Hasil untuk "Highway engineering. Roads and pavements"

Jiuda Huang, Enyu Wang, Chao Han et al.

This paper presents an innovative benefit‐evaluation framework integrating predictive analysis, construction risks, and environmental considerations to address the issues of inadequate project benefits, complex decision‐making risks, and inefficient optimization in long‐term highway network maintenance planning. First, this paper develops a two‐parameter prediction model for the following pavement condition indicators: pavement condition index (PCI), rut depth index (RDI), riding quality index (RQI), and skid resistance index (SRI). The paper uses the G3 Jing Tai Expressway as a case study. The validation results for the prediction model demonstrated an overall relative error within 3% which indicates that the model has high accuracy in predicting the pavement condition of this highway. Second, within the Bayesian network theoretical framework, a probabilistic risk assessment model for road infrastructure was developed using predetermined risk metrics through GeNIe software, and the model was demonstrated and validated using operational data from the G3 Expressway. Beyond this, this study extends the traditional cost‐benefit analysis model by incorporating environmental and risk factors, establishing a novel benefit‐assessment framework tailored to practical engineering needs. Finally, by conducting another case involving a specific highway in Shandong Province, the optimal maintenance strategy with the highest benefits over a long period is identified. This further validates the feasibility of the road maintenance decision model.

Michał Grabia, Leszek Winsztal

Abstract: The 2024 SITA Baggage IT Insights report highlights advancements and persistent challenges in baggage handling within the aviation industry. Despite a drop in mishandled bags from 7.6 to 6.9 per 1,000 passengers in 2023, the increasing number of passengers translates to approximately 40 million mishandled bags in 2024. Delayed bags constitute 77% of these, with transfer bags being the primary type affected, especially with the rise in long- haul flights. Automation efforts, including self-service bag drop technologies and IATA Resolution 753 for luggage tracking, are helping reduce mishandling, supported by RFID technology improvements. Simultaneously, aviation faces pressure to reduce greenhouse gas emissions by 70% by 2050, as mandated by EU climate protection goals. Shifting short-haul traffic to rail is a strategic focus, with existing rail-airport integrations supporting this transition. Programs like “Check-in at the Train Station” in Switzerland showcase potential efficiencies. Poland's planned CPK airport may pioneer similar initiatives, marking baggage with RFID to ensure tracking amidst complex logistics. Successful tests by HADATAP and implementations at Polish airports demonstrate the viability of such systems. Introducing more logistics checkpoints could exacerbate delays unless effectively managed, emphasizing RFID's role in sustaining the system’s integrity and passenger experience. The integration of these technologies suggests a promising path forward, aligning with both operational efficiency and environmental sustainability. Keywords: RFID; IATA; Baggage; High speed rail; CPK; Mishandled bags

Bohdan Sossa, Vladyslav Havryshchuk

Introduction. Effective management of surface runoff from urbanized areas is a key task in modern construction, directly impacting the safety, functionality, and longevity of structures. Traditional solutions and calculations that permit the flooding of a catchment area up to the height of a curbstone are unacceptable for use on bridges. Incorrect calculation of drainage parameters can lead to aquaplaning, saturation of structural elements, and their subsequent destruction, which necessitates the improvement of existing methodologies. The primary method used in Ukraine for calculating stormwater runoff from a catchment basin is the limiting intensities method, described in [4]. Globally, Manning’s formula [1-3, 11] is widely used and applied. A separate, yet critically important, and often-ignored aspect is the relationship between theoretically justified minimum slopes and the accuracy of their practical implementation. When designing and constructing bridge structures, the determination and provision of minimum longitudinal slopes required for effective drainage depend directly on the accuracy of measuring equipment (levels, total stations) and the qualifications of the workers. Small slopes can turn out to be less than the permissible measurement error, making their practical realization impossible and leading to the formation of stagnant zones. Thus, the analysis of the influence of slopes must be integrated with an assessment of the practical feasibility of the specified parameters.

