Traffic organization scheme optimization method for reducing construction risk exposure

Abstract

The invention relates to the field of highway public reconstruction and extension project construction, and particularly discloses a traffic organization scheme optimization method for reducing construction risk exposure, which comprises the following steps of: adopting a risk exposure degree as an evaluation index for measuring the comprehensive degree of traffic safety risk exposure in a highway reconstruction and extension construction period; risk quantification is carried out on traffic organizations in the highway reconstruction and extension construction period in the three dimensions of time, space and sensitivity, the purpose of reducing risk exposure is achieved, a construction period traffic organization scheme for reducing construction risk exposure is researched and formed, and quantitative demonstration is carried out on the optimized traffic organization scheme through a model. According to the method, the construction traffic organization scheme for reducing the construction risk exposure can be researched and formed by taking the reduction of the risk exposure as the target, and the optimized traffic organization scheme is quantitatively demonstrated through the model. And a reliable basis is provided for risk grade division of highway reconstruction and extension.

Description

Technical Field

[0001] This invention belongs to the field of highway reconstruction and expansion projects, specifically involving a method for optimizing traffic organization schemes to reduce the exposure of construction risks. Background Technology

[0002] Highway reconstruction and expansion is a crucial means of increasing traffic capacity, especially on major transportation routes. To avoid traffic disruptions, a method of simultaneous construction and traffic flow is typically adopted. However, during construction, lane reductions and increased traffic interference can easily lead to rear-end collisions, other accidents, and other safety incidents, threatening traffic safety and impacting project progress. Because traffic safety risks are highly coupled—different risk factors interact and influence each other—and reconstruction and expansion projects need to achieve both construction and traffic flow goals within limited space and time, the intense competition for spatial and temporal resources exacerbates this risk coupling. On the one hand, some construction companies do not prioritize traffic safety management, resulting in inadequate safety facilities and chaotic traffic organization at construction sites. On the other hand, some drivers lack sufficient awareness of traffic conditions in construction areas, frequently engaging in speeding and illegal lane changes, increasing the risk of traffic accidents. Given the complexity and severity of safety issues during highway reconstruction and expansion construction, strengthening risk management research is particularly necessary. Reasonable traffic organization can effectively reduce accident risks, ensure traffic safety, and achieve coordinated operation of construction and traffic. Summary of the Invention

[0003] In view of the above situation, the purpose of this invention is to provide a traffic organization scheme optimization method to reduce construction risk exposure, establish a risk assessment model for high-volume construction period reconstruction and expansion based on risk exposure theory, study and form a traffic organization scheme for skip-section construction to reduce construction risk exposure with the goal of reducing risk exposure, and quantitatively demonstrate the optimized traffic organization scheme through the model.

[0004] To further achieve the above objectives, the present invention adopts the following technical solution:

[0005] An optimization method for traffic organization schemes to reduce construction risk exposure includes using risk exposure R. exp Risk exposure is an evaluation indicator used to measure the comprehensive degree of traffic safety risk exposure during the construction period of highway reconstruction and expansion. Represented as:

[0006]

[0007] In the formula, This represents the risk exposure level at a certain construction phase; n represents the number of project road sections. The time exposure rate during a certain construction phase; The spatial exposure level at a certain construction stage; Sensitivity at a certain construction stage.

[0008] Optionally, the higher the risk exposure, the greater the likelihood of a risk event occurring and the greater its impact. The risk impact is then categorized into levels based on the risk exposure value:

[0009]

[0010] Optionally, the time exposure is expressed as:

[0011]

[0012] In the formula, This represents the actual traffic volume in the construction impact area during phase j. Design the traffic capacity of the road section; Let j be the construction duration of the j-th stage; Let be the duration of the j-th stage.

[0013] Optionally, the spatial exposure is expressed as:

[0014]

[0015] In the formula, The length of the road involved in the construction; The total length of the work area; This refers to the actual distance between the construction zone and the driving lane. When the actual distance is greater than the width of the roadside safety clear zone, Determine the width of the roadside safety clearance zone; The width of the roadside safety clearance zone; , These are the weighting coefficients. Take 0.6, Take 0.4.

[0016] Optionally, the sensitivity is expressed as:

[0017]

[0018] In the formula, As a basic sensitive factor; This refers to the lane width and lateral clearance coefficient. For large vehicles; Traffic diversion coefficient; The construction intensity coefficient for the work area is taken as 1 to 1.5; The coefficient for traffic control measures is 1 to 1.5.

