BR112020023566B1 - SYSTEMS AND METHODS FOR PROVIDING A ROAD INTERCHANGE WITH ACCESS FOR PUBLIC AND PRIVATE TRANSPORTATION - Google Patents

Abstract

Zonal transport hubs that provide an interface between public and private transport at highway junctions. A public transit zone has a dedicated road network connecting highways to a station and a separate private transit zone has a separate road network connecting highways to a parking lot. A pedestrian zone provides an uninterrupted route between the parking lot and the station.

Description

Cross Reference to Related Orders

[001] This application claims the benefit of priority of US Provisional Patent Application No. 62/674, 765, filed on May 22, 2018, the contents of which are incorporated by reference in their entirety.

Description Field

[002] The description in this document refers to systems and methods for providing access for public and private transport at a road intersection. In particular, but not exclusively, the description refers to integrated parking pocket systems (complete Park & Ride systems - CPRS) that allow the use of several areas by various types of transport.

Fundamentals

[003] The 21st century, with its exceptional trends of urbanization, population growth, increasing scarcity of space, as well as technological advances in all aspects of life, presents new challenges associated with the fast pace of modern life in general. In particular, complex transportation systems and networks are needed to connect people between economic and executive areas, educational institutions, healthcare services, regional transportation hubs, residential areas, and the like.

[004] Global population growth, as well as the continued urbanization of the population, has dramatically increased the number of vehicles on the roads, resulting in high traffic capacity in cities and between cities, creating a continually growing need for improved transportation systems and more effective.

[005] Even where multi-lane highways and complex interchanges can provide safe and smooth traffic flow between the various associated highways they connect, such solutions do not meet the growing population of commuters who need access to and from urban areas on a daily basis. Typically, the increasing number of cars soon exceeds the capacity of these road systems, resulting in car accidents, slow-moving traffic, economically costly waste of time, driver stress, high emission of pollutants, increased use of fossil fuels, traffic noise, etc.

[006] Efforts to provide access to a greater number of people without increasing congestion have typically focused on public transport between and within cities. Therefore, solutions are generally aimed at making public transport more efficient, reducing travel times and increasing volume, as well as making it more available, increasing distribution and reducing costs. In parallel, new policies are designed to prevent people from entering cities in their private vehicles, such as congestion charges, high parking fees, parking permits for local vehicles only, restrictive deadlines and the like.

[007] Another initiative to reduce the number of vehicles entering and exiting is the construction of Park & Ride (P&R) centers, typically along highways outside cities. Passengers can park their cars and continue towards their destinations with efficient public transport. These passengers can once again use public transport to get to their cars on the return journey.

[008] However, as currently implemented, there are some serious drawbacks where the P&R solution has proven to be problematic. P&R centers are typically situated along a single highway and outside a single urban area, where they can be used more efficiently by cars and public transportation arriving on that dedicated highway. However, vehicles coming from other directions may need to undergo significant maneuvering and navigation to access the P&R center. This is expensive in terms of time and also fuel consumption. Furthermore, due to lack of accessibility, P&R centers are rarely used to their full potential. Many passengers who would like to take advantage of this service simply find current P&R systems too inefficient.

[009] Furthermore, current P&R centers require a large amount of real estate to provide sufficient parking space as well as access roads. As real estate close to urban centers is generally very expensive, the high cost of providing current P&R centers has limited the amount of adoption thereof.

Summary of Modalities

[0010] Consequently, there remains a need for a more efficient Park & Ride system, with greater accessibility and lower cost. The invention described here addresses this need by introducing an efficient, economical, safe and easily accessible Park & Ride hub, combined with an efficient public transport hub.

[0011] Interchanges are, by their nature, accessible from several directions. Additionally, interchanges typically have restricted spaces that are not being used. The current description provides a system and method for using these restricted spaces to contain a P&R complex.

[0012] Such integrated parking spaces (CPRS) offer many advantages, such as:

[0013] Restricted areas are within walking distance of all major roads, potentially allowing short access roads for cars from various directions, which would reduce wasted time and fuel.

