U.S. patent application number 12/085509 was filed with the patent office on 2009-02-26 for traffic control intersection.
Invention is credited to Jozef Goj.
Application Number | 20090052983 12/085509 |
Document ID | / |
Family ID | 38066830 |
Filed Date | 2009-02-26 |
United States Patent
Application |
20090052983 |
Kind Code |
A1 |
Goj; Jozef |
February 26, 2009 |
Traffic Control Intersection
Abstract
There is disclosed a traffic control intersection having a first
road and a second road running crosswise relative to the first
road. Pathways are provided to enable vehicles travelling along
either of the roads to turn into the corresponding lane (leftmost
or rightmost lane) in the other road. Two of the pathways extend
over lanes of the second road but are at a different elevation to
those lanes so that vehicles on these pathways are not obstructed
by vehicles travelling along the lanes. The invention also extends
to other, more complex intersection configurations employing a
similar principal. Also disclosed is a traffic roundabout that
defines a utility space for various uses, a pedestrian walkway, and
a method of managing a road accident site.
Inventors: |
Goj; Jozef; (New South
Wales, AU) |
Correspondence
Address: |
JOEL D. SKINNER, JR.;SKINNER AND ASSOCIATES
212 COMMERCIAL ST.
HUDSON
WI
54016
US
|
Family ID: |
38066830 |
Appl. No.: |
12/085509 |
Filed: |
November 22, 2006 |
PCT Filed: |
November 22, 2006 |
PCT NO: |
PCT/AU2006/001751 |
371 Date: |
November 7, 2008 |
Current U.S.
Class: |
404/1 |
Current CPC
Class: |
E01C 1/04 20130101 |
Class at
Publication: |
404/1 |
International
Class: |
E01C 1/04 20060101
E01C001/04 |
Foreign Application Data
Date |
Code |
Application Number |
Nov 24, 2005 |
AU |
2005906539 |
Claims
1. A traffic control intersection comprising: a first road having a
plurality of substantially parallel first road lanes for directing
road vehicles in a first direction along the first road; a second
road running crosswise relative to the first road, the second road
having a plurality of substantially parallel second road lanes for
directing road vehicles in a second direction along the second
road, the second direction extending at least partially leftward
relative to the first direction, the second road further having a
plurality of third road lanes being substantially parallel to one
another and to the second road lanes along the second road, for
directing road vehicles in a third direction along the second road,
the third direction being opposite to the second direction in
relation to the second road and extending at least partially
rightward relative to the first direction; a first pathway
interconnecting a lane, being the leftmost one of said first lanes
in relation to said first direction at a position at which the
first pathway connects to the first road, with a lane, being the
leftmost one of said second lanes in relation to said second
direction at a position at which the first pathway connects to the
second road; and a second pathway interconnecting a lane, being the
rightmost one of said first lanes in relation to said first
direction at a position at which the second pathway connects to the
first road, with a lane, being the rightmost one of said third
lanes in relation to said third direction at a position at which
the second pathway connects to the second road, the second pathway
crossing at least one of said second lanes and being at a different
elevation to the at least one second lane where it crosses it, to
enable road vehicles to travel from said rightmost first lane to
said rightmost third lane without travelling on the at least one
second lane.
2. A traffic control intersection as claimed in claim 1, wherein
the first road defines a plurality of fourth road lanes, which are
substantially parallel to one another and to the first road lanes,
for directing road vehicles in a fourth direction along the first
road, the fourth direction being opposite to the first direction
relative to said first road.
3. A traffic control intersection as claimed in claim 2, further
comprising a third pathway interconnecting a lane, being the
leftmost one of said second lanes in relation to said second
direction at a position at which the third pathway connects to the
second road, to a lane, being a leftmost one of said fourth lanes
in relation to the fourth direction at a position at which the
third pathway connects to the first road.
4. A traffic control intersection as claimed in claim 2, further
comprising a fourth pathway interconnecting a lane, being the
rightmost one of said third lanes in relation to said third
direction at a position at which the fourth pathway connects to the
second road, to a lane, being the rightmost one of said fourth
lanes in relation to the fourth direction at a position at which
the fourth pathway connects to the first road, the fourth pathway
crossing at least one of said second lanes and being at a different
elevation to the at least one second lane where it crosses it, to
enable road vehicles to travel from said rightmost third lane to
said rightmost fourth lane without travelling on the at least one
second lane.
5. A traffic control intersection as claimed in claim 1, further
comprising a third road running crosswise relative to the second
road, the third road defining a plurality of substantially parallel
fifth road lanes for directing road vehicles in a fifth direction
along the fifth road.
6. A traffic control intersection as claimed in claim 5 wherein the
third road defines a plurality of sixth road lanes, which are
substantially parallel to one another and to the fifth road lanes,
for directing road vehicles in a sixth direction along the third
road, the sixth direction being opposite to the fifth direction in
relation to said third road.
7. A traffic control intersection as claimed in claim 6, comprising
a plurality of said first roads and a plurality of said third
roads.
8. A traffic control intersection as claimed in claim 6, comprising
three said first roads and three said third roads.
9. A traffic control intersection as claimed in claim 7 wherein,
for each particular first road having, in relation to its first
direction, another first road on its left hand side, the
intersection further comprises a pathway interconnecting a lane,
being the leftmost one of the first lanes of said particular first
road in relation to the first direction pertaining to that first
road at a position at which that pathway connects to that first
road, with a lane, being the leftmost one of the fourth lanes of
said other first road in relation to said fourth direction
pertaining to said other first road at a position at which that
pathway connects to said other first road.
10. A traffic control intersection as claimed in claim 7 wherein,
for each particular first road having, in relation to its first
direction, another first road on its right hand side, the
intersection further comprises a pathway interconnecting a lane,
being the rightmost one of the first lanes of said particular first
road in relation to the first direction pertaining to that first
road at a position at which that pathway connects to that first
road, with a lane, being the rightmost one of the fourth lanes of
said other first road in relation to said fourth direction
pertaining to that other first road at a position at which that
pathway connects to said other first road.
11. A traffic control intersection as claimed in claim 7 wherein,
for each particular third road having, in relation to its sixth
direction, another third road on its left hand side, the
intersection further comprises a pathway interconnecting a lane,
being the leftmost one of the sixth lanes of said particular third
road in relation to the sixth direction pertaining to that third
road at a position at which that pathway connects to that third
road, with a lane, being the leftmost one of the fifth lanes of
said other third road in relation to said fifth direction
pertaining to said other third road at a position at which that
pathway connects to said other third road.
12. A traffic control intersection as claimed in claim 7 wherein,
for each particular third road having, in relation to its sixth
direction, another third road on its right hand side, the
intersection further comprises a pathway interconnecting a lane,
being the rightmost one of the sixth lanes of said particular third
road in relation to the sixth direction pertaining to that third
road at a position at which that pathway connects to that third
road, with a lane, being the rightmost one of the fifth lanes of
said other third road in relation to said fifth direction
pertaining to that other third road at a position at which that
pathway connects to said other third road.
13. A traffic control intersection as claimed in claim 6 wherein
the third road is a continuation of the first road, with the fifth
lanes being continuations of the first lanes, the sixth lanes being
continuations of the fourth lanes, the first direction being the
fifth direction and the fourth direction being the sixth
direction.
14. A traffic control intersection as claimed in claim 6, further
comprising a fifth pathway interconnecting a lane, being the
leftmost one of said third lanes in relation to said third
direction at a position at which the fifth pathway connects to the
second road, to a lane, being the leftmost one of said fifth lanes
in relation to said fifth direction at a position at which the
fifth pathway connects to the third road.
15. A traffic control intersection as claimed in claim 6, further
comprising a sixth pathway interconnecting a lane, being the
rightmost one of said second lanes in relation to said second
direction at a position at which the sixth pathway connects to the
second road, to a lane being the rightmost one of said fifth lanes
in relation to the fifth direction at a position at which the sixth
pathway connects to the third road, the sixth pathway crossing at
least one of said third lanes and being at a different elevation to
the at least one third lane where it crosses it, to enable road
vehicles to travel from said rightmost second lane to said
rightmost fifth lane without travelling on the at least one third
lane.
16. A traffic control intersection as claimed in claim 6, further
comprising a seventh pathway interconnecting a lane, being the
leftmost one of said sixth lanes in relation to said sixth
direction at a position at which the seventh pathway connects to
the third road, to a lane, being the leftmost one of said third
lanes in relation to the third direction at a position at which the
seventh pathway connects to the second road.
17. A traffic control intersection as claimed in claim 6, further
comprising an eighth pathway interconnecting a lane, being the
rightmost one of said sixth lanes in relation to said sixth
direction at a position at which the eighth pathway connects to the
third road, to a lane, being the rightmost one of said second lanes
in relation to the second direction at a position at which the
eighth pathway connects to the second road, the eighth pathway
crossing at least one of said third lanes and being at a different
elevation to the at least one third lane where it crosses it, to
enable road vehicles to travel from said rightmost sixth lane to
said rightmost second lane without travelling on the at least one
third lane.
18. A traffic control intersection as claimed claim 1, comprising a
traffic roundabout, the roundabout constituting at least two of
said pathways.
19. A traffic control intersection as claimed in claim 18,
comprising a central zone circumscribed by the roundabout and a
chamber within the central zone, beneath the roundabout.
20. A traffic control intersection as claimed in claim 19 wherein
the chamber includes a water storage tank.
21. A traffic control intersection as claimed in claim 1, wherein
at least one of the roads interconnected by the roundabout has at
least one lane which passes over the roundabout whereby a utility
space is at least partly defined by and between the roundabout and
the road passing over the roundabout.
22. A traffic control intersection as claimed in claim 21, further
comprising, in the utility space, a building for accommodating
occupants.
23. A traffic control intersection arrangement comprising: a
traffic control intersection as claimed in claim 1; and a
pedestrian walkway structure for spanning the intersection, the
walkway structure having a walkway spaced above, and extending
across, the intersection, first access means extending between a
first position adjacent the intersection and the walkway, for
enabling pedestrians to move from the first position to the
walkway, and second access means extending between the walkway and
a second position adjacent the intersection, for enabling
pedestrians to move from the walkway to said second position,
wherein the walkway includes an inner section disposed above the
intersection and an outer section, the inner section being
selectively detachable from the outer section and adapted to be
raised relative to the outer section.
24. An arrangement as claimed in claim 23 wherein each access means
includes at least one of a stairway, an escalator, a ramp, and a
lift.
25. A pedestrian walkway structure for spanning a roadway, the
walkway structure comprising: a walkway spaced above, and extending
across, the roadway; first access means extending between a first
position adjacent the roadway and the walkway, for enabling
pedestrians to move from the first position to the walkway; and
second access means extending between the walkway and a second
position adjacent the roadway, for enabling pedestrians to move
from the walkway to said second position; wherein the walkway
includes an inner section disposed above the roadway and an outer
section, the inner section being selectively detachable from the
outer section and adapted to be raised relative to the outer
section.
26. A structure as claimed in claim 25 wherein each access means
includes at least one of a stairway, an escalator, a ramp, and a
lift.
Description
TECHNICAL FIELD
[0001] This invention relates to traffic control. More
particularly, the invention relates to a traffic control
intersection for leading traffic from lanes in one road into
respective corresponding lanes in another road via a pathway which
avoids the need for the traffic to stop.