[0019] Furthermore, the lane width and lateral clearance coefficient are calculated according to the following formula:

[0020] (5);

[0021] In the formula, This refers to the actual lane width. When the actual lane width is greater than 3.75m, Take 3.75m; This refers to the actual lateral clearance. When the actual lateral clearance is greater than 1.75m, Take 1.75m.

[0022] Furthermore, the large vehicle coefficient is calculated according to the following formula:

[0023] (6);

[0024] In the formula, This represents the percentage of large vehicle traffic in total traffic. The vehicle conversion factor for converting large vehicles to small passenger vehicles.

[0025] Furthermore, the traffic diversion coefficient is calculated according to the following formula:

[0026] (7);

[0027] In the formula, D 转换 The average spacing for traffic diversion is in km.

[0028] Compared with existing technologies, this invention has at least the following beneficial effects: The method of this invention utilizes the theory of risk exposure to quantify the risks of traffic organization during highway reconstruction and expansion construction in three dimensions: time, space, and sensitivity. It aims to reduce risk exposure by developing traffic organization schemes that minimize construction risk exposure, and then uses models to quantitatively validate the optimized traffic organization schemes. This invention fully considers the impact of construction organization plans and schemes on maintaining traffic flow during construction, comprehensively considering traffic volume, traffic diversion, and other characteristics of the traffic area. It optimizes traffic organization methods from several aspects, including reducing construction time, minimizing conflicts between construction and traffic areas, and improving safety protection measures in traffic areas. This effectively achieves a balance between traffic and construction, providing a reliable basis for risk level classification and scheme optimization in highway reconstruction and expansion. Detailed Implementation

[0029] The technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0030] An optimization method for traffic organization schemes to reduce construction risk exposure includes using risk exposure R. expAs an evaluation index for measuring the comprehensive degree of traffic safety risk exposure during the construction period of highway reconstruction and expansion projects. For specific construction phases of reconstruction and expansion projects, the risk exposure level... Calculate using the following formula:

[0031]

[0032] In the formula, This represents the risk exposure level at a certain construction phase. 'n' represents the number of road sections in the project. The time exposure of a certain construction phase represents the degree of temporal overlap between traffic flow and construction activities during the construction phase. Spatial exposure at a certain construction stage characterizes the intensity of the spatial impact of traffic flow on the construction area during the construction stage. Sensitivity at a certain construction stage represents the vulnerability coefficient of road users and the construction environment.

[0033] The sensitivity of traffic risks includes two dimensions: first, the severity of the risk source, which is obtained through traffic surveys by measuring the proportion of large vehicles and high-speed vehicles during construction and operation; second, special road sections that are more susceptible to risk, such as road sections with elevation differences for slope adjustment construction, and construction sites that occupy more than two lanes for a long time.

[0034] The higher the risk exposure, the greater the likelihood of a risk event occurring and the greater its impact. The risk impact is then categorized according to the risk exposure value. Table 1 shows the safety risk classification during the renovation and expansion construction period based on risk exposure.

[0035] Table 1 Risk Exposure Classification Table for Highway Reconstruction and Expansion Projects

[0036]

[0037] In equation (1), the time exposure T is calculated using the following formula:

[0038]

[0039] In the formula, The actual traffic volume (pcu / d) in the construction impact area during phase j. Design traffic capacity (pcu / d) for the road segment; The construction duration (in days) for phase j; The duration (in days) of the j-th stage.

[0040] Spatial exposure Calculate using the following formula:

[0041]

[0042] In the formula, The length of the road involved in the construction (km); The total length of the work area (km); This refers to the actual distance (in meters) between the construction zone and the driving lane. When the actual distance is greater than the width of the roadside safety clear zone, Determine the width of the roadside safety clearance zone; The width of the roadside safety clearance zone (m); , As weighting coefficients, it is recommended Take 0.6, Take 0.4.

[0043] Sensitivity during construction is affected by multiple factors, including traffic flow conditions, road conditions in the maintenance zone, construction intensity, and traffic control. Sensitivity is calculated using the following formula:

[0044]

[0045] In the formula:

[0046] These are the basic sensitive factors, selected according to different construction stages. Values ​​can be obtained from Table 2.

[0047] The ideal conditions for a highway traffic area are a lane width ≥ 3.75m and a lateral width ≥ 1.75m, which are the lane width and lateral width coefficients. However, during actual construction, it is often difficult to achieve these ideal conditions. The lane width and lateral width coefficient can be calculated using the following formula:

[0048] (5);

[0049] in This refers to the actual lane width. When the actual lane width is greater than 3.75m, Take 3.75m; This refers to the actual lateral clearance. When the actual lateral clearance is greater than 1.75m, Take 1.75m.

