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14EARTH SCIENCES
AUTOMATED TRAFFIC CONTROL SYSTEM ON REGIONAL HIGHWAYS
Bukin E.
1st year graduate student PGNIU, Faculty of Geography Bukina T.
Associate professor Department of Economics Candidate of Geography NIUHSE-Perm Subbotina T.
Associate Professor, Candidate of Geograph PGNIU, Faculty of Geography, Head Department of Social and Economic Geography
Abstract
Automobile transport is a type of transport that transports goods and passengers along the trackless routes of communication. The development of this type of transport today is determined by the size of the fleet, the length and condition of the road network, as well as the economic needs and possibilities in its operation. The environmental factor also begins to play a small role. At the same time, you need to understand that road transport is a system of complex hierarchically embedded relationships. On the one hand, road transport is an independent industry that provides for the transportation of passengers and goods, affects the population's mobility, and provides society's needs with transportation services in necessary and sufficient quantities at any time of the year, that is, it actually determines the standard of living of the population. On the other hand, it is important to understand that road transport depends on the standard of living of the population. It is impossible to imagine the normal development and functioning of road transport in conditions of low living standards of the population. If you look at the indicators of the standard of living of the population, it becomes obvious that the impact of road transport on at least three indicators of the standard of living of the population is indicators: "mortality", "provision of transport" and "safety". After analyzing the current state of performance of road transport, it turned out that safety today is an indicator that has a direct impact on the functioning of the country's motor transport system, provides for a sufficient amount of need for transport from both the economy and society and has a certain effect on mortality rates . Based on the above, we can conclude that road safety today is not only a key industry problem, but also has a significant contribution to improving the standard of living of the population.
Road safety is a multifaceted concept that characterizes not only the efficiency of the country's road transport system, but is also the guarantor of life within the road transport complex, as a territorial public system. Mortality in traffic accidents today is one of the key problems of the motor complex. The causes of accidents lie not only in the regulatory state of the road network and traffic violations, but also in the territorial conditions in which the roads are located and the lack of connections between the main elements of the system.
Keywords: security system, standard of living of population, traffic, highways, traffic, road transport
In modern conditions of a sharp increase in the level of auto mobilization, the qualitative improvement of vehicles in Russia, oddly enough, the problem of ensuring road safety is becoming urgent.
The authors of this work over the years conducted a study of this problem. In the work "Russia in the Modern World: Economic Assessment" [17], published in 2017, quite a lot of work was done to define the concept of "road safety". The fact is that today there are more than 50 definitions of this concept. And this diversity makes it difficult to identify the most significant
aspects of road safety. For a more accurate definition of the concept of "road safety", in the work presented above, the main elements of the system "Road safety" were identified and analyzed (Fig. 1).
A detailed analysis of this system [17] and various approaches to the definition of the concept of "road safety" made it possible to formulate the concept of road safety, which means a comprehensive system for ensuring the protection of road users from exogenous and endogenous factors, ensuring the normal functioning of the "transport network - Wednesday - the driver.
Fig. 1. The main elements of the system "Road Safety"
A detailed analysis of this system [17] and various approaches to the definition of the concept of "road safety" made it possible to formulate the concept of road safety, which is understood as a comprehensive system for ensuring the protection of road users from exogenous and endogenous factors, ensuring the normal functioning of the "transport network-Wednesday-the driver.
In this article, our focus will be on the first component of the system - the transport network. The fact is that at present in the conditions of low rates of development of the motor transport network, obsolescence of the road infrastructure, lack of pavement, the efficiency of functioning of both the network as a whole and its individual elements decreases. In order to properly organize the movement of roads, it is necessary to develop the highways themselves. However, today the development of road transport is due only to the intensive exploitation of its resources and the lack of strategic planning for its development.
