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DESIGN OF AUTOMATED ROTATING BRIDGE

AND COLLISION AVOIDANCE WITH WATER
TRAFFIC

1. Introduction
The constant improvement of technology gives people a better place to live
(Komol et al., 2019; Shoag and Podder, 2020). Technology development knows no
boundaries and ushers in a new era. In the modern world, the transportation system is
crucial in enabling the communication system (Komol et al., 2021a). In today's
transportation system, the importance of the movable bridge cannot be overstated. A
structure with at least one span that may be instantly moved by mechanical devices
mounted on it is referred to as a movable bridge (Birnstiel, 2015). This kind of bridge
enables a bridge to be constructed with little vertical leeway while providing a cautious
route for traffic to cross an active water-way that would otherwise be hampered by the
structure (Wallner and Pircher, 2007). The idea of a movable bridge is advantageous for
smart cities since it makes ship and car transit management easier. Additionally, some
specialized locations, like the Suez Canal, call for the use of movable bridge technology
to allow ships to pass through many gates (Komol et al., 2021b). The idea of a movable
bridge, which moves the bridge based on sensor readings, can incorporate automation
technology. Such technology is implemented using complex control system engineering
and dynamics techniques. Understanding the newly developed movable bridge's
intricate circuitry and control system is quite challenging, especially for novice students.
Additionally, it is challenging for the instructor to create a complicated design for it
using mathematical analysis. To eliminate such situations, modern researchers advise
using any small model for a demonstration that is readily available for the desired work.
Therefore, a variety of miniature models for demonstrations for various uses are
available on the market to facilitate the spread of information.
The present study puts forth a prototype of a movable bridge in the form of a
bascule design, which incorporates an electro-mechanical system, intended for
demonstrative purposes. The kit comprises a pulley-rope mechanism for movement and
a robust cantilever support featuring a Pratt truss. The Small model utilized for
demonstration purposes is akin to a compact laboratory that operates on a +5V DC
power source and integrates a microcontroller (Arduino Uno) and a sensor (LDR). The
proposed concept can potentially be employed in the micro-processor laboratory and
control system laboratory to execute automation-oriented projects. The Small model for
demonstration serves as a valuable tool for enhancing students' comprehension of the
significance of sensors in robust systems and facilitating their understanding of the
operational intricacies of microprocessor units. The Small model for demonstration has
the potential to facilitate students' comprehension of the integration of control system
and dynamics. The concept of movable bridges holds significant importance in modern

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transportation systems and can be conveniently demonstrated through a small-scale

model in a laboratory setting. The proposed system's impact on automation technology
is noteworthy due to its robust sensing unit and security management tool. The Small
model for demonstration can facilitate various learning outcomes for students, as
depicted in Figure 1. The utilization of the system can prove to be efficacious for
students who undertake research work pertaining to automation technology and control
systems, as the accessories provide a straightforward and economical platform.

2. Proposed bascule type movable bridge small model for

demonstration
The proposed movable bridge design is of the bascule type. The overall design of the
demonstration's small model comprises four primary sections, namely truss design, control
part design, integration of system components, and prototype construction, aimed at realizing
the concept. The following sections are demarcated as four distinct categories.

2.1. Truss design

The present study proposes the design of a unique variant of a double leaf rolling
bascule bridge, which incorporates a pulley rope mechanism. The utilization of a
double-leaf rolling bascule bridge is advantageous due to its implementation of a
gearing system. Additionally, the incorporation of a three-hinged system in the rolling
bascule bridge design enhances its structural integrity, stability, and precision. The
bascule bridge possesses the benefit of being deployable in locations where there
exists a dearth of space adjacent to the bridge. Expansion or widening of the structure
can be achieved by adding supplementary spans in parallel, without impeding the
functionality of the pre-existing span or navigation. The bridge leaf is elevated through
the utilization of pulley ropes in this context. The present design incorporates electrical
motors for the purpose of executing the operation of the bridge's opening and closing.
According to reference (Buxton-Tetteh, 2004), the necessary amount of torque will be
produced for this specific objective. The spinning of a single leaf is accompanied by
minimal elongation to facilitate the enigmatic fusion of the two rotating leaves. On the
contrary, the alternate leaf that was spun possesses a cavity of a necessary shape,
allowing the protruding part to fit onto the cavity flawlessly. This process facilitates the
alignment of mobile components such as fixed bridges, resulting in a smooth transition
for the vehicle as it traverses the joint, akin to a flat surface devoid of any irregularities
or jolts. Figure 2 shows a computer-aided design (CAD) of the designed sample of the
bridge's horizontal fixed position and vertical moving position.

