Liu Weiwei Zhang Zhiwei Gao Jianqiang Jin Yuanyuan
CCCC First Highway Survey, Design and Research Institute Co., Ltd. Chang'an University Tongji University
Abstract: Emergency rescue is the last line of defense to protect life and property after the occurrence of highway accidents, and for three-dimensional composite highways, especially three-dimensional layers, it is more necessary to provide strong and effective emergency rescue support. By combing the design characteristics of the three-dimensional composite expressway, combined with typical projects, it is proposed to use the three-dimensional layer and the ground layer connection road and the interchange interchange ramp, with strong intervention traffic flow organization measures, to carry out three-dimensional layer emergency traffic organization and evacuation, and put forward suggestions for three-dimensional layer emergency rescue measures, providing a basis for relevant departments to make decisions and take engineering and management measures.
Keywords: traffic engineering and traffic management; Three-dimensional composite highway; Emergency rescue; Traffic organization and evacuation;
Fund: National Key R&D Program, Project No. 2017YFC0803900; Shaanxi Province Youth Science and Technology Rising Star Project, Project No. 2020KJXX-046;
Expressway emergency rescue is a remediation system in case of accident prevention and safety failure, and its goal is to minimize the degree of injury caused by accidents. Three-dimensional composite highway is a highway that uses three-dimensional space to adopt the form of upper and lower separation composite cross-section for the same direction of traffic lanes. Three-dimensional composite highways are mostly built in economically developed urban agglomeration areas, for the interior of the three-dimensional composite highway project, the ground layer, the three-dimensional layer is parallel, the traffic environment is complex, the interconnection along the line is high-density small-pitch interconnection, along the high-rise buildings, power lines, high-voltage gas pipelines and other dots, and a number of highways and local main arterial roads intersect each other, the traffic volume is extremely large. The three-dimensional layer is a separate cross-section of the upper layer using the viaduct form in the whole section, and its space is relatively independent at the same time, which puts forward higher requirements for emergency rescue.
There have been many studies on emergency rescue models at home and abroad. In response to traffic response measures after traffic accidents, the US traffic management department conducted a corresponding study, proposed a set of emergency traffic organization strategies in the Traffic Accident Management Manual, and formed a specific process [1,2]. For the key structures of the expressway, many studies have carried out research and practice on the emergency rescue of tunnel sections, and Europe, the United States, Japan and other countries (regions) have formed a set of special disaster prevention and relief plans[3], such as the Mont Blanc Tunnel, the Tauern Tunnel, the Gotthard Tunnel and other long tunnels, and have formulated special fire accident emergency plans [4]. The emergency rescue of expressways in China focuses on emergency rescue and emergency evacuation, and the research on emergency traffic evacuation in the mainland for emergencies in expressways started late, mainly focusing on the evacuation research of emergencies such as tunnels and the organization of emergency evacuation traffic flow of highways, and in theory, mathematical analysis and computer simulation are mainly used. For example, based on the law of emergency time development [5,6], the whole process of emergency is newly understood and studied, and the collected data are used to construct an emergency rescue evaluation index system [7,8] and an evaluation method [9,10]. In the emergency organization, the key nodes and critical paths of the emergency evacuation road network [11] are determined based on the information core, and the corresponding dynamic traffic distribution method for emergency evacuation is constructed based on this[12], and the highway point-to-point emergency evacuation model is constructed[13]. In recent years, with the development of intelligent transportation technology, some studies have also guaranteed emergency rescue from the perspective of intelligent assistance, collected real-time data, and rapidly induced diversion [14] stranded vehicles under the rapid calibration of the optimal path. Some scholars have adopted methods such as multi-level emergency rescue force coordination[15] and traffic control methods that combine paradigm reasoning and rule reasoning[16] to construct collaborative scheduling models and processes.
Compared with the general highway section, the three-dimensional layer of the three-dimensional composite highway is more closed, and in an emergency, there is less communication with the external environment, so it is more necessary to coordinate the emergency organization, evacuation and rescue of the three-dimensional layer, and strengthen the emergency rescue of the three-dimensional composite highway. According to the design characteristics of the three-dimensional layer, this paper uses the existing space to formulate the traffic organization and evacuation mode in different scenarios from the perspective of emergency evacuation and emergency rescue measures, and combines other needs of emergency rescue to propose other emergency rescue measures, so as to provide a basis for the decision-making and engineering and management measures of relevant departments.