The solution to this problem will be possible only if the implementation of an innovative model of economic development. The study of a number of works in this area showed, firstly, the importance and necessity of applying an innovative approach to various spheres of economic activity. And here we should note the work of Berger S. (2013) [1], Coates V., Farooque M., Kla-vans R., Lapid K., Linstone H.A., Pistorius C., Porter A.L. (2002) [2], Lane N., Kalil T. (2005) [9], Razak A.A., White G.R.T. (2015) [11], Wolff M.F. (2006) [12], National Photonics Initiative (2013) [10], Gapo-nenko (2006) [18], Gokhberg LM, Sokolova A.V., Chulok A.A. (2014) [20], Dezhina I., Ponomareva A., Frolova A. (2015) [22], Tretyakova (2016) [28]. Secondly, the issues of interaction between universities, business, the state in the innovation sphere, as well
as issues of innovation activity and regional development, which were discussed in the works of Etzkowitz H. (2002) [3], Etzkowitz H. (2003), are quite topical now. [4], Etzkowitz H., Klofsten (2005) [ó], Etzkowitz H. (2008) [5], Etzkowitz H., Webster A., Gebhardt C., Cantisano Terra BR (2000) [7], Inzelt A. (2004) [8], Dezhina, Ponomareva (2014) [21], Tretyakova (2016, 2017) [29, 30], Bukina (2010, 2013) [14, 15] , Bukina, Bukina (2013) [16]. Despite a sufficient amount of work exploring the role of innovation in various areas, we believe that the novelty of this article is determined by applying an innovative approach to the development of the transport network, manifested in the development of innovative systems for ensuring road safety through the development of projects for its organization.
For the successful operation of the system for ensuring safe movement on roads, in addition to traffic management, it is necessary to pay attention to the operation of the rapid response system of special-purpose services, ensuring the safe and uninterrupted operation of the road.
Consider the implementation of the innovation system project in the Perm Territory, which belongs to the old industrial regions and where the implementation of the project of capital restructuring of highways has quite a few limitations.
Describing the configuration of the transport network of the Finland (Fig. 2), it should be noted that there is no system for duplicating highways on the regional roads, in other words, the system of automobile highways is the only alternative to the complex disintegration model. This means that the new construction of the motor framework is quite problematic due to the development of this area.
Fig. 2. Configuration of the Finnish transport network.
Based on the foregoing, the purpose of the study is to develop a regional innovation model for managing the redistribution of traffic flows through their local deceleration. In other words, we are talking about justifying the location of the light objects on regional roads so that the system as a whole and key peak areas reduce the load and increase the average speed, which is an estimate of the efficiency of the road network. Based on the foregoing, it is possible to talk about the similarity of highways in Finland and the Russian Federation.
Considering the conceptual scheme of the organization of traffic, it is necessary to note the complexity of the integration process when introducing a system of unified control over the safe distribution of vehicles over many kilometers of areas. The reason for this is, firstly, the large length of the regulated sections of roads (field data allowed us to determine that in Finland the segment length of the sections exceeds 60 km). Secondly, the speed of the traffic flow is close to a critical value, which is the maximum possible speed limit, at which the introduction of new technical means of ensuring road safety will not lead to an increase in accident rates. According to GOST 52289-2004 "Technical means of traffic management", the value of the critical flow velocity is 74.8 km / h at a normal coefficient of road adhesion, normal weather conditions, while respecting the transitivity property of the traffic flow in a one-time one-time unit, with standard lighting 0.01 microns and the absence of other technical means of traffic management [19].
To assess the effectiveness and feasibility of developing an innovation system, using data from field observations of traffic flows, as well as data obtained in
automatic mode using photo and video fixation, we create an array of data that will be used to construct the traffic flow equation for Finland. An authoring program has been developed for processing the array, which is based on a cyclic process (Fig. 3).