[0050] This is the coefficient for large vehicles. It can be calculated using the following formula:

[0051] (6);

[0052] in This represents the percentage of large vehicle traffic in total traffic. The vehicle conversion factor for converting large vehicles to small passenger vehicles is taken from Appendix A of the Traffic Organization Design Specification for Highway Reconstruction and Expansion (JTG / T 3392—2022).

[0053] This is the construction intensity coefficient for the work area, which is taken as 1 to 1.5 depending on the intensity of the construction work.

[0054] The traffic diversion coefficient is calculated using the following formula, based on the average diversion spacing within the work area:

[0055] (7);

[0056] Where D 转换 The average spacing of traffic diversion (km);

[0057] The coefficient for traffic control measures is 1 to 1.5, depending on the completeness of the traffic control measures.

[0058] Table 2 Value table

[0059]

[0060] Example 1: Case Analysis of a Highway Reconstruction and Expansion Project

[0061] The reconstruction and expansion project of a certain section of expressway extends from K1111+600 to K1130+300, with a length of 18.7km. The design speed for the entire line is 120km / h. From K1117+800 to K1121+835, the road is newly constructed with separate lanes on one side; other sections are widened along both sides as a single unit, with no longitudinal adjustments. Based on the traffic organization design scheme, the traffic organization implementation plan for the single-lane closure and single-lane traffic phase of this section is used as a calculation case.

[0062] According to the traffic organization design plan during the construction period, the width of the lanes maintained during the third phase of this section is 3.75m, with a lateral clearance of 0.75m, and a designed traffic capacity of 2381 pcu / h (Level 5), with large vehicles accounting for 62.78%. Based on the overall traffic organization arrangement, the construction period for the single-lane closure and single-lane operation phase is approximately 12 months, with a predicted traffic volume of 2551 pcu / h in this phase (2024). According to the reconstruction and expansion plan, this section is divided into three segments: K1111+600~K1117+800, K1117+800~K1121+835, and K1121+835~K1130+300. The risk exposure of each of these three segments is calculated.

[0063] 1. K1111+600~K1117+800

[0064] (1) Time exposure

[0065] If the construction period is calculated to last 12 months, the designed traffic capacity The predicted traffic flow is 2381 pcu / h. If the value is 2551 pcu / h, then the time exposure rate for this road segment is: .

[0066] (2) Spatial exposure

[0067] This phase of road widening construction involves the entire road, and the construction space occupies a certain length. With total mileage Both are 6.2km, and the safe distance from roadside obstacles (guardrails) is... The recommended distance is 0.75m, while the standard roadside clearance is 3.0m. Take 0.6, Taking 0.4, the spatial exposure of this road section is: .

[0068] (3) Sensitivity

[0069] This section of the road is in the stage of widening construction on both sides, allowing traffic to pass through half of the road. (Basic sensitive factors) It is 1.5;

[0070] The lane width is 3.75m, and the lateral margin is 0.75m. Calculate the lane width and the lateral margin coefficient. ;

[0071] Large vehicles account for 62.78% of the traffic on this section of road. Given that the project site is located in a plain with gentle hills, a conversion factor for large vehicles is used. Take 2.0. Calculate. ;

[0072] This section of road has no elevation changes or other road construction areas; the construction intensity coefficient for the work area is... Take 1.0.

[0073] According to the design documents, the third phase of traffic diversion for this road section will involve one diversion, with an average diversion interval of 3.1 km. Calculate the traffic diversion coefficient. ;

[0074] This section of road has comprehensive traffic control measures in place, with a traffic control measure coefficient of [missing information]. Take 1.0.

[0075] Therefore, the sensitivity of this road section 1.5×1.22×1.424×1×1.20×1=3.127.

[0076] (4) Risk exposure

[0077] The risk exposure level of this road section is: .

[0078] 2. K1117+800~K1121+835

[0079] (1) Time exposure

[0080] If the construction period is calculated to last 12 months, the designed traffic capacity The predicted traffic flow is 2381 pcu / h. If the value is 2551 pcu / h, then the time exposure rate for this road segment is... .

[0081] (2) Spatial exposure

[0082] This section of road is a separated widening project; the construction does not involve maintaining traffic flow, and the construction space occupies a certain length. The value is 0, and the roadside meets the safety clear zone width requirement. Therefore, the spatial exposure of this road section is... .

[0083] (3) Risk exposure

[0084] Since the spatial exposure of this road section is 0, the risk exposure of this road section is 0.

