JOURNAL OF CRITICAL REVIEWS

ISSN- 2394-5125 VOL 7, ISSUE 16, 2020

IMPROVING THE ROAD MANAGEMENT SYSTEM

1S.A. Yuldasheva, 2I.U. Rakhimberdiev, 3R.Z.Umarova, 4S.M.Arslanbekov, 5B.B.Giyasidinov

Annotation:

The article considers the peculiarities of road management and organization in the Republic of . Provides data traffic activities of the organization describe the composition and classification of automobile roads, law on the road, history of road development and content, and financing of roads. The assessment of foreign experts to roads of the Republic is given. The experience of foreign countries in the development and maintenance of roads is given.

Introduction

Transport routes have long been considered one of the main sources of income for the state. The development of transport links between States was initially one of the main means of uniting peoples, developing the economy, and enriching cultures. Over time, transport has become an integral part of our lives. In the past, the territory of Uzbekistan was located in the heart of the great , and this was due to the fact that it was through this route that the shortest transport corridors from Europe to Asia passed. The use of Uzbekistan's geographical location at the crossroads between the West and the East, as well as the North and South of the Eurasian continent, opens the possibility for many countries of the Eurasian continent to carry out continuous and safe land transport links.

In recent years, a comprehensive reconstruction and repair of the most important transit transport arteries "-" with the construction of two tunnels at the pass "Kamchik", "Tashkent-", " – - Alat", "Kungrad - Beineu", Samarkand – Bukhara - Alat", "Tashkent - Termez", Guzar – Bukhara – - Beineu", "Tashkent - Osh" with bypassing the settlements of Jizak, Gulistan, , Kattakurgan, Buka, Alat and sayrob. Built a new road along the route "Gulistan - Akhangaran", allowing the shortest connection between the valley and the southern and North - Western regions of the country, excluding transit traffic through the city of Tashkent and Gulistan. A project for the reconstruction and development of the "Uzbek national highway" with a length of more than 2,700 km is being implemented. The bulk of the 2-way plots of the trends of the "Beyneu – Kungrad – Bukhara – Samarkand – Tashkent - ", "Bukhara - Alat", "Bukhara – Karshi – Guzar - Termez and Samarkand - Guzar" brought to the 1st category with 4-lane traffic, and the pavement translated with an axle load of 10 tons axle load 13 tonnes, with the alignment of the geometric parameters. More than 500 km of roads are being converted to cement concrete. Transport interchanges, bypasses of cities such as Bukhara, Karshi, , Turtkul, bridges and overpasses are also being built as part of the programs. According to statistics, road transport is more popular for cargo transportation. Accordingly, the contributions to the road sector are significant.