BACKGROUND ART
[0002] One of the factors affecting the smooth and continuous flow
of vehicular traffic along major roads such as freeways is the
existence of intersections, even though these serve the vital
purpose of enabling traffic to enter and exit these freeways.
[0003] One may consider a typical scenario in which the driver of a
vehicle travelling along a freeway wishes to turn right into a
second road which extends crosswise relative to the freeway. In
such a scenario, the conventional manner of allowing a vehicle to
make such a right turn is to provide an exit pathway extending
leftwards from the leftmost lane of the freeway. This exit pathway,
typically in the form of an exit ramp, joins the second road at a
T-junction. The driver can thus use the exit pathway to travel from
the freeway to the second road, and can then turn right into the
second road. Typically the second road will extend underneath or
over the freeway in order to cross it.
[0004] A disadvantage of this conventional intersection
configuration is that it requires all vehicle drivers wishing to
turn left or right from the freeway into the second road to be in
the leftmost lane of the freeway so as to have access to the exit
pathway. This in turn requires that those vehicles that were
travelling in lanes other than the leftmost lane must merge into
the leftmost lane, and also requires that existing traffic in the
leftmost lane is often required to slow down to give way to such
vehicles entering that lane. The amount of traffic in the leftmost
lane thus increases--and can even as much as double--leading to a
risk of traffic congestion
[0005] In addition, the vehicles making use of the exit pathway are
then required to come to a complete halt at the T-junction between
the exit pathway and the second road. If there is much traffic
making use of the exit pathway, this can cause a backup of vehicles
along the exit pathway to the freeway, and even possibly vehicle
congestion on the freeway itself.
[0006] The need for vehicles to merge from other lanes into the
leftmost lane is even more disadvantageous given that road rules
typically require that lanes to the right of the leftmost lane,
particularly the rightmost lane, are for channeling traffic that is
faster-moving, and traffic that is overtaking other traffic to the
left. Thus, traffic merging into the leftmost lane from these other
lanes is usually required to slow down simply to be able to merge
safely into the leftmost lane. This also contributes to the risk of
traffic congestion.
[0007] It is an object of the invention to ameliorate disadvantages
of the prior art, and/or to propose an alternative traffic
intersection configuration, and/or to provide for other features
relating to traffic control and traffic control infrastructure.
DISCLOSURE OF INVENTION
[0008] According to a first aspect of the invention there is
provided a traffic control intersection comprising:
[0009] a first road having a plurality of substantially parallel
first road lanes for directing road vehicles in a first direction
along the first road;
[0010] a second road running crosswise relative to the first road,
the second road having a plurality of substantially parallel second
road lanes for directing road vehicles in a second direction along
the second road, the second direction extending at least partially
leftward relative to the first direction, the second road further
having a plurality of third road lanes being substantially parallel
to one another and to the second road lanes along the second road,
for directing road vehicles in a third direction along the second
road, the third direction being opposite to the second direction in
relation to the second road and extending at least partially
rightward relative to the first direction;
[0011] a first pathway interconnecting a lane, being the leftmost
one of said first lanes in relation to said first direction at a
position at which the first pathway connects to the first road,
with a lane, being the leftmost one of said second lanes in
relation to said second direction at a position at which the first
pathway connects to the second road; and
[0012] a second pathway interconnecting a lane, being the rightmost
one of said first lanes in relation to said first direction at a
position at which the second pathway connects to the first road,
with a lane, being the rightmost one of said third lanes in
relation to said third direction at apposition at which the second
pathway connects to the second road,
[0013] the second pathway crossing at least one of said second
lanes and being at a different elevation to the at least one second
lane where it crosses it, to enable road vehicles to travel from
said rightmost first lane to said rightmost third lane without
travelling on the at least one second lane.
[0014] In a preferred embodiment, the first road defines a
plurality of fourth road lanes, which are substantially parallel to
one another and to the first road lanes, for directing road
vehicles in a fourth direction along the first road, the fourth
direction being opposite to the first direction relative to said
first road.
[0015] Preferably, the intersection comprises a third pathway
interconnecting a lane, being the leftmost one of said second lanes
in relation to said second direction at a position at which the
third pathway connects to the second road, to a lane, being a
leftmost one of said fourth lanes in relation to the fourth
direction at a position at which the third pathway connects to the
first road.
[0016] Preferably, also, the intersection comprises a fourth
pathway interconnecting a lane, being the rightmost one of said
third lanes in relation to said third direction at a position at
which the fourth pathway connects to the second road, to a lane,
being the rightmost one of said fourth lanes in relation to the
fourth direction at a position at which the fourth pathway connects
to the first road, the fourth pathway crossing at least one of said
second lanes and being at a different elevation to the at least one
second lane where it crosses it, to enable road vehicles to travel
from said rightmost third lane to said rightmost fourth lane
without travelling on the at least one second lane.
[0017] In a preferred embodiment, the intersection comprises a
third road running crosswise relative to the second road, the third
road defining a plurality of substantially parallel fifth along the
third road, the sixth direction being opposite to the fifth
direction in relation to said third road.
[0018] In a preferred embodiment, the intersection comprises a
plurality of said first roads and a plurality of said third roads.
Preferably, the intersection comprises three said first roads and
three said third roads.
[0019] Then, in a preferred embodiment, for each particular first
road having, in relation to its first direction, another first road
on its left hand side, the intersection further comprises a pathway
interconnecting a lane, being the leftmost one of the first lanes
of said particular first road in relation to the first direction
pertaining to that first road at a position at which that pathway
connects to that first road, with a lane, being the leftmost one of
the fourth lanes of said other first road in relation to said
fourth direction pertaining to said other first road at a position
at which that pathway connects to said other first road.
[0020] Then also, in a preferred embodiment, for each particular
first road having, in relation to its first direction, another
first road on its right hand side, the intersection further
comprises a pathway interconnecting a lane, being the rightmost one
of the first lanes of said particular first road in relation to the
first direction pertaining to that first road at a position at
which that pathway connects to that first road, with a lane, being
the rightmost one of the fourth lanes of said other first road in
relation to said fourth direction pertaining to that other first
road at a position at which that pathway connects to said other
first road.
[0021] Then also, in a preferred embodiment, for each particular
third road having, in relation to its sixth direction, another
third road on its left hand side, the intersection further
comprises a pathway interconnecting a lane, being the leftmost one
of the sixth lanes of said particular third road in relation to the
sixth direction pertaining to that third road at a position at
which that pathway connects to that third road, with a lane, being
the leftmost one of the fifth lanes of said other third road in
relation to said fifth direction pertaining to said other third
road at a position at which that pathway connects to said other
third road.
[0022] Then also, in a preferred embodiment, for each particular
third road having, in relation to its sixth direction, another
third road on its right hand side, the intersection further
comprises a pathway interconnecting a lane, being the rightmost one
of the sixth lanes of said particular third road in relation to the
sixth direction pertaining to that third road at a position at
which that pathway connects to that third road, with a lane, being
the rightmost one of the fifth lanes of said other third road in
relation to said fifth direction pertaining to that other third
road at a position at which that pathway connects to said other
third road.
[0023] In one preferred embodiment, the third road is a
continuation of the first road, with the fifth lanes being
continuations of the first lanes, the sixth lanes being
continuations of the fourth lanes, the first direction being the
fifth direction and the fourth direction being the sixth
direction.
[0024] Preferably, the intersection comprises a fifth pathway
interconnecting a lane, being the leftmost one of said third lanes
in relation to said third direction at a position at which the
fifth pathway connects to the second road, to a lane, being the
leftmost one of said fifth lanes in relation to said fifth
direction at a position at which the fifth pathway connects to the
third road.
[0025] Preferably, also, the intersection comprises a sixth pathway
interconnecting a lane, being the rightmost one of said second
lanes in relation to said second direction at a position at which
the sixth pathway connects to the second road, to a lane being the
rightmost one of said fifth lanes in relation to the fifth
direction at a position at which the sixth pathway connects to the
third road, the sixth pathway crossing at least one of said third
lanes and being at a different elevation to the at least one third
lane where it crosses it, to enable road vehicles to travel from
said rightmost second lane to said rightmost fifth lane without
travelling on the at least one third lane.
[0026] Preferably, also, the intersection comprises a seventh
pathway interconnecting a lane, being the leftmost one of said
sixth lanes in relation to said sixth direction at a position at
which the seventh pathway connects to the third road, to a lane,
being the leftmost one of said third lanes in relation to the third
direction at a position at which the seventh pathway connects to
the second road.
[0027] Preferably, also, the intersection comprises an eighth
pathway interconnecting a lane, being the rightmost one of said
sixth lanes in relation to said sixth direction at a position at
which the eighth pathway connects to the third road, to a lane,
being the rightmost one of said second lanes in relation to the
second direction at a position at which the eighth pathway connects
to the second road, the eighth pathway crossing at least one of
said third lanes and being at a different elevation to the at least
one third lane where it crosses it, to enable road vehicles to
travel from said rightmost sixth lane to said rightmost second lane
without travelling on the at least one third lane.
[0028] In a preferred embodiment, the intersection comprises a
traffic roundabout, the roundabout constituting at least two of
said pathways.
[0029] Preferably, the intersection comprises a central zone
circumscribed by the roundabout and a chamber within the central
zone, beneath the roundabout. The chamber preferably includes a
water storage tank.
[0030] In a preferred embodiment, at least one of the roads
interconnected by the roundabout has at least one lane which passes
over the roundabout whereby a utility space is at least partly
defined by and between the roundabout and the road passing over the
roundabout.
[0031] Preferably the intersection further comprises, in the
utility space, a building for accommodating occupants.
[0032] According to a second aspect of the invention there is
provided a traffic control intersection arrangement comprising:
[0033] a traffic control intersection according to the first aspect
of the invention; and [0034] a pedestrian walkway structure for
spanning the intersection, the walkway structure having [0035] a
walkway spaced above, and extending across, the intersection,
[0036] first access means extending between a first position
adjacent the intersection and the walkway, for enabling pedestrians
to move from the first position to the walkway, and [0037] second
access means extending between the walkway and a second position
adjacent the intersection, for enabling pedestrians to move from
the walkway to said second position, [0038] wherein the walkway
includes an inner section disposed above the intersection and an
outer section, the inner section being selectively detachable from
the outer section and adapted to be raised relative to the outer
section.
[0039] According to a third aspect of the invention there is
provided a pedestrian walkway structure for spanning a roadway, the
walkway structure comprising: [0040] a walkway spaced above, and
extending across, the roadway; [0041] first access means extending
between a first position adjacent the roadway and the walkway, for
enabling pedestrians to move from the first position to the
walkway; and [0042] second access means extending between the
walkway and a second position adjacent the roadway, for enabling
pedestrians to move from the walkway to said second position;
[0043] wherein the walkway includes an inner section disposed above
the roadway and an outer section, the inner section being
selectively detachable from the outer section and adapted to be
raised relative to the outer section.
[0044] Preferably, each access means includes at least one of a
stairway, an escalator, a ramp, and a lift.
