CN112236558A - System and method for providing access to public and private transportation to a road interchange - Google Patents

Abstract

A zoned transportation hub facility that provides an interface between public road transportation and private road transportation at highway intersections. The public transportation area has a dedicated road network connecting the highway with the parking lot, and the separate private transportation area has a separate road network connecting the highway with the parking lot. Pedestrian-specific areas provide uninterrupted routes between parking lots and residences.

Description

System and method for providing access to public and private transportation to a road interchange

Cross Reference to Related Applications

This application claims priority to U.S. provisional patent application No.62/674,765 filed on 22/5/2018, the entire contents of which are incorporated herein by reference.

Technical Field

The disclosure herein relates to systems and methods for providing access to public and private transportation at road intersections. In particular, but not exclusively, the present disclosure relates to an integrated complete parking transfer (park and ride: parking and riding, parking transfer, transfer of bus into town after parking) system (CPRS) that enables multiple zones to be used by multiple types of transportation.

Background

With their rare urbanization trends, population growth, increasingly scarce space, and technological advances in various aspects of life, the 21 st century presents new challenges associated with the generally rapid pace of modern life. In particular, complex transportation systems and networks are required to connect people between economic and business areas, educational institutions, health services, commuting hubs, residential areas, etc.

Global population growth and continued urbanization of the population has greatly increased the number of vehicles on roads, resulting in high traffic capacity in and between cities, creating an ever-increasing and continuing need for improved and more efficient transportation systems.

Even where multi-lane highways and complex road interchange can provide a safe, smooth flow of traffic between the various associated highways to which they are connected, such a solution does not address the ever-increasing commuter population that is required to visit and leave urban areas on a daily basis. Typically, more and more vehicles quickly exceed the capacity of these road systems, causing vehicle accidents, slow traffic, economically expensive time waste, driver stress, high emissions of pollutants, increased use of fossil fuels, traffic noise, etc.

Efforts to provide access to a greater number of people without increasing congestion have typically been focused on public transportation between cities and within cities. Thus, solutions generally involve making public transportation more efficient by reduced journey time and increased volume, and making public transportation more available by increased dispersion and reduced cost. In addition to this, additional policies such as congestion fees, high parking fees, parking permits only to local vehicles, restrictive time restrictions, etc., are intended to prevent people from entering cities using their private vehicles.

Another measure to reduce the number of incoming and outgoing vehicles is the construction of parking transfer hubs (P & R), typically along highways outside cities. Commuters can park their vehicles and continue to make their advance decisions (destinies: fortune, innings, fixed number) towards themselves using active public transportation. These commuters may again use public transportation to reach their vehicles on their return journey.

However, as currently implemented, P & R solutions that have proven to be problematic suffer from some serious drawbacks. The P & R hubs are typically located along a single highway and outside a single urban area, where vehicles and public transport coming on that particular highway can make the most efficient use of the P & R hubs. However, vehicles traveling from other directions may require considerable manipulation and navigation to access the P & R hub. This is expensive in terms of time and fuel consumption. Furthermore, P & R hubs, due to their lack of accessibility, are rarely used to their full potential. Many commuters who want to take advantage of this service simply find the current P & R system to be too inefficient.

Furthermore, current P & R hubs require a large amount of real estate in order to provide sufficient parking space and access to the road. Since real estate near urban centers is generally very expensive, the high cost of providing current P & R hubs has limited the amount they can be used.

Disclosure of Invention

Thus, there remains a need for a more efficient parking transfer system with increased accessibility and lower cost. The invention described herein addresses this need by introducing an efficient, economical, safe, and easily accessible parking transfer hub in conjunction with an efficient public transportation hub.

The interchange is by its nature accessible from multiple directions. Furthermore, intercommunicating overpasses typically have a restricted (trapped, restricted, trapped) space that is not used. The present disclosure provides a system and method to accommodate a P & R complex using such a restricted space.

Such an integrated complete parking transfer system (CPRS) provides a number of advantages, such as:

the restricted area is located within close proximity of all major roads, potentially allowing shorter vehicle access to the roads from multiple directions, which will reduce the loss of time and fuel.

Public transportation from and to multiple directions may be provided.

The restricted zones within an interchange are dead spaces (dead spaces, dead zones) that typically have been divided into zones for transportation. Thus, constructing an interchange in a restricted area may not require additional use of real estate or additional licensing.