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The graph shows that in the next 10 years, investments and road transport will increase and outpace other types of transport in our country. This means that today, the conversation about the state of roads is particularly popular. With a certain increase in the potential of highways, there are significant problems that the industry faces. The country has a law "on highways", according to which it is possible to determine the legal basis for regulating public relations in the field of road development and operation. According to the law, highways are divided into public roads and departmental roads. Public roads are roads that are included in the appropriate lists by the government of the Republic of Uzbekistan in accordance with the established procedure, indicating the index and number. Public roads with all structures included in them are state property and are provided for use in accordance with the procedure established by the legislation of the Republic of Uzbekistan. Public roads are divided into international, state, and local (regional) roads based on their economic and administrative significance. Departmental highways are the property of the relevant enterprises, collective farms and economic organizations. They are divided by their purpose into access, technological, on-farm, service, patrol, and others. In Uzbekistan, there are only 184.1 thousand kilometers of roads, including 42.7 thousand km of public roads, 67.3 thousand km of on-farm roads, 62.0 thousand km of streets in cities and localities, and 12.1 thousand km of departmental and inspection roads. and over the years of independence, this figure has been slightly changed in comparison – 1-2%. The total length of public roads is 42654 km, including: international roads-3979 km, national roads- 14069 km and local roads-24606 km. The number of public roads is 2042 units, including: 11 units of international significance, 229 units of national significance, and 1802 units of local significance. More than 90% of roads provide year-round reliable and stable traffic on them, including: cement – concrete coatings – 1%, asphalt – 52%, black coatings-42%, gravel-3%, ground-2%. Share of lower-category roads they make up almost one third of the total network, including: 1 category -5%, 2 category-13%, 3 category-18%, 4 category-46%, 5 category-18%. Today, there is a gradual transition of roads to modified pavement. For example, if there were just dirt roads, now they have started to be converted to gravel, and those roads that were made last year as gravel-now they are being converted to roads with asphalt concrete pavement. For this purpose, bitumen is purchased from imports, since there is not enough bitumen produced in the Republic – there are a lot of roads. Mainly asphalt concrete coatings under construction have a service life of 10-15 years, and they need to be repaired after the first 4-5 years of use. According to statistics, in the former , Uzbekistan ranked fourth in the number of roads out of 15 republics! the first is Russia, the second is Ukraine, the third is Belarus and the fourth is Uzbekistan. Since Uzbekistan ranked fourth because of the density of roads, it was assigned the number "four" - that is, 4P-indicates Republican roads, 4K – local. International roads are roads with the abbreviation "A", " M " - highways, highways. To date, the Committee on highways under the Ministry of transport of the Republic of Uzbekistan is responsible for coordinating, managing and implementing road policies in Uzbekistan. The Committee develops and implements the state program determines the prospects of development, to exercise control over quality, coordinates and organizes the work to improve roads. Today Gascolator adheres to the trends - to keep what we have. State management of public roads is carried out by the government of the Republic of Uzbekistan. The government of the Republic of Uzbekistan, through a special authorized body of the state administration of highways, exercises state supervision and organizes the maintenance, repair and construction of public roads. According to the law, departmental roads are operated by enterprises that manage roads. Their work is coordinated by local authorities and administrations. Streets within cities, urban settlements, and rural localities are managed by local authorities and are on the balance sheet of housing and utilities companies that maintain them. Road authorities or owners of departmental roads are responsible for planning the development of road networks in compliance with environmental legislation. Financing of road works on public roads is made at the expense of road funds, departmental roads-enterprises, roads of urban settlements, streets and rural localities - at the expense of local budgets. The design, construction and reconstruction of public roads is carried out by specialized organizations established by law. The design, construction and reconstruction of departmental roads is carried out by the organizations in charge of these roads. The design and construction of departmental roads on territories that are not intended for public use that are alienated for the benefit of the relevant departments is carried out without special permits. Legal entities interested in using roads, as well as the relevant local authorities and administrations, can participate in the construction and reconstruction of roads. The forms of such cooperation are determined by agreements. Permits for the construction of access roads (junctions) to public roads and intersections are issued by the organizations that manage the corresponding roads. The road authorities have the right to make a decision on the reconstruction of such a junction or intersection, if it was built without the appropriate permission or in violation of the conditions put forward by the road authorities, or on bringing the territory to its original state.

