EP2189572B1 - Système de gestion du trafic dans les rond-points urbains et interurbains - Google Patents

Système de gestion du trafic dans les rond-points urbains et interurbains Download PDF

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Publication number
EP2189572B1
EP2189572B1 EP09385002.2A EP09385002A EP2189572B1 EP 2189572 B1 EP2189572 B1 EP 2189572B1 EP 09385002 A EP09385002 A EP 09385002A EP 2189572 B1 EP2189572 B1 EP 2189572B1
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Prior art keywords
roundabouts
roundabout
traffic
management system
interurban
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EP09385002.2A
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German (de)
English (en)
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EP2189572A2 (fr
EP2189572A3 (fr
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Vicente L. Simó Montaner
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
    • E01C1/02—Crossings, junctions or interconnections between roads on the same level

Definitions

  • the main purpose of this invention consists of a novel traffic management system in urban and interurban roundabouts.
  • certain elements such as external walls, underpasses, etc. the intention is to create a specimen or standard roundabout, intuitive and with simple and clear directions, serving as a model for drivers, providing a more practical, simple and safe driving, as well as, in short, obtaining thereby a notable smooth flow traffic therein.
  • the traffic management system in urban and interurban roundabouts also takes greatly into account pedestrians, therefore including improvements so that they can move around roundabouts in a much more comfortable and safer way, and even without hindering vehicle traffic.
  • object of this invention we may highlight, mainly, the fact that all vehicles driving in these roundabouts can do it in a more orderly and simple way, avoiding unnecessary collisions and making driving easier, especially when manoeuvring in one direction or the other.
  • Another important advantage provided by this invention is the elimination or suppression of traffic lights, which considerably reduce the efficacy of roundabouts and which cause many of the holdups taking place in cities, and also cause the constant alteration in driving (constant bursts of acceleration and braking).
  • roundabouts are located in urban centres or even interurban areas with great traffic density; therefore, these roundabouts of large dimensions are especially found in big cities, where every year that goes by traffic problems increase several times over, with the serious consequences this implies, such as: stress in the population due to the constant holdups, especially during rush hours; greater pollution with large CO 2 concentrations caused by the action of starting, braking and having many vehicles constantly stopped (caused by traffic lights) and with the engine running; greater noise pollution; etc.
  • US2002076276 (A1 ) discloses a roundabout design with a central roundabout with several lanes which provides a generally outward spiralling lane design instead of a continuously circulating lane design, with. Nevertheless, in said document there are not found corner sectors or walls for delimiting said sectors.
  • the described system includes several elements, such as lane separating walls ( figs 1-4 ) allowing to trace different routes for each of the roundabouts accesses.
  • These walls (1) have a semicircular shape (they may also have a more linear shape although it is less practical for traffic) and are placed in each of the angles or corners, starting each of them from a point of the road close to the intersection, following towards the roundabout (even entering it) and ending in a point of the other road located to the right, and more or less at the same distance from the intersection.
  • the aim is to subdivide a roundabout in several sectors, in such a way that it would be delimited in the following way: an internal or central roundabout, made up of the traffic island and a circular ring preferably of two or three lanes (2); and several sectors (3) located in each of the corners and which are each delimited by the lane separating walls (1).
  • an internal or central roundabout made up of the traffic island and a circular ring preferably of two or three lanes (2)
  • tunnels for pedestrian crossing (4) which constitutes an essential element because it contributes to the elimination of a great deal of holdups taking place daily caused by pedestrians when they cross the road on the surface.
  • These tunnels (4) include accesses that would be located in each of the corners (5), and which must be provided both with stairs and ramps (or lifts) to be used by cyclists and disabled persons as well.
  • These tunnels (4) may offer two different routes with four accesses each. The first route, with a classic design ( fig 1 ) consisting in perpendicularly crossing each of the roads.
  • the fact of using four accesses allows the pedestrian to go from one tunnel to another with no need to necessarily go outside to re-enter the other tunnel, apart from the saving meant by not having to build twice as many accesses (two for each road).