According to one aspect of the presently disclosed subject matter, a zoned transportation hub is introduced to provide an interface between public road transportation and private road transportation. The partitioned transport hub may comprise: a public transportation area including at least one station; and a private public transportation road network connecting the at least one residence and the at least one highway.

The private transportation area may include: at least one parking lot; a dedicated private transportation road network connecting the parking lot and the at least one highway; and a pedestrian zone comprising an uninterrupted pedestrian route between a parking lot of the private transportation area and at least one parking lot of the public transportation area.

Typically, the private public transportation road network includes at least one public transportation diversion road diverging from an inbound section of at least one highway and at least one public transportation access road converging with an outbound section of at least one highway; and the private transport road network includes at least one private transport bifurcation road diverging from an inbound section of the at least one highway and at least one private transport access road converging with an outbound section of the at least one highway. Thus, traffic in public transportation areas is isolated from traffic in private transportation areas.

The private public transportation road network may further include, if necessary: the public transport annular road, at least one public transport fork road and public transport annular road converge; at least one public transportation access road diverges from the public transportation endless road. Similarly, the private transportation road network may further comprise: the private transportation annular road is converged by at least one private transportation fork road; at least one private transportation access road branches off from the private transportation loop road.

In some examples of a partitioned transport hub, a multi-level complex comprises: at least a first level, the first level comprising a parking lot; at least a second level comprising at least one public transportation premises; and a pedestrian area including at least one vertical pedestrian course between the first and second levels. Thus, a vertical pedestrian route may include a route defined by an elevator, stairs; at least one of the group consisting of an escalator, a ladder, a chute, and combinations thereof.

Optionally, the private transportation area further comprises at least one vehicle sharing premises, and the pedestrian zone further comprises a pedestrian route between the parking lot and the at least one vehicle sharing premises. Separate pedestrian routes may be provided to access the vehicle sharing and public transportation residences if desired.

Additionally or alternatively, the zoned transport hub may further comprise an autonomous vehicle or electric vehicle storage area.

In various aspects, pedestrian areas may include service areas, leisure parks, sports arenas, shopping malls, hotels, mass transit vehicle parking lots, maintenance supply parks, fueling parks, charging parks, and the like, as well as combinations thereof. Similarly, private transportation areas may include fueling stations, charging stations, and the like.

In other aspects, a partitioned road intersection transport hub system is presented, the partitioned road intersection transport hub system comprising a road intersection area connecting a plurality of highway spokes, the road intersection area comprising a plurality of connecting roads, each connecting road leading from an inbound section of one highway spoke to an outbound section of another highway spoke, an outermost connecting road forming a boundary of a defined area.

Alternatively, the road intersection area may comprise a spiral road intersection area connecting a plurality of highway spokes, the spiral road intersection area comprising a plurality of connecting roads, each connecting road leading from an inbound section of one highway spoke to an outbound section of another highway spoke, the outermost connecting road forming a boundary of the defined area. The spiral road junction area may include, where appropriate: an annular road interchange comprising a continuous annular road surface traversing a plurality of spoke-traversing crossroads, each spoke-traversing crossroad traversing a highway spoke; and at least one cross-over connecting road associated with each highway spoke providing a continuous path from an inbound section of an entry highway spoke to an outbound section of an exit highway spoke. The cross-over connection road may include: a bifurcation road diverging from an inbound section of an entry highway spoke; an access road converged with an outbound section of an exit highway spoke; an annular road interchange section traversing all intermediate highway spokes between an entry highway spoke and an exit highway spoke; an annular transverse cross-over section providing a passageway between an interior and an exterior of the annular road interchange; and an interior connection section connecting an interior of the annular transverse cross-traffic section to the annular road interchange.

Drawings

For a better understanding of the embodiments and to show how they may be carried into effect, reference will now be made, by way of example only, to the accompanying drawings.