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Expenses for maintaining departmental highways that are open for public use are shared by legal entities that constantly use these roads. Road transport structures (railway crossings, overpasses, ferry crossings, tram lines, etc.) are maintained and repaired by the organizations in charge of these structures. The order of maintenance and repair of such structures is agreed with the relevant road authorities. Works on the construction, maintenance, repair and reconstruction of roads are carried out with mandatory consideration of environmental standards established by the legislation of the Republic of Uzbekistan. The Committee on highways under the Ministry of transport of the Republic of Uzbekistan is responsible for coordination, management and policy in the field of highways. The Committee develops and implements state programs, determines development prospects, monitors quality, coordinates and organizes work to improve our country's roads. Let's look at what problems the state faces on highways. If we talk about roads in Uzbekistan, we should note significant problems in this area. A shallow understanding of the importance of the strategic importance of highways for our country does not allow us to correctly interpret both the problems and achievements of the sphere. Uzbekistan is one of those countries that do not have direct access to the sea. All States that do not have sea routes are faced with the question of making the most effective use of the possibilities of roads for establishing economic and cultural ties with other countries. For, in fact, highways play an important role in the economic and cultural development of any state. For our country, the construction of roads is of strategic importance, since they are not only the root of economic development, but also provide access to the sea, creating a transit corridor for other countries. In addition, earlier Uzbekistan did not even have an internal road connecting the Ferghana valley with other territories of the Republic. An important step was the construction of the Uzbek national highway, which connects the North-Western territories with the Eastern and southern territories with the Northern, as well as serving as an international road. This project included the construction of a four-lane road with cement and asphalt pavement that meets international requirements, as well as the reconstruction of the highway through the Kamchik pass. The implementation of this major project was a historic step in creating a modern transport infrastructure. But the construction of these roads did not give access to the sea. To achieve the true goal, it was necessary to establish cooperation with the countries of the world and interested organizations, to attract the attention of the world community to the beneficial transit opportunities of Uzbekistan. Therefore, at the Meeting on security and cooperation in Europe, held in Helsinki on July 14, 1992, the First President of the Republic of Uzbekistan Islam Karimov, drawing attention to the importance of restoring the Great silk road, stressed that Uzbekistan uses its full potential in this area. In particular, he expressed interest in the construction and reconstruction of the Andijan–Osh–Ergashtom–Kashgar and Bukhara–Serakhs–Mashhad–Karachi highways leading to China and Pakistan. The construction of these highways provides access to the Pacific and Indian oceans and, most importantly, reduces the path to the member countries of the Organization of economic cooperation by three times. With this in mind, an agreement was signed on September 13, 1991 on the joint construction of the Tejen–Serahs road. In may 1992, the leaders of seven Eastern countries in Ashgabat signed an agreement on the construction of international highways Tejen-Serakhs-Mashhad (TRANS-Asia) and Istanbul– Tehran–Islamabad–Ashgabat–Tashkent–Bishkek–Almaty. Agreements were signed with the leaders of Turkmenistan, Azerbaijan and Georgia on the TRANS–Caucasus road, a single transport corridor towards Europe. In may 1993, representatives of the European Commission, Central Asia and the Caucasus met in Brussels. It discussed the development of transport and communication systems, and adopted a Declaration on the creation of the Europe- Caucasus-Asia-TRACECA transport corridor (a program of international cooperation between the European Union and partner countries for the organization of the Europe-Caucasus-Asia transport corridor) linking Europe and Asia. Uzbekistan became a member of international road organizations: on August 29, 1995, it was the first country in Central Asia to join the International road Congress, join the International road Federation, the World road Association, and the Road Council of independent States. The main roads on the map of Central Asia, prepared by two official UN commissions – ESCAP (Asia) and ECE (Europe), indicated only two directions: Osh–Tashkent–Samarkand–Bukhara–Nukus–Beineu and Bukhara–Guzar– Termez–Dushanbe. The TRACECA transport corridor, prepared under the European Union's TACIS program, also reflected two highways, only here the Osh–Tashkent–Samarkand–Bukhara–Nukus–Beineu direction was changed to Bukhara–Mary–Tejen. These two official documents did not take into account Uzbekistan's geopolitical position in Central Asia and its economic and social interests. Therefore, on August 18, 1999, a Resolution of the Cabinet of Ministers of the Republic of Uzbekistan "on the design of the construction of the Andijan–Tashkent–Nukus–Kungrad Expressway"was adopted. The implementation of the project envisaged in this decree would turn the transport network of our country into an integral part of the transcontinental highway Europe-Asia. The importance of this route linking Europe to the ocean border of Asia, leaving the Georgian port of Poti through Azerbaijan, Turkmenistan, Uzbekistan, and to the Eastern ports of China, is very great, and its advantages over a number of alternative routes are 2978

