CN103437255B - A kind of mountain area arterial highway " T "-intersection Design of Traffic Safety method - Google Patents

Abstract

The invention relates to a traffic safety design method for a T-shaped intersection of an arterial highway in a mountainous area. According to the collision energy of steering vehicles on the roadside at the intersection, the roadside protection level is divided, and a corresponding new concrete guardrail structure is set; the guardrail is composed of herringbone anti-collision Composed of columns and independent concrete low foundations, by adjusting the spacing, size, and embedding depth of the herringbone anti-collision columns to meet the different protection levels on the roadside of the intersection, the purpose of protecting the turning vehicles at the intersection is achieved; the herringbone anti-collision columns and the edge line of the lane The included angle is set at 5-15° to increase the protection area for turning vehicles. The outer layer of the anti-collision column is covered with PVC pipe, and the anti-collision column and the low concrete foundation are equipped with red and white retroreflective facade marking lines to increase the visibility of the intersection; Set up 3 to 4 groups of vibration speed bumps; add vibration sidelines on the roadside within 30 to 50m in each direction of the intersection. This method is suitable for unsignalized T-shaped intersections in mountainous areas, where the main road is a secondary or primary road.

Description

A Traffic Safety Design Method for T-shaped Intersections of Arterial Highways in Mountainous Areas

technical field

The invention relates to a traffic safety design method for a T-shaped intersection of an arterial road in a mountainous area. The design method is adopted to ensure the driving safety of the T-shaped intersection of an arterial road in a mountainous area.

Background technique

The characteristics of traffic flow at arterial highway intersections in mountainous areas are complex, and traffic safety facilities are lacking, which are frequent spots of traffic accidents. For mountainous arterial highways, the overall traffic flow is not large, so most of them are unsignalized control intersections. Studies have shown that the sum of the accident rate of two T-shaped intersections is about 43% of that of a cross-shaped intersection. Reconstructing T-shaped intersections is one of the improvement methods for non-signal-controlled intersections, so T-shaped intersections are the most common design form of mountainous intersections. The main reasons for the frequent occurrence of traffic accidents at T-shaped intersections on trunk roads in mountainous areas include: 1) the main roads are of high grade and the speed of vehicles is fast, and the location and form of intersections are not easy to be found by drivers; Safety awareness (lack of awareness of giving way), the traffic flow of the crossed road quickly enters and exits the main line, causing great interference to the main line traffic; 3) The roadside protection is poor, limited by economic and natural conditions, high-level protection (such as corrugated beam guardrails) is set up across the line ) The cost is too high, and masonry structures with poor protection capabilities are generally used; 4) In addition, unclear right of way, insufficient sight distance, lack of safety facilities, and imperfect channelization design are all inducing factors for traffic accidents.

The speed control, guidance and roadside protection facilities at T-shaped intersections on existing mountainous arterial roads are insufficient. The existing T-shaped intersection accidents in mountainous areas are mainly crashing into fixed objects and rushing out of the road. The accidents are caused by speeding and driver negligence. Reasonable speed control and roadside protection functions. The safety facilities for the location and form display of intersections mainly include linear guidance signs, raised road signs, outline signs, etc. Considering the construction cost and maintenance issues, most T-shaped intersections lack such safety facilities.

Wide application of false visual speed control and vibration deceleration facilities. Vibration deceleration facilities are a relatively mature technology in developed countries such as the United States, Japan and Europe, and are widely used. The road compulsory speed control facility technology has gained great recognition in the domestic industry in recent years. Many regional highway management departments and maintenance units have used a large number of compulsory deceleration measures to control the speed of vehicles on roads that have a relatively large impact on highway accident-prone sections. At present, the compulsory road deceleration facilities widely used at home and abroad mainly include: thermoplastic vibration deceleration markings, road spike deceleration belts, hump-type deceleration belts, cement platform deceleration belts, etc.