Mudunuru RAVI VARMA, Dr.M Madhuri

Abstract -The growing demand for sustainable and cost-effective construction materials has intensified interest in utilizing industrial by-products as partial replacements for cement in pavement-quality concrete. Among these, Fly Ash (Class-F) from thermal power plants and Hypo Sludge from the paper recycling industry offer significant potential due to their pozzolanic and cementitious characteristics. This study investigates the performance of concrete incorporating Fly Ash and Hypo Sludge as Supplementary Cementitious Materials (SCMs) for rigid pavement applications, with a focus on M25 and M40 grade concrete mixes. Replacement levels of 10%, 20%, 30%, and 40% were explored individually and in hybrid combinations to evaluate their effects on mechanical properties, particularly compressive strength. Comprehensive laboratory testing was conducted on cube, cylinder, and beam specimens to determine compressive strength, split-tensile strength, and flexural strength at different curing ages. Results indicate that both Fly Ash and Hypo Sludge contribute to strength gain, especially beyond 28 days due to their slow pozzolanic reaction. Optimum performance was observed at 20% hybrid replacement (Fly Ash + Hypo Sludge) for M25 grade and 10% hybrid replacement for M40 grade concrete. At these levels, the mixes achieved targeted 28-day strength while exhibiting progressive strength gain up to 90 days. Higher replacement percentages resulted in significant reductions in early and ultimate strength. The study further extends its findings to pavement design for rural roads and national highways in Gujarat, considering CBR values of 2%, 4%, and 6%, and wheel loads of 30 kN and 51 kN. Analysis reveals that optimized SCM-based concrete mixes can reduce pavement thickness and construction cost, particularly for rural roads under lower wheel loads. The 20% hybrid mix demonstrated cost savings of up to 14% without compromising structural adequacy. Overall, the research establishes Fly Ash and Hypo Sludge as viable materials for producing eco-efficient, economical concrete suitable for rigid pavements. Their use promotes sustainable waste management, conserves natural resources, and contributes to the development of durable, long-lasting road infrastructure. Key Words: Fly ash, Industrial waste, Hypo sludge, Concrete, Compressive strength

Ikechukwu Offor, A. Muoka, Abubakar Dayyabu et al.

This study presents a Life Cycle Cost Analysis (LCCA) of the Abuja-Keffi Expressway, focusing on the Mararaba axis, to evaluate and compare the economic implications of two flexible pavement options: asphalt pavement and soil pavement. The research is motivated by the economic challenges faced by road engineers and contractors in Nigeria due to poor road conditions and the associated high maintenance costs. The study employs RealCost 3.0 software and follows a 35-year evaluation period methodology to account for all life cycle costs, including construction, maintenance, and user costs. The analysis considers design alternatives, agency costs, user costs, maintenance costs, and discount rates. The specific area of focus is the Abuja-Keffi Road, a critical link between northern and southern Nigeria. The study presents a Life Cycle Cost Analysis (LCCA) comparing two pavement alternatives, Asphalt Pavement (Alternative 1) and Surface Dressing Pavement (Alternative 2), focusing on key financial metrics such as the Undiscounted Sum, Net Present Value (NPV), and Equivalent Uniform Annual Cost (EUAC). The Undiscounted Sum, representing total expenses over the project's lifespan, reveals that Alternative 1 incurs $1,170,436.88/ ₦925,825,091.28, while Alternative 2 costs $441,433.94/₦348,878,774.54. Considering the time value of money, NPV is higher for Alternative 1 at $1,136,191.38/ ₦896,236,417.58, compared to $413,271.56/₦326,795,499.75 for Alternative 2. The EUAC, indicating uniform annual costs equivalent to NPV, is $41,060.38/ ₦32,476,199.78 for Alternative 1 and $14,935.06/₦11,793,070.46 for Alternative 2. Despite Alternative 1's higher NPV, the significantly lower EUAC for Alternative 2 implies lower annual costs, emphasizing the importance of considering the breakdown between agency and user costs in decision-making. A higher NPV signals a financially attractive investment, while a lower NPV may suggest less economic viability, especially when factoring in the time value of money. In conclusion, the study recommends proper design and construction of drainage systems to reduce flooding, regular maintenance to extend pavement life, quality control in construction, and consideration of local conditions in pavement selection. The LCCA results highlight the economic benefits of asphalt pavement in the long term, considering durability and performance.

Shuohan Gao, Xuexin Liu, Chunying Lu et al.

Carbon dioxide (CO2) emissions from the construction of road infrastructure have been of growing interest in recent years. This paper proposes a binary statistical method for highway construction based on project cost control and a construction management system. A quantitative analysis of the CO2 emissions from highway construction activities was also conducted to guide the formulation of a carbon reduction strategy. Taking an expressway in central China as a case study, the CO2 emissions from different construction activities were calculated. The results revealed that the CO2 emissions for the whole construction project reached 10,605.2 t·km−1·lane−1, with the raw material production and on-site construction phases accounting for 95.2% and 4.8%, respectively. The values for bridge and tunnel engineering were much higher than those for other engineering types. In the raw material production phase, steel and cement production contributed the most to emissions (more than 99%). During the on-site construction phase, diesel and electricity consumption contributed 90% to CO2 emissions, especially from earthwork, subgrade protection, bridge engineering, tunnel excavation, and pavement surfacing. Accordingly, efforts should be focused on the key points and directed toward using recycled and low-carbon materials and improving working efficiency, machinery performance, and construction technology.