Fig. 3. Information and integration cycle for the calculation of traffic flows
This program included indicators presented in the technical specifications of the Strela software system -a set of automatic photo and video fixation tools for the traffic flow developed by the Rosavtodor FDA. According to this specification, this complex processes the following data: the maximum and minimum vehicle
speed in this area, vehicle weight, axle load of the vehicle, vehicle accompanying documents (certificate of vehicle registration, waybills, waybills route sheets, refueling maps, etc.). Also taken into account is the level of pollution of the environment, the percentage of brightness of external light devices, the engine power of the vehicle, the total travel time using the extraterritorial principlel. In addition, this complex is equipped with separate software, which should automatically determine the indicators of tachograph devices of vehicles engaged in passenger transportation.
According to the results of the automatic collection of information, a metabase of data of interrelated indicators is formed, which is reduced to a single standard using a special method developed by the Ministry of Defense of the Russian Federation in conjunction with the FDA Rosavtodor.
As a result of processing the data of the formed array, two indicators can be distinguished that characterize the state of the transport stream. As such indicators are the level of throughput of the transport network and the average speed of the transport stream.
The level of throughput of the transport network is calculated by the formula (1):
Y=(SAN/T*SQt)/V
(1)
Y is the level of the transport network bandwidth; S is distance sections of the road;
V is the average vehicle speed; Qt is the number of vehicles in the stream; t is the average transit time of this section by the slowest flow vehicle;
n is the number of vehicles. When assessing the impact of the capacity of the transport network and the average speed of the transport stream on the performance indicator of the transport network, an inverse regression dependence was found, described by the equation (formula 2):
у = -0,24x2 +2z +1
(2)
y is the performance indicator of the transport network;
x is the state of the transport stream; z is the average vehicle speed. Formula (2) shows a low negative coefficient value with an indicator characterizing the state of saturation of a traffic flow. Low saturation of the transport stream, when the average speed is non-zero, characterizes the inability of the transport network to provide sufficient throughput. Based on the above, it can be concluded that the development of transport infrastructure is a constraining one. A number of researchers [13, 23, 24,25,26], considering the traffic flow on a segment of a highway of considerable length (more than 60 km), use the following equation (formula 3) to describe the time intervals of the traffic flow:
F
+ logAL + InBL + Um(1+-
nj
I im (l + i)
nj
* CL
(3)
u
где:
AL is the freely moving part of the flow;
BL is a partially connected part of the stream;
CL is associated combined part of the stream.
By a freely moving part of a stream is meant a combination of vehicles moving along a certain segment at a constant speed and a distance between vehicles of at least three times the size of the average vehicle length.
Under the partially connected part of the flow means the set of vehicles moving along a certain segment at a constant speed with the minimum possible distance between vehicles.
Under the associated combined part of the flow means the movement of the vehicle in it with ragged speed characteristics.
Since each of the three coefficients of AL, BL, CL characterizes the proportion of traffic intensity that is in one of the three states of the traffic flow, therefore, their sum is equal to 1.
These coefficients AL, BL, CL allow to sufficiently characterize the traffic flows on the highways of continuous traffic.
Considering the task of describing the traffic flow on motorways equipped with traffic lights, it is more expedient to analyze the distribution of time intervals within the aggregate of cars in the flow as the regulated area is removed. This is explained by the fact that when
driving in a dense stream, a safe time interval is formed, that is, the time interval that the vehicle driver needs for a normal reaction to changing traffic conditions. The greater the given time interval, the less the likelihood of an emergency. In this case, we can talk about the need to increase the time intervals by delaying the transport stream for the formation of temporary corridors through a complex of automatic control of the transport stream, which allows you to coordinate traffic.
In the process of designing traffic management systems, it is necessary to solve problems related to the analysis of the functioning processes of the control object, as well as the synthesis of control and information processing algorithms. At the first stage, it is necessary to determine the main parameters of the control object. Note that the control object is the traffic flow.