DEFINITIONS AND INTERPRETATION
[0045] The invention and its various embodiments is defined and
described herein in relation to roads, roadways and the like which
apply the rule in which vehicles travel on the left in relation to
the direction in which they are travelling, that is, in which
on-coming traffic is to their right. This is the rule, for example,
in Australia and Great Britain. However, the invention (including
the invention as claimed) is not limited to being applied to this
rule; indeed it is equally applicable, mutatis mutandis (subject to
making the necessary changes), in relation to roads, roadways and
the like which apply the rule in which vehicles travel on the right
in relation to the direction in which they are travelling, that is,
in which on-coming traffic is to their left. This is the rule, for
example, in the USA, France and Italy. Accordingly, the invention
is to be understood as also including cases where each reference to
left, leftmost, left hand side, and the like, is substituted by
corresponding references to right, rightmost, right hand side, and
the like and vice versa.
[0046] Where reference is made herein to a "road", this includes a
road arrangement having one or more lanes for directing traffic in
one direction and one or more other lanes for directing traffic in
a direction which is opposite to the one direction, where the lanes
for directing traffic in these two directions are disposed on
separate physical structures to each other with or without a gap
between these structures.
[0047] In this specification, unless the context clearly indicates
otherwise, the word "comprising" is not intended to have the
exclusive meaning of the word (such as "consists only of") but
rather has the non-exclusive meaning, in the sense of "including at
least". The same applies, with corresponding grammatical changes,
to other forms of the word such as "comprise", "comprises",
etc.
BRIEF DESCRIPTION OF THE DRAWINGS
[0048] Preferred embodiments of the invention will now be
described, by way of example only, with reference to the
accompanying drawings in which:
[0049] FIG. 1 is a schematic representation, in plan view, of a
traffic control intersection according to an embodiment of the
invention;
[0050] FIG. 2 is a schematic representation, in plan view, of a
traffic control intersection similar to that of FIG. 1, but with
the angle between intersecting roads being different to that of
FIG. 1;
[0051] FIG. 3 is a schematic representation, in plan view, of a
traffic control intersection similar to that of FIG. 1, but with
the angle between intersecting roads being different to that of
FIG. 1 and FIG. 2;
[0052] FIG. 4 is a schematic representation, in plan view, of a
traffic control intersection similar to that of FIG. 1, but with
different relative dimensions of parts of the intersection;
[0053] FIG. 5 is a schematic representation, in plan view, of a
traffic control intersection according to another embodiment of the
invention;
[0054] FIG. 6 is a schematic representation, in plan view, of a
traffic control intersection according to yet another embodiment of
the invention;
[0055] FIG. 7 is a schematic representation, in plan view, of a
traffic control intersection according to another form of the
embodiment of FIG. 6;
[0056] FIG. 8 is a schematic representation, in plan view, of a
traffic control intersection according to yet another form of the
embodiment of FIG. 6;
[0057] FIG. 9 is a schematic representation, in plan view, of a
traffic control intersection according to another embodiment of the
invention;
[0058] FIG. 9A is a schematic representation, in plan view, of a
traffic control-intersection according to yet another embodiment of
the invention;
[0059] FIG. 10 is a schematic representation, in plan view, of a
traffic control intersection according to a further embodiment of
the invention;
[0060] FIG. 11 is a schematic representation, in plan view, of a
traffic control intersection according to another form of the
embodiment of FIG. 10;
[0061] FIG. 12 is a schematic representation, in plan view, of a
traffic control intersection according to another embodiment of the
invention;
[0062] FIG. 13 is a schematic cross section through a traffic
roundabout structure forming part of the embodiment of FIG. 10 with
part of a walkway added;
[0063] FIG. 14 is a schematic representation, in plan view, of a
pedestrian walkway bridge according to an embodiment of the
invention;
[0064] FIG. 15 is a schematic representation, in plan view, of a
road network incorporating traffic control intersections according
to embodiments of the invention;
[0065] FIG. 16 is a schematic representation, in plan view, of a
roadway with an accident traffic diversion according to an
embodiment of the invention; and
[0066] FIGS. 17 to 26 are schematic representations, in plan view,
of pedestrian walkway bridges according to different embodiments to
that shown in FIG. 14, for suiting different road
configurations.
MODES FOR CARRYING OUT THE INVENTION
[0067] In the drawings that follow, where reference is made to a
particular pathway being connected to a leftmost or rightmost lane
of a particular road at the position where that pathway joins the
road, this is to be taken to be so even if not accurately depicted
in the relevant drawings.
Embodiment of FIG. 1
[0068] Referring to FIG. 1, there is shown a traffic control
intersection 10, which includes a first road 12 and a second road
14 running crosswise relative to the first road.
[0069] The first road 12 has road markings 13 defining a pair of
parallel first road lanes 16 for directing road vehicles (not
shown) in a first direction 18.
[0070] The second road 14 defines, by means of road markings 13, a
number of parallel second road lanes 20 for directing road vehicles
in a second direction 22. As can be seen, the second direction 22
extends leftward relative to the first direction 18.
[0071] The second road 14 further defines, by means of road
markings 13, a number of parallel third road lanes 24. These lanes
24, which are parallel to the second lanes 20, are for directing
road vehicles in a third direction 26 along the second road 14. The
third direction 26 is opposite to the second direction 22 in
relation to the second road 14, and extends rightward relative to
the first direction 18.
[0072] The intersection 10 includes a first pathway 28 which
interconnects a lane 30 with a lane 32. The lane 30 is the leftmost
one of the first lanes 16 relative to the first direction 18 at the
point where the pathway 28 is joined to the first road 12. The lane
32 is the leftmost one of the second lanes 20 in relation to the
second direction 22 at the position designated 34 along the road 14
where the pathway 28 joins this road.
[0073] The intersection 10 also includes a second pathway 36 which
interconnects a lane 38 with a lane 40. The lane 38 is the
rightmost one of the first lanes 16 in relation to the first
direction 18, at the position at which the pathway 36 joins the
road 12. The lane 40 is the rightmost one of the third lanes 24 in
relation to the third direction 26, at the position at which the
pathway 36 joins the road 14.
[0074] The first road 12 also defines a pair of parallel fourth
road lanes 42, which are parallel to the first lanes 16. The fourth
road lanes 42 are for directing road vehicles in a fourth direction
46 along the first road 12. The fourth direction 46 is opposite to
the first direction 18 in relation to the first road 12.
[0075] The intersection 10 also includes a third pathway 48, which
interconnects a lane 50 with a lane 52. The lane 50 is the leftmost
one of the second lanes 20 in relation to the second direction 22,
at the position designated 54 along the road 14 at which the
pathway 48 joins the road 14. The lane 52 is the leftmost one of
the fourth lanes 42 in relation to the fourth direction 46, at the
position at which the pathway 48 joins the road 12.
[0076] The intersection 10 also includes a fourth pathway 56 which
interconnects the lane 40 to a lane 60. The lane 40 is also the
rightmost one of the fourth lanes 24 in relation to the third
direction 26 at the position at which the pathway 56 joins the road
14. The lane 60 is the rightmost one of the fourth lanes 42 in
relation to the fourth direction 46 at the position at which the
pathway 56 joins the road 12.
[0077] It will be noted that the pathways 36 and 56 extend over the
lanes 20. To enable this, these pathways, where they pass over the
lanes 20, are in the form of raised bridges with spaces beneath
them (not shown) through which vehicles travelling along the lanes
20 can pass.
[0078] To enable vehicles to access the raised pathway 56, the lane
40 constitutes a ramp which slopes upwardly (on the left hand side
of the position at which the pathway 36 intersects the lane 40 in
FIG. 1) in the direction 26, from the level of the other lanes 24
to the raised level of the pathway 56.
[0079] Similarly, to enable vehicles to continue along the lanes 24
from the raised pathway 36, the lane 40 constitutes a ramp which
slopes downwardly (on the right hand side of the position at which
the pathway 56 intersects the lane 40 in FIG. 1) in the direction
26, from the raised level of the pathway 36 to the level of the
other lanes 24.
[0080] In addition, to enable the pathways 36 and 56 to join the
lanes 38 and 60, these pathways slope downwards from their
respective raised positions as mentioned above, at the positions
designated 61, to the lower level of the lanes 38 and 60.
[0081] In the case of vehicles travelling along the road 12 in the
direction 18, where the drivers of these vehicles wish to turn left
into the road 14 so as to proceed in the direction 22, their
vehicles must be in the leftmost lane 30 (leftmost in relation to
the direction 18). These vehicles can then proceed along the
pathway 28 and enter the leftmost lane 32 of the road 14.
[0082] Similarly, in the case of vehicles travelling along the road
12 in the direction 18, where the drivers of these vehicles wish to
turn right into the road 14 so as to proceed in the direction 26,
their vehicles must be in the rightmost lane 38 (rightmost in
relation to the direction 18). These vehicles can then proceed
along the pathway 36 and enter the rightmost lane 40 of the road
14. These vehicles will then descend along the downward slope of
this lane 40 until the level of the other lanes 24 is reached.
[0083] In the case of vehicles travelling along the road 14 in the
direction 22, where the drivers of these vehicles wish to turn left
into the road 12 so as to proceed in the direction 46, their
vehicles must be in the leftmost lane 50 (leftmost in relation to
the direction 22). These vehicles can then proceed along the
pathway 48 and enter the leftmost lane 52 of the road 12 (leftmost
in relation to the direction 46).
[0084] Similarly, in the case of vehicles travelling along the road
14 in the direction 26, where the drivers of these vehicles wish to
turn right into the road 12 so as to proceed in the direction 46,
their vehicles must proceed upward along the slope of the rightmost
lane 40, and then along the pathway 56 and enter the rightmost lane
60 (rightmost in relation to the direction 46) of the road 12.
[0085] One important advantage of the intersection 10 according to
the above embodiment is that vehicles can proceed from a particular
lane in one of the roads 12 or 14 to a corresponding lane in the
other one of these roads. Thus, provided that downstream traffic
and other conditions permit, this embodiment may assist in enabling
vehicles to substantially maintain their speeds, and not to have to
slow down to a significant extent, when turning from one of the
roads 12 and 14 into the other of these roads.
[0086] To further contribute to this capability, in preferred
embodiments the pathways 28, 36, 48 and 56 are constructed with
suitable cambers to facilitate stability of vehicles travelling
along the curves of these pathways.
[0087] It will be noted that the pathway 36 exits into the lane 40
upstream of the entry from that lane to the pathway 56. Drivers
exiting the pathway 36 into the lane 40 must therefore exercise
caution in relation to vehicles already in that lane, including
those vehicles which are about to enter the pathway 56. This
scenario may be regarded as comparable with a situation in which a
driver enters a traffic roundabout (traffic circle). However, the
level of risk may be minimised by the ability of vehicles to
substantially maintain their speeds as described above, so that the
speed of vehicles exiting the pathway 36 into the lane 40 may be
well matched to that of vehicles travelling along the lane 40,
including those about to enter the pathway 56.
[0088] In another embodiment (not shown) to that described above,
the pathways 36 and 56 are disposed underneath the lanes 20. To
achieve this, these pathways, at those positions, may extend
through simple tunnels, and the lanes connecting to these pathways
are suitably sloped. The road 14, where it passes over these lanes,
may be in the form of a mesh to allow natural light to reach these
lanes.
