The intensity of the movement of vehicles. Calculation of prospective traffic intensity

The technical classification of highways and their division into categories is made according to the intensity of car traffic. Quantitatively, this indicator is characterized by the number of cars passing along the road and its section in a specific diameter per unit of time in both directions.

The intensity of traffic of cars is divided into the following types and components in order to determine the design parameters of the road, its elements and structures:

1. The average annual daily traffic intensity is used only for economic calculations when comparing route options and when determining capital investments.

The average annual daily traffic intensity is established on the basis of data on the size of the traffic density and the structure of the car flow, identified as a result of surveys:

where Q is the haul traffic density, t km/km; K - coefficient that takes into account the composition of the flow of cars that do not carry goods, approximately taken equal to 1.15-1.25; D is the number of days in a year; q cf is the average carrying capacity of vehicles, t; β is the mileage utilization factor; γ is the load capacity utilization factor; q av βγ – vehicle performance per 1 km per year. The average is 3.7 t/km.

For a new road construction project, N c is the predicted, expected value. And for the N 0 reconstruction project, it is established by measuring the actual composition of the flow at traffic intensity observation posts.

2. Estimated prospective traffic intensity N 20 (bus / day) serves to assign the category of the highway, determine its geometric parameters.

For the calculation of road pavements, the estimated prospective traffic intensity is also used. but already depending on the service life of the pavement (N 10, N 15, etc.). The estimated prospective traffic intensity for new construction is determined by the formula

N 20 \u003d N c K total,

where N c is the average annual daily traffic intensity, avt/day; Ktot is a generalized coefficient that takes into account the average carrying capacity of trucks and their share in the traffic flow, the unevenness of movement by season and hour; in the future, the values ​​of Ktot are in the range from 1.5 to 1.6.

During the reconstruction, N 20 rivers are calculated on the basis of the known initial (at the beginning of the reconstruction) actual intensity N 0 obtained at the traffic accounting posts. The formulas for determining the prospective estimated traffic intensity are as follows, depending on the category of the reconstructed road and the goals of the forecast:

a) when the intensity changes according to the straight line law

N 20 rivers = N 0 + ∆Nt, (1.1)

where N 0 is the actual traffic intensity for the year of the beginning of the reconstruction, avt/day; ∆N is the average annual increase in traffic intensity for the previous observation period, avt/day; t – forecast perspective period, t=20 years (for pavements t=10, t=15, etc.);

b) when the intensity changes according to the law of geometric progression

N 20 rivers \u003d N 0 (1 + p / 100) (t -1), (1.2)

where p is the average annual percentage increase in intensity according to traffic records for a period of at least 10 years,%;

c) for highways of high categories, a formula with a decreasing rate of increase in traffic intensity is acceptable

N 20 rivers = N 0 (1.3)

where K 1 and K 2 are empirical coefficients depending on the initial increase in intensity (Table 1.1).

The initial intensity growth coefficients are taken:

In the amount of 1.1 ... 1.12 for the reconstruction of paved roads and high traffic intensity in areas where the road network is provided (more than 200 km per 1000 km 2);

In the amount of 1.14 ... 1.16 for the reconstruction of roads of low categories with their increase by two or three categories in areas with an average development of roads (from 200 to 50 km per 1000 km 2);

In the amount of 1.18 ... 1.20 for actually new road construction in areas where there are dirt roads and roads with low transport and operational qualities, in areas where the road network is not provided (less than 50 km per 1000 km 2).

Formulas (1.1) and (1.2) are used to calculate traffic intensity on roads of IV and V categories. For roads of categories II and III, these formulas are applicable for a short-term forecast (up to 10 years) in order to study traffic management issues. Formula (1.3) is used for roads of high categories during their reconstruction.

The values ​​of the coefficient of increase in the initial intensity N 0 for various periods of its forecasting are given in Table. 1.2.

3. Hourly traffic intensity N h, reduced to a passenger car, is used both to assign the category of the road and the number of lanes, estimates bandwidth and traffic safety.

Estimated hourly traffic intensity is determined by the formula

N h \u003d N c α h,

where N c is the average annual daily traffic intensity, avt/day; α h is the share of all cars that passed during 1 rush hour of the total daily number of cars, α h = 0.076.

4. The composition of the flow. Cars of various brands and for various purposes are moving along the road - trucks, cars, buses, special ones, which determine the heterogeneity of the flow. Any intensity can be characterized as in natural units of transport. So in the given to the passenger car.

The composition of the flow of the initial intensity N 0 obtained from the results of accounting for the movement is known. The composition of the stream for the prospect of N 20 rivers and others should be taken from Table. 1.3.

Bringing the intensity in natural units to a passenger car is carried out using the coefficients given in Table. 1.2 SNiP 2.05.02-85.