Victor Andre Ariza Flores, R. Salvador

This research provides an in-depth analysis of the challenges faced during the construction of the Oyon-Ambo highway in Peru, particularly during the extreme rainfall events associated with the 2019 El Niño phenomenon. Situated in the high Andean area of the Pasco region, this rigid pavement road project encountered significant disruptions due to the extraordinary weather conditions. The adjacent Chaupihuaranga River experienced increased flow rates, causing extensive damage to the road and necessitating substantial modifications to the engineering plans. Focusing on 14 critical sectors identified in the project's technical file as prone to instability, the study details the accelerated degradation and eventual destruction of these sectors due to the intense rainfall. Emphasizing the importance of adaptive risk management in road construction, especially in regions susceptible to natural phenomena like El Niño, the paper underscores the need for responsive reengineering approaches based on specific damage types. It also highlights the critical role of continuous monitoring and evaluation in adapting to environmental changes. The insights from the Oyon-Ambo highway case offer valuable lessons for future road construction projects, underscoring the importance of proactive and adaptive risk management strategies to minimize the impacts of extraordinary natural events.

Rafal Mickevič, Audrius Vaitkus

Slip-form concrete (JPCP) has a number of years of good performance experience. An alternative to slip-form concrete is roller-compacted concrete (RCC). The RCC mixture has a significantly larger number of fine aggregates, which leads the concrete mix to be non-slip and compacted by rollers. RCC has the strength and performance of conventional concrete or even higher. Due to all the advantages, the use of RCC pavement in industrial areas and low-volume rural roads is very beneficial. Experimental test section of RCC pavement structure with cement and special additives stabilized base (CTB) was installed on local road No. 130 in Lithuania, which was reconstructed in 2021. The main objective of this study is to learn about the environmental impact on the pavement structure. To reach our aim at the stage of reconstruction of the local road temperature, humidity sensors and a strain gauge were installed under the RCC layer and CTB. During the lifetime of pavement structure temperature and humidity data were collected daily and bearing capacity was measured during spring thaw. In addition, an artificial wheel load simulation using a falling weight deflectometer was performed at the location of the installed strain gauge to analyse deflections and to calculate stresses under RCC layer. The stresses under the RCC layer calculated from the strain gauge were also compared with the theoretical stress calculated at the design stage of the pavement structure to learn more about performance of the pavement structure. The results showed that slight changes in humidity at the bottom of the CTB had no significant influence on the deformations at the bottom of the RCC layer. Comparison of stresses under RCC layer showed that stresses calculated from strain gauge were 1.80 times lower than those calculated theoretically.

C. S. Negi, Rabin Khadka, Bhaskar Pant

Friction is a crucial factor in highway engineering, as it affects the traction between a vehicle's wheels and the road surface. This traction significantly influences the movement, speed, and efficiency of vehicles on highways. The coefficient of friction depends on various factors, such as pavement materials, traffic volume, road age, temperature, and weather conditions. The Skid Resistance Test Method is adopted for the study, which involves using a Portable Skid Resistance Tester to measure the British Pendulum Number (BPN) and then calculating the coefficient of friction by dividing the BPN by 10. An evaluation of a 5 km stretch of the East-West highway near Mahendranagar Bazaar revealed a longitudinal coefficient of friction of 0.354 and a lateral coefficient of friction of 0.184 under both dry and wet conditions. These findings were relevant for design speeds ranging from 60 to 80 km/h and considered an Annual Average Daily Traffic (AADT) of 10,321 Passenger Car Units (PCU) during the year 2023/2024. The assessment also indicated a variance of 0.19% and a poor International Roughness Index (IRI) value of 2.05. These aggregates had specific gravities ranging from 2.6 to 2.67 and were sized at 13.2 mm. The application rate for the aggregates ranged from 12 to 15 kg per square meter. It is important to note that a higher coefficient of friction leads to reduced vehicle efficiency. Thus, it is crucial to carefully consider the coefficient of friction values and detailed specifications to ensure traffic safety and road integrity.