1 Definition of emergency rescue mode conditions
Due to the great difference in the design indicators, linear shapes, entrance and exit settings, and traffic operation status of the three-dimensional layer in different projects, this paper takes the reconstruction and expansion project of the He'ao to Shenzhen Airport section of the Shenyang-Haikou Expressway (hereinafter referred to as the Jihe Expressway) as a typical project, and studies the emergency rescue mode of the three-dimensional layer road.
The three-dimensional layer of the Jihe Expressway adopts the design form of two-way 8 lanes, with a design speed of 100 km/h, an integral subgrade width of 41 m, a split subgrade width of 20.5 m, a width of 3.75 m for each lane, and a single width of 4 lanes, and its design effect is as shown in Figure 1. Corresponding to the design of the last year of 4 764 pcu / h three-dimensional layer design hour traffic demand, when the four-lane three-dimensional layer has a minor accident event, only occupy 1 lane, under the predicted traffic demand, although the three-dimensional layer traffic capacity will be affected to a certain extent, but can also meet the three-level service level of traffic needs, the road still has normal traffic capacity, can ensure the vehicle traffic demand. However, when the accident occurs occupies 2 lanes, the saturation of traffic flow is 1.13, which can only meet the requirements of the six service level, and the traffic flow is in a state of slow driving.
Figure 1 Effect of the standard section of the three-dimensional transformation mode of the Jihe Expressway
In different emergency situations, there are certain differences in the emergency rescue mode adopted, and before determining different emergency rescue models, it is first necessary to define the degree of impact of the accident. Considering that highway traffic emergencies are divided into four levels according to factors such as nature type, severity, controllability and scope of influence: I. (particularly significant), II. (significant), III. (larger) and IV. (general). The scale of the impact of the emergency corresponds to the number of emergency lanes occupied, when the emergency affects the passage of 3 or more lanes, the three-dimensional layer does not have the ability to evacuate vehicles, at this time, the emergency traffic management under the influence of the emergency should be considered. Therefore, under the condition of large scale and wide range of influence, relying only on three-dimensional layer channels cannot guarantee emergency traffic management under emergencies, and it is necessary to coordinate other conditions to ensure the effectiveness and timeliness of emergency rescue.
2 Stereoscopic layer design features
2.1 Cross-sectional design features
The design speed of the three-dimensional layer of the Jihe Expressway reconstruction and expansion project is 100 km/h, and the two-way 8-lane design standard is adopted, the three-dimensional layer separation cross-section is 20 m wide, the integral cross-section is 40.5 m, and the three-dimensional layer cross-section is as shown in Figure 2. Combining the indicators and functions of the cross-section, in the emergency rescue, the right hard shoulder can be considered as the emergency rescue channel.
When the hard shoulder is used as an emergency rescue channel, the hard shoulder should be able to ensure the safe operation of the rescue vehicle at a speed of 40 to 60 km/h, according to the "Highway Route Design Code" (JTG D20-2017) (hereinafter referred to as the "Code") for the width of the lanes of different design speeds, the minimum value of the lane width to meet this requirement should be 3.5 m, and when the design speed is 60 km/h, the minimum width of the right hard shoulder width is 0.25 m to 1.50 m (to ensure the lateral safety distance). Therefore, the hard shoulder of the multi-lane highway (as an emergency lane) can ensure that the rescue vehicle can operate safely at a speed of 40 to 60 km/h, and its minimum width should meet 3.5 to 5 m. If only the passage of rescue vehicles is considered and the driving speed of the vehicle is not required, the requirements of the Code for a lane width of 3.0 m with a design speed of 20 km/h can be referred to.
Comparing the width of the right hard shoulder to meet the needs of different emergency functions, the recommended values of the right hard shoulder are proposed as shown in Table 1. Compared with the cross-sectional design of the three-dimensional layer of the Jihe Expressway, the shoulder width of the hard road on the right side is 3.0 m, which can meet the emergency management needs of temporary parking, maintenance operations, rescue vehicle traffic and so on.
