RAILCON 14

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SELECTION OF RAILWAY LEVEL CROSSINGS FOR INVESTING

IN SECURITY EQUIPMENT USING HYBRID DEMATEL-MARICA
MODEL
Dragan PAMUAR 1
Ljubislav VASIN 2
Vesko LUKOVAC 3
Abstract According to the European Railway Agency in the European Union every year on railway
level crossings (RLC) occurs over 1200 traffic accident in which life loses more than 400 people. In
addition to the tunnel and specific locations that are identified as black spots on the roads, RLC have
been identified as potential weak points in road infrastructure that significantly jeopardize traffic
safety. In Serbia exists about 2350 RLC, one of which is part the secured by systems of active and
passive safety (traffic signs, light signals, sound signals, barriers, etc..). Insurance RLC is a material
expenditure. The RLC selection process for installation of security equipment accompanied by a
greater or lesser degree of criteria vagueness that are necessary for making the relevant decisions.
For exploitation these uncertainties and vagueness in this paper was used fuzzy logic. This paper
presents the application of a new method of multi-criteria decision-making (Multi-Atributive RealIdeal Comparative Analysis - MARICA), which represents support in the selection process for RLC to
invest in safety equipment. Identified are eight criteria that influence the investment decision.
MARICA method was tested on the example of choice of eight RLC for investing in safety equipment.
Keywords Railway level crossings, Railway accidents, Multicriteria decision making,
MARICA, DEMATEL.
1.

INTRODUCTION

Railway level crossings represent the intersections

of road and rail transport, and potentially are dangerous
points for road users. In general terms level crossings
may be provided with automatic or mechanical
insurance. In addition, RLC may be and uninsured,
where ramps for drivers do not exist and where they
placed only traffic signs and other equipment. Ensuring
a level crossing with automatic insurance (AO) requires
a great investment because the devices to ensure the
RLC are expensive and because there are a large
number of RLC who are uninsured.
At the RLC happens a large number of accidents
that accompany major material damage and loss of
lifes. Is estimated that in road accidents in the world
lose their lives daily average of 1,308 people [5]. Of
the approximately 54 million people who die each
year in the world, the number of people killed in road
accidents amounted to 1.17 million (2.17%).
According to the European Railway Agency, of the
total number fatalities in railway accidents at level
crossings waste 27% [5]. Traffic accidents at railway
crossings are mostly consequences of improper and
inattentive behavior of participants in road traffic.
According to the statistics and forecasts of the EU
[3], the volume of rail traffic in the next 30 years will

be doubled, which is a direct indicator of the expected

increase in emergencies at level crossings on all lines,
including lines in Serbia. How will the volume of
traffic on the railways to increase, with a high degree
of probability it can be concluded that will the number
of accidents at RLC increase. In this context it will be
necessary and to develop a plan of investing in RLC
insurance in order to raise the level of traffic safety
and accident reduction. Insurance RLC with automatic
security equipment (barriers) is an investment that
requires the allocation of significant funds and in
making decisions about investment management has a
big responsibility, as approved funds must give proper
effect. It is therefore very important that management
has adequate tools to facilitate the process of selecting
RLC and making investment decisions.
In this paper is present the application of MARICA
method for making optimal investment decision in
order to improve safety at RLC. It starts from the
premise that the observed RLCNO at a time when
there are resources for a limited number of RLC on
which to install new safety equipment for AO.
This paper presents a hybrid model of multi-criteria
decision-making in which is implemented fuzzy
DEMATEL method [2,4,6] and a new method of multicriteria decision-making methods MARICA, which was
10

RAILCON 14

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developed at the Center for Logistics Research of