Figure 2. CAD design of the model bridge in a closed and open position

The Pratt truss system is a preferred method for enhancing the rigidity of a bridge
in the settled state. In contrast to other bridges, it provides a more distinct and well-

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defined shape. The Pratt truss, in contrast to the Howe truss, features vertical members
and diagonals that are inclined towards the centre. The vertical components are
experiencing compressive forces, while the diagonal components are subject to
equilibrated loading. The utilisation of unalloyed strain components in the diagonals
may necessitate the incorporation of crossing components in the vicinity of the centre
to accommodate concentrated live loads during the traversal process, as stated in
reference (Catbas and Malekzadeh, 2016).

In order to ensure safety, the vehicle weight has been established at 10000 kg, and
it has been assumed that a maximum of six TATA Truck LPT 809 will be in motion on
the bridge simultaneously. The aggregate weight amounts to 60000 kilogrammes, which
is equivalent to 588.6 kilonewtons (60 multiplied by 9.81 kilonewtons). The lower chord
of the truss is designated as having a joint number of 10 on both sides of the truss.
Assuming uniform loading of the bridge, the load per joint is calculated to be 59kN.
Figure 3 depicts the load diagram schematic of the truss design, including both forces
and reaction forces.
H I J K L

A B C D E F G

RA 59 59 59 59 59 RC

Figure 3. Load distribution diagram for the designed truss with forces and reaction forces

2.2. Control system design

Our control strategy is based on the automated operation of movable bridge spans
for naval transportation, utilising the on-off type control method. The Arduino UNO
microcontroller was employed as the central processing unit to regulate the movement
of the envisaged bascule configuration mobile bridge. A com-pact prototype intended
for illustrative purposes. The rolling mechanism was facilitated by a pair of gear motors,
each of which was linked to a motor driver L298. This configuration enabled the gear
motors to achieve the required speed and reverse rotation. The control system was
powered by a pair of 6V batteries. In order to automate the control system, a pair of
laser emitters and two light-dependent resistors (LDRs) were employed for the purpose
of ship sensing. On one side of the bridge, a laser emitter and a light-dependent resistor
(LDR) are positioned to detect the entrance of a ship. Similarly, on the opposite side of
the bridge, another laser emitter and LDR are situated to detect the passage of a ship that
has already traversed the bridge. The LDRs are shielded and safeguarded against solar
radiation, while a low-light setting is maintained to accurately detect and interpret the
laser signal that is received. In addition, various extant sensors are utilised for the
purpose of object detection, including but not limited to the ultrasonic sensor, infrared
ray (IR) sensor, and PIR sensor. Ultrasonic sensors employ sonic waves, however, their
dispersion is considerable and their range is inadequate for the purpose of ship
detection. The range of both IR and PIR sensors is constrained. In contrast to other light
sources, the laser produces a high-intensity beam that exhibits exceptional range and

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concentration, and is readily detected by the LDR sensor. The LDR exhibits a
significantly elevated resistance magnitude in response to laser illumination compared
to conventional incident light, and it operates over a vast distance.
The act of granting vehicle access at entry lanes is assigned a value of one, which
is subsequently incorporated into the cumulative count of vehicles that have entered the
premises. The overall cumulative rise is directly proportional to the quantity of vehicles
that access the bridge. Upon exiting the bridge through the designated lanes, the value
that was previously added to the aggregate is deduct-ed from the total sum.
Consequently, in order to ensure the uninterrupted conveyance of vehicles across the
bridge, a perpetual tallying process is employed whereby the value attributed to each
vehicle upon entry is incrementally added to the aggregate sum, while the value
corresponding to each vehicle upon exit is correspondingly deducted from the total sum.
Upon detection of the ship by the primary buoy, the bridge control system initiates
the automatic closure of the entry lane road barrier. This restriction disallows any
additional vehicular access to the bridge. At the current pace, the abundance of
supplementary benefits comes to an end, and the overall sum is predominantly levelled.
As vehicles traverse the exit lanes on either side of the bridge, the overall aggregate
gradually decreases until it reaches zero, signifying the departure of all vehicles from
the bridge via the exit lanes. The state of having zero counts is commonly referred to as
a nullified bridge. Currently, the exit lane road barriers are automatically closed to
facilitate the clearance of the bridge vehicle. Subsequently, the bridge initiates its mobile
mechanism to expand its width and facilitate the secure passage of aquatic vessels.