Retroreflective materials and technologies have become increasingly mature. In recent years, the application of retroreflective materials such as reflective film, reflective sheeting, and reflective paint has become more and more widespread, and the cost has become lower and lower. This has laid a solid foundation for the use of retroreflective materials at T-shaped intersections on mountainous arterial roads. The biggest feature of retro-reflective technology is to make full use of the light of the vehicle's headlights. Through the surface structure of the retro-reflective material, it is perceived by the driver, thereby improving the driver's safe sight distance, optimizing the visual effect of traffic facilities along the road, and allowing the driver to obtain More reaction time, more comfortable driving experience, timely judgment of road conditions and access to instruction information, so as to take correct safety measures in time to avoid traffic accidents. It uses physical means to mobilize people's subjective initiative and improve driving safety. It is a low-cost road safety solution that is energy-saving and environmentally friendly.

The safety facilities of the existing mountainous highways in China often focus on road deceleration facilities, such as thin-layer pavement, vibration deceleration, optical illusion deceleration, etc. However, due to the large traffic volume and high design speed of general high-grade highways, and the right of traffic priority, if a vibration speed bump is used, it will interfere with the speed consistency of the main line and the driving comfort, and it is easy to cause vehicle vibration and jumping. The operating efficiency of vehicles is unfavorable. It is generally not recommended to install vibration speed bumps on main roads in China. Therefore, main roads should adopt a traffic safety design strategy that combines active induction and roadside protection.

In addition, due to the poor alignment of roadside roads in mountainous areas, vehicles are more likely to drive out of the road and cause mass casualties. Therefore, roadside protection is more needed to prevent vehicles from driving out of the road. The corrugated beam guardrail based on steel structure is unrealistic, high in cost, and difficult to maintain. A low-cost protective structure based on concrete and stone masonry is adopted.

Contents of the invention

The technical problem to be solved in the present invention is:

The present invention aims at the characteristics of unreasonable design of safety facilities at T-shaped intersections of existing mountainous arterial roads, common overspeeding, difficulty in finding the location and form of intersections in time by drivers, frequent accidents of bumping into fixed objects and overturning outside the road, and provides a mountainous arterial road Design method for traffic safety of highway T-shaped intersections.

In order to solve the problems of the technologies described above, the technical solution adopted in the present invention is:

A traffic safety design method for a T-shaped intersection of a mountainous trunk road, wherein the trunk road and the crossed road are combined to form a T-shaped intersection; it is characterized in that:

According to the collision energy of turning vehicles at T-shaped intersections, the degree of roadside danger is divided into three levels, and then anti-collision barriers with different protection capabilities are set up according to the degree of danger; the anti-collision barriers are composed of vertical herringbone anti-collision columns and The lower independent concrete low foundation forms a new type of concrete anti-collision barrier, and the herringbone anti-collision columns are set at an inclination angle of 5° to 15° relative to the edge line of the lane; The different protection levels on the sides can achieve the purpose of protecting the turning vehicles at the intersection; the herringbone anti-collision column is a reinforced concrete structure, and the outer layer of the anti-collision column is covered with PVC pipes. Marking lines on the surface to increase the visibility of the intersection; multiple sets of vibration speed bumps are set up at the distance of 3-6m from the intersection of the crossed road; vibration sidelines are added on the roadside within 30-50m in each direction of the intersection.

According to the above technical scheme, the protection capacity of herringbone anti-collision columns is divided into Type I, Type II and Type III from large to small, according to the decreasing height of herringbone anti-collision columns, the decreasing depth of anchoring and the increasing spacing of guardrails; The angle between the two supports is 45-60°; the height of the type I herringbone anti-collision column is 1.5-1.8m, the diameter is 15-17.5cm, and it is inserted 30-35cm below the low concrete foundation; the type II herringbone anti-collision column The height of the column is 1.2-1.5m, the diameter of the anti-collision column is 12.5-15cm, and it is inserted 25-30cm below the concrete foundation; 20-25cm below the low foundation; the height of the joints between the upper column and the lower support structure of each herringbone anti-collision column is 0.6-0.75m from the ground.

According to the above-mentioned technical scheme, vibrating sidelines are added along the sides of the main road and the crossed road within 30-50m in each direction of the intersection, and the vibrating sidelines and herringbone anti-collision columns together form a roadside passive deceleration protection system.