If the prospective intensity was overestimated, then the parameters of the road will also be overestimated. Then it will not be fully used for a long time, although the capital initial investments in the road turned out to be significant, and the payback period will be exceeded.

In case of underestimation of the prospective traffic intensity, the category of the road will also be underestimated. As a result, the road in a short period of time, which will be less than the service life, will be overloaded with traffic, which will require its premature reconstruction. This situation was fully manifested on the Moscow Ring Road, when 10-15 years after the completion of its construction, additional traffic lanes were required.

3.1 Identification dangerous places accident rate method

3.2 Determination of safety factors

3.3 Determination of road capacity and traffic load factor

3.4 Activities

Annex A

1. Assignment of technical category

Motor roads are divided into categories according to transport and operational qualities and consumer properties depending on the following parameters:

- the number and width of traffic lanes;

- the presence of a central dividing strip on the carriageway;

– type of intersections with roads, railways, tramways, bicycle and pedestrian paths;

– conditions of access to the road from junctions in one level.

Traffic intensity N t- the number of cars passing through a certain section of the road per unit of time (hour, day). Depending on the intensity of traffic, the category of the road is set, the timing of the repair and measures to organize traffic are selected.

The intensity of traffic increases over time. The pattern of change in traffic intensity over time can be represented by the equation of compound interest ( geometric progression):

N T = N 0 ( 1+ q) T - 1 ,

where N 0 – initial (initial) traffic intensity; q– annual growth rate of traffic; T- year.

The higher the traffic intensity, the more perfect the roads are designed. This is due to the fact that if a road with relatively steep slopes and a small width of the carriageway is built to pass traffic of greater intensity, then, although it will cost less, cars on it will not be able to move with high speeds. On such a road, during the entire period of operation, road transport will incur very high costs.

Motor roads along their entire length or in separate sections are divided into categories depending on the traffic intensity according to Table 1.

The course task sets the prospective traffic intensity for the 20th year (bus / day). In order to determine the category of the road, we must convert the prospective traffic intensity into the estimated traffic intensity reduced to a passenger car (units/day). Bringing the traffic flow to the calculated passenger car is carried out according to the formula

N pr \u003d S N i × K pr i.(1.1)

We select reduction coefficients from the table of reduction coefficients depending on the type Vehicle(Table 2) and make the calculation given in Table 3.

Table 1

table 2

Reduction coefficients

Example: it is necessary to determine the technical category of the road, the prospective traffic intensity is set N= 2900 cars/day

Table 3

Calculation of reduced traffic intensity

Reduced traffic intensity N T= 5582 units/day corresponds to the II category of the road. An estimated speed of 100 km/h is assigned.

2. Calculations and justification of technical standards

Estimated speed the highest possible (in terms of stability and safety) speed of movement of single cars under normal weather conditions and adhesion of car tires to the surface of the carriageway, which corresponds to the maximum permissible values ​​of road elements on the most unfavorable sections of the route, is considered. All geometric elements of roads are designed for this speed - plan and longitudinal profile.

Estimated movement speeds for designing plan elements, longitudinal and transverse profiles, as well as other elements that depend on the movement speed, should be taken from Table 4.

The design speeds set in Table 4 for difficult sections of rough and mountainous areas can only be accepted with an appropriate feasibility study, taking into account local conditions for each specific section of the projected road.

Estimated speeds on adjacent sections of roads should not differ by more than 20%.

Table 4

Estimated speeds

In accordance with the prospective traffic intensity for 20- summer period specified in the task, set the technical category of the road.

· Determining the allowable radius of horizontal curves in the plan.

The smallest allowable radius of horizontal curves in plan without

turn devices are calculated by calculation at a given speed V R according to the formula

, (1)

m

where µ is the shear force coefficient; from the condition of ensuring the convenience of passengers, the calculated value can be taken as µ = 0.15, i non - cross-slope of the carriageway, i non - 0.020.

· Determining the radius of the curve when arranging a turn.

To improve safety and ease of movement on horizontal curves in plan with a radius R ≤ 3000 m for roads of technical category I and with a radius R ≤ 2000 m for roads II-V technical categories, a turn is usually provided, then the minimum radius of the curve is found by the formula

, (2)

m

where i in - the transverse slope of the carriageway on the bend, for calculation you can take i in = 0.06

· Determination of the smallest calculated visibility distance.

