characterized by the increased demand in the road marking. For the arrangement of road marking, various materials are used: paint, retroreflective glass beads, plastics of cold and hot application, polymer strips, prefabricated items, etc. Each material has its own set of unique characteristics related to durability, retroreflectivity, cost of application and life cycle. Problem statement. Due to the expansion of the production range of road marking materials, their choice becomes a difficult task and it should be carried out while taking into account the following requirements: normative distances of visibility must be ensured in all weather conditions 24 hours a day; long-term preservation (resistance to environmental impacts); road marking must not interfere with the vehicles movement, it should foster gliding. In order to properly select the road marking materials, the road traffic level and the predicted operation life cycle should be taken into account. For optimal selection, it is primarily necessary to review the quality characteristics of the materials through the testing of their physical, mechanical, technological and functional characteristics. Commonly, the roads owners require the quality requirements for the materials in accordance with the European standards. Objective. To compare technical requirements and methods of testing materials for road marking in accordance with the European standards. Materials and methods. Analysis of current Ukrainian and European standards for technical requirements and methods of testing the road marking materials. Results. Technical requirements for road marking materials and methods of their testing which are lacking in the Ukrainian standards are considered. A list of equipment for the required tests according to the European standards is given. Conclusions. Basing on the analysis results, it can be noted that in order to ensure the compliance of the Ukrainian laboratories abilities to check the quality of technical characteristics of materials according to the European standards, the new equipment should be provided (Tregers device, Stormer videometer, X-ray fluorescence analyzer, wear test bench and others) as well as mastering the new testing methods. Due to the high cost of the devices and equipment (for example, of the wear test bench), it is necessary to build the test sites on the roads or establish contacts with the European laboratories on the possibility of transferring the samples of materials to them for testing.

ANALYSIS, FEASIBILITY AND POSSIBILITY OF USING MODERN EQUIPMENT FOR TESTING OF ROAD MARKING MATERIALS IN ACCORDANCE WITH THE EUROPEAN STANDARDS

The current stage of the road sector development is characterized by the increased demand in the road marking. For the arrangement of road marking, various materials are used: paint, retroreflective glass beads, plastics of cold and hot application, polymer strips, prefabricated items, etc. Each material has its own set of unique characteristics related to durability, retroreflectivity, cost of application and life cycle. Due to the expansion of the production range of road marking materials, their choice becomes a difficult task and it should be carried out while taking into account the following requirements: normative distances of visibility must be ensured in all weather conditions 24 hours a day; long-term preservation (resistance to environmental impacts); road marking must not interfere with the vehicles movement, it should foster gliding. In order to properly select the road marking materials, the road traffic level and the predicted operation life cycle should be taken into account. For optimal selection, it is primarily necessary to review the quality characteristics of the materials through the testing of their physical, mechanical, technological and functional characteristics. Commonly, the roads owners require the quality requirements for the materials in accordance with the European standards. Technical requirements for road marking materials and methods of their testing which are lacking in the Ukrainian standards are considered. A list of equipment for the required tests according to the European standards is given. Basing on the analysis results, it can be noted that in order to ensure the compliance of the Ukrainian laboratories abilities to check the quality of technical characteristics of materials according to the European standards, the new equipment should be provided (Tregers device, Stormer viscometer, X-ray fluorescence analyzer, wear test bench and others) as well as mastering the new testing methods. Due to the high cost of the devices and equipment (for example, of the wear test bench), it is necessary to build the test sites on the roads or establish contacts with the European laboratories on the possibility of transferring the samples of materials to them for testing.

A Sustainable Approach Towards Reducing Cement Consumption in the Road Sector Using Zinc Industry Waste

A Sustainable Approach Towards Reducing Cement Consumption in the Road Sector Using Zinc Industry Waste

Pavement maintenance management framework for flexible roads: a case study of Pakistan.

