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IRF2005会议论文摘要 W29: 道路安全设计 II

　更新时间：2005年07月08日 　来源：　作者：


第十五届国际道路联盟世界会议 ——会议论文摘要
W29: 道路安全设计 II      

W29: 道路安全设计 II 154 长城市隧道防火安全措施  
作者：Keiji Hamabe, 东京都市高速公路公团, 日本

In order to ensure efficient road transport operations in the Tokyo Metropolitan Area, it is important to create a network of roads with a proper balance between radial and circular routes. The Tokyo Metropolitan Expressway Public Corporation is currently building the Central Circular Shinjuku Route, which forms a part of the Central Circular Route, and its completion is scheduled for 2007.

The Central Circular Shinjuku Route has a total length of 11 km. Since it goes through densely populated urban areas, it will use a tunnel structure that takes into consideration the land use patterns along the route and environmental concerns. It is important to take disaster prevention measures for long tunnels in urban areas. It is hoped that various safety measures will be taken for such tunnels, and it is necessary to ensure that in case a fire breaks out, swift and appropriate action will be taken.

Through its study committee, including fire brigades and police as well as academic experts, the Metropolitan Expressway Public Corporation has considered various ways to cope with fires if they break out in long tunnels in urban areas. This paper discusses the results of such investigations in order to promote the construction of the Central Circular Shinjuku Route.

-The safety of Shinjuku Route tunnel is an important criterion. In view of this, efforts will be made to develop facilities, road structures and their operation taking into account the latest opinions and study. -The rapid collection and offering of information by using traffic control and monitoring systems, and road traffic control, including restriction of access into the tunnel, will be also an important factor in terms of upgrading service and safety.

155 Lane Cove隧道项目的设计与实施  
作者：Jim Rozek, Parsons Brinckerhoff, 新西兰

Solving the problem of increased numbers of vehicles and the attendant congestion is being addressed in Sydney, Australia by a series of major road improvements. The most recent is the A$1.1 billion dollar Lane Cove Tunnel Project which will provide a controlled access link from the M2 Motorway to the Gore Hill Freeway, just north of the City. In addition to twin 3.4 km tunnels, the project widens the Gore Hill Freeway. The project will reduce noise and improve air quality. The project will also provide a number of valuable improvements to arterials and local roads, as it reduces traffic, and improves access east of the Lane Cove River for surface streets. The project facilitates improved bus service, and pedestrian facilities. It will provide a continuous cycleway, to be incorporated in a continuous cycle route north west of Sydney.

The project is being delivered under a design build contract, which began in December 2003, and will be fully opened to the public in 2006. Included in the project delivery is full compliance with stringent environmental requirements including the most demanding air quality requirements of any project in Australia to-date, compliance with the Minister’s Conditions of Approval, community consultation with four cities the project passes through, as well as regulatory and planning authorities. The project will undergo thorough Road Safety Audits.

The project is being progressed on many fronts to a demanding program. The approval process is rigorous to assure compliance with all requirements. The design has been significantly progressed. Construction began in May of 2004. This paper will detail the how the wide range of demanding requirements of the project are being addressed, as well as how the design is being developed to provide a safe and effective solution for regional and local transportation issues. This paper will also describe how this complex project is being delivered, during construction, to minimise the impacts to the travelling public.

156 公路几何因素与行人安全之间的关系分析  
作者：Junhua Wang, 同济大学, 中国

The Department of Police Stated: 667,507 traffic accidents, which caused 104,372 fatalities and 3.37 billion Yuan direct economic loss, were happened in China in 2003. 25,673 accidents were caused by pedestrian crossing the street illegally, which contributes to 24.6% of all the accidents. To improve the road safety, a lot of researches and treatments have been carried out in China, however the researches on improving the pedestrian safety from the viewpoint of the highway factor just begins. Based on the 1151 Pedestrian Road Traffic Accidents (Pedestrian RTAs) record on a country highway in 2002-2003 from the Police, this paper studies the relationship between the Pedestrian RTAs and the highway geometric factors through the method of statistic, and the highway grade, cross-section width, comparison of section or junction in the accident spot location, geometric alignment and traffic control device condition are concentrated. This paper will provide suggestions and database for the pedestrian-based highway design, pedestrian safety device design and pedestrian safety management measure.

157 多哈高速公路：一条安全、简洁的新型城市高速公路  
作者：Thomas Daniel, Parsons International Limited, 卡塔尔

In preparation for the December 2006 Asian Games, the State of Qatar is implementing an extremely aggressive program to upgrade its roadway infrastructure. Critical to this will be the construction of the Doha Expressway, which will be Qatar’s first urban freeway. Rather than constructing this freeway on reserved and undeveloped corridors, it will instead be an upgrade of existing primary arterials. Due to its urban location and the need to maintain existing access points, a network of parallel one-way frontage roads will also be constructed. Some of the corridors, which are only 64m wide, will be extremely confined. Compounding the challenge is the Emir’s direction that all urban interchanges shall be depressed. This necessitates the use of retaining walls and cantilever structures for the depressed interchanges. Finally, the existing corridors are also used to convey major utility lines, which must be diverted parallel to and, in confined locations, under the frontage roads.