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ISSN- 2394-5125 VOL 7, ISSUE 16, 2020 recognized. It not only serves economic development, but also contributes to peace, stability and security in the region. This project is worth $ 5 billion. The United States includes 2,294 km of highway, 1,492 km of which are designed for 150 km / h, and 802 km are collector roads connecting cities. 18 major and more than 60 medium and small bridges, as well as more than 300 overpasses, are planned to be built along the entire highway. The functioning of this highway provides a number of amenities for the regions and cities of Uzbekistan, as well as creates prerequisites for the construction of new industrial centers along the road, the full use of existing natural resources, and reducing the difference between developed and developing territories, improving the economic and cultural level of the population. This will be of great importance for solving such problems as ensuring employment, preventing the reduction of the area of sown fields due to new construction, and reducing the population density in some areas. High-quality roads increase the service life and capabilities of vehicles, reduce fuel consumption, serve to increase the interest of foreign investors and tourists, develop a favorable investment environment, and increase the country's export, import, and transit cargo potential. Through the efforts of Uzbekistan, the attention of the world community was drawn to the restoration and development of the great silk road. Conferences on this topic were held in Tashkent on 5 April 1999 and 20-22 September 2016. At the Tashkent conference of the International road Federation, held in 2016, dedicated to the restoration of the great silk road, Uzbekistan's initiatives were warmly approved, since the positive impact of this road on strengthening the economic potential of the participating States was recognized unconditionally. Road construction in our country has received a new impetus for development. Machinery and equipment were purchased from countries such as Germany, Italy, Sweden, and Russia, and foreign experience is being actively developed. This helps to improve the quality of roads created, reduces the construction time and increases the period of their operation. The Tashkent-Osh road tunnels built on the Kamchik pass have no analogues. The capacity of this road is 20-22 thousand cars and 150 thousand passengers daily. Undoubtedly, during the years of independence, large-scale work has been carried out to develop the road transport infrastructure. But over time, other problems began to appear in the field of road construction. In particular, the implementation of road policy, the formation of construction plans, ensuring their financing, quality control and the system of effective use of roads in some cases do not meet modern requirements. International financial institutions and private partners should be involved in the construction and repair of roads. Today, not only the head of state, but also foreign experts speak about the market and competitive environment. Today, Uzbekistan attracts different countries to improve the country's road Fund. So, last year, the Chairman of the State Committee on highways and the Plenipotentiary Ambassador of Japan signed exchange notes on the project "Assistance to improve the technical potential of the road infrastructure of Uzbekistan". The project is implemented within the framework of the economic and social development Program Of the government of Japan and has been developed by the State Committee of the Republic of Uzbekistan on investments. It involves providing a grant on a free basis in the amount of 800 million Japanese yen, which is more than 7 million 300 thousand dollars. USA, for the supply of road equipment from Japan. Special technical equipment will be used to modernize roads in the villages of Syrdarya, , and Khorezm regions, as well as in the Republic of Karakalpakstan for the implementation of projects under the "OBOD Kishlok"program.And this year, according to the Presidential decree "on measures to introduce advanced foreign methods of organizing work in the field of construction and operation of roads», it was entrusted to the relevant ministries and the state Agency "Uzavtodor" to ensure the implementation of "generally recognized international standards and best practices" in the field of road design and construction. It is planned to attract money for projects from Germany. In particular, government agencies are instructed to attract German investors and get preferential loans from German banks. Also, the resolution instructs to establish cooperation with leading foreign construction and engineering companies, in particular, German ones-Obermeyer Planen+Beraten, Lahmeyer International, Lomb Ingenieyrgesellschaft, Inros Lackner. The best foreign consulting firms will be involved in the development of the "road construction Strategy in the Republic of Uzbekistan". The creation of joint Uzbek- German enterprises for the construction and repair of roads is planned for 2019-2020. Together with the largest German concern GP Günter Papenburg, it is planned to create private road construction organizations equipped with modern construction equipment and repair equipment. Also, in 2019-2020, it is planned to update the fleet of special construction and repair equipment. In addition, the participation of leading German contractors for major road repairs in the country is envisaged. Based on the proposals of foreign partners, the government has developed measures to develop the road infrastructure and improve the traffic management system. The document emphasizes the need for accelerated development of road transport infrastructure as a major factor in the development of the country's economy and notes shortcomings in this area. 2979