Roads play a pivotal role in the overall economic growth of any country. Developed countries allocated sufficient budget to make new roads and to maintain the existing roads. They also have a proper pavement management system (PMS) in practice to manage roads, whereas developing countries suffer from budgetary issues to make new roads and maintain the existing road network. Therefore, this paper explores the awareness of PMS via direct and indirect methods in Pakistan with a proposed framework of the low-cost model and pavement maintenance indicators for developing countries. This paper also performs a scientometric assessment of PMS. A detailed literature review has been carried out for this study, followed by a quantitative study from experienced professionals. The scientometric data is collected from the Scopus database from 1975 to 2020, whereas the data for PMS awareness assessment has been collected using questionnaires from different experts working directly and indirectly in the road management sector. The data has been analyzed using the arithmetic mean because of the nature of the questions and scope of the study. The direct method results show that experts are aware of PMS for a new road, but they have no PMS to rehabilitate roads. The indirect method results show that the authorities are applying various components of PMS, but there is no proper PMS in practice. This paper helps decision-makers to make better decisions and policies for improved road maintenance and rehabilitation. The proposed framework in the study can significantly assist the UN-SDG 9 (Facilitate Sustainable Infrastructure in Developing Countries) and 11 (Affordable and Sustainable Transport System).

MODERNIZATION OF ROADS AS ONE OF THE VECTORS OF ECONOMIC DEVELOPMENT

The economic development of the road sector is based on qualitative changes in the condition of roads, leading to their reliable operation, the growth of markets for road construction and road transport services. The widespread use of innovative digital products has caused the urgent need to "upgrade" the roads not only in the field of design and technological solutions, but above all in the intellectual sphere of their use as a strategic resource that provides road users with such infrastructural conditions which would promote, on a par with the technical condition, the economic efficiency of transport and logistics activities in the economy. The key driver of economic development of road economy is the management of transport and operational conditions of roads which combines the traditional mechanism of ensuring their functioning with modern information and communication, technical and technological means in the service of transport-port flows. The article pays special attention to a fundamentally new vector of development of road infrastructure by carrying out a set of activities that fall under the term "modernization of roads. Such projects are focused on creating an active roadside environment, which, based on modern information technology, allows monitoring and managing the traffic of vehicles and transported goods along the entire route, as well as contributing to the maximum efficient use of drivers' and passengers' time. The advantage of this approach is that the object of regulation is not the specific values of the parameters of economic development, but the infrastructure conditions, the change in which causes a response of road users and creates the basis for the increase in economic performance of the subjects of economic relations.

Consideration of Complexity in the Management of Construction and Demolition Waste Flow in French Regions: An Agent-Based Computational Economics Approach

For each region of France, there is currently a program to implement a plan for regional prevention and management of construction and demolition waste (CDW) used in the buildings and public works (e.g., roads) sector, also called the BTP (from the French Bâtiment et Travaux Publics) sector. To implement such a plan, its complexity must be considered; i.e., account (a) for how different scales are endogenously connected and (b) for decision-making rules at each scale being introduced. However, this complexity has rarely been taken into account in the literature. Using the PACA region as a case-study, this paper presents the first results of modelling that determines a hypotheses for the geographic distribution of the road renovation rate in each municipality (microscale) and Department (mesoscale) in a region of France. Such a renovation requires recycled aggregates (gravel) and asphalt supplies simultaneously. To consider this endogenous connection between scales, the model at the micro-scale must also be calibrated so the simulated values emerging at a higher-scale approach a supply–demand balance. We also discuss the transposition of the model to another French region (Ile-de-France). The method we used is the Agent-based Computational Economics (ACE) modelling approach. In addition, the coherent interplay between scales is determined by an approach called pattern-oriented modelling (POM). Our research revealed, at a thematic level, that for a circular economy to develop, the network of facilities in the territory is very important, and effective commercialization of secondary resources is major in the areas that group together recycling platforms and nearby asphalt plants. At a methodological level, our research revealed that in any multi-level modelling exercise, POM can be seen as an essential approach to accompany the ACE approach, particularly for a macroeconomic (here macro = regional) looping of a model designed at a microscale. However, convincing the BTP sector to integrate ACE/POM as a full part of a methodological support for regional prevention and management of CDW remains a challenge