Defense University in Belgrade. A modified fuzzy
DEMATEL method was used in the evaluation process
and criteria for determining weight coefficients. After
determining the weight criteria, using the method
MARICA, are calculates the value of criterion function.
After determining criterion function performs the
ranking of alternatives and the selection of the optimal
railway level crossings for investing in safety equipment.
2. SETTING OF HYBRID DEMATELMARICA MODEL
Problem are formally presents by choosing one of the

m options (alternatives) Ai , i 1, 2,..., m , which we

evaluate and compare among themselves on the basis of

n criteria ( X j , j 1, 2,..., n ) whose values are known
to us. Alternatives vectors are shown with xij , where is

xij value of i -th alternative by j -th criteria. Because

the criteria in varying degrees impact on final grade of
alternatives, to each criterion we ascribe weighting
coefficient w j , j 1, 2,..., n which reflects its relative
importance in the evaluation of alternatives. Weighting
coefficients in this paper were obtained by applying
fuzzy DEMATEL method. In the process of determining
the weight coefficients of criteria most commonly is
included more experts. Because are in the following
section explains the process of implementing
DEMATEL method in groups decision-making process.
In the first step of fuzzy DEMATEL method is
collecting the expert ratings and calculated the
. For comparison in pair criteria
average matrix Z
experts using fuzzy scale in which are linguistic
expressions represented by triangular fuzzy numbers

e
z%ij z ij( l,e) , z ij( m,e ) , z ij( r,e) , e 1, 2,..., m ,

where

represents the label an expert, and m represents the

total number of experts. By aggregation of expert

z%

opinions is obtained the final matrix Z

ij . The
are obtained by using the
elements of the matrix Z
expression (1), (2) i (3)

z ij( l,e) min z ij(l,e) , M 1, 2,..., e,..., m

M

( m)

z ij ,e

1 m
z ij( m,k )
m k 1

z ij( r,e) max z ij( r,e) , M 1, 2,..., e,..., m

M

(1)
(2)
(3)

where z ( l ) , z ( m ) i z ( r ) represent the preference e ij ,e

ij ,e
ij ,e
th expert, M represents a set of experts who
participate in the research, e represents the label an
expert, and m represents the total number of experts.
, in the next
After calculation of matrix elements Z

step, are calculated elements of the normalized initial

direct-relation

matrix

d ij , where every
D

belongs to the interval [0,1].

element of matrix D
(4) is performed by
Calculation of matrix elements D
using the expression (5) and (6).
d 11

d 21

d 12
d 22

...

d n1

...
d n 2

... d 1n

... d 2 n
... ...

... d nn

(4)

obtained by
The elements of the matrix D
by rows. After
summing the elements of the matrix Z
that, by applying expression (6), among the
summarized elements are find the maximum element
. With simple normalization, expression (5), each
R
is divided by the value
element of the matrix Z
which we get by applying the expression (6).

% z (l ) z ( m ) z ( r )
d ij z ij ij , ij , ij
r (l ) r ( m ) r ( r )
R

(5)

max
R

(6)

n
j 1

(l )
( m)
z%
, r(r)
ij r , r

where n represents the total number of criteria.

In the next step, are calculated elements of the total
relation matrix T . The total-influence matrix T is
calculated by applying equation (7), where I
represents identity matrix.

D
2 ... D
w D
I D

T lim D
w

(7)

In the final step of DEMATEL method, elements

of the matrix T are summed by rows and columns,
the expressions (8) and (9).
i n t%
(8)
D
ij , i 1, 2,..., n

i
R

i 1

n
j 1

t%
ij , j 1, 2,..., n

(9)

where n represents the number of criteria.

Based on the values obtained by the expressions
(8) and (9) are calculated weight coefficients of
criteria. The weight coefficients of criteria are
determined using expressions (10) and (11)

i G
i R
i
W

i Wi
w
n
i
W

i R
i 2
G

1/2

(10)
(11)

i 1

i represents the final weights of criteria

Where w
which are used in the process evaluation of
alternatives [4].
By determining the weight coefficients of criteria
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XVI International Scientific-expert Conference on Railways

conditions were created for representing mathematical
formulation of MARICA method. A basic setting of
MARICA method reflected in determining the gap
between the ideal and the empirical ponders. By
summing the gap for each criteria of observed
alternative receives the total gap for each alternative. At
the end, is carried out the ranking of alternatives, where
for the best ranked alternative takes one which has the
lowest value of the total gap. The alternative with the
lowest total gap represents an alternative that has for
the highest number of criteria had values that were
closest to the ideal ponders (ideal values of criteria).
MARICA method is implemented through six steps:
Step 1. The formation of the initial decision matrix
( X ). In the initial decision matrix are determined the
values of criteria ( xij , i 1, 2,...n; j 1, 2,...m ) for
each of the considered alternatives.
The elements of the matrix X is obtained on the
basis of personal preferences of decision maker or
aggregation of expert decisions.
Step 2. Determination of preferences according
choice alternatives PAi . It is assumed that the decision
maker (DM) do not take into account the probability
of selection some alternatives, ie there are no
preferences according choice alternatives. Then he can
be observe alternatives such that each take place with
equal probability.