Embodiment of FIG. 2
[0089] Referring now to FIG. 2, there is shown a traffic control
intersection 62. Features illustrated in FIG. 2 corresponding to
features in FIG. 1 are denoted by reference numerals which are
similar to those in FIG. 1, except that they have the suffix ".2".
Except as may be otherwise described, the descriptions in FIG. 1 of
corresponding features are to be taken as being equally applicable
to the embodiment of FIG. 2.
[0090] The intersection 62 is similar to the intersection 10 except
that the road 12.2 extends at an angle relative to the road 14.2
which is different to the substantially right angle between the
roads 12 and 14 in FIG. 1.
[0091] Because of this difference in angle, the lengths and curves
of the pathways 28.2, 36.2, 48.2 and 56.2 differ from those of the
pathways 28, 36, 48 and 56. In particular, it will be noted that
the pathway 28.2 is shorter, and has a tighter curve, than the
pathway 28, the pathway 36.2 is shorter than the pathway 36, the
pathway 48.2 is longer than the pathway 48, and the pathway 56.2 is
longer, and has a more gradual curve, than the pathway 56.
[0092] Because of these differences in dimensions, the cambers of
the pathways 28.2, 36.2, 48.2 and 56.2 may be appropriately
different to those of the pathways 28, 36, 48 and 56 to provide
stability to vehicles travelling thereon.
[0093] It will also be noted that the pathway 56.2 extends over,
not just the lanes 20.2, but also partly over the pathway 48.2.
Consequently, sufficient space (not shown) is provided beneath the
pathway 56.2 for vehicles travelling along the pathway 48.2 to pass
through.
Embodiment of FIG. 3
[0094] Referring now to FIG. 3, there is shown a traffic control
intersection 64. Features illustrated in FIG. 3 corresponding to
features in the previous figures are denoted by reference numerals
(or numeral prefixes) which are similar to those in the previous
figures, but which have the suffix ".3". Except as may be otherwise
described, the descriptions in FIG. 1 of corresponding features are
to be taken as being equally applicable to the embodiment of FIG.
3.
[0095] The intersection 64 is similar to the intersections 10 and
62 except that the road 12.3 extends at an angle relative to the
road 14.3 which is different to the angle between the roads 12 and
14 and that between the roads 12.2 and 14.2.
[0096] Because of this difference in angle, the lengths and curves
of the pathways 28.3, 36.3, 48.3 and 56.3 differ from those of the
pathways 28, 36, 48 and 56 and the pathways 28.2, 36.2, 48.2 and
56.2. In this embodiment, in particular, it will be noted that the
pathway 28.3 is longer, and has a more gradual curve, than the
pathways 28 and 28.2, the pathway 36.3 is longer than the pathways
36 and 36.2, the pathway 48.3 is shorter and has a tighter curve
than the pathways 48 and 48.2, and the pathway 56.3 is shorter and
has a tighter curve than the pathways 56 and 56.2.
[0097] Because of these differences in dimensions, the cambers of
the pathways 28.3, 36.3, 48.3 and 56.3 may be appropriately
different to those of the pathways in FIGS. 1 and 2, to provide
necessary stability to vehicles travelling thereon.
[0098] In this embodiment, the pathway 36.3 extends, not just over
the lanes 20.3, but also partly over the pathway 28.3.
Consequently, sufficient space (not shown) is provided beneath the
pathway 36.3 for vehicles travelling along the pathway 28.3 to pass
through.
Embodiment of FIG. 4
[0099] Referring now to FIG. 4, there is shown a traffic control
intersection 66. Features illustrated in FIG. 4 corresponding to
features in the previous figures are denoted by reference numerals
(or numeral prefixes) which are similar to those in the previous
figures but which have the suffix ".4". Except as may be otherwise
described, the descriptions in FIG. 1 of corresponding features are
to be taken as being equally applicable to the embodiment of FIG.
4.
[0100] The intersection 66 is similar to the intersection 10 except
that the pathways 36.4 and 56.4 have greater relative dimensions
than the corresponding pathways of FIG. 1. It will therefore be
noted that both of these pathways 36.4 and 56.4 extend not just
over the lanes 20.4, but also over the pathways 28.4. and 48.4.
Consequently, sufficient space (not shown) is provided beneath the
pathways 36.4 and 56.4 for vehicles travelling along the pathways
28.3 and 48.4, respectively, to pass through.
[0101] Because of the greater relative dimensions of the pathways
36.4 and 56.4, their curves can be more gradual that those of the
pathways 28, 36, 48 and 56. Consequently, the cambers of the
pathways 28.4, 36.4, 48.4 and 56.4 may be different to those of the
pathways in FIGS. 1 and 2, to provide necessary stability to
vehicles travelling thereon. Indeed, the greater diameter of the
pathways 36.4 and 56.4 facilitates faster speeds of vehicles
thereon, which in turn permits a higher speed of vehicles entering
the pathway 56.4 from the lane 40.4, and higher speed of vehicles
exiting the pathway 36.4 to the lane 40.4.
Embodiment of FIG. 5
[0102] Referring now to FIG. 5, there is shown a traffic control
intersection 68. Features illustrated in FIG. 5 corresponding to
features in the previous figures are denoted by reference numerals
(or numeral prefixes) which are similar to those in the previous
figures, but which have the suffix ".5". Except as may be otherwise
described, the descriptions in FIG. 1 of corresponding features are
to be taken as being equally applicable to the embodiment of FIG.
5.
[0103] One difference is that the pathways 28.5, 36.5, 48.5 and
56.5, instead of being of the bowed shape of the pathways 28, 36,
48 and 56 in FIG. 1, are of the regular, gently curved shape as
shown in FIG. 5.
[0104] Another difference is that the pathway 56.5 extends
underneath the lanes 20.5 rather than above them, as is the case of
the pathway 56 in relation to the lanes 20 in FIG. 1. To achieve
this, the lane 40.5, at the position 70 in FIG. 5, slopes downwards
in the direction 26.5 to join the pathway 56.5. On the other side
of the lanes 20.5, at the position 72 in FIG. 5, the pathway 56.5
slopes upward to join the lane 60.5.
[0105] In the preferred embodiment, the road 14.5 is at ground
level, the pathway 56.5 extending as a below-ground recess or
tunnel under the lanes 20.5.
[0106] The pathway 36.5 is in the form of a raised bridge passing
over the lanes 20.5 with spaces below (not shown) for vehicles
travelling along the lanes 20.5 to pass through.
[0107] A further difference is that the lane 40.5 is not continuous
but has a break between the start of the pathway 56.5 and the end
of the pathway 36.5, at the position designated 74. This break
enables that part of the lane 40.5 which joins the pathway 56.5 to
slope downwards to join that pathway as described above, and the
other part of the lane 40.5 which is joined by the pathway 36.5 to
slope downward from the raised level of that pathway, also as
described above.
[0108] The gentle curved configuration of the pathways 28.5, 36.5,
48.5 and 56.5 may be regarded as a "high speed" configuration when
compared with the bowed shape of the pathways 28, 36, 48 and 56 in
FIG. 1. This is because the gentler curve is more suited to
ensuring stability than the more tightly curved bowed shape in FIG.
1, despite the greater centrifugal force that may be induced due to
the higher speed of the vehicles travelling along the curved path.
Accordingly, an intersection having the configuration of the
intersection 68 may be used when the roads 12.5 and 14.5 are
relatively high traffic speed roads such as a freeway or high speed
arterial road.
Embodiment of FIG. 6
[0109] Referring now to FIG. 6, there is shown a traffic control
intersection 76. Features illustrated in FIG. 6 corresponding to
features in the previous figures are denoted by reference numerals
(or numeral prefixes) which are similar to those in the previous
figures, but which have the suffix ".6". Except as may be otherwise
described, the descriptions in FIGS. 1 and 5 of corresponding
features are to be taken as being equally applicable to the
embodiment of FIG. 6.
[0110] The traffic control intersection 76, in addition to those
features corresponding to the traffic control intersection 68 of
FIG. 5, also includes a third road 78 extending crosswise relative
to the road 14.6 (and in this embodiment, extending substantially
parallel to the road 12.6).
[0111] The road 78 has road markings 13.6 defining a pair of
parallel fifth road lanes 80 for directing road vehicles in a fifth
direction 82 along the road. The road 78 also has road markings
13.6 defining a pair of parallel sixth road lanes 84, which are
also parallel to the lanes 80, for directing road vehicles in a
sixth direction 86 along this road. The direction 86 is opposite to
the direction 82 in relation to the road 78.
[0112] In this particular embodiment, as the road 78 is parallel to
the road 12.6, it will be appreciated that the directions 82 and 86
are the same as the directions 18.6 and 46.6, respectively.
[0113] The intersection 76 includes a fifth pathway 88 which
interconnects a lane 90 with a lane 92. The lane 90 is the leftmost
one of the lanes 24.6 in relation to the direction 26.6 at the
position where the pathway 88 joins the road 14.6. The lane 92 is
the leftmost one of the lanes 80 in relation to the direction 82 at
the position where the pathway 88 joins the road 78.
[0114] The intersection 76 also includes a sixth pathway 94 which
interconnects a lane 96 with a lane 98. The lane 96 is the
rightmost one of the lanes 20.6 in relation to the direction 22.6
at the position where the pathway 94 joins the road 14.6. The lane
98 is the rightmost one of the lanes 80 in relation to the
direction 82 at the position where the pathway 94 joins the road
78.
[0115] In addition, the intersection 76 includes a seventh pathway
100 which interconnects a lane 102 with the lane 90. The lane 102
is the leftmost one of the lanes 84 in relation to the direction 86
at the position where the pathway 100 joins the road 78.
[0116] It will be noted that the lane 90 is not continuous but has
a break at the position designated 104 between that part of the
lane 90 which joins up with the pathway 88, and that part which is
joined by the pathway 100.
[0117] The intersection 76 also includes an eighth pathway 106
which interconnects a lane 108 with a lane 110. The lane 108 is the
rightmost one of the lanes 84 in relation to the direction 86 at
the position where the pathway 106 joins the road 78. The lane 110
is the rightmost one of the lanes 20.6 in relation to the direction
22.6 at the position where the pathway 106 joins the road 14.6.
[0118] Correspondingly to the embodiment of FIG. 5, in the
embodiment shown in FIG. 6, the road 14.6 is at ground level, with
the pathway 94 extending as a below-ground recess or tunnel under
the lanes 24.6. The pathway 106 is in the form of a raised bridge
passing over the lanes 24.6 with spaces below (not shown) for
vehicles travelling along the lanes 24.6 to pass through.
[0119] To achieve this lowered configuration of the pathway 94, the
lane 96 is sloped downwards in the direction 22.6 to join the
pathway 94, and the lane 98 slopes upward in the direction 82 from
the lowered level of the pathway 94 to the level of the other lanes
80.
[0120] Similarly, the lane 108 is sloped upwards in the direction
86 to join the pathway 106, and the lane 110 slopes downwards in
the direction 22.6 from the raised level of the pathway 106 to the
level of the other lanes 20.6.
[0121] As in the case of the pathways 28.6, 36.6, 48.6 and 56.6
(and explained in relation to the corresponding pathways 28.5,
36.5, 48.5 and 56.5 of FIG. 5), the gentle curved configuration of
the pathways 88, 94, 100 and 106 may be regarded as a "high speed"
configuration.