[0014] Public transportation can be provided to and from multiple directions.

[0015] Restricted areas within the interchange are dead spaces that are normally already zoned for transportation. Therefore, building in the restricted areas of the interchange may not require additional real estate use or additional permits.

[0016] According to an aspect of the subject matter presently described, a zonal transport center is introduced to provide an interface between public and private transport. The zonal transportation center may include a public transportation zone, comprising at least one station, and a public transportation-only road network connecting at least one station and at least one highway.

[0017] The private transportation zone may include at least one parking lot; an exclusive road network for private transport connecting the parking lot and at least one highway; and a pedestrian zone comprising an uninterrupted pedestrian route between the private transportation zone parking lot and at least one public transportation zone station.

[0018] Typically, the road network exclusively for public transport comprises at least one public transport access road diverging from an entry section of the at least one highway and at least one public transport access road converging with the exit section of the at least one highway. at least one highway; and the road network exclusive for private transport comprises at least one private transport access road diverging from an entry section of the at least one highway and at least one private transport access road converging with the exit section of the at least one highway . Consequently, traffic in the public transport zone is isolated from traffic in the private transport zone.

[0019] When necessary, the exclusive road network for public transport may also comprise a public transport ring road, at least one public transport access road converges with the public transport ring road; at least one public transport access road diverges from the public transport ring road. Similarly, the road network exclusively for private transport may further comprise a private transport ring road, at least one private transport access road converging with the private transport ring road; at least one private transport access road diverges from the private transport ring road.

[0020] In some examples of the zonal transport center a multi-level complex comprises at least a first level including parking; at least one second level, including at least one public transport station; and the pedestrian zone includes at least one vertical pedestrian route between the first and second levels. Accordingly, the vertical pedestrian route may comprise at least one of a group consisting of an elevator, a staircase; an escalator, a ladder, a ramp and their combinations.

[0021] Optionally, the private transportation zone further comprises at least one car-sharing station and the pedestrian zone further comprises a pedestrian route between the parking lot and at least one car-sharing station. When necessary, separate pedestrian routes can be provided to access the car-sharing station and the public transport station.

[0022] Additionally or alternatively, the zonal transport center may further comprise an electric or autonomous vehicle storage zone.

[0023] Variably, the pedestrian zone may include a service area, a recreational park, a sports arena, a shopping center, a hotel, a public vehicle parking lot, a maintenance depot, a gas station, a station loading and similar, as well as combinations thereof. Similarly, the particular transport zone may comprise a fueling station, a charging station or the like.

[0024] In other aspects, a zonal road junction transportation hub system is disclosed including a road junction zone connecting a plurality of highway spokes, the road junction zone comprising a plurality of connecting roads, each connecting road leading from the entry section of one radius of highway to an exit section of another radius of highway, the outermost of the connecting roads forming the perimeter of a defined area.

[0025] Optionally, the road junction zone may include a spiral road junction zone connecting a plurality of highway spokes, the spiral road junction zone comprising a plurality of connecting lanes, each connecting lane leading from the entrance of one radius of highway to an exit section of another radius of highway, the outermost of the connecting roads forming the perimeter of a defined area. When appropriate, the spiral road junction zone may include a ring road interchange comprising a continuous ring-shaped road surface traversing a plurality of radius cross passages, each radius cross passage traversing a radius of the highway; and at least one cross-connection road associated with each radius of the highway, the cross-connection road providing a continuous path from the incoming section of an incoming highway radius to the exit section of an outgoing highway radius. The transverse connecting road may include an access road diverging from the entrance section of the incoming highway radius, an access road converging with the exit section of the exit highway radius; a circular road interchange segment, the segment traversing all intervening highway radii between the entrance highway radius and the exit highway radius; a transverse passage segment that crosses the ring providing a passage between the inside and outside of the ring road interchange; and an internal connecting segment connecting the interior of the transverse passage segment spanning the ring to the ring road interchange.

Brief Description of Figures

[0026] For a better understanding of the modalities and to show how they can be carried out, reference will now be made, purely by way of example, to the attached drawings.