With specific reference now to the drawings in detail, it is stressed that the particulars shown are by way of example and for purposes of illustrative discussion of selected embodiments only, and are presented in the cause of providing what is believed to be the most useful and readily understood description of 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 taken with the drawings making apparent to those skilled in the art how the various selected embodiments may be put into practice. In the accompanying drawings:

fig. 1A to 1B are schematic views of an embodiment of a partitioned transportation hub integrated with a spiral road interchange;

fig. 2A to 2F are schematic views of a multi-level parking lot for a private vehicle area of a zoned transportation hub;

3A-3C are schematic views of a section of a public transportation area of a zoned transportation hub indicating a flow of traffic from a dedicated public transportation diversion road to a dedicated public transportation access road;

FIG. 3D illustrates an alternative configuration for a public transportation area;

FIG. 4A is a schematic view of a section of a private transportation zone of a partitioned transportation hub indicating a dedicated private transportation diversion road, a dedicated private transportation access road, a private transportation ring road;

fig. 4B is a schematic diagram indicating how a private vehicle may access a parking lot of a private transportation area according to an embodiment of a partitioned transportation hub;

FIG. 5A is a schematic view of a section of a private transportation area of a zoned transportation hub, indicating a private transportation loop;

FIG. 5B is a schematic view of an alternative entry ramp indicating a method for providing private vehicles with access to a parking lot;

FIG. 6A is a schematic diagram showing a public transportation area road network of a partitioned transportation hub and its access roads and diversions that merge two highway spokes;

FIG. 6B is a schematic diagram showing a private transportation area road network of a partitioned transportation hub and its access roads and diversions that merge two highway spokes;

FIG. 6C is a schematic diagram indicating how a private transportation area road network and a public transportation area road network may be integrated along a highway;

FIG. 7A is a schematic diagram of a public transportation area road network showing a partitioned transportation hub and its access roads and diversions which merge four highway spokes;

FIG. 7B is a schematic diagram showing a private transportation area road network of partitioned transportation hubs and their access roads and diversions converging four highway spokes;

fig. 7C is a schematic diagram indicating how a private transportation area road network and a public transportation area road network are integrated at a junction between two expressways;

FIG. 8A is a schematic diagram of a public transportation area road network showing a partitioned transportation hub and its access roads and diversions that merge six highway spokes;

FIG. 8B is a schematic diagram showing a private transportation area road network of partitioned transportation hubs and their access roads and diversions that merge six highway spokes;

fig. 8C is a schematic diagram indicating how a private transportation area road network and a public transportation area road network are integrated at a junction between three expressways; and

fig. 9A-9F are schematic diagrams of options for implementing an integrated zoned transport hub into various junctions.

It is particularly noted that for convenience, all of the figures represent right hand drive environments. It should be appreciated that the equivalent intersection may be configured to suit a left-hand driving environment, such as in the uk, australia, japan, etc., and the vehicle may be directed to flow in a counter-clockwise direction.

Detailed Description

Aspects of the present disclosure relate to systems and methods for enabling access to public and private transportation at road intersections. In particular, the present disclosure provides an integrated complete parking transfer system (CPRS) enabling independent and efficient accessibility between the following different zones: such as private vehicle zones, parking transfer (P & R) hubs, vehicle sharing zones, public transportation zones, pedestrian centers, autonomous and/or electric vehicle zones, etc. Preferably, the CPRS is positioned as close as possible to intersections between multiple roads extending in multiple directions, such as, for example, highway interchange, crossroads and transportation junctions, even when the crossing direction is imposed by different kinds of transportation such as railways, waterways, and canals.

Thus, an integrated access system is proposed that is applied within an interchange to enable the use of internal restricted areas for functions such as parking transfer hubs, MaaS vehicle fleet hubs, public transportation systems and other services.

The system typically divides the various kinds of traffic into separate areas, each with its own dedicated road network. The separate areas may provide express lanes, cut-through lanes, pick-up and drop-off parks, public transportation parks, etc., as well as provide safe pedestrian access between parking zones.

Thus, for example, a public transportation area may provide access to transportation hubs for road/rail based public transportation vehicles such as buses, trams, light rails, light rail traffic, buses, and the like, without the public and private vehicles interacting. Similarly, private transportation regions may provide private vehicles access to transportation hubs without interacting with public transportation vehicles. Still further, the intersection area may allow incoming traffic from various incoming highway spokes to access other outgoing highway spokes without interacting with any traffic accessing the transportation hub. As used herein, the term "highway spoke" refers to a road that connects to and extends radially from a road junction. For example, a continuous highway interleaved with a road junction may be described as two highway spokes connected at the junction, where appropriate.

It is to be expressly noted that the systems and methods of the present disclosure are not limited in their application to the details of construction and the arrangement of components or methods set forth in the description or illustrated in the drawings and examples. The systems and methods of the present disclosure are capable of other embodiments or of being practiced and carried out in various ways and techniques.