2.2 Design of passive protection and support facilities
In order to ensure the driving safety of three-dimensional layer vehicles, the three-dimensional layer should be equipped with passive protection and support facilities such as guardrails, anti-netting, and buffer facilities. Among them, the guardrail is the focus of the setting of passive protection and support facilities, and in the event of an emergency, the guardrail can narrow the scope of the impact of the accident to a certain extent and play the role of the barrier of the impact of the accident. In the design form of the three-dimensional composite highway, the three-dimensional layer of some sections of the road is closer to the ground layer, its projection coincides with the ground layer, and once the three-dimensional layer is involved, there may be a situation where the vehicle rushes out of the three-dimensional layer and falls into the ground layer, affecting the normal passage of the ground layer and causing serious consequences.
For the anti-fall net setting of the three-dimensional composite expressway, the parallel geometric spatial relationship and mutual influence of the public railway should be comprehensively considered, and the section of the three-dimensional layer highway, the parallel section of the public railway and the intersection section of the public railway should be strengthened in the roadside of the three-dimensional layer adjacent to other highways and the lower left of the driving direction of the ground layer, and the anti-net setting needs to be strengthened. In addition, for the outlet ramp and the main line diversion and the interchange ramp diversion end, it is necessary to use the anti-collision end and the anti-collision pad, after the accident, under the protection of the buffer facilities, minimize the personal injury, to protect the safety of the driver and passengers to a certain extent.
Fig. 2 Schematic of the cross-section of the three-dimensional layer
Table 1 Recommended values for the width of the right hard shoulder that meet different functional requirements under different design speeds
| Design speed/(km/h) | 120 | 100 | 80 | |
| Hard shoulders Width/m | General values | 3.90 | 3.80 | 3.70 |
| minimum | 3.20 | 3.00 | 2.80 |
2.3 Entrance and exit spacing design features
Corresponding to the set spacing of the opening of the central divider belt of the integral subgrade, and the setting requirements of the horizontal connection road of the separated subgrade: at the separation (confluence) of the integral subgrade and the separated subgrade, the opening of the central divider belt should be set, and the minimum spacing of the opening of the central divider should not be less than 2 km. Therefore, for the road section where the distance between the adjacent entrances and exits of the three-dimensional layer is less than 2 km, the adjacent interchange entrances and exits and the ramps connected to the entrances and exits can be used as emergency passages to facilitate the arrival of emergency rescue vehicles and the evacuation of stranded vehicles.
For sections of road with adjacent entrances and exits more than 2 km apart, refer to the existing split subgrade highway project. In the design of the split subgrade highway, in order to enable the vehicle to drive in the opposite lane when necessary for maintenance, maintenance, and emergency rescue, the separated subgrade should be provided with a transverse connection road. The transverse connection road is generally set up in front of and behind the facilities such as interconnected three-dimensional intersections, tunnels, special bridges, service areas, etc., and the viewing conditions of the set road section are good. In addition, at the separation (confluence) of the separating subgrade, a central divider opening is provided. Comprehensive design requirements of various projects, there is no mandatory requirement for its spacing, and each project can determine the setting location and demand of the horizontal connection channel according to the specific project needs.
From the perspective of emergency rescue and evacuation, the interconnection along the project line and the upper and lower layers of the connecting road can be used as an emergency rescue channel for the three-dimensional layer, and the emergency rescue vehicle can drive into the nearest interchange or connection road from the scene of the incident through the ground layer, and reach the accident site through the ramp and hard road shoulder. In areas where there is no interconnection or upper and lower connection lanes for long distances, it is necessary to add horizontal connection lanes and borrow opposing lanes to facilitate the timely arrival of rescue vehicles and the orderly evacuation of stranded vehicles during emergency rescue and emergency rescue.
3 Traffic organization and evacuation in emergency environments
Comprehensive three-dimensional layer design characteristics, in the case of large scale of events and wide range of influence, it is necessary to coordinate the management of the ground layer, the three-dimensional layer, the ground layer and the three-dimensional layer connection road, the interchange interchange ramp, and in the traffic organization and evacuation, combined with the driving direction of the connecting road, the corresponding emergency traffic organization and evacuation suggestions are proposed. According to the design of the entrance and exit of the three-dimensional layer of the Jihe Expressway, the emergency traffic organization and evacuation management suggestions for stranded vehicles are proposed, and at the same time, the intelligent management measures are assisted to improve the efficiency of emergency traffic organization and evacuation.