The smallest estimated visibility distance is calculated according to two schemes:

a) Road surfaces - this is the distance S 1 at which the driver can stop the car in front of an obstacle on a horizontal (i pr \u003d 0) section of the road, m:

, (3)

where V p is the estimated speed, km/h; K e - coefficient of the operational state of the brakes, K e \u003d 1.2; l З - safety distance, l 3 \u003d 5 - 10 m; j- the coefficient of longitudinal grip of the tire, depends on the condition of the coating, it is assumed in the calculations j= 0.5 for the case

wet coating; i pr - longitudinal slope of the road section; t - time

driver's reactions, t= 1 - 2 s.

b) Oncoming car - visibility distance S2, sum of stopping distances of two cars, m:

S 2 = 2S 1 , (4)

S 2 \u003d 2 99.5 \u003d 199 m

radii of vertical curves

a) radii of convex curves - from the condition of ensuring the visibility of the road according to the formula

, (5)

m

where h 1 is the elevation of the driver's eye above the road surface, h 1 = 1.2 m.

b) The radii of concave curves - from the condition of limiting the magnitude of the centrifugal force, which is permissible under the conditions of the well-being of passengers and overload of the springs:

= 1538 m

where in - the magnitude of the increase in centrifugal acceleration; when developing standards for the design of vertical curves in Russia, they take v \u003d 0.5 - 0.7 m / s 2.

Basic parameters and norms

Table 5

3. Assessment of the relative danger of road sections

Traffic safety on the roads can be achieved only if a set of measures is carried out simultaneously: improving the design of cars and other vehicles; keeping vehicles in good condition technical condition; strict observance by drivers and pedestrians of traffic rules; providing a plan and a longitudinal profile of roads for the possibility of movement of cars at high speeds; maintaining the transport qualities of roads by the road maintenance service by ensuring the necessary strength, evenness, adhesion coefficient of coatings, necessary visibility distances, etc.

The main indicators of road safety for traffic are the absence of places on the road where there is a sharp change in the speed of the traffic flow on a short section of the road, as well as a small speed difference in such sections.

Most dangerous places on the roads are:

1) areas of a sharp decrease in the permissible speeds over a short length of the road, provided by elements of the plan and longitudinal profile with insufficient visibility and small radii;

2) areas of sharp discrepancy between one of the road elements and the speeds provided by other elements (slippery surface on a large radius curve, a narrow small bridge on a long horizontal straight section, a small radius curve in the middle of a long descent, etc.);

A necessary condition for the design of roads on the approaches to big cities suburban road design is a detailed calculation of traffic intensity along the length of the road, taking into account local transit and pendulum traffic.

The intensity and composition of the traffic flow are the initial parameter, taking into account which the classification and the main transport, operational and technical specifications the planned highway.

When designing roads, the following concepts of road intensity are used:

actual (existing) traffic intensity;

estimated (prospective) traffic intensity. The actual and estimated traffic intensity should be taken

total in both directions.

The actual traffic intensity, established on the basis of traffic accounting data, is subdivided, taking into account the duration of its registration time, into:

hourly intensity, auto/hour;

daily intensity, avt./day;

intensity per month, avt./month;

annual intensity, avt./year.

8.3. The actual traffic intensity and prospective traffic is determined for existing roads on the basis of economic surveys, using automated data.

accounting or direct accounting of the movement carried out during economic surveys carried out in the preparation of pre-project and project documentation and can be measured both in physical units (vehicles) and in units reduced to a passenger car.

8.4. Estimated intensity is divided into:

estimated hour, bus/hour;

estimated average annual daily rate, avt./day

8.5. The average annual daily traffic intensity is used in calculating the strength of pavement, artificial structures and other calculations, including technical and economic ones, where knowledge of the annual traffic volume is required.

The average annual daily traffic intensity is determined through the volume of annual traffic determined by a feasibility study or simulation.

8.6. Estimated hourly traffic intensity is used in calculations related to determining the level of loading and throughput of the road, the development of measures for organizing traffic and traffic safety.

The calculated excess of the estimated hourly traffic intensity should be determined, taking into account the consequences in terms of safety, regime, ease of movement and changes in the economic performance of road transport.

Each excess of the calculated traffic intensity means that the level of safety and convenience of the traffic flow decreases relative to the calculated one and the more significant, the larger and more often this excess.

8.7. The number of excesses of the real hourly traffic intensity over the calculated through the average annual daily traffic intensity

(determined by the ranked series of maximum daily hourly intensities) of movement during the year, is 100-150 days.

8.8. The number of excesses of the actual hourly traffic intensity over that calculated using the average annual daily traffic depends on the category of the road and proximity to a large settlement. The permissible number of excesses of the calculated maximum hourly traffic intensity during the year should be determined by a technical and economic calculation, which compares the savings from the calculation for a lower traffic intensity and losses from traffic accidents, an increase in motor transport costs. It is recommended that for highways on the approaches to large cities the accepted number of excesses be no more than 10 during the year. This estimated traffic intensity will correspond to the intensity of the 10th hour.

8.9. For operated roads, the actual maximum hourly intensity of the estimated (recommended 10th) hour should be determined from a ranked series of hourly traffic intensity, constructed from continuous measurement of traffic intensity throughout the year.