Alternative methods and materials similar or equivalent to those described herein can be used in the practice or testing of embodiments of the present disclosure. However, specific methods and materials are described herein for illustrative purposes only. The materials, methods, and examples are not intended to be necessarily limiting.

In particular, the system proposed herein can be easily applied to various other road modalities, such as junctions, highways, interchange interchanges, intersections, and the like.

Reference is now made to fig. 1A-1F, which are schematic illustrations of one embodiment of a partitioned transport hub 100 integrated with a road intersection 200.

The road intersection 200 of this embodiment provides access between four highway spokes 210A-210D via connecting roads 220, each leading from an inbound section of one highway spoke 212 to an outbound section of another highway spoke 214. The partitioned transport hub 100 of this embodiment is housed within the area defined by the boundaries of the road junction 200 and provides an interface between public road transport and private road transport traveling along the highway spokes 210A-210D.

By way of example, the road junction 200 illustrated in the embodiments is a spiral road junction, such as the one described in U.S. patent No. US9,932,712 to Gilead Meroz and Yaron Toren, the entire contents of which are incorporated herein by reference. It will be appreciated that this is a non-limiting example of a road junction, and that other types of road junctions may easily incorporate the partitioned transport hub 200.

It is noted that the spiral road intersection system 200 connects a plurality of highway spokes 210 via a spiral road intersection comprising an adjacent spoke-connected road 222 associated with each highway spoke 210 and an annular road interchange 224 traversing all highway spokes 210. The annular road interchange 224 provides a continuous path from a bifurcation road 223 diverging from an entrance highway spoke to an access road 225 merging with an exit highway spoke.

Note that the public transportation area 120 of the transportation hub 100 is accessed via a dedicated and separate bifurcation road 125 branching off from each entry highway spoke and exits via a dedicated and separate access road 127 merging with each exit highway spoke.

Similarly, the private transportation zone 140 of the transportation hub 100 is accessed via a dedicated and separate bifurcation road 145 branching off from each entry highway spoke and exits via a dedicated and separate access road 147 merging with each exit highway spoke.

The partitioned transport hub 100 includes a public transportation area 120, a private transportation area 140, and a pedestrian area 160.

The public transportation area 120 includes residences 122, such as bus residences, trolley residences, and the like, where passengers may congregate and public transportation vehicles may reside such that passengers may disembark and/or disembark. The private public transportation road network 124 provides access between the highway spokes 210A-210D and the residence 122.

The private transportation area 140 includes a multi-story parking lot 142 (see fig. X1B) and a private transportation road network 144 including a diversion road 145 connecting the parking lot 142 and the highway spokes 210A to 210D, a ring road 153, and an access road 147. The private transportation area 140 also includes various vehicle sharing parks 146 or pick-up and drop-off points where private vehicles may drop passengers and pick up passengers with whom vehicles may be shared.

The pedestrian zone 160 provides uninterrupted pedestrian routes between the parking lot 142 of the private transportation area 140 and the parking lots 122 of the public transportation area 120. Preferably, pedestrians should be able to travel from their private vehicles in the parking lot 142 to a gathering point at the public transportation premises 122 or the vehicle sharing premises 146. Thus, where the transport hub 100 is a multi-level complex such as described herein, the pedestrian zone 160 typically includes a vertical pedestrian route between levels, such as an elevator, escalator, stairway, or the like.

Additionally, the public transportation area 120 may also include a public transportation parking lot 126 where public transportation may be parked until needed at the public transportation parking lot 126.

Although not shown in the figures, it should also be noted that the public transportation area may also include various services, such as a driver's rest area, a maintenance replenishment premises, a refueling premises, a charging premises, and the like, as well as combinations thereof.

As mentioned above, the transportation hub 100 described herein is a multi-level complex. Thus, the roof of the complex supports sections of the pedestrian area 160, the public transportation area 120, and the private transportation area 140, such as the public transportation detention 122, the public transportation loop road 123, and the public transportation parking lot 126, the private transportation loop road 143, and the vehicle sharing detention 146.