1 m
(12)
; PA 1, i 1, 2,..., m
m i 1 i
where m is the total number of alternatives which
PAi

are choose from.

In the analysis of decision-making with the a priori
probabilities we assume that DM is neutral in relation
to risk. In this case, all preferences according choice
of the individual alternatives are equal ie
PA1 PA2 ... PAm .
Step 3. Matrix elements calculation of theoretical
ponders ( Tp ). Its forms matrix of theoretical ponders
( Tp ), size n x 1 ( n represents the total number of
criteria). The elements of the matrix are calculated as
the product of preference choice alternatives PAi and
the weight coefficients of criteria ( wn ).
w1
w2
... wn

(13)

Tp PAi PAi gw1 PAi gw2 ... PAi gwn

where n represents the total number of criteria,
t pi represents the theoretical ponder.
Step 4. Determination of the matrix elements of
actual ponders ( Tr ).

12

Serbia, Ni , October 09-10, 2014

C1 C2 ... Cn
A1 tr11 tr12 ... tr1n
A t
t
tr 2 n
(14)
Tr 2 r 21 r 22
... ... ... ... ...

Am trm1 trm 2 ... trmn

where n represents the total number of criteria, m
represents the total number of alternatives.
Matrix elements calculation of actual ponders ( Tr )
is done by multiplying the matrix elements of
theoretical ponders ( Tp ) and the elements of initial
decision matrix ( X ) according to the expression:
For criteria of benefit type (higher value of
criteria is preferable)

xij xi
trij t pij g
x x

i
i

(15)

For criteria of cost type (lower value of

criteria is preferable)

xij xi
trij t pij g
x x

i
i

(16)

Step 5. Calculation of the matrix of the total gap (

G ). The elements of the matrix are obtained as the
difference (gap) between the theoretical ( t pij ) and
actual ponders ( trij ).
Step 6. The calculation of the final values of
criterion functions ( Qi ) by alternatives. Values of
criterion functions are obtained by summing the gap (
gij ) by alternatives (summing the elements of the
matrix ( G ) by columns):
n

Qi gij , i 1, 2,..., m

(17)

j 1

G Tp Tr

g11
g
21

g 22

...

...

g m1

gm2

3.

g12

g1n
... g 2 n
... ...

... g mn
...

(18)

APPLICATION OF DEMATEL-MARICA
MODEL

The testing described DEMATEL-MARICA model

was performed on example of prioritizing eight
illustrative railway crossings. It is defined eight
criteria for the selection and evaluation of railway
crossings [3]:
K1- The frequency of rail transport on the observed
railway crossing (w=0.12);
K2- The frequency of road transport on the
observed railway crossing (w=0.19);

RAILCON 14

A FEW WORDS FROM THE BEGINNING OF THE TITLE OF THE PAPER

K3- Number of tracks on the observed railway

crossing (w=0.11);
K4- The maximum permitted speed of trains on the
chainage level crossing (w=0.08);
K5- The angle of intersection of the railroad and
road (w=0.15);
K6- The number of extraordinary events on the
observed railway crossing in the past year (w=0.12);
K7- Visibility observed railroad crossing from the
aspect of road transport (w=0.14);
K8- The investment value of the activity in
function width of railroad crossing (w=0.09).
For the evaluation of qualitative criteria (K5, K7
and K8) was used fuzzy Likert scale [1]:
Tab. 1. Fuzzy Likert scale
R.b.
1.
2.
3.
4.
5.