8.10. When designing a new road construction, and in the absence of automated accounting data for operated roads, the estimated maximum hourly traffic intensity is calculated through the average annual daily traffic and the coefficient of hourly uneven traffic, which for roads of different categories is 0.08-0.2 and is set by analogues. For the design of measures for the organization of traffic, the design intensity is calculated by the formula:

where And RF - estimated hourly intensity of the traffic flow for the organization of traffic, avt./h .;

And With - average annual daily traffic intensity, avt./day;

To t - the share of the daily traffic intensity attributable to the "rush hour", which is taken:

To RF - coefficient of transition from the average annual daily traffic intensity to the checkout hour intensity.

This coefficient should be determined according to accounting data

traffic intensity. It is desirable that the probability of exceeding the calculated traffic intensity for the selection and design of traffic management measures does not exceed: in the full ranked series (8760 values) 10%. In the absence of traffic count data, averaged values ​​can be used To RF :

Number of checkout time at 10 30 50

ranked row

Krh 3.1-2.5 2.9-2.2 2.5-1.9

Large values To RF are accepted for road sections passing through settlements with a population of more than 10,000 people, smaller ones - in other cases.

8.11. To ensure a load level not exceeding that specified in clause 8.1, the allowable estimated hourly traffic intensity per 1 lane should not exceed the value specified in table 8.1.

Note:

On a section of the road with intersections at the same level - no more than 500 physical. units/hour

For a four lane road.

For dual carriageway.

For a single lane road.

8.12. The estimated traffic intensity is measured in units of cars, reduced to a passenger car, and is determined at the end of the estimated period, which is equal to 20 years from the year the road project was completed.

The traffic intensity of trucks and buses, reduced to a passenger car, is determined by multiplying the traffic intensity of a given type of vehicle by the appropriate reduction factor To etc .

For multi-lane roads, the ratio of bringing trucks and buses to a passenger car To etc should be determined by the formula:

where R t - share of heavy trucks and buses in the flow;

E t- coefficient taking into account the influence of a truck and a bus according to table 8.2.

Coefficients taking into account the influence of a truck and a bus

in traffic for multi-lane roads

Table 8.2

For two-lane roads, the ratio of bringing trucks and buses to a passenger car To etc should be determined by the formula:

where R G - the share of heavy trucks in the stream; R up - share of road trains in the flow; R a - share of buses in the flow;

E G , E up and E a - coefficients taking into account the influence of a truck and a bus, according to table 8.3.

Coefficients for bringing trucks, road trains and buses to a passenger car at different levels of service and different terrain

Table 8.3

8.14. According to the nature of the relief, three possible types of terrain are distinguished:

Flat terrain - terrain with slopes not exceeding 1:20 or less. The visibility distance according to the conditions of the relief in plan and longitudinal profile is quite large and can be provided without any special difficulties and construction costs. Trucks and cars can move at almost the same speed.

Rough terrain - terrain with slopes ranging from 1-20 to 1:3. The natural slopes of the terrain exceed the slopes allowed for the road and to ensure acceptable parameters in terms of the plan and profile of the designed highway and require the construction of embankments and cuts. The terrain conditions do not allow trucks to move at lower speeds than cars.

Mountainous terrain - terrain with slopes that can exceed 1:3. The inclinations of the surface of the slopes in relation to the cross section and longitudinal profile of the road are quite steep, requiring stepped development to accommodate the embankment. Due to slopes in the terrain, some trucks move at slower speeds than cars.

Thesis

Puzikov, Artem Vladimirovich

Academic degree:

Candidate technical sciences

Place of defense of the dissertation:

Volgograd

VAK specialty code:

Speciality:

Design and construction of roads, subways, airfields, bridges and transport tunnels

Number of pages:

1. Analysis of the problem of determining the average annual daily traffic intensity based on the results of short-term observations

1.1. Review and analysis existing methods determining the intensity of traffic on roads based on the results of short-term observations.

1.2. Evaluation of the accuracy of traffic intensity determination.

1.3. Justification of the purpose and objectives of the study.

1.4. Conclusions.

2. Theoretical research.

2.1. Justification of the accuracy of determining the intensity of movement, depending on the task.

2.2. Mathematical model for determining the intensity and composition of traffic by the method of short-term observations.

2.3. Determination of the intensity and composition of traffic by the method of a stationary observer.

2.4. Determination of the intensity and composition of traffic by the method of a moving observer.

2.5. Determining the intensity and composition of traffic according to the volume of fuel sales at filling stations.

2.6. Conclusions.

3. Experimental studies

3.1. Field observations of the intensity and composition of traffic flows on highways Volgograd region.

3.2. Analysis of changes in traffic intensity during the day, days of the week and seasons of the year on public roads.

3.3. Statistical substantiation of the dependence of traffic intensity on the average annual daily rate, taking into account the carrying capacity of transport and the observation period.

3.4 Justification of the start time and duration of traffic intensity observations depending on the set road task. t11#

3.5. Study of the dependence of car refueling at gas stations on the traffic intensity in the main direction of the road.