Embodiment of FIG. 7
[0122] Referring to FIG. 7, there is shown a traffic control
intersection 112. Features illustrated in FIG. 7 corresponding to
features in the previous figures are denoted by reference numerals
(or numeral prefixes) which are similar to those in the previous
figures, but which have the suffix ".7". Except as may be otherwise
described, the descriptions in FIGS. 5 and 6 of corresponding
features are to be taken as being equally applicable to the
embodiment of FIG. 7.
[0123] In the intersection 112, instead of there being only a pair
of each of the lanes 16.7, 42.7, 80.7 and 84.7 (as is the case with
the corresponding lanes in FIG. 6), the road markings 13.7 define
five of each of these lanes.
[0124] The middle three of each of the lanes 16.7 and 42.7 extend
underneath the lanes 20.7 and 24.7 so as to join up with, and be
integral to, the lanes 80.7 and 84.7, respectively. This is enabled
by the roads 12.7 and 78.7 being joined to each other so as to be
effectively continuations of each other, so that the joined lanes
are also effectively continuations of each other, and so that the
directions 18.7 and 46.7 are the directions 82 and 86,
respectively.
[0125] This configuration enables vehicles travelling along the
road 12.7 to continue along the road 78.7, and vice versa.
[0126] The intersection 112, in one preferred embodiment, has
roadways on four difference levels: the elevation of the road 14.7
at ground level, the raised elevation of the pathways 36.7 and
106.7 passing over the lanes 20.7 and 24.7, respectively, a first
lowered elevation being the elevation of the pathways 56.7 and 94.7
passing underneath the lanes 20.7 and 24.7, respectively, and a
second lowered elevation being the elevation of the combined roads
12.7. and 78.7.
Embodiment of FIG. 8
[0127] Referring to FIG. 8, there is shown a traffic control
intersection 114. Features illustrated in FIG. 8 corresponding to
features in the previous figures are denoted by reference numerals
(or numeral prefixes) which are similar to those in the previous
figures, but which have the suffix ".8". Except as may be otherwise
described, the descriptions in FIG. 7 of corresponding features are
to be taken as being equally applicable to the embodiment of FIG.
8.
[0128] The intersection 114 is essentially the same as the
intersection 112, except that the pathway 94.8 passes over the
lanes 24.8 as well as over the pathways 36.8 and 106.8, and the
pathway 56.8 passes over the lanes 20.8 as well as over the
pathways 36.8 and 106.8. To achieve this, each of the pathways 94.8
and 56.8, at these locations, are in the form of raised bridges
with spaces underneath (not shown) for vehicles travelling along
the lanes 20.8 or 24.8, or along the pathways 36.8 and 106.8, to
pass through.
[0129] In addition, the lane 96.8 slopes upwards in the direction
22.8 to join the pathway 94.8 at its raised level, and then, on the
other side of the lanes 24.8, the lane 98.8 slopes downwards in the
direction 82.8 to the level of the other lanes 80.8. Similarly, the
lane 40.8 slopes upwards in the direction 26.8 to join the pathway
56.8 at its raised level, and then, on the other side of the lanes
20.8, the lane 60.8 slopes downwards in the direction 46.8 to the
level of the other lanes 42.8.
Embodiment of FIG. 9
[0130] Referring now to FIG. 9, there is shown a traffic control
intersection 116. Features illustrated in FIG. 9 corresponding to
features in the previous figures are denoted by reference numerals
(or numeral prefixes) which are similar to those in the previous
figures, but which have the suffix ".9". Except as may be otherwise
described, the descriptions in FIG. 6 of corresponding features are
to be taken as being equally applicable to the embodiment of FIG.
9.
[0131] In FIG. 9, instead of having pathways corresponding directly
to the pathways 36.6 and 106 of FIG. 6, the intersection 116 is
provided with a traffic roundabout (traffic circle) 118.
[0132] In the preferred embodiment shown, the roads 12.9, 14.9 and
78.9 are at ground level, and the roundabout 118 is at a
below-ground level with the lanes 20.9 and 24.9 passing over the
roundabout. For the purpose of clarity, in FIG. 9 these lanes are
depicted partially cut away so as not to be shown at the position
where they cross over the roundabout 118. The roundabout 118 is
formed, in this embodiment, in an underground tunnel or,
alternatively, in a simple recess which may be an excavated recess.
Accordingly it will be out of sight of vehicles travelling along
the pathways 28.9, 88.9, 100.9 and 48.9.
[0133] There are two entrances 120 and 122 to the roundabout 118,
from the lanes 38.9 and 108.9, respectively, and four exits 124,
126, 128 and 130 from the roundabout to the lanes 110.9, 98.9, 40.9
and 60.9, respectively.
[0134] As the roundabout 118 is disposed below the lanes 20.9 and
24.9, the exits 124 and 128 are sloped upwards in the directions
22.9 and 26.9, respectively, to enable vehicles exiting the
roundabout via these exits to join up with the lanes 110.9 and
40.9, respectively, so as to reach the level of the other lanes
20.9 and 24.9.
[0135] It will be noted that, where the exit 126 joins the lane
98.9, at the position 132 in FIG. 9, this lane is the rightmost one
of the lanes 80.9 in relation to the direction 82.9. However, where
the pathway 94.9 joins up with the road 78.9, at the position 134
in FIG. 9, it forms an integral part of a further lane which, at
that position 134, constitutes the rightmost one of the lanes 80.9.
Accordingly that rightmost lane is designated 98.9'.
[0136] Similarly, where the exit 130 joins the lane 60.9, at the
position 136 in FIG. 9, this lane is the rightmost one of the lanes
42.9 in relation to the direction 46.9. However, where the pathway
56.9 joins up with the road 12.9, at the position 138 in FIG. 9, it
forms an integral part of a further lane which, at that position
138 constitutes the rightmost one of the lanes 60.9. Accordingly
that rightmost lane is designated 60.9'.
[0137] To enable the entrances 120 and 122 to extend from the level
of the lanes 16.9 and 84.9, respectively, to the lowered level of
the roundabout 118, these two lanes slope downwards towards the
roundabout.
[0138] The entrance 120 to the roundabout 118 and the exit 128,
together with that portion of the roundabout between this entrance
and exit, serve to direct vehicles from the lane 38.9 to the lane
40.9. Thus, this entrance 120, exit 128 and portion of the
roundabout 118, correspond to the pathway 36.6 in FIG. 6.
[0139] Similarly, the entrance 122 to the roundabout 118 and the
exit 124, together with that portion of the roundabout between this
entrance and exit, serve to direct vehicles from the lane 108.9 to
the lane 110.9. Thus, this entrance 122, exit 124 and portion of
the roundabout 118 correspond to the pathway 106 in FIG. 6.
[0140] Vehicles travelling along the road 78.9 in the direction
86.9 can enter the roundabout 118 via the entrance 122 and exit the
roundabout via the exit 130 into the road 12.9. Similarly, vehicles
travelling along the road 12.9 in the direction 18.9 can enter the
roundabout 118 via the entrance 120 and exit the roundabout via the
exit 126 into the road 78.9. The effect of this is therefore as if
the roads 12.9 and 78.9 were continuous with each other as in the
case of the roads 12.7 and 78.7 in FIG. 7.
[0141] However, having the roads 12.9. and 78.9 joined in the
manner of the corresponding lanes in FIG. 7 would require there to
be four levels of road, namely those of the road 14.9, the combined
road formed by the roads 12.9 and 78.9, the roundabout 118, and the
pathways 56.9 and 94.9. However, the fact that the roundabout 118
enables vehicles to travel from the road 12.9 to the road 78.9 and
vice versa as if these roads were continuous with each other avoids
the need for these two roads to be joined in the manner in which
the roads 12.7 and 78.7 in FIG. 7 are joined to each other. Thus
only three levels are required.
[0142] The configuration of FIG. 6 also has three levels, although
in the absence of a roundabout corresponding to the roundabout 118,
vehicles cannot travel from the road 12.6 to the road 78.6 and vice
versa. Thus the presence of the roundabout provides advantages over
the intersections 76 of FIGS. 6 and 112 of FIG. 7.
[0143] In addition, the roundabout 118 provides additional
versatility as it enables vehicles to exit from the roundabout into
the rightmost lanes 110.9 and 40.9 of the road 14.9, and also to
enter the roundabout via the rightmost lanes 38.9 and 108.9 of the
roads 12.9 and 78.9, respectively.
[0144] The substantially circular configuration of the roundabout
is of a relatively large diameter and therefore permits vehicles
travelling thereon to travel at a speed which is not overly low.
However, it is not a configuration which permits as much vehicle
stability, and hence as high speeds, as the gentle, curved
configurations of the pathways 28.9, 88.9, 100.9 and 48.9, or the
pathways 56.9 and 94.9. Therefore even though these pathways may
themselves permit "high speed" travel, the intersection 116 as a
whole is restricted by the speed permitted by the roundabout 118,
and it may therefore be regarded as a "medium speed"
configuration.
[0145] With numerous entrances to the roundabout 118, it will be
appreciated that a vehicle may be entering the roundabout while one
or more vehicles are already on the roundabout. This may require
that the vehicles on the roundabout 118 give way to vehicles
entering the roundabout. For this reason, the roundabout 118 may be
referred to as a "turnabout" to suggest the connotation of the
respective vehicles on the roundabout taking turns to move past the
entrances to the roundabout. The relevant road rules may provide
for this by regulating the safe merging of traffic. This may, for
example, involve vehicles entering the roundabout 118 being
accommodated in the space between two vehicles already on the
roundabout.
Embodiment of FIG. 9A
[0146] Referring now to FIG. 9A, there is shown a traffic control
intersection 200. Features illustrated in FIG. 9A corresponding to
features in the previous figures are denoted by reference numerals
(or numeral prefixes) which are similar to those in the previous
figures, but which have the suffix ".99". Except as may be
otherwise described, the descriptions in FIG. 9 of corresponding
features are to be taken as being equally applicable to the
embodiment of FIG. 9A.
[0147] The intersection 200 is substantially the same as the
intersection 116 of FIG. 9, except for the presence of a further
road 202 and other features relating to the presence of this
further road. It will be recalled that the roads 12 and 14 in FIG.
1 were described as a "first" road and a "second" road
respectively, and the road 78 in FIG. 6 was described as being a
"third" road. In this specification for the purposes of
consistency, the road 202 may be regarded as a further "third" road
in addition to the third road 78.99.
[0148] The road 202 has road markings 13.99 defining traffic lanes
204 for directing vehicles in a direction 206, and lanes 208 for
directing vehicles in a direction 210 which is opposite to the
direction 206 in relation to the road 202.
[0149] The intersection 200 includes a pathway 212 which
interconnects the lane 90.99 with a lane 214. The lane 214 is the
leftmost one of the lanes 204 in relation to the direction 206 at
the position at which the pathway 212 joins the road 202.
[0150] The intersection 200 includes another pathway 216 which
interconnects a lane, being the rightmost one of the lanes 20.99 in
relation to the direction 22.99 with a lane 218. This rightmost one
of the lanes 24.99 is the rightmost lane at the position at which
the pathway 216 joins the road 14.99, although the lane designated
96.99 is the rightmost lane at the position at which the pathway
94.99 joins the road 14.99. Hence, the rightmost lane at the
position at which the pathway 216 joins the road 14.99 is
designated 96.99'. The lane 218 is the rightmost one of the lanes
204 in relation to the direction 206 at the position at which the
pathway 216 joins the road 202.