The main parameters of a traffic flow, reflecting changes in its properties in accordance with the basic transport diagram (Fig. 4), are speed, intensity and density. Given the mutual relationship of these parameters, it is advisable to choose the intensity and speed. The choice of these parameters is due to the following reasons: firstly, they most fully reflect changes in the properties of a transport stream, secondly, they can be measured by diagnostic methods using automatic data processing devices for the transport stream [31].
Fig. 4. One kilometer traffic load diagram
Fig. 4 reflects the vehicle load per kilometer of road. From fig. 4 shows that the maximum value of the transport load is achieved by increasing the number of vehicles in the stream and reducing their speed of movement. The developed innovative model, the main task of which is to increase capacity, reduces the transport load, thereby increasing the operational life of the road network pavement.
To assess the performance of the proposed model, it is necessary to study the statistical characteristics of the selected parameters, which include:
• The daily nature of the change in the intensity of traffic in each direction at intersections is practically independent of the day of the week, except for weekends. Fluctuations in the intensity of movement in the same periods of different days do not exceed 3-5%;
• The change in traffic intensity at different directions of one intersection is independent and depends very little on external conditions (weather, light). Basi-
cally, the nature of the change in traffic intensity is determined by the mode of operation of the entire urban economy and therefore makes it possible to predict it during the day;
• the intensity of movement during the day varies from zero to a certain value and is independent (local), deterministic and predictable parameter;
• the value of the average speed depends on weather conditions, the level of illumination, the intensity of movement and varies in a certain speed range, depending on the technical characteristics of cars (Vmin> 30 km / h, Vmax <60 km/h);
• speed is a parameter common to large sections of the road transport network and its changes are difficult to predict, since they mainly depend on random circumstances.
Each traffic stream moving in a certain direction through the intersection is regulated by three light signals - green, yellow and red (Fig. 5).
Fig. 5. The system offunctioning of the traffic light control system
Presented in Fig. 5 parameters of traffic flow control have a rather complicated structure, due to the specifics of the control object. They can be represented as parameters of the traffic light regulation cycle, the components of which are:
• the duration of the main cycles - combinations of simultaneous burning of traffic lights that allow or prohibit the movement of traffic in certain directions;
• the duration of intermediate measures (transitional intervals), during which the closure and preparation for the opening of driving directions occur;
• the duration of the control phases, each of which combines the main and subsequent intermediate cycles;
• cycle duration - the time interval during which the change of all enabling cycles occurs;
• the composition of the phases in the cycle, defining a list of regulated directions of movement at the intersection;
• sequence of phases in the cycle, which determines the order of permissive signals for transport directions at the intersection;
• time shifts between phase inclusions at adjacent intersections, affecting the possibility of non-stop movement of vehicles along the road network.
This article has reviewed the technological scheme of the main elements of the proposed innovative system of management of regional road transport networks. Let us consider how the use of this system can solve the problems that arise on the regional roads.
To assess the effectiveness of the functioning of these complexes, their work was modeled on a specific section of the regional road transport network. The section of the regional road P-356 "Perm - Berezniki" was chosen as such a site - a section from 090 + 000 km to 110 + 080 km, which has the following characteristics: the presence of sections of descents and ascents over 6%; through passage of the road through populated areas; the alternation of illuminated and unlit sections of the road; the presence of sites with speed limit; the presence of intersections, the presence of zones of prohibition of overtaking with the number of lanes of no more than two.
According to the traffic police for the second quarter of 2017, this site was the focus of the concentration of accidents on the road "Perm - Berezniki". In 80% of cases, the occurrence of accidents led to a decrease in the average flow velocity by 20-22 km / h. In critical situations, the frequency of which was three times a quarter - the movement was suspended for a period of more than 3 hours. As a result of an accident in this area, the total length of traffic jams was 138.8 km. The average delay in the journey of Perm-Berezniki scheduled buses was 88 minutes, Perm-Solikamsk - 103 minutes, long-distance flights Perm-Krasnovishersk and Perm-Cherdyn were 140-160 minutes behind the schedule. [27].