According to the above technical scheme, the herringbone anti-collision column and the independent concrete low foundation are provided with retroreflective oblique stripe elevation marking lines, and the direction of the stripe is consistent with the direction of the steering vehicle; the herringbone anti-collision column adopts high-strength reflective film, and the independent concrete low foundation adopts Engineering grade reflective film.

According to the above technical scheme, 3-4 vibration deceleration belts are set up on the road to be crossed at a distance of 3-6m from the intersection or the parking yield line. The width of the deceleration belt is 0.3-0.5m. production.

According to the above technical scheme, the independent concrete low foundation is the foundation of herringbone anti-collision columns, the foundation structure is flake concrete, the plane of the concrete low foundation is trapezoidal and placed on a plane, and the side close to the road is the longer bottom edge of the trapezoid, far away from the road The outer side of the trapezoid is the shorter bottom of the trapezoid; the longer bottom of the trapezoid is 1.5m to 2.0m long, and the shorter bottom is the outer side of the road with a length of 0.75 to 1.0m; the width of the independent concrete low foundation is 0.6 to 0.8m ; The part of the independent concrete low foundation placed below the road surface is 10-15cm, and the part exposed above the road surface is 20-25cm.

According to the above technical scheme, when installing, first install the independent concrete low foundation and insert the PVC pipe, and then pour and install Type I herringbone anti-collision columns, Type II herringbone anti-collision columns, and Type III herringbone anti-collision columns;

Then, install road surface vibration speed bumps on the road surface to be crossed, and draw parking and yielding markings;

Finally, draw longitudinal vibration sidelines outside the sidelines of the carriageway within 30-50m in each direction of the intersection.

According to the above-mentioned technical scheme, the method is suitable for unsignalized control T-shaped intersections in mountainous areas, wherein the trunk road is a secondary or primary highway.

Compared with the prior art, the beneficial effects of the present invention are as follows:

1) Set herringbone anti-collision columns and concrete low foundations on all sides of the intersection, and add retroreflective materials at the same time. When driving into the intersection, the retroreflective information will increase sharply, which is conducive to the driver's accurate visual recognition of the intersection. The location and form of the intersection, and remind vehicles entering the intersection to slow down early.

2) The herringbone anti-collision column and the independent concrete low foundation form a new type of concrete guardrail, which has a lower shielding height than the traditional rubble concrete guardrail, good permeability, and stronger anti-collision ability than concrete columns and rubble concrete guardrails. At the same time, the trapezoidal plane of the short foundation helps to increase the bite force with the pavement structure, so as to increase the anti-slip and anti-overturning capabilities of the foundation.

3) Set multiple vibration speed bumps on the crossed road, which combined with the visual deceleration of the herringbone anti-collision pillars, helps to ensure that the crossed vehicle stops safely before the stop and give way line.

4) Adding vibrating sidelines within 30-50m in each direction of the intersection will help to form a roadside anti-collision system together with herringbone anti-collision columns.

5) This method comprehensively considers visual perception speed control and vibration perception speed control, and comprehensively improves the driver's speed perception from two aspects of active and passive safety. It is a typical improvement method of human factors engineering and is easy for drivers to understand and implement.

6) This method uses low-cost reflective materials and vibration speed bumps, does not involve large-scale road infrastructure, has low investment, is easy to construct (can obtain local materials), is easy to maintain, is not easy to be stolen, and can ensure traffic at the intersection of mountainous arterial roads safety and comfort.

Description of drawings

Figure 1: Schematic diagram of roadside risk classification at T-shaped intersections;

Figure 2: Plane schematic diagram of safety facility design at T-shaped intersection;

Figure 3: Schematic diagram of three types of herringbone anti-collision columns;

Figure 4: The side design of the herringbone anti-collision column;

Figure 5: The top view of the installation position of the herringbone anti-collision column installed on the independent concrete low foundation;

In the figure: 1-Type I herringbone anti-collision column; 2-Type II herringbone anti-collision column; 3-Type III herringbone anti-collision column; 4-Independent concrete low foundation; 5-Road lateral vibration speed bump; 6- Vibrating sideline; 7-Parking yield marking; 8-The upper column of the herringbone anti-collision column; 9-The lower support of the herringbone anti-collision column.