3.1 Use the three-dimensional layer and the ground layer connection road for emergency traffic organization and evacuation
The three-dimensional layer and the ground layer connection road of the jihe Expressway are divided into two categories: the three-dimensional layer connection road on the ground layer and the ground layer connection road under the three-dimensional layer, in the traffic organization and evacuation, the corresponding emergency traffic organization and evacuation suggestions should be put forward respectively in combination with the driving direction of the connecting road.
When using the ground layer channel under the three-dimensional layer for traffic organization and evacuation, the traffic organization of the ground layer connection road under the three-dimensional layer can be divided into two stages: stage 1, control the vehicles in the upstream section of the three-dimensional layer, prohibit vehicles from entering the three-dimensional layer, and organize vehicles that have not entered the impact area to use the interconnection and connection road to drive away from the three-dimensional layer to ensure the smoothness of the hard road shoulder (Figure 3); In stage 2, the three-dimensional layer stranded vehicle is organized and driven away through the ground layer connection road under the three-dimensional layer (Figure 4).
Figure 3 Stage 1: Traffic organization at adjacent entrances and exits upstream of the emergency section
Figure 4 Phase 2: Traffic organization near the connecting road of the emergency section
When using the three-dimensional layer connection road on the ground layer for emergency traffic organization and evacuation, the evacuation process is different from the ground layer passage under the three-dimensional layer, which is divided into three stages: Stage 1 is consistent with the traffic organization of the ground layer under the three-dimensional layer; Stage 2 organizes the passage of vehicles on the ground floor, empties the two lanes on the outside of the ground layer, and uses the two lanes outside the ground layer as the evacuation channel for vehicles on the three-dimensional layer (Figure 5); Stage 3 organizes three-dimensional layer vehicles to drive into the ground layer, borrowing two lanes outside the ground layer to drive away (Figure 6).
3.2 Use the interchange ramp for emergency traffic organization and evacuation
In the emergency traffic organization and evacuation, the accessibility characteristics of the interchange can be used to make full use of the ground layer and the intersection to carry out the corresponding traffic organization and evacuation. The three-dimensional layer of the Jihe Expressway is set up with 4 interchanges, of which some interchanges are interchanges where the three-dimensional layer is connected to the interchange, and some interchanges adopt the design of one and two, and the interchange has the conditions to directly drive into the ground layer and the three-dimensional layer.
Figure 5 Stage 2: Two lanes outside the Vacate Ground Floor
Figure 6 Stage 3: Three-dimensional vehicles are evacuated to the ground level using a connecting road
For conventional interchanges, that is, the interchanges where the three-dimensional layer is connected to the interchange, in the emergency traffic organization, the vehicle can be guided to the interchange, through the surrounding road network, bypassing the emergency rescue control section, and re-entering from other entrances and exits. The specific steps are as follows: Phase 1, control the downstream vehicles of the three-dimensional layer, organize the vehicles that have not entered the impact zone to use the downstream interconnection to drive away from the three-dimensional layer, and ensure the smoothness of the hard shoulder (consistent with the use of the three-dimensional layer and the ground layer connection road phase 1); In stage 2, the stranded vehicles are organized to leave the highway through the interchange exit ramp (Figure 7); In stage 3, vehicles detour around the surrounding road network or re-enter the Machine-Load Expressway through other entrances and exits (Figure 8).
Figure 7 Phase 1: Organize vehicles that have not entered the impact zone to drive away from the stereoscopic layer
For one-on-two interchanges, there are channels connected to the ground layer by intersection, and there are more paths that can be selected in the traffic organization, which can guide the vehicle to the intersection, turn around and re-enter the ground layer through the intersection, and then drive to the destination, including 3 stages: stage 1, which is consistent with stage 1 of the conventional interchange; Stage 2, close the entrance ramp closest to the emergency, and organize the stranded vehicles to drive away from the three-dimensional layer through the exit ramp (Figure 9); In Phase 3, vehicles are free to choose to detour other roads or detour to the ground level of adjacent interchanges to continue driving.
