DE102009034102A1 - Roundabout for 2 independent levels car top and pedestrian / cyclist - Google Patents

Abstract

The weak point of the roundabout at street level + 0.00 is the crossing pedestrian and cyclist when entering and exiting. Flowing traffic without traffic lights and waiting times is only possible if footpaths and cycle paths have their own independent traffic level. The aim here is to separate the traffic participants in the intersection area. With the current state of technology, the routing at the roundabout requires that every car / truck crosses the paths of pedestrians and cyclists when entering and exiting. At these points of contact there is a dangerous proximity to the weaker traffic participants with the corresponding risk of accidents. Solution The "roundup" roundabout system creates a separation of the motor vehicle traffic areas with the pedestrian and cycle paths traffic level A on a higher plateau for the motor vehicle traffic circle traffic level B on a lower level for two circular offset levels Pedestrians / Cyclists The combination of raising traffic level A (e.g. landfill) and lowering traffic level B (excavation of terrain) creates a level difference for two independent traffic levels. Motor vehicle traffic leads via ramps to the roundabout up to the A platform. Footpaths and cycle paths are lowered and lead down to the B-ring, which leads under the A-ramps (Fig. 1 and 2). Area of application Suitable for converting existing intersections ...

Description

• A) Motor vehicle traffic flows in the crossing area as a roundabout over a higher level A ( 2 +3.00 m above normal road level +0.00)
• 1. The elevated A platform (+3.00 m) for motor vehicle traffic ( 2 ) arises depending on the selected construction by landfill with reinforced concrete retaining walls or structures.
• 2. It is precisely this elevation of the motor-car roundabout to the A-plateau, in connection with a excavation (-1.00) ( 1 and 2 ) a second lower independent B-ring for cycling and walking paths.
• 3. Between the upper A-level and the lower B-level there is a height difference of 4.00 m (here) due to pile-up / excavation 2 The height difference between the A-platform (+3.00) and the B-platform (-1.00), minus a construction height for the A-Ramp bridge, provides the required passage heights (here 3.30 m) for cyclists / pedestrians the B platform ( 1 and 2 ),
• 4. Each road leading to the intersection area becomes (eg by landfill) the A-ramp, with the least possible ramp length ( 2 Gradient 15%)
• 5. The A ramp leads up the A-ramp bridge to the A platform in a car traffic circle. Depending on the ratio of landfill / excavation, the ramp starts 16 to 20 m in front of the A-platform ( 2 Gradient 15%).
• 6. Lead sidewalks and cycle paths with slope sideways down to the B platform. The B-ring for footpaths and cycle paths goes under the A-ramp bridges.
• B) The paths of pedestrians and cyclists are located in the crossing area on a lower level B (-1.00 1 u. 2 ) below normal road level +0.00. Where the bike paths are designed as a roundabout.
• 1. foot and cycle paths in the crossing area to the lower lying B-ring. The A-plane is with it free of pedestrians and Cyclists.
• 2. Off-road excavation gives sidewalks and cycle paths a descent to the B-ring ( 2 here 6%). The height difference to the normal road level, depends on the local conditions ( 2 here -1.00 m)
• 3. The gradient to the B-ring starts depending on the selected Excavation, well before the intersection (16-25 m) and is therefore for pedestrians and cyclists easy to handle. The paths of pedestrians change only slightly, account for it Waiting times.
• 4. Sidewalks and bike paths run side by side down to B platform. The B-ring leads, along the base of the A-platform, under the A-ramp bridges.
• 5. The bridges in the A-ramps have sufficient passage heights ( 2 here 3.30 m) for pedestrians and cyclists of the B-Ring. The construction height of the A-ramp bridge can be reduced by parapet girders, as roadway boundary.
• 6. Elaborate structural structures can be omitted if it is as in 2 shown to be landfill at the A-level and for excavation at the B-level.
• 7. The spans of the bridge girders in the A ramps are small, the width corresponds to the upper A carriageway width. The passage heights under the bridges provide here with 3.40 m ( 2 ), for sufficient daylight.
• 8. The lanes to the A-level can have daylight openings for the underlying passageways get the B level. As needed, as a central (openings between the lanes in the area of the ramp bridge.
• 9. The drainage the levels, over the sewer.
• 10. Existing sidewalks in the intersection area must be special in the inner city area, because of house and shop entrances, or driveways received stay. That's how it goes parallel to the existing sidewalk another new walkway together with the bike path down to the B-level.
• 11. As an area for the additional sidewalk, existing parking areas (if present) are used at the crossing area ( 1 )
• 12. The carriers the A-ramp bridges can after laid above as roadway boundary be formed, which increases the passage heights.