  • the second ( fig 2 ) I think is more innovative and consists of building tunnels starting at the same accesses as in the previous design, but going towards the centre of the roundabout (6) and all being linked with each other. This design with a cross shape is more practical than the previous one, as it allows the pedestrian to go towards the centre and, from there, take the desired direction in a more practical way.
  • the central part can be fitted out with different spaces (7) for business rental (newsstand, tobacconist's, bar, etc.), toilets or council use (store fences, signs%), etc.
  • These tunnels may also be equipped with surveillance cameras and alarms for greater pedestrian security.
  • tunnels (4, 6) implies a prior study of the sewer system (if it goes through the centre of the roundabout), in case if was advisable to divert it along the tunnel area (4) so that the latter can be built next to the road without coming up against any large obstacle, so that pedestrians have to go down as few metres as possible.
  • they could also be built with no need to divert the sewer system, but it would have to be in the form of a gradual ramp, starting from an access with as little depth as possible and going down towards the centre with as little slope as possible, so they would go underneath the sewer system (or other minor obstacles) with no need to divert the sewers.
  • these raised zebra crossings (8) should be located at a minimum distance of about ten metres from the intersection.
  • the aim is that vehicles leaving the roundabout and stopping at the following pedestrian crossing are not held up (in general) within the circular lanes of the central part or internal roundabout (2) which would cause a tailback effect due to the concentration of vehicles, thus causing a constant jamming within the central ring that would directly affect all the roundabout accesses, causing unnecessary hold ups in all roads.
  • Raised pedestrian crossings (8) for large roads, are subdivided in blocks of no more than two lanes so that pedestrians can cross large roads with greater control over the vehicles that stop as they cross and vice versa, to give drivers better visibility and control over the pedestrians who cross before them.
  • roundabouts with a combined design. For example: a main road with four or five lanes in each direction and provided with underpasses for pedestrians, that crosses a quieter road (with one or two lanes in each direction) and provided with raised zebra crossings.
  • Another possibility is building roundabouts with tunnels and with zebra crossings (not raised). These zebra crossings would only be used from a certain time during the night (for security reasons for pedestrians) during which tunnels would be closed, as they would not be as necessary when the traffic becomes free-flowing, outside rush hours.
  • zebra crossings would be regulated with traffic lights that would turn red (only for about 20 seconds) and only on request from pedestrians; the rest of the time they would work only as precaution traffic lights (intermittent amber).
  • traffic lights that would turn red (only for about 20 seconds) and only on request from pedestrians; the rest of the time they would work only as precaution traffic lights (intermittent amber).
  • zebra crossings would remain closed with traffic lights exclusively for pedestrians (permanent red) and with timetable indications, or they could even have some kind of gate-fence (in case it was decided to put fences around the corners so that pedestrians do not cross), that would open at the authorised time at the same time that tunnel accesses would be closed.
  • roundabouts allow to regulate traffic much better, especially at times and periods of greater road traffic congestion when great problems take place, such as: the beginning and the end of holidays, holidays (with great concentrations of people and streets closed to the traffic), rush hours, etc.
  • Subdividing a roundabout in accesses of two or three lanes at most makes it possible, at the most difficult times, to give way to vehicles coming from an extremely busy road so that they can enter the central ring and thus avoid in this road endless holdups which are more and more common. This can be achieved in different ways:
  • the traffic management system in urban and interurban roundabouts includes a series of elements such as lane separating walls (1), which channel more safely vehicle traffic, circular ring of two or three lanes (2), subdivision of sectors (3), in such a way that it would be delimited in the following way: an internal or central roundabout, made up of the traffic island and of a circular ring preferably of two or three lanes (2); and several sectors (3) located in each of the corners, each of them delimited by the lane separating walls (1), forming a kind of peripheral roundabout.
  • elements such as lane separating walls (1), which channel more safely vehicle traffic, circular ring of two or three lanes (2), subdivision of sectors (3), in such a way that it would be delimited in the following way: an internal or central roundabout, made up of the traffic island and of a circular ring preferably of two or three lanes (2); and several sectors (3) located in each of the corners, each of them delimited by the lane separating walls (1), forming a kind of peripheral roundabout.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Traffic Control Systems (AREA)
  • Road Signs Or Road Markings (AREA)

Claims (5)