Reference is now made to fig. 1C to 1G, which show floor plans of lower floors (floor plan, plan of building) of multistorey parking lots 142A to 142D (collectively 142) located below the roof of a multistorey complex. The private transport diversion roads 143 from the inbound lanes of highway spokes are sloped so that different levels of the parking lot can be easily accessed. Thus, the first floor 142A of the multistorey car park can be accessed via the gateway G1 along each private transportation diversion road 143. The first floor 142B of the multi-story parking lot may enter and exit via the passage G2 along each private transportation diversion road 143. The first floor 142C of the multi-story parking lot may be accessed via the passage G3 along each private transportation diversion road 143. The first floor 142D of the multi-floor parking lot may be accessed via the gateway G4 along each private transportation diversion road 145. Traffic continuing along the private transit diversion road 145 will merge with the private transit loop road 143.

Although not shown in the figures, private transportation area 140 may also include other services, such as maintenance areas, fueling stations, charging stations, rest areas, and the like.

It should be appreciated that additional levels may be built on the roof level such that the pedestrian zone may extend into various structures, such as into shopping malls, sports arenas, concert halls, office buildings, industrial parks, leisure parks, residential buildings, hotels, etc., or combinations thereof.

Reference is now made to fig. 3A, which is a schematic illustration of a section of a public transportation area of a zoned transportation hub. Dedicated public transportation turnout roads 125A, 125B provide direct access to the public transportation annular road 123, and dedicated public transportation access roads 127A, 127B provide exit points from the public transportation annular road 123. Note that the bays 129 are located around the roundabout 123 to provide a stopping point where passengers may board or descend from: buses or other mass transit vehicles.

Because the pedestrian zone 160 typically extends to a central area defined by the endless road 123, it is convenient for the public transportation premises 122 to be located in the central area. Thus, in such a system, the parking partition 129 may be located around the inner edge of the annular road 123.

Fig. 3B is a schematic diagram indicating a case how traffic traveling along the dedicated public transportation diversion road 125B converges with traffic traveling along the public transportation endless road 122, and how traffic traveling along the dedicated public transportation access road 127A diverges from the traffic traveling along the public transportation endless road 122. It is particularly noted that a public transportation vehicle traveling right-hand drive meeting public transportation loop road 122 may be directed to flow in a clockwise direction if desired, so as to present the right-hand side of the vehicle to pedestrian zone 160 in the center or loop road 122. Fig. 3C indicates a clockwise direction of traffic flow around the transport loop road. It will be appreciated that in an equivalent left-hand driving network, such as in the uk, australia, etc., vehicles may be directed to flow in a counter-clockwise direction.

In contrast, in other configurations, a right-hand driving network may be configured to enable a more conventional counterclockwise traffic flow as shown in fig. 3D. Note that in this alternative configuration, the public transportation premises 3122 may be located outside of the roundabout 3122, and a parking bay may be provided toward the outer edge of the roundabout 3123.

Reference is now made to fig. 4A, which is a schematic illustration of a section of a private transportation zone 4140 presenting a zoned transportation hub, indicating a dedicated private transportation diversion road 4143, a dedicated private transportation access road 4145, and a private transportation ring road 4147. Fig. 4B is a schematic diagram indicating that the inclined diversion road 4143 provides the private vehicle with access to various levels of the parking lot 4142 before it reaches the private transportation loop road 4147.

Note that the private vehicle leaving the parking lot 4142 may merge with the inclined diversion road 4143 downstream of the other vehicles entering the parking lot 4142, thereby reducing unnecessary congestion.

Reference is now made to fig. 5A, which is a schematic diagram presenting a section of an alternative private transportation zone 5140, indicating a dedicated private transportation diversion road 5143, a dedicated private transportation access road 5145, and a private transportation loop road 5147. Fig. 5B is a schematic diagram indicating an alternative helical entry ramp 5148 for providing access to various levels of a parking lot 5142. The helical entrance ramp 5148 provides a gentle slope along a circular path with access to each level of the multi-level parking lot.

It will be appreciated that providing such a large vehicle storage area at a highway intersection would be particularly useful for storage and maintenance of a fleet of autonomous vehicles and/or electric vehicles near the highway in various directions, at junctions near city centers. The autonomous vehicle and/or electric vehicle thus stored can be easily provided to the passenger when needed.