3.6. Conclusion.

Introduction to the thesis (part of the abstract) On the topic "Methodology for determining traffic intensity based on the results of short-term observations"

The relevance of the work. The growth of traffic intensity and the change in the composition of the traffic flow on the roads of the Russian Federation over the past 10-15 years has led to a number of problems:

About 4.5 thousand km of federal highways of the Russian Federation have reached the capacity limit, about 8 thousand have a load level of more than 0.85 and are operating in overload mode. Congestion is observed on the approaches to large cities in the summer months, the speed of the traffic flow has decreased to 30 km/h, and the accident rate has increased by more than 14%. An analysis of traffic on the roads of the Volgograd region showed that over the period from 1974 to 2006, the average increase in intensity was 146%.

The change in the composition of the traffic flow deserves special attention, the underestimation of which also leads to the creation of problems on the roads. According to forecasts, in 2010 the number of trucks in Russia compared to 2000 will increase by 25%, buses by 12%. At the same time, changes are expected in the structure of the vehicle fleet: the share of large-capacity and light-duty trucks with a carrying capacity of up to 1.5 tons, buses of medium and small capacity will increase. The load on the axle of trucks will increase, which has already surpassed Yuti and has a steady growth trend to 11.5-12.0 tons. An analysis of the composition of traffic flows on the roads of the Volgograd region shows an increase in passenger vehicles from 36 to 78%. The growth in the share of heavy vehicles by 1.7 times in the composition of the flow, led to intensive wear of the road surface, the formation of rutting on the main highways. About 60% of federal roads have insufficient pavement strength, up to 40% have unsatisfactory evenness. In this regard, more than a third of federal roads require reconstruction and repair.

Due to the lack of funding for the road sector, there is no systematic accounting of the movement of vehicles on the roads of the region. As a result, the development of design solutions for the reconstruction and repair of roads is often carried out in the absence of reliable information about the intensity and composition of traffic.

One of the ways to solve the above problems is the timely recording of the intensity and composition of the flow on the highway, which is advisable to conduct from automated points using automatic traffic registration tools.

In 2002, the State Enterprise "RosdorNII" developed the Federal Program " Creation automated system accounting» . In accordance with it, in order to determine the intensity of traffic, it is necessary to create observation points equipped with electromagnetic, photoelectric or other automatic means of registration. . Within the framework of this program, the “Temporary regulation on the registration of vehicle traffic on federal highways” was developed, which regulates the organization and conduct of both automated traffic registration and visual data collection.

At present, due to the lack of funding for the road industry, the implementation of the federal program in full is impossible, as a result of which it seems appropriate to determine the intensity and composition of traffic based on the results of short-term observations, which will significantly reduce the cost and labor intensity of traffic accounting. Therefore, the task of creating a reliable and effective methodology determination of traffic intensity and composition of the flow based on the results of short-term observations, as well as the involvement of related data characterizing the movement of traffic flows is relevant.

The purpose of the dissertation work is to develop a methodology for determining the average annual daily traffic intensity and composition based on the results of short-term observations.

To achieve the goal set in the dissertation work: it is necessary to solve the following tasks:

1) to analyze the existing methods for determining the intensity of traffic on roads based on the results of short-term observations;

2) develop a mathematical model for determining the intensity and composition of traffic flows based on the results of short-term observations;

3) to conduct field observations and study the patterns of changes in traffic intensity during the day, days of the week and seasons of the year on public roads. Statistically substantiate the dependence of traffic intensity during the day and days of the week on the average annual daily intensity, taking into account the carrying capacity of vehicles and the observation period. Perform justification of the beginning and duration of observations, depending on the required accuracy of the calculation. Investigate the dependence of the number of car refueling at gas stations on the traffic intensity in the main direction of the road;

Scientific novelty of the work. Modern regularities of changes in traffic intensity during the day, days of the week and seasons of the year are investigated.

Developed mathematical model determining the intensity and composition of traffic flows based on the results of short-term observations.

Statistically substantiated are the dependences of traffic intensity during the day and days of the week on the average annual daily intensity, taking into account the carrying capacity of vehicles and the observation period. The optimal duration of observations is established depending on the required accuracy of calculations.

The dependence of the number of car fillings at gas stations on the traffic intensity has been established, which makes it possible to determine the traffic intensity for the previous period of time and, on this basis, to predict it for the future.

The practical significance of the study lies in the development of recommendations for determining the intensity of traffic based on the results of short-term observations or data on the sale of fuel at filling stations, which allow reasonably, taking into account time factors (hour, day of the week, month of measurement), to establish the intensity and composition of the traffic flow.