[0027] With exclusive reference now to the drawings in detail, it is emphasized that the particulars shown are by way of example and for purposes of illustrative discussion of selected embodiments only and are presented in order to provide what is believed to be the most useful and readily understood the principles and conceptual aspects. In this regard, no attempt is made to show structural details in more detail than is necessary for a fundamental understanding; the description made with the drawings making apparent to those skilled in the art how the various selected embodiments can be put into practice. In the accompanying drawings: Figures 1A and 1B are schematic representations of an example of a zonal transport hub integrated with a spiral interchange; Figures 2A to 2F are schematic representations of a multi-level parking lot of the private vehicle zone of the zonal transport center; Figures 3A to 3C are schematic representations of a section of the public transport zone of a zonal transport center, indicating the flow of traffic from the exclusive public transport link road to the exclusive public transport access road; Figure 3D shows an alternative configuration for the public transport zone; Figure 4A is a schematic representation of a section of the private transport zone of a zonal transport center, indicating the exclusive private transport link road, the exclusive private transport access road, the specific private transport ring road; Figure 4B is a schematic representation indicating how private vehicles can access the parking lot of the private transport zone according to examples of the zonal transport center; Figure 5A is a schematic representation of a section of the private transport zone of a zonal transport center, indicating the private transport ring road; Figure 5B is a schematic representation indicating an alternative entrance ramp to provide access to parking for private vehicles; Figure 6A is a schematic representation showing the road network of the public transport zone of a zonal transport center and its access and connecting roads joining two highway radii; Figure 6B is a schematic representation showing the road network of the private transport zone of a zonal transport center and its access and connecting roads that join two highway radii; Figure 6C is a schematic representation that indicates how the road network of the private transport zone and the road network of the public transport zone can be integrated along the highway; Figure 7A is a schematic representation showing the road network of the public transport zone of a zonal transport center and its access and connecting roads joining four highway radii; Figure 7B is a schematic representation showing the road network of the private transport zone of a zonal transport center and its access and connecting roads joining four highway radii; Figure 7C is a schematic representation that indicates how the road network of the private transport zone and the road network of the public transport zone can be integrated at the junction between two highways; Figure 8A is a schematic representation showing the road network of the public transport zone of a zonal transport center and its access and connecting roads joining six highway radii; Figure 8B is a schematic representation showing the road network of the private transport zone of a zonal transport center and its access and connecting roads joining six highway radii; Figure 8C is a schematic representation that indicates how the road network of the private transport zone and the road network of the public transport zone can be integrated at the junction between three highways; and Figures 9A to 9F are a selection of schematic representations of integrated zonal transport hub implementations at various junctions.

[0028] It is particularly noted that for convenience all Figures represent right-hand driving environments. It will be appreciated that equivalent junctions can be configured to suit left-hand drive environments, such as in the United Kingdom, Australia, Japan or the like, vehicles can be directed to flow in an anti-clockwise direction.

Detailed Description

[0029] Aspects of the present description relate to systems and methods to allow providing access for public and private transport at a road intersection. In particular, the description provides integrated parking pocket systems (complete Park & Ride systems - CPRS) allowing independent and efficient accessibility between different sectors, such as a private car sector, a Park & Ride (P&R) center, a car sharing, a public transport sector, a pedestrian center, an autonomous and/or electric vehicle sector and the like. Preferably, the CPRS is situated as close as possible to an intersection between multiple roads extending in multiple directions, such as interchanges, intersections and transport junctions, for example, even when the crossing directions are applied by different types of transport, such as railways, waterways and canals and the like.

[0030] Consequently, an integrated access system is presented to be applied within interchanges in order to allow the use of restricted internal areas for functions such as Park & Ride centers, MaaS car fleet centers, public transport systems and others. services.

[0031] This system typically divides various categories of traffic into separate zones, each with its own unique road network. Separate zones may provide a fast lane, a through lane, pick & drop stations and public transport stations and the like, as well as provide safe pedestrian access between parking areas.