Figure 8 Phase 2: Traffic organization near the interchange of the emergency section
Figure 9 Stage 2: Organizing stranded vehicles to drive away from the three-dimensional layer through the exit ramp
3.3 Emergency traffic organization and intelligent management of evacuation
After the occurrence of emergencies in the three-dimensional layer, in addition to the emergency traffic organization and evacuation of the above-mentioned typical road sections, it should also cooperate with the intelligent management mode to carry out strong intervention in traffic organization, and the strong intervention traffic flow organization measures that should be taken include: exit guidance and entrance control, lane traffic control, and road network traffic control.
3.3.1 Exit induction and entrance closure
For exit induction, the guidance screen or variable information sign is set in the appropriate position before the mutual exit, relying on the accompanying information service equipment, from the aspects of traffic time, traffic accident, event, abnormal weather, whether to detour, etc., automatically generate the traffic flow guidance strategy and ramp control strategy of the ground layer and the three-dimensional layer, the machine-loaded highway and the surrounding roads, and release the corresponding exit guidance information to induce the vehicle to drive away from the three-dimensional layer nearby.
The closed flow restriction of the entrance is an extreme situation of the three-dimensional layer entrance control. When the traffic flow of the upstream highway section of the three-dimensional layer and the downstream highway section is already saturated, or the transitional section into the three-dimensional layer main line does not have the ability to accommodate too much queuing traffic flow, or when a fire, toxic substance leakage and other secondary accidents are likely to occur, the entrance to the three-dimensional layer can be temporarily closed.
3.3.2 Lane traffic control
When an emergency occurs in a lane on the three-dimensional floor, considering the safety of subsequent traffic flow, lane closure measures can be temporarily implemented according to the actual state of the scene, and subsequent traffic is prohibited from entering the lane. When traffic in the accident lane does not obstruct traffic in other free lanes of the separable subgrade width, the lane can be closed and the vehicle passes along the adjacent lane of the accident point. On the other hand, the lane occupied by the closure of the emergency can ensure the rapid arrival of emergency vehicles, and the closed lane can be used as a dedicated emergency lane in the upstream section.
3.3.3 Road network traffic control
With the Jihe Expressway project as the main body, the ground layer, three-dimensional layer, adjacent parallel roads, contact roads and urban roads are composed of a regional highway network, and unified management and control are implemented to maximize the traffic capacity of the highway network from the perspective of macro diversion. In the traffic control of the road network under emergency management, based on the structure, facility conditions and traffic status of the regional highway traffic network, a scientific and reasonable traffic diversion and traffic conversion strategy is formulated, and the traffic flow is effectively distributed and managed within the road network system to achieve the best balance between traffic demand and road network capacity, and make full use of the road network capacity, so that the entire road network system is in the best operating state.
4 Three-dimensional layer emergency rescue measures are recommended
The complete emergency rescue system covers monitoring, response, decision-making and implementation, and its effect depends on the software and hardware facilities, management mode and technical support of the rescue system. How to systematically improve the emergency response speed and shorten the rescue time is the core problem that the emergency rescue system needs to solve, and it needs to be comprehensively considered from the aspects of emergency monitoring, emergency rescue decision-making and linkage effect mechanism.
4.1 Strengthen proactive security prevention and control management
For the three-dimensional layer of the three-dimensional composite highway, although the sudden event is a small probability event, if it is not handled and controlled in time, it is very likely to cause uncontrollable serious consequences to the two major transportation systems of the three-dimensional layer and the ground layer. For the three-dimensional layer emergency rescue management of the reconstruction and expansion project of the Jihe Expressway, the active safety prevention and control management that can be adopted includes the following aspects.
(1) In the three-dimensional layer, tunnel, interconnection and other key nodes and road sections, especially the three-dimensional layer emergency lane, the use of real-time automatic detection equipment for events, once a traffic accident occurs, quickly locate the location of the accident, automatically determine the type of accident, early warning to the platform and management personnel, eliminating the need for management personnel to find accident information through video along the line, convenient for the platform and management personnel to make decisions and management reactions quickly in the first time.