Where appropriate, it is possible to provide their own dedicated diversion and access roads in separate autonomous vehicle zones leading to a vehicle replenishment depot providing maintenance services, refueling and charging points as required. Additionally or alternatively, the autonomous vehicle and/or the electric vehicle may be stored in a parking lot of a private transportation area. In some applications, autonomous and/or electric vehicles may be used primarily at night when the parking lot is typically empty and when autonomous and/or electric vehicles are less desirable.

Fig. 6A to 6C, 7A to 7C and 8A to 8C present various applications of a zoned transport hub. In particular, fig. 6A to 6C illustrate a possible integration of a zoned transport hub along a single highway, effectively creating two highway spokes leading to and leaving the hub. Fig. 6A indicates a public transportation area road network 6124 and an access road 6123 and a bifurcation road that each merge two highway spokes 6210. Fig. 6B indicates a private transportation area road network 6144 and an access road 6143 and an diversion road that merge each of two highway spokes 6210. FIG. 6C is a schematic diagram indicating how the public transportation area road network 6124 and the private transportation area road network 6144 may be integrated.

Similarly, fig. 7A-7C illustrate a possible integration of a partitioned transport hub along a highway intersection between two highways, effectively creating four highway spokes leading to and exiting the hub. Fig. 7A indicates a public transportation area road network 7124 and an access road 7123 and a bifurcation road that meet each of four highway spokes 7210. Fig. 7B indicates a private transportation area road network 7144 and an access road 7143 and an intersection road that meet each of four highway spokes 7210. Fig. 7C is a schematic diagram indicating how the public transportation area road network 7124 and the private transportation area road network 7144 may be integrated.

Also, fig. 8A-8C illustrate a possible integration of a zoned transport hub along a highway intersection between three highways, which effectively creates six highway spokes leading to and from the hub. Fig. 8A indicates a public transportation area road network 8124 and an access road 8123 and a diversion road that merge each of the six highway spokes 8210. Fig. 8B indicates a private transportation area road network 8144 and an access road 8143 and a diversion road that meet each of the four highway spokes 8210. Fig. 8C is a schematic diagram indicating how a public transportation area road network 8124 and a private transportation area road network 8144 may be integrated.

It should be appreciated that a partitioned transport hub may be integrated into a variety of different types of road junctions between any number of highways. By way of example, an alternative integration of a zoned transport hub into a selected junction is indicated in fig. 9A to 9E.

Fig. 9A illustrates a partitioned transportation hub implemented at a junction of one level between two roads. Fig. 9B shows a zoned transportation hub implemented at a closed diamond interchange. Fig. 9C shows a zoned transportation hub implemented at an open diamond interchange. Fig. 9D shows a zoned transport hub implemented at a modern roundabout interchange. Fig. 9E shows a zoned transport hub implemented at a four-way spiral circular interchange, and fig. 9F shows a zoned transport hub implemented at a six-way spiral junction, such as the one described at the junction described in U.S. patent No. US9,932,712 to Gilead Meroz and Yaron Toren, the entire contents of which are incorporated herein by reference.

Description of the technology

Technical and scientific terms used herein shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. However, it is expected that during the life of a patent due to the expiration of this application, many related systems and methods will be developed.

As used herein, the term "about" means at least 10%.

The terms "comprising," "including," "having," and equivalents thereof mean "including but not limited to," and that the listed elements are included, but not generally excluded. Such terms include the terms "consisting of … …" and "consisting essentially of … …".

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.

As used herein, the singular forms "a", "an" and "the" may include plural references unless the context clearly dictates otherwise. For example, the term "a complex" or "at least one complex" may include a plurality of complexes having mixtures thereof.

The word "exemplary" is used herein to mean "serving as an example, instance, or illustration. Any embodiment described as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments or as excluding combinations of features from other embodiments.

The word "optionally" is used herein to mean "provided in some embodiments and not provided in other embodiments. Unless these features conflict, any particular embodiment of the present disclosure may include a number of "optional" features.

Whenever a numerical range is indicated herein, it is meant to include any recited number (fractional or integer) within the indicated range. The phrases "ranging: range/range between a first indicated number and a second indicated number" and "range/range" from the first indicated number "to the second indicated number are used interchangeably herein and are meant to include the first indicated number and the second indicated number and all fractions and integers therebetween. Accordingly, it is to be understood that the description of the range format is merely for convenience and brevity and should not be construed as an inflexible limitation on the scope of the disclosure. Accordingly, the description of a range should be considered to have specifically disclosed all the possible sub-ranges as well as individual numerical values within that range. For example, description of a range such as from 1 to 6 should be considered to have specifically disclosed sub-ranges such as from 1 to 3, from 1 to 4, from 1 to 5, from 2 to 4, from 2 to 6, from 3 to 6, etc., as well as individual numbers within that range, e.g., 1, 2, 3, 4, 5, and 6, and non-integer intermediate values. This applies regardless of the breadth of the range.