Xinghai Huang, Hui Huang, Jun Liang

: Concrete pavement has been widely used in highway builders of Guangxi road network because of its outstanding characteristics such as high strength, low energy consumption, good economic and social benefits, and long service life. It has nearly 8000 km of application mileage. However, with the continuous development of heavy-duty traffic, the problems of impact resistance, fatigue resistance, comfort performance, and inconvenient maintenance of cement pavement have gradually become prominent. The use of cement pavement is restricted by broken plates, staggered platforms, large driving noise, and discomfort. In this paper, aiming at the problems of uneven bearing capacity and different damage degree of cement pavement, combined with the actual field investigation, the mechanical response calculation of different surface thickness of cement pavement is carried out, and the influence of different surface thickness on the overall use of cement pavement is obtained. This paper can provide scientific data and technical reference for the selection and design of cement pavement structure.

Mengru Shen, Jingao Wang, Mingyue Yan et al.

Rainfall weather can easily lead to problems such as wet and slippery pavement, reduced friction coefficient and low visibility, which directly affect the safety of highway traffic. With the continuous increase of highway mileage and travel vehicles, the probability of accidents in rainy weather is increasing. In order to reduce the occurrence of road traffic accidents under rainfall weather, improve the accuracy and timeliness of rainfall disaster warning and management, pro-vide a more accurate and effective basis for meteorological disaster risk classification, and carry out research on refined rainfall disaster risk classification scheme. This paper summarizes the existing rainfall disaster risk classification standards, constructs the meteorological disaster index model, and proposes a lean rainfall disaster risk classification scheme from three aspects : possibility, severity and sensitivity.

Yaqiong Liang

In the transition area between highways and bridges, settlement often occurs. Even in the transition zone, small differences in settlement between bridge piers and embankments can easily lead to the occurrence of bridge head jumping events. Bridgehead jumping not only affects the comfort, speed, and safety of driving, but also creates a negative impression on the overall image of highways, shortening the service life of cars. At the same time, it can also affect the efficiency and availability of road traffic, and may even lead to traffic safety accidents. Based on an in-depth analysis of the settlement and deformation mechanism of highway bridge foundations, we have discussed the construction technology of road bridge settlement embankments.

Wei Shan, Guangchao Xu, Peijie Hou et al.

Under the interference of climate warming and human engineering activities, the degradation of permafrost causes the frequent occurrence of geological disasters such as uneven foundation settlement and landslides, which brings great challenges to the construction and operational safety of road projects. In this paper, the spatial and temporal evolution of surface deformations along the Beihei Highway was investigated by combining the SBAS-InSAR technique and the surface frost number model after considering the vegetation factor with multi-source remote sensing observation data. After comprehensively considering factors such as climate change, permafrost degradation, anthropogenic disturbance, and vegetation disturbance, the surface uneven settlement and landslide processes were analyzed in conjunction with site surveys and ground data. The results show that the average deformation rate is approximately −16 mm/a over the 22 km section of the study area. The rate of surface deformation on the pavement is related to topography, and the rate of surface subsidence on the pavement is more pronounced in areas with high topographic relief and a sunny aspect. Permafrost along the roads in the study area showed an insignificant degradation trend, and at landslides with large surface deformation, permafrost showed a significant degradation trend. Meteorological monitoring data indicate that the annual minimum mean temperature in the study area is increasing rapidly at a rate of 1.266 °C/10a during the last 40 years. The occurrence of landslides is associated with precipitation and freeze–thaw cycles. There are interactions between permafrost degradation, landslides, and vegetation degradation, and permafrost and vegetation are important influences on uneven surface settlement. Focusing on the spatial and temporal evolution process of surface deformation in the permafrost zone can help to deeply understand the mechanism of climate change impact on road hazards in the permafrost zone.

Lale ATILGAN GEVREK

Highways are one of the most preferred transport systems in the world and in Turkey. It is known that heavy vehicles using highways for freight transportation cause deformation of the road pavement, which are constructed at high costs. To prevent these damages, increasing the thickness of the pavement is one of the factors considered in design criteria. For this reason, using the finite element method to determine the pavement thicknesses and evaluating the data obtained before the road construction in the project design process can provide positive economic contributions. In this study, ANSYS, a finite element software, was used to determine the stresses occurring in the road layers as a result of heavy vehicle loads the flexible pavement according to the pavement thickness change. For 4 different pavement thicknesses, analyses were performed for flexible pavement with 30mm, 50mm, 70mm and 100mm pavement thickness for pavement stress analysis. According to the results of the study; it was observed that the stresses occurring in the loading condition decreased as the pavement thickness increased. It was concluded that flexible pavements with low pavement thickness can be deformed more quickly with the effect of heavy vehicles. Additionally, the study suggests that the most suitable pavement thickness for cost calculations can be determined using the finite element method, thereby allowing for more effective cost-benefit analyses.