Rethinking the carbon dioxide emissions of road sector: Integrating advanced vehicle technologies and construction supply chains mitigation options under decarbonization plans

The single life cycle assessment on advanced vehicle technologies and clean construction supply chains offers the potential for reducing carbon dioxide emissions from vehicle operation and road infrastructure separately. However, the impact of the combination of these two aspects on CO2 emissions mitigation of road life cycle is less known even though it is critical to the longer-term road transportation decarbonization and long-range policy making for transportation sector, especially under latest worldwide net-zero carbon emission goal. In this study, taking a real project-level asphalt pavement freeway with 15-year life span in China as a case, the amount and hot spots of CO2 emissions of road transportation were evaluated by considering emissions abatement measures of advanced vehicle technologies and construction supply chains which are theoretically practicable in near-, mid-term and long-term future (from 2020 to 2035). Furthermore, a scenario-based sensitivity analysis on different increasing scope together with various increasing degree of abatement levels over time for these measures is provided. Results demonstrate that the timely implementation of combined decarbonation measures of advanced vehicle technologies and construction supply chains by 2035 could reduce 16.3% of total CO2 emissions from a road life cycle. In detail, for maintenance activities and use phase, total CO2 emissions reduce 32% and 16.2% separately. The construction equipment still is the top emissions contributor for maintenance activities. The hybrid electric vehicles (HEV), not battery electric vehicles (EV), replaces conventional internal combustion engine vehicles (ICEV) and becomes the largest source for passenger-related CO2 emissions from use phase by 2035. Findings are sensitive to assumptions regarding cleaner fuel-produced cement, construction equipment and asphalt, and the market penetration of new energy vehicle. The tight and accelerating pace of primary abatements assist in alleviating the infrastructure carbon lock-in effects caused by maintenance activities with 15% additional CO2 emissions saving, but not bring about a significant additional reduction (no more than 2.0%) for total road life cycle CO2 emissions. Current abatement measures are effective but obvious emissions mitigation substitutes of a road is still required, especially innovative road structure and cleaner supply chains inputs as well as deeper decarbonized electrified vehicle.

Climate effects on US infrastructure: the economics of adaptation for rail, roads, and coastal development

Changes in temperature, precipitation, sea level, and coastal storms will likely increase the vulnerability of infrastructure across the USA. Using models that analyze vulnerability, impacts, and adaptation, this paper estimates impacts to railroad, roads, and coastal properties under three infrastructure management response scenarios: No Adaptation; Reactive Adaptation, and Proactive Adaptation. Comparing damages under each of these potential responses provides strong support for facilitating effective adaptation in these three sectors. Under a high greenhouse gas emissions scenario and without adaptation, overall costs are projected to range in the $100s of billions annually by the end of this century. The first (reactive) tier of adaptation action, however, reduces costs by a factor of 10, and the second (proactive) tier reduces total costs across all three sectors to the low $10s of billions annually. For the rail and road sectors, estimated costs for Reactive and Proactive Adaptation scenarios capture a broader share of potential impacts, including selected indirect costs to rail and road users, and so are consistently about a factor of 2 higher than prior estimates. The results highlight the importance of considering climate risks in infrastructure planning and management.