It is appreciated that certain features of the disclosure, 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 disclosure that are, for brevity, described in the context of a single embodiment, may also be provided separately or in any suitable subcombination or as suitable in any other described embodiment of the disclosure. Certain features described in the context of various embodiments should not be considered essential features of those embodiments unless the embodiment is inoperable without those elements.

While the present disclosure has been described in conjunction with specific embodiments thereof, it is evident that many alternatives, modifications, and variations will be apparent to those skilled in the art. Accordingly, it is intended to embrace all such alternatives, modifications and variations that fall within the spirit and broad scope of the appended claims.

All publications, patents, and patent applications mentioned in this specification are herein incorporated in their entirety by reference into the specification, to the same extent as if each individual publication, patent, or patent application was specifically and individually indicated to be incorporated herein by reference. In addition, citation or identification of any reference in this application shall not be construed as an admission that such reference is available as prior art to the present disclosure. To the extent that a paragraph heading is used, it should not be construed as necessarily limiting.

The scope of the disclosed subject matter is defined by the appended claims and includes both combinations and sub-combinations of the various features described hereinabove, as well as variations and modifications thereof which would occur to persons skilled in the art upon reading the foregoing description.

Claims (23)

1. A zoned transportation hub facility for providing an interface between public road transportation and private road transportation, the zoned transportation hub facility comprising:

a public transportation area, the public transportation area comprising: at least one residence; and a private public transportation road network connecting the at least one residence and at least one highway;

a private transportation area, the private transportation area comprising: at least one parking lot; and a dedicated private transportation road network connecting the parking lot and the at least one highway; and

a pedestrian zone comprising an uninterrupted pedestrian route between a parking lot of the private transportation area and at least one parking lot of the public transportation area;

wherein:

the private public transportation road network includes: at least one public transport diversion road branching from an inbound section of the at least one highway; and at least one public transportation access road converging with an outbound section of the at least one highway; and

the private transportation road network comprises: at least one private transport diversion road branching from an inbound section of the at least one highway; and at least one private transportation access road converging with an outbound section of the at least one highway;

such that traffic within the public transportation area is isolated from traffic within the private transportation area.

2. The terminal facility of claim 1, wherein the network of dedicated public transportation roads further comprises a public transportation loop road, the at least one public transportation diversionary road converging with the public transportation loop road; the at least one public transportation access road diverges from the public transportation endless road.

3. The partitioned transportation hub facility of claim 1, wherein the dedicated private transportation road network further comprises a private transportation ring road, the at least one private transportation diversion road merging with the private transportation ring road; the at least one private transportation access road diverges from the private transportation loop road.

4. The zoned transportation hub facility of claim 1, wherein the private transportation area further comprises at least one vehicle-sharing residence, and the pedestrian zone further comprises a pedestrian route between the parking lot and the at least one vehicle-sharing residence.

5. The zoned transport hub facility of claim 1, further comprising an autonomous vehicle storage area.

6. A zoned transportation hub facility according to claim 1, comprising a multi-level complex comprising:

at least a first level comprising the parking lot;

at least a second level comprising the at least one public transportation depot; and

the pedestrian zone includes at least one vertical pedestrian course between the first and second levels.

7. The zoned transport hub facility of claim 6, wherein the vertical pedestrian route comprises at least one of the group consisting of elevators, stairs, escalators, ladders, chutes, and combinations thereof.

8. The zoned transport hub facility of claim 1, wherein the pedestrian zone comprises a service zone.

9. The zoned transport hub facility of claim 1, wherein the pedestrian zone comprises a leisure park.

10. The zoned transportation hub facility of claim 1, wherein the pedestrian zone comprises a sports arena.

11. The zoned transportation hub facility of claim 1, wherein the pedestrian zone comprises a shopping mall.

12. The zoned transportation hub facility of claim 1, wherein the pedestrian zone comprises a hotel.

13. The zoned transport hub facility of claim 1, wherein the public transport area further comprises a public vehicle parking lot.

