Transportation plays a vital role in the development of a country and the car is the most commonly used means. However, in third world countries long waiting time for public buses is a common problem, especially when people need to switch buses. The problem becomes critical when one considers buses joining different villages and cities. Theoretically this problem can be solved by assigning more buses on the route, which is not possible due to economical problem. Another option is to schedule the buses so that customers who want to switch buses at junction cities need not have to wait long. This paper discusses how to model single frequency routes bus timetabling as a fuzzy multiobjective optimization problem and how to solve it using preference-based genetic algorithm by assigning appropriate fuzzy preference to the need of the customers. The idea will be elaborated with an example.

Problem: The number of killed and injured persons in incidents at railway level crossings is generally increasing on the Serbian Railways, particularly at passive crossings. In this paper we researched the direct behaviour of road traffic participants at a conventional railway passive crossing. Method: Direct observational study of drivers’ behaviour at a level crossing. Results: Sixty-one road vehicle drivers were observed in the moments of train approach. The probability of crossing varies depending on the train distance and the time the driver has to cross the crossing. The drivers who have limited visibility cannot estimate the speed of the approaching train well and make more risky decisions. Conclusion: This study shows that the number of “risky crossings” is worrying as the result of such crossings is a large number of accidents with fatal consequences at the passive crossings in Serbia.

The operating speed is certainly one of the most important variables in the management of road safety. Its determination has been refined in the last few years by means of experimental analyses that have also sanctioned its strong link with the context in which speed surveys are carried out. In fact, even though all the algorithms proposed have a very simple analytical structure, it has been noted that they can never have a general character and thus be applied without losing a certain amount of reliability.Moreover, the technological development today achieved would allow for recording in a complete way of the road environment as modern measuring instruments provide in digital format and in an economically convenient manner a great amount of data.As such, the aim of this work is to propose a methodology that allows not only the ordering and classification of numerous important data but one that is able to recognise the presence of links of dependence between unknown variables a-priori or, in any case, of difficult analytical characterisation. The technique of clustering used in order to achieve this is preliminary to the organisation of a general fuzzy model that takes into account certain variables of input linked to the geometry of the road and to the visibility and that provides as output the operating speed.Such model has been applied to a rural road located in Messina (Italy) and the results achieved, tested with experimental surveys as well as with algorithms present in literature, are very encouraging and invite deeper exploration of the study.

Dimensions of parking spaces have been subject to standardization in recent decades in the world. Different state institutions and standardization committees regulated parking space sizes based on typical passenger car size and ergonomic conditions. Most of these regulations are not following the notable growth in size of passenger cars that has been the case in the past 30 years. In that period in Croatia, a significant increase was also observed in the number of passenger cars in mid-sized and large passenger car classes thus emphasising the problem of outdated and inadequate parking space dimension standard. In this paper an analytic procedure is presented that takes into account the number and types of passenger cars registered in Croatia that leads to the determination of reference passenger car size. This reference values, as well as other relevant ergonomic standards are used to calculate the recommended parking space dimensions in Croatia. The purpose of this analysis is to produce new recommendations and suggest new design standards for parking spaces in Croatia as well as to provide analytic procedures to conduct similar researches in other areas.

Within the whole world container traffic, the largest share of containers is in the status of repositioning. Container repositioning results from the need for harmonization between the point of empty container accumulation and the point of demand, and waiting time for the availability of the first next transport of cargo. This status of containers on the container market is the consequence of imbalances in the worldwide trade distribution on most important shipping routes. The need for fast and effective reallocation of empty containers causes high costs and often represents an obstacle affecting the efficiency of port container terminals and inland carriers.In accordance with the above issue, this paper is mainly focused on the analysis of the data concerning global container capacities and the roots of container equipment imbalances, with the aim of determining the importance of empty container management and the need for empty container micro-logistic planning at the spread port area.

The paper presents a comparison of the possibility and complexity of the calibration process of two microsimulation models. The first model CORSIM is simple for use while the second named S-Paramics is more complex software. For research purposes, a model of street network with defined geometry (number, width and purpose of lanes) has been made. The volume and distribution of traffic as well as the data about traffic signals were input in the models. Numerous simulations were performed, first with the default parameters of models, and then with the calibrated parameters. Both programs have resulted in very good prediction of the intersection capacity and discharge volumes. However, for the calibration of speed more time and effort have been made in S-Paramics in which the average speed may be higher than the defined free-flow speed. This can present a problem in determining the level of service and comparing the S-Paramics results with other simulation models and analytical method results. On the other hand S-Paramics has greater capabilities than CORSIM (roundabouts modelling, dynamic traffic assignment, opportunity to interact with traffic signals...). Thus, for each specific task, one should carefully choose an appropriate program which would result in necessary and reliable output data with minimum effort and time consumed.

Vehicle collisions are complex processes which are determined by a large number of different parameters. The development of computer programs for simulation has made the collision analysis and reconstruction procedure easier, as well as the possibility to realise the influences of different parameters on collision processes, which was not possible while using classical methods. The quality of results of vehicle collision simulation and reconstruction is expressed by an error which is determined on the basis of the difference between vehicles stopping positions, which was obtained by the simulation of established vehicles stopping positions in real collisions. Being acquainted with the influence of collision parameters on the simulation error enables the development of more reliable models for automatic optimisation of the collision process and reduction of the number of iterations in the procedure of a collision reconstruction. Within the scope of this paper, the analysis and classification of different collision parameters have been carried out. It has been done by the degree of the influence on the error in the simulation process in the software package Virtual CRASH. Varying twenty different collision parameters on the sample of seven crash tests, their influence on the distance, trajectory and angular error has been analysed, and ten parameters with the highest level of influence (centre of gravity position from front axle of vehicle 1, restitution coefficient, collision place in longitudinal direction, collision place in transverse direction, centre of gravity height-vehicle2, centre of gravity height-vehicle1, collision angle, contact plane angle, slowing down the vehicle and vehicle movement direction) have been distinguished.

The most common problem that the terminals face is inadequate infrastructure, long waiting times, delays, malfunctions, and unexpected problems due to which terminals are often congested for a long time, high costs, lack of expansion, etc. All this leads to reduced quality of services and the price increase for the user service. These problems do not occur only at the terminal of one type, but at all terminals. At present, the delays and uneconomical operations are unacceptable. Intermodal terminals are not immune to any of the above. In order to increase the service quality and to reduce the cost of transportation and transmission, all the bottlenecks in the process are detected and analyzed in the work. The identification and removal of the bottlenecks in the processes of transport and transfer from the initial to the final terminal increases the quality of services provided to customers. The quality of services includes shorter time of transport and transfer by using shorter routes as well as the acceptable price of the service itself.

As the capital of the Republic of Croatia, Zagreb is certainly the biggest motorway interchange, as well as the origin and destination of a large number of trips. Apart from obvious advantages, road traffic with its sudden development has caused certain undesired consequences as well, out of which the focus is on the traffic network congestion, including reduction of safety level, mainly because of the greater number of traffic accidents most pronounced in the summer months. The morning and afternoon hours see the highest traffic peaks at junctions, first of all at Buzin where long queues of vehicles are formed. In order to solve the problem the capacity and level of service need to be analysed and the attention should be drawn to the possible requirement of implementing measures in order to increase the capacity and the level of service in the corridor of the Zagreb Bypass.