BENEFIT COST RATIO (BCR) ANALYSIS ON THE RECONSTRUCTION WITH HARDENED ROAD SHOULDER PROGRAM IN EAST JAVA PROVINCE

One of the main program of The East Java Province Government on the road sector is the capacity improvement through Road Reconstruction with Hardened Shoulder Project in the Strategic Corridor in the road province to accelerate the goods and people transport as a tools to support the public economic welfare. The benefit cost ratio analysis is carried out to evaluate how big the direct benefit which was obtained by the road users through this program. The research is conducted on the five main road which represent the urban and inter-urban area by comparing the two conditions, the base alternative (do nothing) and alternative (do something) to obtain the benefit influenced by the Road Reconstruction with Hardened Shoulder Project which fulfilling the economic feasibility criteria which is The Benefit Cost Ratio, Net Preset Value (NPV) and Internal Rate of Return (IRR).The Research shows that the first year benefit of the Road Reconstruction with Hardened Shoulder Project gives the Vehicle Operating Cost (VOC) saving by 4,86% and The Travel Time saving by 15,57%. The Benefit evaluation along 10 Years program is known from five roads which was studied only three had qualified to fulfill the feasibility criteria, B/C > 1, NPV> 1 dan Nilai IRR > r (discount rate 12 %) which was ranked based on the NPV/Capital value respectively Bts. Kab. Sumenep - Pantai Lumbang road by 5.425, Jajag - Simpang Lima Petahunan – Pasanggaran road by 1.429 and Kencong – Kasian road by 0.591.

Financing Roads through Tolls in Nigeria: The Role of Public-Private Partnerships

Nearly 18 years after the Government of Nigeria dismantled toll plazas along the country’s highways, there is renewed interest by the present administration to re-introduce toll roads to help finance the construction, repairs and maintenance of the highways. This has been met with predictable opposition from different interest groups around the country. This paper notes that using tolls as a means of financing highways is not a particularly bad strategy, as there are several benefits that could accrue to the country from its use. However, the manner in which the proposed tolling appears to be structured will not resolve all the issues bedevilling the Nigerian road sector. For greater impact and sustainability, the financing of some of the major roads should be done in partnership with the private sector, through Public-Private Partnerships. This paper acknowledges the peculiar difficulties inherent in the use of tolls to finance roads in Nigeria and suggests policies that are required to make it successful.

Analysis of Placement Conditions on Roads and Characteristics of Railway Crossings in the Republic of Kazakhstan

Road traffic accidents of vehicles with a rolling stock of railways lead to the most serious consequences. Many level crossings are places of long delays of vehicles both before and after the traffic. In this case and in many others, the intersections of highways with railways sharply limit the capacity of the highway. Level crossings require the utmost attention of the traffic organization, since they must include not only devices for the movement of cars, but also pedestrian and sidings. Despite the fact that the problem of road traffic accidents at level crossings is not new, research and analysis of statistics in this area continues around the world. The paper considers the level crossings on the Republican highways of the Republic of Kazakhstan. Research has been carried out on ways to improve traffic safety at such crossings. The situation at the level crossings of the roads of Republican significance, as well as possible restrictions and regulatory requirements, have been studied in the paper. The paper presents results of a detailed collection of data at the facilities, which will serve as the basis for the development of a detailed program for improving the regulatory and technical base of the road sector in Kazakhstan to improve the safety of road transport infrastructure, taking into account existing standards. Recommendations are given for the implementation and generalization of advanced international experience in organizing road traffic at railway crossings, which will contribute to the adaptation of the Republic of Kazakhstan in the context of the development of transport and communications.

LED Rail Signals: Full Hardware Realization of Apparatus with Independent Intensity by Temperature Changes

Nowadays, signal lights are made using light-emitting diode arrays (LEDs). These devices are extremely energy efficient and have a very long lifetime. Unfortunately, especially for yellow/amber LEDs, the intensity of the light is closely related to the junction temperature. This makes it difficult to design signal lights to be used in naval, road, railway, and aeronautical sectors, capable of fully respecting national and international regulations. Furthermore, the limitations prescribed by the standards must be respected in a wide range of temperature variations. In other words, in the signaling apparatuses, a system that varies the light intensity emitted according to the operating temperature is useful/necessary. In this paper, we propose a simple and effective solution. In order to adjust the intensity of the light emitted by the LEDs, we use an LED identical to those used to emit light as a temperature sensor. The proposed system was created and tested in the laboratory. As the same device as the ones to be controlled is used as the temperature sensor, the system is very stable and easy to set up.