Detailed ways

As shown in Figures 1-5, the present invention aims at the unreasonable design of safety facilities at T-shaped intersections of existing mountainous arterial roads, overspeeding is common, the position and form of intersections are difficult to be discovered by drivers in time, and accidents such as bumping into fixed objects and overturning off-road accidents frequently occur Considering the characteristics of mountainous arterial road traffic flow, combined with the method of active induction and passive protection, a multi-level safety protection system for T-shaped intersections of low-cost mountainous arterial roads is constructed. Firstly, according to the collision energy of turning vehicles on the roadside, the degree of roadside danger is divided into three levels, and then guardrails with different protection capabilities are set up. Before the main road traffic enters the intersection, the retroreflection information provided by the independent concrete low foundation and herringbone anti-collision columns can be used to find the location and form of the intersection in time, so as to slow down and change lanes in advance; Before, the position, form and main line traffic flow of the intersection can be found in time through the retroreflection information of the guardrail, and the forced deceleration is carried out through the vibration speed bump to ensure safe parking before the parking yield line; the main road and the crossed vehicle drive out of the lane edge line Finally, through the vibrating sidelines and herringbone anti-collision columns on the roadside, the purpose of preventing the vehicle from driving out of the road and reducing the damage of the driver and the vehicle is achieved.

As shown in Figure 1, firstly, the degree of roadside danger is divided into three levels according to the collision energy of the turning vehicle on the roadside. The collision energy is positively correlated with the square product of the vehicle collision angle and vehicle speed. The level of risk remains the same. By adjusting the spacing, size, and embedding depth of the herringbone anti-collision columns to meet the different protection levels of the roadside at the intersection, the purpose of protecting the steering vehicle at the intersection is achieved.

The anti-collision guardrail is a new type of concrete guardrail composed of herringbone anti-collision columns and independent concrete low foundations. It mainly protects turning vehicles at intersections. The plane of the concrete low foundation is trapezoidal. On the outside is the shorter bottom edge.

According to the guardrail protection capacity provisions in "Code for Design of Expressway Traffic Safety Facilities DB33/704-2008", the vehicle collision energy E is calculated according to the following formula:

$\mathrm{<span\; class="notranslate">\; E.</span>}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; mv</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; sin</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; \&theta;</span>}$

Among them: E represents the collision energy; m represents the vehicle mass; v represents the vehicle speed; θ represents the collision angle. Among them, the minimum speed of the main road in the text can be 60km/h, the lower limit of the first-class road, and 40km/h for the road to be crossed.

For the intersection guardrail that mainly protects the turning vehicle at the intersection from driving out of the road, the roadside protection level of the intersection is divided into three levels according to the collision energy between the turning vehicle and the roadside of the intersection. Specific classification: turning points (horizontal curves and extension lines) are divided into grades I, II and III, and trunk roads (facing the intersection) are divided into grades II and III. The specific classification and basis are shown in Table 1.

Table 1 Classification of Roadside Protection Levels at Intersections

Note: The calculation assumes that the collision speed of the vehicle is 1, and the turning speed of the road to be crossed is 1, and the turning speed of the main road adopts an expansion factor of 1.5, and the result obtained is the collision energy coefficient.

According to the "Code for Design of Expressway Traffic Safety Facilities DB33/704-2008", the collision angle of vehicles colliding with highway guardrails shall not exceed 20°. The protection angle is 20°; for the vehicles entering the intersection on the main road (which will collide with the guardrail on the horizontal curve and the extension line), due to the higher speed and higher roadside protection level, the expansion factor of 2.25 is adopted according to the collision energy calculation . The roadside protection grades at intersections are grade I > grade II > grade III, see Table 1 and Figure 1 for details. Each level of protection corresponds to different collision angle ranges, and the height of the corresponding guardrail body and the anchoring depth of the guardrail support structure below the concrete foundation are different, so as to be consistent with the roadside anti-collision ability.