[0151] The intersection 200 includes an exit 220 from the
roundabout 118.99. This exit 220 interconnects the roundabout
118.99 to a lane which is the rightmost one of the lanes 204 at the
position at which the exit 220 joins the road 200. As the lane 218
is the rightmost one of the lanes 204 at the position where the
pathway 216 joins the road 200, the rightmost lane at the position
at which the exit 220 joins this road is designated 218'.
[0152] The intersection 200 includes a further pathway 224 which
interconnects a lane 226 with a lane which is the leftmost one of
the lanes 80.99 at the position where the pathway 224 joins the
road 78.99. The leftmost one of the lanes 80.99 at the position
where the pathway 88.99 joins the road 78.99 is designated 92.99.
Hence, the leftmost one of the lanes 80.99 at the position where
the pathway 224 joins this road is designated 92.99'. The lane 226
is the leftmost one of the lanes 208 in relation to the direction
210 at the position at which the pathway 224 joins the road
202.
[0153] The intersection 200 includes a pathway 228 leading to an
entrance 230 to the roundabout 118.99. This pathway 228
interconnects a lane 232 with the entrance 230. The lane 232 is the
rightmost one of the lanes 208 in relation to the direction 210. As
can be seen in FIG. 9A, the pathway 228 is curved, and extends
underneath the pathways 216 and 88.99.
[0154] The presence of the road 202 as shown in FIG. 9A illustrates
the versatility of the invention in incorporating many connecting
roads as part of the intersection. This is further illustrated
below in relation to the embodiment of FIG. 12.
Embodiment of FIG. 10
[0155] Referring now to FIG. 10, there is shown a traffic control
intersection 140. Features illustrated in FIG. 10 corresponding to
features in the previous figures are denoted by reference numerals
(or numeral prefixes) which are similar to those in the previous
figures, but which have the suffix ".10". Except as may be
otherwise described, the descriptions in FIG. 9 of corresponding
features are to be taken as being equally applicable to the
embodiment of FIG. 10.
[0156] The intersection 140 is substantially the same as the
intersection 116 of FIG. 9, except that there are no pathways
directly corresponding to the pathways 56.9 and 94.9, and that the
roundabout 118.10 has two entrances in addition to the entrances
120.10 and 122.10, these being entrances 142 and 144.
[0157] The entrance 142 to the roundabout 118.10 and the exit
130.10, together with that portion of the roundabout between this
entrance and exit, serve to direct vehicles from the lane 40.10 to
the lane 60.10. Thus, this entrance 142, exit 130.10 and portion of
the roundabout 118.10 correspond in effect to the pathway 56.9 in
FIG. 9.
[0158] Similarly, the entrance 144 to the roundabout 118.10 and the
exit 126.10, together with that portion of the roundabout between
this entrance and exit, serve to direct vehicles from the lane
96.10 to the lane 98.10. Thus, this entrance 144, exit 126.10 and
portion of the roundabout 118.10 correspond in effect to the
pathway 94.9 in FIG. 9.
[0159] In the preferred embodiment shown, the roads 12.10, 14.10
and 78.10 are at ground level, and the roundabout 118.10 is at a
below-ground level with the lanes 20.10 and 24.10 passing over the
roundabout. For the purpose of clarity, in FIG. 10 these lanes are
depicted partially cut away so as not to be shown at the position
where they cross over the roundabout 118.10. The roundabout 118.10
is formed, in this embodiment, in an underground tunnel.
Accordingly it will be out of sight of vehicles travelling along
the pathways 28.10, 88.10, 100.10 and 48.10.
[0160] As the roundabout 118.10 is disposed below ground level, the
lanes 38.10, 40.10 (on the left hand side of the roundabout in FIG.
10), 108.10 and 96.10 slope downwards to the entrances 120.10, 142,
122.10 and 144, respectively to the roundabout. The lanes 60.10,
110.10, 98.10 and 40.10 (on the right hand side of the roundabout
118.10 in FIG. 10) slope upwards from the relevant exits from the
roundabout.
[0161] The pathways 56.9 and 94.9 in FIG. 9 had to be at an
elevation above the lanes 20.9 and 24.9 to pass over these lanes,
and accordingly, three different road elevations were required. The
omission of directly corresponding pathways in the intersection 140
of FIG. 10, due to the configuration of the roundabout 118.10,
serves as an advantage as it requires only two separate road
elevations.
[0162] On the other hand, the pathways 56.9 and 94.9 of the
embodiment of FIG. 9 were of a gentle, curved configuration, and
hence of a "high speed" nature as described above, while the
roundabout 118.10 is of a similar circular configuration to the
roundabout 118.9 in FIG. 9. As mentioned in relation to FIG. 9,
while the roundabout 118.10 is of a relatively large diameter and
therefore permits vehicles travelling thereon to travel at a speed
which is not overly low, it is not a configuration which permits as
much vehicle stability, and hence equally high speeds, as the
configuration of the pathways 56.9 and 94.9 of FIG. 9. Therefore
the intersection 140 as a whole is restricted by the speed
permitted by the roundabout 118.10, and it may therefore be
regarded as a "medium speed" configuration.
Embodiment of FIG. 11
[0163] Referring now to FIG. 11, there is shown a traffic control
intersection 146. Features illustrated in FIG. 11 corresponding to
features in the previous figures are denoted by reference numerals
(or numeral prefixes) which are similar to those in the previous
figures, but which have the suffix ".11". Except as may be
otherwise described, the descriptions in FIG. 10 of corresponding
features are to be taken as being equally applicable to the
embodiment of FIG. 11.
[0164] The intersection 146 is substantially the same as the
intersection 140 of FIG. 10, except that instead of there being
only a pair of each of the lanes 16.11, 42.11, 80.11 and 84.11 (as
is the case with the corresponding lanes in FIG. 10), there are
five of each of these lanes, demarcated by the road markings
13.11.
[0165] In the preferred embodiment shown, the road 14.11 is at
ground level. The middle three of each of the lanes 16.11 and 42.11
extend underneath the road 14.11 so as to join up with, and be
integral to, the lanes 80.11 and 84.11, respectively. This is
enabled due to the roads 12.11 and 78.11 being joined to each other
so that they are effectively continuations of each other, and so
that the joined lanes are also effectively continuations of each
other, and so that the directions 18.11 and 46.11 are the
directions 82.11 and 86.11, respectively.
[0166] Thus, vehicles travelling along the road 12.11 in the
direction 18.11 can continue along the road 78.11, and those
travelling along the road 78.11 in the direction 86.11 can continue
along the road 12.11, either via the roundabout 118.11 as described
above in relation to FIG. 9, or simply by continuing in on the
respective road itself.
[0167] The roundabout 118.11 extends below these joined lanes, that
is, at an elevation below the level of the roads 12.11 and
78.11.
Embodiment of FIG. 12
[0168] Referring now to FIG. 12, there is shown a traffic control
intersection 700. Features illustrated in FIG. 12 corresponding to
features in the previous figures are denoted by reference numerals
(or numeral prefixes) which are similar to those in the previous
figures, but which have the suffix ".12". Except as may be
otherwise described, the descriptions in FIG. 9A of corresponding
features are to be taken as being equally applicable to the
embodiment of FIG. 12.
[0169] Relative to the intersection 200 of FIG. 9A, the
intersection 700 includes three further roads, being the roads 702,
704 and 706. Just as the road 78 in FIG. 6 was described as being a
further "third" road, so too can the road 704 in FIG. 12 be
described as a further "third" road in addition to the third road
78.12. Similarly, for the purpose of consistency in this
specification, each of the roads 702 and 706 may be regarded as a
further "first" road in addition to the first road 12.12.
[0170] The road 702 has road markings 13.12 defining lanes 708 for
directing vehicles in a direction 710 and lanes 712 for directing
vehicles in a direction 714 which is opposite to the direction 710
in relation to the road 702.
[0171] The intersection 700 includes the following pathways in
relation to the road 702: [0172] a pathway 716 leading from the
leftmost one of the lanes 708 in relation to the direction 710 at
the position where the pathway joins the road 702, to the leftmost
one of the lanes 20.12 in relation to the direction 22.12 at the
position where the pathway joins the road 14.12; [0173] a pathway
718 leading from the rightmost one of the lanes 708 in relation to
the direction 710 at the position where the pathway joins the road
702, to the roundabout 118.12; [0174] a pathway 720 leading from
the rightmost one of the lanes 24.12 in relation to the direction
26.12 at the position where the pathway joins the road 14.12 to the
rightmost one of the lanes 712 in relation to the direction 714 at
the position where the pathway joins the road 702; [0175] a pathway
722 leading from the roundabout 118.12 to the rightmost one of the
lanes 712 in relation to the direction 714 at the position where
the pathway joins the road 702; [0176] a pathway 724 leading from
the leftmost one of the lanes 20.12 in relation to the direction
22.12 at the position where the pathway joins the road 14.12 to the
leftmost one of the lanes 712 in relation to the direction 714 at
the position where the pathway joins the road 702; and [0177] a
pathway 726 leading from the leftmost one of the lanes 16.12 in
relation to the direction 18.12 at the position where the pathway
joins the road 12.12 to the leftmost one of the lanes 712 in
relation to the direction 714 at the position where the pathway
joins the road 702.
[0178] The road 704 has road markings 13.12 defining lanes 728 for
directing vehicles in a direction 730 and lanes 732 for directing
vehicles in a direction 734 which is opposite to the direction 730
in relation to the road 704.
[0179] The intersection 700 includes the following pathways in
relation to the road 704: [0180] a pathway 736 leading from the
leftmost one of the lanes 728 in relation to the direction 730 at
the position where the pathway joins the road 704, to the leftmost
one of the lanes 24.12 in relation to the direction 26.12 at the
position where the pathway joins the road 14.12; [0181] a pathway
738 leading from the rightmost one of the lanes 728 in relation to
the direction 730 at the position where the pathway joins the road
704, to the roundabout 118.12; [0182] a pathway 740 leading from
the rightmost one of the lanes 20.12 in relation to the direction
22.12 at the position where the pathway joins the road 14.12 to the
rightmost one of the lanes 732 in relation to the direction 734 at
the position where the pathway joins the road 704; [0183] a pathway
742 leading from the roundabout 118.12 to the rightmost one of the
lanes 732 in relation to the direction 734 at the position where
the pathway joins the road 704; [0184] a pathway 744 leading from
the leftmost one of the lanes 24.12 in relation to the direction
26.12 at the position where the pathway joins the road 14.12 to the
leftmost one of the lanes 732 in relation to the direction 734 at
the position where the pathway joins the road 704; and [0185] a
pathway 746 leading from the leftmost one of the lanes 84.12 in
relation to the direction 86.12 at the position where the pathway
joins the road 78.12 to the leftmost one of the lanes 732 in
relation to the direction 734 at the position where the pathway
joins the road 704.
[0186] The road 706 has road markings 13.12 defining lanes 750 for
directing vehicles in a direction 752 and lanes 754 for directing
vehicles in a direction 756 which is opposite to the direction 752
in relation to the road 706.