[0032] In this way, for example, a public transport zone can provide access to the transport center for public/rail transport vehicles, such as buses, trams, light trains, light rail transport, buses and the like, without public vehicles interact with private vehicles. Similarly, a private transportation zone can provide access to the transportation hub for private vehicles without interacting with public transportation vehicles. Additionally, a junction zone may allow traffic from the various incoming highway radii to approach other radii of the outgoing highway without interacting with any traffic accessing the transportation hub. As used herein, the term “highway radius” refers to a road that connects to and extends radially from a road junction. For example, a continuous highway crossing a junction may be described, where appropriate, as two highway spokes connected at the junction.

[0033] It is particularly noted that the systems and methods of the description in this document cannot be limited in their application to the construction details and the arrangement of the components or methods set forth in the description or illustrated in the drawings and examples. The systems and methods of the description may be capable of other embodiments, or of being practiced and performed in various ways and technologies.

[0034] Alternative methods and materials similar or equivalent to those described in this document may be used in practicing or testing embodiments of the description. However, specific methods and materials are described herein for illustrative purposes only. The materials, methods, and examples are not intended to be necessarily limiting.

[0035] In particular, the system presented here can be readily applied to various other road configurations, such as junctions, highways, interchanges, intersections, etc.

[0036] Reference is now made to Figures 1A to 1F which indicate schematic representations of an example of a zonal transport center 100 integrated with a road junction 200.

[0037] The example road junction 200 provides access between four highway radii 210A to 210D via connecting roads 220, each connecting road leading from the entrance section of one highway radius 212 to an exit section 214 of another highway. The example zonal transport center 100 is contained within the area defined by the perimeter of the road junction 200 and provides an interface between public and private road transport traveling along said highway radii 210a to 210D.

[0038] By way of example, the road junction 200 illustrated in the example is a spiral road junction, as described in United States Patent Number US9,932,712, to Gilead Meroz and Yaron Toren, which is incorporated herein by reference in its totality. It will be appreciated that this is a non-limiting example of the road junction and that other types of road junction can readily integrate the zonal transportation center 200.

[0039] It is seen that the spiral road junction system 200 connects a plurality of highway spokes 210 through a spiral road junction comprising adjacent radius connecting lanes 222 associated with each highway spoke 210 and a ring interchange ring road 224 crossing all radii of highway 210. Ring road interchange 224 provides a continuous path from a connecting road 223 diverging from a radius of the incoming highway to an access road 225 joining a radius of the exit highway .

[0040] It is observed that the public transportation zone 120 of the transportation hub 100 is accessed through exclusive and separate access roads 125 diverging from each radius of the entrance highway and exiting through exclusive and separate access roads 127 that merge with each radius of the exit highway.

[0041] Similarly, the private transportation zone 140 of the transportation hub 100 is accessed through exclusive and separate access roads 145 diverging from each radius of the entrance highway and exiting through exclusive and separate access roads 147 that merge with each radius of the exit highway.

[0042] The zonal transportation hub 100 includes a public transportation zone 120, a private transportation zone 140, and a pedestrian zone 160.

[0043] The public transport zone 120 comprises stations 122 such as bus stops, tram stops or the like, at which travelers can gather and public transport vehicles can stop so that passengers can board and/or disembark. An exclusive road network for public transport 124 provides access between highway radii 210A to 210D and stations 122.

[0044] The private transportation zone 140 includes a multi-tier parking lot 142 (see Figure highway radii 210A to 210D. The private transportation zone 140 also includes several car sharing stations 146, or pickup and drop-off points, at which private cars can drop off and pick up passengers sharing the car with them.

[0045] The pedestrian zone 160 provides an uninterrupted pedestrian route between the parking lot 142 of the private transportation zone 140 and the station 122 of the public transportation zone 120. Preferably, pedestrians should be able to travel from their private vehicles in the parking lot 142 to meeting points at public transportation stations 122 or car-sharing stations 146. Thus, where transportation hub 100 is a multi-level complex as described herein, pedestrian zone 160 typically includes vertical pedestrian roads , such as elevators, escalators, stairs and similar between the various levels.