The specified in claim 1 invention is based on the following problem:
The roundabout has proven itself and has become increasingly important internationally. Compared to the normal road junction, it has some advantages. Big disadvantage of all intersections with traffic lights is that always 50% of all road users stand.

weak point the roundabout, however, is still the pedestrian crossing and Cyclists at the entrances and exits. A flowing traffic without traffic lights and Waiting time becomes possible if foot and bike paths over a separate independent Traffic level.

previous State of the art in the roundabout is that every car / truck the Paths of pedestrians and Cyclists crossing in and out. Arises at these touch points a dangerous one Close to the weaker one Road users, with a corresponding accident risk.

This Problem is solved by the features listed in claim 1 features of roundup - roundabout solved.

• a) Freie Fahrt für alle, über einen eigenen Kreisverkehr.
• b) Wegfall gefährlicher Kreuzungen an Ein- und Ausfahrten des Kreisels.
• c) Freier Kfz-Kreisverkehr ohne Behinderung durch Fuß- und Radwege.
• d) Freier Fuß-Radweg-Kreisverkehr ohne Behinderung durch Kfz.
• e) Geringe Steigungen, 6% die Geh-Radwege und 15% die Straßenrampen
• f) Kurze Wege ohne Wartezeiten für alle Verkehrsteilnehmer
• g) Umweltfreundlicher fließender Verkehr, weniger Abgase
• h) Hohe Wirtschaftlichkeit durch geringe Baukosten
• h) Sehr geeignet für den Umbau bestehender Kreuzungen im Innenstadtbereich, zum Kreisverkehr.
• j) C0² – Reduktion, ruhiger Verkehrsfluß, kein stopp and go.

The advantages achieved by the invention are in particular:

• a) Free travel for all, via its own roundabout.
• b) Elimination of dangerous intersections at entrances and exits of the roundabout.
• c) Free car-roundabout without obstruction by pedestrian and bicycle paths.
• d) Free foot-cycle path roundabout without obstruction by car.
• e) Low gradients, 6% of the pedestrian cycle lanes and 15% of the street ramps
• f) Short distances without waiting times for all road users
• g) Environmentally friendly flowing traffic, less exhaust fumes
• h) High efficiency due to low construction costs
• h) Very suitable for the conversion of existing intersections in the inner city area, to the roundabout.
• j) C0 ² - reduction, quiet traffic flow, no stop and go.

An advantageous embodiment of the invention is specified in claim 2:
Depending on the urban planning situation, the A-platform for the car-roundabout will be raised accordingly (here as variant A3B1 in 2 shown)

Corresponding this results in the location of the lowered B-level.

The existing sidewalk +0.00 can remain 1 ),

It demonstrate

1 The level B for cyclists and pedestrians as floor plan representation in partial view - scale 1: 125

2 The section for A-plane +3.00 and B-plane -1.00 (variant A3B1) in partial view - scale 1: 125

economic aspects

Low construction costs, as complex structural engineering accounts. For type A3B1 ( 2 ), the landfill is about 1,900 m ³ , the excavation about 600 m ³ .

Claims (2)

This roundabout system is marked thereby: that it has two independent offset-level circle planes achieved a separation of traffic areas in the crossing area Traffic level A higher lying plateau for car-roundabout Traffic level B on a lower level for Pedestrians / cyclists The roundabout system according to claim 1 is characterized in that it produces a level difference for two independent traffic levels in the crossing area by raising the lanes and lowering the paths. This is done by the combination of elevating the traffic level A (eg by landfill) and lowering the traffic level B by terrain excavation ( 2 ), The road traffic leads in the crossing area over ramps to the roundabout up to the A-platform. Pedestrian and cycle paths are lowered and lead down ( 1 ) to the B-ring

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