WO2008102190A1

WO2008102190A1 - Traffic distribution structure for facilitating the prevention of traffic congestion on roads joining highway junctions

Info

Publication number: WO2008102190A1
Application number: PCT/HU2008/000018
Authority: WO
Inventors: Koppány BERKES; József SOMFAI
Original assignee: Berkes Koppany; Somfai Jozsef
Priority date: 2007-02-22
Filing date: 2008-02-20
Publication date: 2008-08-28
Also published as: WO2008102190A8

Abstract

The invention relates to a traffic distribution structure for facilitating the prevention of traffic congestion on roads joining highway junctions, which contains a circular rotary carriageway, on-ramp roadway sections for joining the rotary carriageway and off-ramp roadway sections for leaving the rotary carriageway and/or a rotary roadway section returning into itself, and on-ramp roadway sections for joining the rotary roadway section and off-ramp roadway section for leaving the rotary roadway section. The characteristic feature of the invention is that the rotary carriageway (KH) has at least three rotary roadway sections (K1', K2', K3') spirally running along each other, where the joining cross-section (BK1, BK2, BK3) of the individual rotary roadway sections (K1', K2', K3') is connected to the individual on-ramp roadway sections (bl, b2, b3), while the leaving cross-section (KK1, KK2, KK3) of the individual rotary roadway sections (K1', K2', K3') is connected to the individual off-ramp roadway sections (k1, k2, k3), and in respect of the traffic direction (2a) of the traffic distribution structure (2) the location of the leaving cross-section (KK1) of a rotary roadway section (K1') comes before the location of the joining cross-section (BK1) of the same rotary roadway section (K1'). The further characteristic feature of the other invention is that it has at least three rotary roadway sections (K1, K2, K3) running along each other, where either the inner rotary roadway section (K2) or the outer rotary roadway section (K1) is only connected to on-ramp roadway sections (b1, b2), while the other one is connected to off-ramp roadway sections (k1, k2) and, in a given case, to one or more on-ramp roadway sections (b1, b2), and the on-ramp roadway sections (b1, b2) and/or off-ramp roadway sections (k1, k2) joining the inner rotary roadway section (K2) are connected to the roadways (U1, U2, U3, U4, U5) of the junction with connecting sections (S1, S2) free from level crossings on the rotary roadway sections (K1, K2), and at least one central rotary roadway section (K3) enabling continuous free traffic is inserted between the outer rotary roadway section (K1) and the inner rotary roadway section (K2).

Description

Traffic distribution structure for facilitating the prevention of traffic congestion on roads joining highway junctions

The invention relates to a traffic distribution structure for facilitating the prevention of traffic congestion on roads joining highway junctions, which contains a circular rotary carriageway, on-ramp roadway sections for joining the rotary carriageway and off-ramp roadway sections for leaving the rotary carriageway and/or a rotary roadway section returning into itself, and on-ramp roadway sections for joining the rotary roadway section and off-ramp roadway section for leaving the rotary roadway section.

Due to the rapid increase of the number of vehicles on highways, traffic congestion occurring on public roads represents an increasingly serious problem, generally at the junctions of roads carrying heavy traffic. Vehicles standing in congestion represent an increased load on the environment because of the emitted exhaust products and other pollutants, and also the stress on drivers, the haste after getting out of a traffic jam and exceeding the speed limit increases the risk of accidents. Several solutions have been tested to prevent such difficulties.

In Drechten, the Netherlands, structures realising roundabout traffic have been set up again at highway intersections recently - in accordance with former practice used in the past, reviving such practice -, on the basis of certain theoretical considerations traffic specialists found that such traffic regulating structures are suitable for relieving congestion, and due to the generally common lack of traffic lights and traffic signs in roundabouts, roundabouts may even have a favourable effect on the alertness of drivers, which may result in a reduction of the number of accidents.