As shown in Figure 1-3, the protection capacity of the anti-collision barriers can be divided into Type I, Type II and Type III from large to small, according to the decreasing height of herringbone anti-collision columns, the decreasing depth of anchoring and the increasing spacing of guardrails. Specifically, as shown in Figure 2, Type I is installed on the straight side of the main road, facing the intersection, and then Type II is symmetrically installed on both sides of Type I, and Type III is extended outside Type II; the main road and the crossed road form a Type I is installed at the point with the largest arc, then Type II is symmetrically installed on both sides of Type I, and Type III is extended outside Type II. As shown in Figure 4, the angle between the two supports of the herringbone anti-collision column is 45-60°. As shown in Figure 5, the anti-collision column is set at an inclination angle of 5° to 15° relative to the edge line of the lane to increase the angle between it and the forward direction of the steering vehicle and increase the protection area.

In the present invention, the structure of the anti-collision column is a reinforced concrete structure. The height of the type I herringbone anti-collision column is 1.5-1.8m, the diameter is 15-17.5cm, and it is inserted 30-35cm below the concrete foundation; the type II herringbone anti-collision column The height of the column is 1.2-1.5m, the diameter of the anti-collision column is 12.5-15cm, and it is inserted 25-30cm below the concrete foundation; 20-25cm below. The height of the joints between the upper body of the herringbone anti-collision column and the lower support structure is 0.6-0.75m from the ground. The distance between Type I herringbone anti-collision columns is 3m (the distance between the centers of adjacent columns), the distance between Type II and Type II or Type I anti-collision columns is 4m, and the distance between Type III and Type III or Type II herringbone The distance between the anti-collision columns is 5m.

In the present invention, the independent concrete short foundation is the foundation of herringbone anti-collision columns, the foundation structure is rubble concrete, the foundation plane is trapezoidal, the longer bottom is the inner side of the road, and the length is 1.5m to 2.0m, and the shorter bottom is The outside length of the road is 0.75-1.0m, the foundation width is 0.6-0.8m, the part of the independent concrete low foundation placed below the road surface is 10-15cm, and the part exposed above the road surface is 20-25cm.

In the present invention, 3 to 4 vibrating speed bumps are set up on the road to be crossed at a distance of 3 to 6 meters from the intersection or the parking yield line. The width of the speed bump is 0.3 to 0.5 m, and the distance is 4 m. The combination of visual perception and deceleration of the column is aimed at ensuring that the vehicle stops safely before the parking yield line. In order to reduce the cost, the vibration deceleration belt can be made of local gravel embedded in the cement board.

In the present invention, a vibrating sideline is added on the roadside within 30-50m in each direction of the intersection (the main road takes a large value, and the crossed road takes a small value), and together with the herringbone anti-collision column, a roadside passive deceleration protection system is formed. For vehicles crossing the sideline of the road due to speeding, the roadside vibration reminder and the herringbone anti-collision column are used to dissipate energy, reduce the damage to the vehicle and the driver, and enable it to go on the normal road. Considering the randomness of the driver's maneuvering behavior and the degradation of vehicle performance, a small number of vehicles with excessive speed will cross the vibration boundary and even hit the guardrail.

In the method of the present invention, the herringbone anti-collision column and the independent concrete low foundation are provided with retroreflective oblique stripes, the direction of the stripes is consistent with the forward direction of the steering vehicle, the line width spacing is 15cm, and the inclination angle is 60°. The herringbone anti-collision column adopts High-strength reflective film, the independent concrete low foundation adopts engineering-grade reflective film; the herringbone anti-collision column is a reinforced concrete structure, and its outer layer is covered with PVC pipes to increase the retroreflection effect at night. The anti-collision column has both active induction and passive Protective function, the herringbone structure helps to strengthen anti-collision, and the retroreflective inclined stripes help visual induction and optical illusion speed control. The guardrail mainly provides the guiding function for the turning vehicle.