Dissertation structure. The work consists of four chapters. The first chapter is devoted to the analysis state of the art question, formulated the purpose and objectives of the study. The second chapter presents the results theoretical research and a methodology for determining the intensity and composition of traffic based on the results of short-term observations is outlined. The third chapter presents data from experimental studies of the intensity and composition of traffic. In particular, an analysis was made of changes in traffic intensity during the day, days of the week, seasons of the year. A statistical substantiation of the dependence of traffic intensity during the day and days of the week on the average annual daily intensity, taking into account the carrying capacity of vehicles and the observation period, was performed. The optimal duration of observations is established depending on the required accuracy of calculations. The dependence of the number of car refueling at gas stations on traffic intensity has been studied. In the fourth chapter, recommendations are given for determining the intensity of traffic based on the results of short-term observations.

The following are submitted for defense:

Modern patterns of changes in the intensity and composition of traffic during the day, days of the week and seasons of the year;

Mathematical model for determining the average annual daily intensity and composition of the flow based on the results of short-term observations by the method of a stationary and mobile observer, as well as data on the sale of fuel at filling stations; statistically substantiated dependences of traffic intensity during the day and days of the week to the average annual daily intensity, taking into account the carrying capacity of vehicles and the observation period. Dependencies that allow determining and predicting traffic intensity for the future on the number of car refueling at gas stations;

Methodology for determining the average annual daily traffic intensity by the method of short-term observations.

Approbation of work. The main provisions of the dissertation work were reported and discussed at the following conferences: scientific and technical conference of the faculty of VolgGASU, 2003 - 2006;

III All-Russian Scientific and Technical Conference " Transport systems of Siberia", Krasnoyarsk, 2005;

I All-Russian scientific - practical conference students, graduate students and young scientists Problems of design, construction and operation of transport facilities", Omsk, 2006

The results of scientific research are implemented by the State Unitary Enterprise " Volgogradavtodor» when developing measures to improve road safety on public roads in the Volgograd Region (registration number 0120.0 600788)

Publications. The main provisions of the dissertation work are published in four scientific articles.

Structure and scope of work. The dissertation work consists of an introduction, four chapters, general conclusions, a list of references and applications with a total volume of 141 pages, includes 19 figures and 34 tables.

Dissertation conclusion on the topic "Design and construction of roads, subways, airfields, bridges and transport tunnels", Puzikov, Artem Vladimirovich

MAIN CONCLUSIONS

1. The performed analysis of the assessment of the accuracy of existing methods for determining the intensity of traffic by the method of short-term observations showed the need for their improvement and adaptation in modern conditions operation of highways.

2. A mathematical model has been developed for determining the average annual daily intensity and composition of the flow based on the results of short-term observations using the method of a stationary and mobile observer, as well as data on the sale of fuel at filling stations.

3. The regularities of changes in the intensity of traffic during the day, days of the week and seasons of the year on public roads have been studied. In contrast to the data of 15 - 20 years ago with a bimodal law of change in movement during the day, there are no sharp jumps in intensity (Fig. 3.1). During the day, a gradual increase in traffic intensity is observed up to 9 a.m., which is explained by the departure of cars to the line at the beginning of the working day. From 9.00 to 19.00 traffic intensity changes slightly. In the future, it declines. The change in intensity during the week is also insignificant. An increase in movement is observed on Wednesday and Thursday (Fig. 3.2). In contrast to the data of the 70s - 80s. the change in traffic intensity during the seasons of the year is more dynamic (Fig. 3.3). The maximum falls on the summer-autumn months, characterized by an increase in traffic in connection with the departure of people on vacation and agricultural transportation.

Statistically substantiated are the dependences of traffic intensity during the day and days of the week on the average annual daily intensity, taking into account the carrying capacity of vehicles and the observation period. The optimal duration of observations is established depending on the required accuracy of calculations. Based on the processing of gas station operation data, the dependence of the number of car refueling on traffic intensity has been established, which makes it possible to determine the number of vehicles that have passed through the section of the road for the previous period of time, and on this basis to predict it for the future;

4. A methodology and recommendations have been developed for determining the average annual intensity and composition of vehicle traffic based on the results of short-term observations, which takes into account modern features traffic flow on public roads, allows you to calculate the average annual daily traffic intensity based on the results of observations at stationary posts, during road surveys using a running laboratory, based on fuel sales data at filling stations. The proposed method allows to reduce labor costs for traffic accounting by 40-50%.

Accounting for the intensity of traffic on roads is carried out in order to obtain and accumulate information about total vehicles passing in a unit of time through a given section of the road in both directions, as well as the composition of the traffic flow of cars.

An analysis of the size and composition of traffic makes it possible to establish the compliance of the technical and transport-operational characteristics of roads with the corresponding and prospective traffic, determine the traffic density of roads, correctly plan work on the repair and maintenance of roads, and develop measures to improve the convenience and safety of traffic.