[0085] 3. K1121+835~K1130+300

[0086] This section is a double-sided widening section, and its time exposure and spatial exposure calculation results are the same as those of K1111+600~K1117+800.

[0087] The average spacing for traffic diversion in this section is 4.23km. Calculate the traffic diversion coefficient. The corresponding sensitivity is 1.5×1.22×1.424×1×1.16×1=3.023.

[0088] The risk exposure level for this road section is: .

[0089] 4. Overall risk exposure and risk level

[0090] According to the traffic organization design plan, the risk exposure level of this section is: (3.014 + 0 + 2.914) / 3 = 1.976. From the perspective of risk exposure, this section is classified as a low-risk section. The overall risk exposure is shown in Table 3.

[0091] Table 3 Risk Exposure Statistics

[0092]

[0093] This invention aims to optimize traffic organization schemes. It studies the identification and control of risk factors, the duration of risks, risk accidents, and risk losses during the construction of highway reconstruction and expansion projects under high traffic volume conditions. A risk assessment model for high-volume construction phase reconstruction and expansion projects is established based on risk exposure theory. With the goal of reducing risk exposure, a construction traffic organization scheme to minimize construction risk exposure is developed, and the optimized traffic organization scheme is quantitatively validated through the model. Taking a highway reconstruction and expansion project as an example, the specific calculation method of the risk exposure model is analyzed. This provides a reliable basis for the risk level classification of highway reconstruction and expansion projects.

[0094] The above description is merely a specific embodiment of the present invention, and the scope of protection of the present invention is not limited thereto. Any transformations or substitutions that can be conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for optimizing traffic organization schemes to reduce construction risk exposure, characterized in that, Including the use of risk exposure R exp Risk exposure is an evaluation indicator used to measure the comprehensive degree of traffic safety risk exposure during the construction period of highway reconstruction and expansion. Represented as: ； In the formula, This represents the risk exposure level at a certain construction phase; n represents the number of project road sections. The time exposure rate during a certain construction phase; The spatial exposure level at a certain construction stage; Sensitivity at a certain construction stage.

2. The method for optimizing traffic organization schemes to reduce construction risk exposure according to claim 1, characterized in that, The higher the risk exposure, the greater the likelihood of a risk event occurring and the greater its impact. The risk impact is categorized into levels based on the risk exposure value: Low risk: risk exposure (0,3]; Medium risk: Risk exposure (3,6]; High risk: Risk exposure Greater than 6.

3. The method for optimizing traffic organization schemes to reduce construction risk exposure according to claim 1, characterized in that, The time exposure is expressed as: ； In the formula, This represents the actual traffic volume in the construction impact area during phase j. Design the traffic capacity of the road section; Let j be the construction duration of the j-th stage; Let be the duration of the j-th stage.

4. The method for optimizing traffic organization schemes to reduce construction risk exposure according to claim 1, characterized in that, The spatial exposure is expressed as: ； In the formula, The length of the road involved in the construction; The total length of the work area; This refers to the actual distance between the construction zone and the driving lane. When the actual distance is greater than the width of the roadside safety clear zone, Determine the width of the roadside safety clearance zone; The width of the roadside safety clearance zone; , These are the weighting coefficients. Take 0.6, Take 0.

4.

5. The method for optimizing traffic organization schemes to reduce construction risk exposure according to claim 1, characterized in that, The sensitivity is expressed as: ； In the formula, As a basic sensitive factor; This refers to the lane width and lateral clearance coefficient. For large vehicles; Traffic diversion coefficient; The construction intensity coefficient for the work area is taken as 1 to 1.5; The coefficient for traffic control measures is 1 to 1.

5.

6. The method for optimizing traffic organization schemes to reduce construction risk exposure according to claim 5, characterized in that, The lane width and lateral clearance coefficient are calculated according to the following formula: (5) ； In the formula, This refers to the actual lane width. When the actual lane width is greater than 3.75m, Take 3.75m; This refers to the actual lateral clearance. When the actual lateral clearance is greater than 1.75m, Take 1.75m.

7. The method for optimizing traffic organization schemes to reduce construction risk exposure according to claim 5, characterized in that, The large vehicle coefficient is calculated according to the following formula: (6)； In the formula, This represents the percentage of large vehicle traffic in total traffic. The vehicle conversion factor for converting large vehicles to small passenger vehicles.

8. The method for optimizing traffic organization schemes to reduce construction risk exposure according to claim 5, characterized in that, The traffic diversion coefficient is calculated according to the following formula: (7)； In the formula, The average spacing for traffic diversion.

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