Therefore, the present invention adopts the multi-track protection system to ensure the driving safety at the T-shaped intersection of the trunk road in mountainous area. On the main road, through the induction function of the herringbone anti-collision column and the independent concrete low foundation, the vibration warning function of the roadside vibration sideline, and the anti-collision function of the herringbone anti-collision column and the independent concrete low foundation, the construction is based on induction and anti-collision. Auxiliary main road protection system; on the crossed road, through the forced deceleration function of the vibration speed bump, the induction and anti-collision function of the herringbone anti-collision column and the independent concrete low foundation, the construction of the vibration sideline on the roadside is mainly based on speed control. The cross-road protection system supplemented by anti-collision guidance.

During the specific construction, 1) first remove the continuous obstacles in the triangle of sight distance at the intersection, install the independent concrete low foundation 4, and insert the PVC pipe, and re-cast and install the type I herringbone anti-collision column 1 and the type II herringbone anti-collision Column 2, Type III herringbone anti-collision column 3; 2) Install lateral vibration speed bumps 5 on the road surface to be crossed, and draw parking and yielding marking lines 7; 3) Drive within 30-50m in each direction at the intersection Draw the longitudinal vibration sideline 6 on the outside of the road sideline.

The following items should be paid attention to when the multi-channel protection system of the present invention is applicable:

1) It is suitable for non-signal-controlled T-shaped intersections in mountainous areas, where the main road is a road of Class II and above, the road to be crossed is a road of Class II and below, and the trunk road turns to a T-shaped intersection with a small traffic volume.

2) Corresponding signs need to be set up on trunk roads and crossed roads: intersection priority signs, intersection warning signs, and warning signs.

3) If the intersection is on a large longitudinal slope or on a road section with poor visibility, the height of the pedestrian anti-collision bollard should be increased appropriately to play a role in inducing a good line of sight at the intersection.

4) The safety facilities of retroreflective materials in this method should be maintained and maintained. When the reflective coefficient drops to more than 70% of the design value, attention should be paid to replace the reflective film.

5) For the herringbone anti-collision columns in this method, special attention should be paid to regular inspection and maintenance, and damaged anti-collision columns should be replaced in time.

Compared with the prior art, the beneficial effects of the present invention are as follows:

1) Set herringbone anti-collision columns and concrete low foundations on all sides of the intersection, and add retroreflective materials at the same time. When driving into the intersection, the retroreflective information will increase sharply, which is conducive to the driver's accurate visual recognition of the intersection. The location and form of the intersection, and remind vehicles entering the intersection to slow down early.

2) The herringbone anti-collision column and the independent concrete low foundation form a new type of concrete guardrail, which has a lower shielding height than the traditional rubble concrete guardrail, good permeability, and stronger anti-collision ability than concrete columns and rubble concrete guardrails. At the same time, the trapezoidal plane of the short foundation helps to increase the bite force with the pavement structure, so as to increase the anti-slip and anti-overturning capabilities of the foundation.

3) Set multiple vibration speed bumps on the crossed road, which combined with the visual deceleration of the herringbone anti-collision pillars, helps to ensure that the crossed vehicle stops safely before the stop and give way line.

4) Adding vibrating sidelines within 30-50m in each direction of the intersection will help to form a roadside anti-collision system together with herringbone anti-collision columns.

5) This method comprehensively considers visual perception speed control and vibration perception speed control, and comprehensively improves the driver's speed perception from two aspects of active and passive safety. It is a typical improvement method of human factors engineering and is easy for drivers to understand and implement.

6) This method uses low-cost reflective materials and vibration speed bumps, does not involve large-scale road infrastructure, has low investment, is easy to construct (can obtain local materials), is easy to maintain, is not easy to be stolen, and can ensure traffic at the intersection of mountainous arterial roads safety and comfort.