In particular, traffic intensity accounting indicators are used: determining the prospective traffic intensity; establishing compliance with the strength of pavements existing sizes movement and making a decision to strengthen them; calculations of pavement strengthening; movement organization; assessing the accident rate of individual road sections; development of measures to improve the convenience and safety of traffic and feasibility studies of the proposed solutions; resolving issues on the reconstruction of the road or individual sections.

The organization, provision and management of traffic accounting, as well as the analysis and practical use of information on the intensity and composition of traffic in the Rosavtodor system are assigned to the road maintenance service. The heads of road departments are responsible for the clear organization and conduct of traffic intensity records, for the completeness and reliability of accounting data.

4.1. GENERAL PROVISIONS

Regular registration of traffic is carried out on highways of national, republican and regional significance of I - IV technical categories.

Traffic registration is carried out at stationary and non-stationary points visually by persons specially appointed from among the full-time employees of the road maintenance service, or with the help of mobile road laboratories according to video recording.

All rolling stock is subject to traffic accounting with a division by carrying capacity: light trucks with a carrying capacity of 1 to 2 tons; medium trucks with carrying capacity from 2 to 5 tons; heavy trucks with carrying capacity from 5 to 8 tons; very heavy trucks with a carrying capacity of more than 8 tons; cargo trailers and truck tractors; buses; cars;

In some cases, in the absence of observational data, traffic intensity can be determined analytically by using statistical data on the sale of fuel at gas stations located on the road section. The use of fuel sales data for previous periods makes it possible to determine the change in traffic intensity during the week, month, quarter, year and a number of previous years, to calculate the increase in vehicle traffic on the road section.

4.2. REQUIREMENTS FOR ACCOUNTING POINTS

The place where the number of vehicles passing on the road is counted is called the counting point.

Registration points can be stationary and mobile.

Stationary registration points are organized, as a rule, at the nodal points of the main traffic flows: at the intersections of highways; at the points of junction with the main road of other motor roads from cargo generating points; on the approaches to large administrative and industrial centers.

At stationary accounting points, it is desirable to install automatic continuous meters.

Data from stationary points (with round-the-clock accounting by automatic meters) serve as the basis for determining general trends in the development of road transport in the region, as well as for long-term planning.

Mobile laboratories in the course of diagnostics of the highway provide traffic records on a separate stage by passing it and video recording of the road section in the forward and reverse directions.

The condition of the carriageway and the condition of the road in the area of ​​​​the registration point should ensure the unhindered movement of vehicles.

4.3. ACCOUNTING FREQUENCY

When performing visual traffic accounting, information is collected at least four times a quarter: once a month on working days and once on a day off in the second month of each quarter. Recording of traffic is carried out on Monday, Wednesday or Thursday, and on weekends - on Saturday or Sunday.

When monitoring the intensity and composition of the flow for one hour, it is recommended to record the movement on Monday.

Accounting should not be carried out on days with snowstorms, fogs, ice, which significantly change the intensity of traffic.

4.4. ACCOUNTING TIME

Depending on the task set, the following days and the duration of short-term observations can be recommended.

The task of assessing the strength of existing pavement.

Traffic intensity observations are recommended to be carried out on the following days of the week: Monday, Wednesday, Thursday, Saturday - at least two hours; Tuesday, Friday - at least three hours; Sunday - at least four hours, excluding morning hours. The task of choosing methods and means of traffic control. Traffic intensity observations are recommended to be carried out on the following days of the week: Monday, Thursday, Friday - at least three hours; Tuesday, Wednesday, Saturday and Sunday - at least four hours The task of substantiating the category of the road, determining the number of lanes, resolving issues of construction stages. It is recommended to observe traffic intensity on the following days of the week: Monday, Thursday, Friday, Saturday - at least two hours; Wednesday - at least three hours; Tuesday and Sunday - at least four hours, d) The task of assessing traffic accidents. Traffic intensity observations are recommended to be carried out on one of the following days of the week: Monday, Wednesday, Thursday, Friday, Saturday - at least two hours; Tuesday - at least three hours; Sunday - at least four hours.

4.5. TRAFFIC ACCOUNTING SERVICE

Persons of the engineering and technical staff, specially appointed to organize and provide management of the accounting of the movement of vehicles on the roads, constitute the traffic accounting service.

The traffic registration service performs the following main duties: a) organizes the registration of the movement of vehicles on subordinate roads; b) trains the personnel involved in traffic accounting, the rules for keeping records of vehicles and operation technical means accounting; c) organize installation, operation, preventive maintenance and repair of technical means of traffic accounting; d) process and analyze traffic records on its roads; e) draws up annual reports on the intensity and composition of traffic on the roads of the region and submits them to higher organizations; f) makes proposals for changing the number and location of registration points with appropriate justifications; g) provides organizations with the necessary supplies, training and visual aids for recording traffic, as well as accounting and reporting forms.