[0187] The intersection 700 includes the following pathways in
relation to the road 706: [0188] a pathway 758 leading from the
leftmost one of the lanes 750 in relation to the direction 752 at
the position where the pathway joins the road 706, to the leftmost
one of the lanes 42.12 in relation to the direction 46.12 at the
position where the pathway joins the road 12.12; [0189] a pathway
760 leading from the leftmost one of the lanes 750 in relation to
the direction 752 at the position where the pathway joins the road
706, to the leftmost one of the lanes 20.12 in relation to the
direction 22.12 at the position where the pathway joins the road
14.12; [0190] a pathway 762 leading from the rightmost one of the
lanes 750 in relation to the direction 752 at the position where
the pathway joins the road 706, to the roundabout 118.12; [0191] a
pathway 764 leading from the rightmost one of the lanes 24.12 in
relation to the direction 26.12 at the position where the pathway
joins the road 14.12 to the rightmost one of the lanes 754 in
relation to the direction 756 at the position where the pathway
joins the road 706; [0192] a pathway 766 leading from the
roundabout 118.12 to the rightmost one of the lanes 754 in relation
to the direction 756 at the position where the pathway joins the
road 706; and [0193] a pathway 768 leading from the leftmost one of
the lanes 20.12 in relation to the direction 22.12 at the position
where the pathway joins the road 14.12 to the leftmost one of the
lanes 754 in relation to the direction 756 at the position where
the pathway joins the road 706.
[0194] The intersection 700 illustrates the versatility of the
invention in being adaptable to intersections with large numbers of
connecting roads.
Embodiment of FIG. 13
[0195] Referring to FIG. 13, there is shown a cross section through
the intersection 140 in FIG. 10, along the section line
XIII-XIII.
[0196] The roundabout 118.10 extends in a circular configuration as
shown in FIG. 10, and circumscribes a circular central zone 401.
The central zone 401 has a central axis 404.
[0197] As described above in relation to FIG. 10, the roundabout
118.10 is below the level of the road 14.10, the latter being at
ground level. Accordingly, the central zone 401 is also
below-ground, with the roundabout 118.10 extending through a
tunnel. The roundabout 118.10 and central zone on the one hand, and
the road 14.10 on the other hand, partly define, between them, a
central area 402. It will be appreciated that, because the
roundabout 118.10 is below-ground, the central area 402 is recessed
into the ground (substratum).
[0198] That part of the road 14.10 extending over the central area
402 is constituted by a steel covering mesh 406. The mesh 406 is
supported by a number of beams 408 (only one of which is shown in
FIG. 13). The beams 408 extend across the central area 402 and are
joined to an inner surface of a wall structure 410 which extends in
a circular configuration around the central area. In the embodiment
shown, the wall structure 410 is part of the ground in which the
central area 402 is recessed. In one preferred embodiment, the
surface of the wall structure 410 is of an attractive natural
appearance.
[0199] The sloped orientation of the lanes 96.10 and 110.10, where
they join the entrance 144 to, and exit 124 from, the roundabout
118.10, respectively, can be clearly seen in FIG. 13.
[0200] Below the roundabout 118.10 is a chamber occupied by water
storage tank 418. A body of collected water 420 is shown in the
tank 418. The ceiling 422 of the tank 418 is provided with beams
424 (only one of which is shown in FIG. 13). The beams 424 extend
across the tank 418 and are secured to an inner surface of a wall
426 of the tank. The beams 424 provide reinforcement to the
roundabout 118.10.
[0201] There is provided a central column 428 having an axis
corresponding to the central axis 404. The central column 428
provides additional support to the covering mesh 406. In other
embodiments (not shown) where the roundabout 118.10 is larger,
there may be provided additional columns at various locations about
the central axis 404.
[0202] The space of the central area 402 can be used for any
suitable purpose, depending on the dimensions of the roundabout
118.10. Examples of the types of use to which the central area 402
can be put include accommodation (possibly even housing), a police
station, a local emergency service office, a fire brigade station,
a first aid centre or mini hospital, an ambulance station, a hostel
and so on. Natural light which may be beneficial for these various
uses can pass through the mesh 406.
[0203] The central zone 401 can also be used for other purposes, as
required. For example, it can be used to support landscaped areas
or gardens, or artificial pondage which may be used for
aquaculture.
[0204] In other embodiments (not shown), where required, the
central area 402 may even be provided with space for vehicle
access, and suitably demarcated parking areas.
[0205] Typical sub-road services (such as water piping, electricity
ducting and so on) that would ordinarily be disposed underneath a
road such as the road 14.10 can be configured to extend around the
central area 402 so as not to interfere with the uses to which the
central area is put.
[0206] The water storage tank 418 is for catching storm water. It
is envisaged that suitable drainage ducts and pipes (not shown)
will be provided from the road 14.10 and the lanes joining up with
the entrances to and exits from the roundabout 118.10, to direct
the storm water into the tank 418. In addition, water passing
through the mesh 406 is also directed in this manner to the tank
418. Suitable filters (not shown) are provided to filter
undesirable matter such as refuse and leaves, and prevent this
entering the tank 418.
[0207] Tunnels and channels (not shown) are provided for directing
water from the tank 418 to natural waterways when the tank is full,
that is, when the water in the tank reaches a predetermined "full"
level.
[0208] In one embodiment (not shown), water turbines are provided
in these tunnels and channels, so that in times of heavy rainfall,
overflow water can actuate the turbines to generate electricity for
suitable use within the central area 402.
[0209] In addition, outlets (not shown) are provided to enable
relevant authorities to tap water from the tank 418 for any
relevant purposes, such as fire fighting or irrigation.
[0210] It will be appreciated that the mesh 406 forms an integral
part of the road surface of the road 14.10, and the mesh is
therefore locked into place to prevent undesired lifting thereof
due to vehicles driving onto it as they travel along. The open
nature of the mesh 406 may also provide for the ventilation of
exhaust fumes of vehicles travelling along the roundabout
118.10.
[0211] Typically, an intersection such as the intersection 140 is
constructed in the location of an existing regular cross-road
intersection. Such a regular intersection typically has traffic
lights or other suitable means to regulate the flow of traffic
through the intersection. In the present embodiment, the
construction of the roundabout 118.10, the central area 402, any
structures within the central area, and the water tank 418 at such
an existing intersection can be performed underneath a portable
expandable bridge (such as a Bailey.TM. bridge) (not shown) that is
moved into place before any excavation of the central area takes
place. Thus, the bridge can enable traffic to continue to use the
existing, regular intersection while the intersection 140 (and the
central area 402) is being constructed underneath the bridge.
[0212] In such a scenario where a portable bridge is used, suitable
temporary traffic lights (having suitable power supplies), which
may be incorporated with the bridge, may be used. This may serve to
allow the intersection to continue operating as it did before the
portable bridge was installed. Such traffic lights are particularly
useful where existing traffic lights (which formed part of the
existing intersection) are not correctly positioned in relation to
the bridge, for example where the bridge surface is raised above
the level of the road surface of the existing intersection.
[0213] Such a bridge is typically extendable and moveable so that,
once the intersection 140 has been installed, the bridge can be
moved to other, adjacent, existing intersections to enable new
intersections similar to the intersection 140 to be
constructed.
[0214] It is envisaged that suitable barriers and impact absorption
means such as water bladders will be provided adjacent to all walls
at which there is a significant risk of vehicle collision and at
sharp edges and the like such as those formed by construction
spurs.
[0215] A pedestrian walkway 420 (not shown in FIG. 10) is provided
to enable pedestrians to walk over the intersection 140. Such a
walkway may be in the form of the walkway described below in
relation to FIG. 14.
[0216] The central area 402 and water tank 418 may be omitted in
other embodiments of the intersection 140 in which the roundabout
118.10 is not at a below-ground level. In addition, the mesh 406
may be omitted in embodiments where the roundabout 118.10 is other
than one level below ground level.
Embodiments of FIG. 14 and FIGS. 17 to 26
[0217] Referring to FIG. 14, there is shown an overhead pedestrian
walkway 300 for use over an intersection. It will be described in
relation to the intersection 140 of FIGS. 10 and 14. Not all of the
detail of the intersection 140 is shown in FIG. 14.
[0218] The walkway 300 is provided with access stairs 302 which
extend upwardly to the raised centre 304 of the walkway. This
allows pedestrians to climb up to the walkway centre 304, to cross
over the intersection 140, and to climb down via the stairs 302 on
the other side.
[0219] In other embodiments (not shown), the stairs may be replaced
by ramps, lifts, or escalators.
[0220] The centre 304 of the walkway 300 has a central section 306
which is separated from the remainder of the walkway at joins 308
so as to be detachable to enable it to be lifted away. This
facility may be used in the event that abnormally high vehicles, or
vehicles having particularly high loads, are required to pass
underneath the walkway 300 while travelling along the road 14.10
and are unable to fit thereunder. In this event, the central
section 306 can be lifted off the remainder of the walkway 300 to
allow the vehicles to pass, whereafter the central section can be
replaced.
[0221] In one embodiment (not shown), the central section 306 is
configured to be removed by a suitably positioned crane. In another
embodiment (also not shown), permanently installed hydraulic rams
or the like are provided to effect this lifting of the central
section 306.
[0222] To facilitate the removability of the central section 306,
that section, or the walkway as a whole, may be of a relatively
lightweight material such as aluminium.
[0223] The walkway 300 may also be provided with a central access
means (not shown) in the form of stairs, a ramp, an escalator or a
lift, to allow pedestrians to reach the central area 402 direct
from the centre 304 of the walkway and vice versa. This may assist
in allowing people to have safe access to the central area 402
without their having to cross the adjacent roads.
[0224] In another embodiment (not shown), air turbines are provided
beneath the walkway 300. The currents of air caused by vehicles
passing along the road 14.10 underneath the walkway 300 can be used
to actuate the turbines for generating electric power which can be
used for any suitable purpose. In particular, this electric power
may be used as required within the central area 402. It is
envisaged that the electricity generated may be AC or DC.
[0225] In another embodiment (not shown), instead of the walkway
extending over the road 14.10, it is disposed underneath that road,
but above the roundabout 118.10. The walkway in this embodiment may
be suspended from, or integral with, or otherwise joined to and
supported by, the structure of the beams 408. The walkway
construction in this embodiment includes a wall disposed at the
inner side of the walkway in relation to the central area 402, and
is preferably of mesh, glass, or another material which allows
pedestrians to look into the central area and central zone 401. The
walkway is dimensioned and positioned as required, a suitable
distance above the roundabout (eg. 2.4 m). It may be round, square,
rectangular or of any other suitable shape.
[0226] This walkway can be accessed from ramps and/or stairs which
extend from suitable positions adjacent to the road 14.10,
preferably at ground level.
[0227] With reference to FIGS. 17 to 26, there are shown walkways
800 similar to the walkway 300 described above, but of a variety of
different shapes to suit the configuration of the roads and
intersections (generally designated 802) that they span. These
walkways 800 may be provided with central sections (not
specifically indicated) corresponding to the central section 306
and which are separated from the remainders of the respective
walkways at joins 801 corresponding to the joins 308, to allow
these central sections to be lifted off the remainder of those
respective walkways to allow high vehicles or those having high
loads to pass, whereafter the central sections can be replaced, in
a similar manner to that described in relation to the walkway
300.