[0046] Furthermore, the public transportation zone 120 may further include a public vehicle parking lot 126 in which public vehicles 126 may be parked until needed.

[0047] Although not represented in the drawing, it should also be noted that the public transport zone may also include various services, such as rest areas for drivers, maintenance depots, refueling stations, charging stations or the like, as well as combinations thereof.

[0048] As noted, the transport hub 100 described here is a multi-level complex. Accordingly, the roof of the supporting sections of the complex of the pedestrian zone 160 and the public transport zone 120 and the private transport zone 140, such as the public transport stations 122, public transport ring road 123 and public transport parking lot 126 , 143 private transport ring road and 146 car sharing stations.

[0049] Referring now to Figures 1C to 1G, which show plans of the lower floors of the multi-tiered parking garage 142A to 142D (collectively 142) situated under the roof of the multi-level complex. Private transport interchange road 143 leaving the highway entry lane is inclined so that the different levels of the parking lot can be easily accessed. Accordingly, the first level 142A of the multi-story parking garage can be accessed through connection points G1 along each of the private transportation access roads 143. The first level 142B of the multi-story parking garage can be accessed and left through the G2 connection points along each of the private transportation connecting roads 143. The first level 142C of the multi-story parking garage can be accessed through the G3 connection points along each of the private transportation connecting roads 143. The first level 142D of the multi-storey car park can be accessed via G4 connection points along each of the private transport link roads 145. Traffic continuing along the private transport access road 145 will merge with the ring private transport road 143.

[0050] Although not shown in the drawings, the private transportation zone 140 may further include other services, such as maintenance areas, fueling stations, charging stations, rest areas, and the like.

[0051] It will be appreciated that other levels can be built on top of the roof layer so that the pedestrian area can extend into various structures such as shopping centers, sports arenas, concert halls, office buildings, industrial parks, parks recreational facilities, residential buildings, hotels and the like or combinations thereof.

[0052] Reference is now made to Figure 3A, which is a schematic representation of a section of the public transport zone of a zonal transport hub. Public transport-only connecting roads 125A, 125B provide direct access to a public transport ring road 123 and public transport-only access roads 127A, 127B provide exit points to the public transport ring road 123. It is noted that bays 129 are situated around ring road 123 to provide stopping points at which passengers can board or disembark buses or other public transport vehicles.

[0053] As the pedestrian zone 160 normally extends into the central area bounded by the ring road 123, it is convenient for the public transport station 122 to be located in this central area. Accordingly, in such systems, the stopping bays 129 may be situated around the inner edge of the ring road 123.

[0054] Figure 3B is a schematic representation indicating how traffic traveling along the public transport-only connecting road 125B converges with traffic traveling along a public transport ring road 122 and how traffic traveling along the public transport-only access road 127A diverges from traffic traveling along the public transport ring road 122. It is particularly noted that when right-hand driving is required, traveling public transport vehicles joining the ring public transportation road 122 may be directed to flow clockwise so as to present the right side of the vehicles to the pedestrian area 160 in the center or to the ring road 122. Figure 3C indicates the clockwise direction of traffic flow around the transport ring road. It will be appreciated that in equivalent left-hand driving networks, such as in the United Kingdom, Australia or similar, vehicles may be directed to flow anti-clockwise.

[0055] In contrast, in other configurations, right-hand drive networks can be configured to allow more conventional counterclockwise traffic flow, as indicated in Figure 3D. It is noted that in this alternative configuration, public transport stations 3122 may be situated outside the ring road 3122 and stopping bays may be provided towards the outer edge of the ring road 3123.

[0056] Referring now to Figure 4A, a schematic representation is presented of a section of the private transport zone 4140 of a zonal transport center indicating the exclusive private transport connection route 4143, the exclusive private transport access route 4145 and the private transport ring road 4147. Figure 4B is a schematic representation indicating an inclined connecting road 4143 that provides access for private vehicles to various levels of the parking lot 4142 before reaching the private transport ring road 4147.