Md. Joynul Abadin, Asik Kadir, Santosh Kumar Roy et al.

O. Falowo

Md. Tanvir A. Sarkar, Mostafa A. Elseifi

The objective of this study was to evaluate and recommend an asphalt mixture design with emerging additive technologies that would provide superior performance against asphalt concrete (AC) stripping and cracking. To achieve this objective, a laboratory test program was developed to evaluate the use of nanomaterials (nanoclay and graphene nanoplatelet), an emerging anti-stripping agent (adhere), and warm-mix asphalt technologies (ZycoTherm, Sasobit, and EvoTherm). Two mix types were evaluated, which were a stone-matrix asphalt (SMA) and a dense-graded binder mix. In addition, the modified Lottman test (AASHTO T 283) and the indirect tensile asphalt cracking test (IDEAL-CT) test were used as performance indicators of moisture damage resistance and cracking susceptibility. Results were analyzed statistically to identify and quantify the effects of the design variables and selected additives on the performance, moisture damage resistance, and durability of asphalt mixes. Based on the cracking test results, a superior cracking resistance performance was observed with ZycoTherm, irrespective of the mix type. Adhere had the lowest average cracking indices for both mix types, which suggest that it would not perform as well as the other additives in terms of cracking resistance. Overall, SMA mixes displayed greater cracking resistance than the dense-graded mixtures, which may have been the result of the reclaimed asphalt pavement (RAP) material used in the dense-graded mix and its lower asphalt binder content. In terms of moisture resistance, both nanomaterials (graphene nanoplatelet and nanoclay) did not perform well as they did not meet the minimum required tensile strength ratio (TSR) criterion (>0.80). In addition, nanomaterials showed the lowest TSR values in both mix types suggesting that their effectiveness against moisture-induced damage may not be as good as warm-mix additives. On the other hand, warm-mix additives were expected to show enhanced performance in terms of moisture resistance as compared to the other additives evaluated in this study.

Ruslan Nesterenko, Volodymyr Kaskiv, Yaroslav Bolotov

Introduction. According to DSTU 8814:2018 «Road bridges. Terms and Definitions» transport facility is a structure to ensure the proper functioning of the road in difficult geological and hydrological conditions, as well as in the case of crossing the road obstacles: watercourses, highways, railways, etc. One of the indicators of safe operation and normal functioning of roads and transport facilities located on them is the dimension of the roadway — the width of the bridge deck, which is intended for the location of the roadway and safety lanes. Problem statement. The designing of transport facilities is a creative, but at the same time responsible process, which in turn is due to certain regulatory restrictions. One of the important designing criteria is the dimension of the roadway. Since the structure is located on the road, the width of the road should be harmonized with it and not create inconvenience to road users by decreasing of traffic speeds or inconveniences for low-mobility groups on sidewalks, the formation of «tunnel effect», etc. Actually, according to the Analytical Expert Bridge Management System (AESUM) in Ukraine, about 30 % of structures on public roads have a dimension that does not meet the requirements of regulations on the width of the roadway. And transport facilities with oversized dimensions are more than 60 % (9 896 bridges and overpasses). The need to consider this topic is to harmonize the rules for the designing of bridges and roads, improving traffic safety and as a consequence increasing the financial efficiency of transportation. Purpose. The purpose of study is to draw the attention of structures owners, customers and design organizations to the importance of harmonious coexistence of roads and buildings located on them. Also, to draw the attention of developers of regulatory documents to the fact that the narrow dimensions of transport facilities can cause difficulties during the repairing works with partial blockage of traffic. Results. DerzhdorNDI SE scientists performed an analysis of regulatory documents on the determination of the dimensions of transport facilities for more than 70 years. Conclusions. According to the results of analysis of regulations on the determination of transport facilities dimensions, an example was presented, in accordance with current regulations, when a collision occurs after repairing works, namely the need to install «Road Narrowing» signs. Also the emphasis had been placed on further harmonization of regulations on the designing of roads and transport facilities.