14. The zoned transport hub facility of claim 1, wherein the common transport area further comprises a maintenance replenishment dwelling.

15. The zoned transport hub facility of claim 1, wherein the common transport area further comprises a fueling depot.

16. The zoned transport hub facility of claim 1, wherein the public transport area further comprises a charging dock.

17. The zoned transportation hub facility of claim 1, wherein the private transportation area comprises a fueling depot.

18. The zoned transport hub facility of claim 1, wherein the private transport area comprises a charging dock.

19. A zoned roadway junction transportation hub system, comprising:

a road junction area connecting a plurality of highway spokes, the road junction area comprising a plurality of connecting roads, each connecting road leading from an inbound section of one highway spoke to an outbound section of another highway spoke, the outermost connecting road forming a boundary of a defined area;

a zoned transportation hub facility located within a boundary of the defined zone and configured to provide an interface between public road transportation and private road transportation traveling along the highway spokes;

wherein the zoned transport hub facility comprises:

a public transportation area, the public transportation area comprising: at least one residence; and a dedicated public transportation road network connecting the at least one residence and the plurality of highway spokes;

a private transportation area, the private transportation area comprising: at least one parking lot; and a dedicated private transportation road network connecting the parking lot and the plurality of highway spokes; and

a pedestrian zone comprising an uninterrupted pedestrian route between a parking lot of the private transportation area and at least one parking lot of the public transportation area;

wherein:

the private public transportation road network includes: at least one public transport diversion road branching from each inbound section of each said highway spoke; and at least one public transportation access road converging with the outbound section of each of the highway spokes; and

the private transportation road network comprises: at least one private transport diversion road branching from each inbound section of each said highway spoke; and at least one public transportation access road converging with each outbound section of each said highway spoke;

such that traffic within the public transportation area is isolated from traffic within the private transportation area.

20. The zoned road junction transportation hub system of claim 19, wherein the road junction area comprises a diamond interchange.

21. The zoned road junction transportation hub system of claim 19, wherein the road junction area comprises a modern roundabout interchange.

22. The zoned road junction transportation hub system of claim 19, wherein the road junction area comprises a spiral ring interchange.

23. A partitioned road intersection transport hub system connecting a plurality of highway spokes and configured to provide an interface between public road transport and private road transport traveling along the plurality of highway spokes,

the sectional road junction includes:

a spiral road junction area connecting a plurality of highway spokes, the spiral road junction area comprising a plurality of connecting roads, each connecting road leading from an inbound section of one highway spoke to an outbound section of another highway spoke, the outermost connecting road forming a boundary of a defined area;

a public transportation area located within a boundary of the defined area, the public transportation area comprising: at least one residence; and a dedicated public transportation road network connecting the at least one residence and the plurality of highway spokes;

a private transportation zone located within a boundary of the defined area, the private transportation zone comprising: at least one parking lot; and a dedicated private transportation road network connecting the parking lot and the plurality of highway spokes; and

a pedestrian zone comprising an uninterrupted pedestrian route between a parking lot of the private transportation area and at least one parking lot of the public transportation area;

wherein the spiral road junction area comprises:

an annular road interchange comprising a continuous annular road surface traversing a plurality of spoke-traversing traverses, each spoke-traversing traverse traversing an expressway spoke; and

at least one cross-connect road associated with each of the highway spokes providing a continuous path from an inbound section of an entry highway spoke to an outbound section of an exit highway spoke, the cross-connect road comprising:

a bifurcation road diverging from an inbound section of the entry highway spoke;

an access road converging with an outbound section of the exit highway spoke;

an annular road interchange section that traverses all intermediate highway spokes between the entrance highway spoke and the exit highway spoke;

an annular transverse cross-over section providing a passageway between an interior and an exterior of the annular road interchange; and

an interior connecting section connecting an interior of the annular transverse cross-traffic section to the annular road interchange; and

wherein:

the private public transportation road network includes: at least one public transport diversion road branching from each inbound section of each said highway spoke; and at least one public transportation access road converging with each outbound section of each said highway spoke; and

the private transportation road network comprises: at least one private transport diversion road branching from each inbound section of each said highway spoke; and at least one public transportation access road converging with each outbound section of each said highway spoke;

such that traffic within the public transportation area is isolated from traffic within the private transportation area.

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