In the period from April 1, 2017 to July 1, 2017, 94 road accidents occurred in this section, in which 22 people. 35 people died received injuries of varying severity. The reasons for the accident were: violation of the rules of overtaking with departure to the oncoming traffic - 24.4%; exceeding the speed limit - 19.6%, violation of the rules for the passage of intersections -27.7%; attacks on pedestrians in the area of the station complex - 13.8%; state of alcoholic / narcotic / psychotropic drunkenness of drivers - 6.2% / 2.8% / 3.1%.
All of the above makes it necessary to make changes to the road traffic management plan if it is impossible to build and reconstruct this road section. The solution of the problem posed is connected with the introduction of the innovation system, which is the system "DAWN" - the Regional Automated System for Light Giving.
To start the work of this system, it was necessary to control the movement of all vehicles in this area, as well as to carry out a full collection of the main characteristics of these vehicles moving in this area. To this end, the automatic fixation complex "FALCON M-1" was installed on 90 km and 118 km of the Perm-Berez-niki road in the amount of six units in each direction, which made it possible to eliminate the possibility of the formation of dead zones in the traffic flow.
As a result of data processing, an interactive model of a regional road transport system was obtained with the main characteristics of the traffic flow.
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УДК 330.3
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A PRINCIPLED FRAMEWORK FOR ASSESSING THE ECONOMIC DEVELOPMENT OF THE
STATE
Zaurbek A.
doctor of technical sciences., Professor, L.N.Gumilyov Eurasian National University, Kazakhstan, Astana
К ПРИНЦИПИАЛЬНЫМ ОСНОВАМ ОЦЕНКИ ЭКОНОМИЧЕСКОГО РАЗВИТИЯ
ГОСУДАРСТВА
Зэуiрбек Э.К.
доктор технических наук., профессор, Евразийский национальный университет им. Л.Н.Гумилева,
Казахстан, Астана
Abstract
The existing criteria are analyzed: gross domestic product, domestic national product, national income, labor productivity, competitiveness and others. It is established that they are factual indicators. Do not take into account the costs of environmental pollution and consumption of a certain amount of natural resources. To assess the economic development of the country, a new criterion is proposed - net national income and the methodology for its calculation is given.
Аннотация
Анализированы существующие критерий: внутренний валовой продукт, внутренний национальный продукт, национальный доход, производительность труда, конкурентоспособность и другие. Установлены, что они являются фактологическими показателями. Не учитывают затраты на загрязнение окружающей среды и расход определенного количества природных ресурсов. Для оценки экономического развития страны предложен новый критерий - чистый национальный доход и приведена методология его расчета.
Keywords: analysis, economic development, state, justification, new criteria, calculation methodology
Ключевые слова: анализ, экономические развития, государство, обоснование, новые критерий, методология расчета
Актуальность. На современном уровне развитие экономики отдельных стран и в целом мировой экономики в основном оценивается показателем внутренний валовой продукт (ВВП). В то же время для оценки экономики имеются множество других критериев: внутренний национальный продукт (ВНП), национальный доход (НД), производительность труда, конкурентоспособность или другие. Более обобщенным, учитывающий социальные условия и проблемы охраны окружающей, а также продолжительность жизни является критерий - индекс развития человеческого потенциала (ИРЧП). Все же можно заключить, что действующие критерий не совершенны. Указанные выше критерии яв-
ляются фактологическими данными, констатирующий тот или иной уровень развития страны, и им не свойственны стимулирующие эффекты. Так природные ресурсы истощались и истощаются, окружающая среда загрязнялась и происходят дальнейшее их загрязнение. Надвигается общемировой коллапс, реальным становиться процесс глобального изменения климата. Откуда вывод, что одними отдельными призывами экологическую обстановку в биосфере и тем самым создание благоприятных и комфортных условий для жизнедеятельности человека нет возможности. На современном уровне, укоронились также положе-