  1. Système de gestion de la circulation dans les ronds-points urbains et interurbains, caractérisé en ce que dans les ronds-points où il est appliqué il inclut certains éléments, y compris des murs de séparation de voies (1), qui canalisent plus sûrement la circulation des véhicules, un anneau circulaire à deux ou trois voies (2), une subdivision de secteurs (3), de telle manière que le rond-point est délimité de la manière suivante :
    • un rond-point interne ou central, fait d'un îlot de circulation et d'un anneau circulaire de préférence à deux ou trois voies (2) ; et
    • plusieurs secteurs (3) localisés sur chacun des coins, chacun d'eux étant délimité par les murs de séparation de voies (1), formant une sorte de rond-point périphérique.
  2. Système de gestion de la circulation dans les ronds-points urbains et interurbains, selon la revendication 1, caractérisé en ce que le système de gestion de la circulation comprend des souterrains ou des passages souterrains qui définissent deux différentes routes possibles :
    • Une première avec une conception classique (4), dans laquelle les routes se croisent entre elles perpendiculairement ; et
    • une deuxième selon une deuxième conception, consistant en la construction de tunnels partant des mêmes accès que la conception précédente mais allant vers le centre du rond-point, sous la forme d'une croix (6) et tous y étant connectés entre eux.
  3. Système de gestion de la circulation dans les ronds-points urbains et interurbains, selon l'une quelconque des revendications 1 à 2, caractérisé en ce que le rond-point est construit sans tunnels pour les piétons, de sorte qu'un tel rond-point est pourvu de passages piétons surélevés (8), et est aussi équipé de mécanismes de sécurité de base, tels que : construction de passages piétons à une distance minimum d'environ 10 mètres de l'intersection pour éviter de bloquer l'anneau central ; feux de circulation préventifs (jaune intermittent mais qui peut passer au rouge si un véhicule s' approche à une vitesse au-dessus de celle autorisée) pour prévenir les conducteurs qu'ils n'ont pas la priorité ; panneaux dans les courbes du rond-point périphérique, prévenant les conducteurs de la présence du passage piéton ; panneaux de limitation de vitesse (40 km/h avant d'arriver à l'intersection et 20 km/h au sein de celle-ci, par exemple) ; indications peintes sur la route ; bon éclairage ; etc.
  4. Système de gestion de la circulation dans les ronds-points urbains et interurbains, selon l'une quelconque des revendications 1 à 3, caractérisé en ce qu'il comprend en outre des ronds-points avec une conception combinée telle que, par exemple, une route principale avec quatre ou cinq voies dans chaque direction et avec des tunnels pour les piétons (4), rencontrant une autre route moins encombrée (avec une ou deux voies dans chaque direction) et pourvue de passages piétons surélevés (8).
  5. Système de gestion de la circulation dans les ronds-points urbains et interurbains, selon l'une quelconque des revendications 1 à 4, caractérisé en ce qu'il comprend des tunnels souterrains ou des passages souterrains (4, 6), ayant des escaliers ou des rampes (ou des ascenseurs) destinés à être utilisés par des cyclistes ou des personnes handicapées (5), un espace au sous-sol du rond-point (7) pour stocker des barrières ou des panneaux, des passages piétons surélevés (8), visant à réduire la vitesse des véhicules à leur proximité, des barrières (9), régulant la circulation selon qu'elle vienne de routes encombrées ou non encombrées.
EP09385002.2A 2008-11-19 2009-11-13 Système de gestion du trafic dans les rond-points urbains et interurbains Active EP2189572B1 (fr)

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ES200803374 2008-11-19

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EP2189572A2 EP2189572A2 (fr) 2010-05-26
EP2189572A3 EP2189572A3 (fr) 2013-10-30
EP2189572B1 true EP2189572B1 (fr) 2016-04-13

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Cited By (3)

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CN109505207A (zh) * 2018-11-19 2019-03-22 上海理工大学 一种用于十字路口的可变公交车进口道系统
WO2019155495A1 (fr) * 2018-02-09 2019-08-15 Wadhwani Sanjay Système de gestion de trafic routier
CN110344294A (zh) * 2019-06-27 2019-10-18 湖北建科国际工程有限公司 环形交叉口交通结构