Claims (8)

1. a kind of traffic safety design method of T-shaped intersection of mountain trunk road, trunk road and crossed road cross and combine into T shape; It is characterized in that: According to the collision energy of turning vehicles at the T-shaped intersection, the degree of roadside danger is divided into three levels, and then anti-collision guardrails with different protective capabilities are set up according to the degree of danger; the anti-collision guardrails are herringbone anti-collision columns arranged vertically The concrete anti-collision guardrail composed of the independent concrete low foundation at the lower part, the herringbone anti-collision column is set at an inclination angle of 5°~15° relative to the edge line of the lane; by adjusting the spacing, size and embedding depth of the herringbone anti-collision column to meet the intersection Different protection levels on the roadside can achieve the purpose of protecting turning vehicles at intersections; the herringbone anti-collision column is a reinforced concrete structure, the outer layer of the anti-collision column is covered with PVC pipes, and the anti-collision column and the low concrete foundation are equipped with red and white retroreflect Marking lines on the façade to increase the visibility of the intersection; multiple sets of vibration speed bumps are set up at 3-6m away from the intersection on the crossed road; vibration sidelines are added on the roadside within 30-50m in each direction of the intersection. 2. According to claim 1, a kind of traffic safety design method for T-shaped intersections of mountain trunk roads, is characterized in that: the protection capacity of herringbone anti-collision columns is divided into Type I, Type II and Type III from large to small, and according to the The height of the glyph anti-collision column decreases, the anchoring depth decreases and the distance between the guardrails increases; the angle between the two supports of the herringbone anti-collision column is 45~60°; the height of the type I herringbone anti-collision column is 1.5~1.8m, and the diameter is 15~17.5cm, inserted 30~35cm below the concrete low foundation; type II herringbone anti-collision column height is 1.2~1.5m, anti-collision column diameter is 12.5~15cm, inserted 25~30cm below the concrete low foundation; type III The height of the zigzag anti-collision column is 0.8~1.2m, the diameter is 10~12.5cm, and it is inserted 20~25cm below the concrete foundation; 0.75m. 3. according to claim 2, a kind of traffic safety design method of T-shaped intersection of mountainous arterial highway, is characterized in that: within the range of 30 ~ 50m in each direction of the intersection, a vibration sideline is added along the main road and each road side of the crossed road. , The vibrating sideline and the herringbone anti-collision column together form a roadside passive deceleration protection system. 4. A kind of method for traffic safety design of T-shaped intersection of mountainous arterial highways according to one of claims 1-3, characterized in that: herringbone anti-collision columns and independent concrete low foundations are provided with retroreflective diagonal stripes facade marking lines , the stripe direction is consistent with the forward direction of the steering vehicle; the herringbone anti-collision column adopts high-strength reflective film, and the independent concrete low foundation adopts engineering-grade reflective film. 5. A traffic safety design method for a T-shaped intersection of mountainous arterial highways according to claim 4, characterized in that: 3-4 vibrations are set at 3-6m away from the intersection or the parking yield line on the road to be crossed Speed bumps, the width of the speed bumps is 0.3~0.5m, and the vibration speed bumps are made of local gravel embedded in cement boards. 6. a kind of T-shaped intersection traffic safety design method of mountain trunk road according to claim 1 is characterized in that: the short foundation of independent concrete is the foundation of herringbone anti-collision column, and foundation structure is chip concrete, and the short foundation plane of concrete is Trapezoidal and placed on a plane, the side close to the road is the longer base of the trapezoid, and the outer side away from the road is the shorter base of the trapezoid; the longer base of the trapezoid is 1.5m~2.0m long, and the shorter base is The side length is 0.75~1.0m; the width of the independent concrete low foundation is 0.6~0.8m; the part of the independent concrete low foundation placed below the road surface is 10~15cm, and the part exposed above the road surface is 20~25cm. 7. A traffic safety design method for a T-shaped intersection of mountainous arterial roads according to claim 2, characterized in that: when installing, first install an independent concrete low foundation and insert a PVC pipe, and then pour and install Type I herringbone anti-corrosion Crash bollards, Type II herringbone anti-collision bollards, Type III herringbone anti-collision bollards; Then, install road surface vibration speed bumps on the road surface to be crossed, and draw parking and yielding markings; Finally, draw longitudinal vibration sidelines outside the sidelines of the carriageway within 30-50m in each direction of the intersection. 8. A traffic safety design method for T-shaped intersections of mountainous arterial roads according to claim 1, characterized in that: the method is suitable for no-signal control T-shaped intersections in mountainous areas, wherein the main roads are secondary or primary roads .