[0057] It is observed that private vehicles leaving parking lot 4142 can merge with the inclined connecting road 4143 downstream of other vehicles entering parking lot 4142, thereby reducing unnecessary congestion.

[0058] Referring now to Figure 5A, a schematic representation is presented of a section of an alternative private transportation zone 5140 indicating the private transportation-only connecting road 5143, the private transportation-only access road 5145 and the ring road. 5147. Figure 5B is a schematic representation showing an alternative helical entrance ramp 5148 for providing access to various levels of parking lot 5142. The helical entrance ramp 5148 provides a gentle slope along a circular path with walkways for each level of the multi-level parking lot.

[0059] It will be appreciated that the provision of such a large automobile storage area at road junctions will be particularly useful for the storage and maintenance of fleets of autonomous and/or electric vehicles in centers close to urban centers within easy reach of highways in several directions. Autonomous and/or electric vehicles thus stored can be readily provided to passengers when necessary.

[0060] Where appropriate, a separate zone for autonomous vehicles may be provided with its own connecting roads and access roads leading to a vehicle depot providing maintenance services, fueling and charging points as required. Additionally or alternatively, autonomous and/or electric vehicles may be stored in the parking lot of the private transportation zone. In certain applications, autonomous and/or electric vehicles may primarily use the parking lot at night when it is typically empty and autonomous and/or electric vehicles typically have less demand.

[0061] Figures 6A to 6C, 7A to 7C and 8A to 8C represent various applications of the zonal transport center. In particular, Figures 6A to 6C illustrate a possible integration of the zonal transportation center along a single highway that effectively creates two highway radii leading to and from the center. Figure 6A indicates the road network of public transport zone 6124 and access roads 6123 and connecting roads joining each of the two radii of highway 6210. Figure 6B indicates the road network of private transport zone 6144 and access roads 6143 and connecting roads joining each of the two highway radii 6210. Figure 6C is a schematic representation that indicates how the public transport zone road network 6124 and the private transport zone road network 6144 can be integrated.

[0062] Similarly, Figures 7A to 7C illustrate a possible integration of the zonal transport center along a road junction between two highways that effectively creates four highway radii leading to and from the center. Figure 7A indicates the road network of public transportation zone 7124 and the access roads 7123 and connecting roads that join each of the four radii of highway 7210. Figure 7B indicates the road network of private transportation zone 7144 and the access roads 7143 and the connecting roads that join each of the four highway radii 7210. Figure 7C is a schematic representation that indicates how the road network of the public transport zone 7124 and the road network of the private transport zone 7144 can be integrated.

[0063] Similarly, Figures 8A to 8C illustrate a possible integration of the zonal transport center along a road junction between three highways that effectively creates six highway radii leading to and from the center. Figure 8A indicates the road network of public transport zone 8124 and the access roads 8123 and connecting roads that join each of the six radii of highway 8210. Figure 8B indicates the road network of private transport zone 8144 and the access roads 8143 and connecting roads joining each of the four radii of highway 8210. Figure 8C is a schematic representation that indicates how the road network of public transport zone 8124 and the road network of private transport zone 8144 can be integrated.

[0064] It will be appreciated that the zonal transport hub can be integrated into a variety of different road junction types between any number of highways. By way of example, alternative zonal transport hub integrations at a selection of junctions are shown in Figures 9A to 9E.

[0065] Figure 9A shows the zonal transport center implemented at a one-level junction between two roads. Figure 9B shows the zonal transport hub implemented at a closed diamond interchange. Figure 9C shows the zonal transport hub implemented at an open diamond interchange. Figure 9D shows the zonal transport hub implemented in a modern roundabout interchange. Figure 9E shows the zonal transportation center implemented at a four-way spiral ring interchange and Figure 9F shows the zonal transportation center implemented at a six-way spiral interchange as described in United States Patent Number US9 , 932,712, to Gilead Meroz and Yaron Toren, which is incorporated herein by reference in its entirety.

Technical Notes

[0066] Technical and scientific terms used in this document should have the same meaning as commonly understood by someone skilled in the art to which the description refers. However, it is expected that during the life of a patent that matures from this application, many relevant systems and methods will be developed.