2.3. Integration of system components

Figure 4 depicts the connection and circuit diagrams of the automatic movable
bridge control system, including all electrical components. The entire system is powered
by a 12V DC power supply. Upon the provision of power, both lasers emit a coherent
and collimated beam of light towards the Light Dependent Resistor (LDR) that is
interconnected in a linear configuration. This assigns a present numerical value to LDR.
In the event of a disruption of a laser beam originating from laser-1 and directed towards
LDR-1, the Arduino UNO (Khan et al., 2017) is notified of a decrease in the value of
LDR (Amhani and Iqbal, 2017). The specified action results in a 90° rotation of the
servo motors, as well as an anti-clockwise rotation of both dc motors for a
predetermined duration. In the event of an interruption of the laser beam emanating
from laser-2 to LDR-2, the servo motors undergo a 90° rotation in the oppo-site
direction, while both dc motors execute a clockwise rotation for a predetermined
duration.

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Figure 4. An illustration for showing the integration of system components with the control unit
2.4. Construction of the proposed bascule type movable bridge small
model for demonstration

In order to achieve exacting standards in construction, the model bridge was initially
conceptualized with precise measurements utilizing computer-aided design (CAD) software.
Subsequently, simulations were conducted to determine the appropriate mechanical drawings. The ratio
of 40:1 was upheld in maintaining the dimension of the model that was constructed in relation to the
prototype. Table 2 presents a comparison of the dimensions between the CAD-designed proto-type and
the proposed Small model constructed for demonstration purposes.
Table 2. Dimension Specification of Model Bridge and Prototype Bridge
Parameter Prototype Model Exact Ratio Rounded Ratio
(Prototype: Model) (Prototype: Model)
Length 24.384 m 0.62 m 39.34:1 40:01:00
Width 6.096 m 0.15 m 40.64:1 40:01:00
Truss Height 2.560 m 0.065 m 39.40:1 40:01:00

The Small model intended for demonstration purposes was fabricated using the prototype bridge
dimension ratio as indicated in the aforementioned table. Moreover, precise dimensions were
established for various parts and sections of the model bridge prior to its construction. Figures 5 and 6
depict the CAD designs of the right-half bridge and left-half bridge, respectively, including precise
measurements. All measurements are presented in meters.

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0 .35

0.18

0 .31
Top View

0 .06

0 .29 0 .18
0 .35 0 .12
Front View Right Side View

Figure 5. The top, front, and right-side view of the right half edge of the proposed
Small model for demonstration with dimensions

Figure 7. Flow chart of the construction works of the model bridge

Figure 8. Constructed movable bridge with labelling

3. Operating methodology
In order to regulate the passage of a ship, it is imperative to have a mechanism
for detecting the presence of the vessel. Typically, human operators engage in the task
of monitoring the ship's presence and ensuring the safe passage of traffic by operating
the bridge-leaf span through means of visual observation or by responding to alarm
signals from the control room. Within this particular system, the detection of a passing
ship is achieved through the interruption of laser-LDR transmission between the sensor
towers. In the event that the height of a shipping vessel falls below the predetermined
threshold value, the transmission of the laser to the Light Dependent Resistor (LDR)
remains uninterrupted. Consequently, the bridge control system does not require any
intervention as these ships can safely navigate beneath the bridge. The activation of the
control system to close the road barrier on both sides of the bridge and prevent vehicle
entry occurs solely in response to the interruption of laser transmission to the LDR by
ships of higher threshold value. Upon receiving a command from the controller, the