The accounting service solves the following issues: selects operators, accountants and their deputies from among engineering and technical workers; provides normal conditions for the work of accountants in the field, as well as the timely start and end of accounting on the established Days; provides constant readiness to the operation of devices; instructs operators and accountants; processes and studies traffic accounting data on primary traffic accounting cards, fills in accounting logs; submits to higher organizations information on the size and composition of the movement and an explanatory note to them.

Movement accounting is carried out by accountants from among engineering and technical workers approved by the deputy head of operations or the chief engineer of a higher organization.

The number of accountants per one registration point is determined from the condition: there should be no more than 250 cars per hour per accountant. The accountant must: be able to quickly and accurately distinguish between types of cars by brand and load capacity; conduct accounting at a strictly fixed time and without interruption.

4.6. TRAFFIC DETECTION AND DATA PROCESSING

To determine the intensity of traffic, it is recommended to use the data obtained in the course of road diagnostics by a mobile observer using video or photography. In parallel, the number of vehicles on the surveyed road can be recorded at a stationary post. In the absence of data on traffic intensity, it is advisable to use indirect data on the sale of fuel at filling stations. The procedure for determining the average annual daily traffic intensity by various methods is presented by a block diagram in Fig. 4.1.

4.6.1. Determination of the intensity and composition of traffic by the method of a moving observer

The determination of the intensity and composition of the flow of vehicles by a mobile observer is carried out independently or in the process of diagnosing the road using video and photography. Information about the composition and intensity of traffic is recorded simultaneously with the registration of the traffic situation, speed, time and the distance traveled by the observer in the forward and reverse directions. The processing of the results of video and photography is the basis for filling out form 1 of Appendix 1.

The calculation of the number of vehicles is carried out by in-office processing of the received material in the following order: a) the average number of each type of vehicles that have overtaken the mobile observer (based on the results of one or several races) is calculated according to the composition of the flow in the time period a-b; b) determine the average number of each type of car n "m, a-b, which the mobile observer overtook in the time period a - b \ c) establish the number of cars encountered by types n\> a-b in the time period a - b. Then they find the average number of each type of car n "a b in the time period a - b, remaining after the exclusion of cars that overtook the observer K, a-b, and cars that the observer overtook in the time period a -

P "a-b \u003d "Cha-b - ";,.a-b (4-1) d) after processing the data based on the results of video filming, the intensity A ^-b is calculated for the time interval a -b:

N] L N1 , /V3 , /V4

N\ N6 t N1 (4-3)

-^^-100+-^-100+-^-100

13^14^15 kl6kl7kis k]9k2()k2] where-A^b is the number of cars that passed during the time interval a - b; - the number of light trucks with a carrying capacity of up to 2 tons that have passed during the time interval a - b; Mj3b - the number of medium-sized trucks with a carrying capacity of 2 to 5 tons that passed during the time interval a - b; - the number of heavy trucks with a carrying capacity of 5 to 8 tons that have passed during the time interval a - b; - the number of heavy trucks with a carrying capacity of more than 8 tons that have passed during the time interval a - b; - the number of trucks with trailers and semi-trailers that passed during the time interval a - b; ^a7b - the number of buses that passed during the time interval a - b; £ - coefficient of conversion of short-term measurements of cars into average daily ones, depending on the duration of the measurement time (Table 1 of Appendix 7); ^ - coefficient of conversion of short-term measurements of light trucks with a carrying capacity of up to 2 tons to average daily, depending on the duration of the measurement time (Table 4 of Appendix 7);

-----------------^ Observation station f-- enne at nom nociy

Determination of shadows in noet and by groups of cars for the time interval a - b

Diagnostics of the road by a mobile running laboratory

Video image processing: counting of vehicles for the time interval

Calculation of traffic intensity by groups of vehicles for the time interval a-b:

N"=n" . + p a - b c. a - b c / - o i \u003d I. 2. 7 N

N 3 N K K K K K K K K K K K

N5 N u and 1: N k k k k k k k k

I 1 14 15 U. 17 IS 2 0 ; ! :

Request for the sale of fuel at gas stations located on the stage L

Determining the average amount of fuel sold: n

Determination of the average number of refueling vehicles:

LG A3t. 100 " + a-, E, + o. E

Calculation of the average daily traffic intensity

Nc = 26.0 135 + 2911.7

Calculation of the average annual daily traffic intensity:

N. N to and to m

Rice. 4.1 Block diagram for determining the intensity of traffic and the composition of the flow based on the results of short-term observations. The conversion factor for short-term measurements of light trucks with a carrying capacity of up to 2 tons to average daily, depending on the day of the measurement (Table 5 of Appendix 7); conversion factor for short-term measurements of light trucks with a carrying capacity of up to 2 tons to average daily measurements, depending on the month of the measurement (Table 6, Appendix 7); conversion factor for short-term measurements of medium-sized trucks with a carrying capacity of 2 to 5 tons into average daily measurements, depending on the length of the measurement time (Table 7

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