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Normative documents in the field of improvement and development of infrastructure and roads do not meet modern international standards. The current standards developed in the 1970s and 80s require updating, including in terms of traffic light regulation, construction of road barriers, road markings and the use of road signs, the decree says. The Cabinet of Ministers decided to ensure the safety of road users through the use of innovative technologies and reflective materials when applying markings, arranging pedestrian crossings, creating conditions for maximum convenience and comfort of road users, reducing the negative impact of transport on the environment through landscaping, widespread introduction of IT technologies in the construction and operation of roads, as well as reducing costs when operating roads, by increasing the quality of construction. Since 2019, the production and installation of electronic information signs and warning signs using energy- saving technologies and solar energy sources on main roads and Central city streets has begun. By the end of the year, it was instructed to approve the requirements for equipping roads with road signs, markings and other traffic control elements, taking into account modern international standards and a differentiated approach to the color scheme with a predominance of green for information and index signs. It is planned to attract a foreign investor to create a joint venture for the production and operation of road signs, paints and thermoplastics for markings and other elements of traffic regulation. Considering the foreign experience of road design and management, we draw attention to the experience of developed countries. The experience of European countries shows that the development of the road network and transport infrastructure determines the intensity of economic ties and is one of the most important conditions for the development of the country's economy. The active growth of the state's economy can be limited or even stopped by infrastructure restrictions, which are based on poor road quality and low capacity of road network infrastructure facilities (bridges, tunnels) in most developed countries, including Germany, Japan, and the United States.the formation of the road network was carried out within the framework of long-term government programs that set indicators for the development of the road network and the corresponding amounts of funding. The European Union is considering the formation of a TRANS-European road network and related transport infrastructure with the possibility of integrating new EU member States into it. Priority projects for the development of the road network are financed by the state or with the participation of the state, including in the framework of public-private partnership projects. An important achievement of foreign road construction is autobahns, or highways, that is, roads that are designed for high-speed traffic in terms of their performance and have single-level intersections with other roads, railway and tram tracks, pedestrian and Bicycle paths. From the structural point of view, an essential feature of highways is the presence of at least two lanes in each direction, the presence between the directions of movement of the separating structures in the form of a barrier or other construction technical installations of similar purpose, and presence in certain places a wide shoulder to stop the vehicle in case of malfunction or other unforeseen event, the trips and the Congress of autobahn are equipped with bands of acceleration and deceleration. In Europe, there are common requirements for expressways: at least two lanes in one direction, complete separation of oncoming intersecting traffic flows at different levels, the presence of a 3.5-4 m wide dividing strip with non-blind barriers between oncoming traffic flows, the bearing surface of the roadbed in the form of concrete with an asphalt surface, providing automated traffic and dynamic determination of the recommended speed of vehicles depending on the traffic load, weather conditions and other objective conditions and circumstances. In European practice, strategic planning of transport infrastructure is based on one of two main approaches: demand orientation – taking into account the identified and desired degree of mobility, and goal orientation – taking into account political goals. Both demand – oriented and goal-oriented approaches are supported by the feasibility study and the possibility of financing the project from various sources. In the United States of America, both liability for non-compliance with road quality requirements, including in the case of a slight decrease in quality indicators, and reward for exceeding the regulatory requirements of road quality indicators. An additional financial reward is provided as an incentive. In the United States of America, both liability for non-compliance with road quality requirements, including in the case of a slight decrease in quality indicators, and reward for exceeding the regulatory requirements of road quality indicators. An additional financial reward is provided as an incentive. In the people's Republic of China, firms create high-quality roads. Also, firms provide high speed road construction. So, for an hour, craftsmen lay 750 meters of road that is not inferior to the quality of advanced European countries. In Japan, the main material used to build roads is concrete, due to its high strength, long service life, and low weight requirements. Thanks to it, the Japanese are building multi-storey road interchanges. Dozens of specialists take part in the construction and creation of road projects, each of which is responsible for a specific section. 2980

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Speaking of foreign countries, it is worth comparing the financing of highways in the world.

Conclusion In conclusion, I would like to note that the system approach is a methodology for considering various types of complexes, which allows us to better understand their essence and find the best ways and methods of influencing the development of such complexes and their management system. The result of the road sector is ultimately the quality of roads. To improve the road management system, to create a relationship with the external and internal environment of the industry, to improve the planning system, which is strongly influenced by the information system, which is reliable, as well as to improve the decision-making system, i.e. each decision-making should be based on science-based materials, control of the activities of each economic entity of the industry should be based on laws and management principles. A special feature of the road industry is its high social and economic significance. the quality of life of all segments of the population and the development of the economy as a whole depend on the effective functioning of this system.

References: 1. Up-4947 "on The strategy for further development of the Republic of Uzbekistan". from February 7, 2017. 2. Waterman R. the renewal Factor: how the best companies remain competitive. - M.: Progress. 1998.-362 PP. 3. Cepacol N. In. Effective management of the construction organization. – SPb. By : spbgieu, 2001. - P. 174. 4. Danilov Y. Modern problems of development of investment and construction activities // Economy of construction. - 1998. - No. 6.

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