(2) Install variable information information boards near the interchange interchange of the three-dimensional layer, the ground layer and the three-dimensional layer connection road, relying on the accompanying information service equipment to prompt the sudden event situation, so that the driver can quickly obtain accident, incident, induction and other information.
(3) In the tunnel, interchange, accident-prone road section and other important nodes and road sections, lay smart beacons, according to the downstream events and traffic organization of each lane, correspondingly adjust the visual information of different colors, the upstream of the vehicle operation of the early warning prompt, to achieve lane-level differentiated management.
4.2 Construct a rapid joint defense response mechanism between the ground layer and the three-dimensional layer
Traffic emergency response usually initiates a corresponding emergency plan based on the level and scope of the emergency. Emergency rescue is a work involving multiple departments, multiple types of work, in the emergency rescue, should establish a rapid joint defense mechanism between the ground layer and the three-dimensional layer in different scenarios, formulate a linkage disposal plan to prevent accidental safety risks, ensure the timely coordination between the ground layer and the three-dimensional layer under emergency situation, ensure the smooth flow of rapid rescue evacuation channels, and improve rescue efficiency. The emergency rescue response flow is Figure 10.
Figure 10 Emergency rescue response process of the three-dimensional layer of the ground layer
4.3 Formulate a special emergency response plan for three-dimensional composite highway emergencies
Once a sudden event occurs on a three-dimensional composite highway, it may involve joint emergency rescue of the three-dimensional layer and the ground layer. Therefore, in the process of operation and management, we should pay attention to the formulation of special emergency plans, strengthen the synergy of the two levels, and ensure the practicality and operability of special emergency plans through risk assessment and plan deduction.
In order to ensure the need for safe passage of the ground layer and the three-dimensional layer, it is recommended to formulate emergency response plans under different emergencies, formulate special emergency response plans for the linkage of the ground layer and the three-dimensional layer, provide support for the coordinated linkage emergency handling of emergencies, and form a comprehensive emergency plan system of horizontal and vertical crossing and mutual support.
4.4 Build a project-level emergency rescue management platform
Establish an emergency rescue management platform, respond quickly to emergencies, quickly and effectively organize emergency rescue and rescue, and ensure that the transportation authorities can quickly make judgments and carry out rescue and command work.
In the operation of the platform, establish a rapid linkage mechanism for emergency handling of emergencies on the Jihe Expressway, take the project command center as the information center and dispatch center for emergency rescue, and the data collection equipment in the platform is networked with the collection equipment of active prevention and control support, and when the information is released, the path characteristics of the corresponding ground layer and the three-dimensional layer are corresponding to the roadside variable information version and mobile phone APP for linkage release.
Within the platform, open up emergency contact channels for medical, fire, vehicle rescue and other departments, clarify the division of labor of various departments, link and coordinate to integrate high-speed traffic police, road administration, high-speed rescue, command center resources, realize multi-intensity "large concentration" police, "visualization" command and "one-key" scheduling, and quickly and efficiently complete rescue, accident vehicle rescue, on-site removal, emergency handling and other work.
5 Conclusion
Expressway traffic safety emergency rescue is a relatively complex work, for the three-dimensional composite highway, due to the design of space isolation, the three-dimensional layer of emergency rescue management is more difficult. In this paper, relying on the reconstruction and expansion project of the Jihe Expressway, in the three-dimensional layer traffic organization and evacuation, combined with the geometric design characteristics of the three-dimensional layer, the three-dimensional layer and the ground layer connection road and the interchange interchange ramp are used to take strong intervention traffic flow organization measures (exit guidance and entrance control, lane traffic control, road network traffic control), and emergency traffic organization and evacuation under emergencies. At the same time, in order to ensure the comprehensiveness of emergency rescue information acquisition, the effectiveness and timeliness of rescue, and the coordination of management, strengthen active safety prevention and control management, build a rapid joint defense response mechanism between the ground layer and the three-dimensional layer, formulate a special emergency plan for three-dimensional composite highway emergencies, and build a project-level emergency rescue management platform to form a comprehensive and powerful emergency rescue model to further ensure the travel safety of the three-dimensional composite highway.
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