The final acceptance of this project by the Qatar government was contingent upon minimal impact to the surrounding community, which is typically residential. Indeed the Emir’s direction for depressed urban interchanges was based on a desire for an aesthetically pleasing facility with minimal social and environmental impacts. The challenge for the designer was to develop the highest capacity interchange configurations within the constraints of the narrow right-of-way without compromising the facility’s safety. In some instances, modified single-point diamond configurations were used. At the system interchanges, less conventional multilevel configurations that provide free flow through movement and a roundabout for turns were developed. Where turn volumes were exceptional, a fourth level flyover ramp was utilized.

The safety and efficiency of the facility should not only be judged by its performance after being constructed but also during the construction phase. Measures are being taken to safely maintain traffic operation, albeit reduced, during the construction phase to minimize impact on the day-to-day operation of the surrounding community. This is particularly challenging on the depressed corridor, which will have substantial utility diversions. Moreover, the tight constraint to complete construction of the facility within the ambitious construction schedule prevents comfortably staging the construction.

As the world’s population continues to grow, the demand for expansions and upgrades of urban freeways will also increase. This challenge might be most significant in developing countries, particularly densely populated countries in south and Southeast Asia, where narrow urban corridors were established long before the urban freeways were envisioned. The method and configurations used in the design of the Doha Expressway could serve as an example of and spur government acceptance of new urban freeways in environmentally sensitive or narrow locations.

158 市区摩托车专用车道设计指南和性能分析  
作者：Tien-Pen Hsu, 台湾大学, 台湾

Taiwan has the highest motorcycle ownership of 523 motorcycles per 1000 persons around the world. The traffic composition of motorcycle is accounted for more than 50% on some major arterials in urban area. The traffic safety problem is recognized as the main issues arisen by motorcycle. For enhancing the traffic safety performance mixed with motorcycle, the exclusive lane for motorcycle has installed on urban arterials in Taiwan. Through an experimental project to test the motorcycle exclusive lane in Taipei, the guideline for motorcycle exclusive lane is proposed. The performance with and without motorcycle exclusive lane is compared to determine the criteria for motorcycle exclusive lane. This paper describes the guideline and the performance analysis of motorcycle exclusive lane in urban areas. For the narrow street, the space is limited to provide fully exclusive lane for motorcycle, a semi-exclusive lane with the priority reserved for motorcycle is promoted and installed now popularly in Taiwan. On the semi-exclusive lane, the other vehicle is allowed to cross it for curbside activity. Through the widespread implement of motorcycle exclusive lane in Taiwan, the motorcycle traffic situation is improved significantly in recent years.

159 Traffic Regulatory and Warning Signs in Thailand - Summary and Comparison with Vienna Convention, 泰国的交通规则和警告标志－与维也纳公约的对比和总结  
作者：Chakkrit Kanok-kantapong, Prince of Songkla University, 泰国

Traffic regulatory and warning signs in Thailand are adopted from the Vienna Convention on Road Signs and Signals, 1968, of which Thailand is a member. However, the regulatory signs by Highway Department for highways and those by Police Department for streets have adopted different versions of Convention forms i.e. standard form and standard form with alternative coloring. The confusions ensured have been solved in 1999 by the Subcommittee on Traffic Control Signs. However, there are still some problems that need to be solved as follows; diagonal in some signs with right slashing should change to left slash for uniformity with the rest and conforming with the Convention; delete “No U-Turn to the left”, “No Left Turn or U-Turn to the left” signs which contradict the left hand driving rule in Thailand; in “No Pedestrian Allowed” and “Pedestrian Path” signs, the pedestrian symbol should be walking to the left; rename “Fixed-route Bus Lane” to “Bus Lane”, “Mass Passenger Vehicle Lane” to “HOV Lane”; and add “No Parking on Odd Day”, “No Parking on Even Day”, and “No Overtaking by Heavy Truck” signs as they appeared in the previous sets. On the warning signs, the Highway Department and the Police Department have adopted both “Aa” and “Ab” Standard forms of the Convention in mixing order. This has caused confusions in understand and against the single form adoption policy of the Convention. The confusions have also been solved in 1999 by the Subcommittee on Traffic Control Signs. However, there are still some problems that need to be solved as follows; add “T Junction Ahead” sign as in the previous Highway Code; rename “Railway Crossing at Junction” to “Railway Crossing at Junction on the left”; add “Railway Crossing on the left of T Junction Ahead” and “Railway Crossing on the left of Intersection Ahead” signs; delete “U-Turn on Left Ahead” sign which contradicts the left hand driving rule in Thailand; omit the “Danger” wording in the “Danger” sign as in the previous Police Code and avoid using Thai words that foreigners do not understand.