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servo motor executes a 90-degree rotation, thereby causing the road barrier to close
and preventing any further vehicular entry onto the bridge. The deployment of cameras
on either side of the bridge has verified the complete absence of vehicular and
pedestrian traffic on the bridge. Upon verifying the absence of any obstruction, the
bridge leaf ascends. Both direct current motors facilitate the rotation of coils, which in
turn causes the rope to wrap around the pulley and vertically elevate the bridge-leaf.
Upon the vessel's traversal of the bridge, it is detected within the second sensing tower
through the disruption of the laser trans-mission to the second light-dependent resistor
(LDR). The bridge-leaf gradually descends by means of the reversal of the dc motors
and the release of the ropes coiled in the pulley, thereby verifying the secure passage
of the vessel. Upon the restoration of the bridge leaf to its original straight joint
position, the road barrier is automatically raised to facilitate vehicular passage across
the bridge, resembling that of a conventionally fixed bridge. Figure 9 shows the
photographic representation of the constructed model bridge, captured in both
stationary and dynamic orientations.

Figure 9. A photographic view of the (a) horizontal and (b) vertical position of the pro-posed small model for
demonstration

In this work, the avoidance of clashes is imperative due to the paramount im-
portance placed on human safety. The evacuation of the bridge during the ship's
crossing is imperative due to the potential risk of the bridge span lifting with any
vehicles, pedestrians, or property that may be present on it. Upon the ship's traversal
of the laser beam connecting the two towers, the Light Dependent Resistor (LDR)
detects the interruption of the laser and subsequently transmits signals to the control
system indicating the presence of the ship. As a result, the road barriers situated on
either side of the bridge are immediately lowered. Consequently, the countdown is
initiated to facilitate the bridge's clearance from vehicular and pedestrian traffic. Prior
to the ship's approach for crossing, all life and property situated above the bridge are
effectively evacuated. Under certain circumstances, the occurrence of a collision and
subsequent accidents may arise if the system does not successfully alleviate the traffic
congestion on a bridge. In order to pre-vent such an occurrence, it is imperative that
the vessel's velocity be reduced significantly upon crossing the laser beam situated
between the two towers. In the event of a failure of the controlling system to evacuate
the vehicle, an audible alarm will be emitted to activate the emergency stop
mechanism of the vessel. Therefore, it is imperative to enforce a reduction in ship

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speed within the bridge zone. Figure 10 represents the methodology flowchart for the
operation of con-trolling and moving a bridge.

Ship Presence and Height Sensing

No Height>= Yes
Threshold Value

Close the barrier1 & 2 using servo

No action
motor

Assuring the clearance of bridge

No Is the bridge Yes

clear?

Pedestrian& Vehicle Exists Lifting up bridge spun

Pending for assurance of ship

Yes Position>= No crossing
Threshold

Restore the bridge leaf to fixed

position
No action Clash avoiding formula

Open road barrier1 & 2

Figure 10. Flow chart of the methodology of the bridge controlling and moving operation

4. Performance evaluation and results

To assess the efficacy of the small model, six tests were conducted using a dummy
ship specimen measuring 0.11m. Initially, the experiment was conducted 10 times in the
absence of LDR covers to substantiate the influence of LDR covers on the assessment of
model performance. Table 3 presents the outcomes obtained from the administered
assessments.
Table 3. Performance Test Result

No. of Ship Passing Vehicle Barrier Movement Bridge Movement Result

Observation. (Height above)
Ship entering Barrier moved down Bridge rises up Ship Sensing and bridge
1
Ship leaving Barrier lifted up Bridge lowered to horizontal. automation success
Ship entering Barrier moved down Bridge rises up Ship Sensing and bridge
2
Ship leaving Barrier lifted up Bridge lowered to horizontal automation success
Ship entering Barrier moved down Bridge rises up Ship Sensing and bridge
3
Ship leaving Barrier lifted up Bridge lowered to horizontal automation success
Ship entering Barrier position unchanged Bridge stationery Ship Sensing failed due
to the effect of higher
4 incident light on LDR
Ship leaving Barrier position unchanged Bridge stationery
and bridge automation
failed
Ship entering Barrier moved down Bridge rises up Ship Sensing and bridge
5
Ship leaving Barrier lifted up Bridge lowered to horizontal automation success
Ship entering Barrier moved down Bridge rises up Ship Sensing and bridge
6
Ship leaving Barrier lifted up Bridge lowered to horizontal automation success
7 Ship entering Barrier moved down Bridge rises up Ship Sensing and bridge

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Ship leaving Barrier lifted up Bridge lowered to horizontal automation success