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CN102359045A (zh) * 2011-08-11 2012-02-22 广西工学院 利用低架桥让行人优先平直通行的交通通行方法
CN102605691B (zh) * 2012-01-06 2016-04-13 李光谦 不设置红绿灯的都市盘绕公路
US9004808B2 (en) 2013-03-14 2015-04-14 design safety engineering, inc. Systems for converting an existing traffic intersection into an intersection having a roundabout, and related methods
CN103233403B (zh) * 2013-04-24 2015-07-08 梁育元 平交路口纵横互动人车公交便利反瓶颈模式交通
CN104233911A (zh) * 2013-06-18 2014-12-24 黄振明 一种让公交车无红绿灯限制行驶的交通指挥系统
CN103498394B (zh) * 2013-10-22 2016-05-04 周其强 一种机动车用平面路网系统
CN103603246B (zh) * 2013-10-24 2016-01-13 上海市政交通设计研究院有限公司 一种平面交叉口交通结构
CN103572674B (zh) * 2013-11-22 2016-01-20 中铁第四勘察设计院集团有限公司 一种平交口交通配置结构
CN104088206B (zh) * 2014-07-24 2016-03-16 王建友 城市路桥网
CN104088204B (zh) * 2014-07-25 2016-05-11 武汉理工大学 一种城乡结合部环形交叉口交通安全设施及其设计方法
DE102016111447A1 (de) 2016-06-22 2017-12-28 Terex Mhps Gmbh System zum Transport von Containern, insbesondere ISO-Containern, mittels Schwerlastfahrzeugen
CN106012725A (zh) * 2016-06-22 2016-10-12 武汉理工大学 一种多色彩的平面环形交叉口路面导向系统
DE102016111450A1 (de) 2016-06-22 2017-12-28 Terex Mhps Gmbh System zum Transport von Containern, insbesondere ISO-Containern, mittels Schwerlastfahrzeugen
CN105908642B (zh) * 2016-06-23 2019-01-22 武汉理工大学 一种双向立交环形交叉口路面指路系统
CN109338837A (zh) * 2018-11-08 2019-02-15 北京场道市政工程集团有限公司 一种城市道路十字路口分流系统
CN109797614B (zh) * 2019-01-21 2020-12-22 潍坊易达优道交通技术开发有限公司 环岛路口用交通导流系统的拓展应用方法
CN112342853A (zh) * 2020-10-27 2021-02-09 王岩 一种十字路口人车分流交通结构
CN112709165B (zh) * 2020-12-29 2022-06-10 武汉理工大学 一种自行车优先的环形交叉口视线诱导系统
CN114808578B (zh) * 2022-04-24 2023-06-13 武汉理工大学 基于多重心理旋转的城乡结合部小环岛导向系统
CN115110358A (zh) * 2022-07-16 2022-09-27 安徽江淮汽车集团股份有限公司 一种重型车耐久试验场

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US5807020A (en) * 1996-09-17 1998-09-15 Chen; Chien-Yuan Traffic guide constructions at road intersections to provide smooth traffic flows and methods of traffic control thereof
AT1903U1 (de) * 1996-11-26 1998-01-26 Brandstaetter Josef Ampelfreie kreuzung
US20020076276A1 (en) * 2000-12-15 2002-06-20 Troemel David Eric Butzek-troemel roundabout or "spiralabout"

Cited By (4)

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Publication number Priority date Publication date Assignee Title
WO2019155495A1 (fr) * 2018-02-09 2019-08-15 Wadhwani Sanjay Système de gestion de trafic routier
CN109505207A (zh) * 2018-11-19 2019-03-22 上海理工大学 一种用于十字路口的可变公交车进口道系统
CN109505207B (zh) * 2018-11-19 2021-07-20 上海理工大学 一种用于十字路口的可变公交车进口道系统
CN110344294A (zh) * 2019-06-27 2019-10-18 湖北建科国际工程有限公司 环形交叉口交通结构

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Publication number Publication date
EP2189572A2 (fr) 2010-05-26
ES2582206T3 (es) 2016-09-09
EP2189572A3 (fr) 2013-10-30

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