Linguistic terms
Very good (VG)
Good (G)
Fair (F)
Poor (P)
Very poor (VP)

Fuzzy numbers
(4.5,5,5)
(3.5,4,4.5)
(2.5,3,3.5)
(1.5,2,2.5)
(1,1,1)

In Table 2 is shown the railway level crossings at

which is tested shown model.
Tab. 2. The evaluation of railway level crossings
Alter.
PLC 1
PLC 2
PLC 3
PLC 4
PLC 5
PLC 5
PLC 6
PLC 7
PLC 8

C1
24
56
41
36
25
12
28
35
24

C2
165
212
71
168
153
220
137
112
165

C3
2
2
2
1
2
2
4
2
2

C4
40
50
60
50
40
50
60
60
40

C5
G
P
G
F
P
P
F
G
G

C6
3
5
7
5
3
5
6
4
3

C7 C8
P
G
P
F
P VG
VG G
P VG
P
F
F VG
F
P
P
G

Values of criteria functions by alternatives (Table

3) are obtained by summing the gap ( gij ) by
alternatives, ie summing the elements of the matrix (
G ) by columns, the expression (28).
Tab. 3. Rank alternative by the method MARICA
Alternative
PLC 1
PLC 2
PLC 3
PLC 4
PLC 5
PLC 5
PLC 6
PLC 7

Q
0.0851
0.0629
0.0668
0.0614
0.1029
0.0729
0.0590
0.0635

Using the expression (19)

defuzzification of fuzzy numbers.

defuzzy A= a ( r ) a (l ) a ( m ) a (l ) 31 a (l )
(l )

4. CONCLUSION
Through this paper is shown the application of a
hybrid DEMATEL - MARICA model in making an
investment decision on the selection of railway level
crossings for installation the safety equipment.
DEMATEL method is applied in part for determining
weight coefficients. and a new multicriteria method
MARICA method in part of the alternatives evaluation.
Application of the method has been elaborated through
the steps and shown on the illustrative example.
Beside to the shown application in the selection of
railway level crossings, MARICA method can be used
to solve other problems of multi-criteriadecision
making. The main recommendations for further use of
this method is a simple mathematical device, the
stability of solutions, and the ability to combine with
other methods, especially in the part relating to the
determination of weight criteria.
REFERENCES
[1] Anandarao, S., Martland, C.D., Level crossing safety on

[2]

[3]

[4]

Rank
7
3
5
2
8
6
1
4

was

fuzzy number, a ( m ) represents the value in which a

triangular function reaches its maximum value.
It is desirable to have an alternative to the lower
value of the total gap. So, the highest-ranked
alternative is the one that has the lowest value of the
total gap ie alternative 7.

[5]
[6]

east Japan company: application of probabilistic risk

assessment techniques, Transportation 25 (3), 265286,
1998.
Buyukozkan, G., Cifci, G., A novel hybrid MCDM
approach based on fuzzy DEMATEL, fuzzy ANP and
fuzzy TOPSIS to evaluate green suppliers, Expert
Systems with Applications, 39, 30003011, 2011.
irovi,G., Pamuar, D., Decision support model for
prioritizing railway level crossings for safety
improvements: Application of the adaptive neuro-fuzzy
system, Expert Systems with Applications, 40,6, 22082223, 2013.
Dalalah, D., Hayajneh, M., Batieha, F., A fuzzy multicriteria decision making model for supplier selection,
Expert Systems with Applications, 38, 83848391,
2011.
European Railway Agnecy, Railway safety performance
in the European Union, 2011.
Wang, Y.L., Tzeng, G.H., Brand marketing for creating
brand value based on a MCDM model combining
DEMATEL with ANP and VIKOR methods, Expert
Systems with Applications 39, 56005615, 2012.

performed

(19)

(r )

where a and a respectively represent the left

and right distribution of confidence interval triangular
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Duan STAMENKOVI, PhD

Faculty of Mechanical engineering
University of Ni
Aleksandra Medvedeva 14
18000 Ni, Serbia
dusans@masfak.ni.ac.rs

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Milo MILOEVI, PhD

Faculty of Mechanical engineering
University of Ni
Aleksandra Medvedeva 14
18000 Ni, Serbia
mmilos@masfak.ni.ac.rs

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Milan BANI, BSc

Faculty of Mechanical engineering
University of Ni
Aleksandra Medvedeva 14
18000 Ni, Serbia
banicmilan@hotmail.com

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Aleksandar MILTENOVI, PhD

Faculty of Mechanical engineering
University of Ni
Aleksandra Medvedeva 14
18000 Ni, Serbia
amiltenovic@yahoo.com

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Sran MLADENOVI, BSc

Faculty of Mechanical engineering
University of Ni

Aleksandra Medvedeva 14
18000 Ni, Serbia
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