Embodiment of FIG. 15
[0228] Referring to FIG. 15, there is shown a diagram of a road
network layout 500, showing numerous intersections between
different roads which cross one another at intersections according
to the various embodiments of the invention as described in FIGS. 1
to 12. These intersections may be used to channel vehicles without
the need for them to stop at conventional traffic intersections
involving, for instance, traffic lights or stop signs.
[0229] For example, using such intersections, a vehicle could
travel from the position D along the road 502 to the intersection
504, turn left into the road 506 and then right at the intersection
508 into the road 510.
[0230] In this embodiment, the roads 502 and 506 are each in the
form of a freeway while the road 510 is in the form of a smaller
arterial road. As the traffic moving along the roads 502 and 506 is
relatively fast moving, a suitable "high speed" intersection is
appropriate for channelling such vehicles from the road 502 into
the road 506. However, the road 510, being a smaller arterial road,
is suitable for carrying vehicles at slower speeds, and therefore a
"medium speed" intersection will suffice, as the traffic along the
road 506 must slow down to some extent before entering the road
510.
[0231] Accordingly, in relation to the intersection 504 in the
embodiment of FIG. 15, the road 502, intersection 504, and road 506
correspond to the road 14.8, intersection 114 (including the
pathway 48.8) and road 12.8, respectively, of FIG. 8, with the
traffic directions for the route in question corresponding to the
directions 22.8 and 46.8.
[0232] Similarly, in relation to the intersection 508, a "medium
speed" intersection will suffice such as the intersection 116 of
FIG. 9. Accordingly, the combination of the road 506, intersection
508 and road 510 correspond to the road 12.9, intersection 116 and
road 14.9, respectively, with the traffic directions for the route
in question corresponding to the directions 18.9 and 26.9. It will
be appreciated that travelling in this manner involves travelling
along a roundabout corresponding to the roundabout 118.
Embodiment of FIG. 16
[0233] The embodiment of the invention in FIG. 16 relates to a
situation in which there is a vehicle accident on a multi-lane
roadway 600 having a number of lanes for directing traffic in one
direction 602 along the roadway, and a number of further lanes on
another side of a road centre barrier 604, for directing traffic in
an opposite direction 606 along the roadway. Indeed, the embodiment
of the invention is for a situation where the accident affects the
traffic in that one direction 602.
[0234] In such a situation, it is important to avoid, as far as
possible, traffic congestion adjacent to the site 608 of the
accident. Such traffic congestion is typically caused because,
firstly, such accidents typically block one or more of the lanes
channelling traffic in the one direction 602, and because vehicle
drivers have a natural curiosity of accident sites which causes
them to drive particularly slowly in order to look at the accident
scene. This traffic congestion is disadvantageous and possibly even
dangerous, both in relation to the vehicles forming part of the
congestion itself, and because the congestion can obstruct and
hinder rescue operations at the accident site 608.
[0235] To avoid or minimise such problems, a three-prong approach
can be used to manage such accident sites 608. This involves: (1)
minimising the amount of traffic passing the accident site 608; (2)
preventing vehicle drivers of those vehicles passing the accident
site 608 from seeing that site; and (3) having the traffic that
passes the accident site move as fast as reasonably practicable
away from the site.
[0236] To minimise the amount of traffic passing the accident site
608, traffic moving towards the accident site along the roadway 600
is redirected, at the closest intersections on either side of the
accident site, to alternative routes. This is illustrated in FIG.
16 in relation to the closest intersection which is generally
designated 610, with the traffic moving towards the accident site
608 in the direction 606 being rerouted in the direction 612.
[0237] To prevent vehicle drivers of those vehicles passing the
accident site 608 from seeing that site, non-transparent screens
(not shown) are erected around the site. The erection of such
screens may be performed by dedicated screen units of the police or
other authorities in attendance at the accident site 608. Indeed,
such units may use vehicles provided with safety cones and portable
extendable screens, which may be despatched to the accident site
608 together with other emergency vehicles.
[0238] To have the traffic which passes the accident site 608 move
as fast as reasonably practicable away from the site, a slip lane
can be formed adjacent to the accident site for directing traffic
in the same direction 602 as that in which it would have traveled
along the lanes blocked by the accident. However, a key aspect of
this is that the traffic is ordered, by authorities attending the
scene or suitable road signage, to speed up rather than to slow
down. This involves either completely suspending speed limits, or
establishing higher, temporary accident-scene speed limits.
[0239] In the event that there is sufficient space for such a slip
lane on the same side of the road centre barrier 604 as the
accident site 608, the erected screens can themselves be used to
define at least part of this slip lane. However, if there is
insufficient space on that side of the centre barrier 604, then the
slip lane can be formed on the other side of the barrier, in what
was, before the establishment of the slip lane, an oncoming lane.
Such a slip lane is designated 616 in FIG. 16.
[0240] To enable this, the centre barrier 604 is provided with a
series of gaps 618 along its length. Respective gaps 618 are angled
as shown in FIG. 16 to facilitate rapid movement of vehicles
travelling in the direction 602 from the side of the barrier 604 on
which they are travelling to the other side of the barrier.
Similarly, other respective gaps 618 are angled differently, to
facilitate rapid movement of vehicles travelling in the direction
606 from the side of the barrier 604 on which they are travelling
to the first-mentioned side of the barrier. In the preferred
embodiment. as shown in FIG. 16, these differently angled gaps are
positioned alternately to each other. For the purpose of
illustration, the gap 618 that enables traffic to bypass the
accident site 608 along the slip lane 616, is designated 618' in
FIG. 16.
[0241] Diverting traffic to a slip lane which is constituted by one
of the oncoming lanes, as described above, reduces the effective
number of oncoming lanes. To enable traffic travelling along the
oncoming lanes to pass the accident site 608 as quickly as it would
have in the absence of the slip lane, the speed limits in the
oncoming lanes may be raised to higher, temporary accident-scene
speed limits or suspended completely.
[0242] These gaps 618 can also be used in the event that there are
no sufficiently close intersections (such as the intersection 610)
at which traffic can be rerouted. In this event, the gaps 618 can
be used to enable vehicles approaching the accident site 608 to
perform U-turns as illustrated at 620, via the particular gap 618
which is designated 618''. Such vehicles thus turn via the gap
618'' onto the opposite side of the centre barrier 604, so as to
return in the direction from which they have arrived.
[0243] The gaps 618 may also be used by emergency vehicles which
can approach the accident site 608 from the other side of the
centre barrier 604 (in the oncoming lanes) and then move, via a
gap, to the side of the barrier on which the accident site is
located.
[0244] Depending on local conditions and requirements, the
rerouting of traffic at the closest intersections may be performed
until the accident site 608 has been completely cleared, or just
until traffic density has dropped sufficiently to allow all of the
traffic heading in the direction 602 of the blocked lanes to pass
safely via the slip lane 616.
Alternative Embodiments and Advantages of the Invention
[0245] Although the invention is described in relation to
particular embodiments above, those skilled in the art will
appreciate that it is not limited to those particular embodiments,
but may be embodied in many other forms.
[0246] In the various embodiments described above, various relative
elevations of the roadways, pathways and roundabouts are shown.
However, the arrangement of the different elevations may be
different. For instance, instead of a roundabout being below a main
road, it may be above it. In this case suitable differences will
apply to the configurations and slopes of the lanes and pathways
leading to and from the roundabout. The relative elevations of the
various roadways, pathways and roundabouts may depend on the
requirements of the particular intersection and its location--such
as the topography or even aesthetics thereof. For example, if
having a roundabout positioned above a ground-level road would be
particularly unappealing aesthetically in the scenario of a
particular intersection, the roundabout may be positioned, instead,
at a position below ground-level, that is, below the level of the
road.
[0247] Another factor which can influence the relative elevations
of the various roadways, pathways and roundabouts is the desire to
have accesses to high speed roads slope downwards towards those
roads, and exits from those roads slope upwards from those roads.
For example, a pathway serving to direct traffic onto a freeway, if
it sloped downwards towards the freeway, would facilitate
acceleration of vehicles to assist them to achieve the relatively
high travelling speed of that freeway. Similarly, a pathway serving
to direct traffic from a freeway, if it sloped upwards away from
the freeway, would facilitate deceleration of vehicles from the
relatively high speed of the freeway to the relatively low speed of
the road to which the pathway leads.
[0248] Typically, a roundabout only has one traffic lane. If this
cannot cope with the relevant traffic volume, more than one
roundabout can be provided, and the roundabouts can be positioned
one above another.
[0249] Roundabouts, even those having one traffic lane, can be
provided with emergency stop bays, lanes or areas.
[0250] All roads, pathways and roundabouts can be cambered to suit
the needs of the expected traffic, to facilitate vehicle stability.
This is particularly so where turns or curves are involved and
which induce centrifugal forces in the vehicles. Suitable cambers
may also be provided for other purposes, for example to facilitate
rolling of vehicles into emergency stop bays in the event of
vehicle engine malfunction.
[0251] In addition, it is envisaged that all pathways will be of
suitable length to enable vehicles travelling thereon to adjust
their speeds from that which is suitable for the roads from which
the pathways lead to that of the roads to which the pathways
lead.
[0252] The invention essentially enables a vehicle to make a left
turn from the leftmost lane of the road on which the vehicle is
travelling to the leftmost lane of a cross road, and to make a
right turn from the rightmost lane of the road on which the vehicle
is travelling to the rightmost lane of the cross road.
[0253] Accordingly, the effect is almost as if the vehicle were
simply continuing along the same road. In particular, because a
leftmost lane is generally a "slow" lane and a rightmost lane is a
"fast" lane, the invention allows such a vehicle to turn left and
right from the road on which it is travelling into a cross road and
to continue in that cross road in a lane which corresponds, speed
wise, to the lane from which the vehicle turns. This avoids the
need, in conventional intersections, for all vehicles wishing to
turn left or right into the cross road to be in the leftmost lane
of the road from which they are making the turn.
[0254] In addition, the pathways that lead from the road from which
the vehicle is turning to the cross road, where they cross other
lanes of the first-mentioned road, are at different elevations to
these lanes, and therefore pass over or under these lanes. This
means that the need for traffic lights, stop signs and the like is
avoided, and the vehicle can make its turn without stopping, and
without even having to slow down significantly provided that this
is permitted by the nature of the curve, the camber of the pathway,
and traffic conditions.
[0255] It is envisaged that this will significantly assist in
reducing traffic congestion, and decreasing travel durations for
journeys.
[0256] Indeed, the invention assists in enabling the movement of
traffic to aftain a natural flow. It assists in avoiding a
restriction of this flow due, for example, to forcing traffic to
stop at traffic lights or stop signs, and forcing all vehicles into
a particular lane, typically a left lane, to allow the vehicles to
turn left or right from the road on which they are travelling into
a cross road. The natural traffic flow in question may itself
reduce the need for particularly restrictive speed limits. It the
invention makes higher speed limits more feasible, then this may
further assist in contributing to reducing traffic congestion, and
decreasing travel durations for journeys.
[0257] As illustrated by the different intersection embodiments
described above, the invention, in preferred embodiments, is
versatile in being adaptable to use with intersections have a
variety of different numbers of connecting roads, and road
configurations.
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