Anatolii Tsynka, Serhii Illiash, Volodymyr Zelenovskyi

Introduction. This article considers the issue of modernization of the regulatory and technical base of the road sector in the design and construction of streets and roads of settlements and public roads (hereinafter — highways) on the basis of analysis of existing regulations, regulations, technical literature, which refers to the objects of regulation and, of course, taking into account the requirements dictated by today’s safety and environmental protection. The work concerns the basic building codes for the design and construction of roads, namely those innovations that have already been approved and are planned to be put into operation in the near future. Problem statement. Implementation of a common technical policy in road construction, ensuring their reliability and durability, increasing the efficiency of capital investments, implementing the provisions of Directive 2008/96/EC of the European Parliament and of the Council on Road Infrastructure Safety Management, harmonizing international and European standards, implementing scientific and technical standards achievements of science and advanced domestic and world experience in the practice of design and construction, saving material, labor, financial and energy resources, improving design solutions, construction quality, occupational safety and health, rational use of land, other natural resources and environmental protection, encourages the continuous improvement of state building codes, as fundamental documents for the design and construction of roads. Purpose. The main documents governing the requirements for the design and construction of roads, namely DBN B.2.3-4:2015 «Roads. Part I. Design. Part II. Construction», which were republished in 2015 and DBN B.2.3-5:2018 «Streets and roads of settlements», republished in 2018, taking into account the current traffic intensity, increased requirements for the load on pavement, safety requirements and environmental protection, as well as the development of regulatory and technical framework, developed appropriate changes and additions. In order to reveal and detail their essence, effectiveness and purposefulness, the relevant material developed in this article has been developed. Materials and methods. The presented work is based on analytical, practical and theoretical research related to standardization requirements for the design and construction of streets and roads of settlements and public roads. Results. Amendments to the state building norms have been developed, which set requirements for the design and construction of streets and roads of settlements and public roads, taking into account modern design requirements, the latest materials and technologies. Conclusions. The requirements set out in the developed amendments to the state building codes for the design and construction of streets and roads of settlements and public roads are internal indicators. They are formed by complex analytical and practical calculations from many variables and unknowns, numerous public meetings and legal meetings, long-term coordination with central executive bodies, there are complex expert verification of the basic organization that implements scientific activities in construction and approval. Huge amounts of statistics and the best world and domestic experience were used to achieve the end result. Based on the results of the work performed, the most optimal requirements have been established, the main requirements that regulate the principles of design and construction of high-quality roads in Ukraine according to modern European standards.

Artem Bezuglyi, Viktor Komar

The objective of the study consists in determining the essence and features of self-management in the labor management system of specialists of road and bridge enterprises (RBE) and its role and place in the specified system. Methodology of the study consists in the use of a set of general scientific and special methods of scientific knowledge in the context of the attributive (triple) scientific approach, which permits to conduct it in three stages: at the first stage, a comprehensive analysis of the labor management system of RBE specialists was performed, a graphic model was created in the context of subject-object objective approach, conclusions were made. At the second stage, the essence and features of self-management were determined, a graphic model was created in the context of the subject-subjective approach, and conclusions were made. At the third stage, the role and place of self-management in the labor management system of RBE specialists is determined by comparing the graphic models selected in the first two stages. This permits to make scientifically based conclusions on the issue under investigation. Scientific novelty consists in performance of a structural-functional analysis of self-management in the labor management system of RBE specialists in the context of an attributive scientific approach based on the creation of three types of graphic models, which permits to provide a reliable description of self-management, determine its essence and features, visualize the main components and the nature of the connections between them and, on this basis, make scientifically based conclusions about its role and place in the specified system. Conclusions. It has been established that self-management is an important component of the labor management system of RBE specialists of a higher hierarchical level of systematicity (supersystem), with a complex conditionally completed system of the subject-subjective type, with an unobvious nature of connections, that ensures vitality, stability and effectiveness of reproductive processes in the specified system. It is shown that in self-management, a RBE specialist is both a subject and an object of managerial influence, therefore self-management is the most complex type of management and belongs to the formations of the highest hierarchical level according to the criteria of systematicity, efficiency and complexity. This is the exceptionally important role and place of self-management in the system of labor management of RBE specialists. The improvement of self-management has to be started with a comprehensive diagnostics of managers and specialists at such kind of enterprises, by activating of self-management functions among the management staff on the basis of their self-development and self-improvement, with the subsequent transfer of the accumulated experience to other links. This will allow bringing the self-management of the work of managers and specialists of RBE to a higher level and ensure its development on an innovative basis.