Ship entering Barrier moved down Bridge rises up Ship Sensing and bridge
8
Ship leaving Barrier lifted up Bridge lowered to horizontal automation success
Ship entering Barrier position unchanged Bridge stationary Ship Sensing failed due
to effect of higher
9 incident light on LDR
Ship leaving Barrier position unchanged Bridge stationary
and bridge automation
failed
Ship entering Barrier moved down Bridge rises up Ship Sensing and bridge
10
Ship leaving Barrier lifted up Bridge lowered to horizontal automation success

5. Discussion
The automated component of the small model intended for exhibition experienced two instances
of malfunction as a result of the impact of elevated levels of incident light on the Light Dependent
Resistor (LDR). Based on the aforementioned results of the performance test, it can be inferred that ship
sensing and bridge automation were successful in 80% of the incidents. Two instances of ship sensing
errors resulting in failure have been identified. The observed phenome-non can be attributed to an
elevation in incident light levels on the Light Dependent Resistor (LDR) sensor. This increase in light
intensity overlaps with the laser light, resulting in a malfunction in the ship sensing mechanism. The
present study reports an 80% success rate in the automation of movable bridges. In order to enhance the
success rate, LDRs were shielded with LDR covers and the experiment was repeated 10 times. In this
instance, we have achieved a success rate of 100% in the domains of automation and ship sensing. The
analysis reveals that the implementation of LDR covers effectively mitigates the sensing error caused by
incident light and enhances the automation success rate of our movable bridge by approximately 20%.
The Small model proposed for demonstration exhibits satisfactory performance across all observations.

6. Future studies
Subsequent research endeavors may center on the utilization of a simulation
software to conduct stress testing and determine the static pressure at each point on
the bridge in accordance with the load. Therefore, it is evident that certain aspects may
require more robust substantiation. To enhance security, a sensor array with
appropriate spacing can be employed as a viable measure to mitigate the
aforementioned error. By computing the velocity of the transition occurring between
the sensors, it is possible to predetermine the speed of the vessel, thereby enabling
timely notification to the ship. In the event that the vessel fails to decelerate despite
prior cautionary measures, alternative mechanisms may be readied to safeguard the
bridge. In contemporary times, several sophisticated technologies have been
implemented to enhance road safety. These include the cooperative intelligent
transportation system (C-ITS), connected vehicle technologies, and various collision
awareness safety messages communication systems (Komol et al., 2022; Komol et al.,
2021c; Elhenawy et al., 2018; Aniss, 2016; Sjoberg et al., 2017; Tong et al., 2020). These
technologies have the potential to be advantageous for maritime safety in the movable
bridge zone.

7. Conclusion
The global landscape is undergoing significant advancements and modernization,
with transportation infrastructure serving as a critical component in this process. The
construction of larger and more intricate bridges serves to enhance transportation and
communication, ultimately benefiting society. The movable bridge under consideration
is of the bascule type. Mobile bridges protect trade-critical areas like ports and the Suez

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Canal. Marine traffic management is crucial to ship and product mobility in important
places. EuropeAsia traffic passes through the Suez Canal. Vessel traffic is high. Shipping
requires movable bridges. The canal bridges allow ships to pass while restricting access.
Ports and harbours—global trade hubs—benefit from movable bridge technology.
These zones are only accessible to authorized ships and vehicles. Port traffic is
controlled by movable bridges. It allows authorities to control entry, decreasing security
risks. The utilization of automated technology within a miniature prototype holds the
potential to enhance the efficiency of transportation infrastructure. The afore-
mentioned system is an integration of electro-mechanical components and principles of
control systems and dynamics. The implementation of automated ship sensing and
bridge leaf operation has been found to enhance safety measures and serve as a
contingency plan for collision avoidance systems. The LDR sensor is capable of
detecting the emission of laser light, thereby indicating the presence of the ship. The
curriculum will cover the topics of sensors in resilient systems and microcontroller
system operations through the use of a compact model, providing students with a
comprehensive understanding of these concepts. This instructional approach promotes
children's acquisition of knowledge. According to a poll of 50 individuals, the small
model utilized for demonstration purposes may impact the development of automation
technology and smart transport systems. The demonstration model can also be utilized
in control systems and microprocessors laboratories. The proposed idea is expected to
yield benefits for the pedagogy of control engineering.

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