[0067] As used herein, the term “about” refers to at least ± 10%.

[0068] The terms “comprises”, “comprising”, “includes”, “including”, “having” and their conjugates mean “including, but not limited to” and indicate that the listed components are included, but not generally for exclusion of other components. Such terms encompass the terms “consisting of” and “consisting essentially of”.

[0069] The phrase “consisting essentially of” means that the composition or method may include additional ingredients and/or steps, but only if the additional ingredients and/or steps do not materially alter the basic and novel characteristics of the claimed composition or method.

[0070] As used herein, the singular form “a”, “an” and “the” may include plural references, unless the context clearly indicates otherwise. For example, the term “a compound” or “at least one compound” may include a plurality of compounds, including mixtures thereof.

[0071] The word “exemplary” is used in this document to mean “serving as an example, instance or illustration”. Any embodiment described as “exemplary” should not necessarily be construed as preferential or advantageous over other embodiments or to exclude the incorporation of features of other embodiments.

[0072] The word “optionally” is used in this document to mean “is provided in some embodiments and not provided in other embodiments”. Any particular embodiment of the description may include a plurality of “optional” features, unless such features conflict.

[0073] Whenever a numerical range is indicated here, it is intended to include any cited number (fractional or integral) within the indicated range. The phrases “varying between” a first stated number and a second stated number and “ranging from” a first stated number “to” a second stated number are used interchangeably here and are intended to include the first and second numbers indicated and all fractional and integral numbers between them. It should be understood, therefore, that the description in range format is merely for convenience and brevity and should not be construed as an inflexible limitation on the scope of the description. Consequently, the description of an interval should be considered to have specifically described all possible subintervals as well as individual numerical values within that interval. For example, the description of a range such as 1 to 6 should be considered to have specifically described subranges such as 1 to 3, 1 to 4, 1 to 5, 2 to 4, 2 to 6, from 3 to 6 etc., as well as individual numbers within this range, for example, 1, 2, 3, 4, 5 and 6, as well as non-integral intermediate values. This applies regardless of the range width.

[0074] It is appreciated that certain features of the description, which are, for clarity, described in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features of the description, which are, for brevity, described in the context of a single embodiment, may also be provided separately or in any suitable subcombination or as appropriate in any other described embodiment of the description. Certain features described in the context of various modalities should not be considered essential features of those modalities unless the modality would be inoperative without those elements.

[0075] Although the description has been described in conjunction with exclusive embodiments thereof, it is clear that many alternatives, modifications and variations will be apparent to those skilled in the art. Consequently, it is intended to cover all such alternatives, modifications and variations that fall within the meaning and broad scope of the attached claims.

[0076] All publications, patents and patent applications mentioned in this specification are incorporated herein in their entirety by reference to the specification, to the same extent as if each individual publication, patent or patent application were specifically and individually indicated to be incorporated herein by reference. Furthermore, the citation or identification of any reference in this application should not be construed as an admission that such reference is available prior to the present disclosure. To the extent section titles are used, they should not be construed as necessarily limiting.

[0077] The scope of the subject matter described is defined by the attached claims and includes combinations and subcombinations of the various characteristics described above, as well as variations and modifications thereof, that would occur to those skilled in the art when reading the previous description.

Claims (6)

1. Zonal transport center (100) to provide an interface between public and private road transport, characterized by the fact that it comprises: a public transport zone (120) comprising at least one station (122); and an exclusive road network for public transport connecting to at least one station and at least one highway; a private transportation zone (140) comprising at least one parking lot; and an exclusive road network for private transportation connecting the parking lot and at least one highway; and a pedestrian zone (160) comprising an uninterrupted pedestrian route between the private transportation zone parking lot and at least one public transportation zone station; wherein: the exclusive road network for public transport (124) comprises at least one public transport connection road (145) diverging from an entrance section of the at least one highway and at least one public transport access road converging with the exit section of at least one highway; and the exclusive road network for private transport comprises at least one connection road for private transport diverging from an entry section of the at least one highway and at least one access road for private transport converging with the exit section of the at least one highway ; such that traffic within the public transport zone is isolated from traffic within the private transport zone, wherein a multi-level complex is provided comprising: at least a first level (142A) including parking; at least one second level (142B) including at least one public transport station; and the pedestrian zone includes at least one vertical pedestrian route between the first level and the second level. 2. Zonal road junction transport center system, characterized by the fact that it comprises: a road junction zone (200) connecting a plurality of highway radii (210A-D), the road junction zone comprising a plurality of roads connecting road, each connecting road leading from the entrance section of one radius of the highway to an exit section of another radius of the highway, the outermost of the connecting roads forming the boundaries of a defined area; a zonal transport center (100) located within the boundaries of the defined area, and configured to provide an interface between public and private road transport traveling along the highway radii; wherein the zonal transport hub comprises: a public transport zone comprising at least one station; and an exclusive road network for public transport connecting to at least one station and the plurality of highway radii; a private transportation zone comprising at least one parking lot; and an exclusive road network for private transport connecting the parking lot and the plurality of highway radii; and a pedestrian zone comprising an uninterrupted pedestrian route between the private transportation zone parking lot and at least one public transportation zone station; where: the road network exclusively for public transport comprises at least one connection road for public transport diverging from each entry section of each highway radius and at least one public transport access road converging with each exit section of each radius from the highway; and the exclusive road network for private transport comprises at least one connection road for private transport diverging from each entry section of each highway radius and at least one public transport access road converging with each exit section of each highway radius ; so that traffic within the public transport zone is isolated from traffic within the private transport zone. 3. Zonal road junction transport center system according to claim 2, characterized in that the road junction zone comprises a diamond interchange. 4. Zonal road junction transport center system according to claim 2, characterized in that the road junction zone comprises a modern roundabout. 5. Zonal road junction transport center system according to claim 2, characterized in that the road junction zone comprises a spiral interchange. 6. Zonal road junction transport hub system, characterized by the fact that it connects a plurality of highway radii and is configured to provide an interface between public and private road transport traveling along the plurality of highway radii, the junction zonal roadway comprising: a spiral road junction zone (200) connecting a plurality of highway spokes, the spiral road junction zone comprising a plurality of connecting lanes (222), each connecting lane leading from an entrance section from one highway radius to an exit section of another highway radius, the outermost of the connecting roads forming the perimeter of a defined area; a public transport zone located within the perimeter of the defined area, comprising at least one station; and an exclusive road network for public transport connecting to at least one station and the plurality of highway radii; a private transport zone, located within the perimeter of the defined area, comprising at least one parking lot; and an exclusive road network for private transport connecting the parking lot and the plurality of highway radii; and a pedestrian zone comprising an uninterrupted pedestrian route between the private transportation zone parking lot and at least one public transportation zone station; wherein the spiral road junction zone comprises: a ring road interchange (204) comprising a continuous ring-shaped road surface traversing a plurality of transverse spoke passages, each transverse spoke passage traversing a highway radius; and at least one cross connecting road associated with each highway radius, the cross connecting road providing a continuous path from the entry section of an incoming road radius to the exit section of an exit road radius, the road of transverse connection comprising: a connecting road (223) diverging from the entrance section of the entrance highway radius; an access road converging with the exit section of the exit highway radius; a beltway interchange segment, the segment traversing all highway radii intermediate between the entrance highway radius and the exit highway radius; a transverse passage segment that crosses the ring providing a passage between the inside and outside of the ring road interchange; and an inner connecting segment connecting the interior of the transverse passage segment spanning the ring to the ring road interchange; and where: the road network exclusively for public transport comprises at least one public transport connection road diverging from each entry section of each highway radius and at least one public transport access road converging with each exit section of each highway radius; and the exclusive road network for private transport comprises at least one connection road for private transport diverging from each entry section of each highway radius and at least one public transport access road converging with each exit section of each highway radius ; so that traffic within the public transport zone is isolated from traffic within the private transport zone.