However, the disadvantage of rotary structures of different trace-lines realised in big cities is that due to the position and number of traffic lanes, generally at the intersection of three or more roads, so in the case of five or more joining and leaving roads, even roundabouts are unable to ease traffic congestion, as vehicles entering the roundabout find it difficult to get into the right lane because of the sideways manoeuvring of the vehicles travelling in the roundabout and leaving the roundabout. Another way of preventing traffic blocks in junctions carrying heavy traffic is represented by bridge and tunnel systems constructed to avoid level crossings. However, the disadvantage of these systems is that avoiding a level crossing at the junction of three of more roads involves unreasonably high investment costs because of the earthwork needed for the construction of bridges and tunnels.

A further disadvantage of this solution is its increased live labour demand, and the structural engineering work requires the blocking of a large area for a long term, which makes the actual traffic of the given region permanently critical.

It is also unfavourable that at the junction of three or more roads carrying heavy traffic fewer number of bridges and/or tunnels are construction, which, in the case of wrong traffic data estimation and a wrong forecast involves the possibility that directions carrying the heaviest traffic do not go through the bridges and tunnels, as a result of which traffic congestion cannot be prevented to the desired extent.

Our aim with the solution according to the invention is to eliminate the deficiencies of known traffic distribution structures, such as roundabout junctions and bridge and tunnel systems used in highway intersections, and to create a version, which is able to let through traffic quickly in a given traffic junction in such a way that it reduces the risk of accidents at the same time, reduces the stress borne by vehicle drivers, has a favourable influence on the extent of environmental pollution, and the costs of its construction are also more favourable as compared to other equivalent traffic distribution structures from the aspect of traffic control.

The construction according to the invention is based on the recognition that if the roadway section forming the roundabout is designed with a trace-line other than usual, and this section is connected to the on-ramp roads and off-ramp roads in a novel way, then a traffic distribution structure can be created in which vehicles disturb each other to a much smaller extent while driving through it, and for this reason they can get through the junction much quicker and with a lower risk of accidents, and so the task can be solved.

Another part of the recognition was that due to the special construction of the trace-line of the structure forming the roundabout section and the connection of the road sections joining it, the movement of the vehicles passing through the traffic distribution structure can be controlled in such a way that practically they can only manoeuvre between the lanes in one direction from the outside towards the inside, or only from the inside towards the outside, which significantly reduces the stress on drivers and facilitates and accelerates the passing through of the vehicle, which, in the end, makes it possible to solve the task.

In connection with the above recognition it was an essential conclusion that if on the carriageway of the traffic distribution structure forming the rotary section of the junction the traffic lanes are determined with the help of road markings limiting a spiral shape in such a way that the number of on-ramp and off-ramp roadway sections is taken into consideration, then due to the spiral progress drivers will find manoeuvring easier and more convenient from the point they joint the junction until they leave it, and by this the task can be solves at an even more favourable efficiency.

In accordance with the set aim, the traffic distribution structure according to the invention for facilitating the prevention of traffic congestion on roads joining highway junctions - which contains a circular rotary carriageway, on-ramp roadway sections for joining the rotary carriageway and off-ramp roadway sections for leaving the rotary carriageway - is constructed in such a way that the rotary carriageway has at least three rotary roadway sections spirally running along each other, where the joining cross-section of the individual rotary roadway sections is connected to the individual on-ramp roadway sections, while the leaving cross- section of the individual rotary roadway sections is connected to the individual off-ramp roadway sections, and in respect of the traffic direction of the traffic distribution structure the location of the leaving cross-section of a rotary roadway section comes before the location of the joining cross-section of the same rotary roadway section.

The traffic distribution structure according to the invention can be further characterised by that the rotary carriageway is constructed in one single piece, and the individual rotary roadway sections are separated from each other with road markings, and the spiral rotary roadway sections are formed in this way.

In the case of another version of the traffic distribution structure either only on-ramp roadway sections or only off-ramp roadway sections are connected to the external edge of the rotary carriageway, while either only off-ramp roadway sections or only on-ramp roadway sections are connected to the internal edge of the rotary carriageway.

In the case of an even further different realisation of the invention connecting sections are inserted between the individual rotary roadway sections and the on-ramp roadway sections and/or off-ramp roadway sections.

Also in accordance with the set aim, a further traffic distribution structure according to the invention for facilitating the prevention of traffic congestion on roads joining highway junctions - which contains a rotary roadway section returning into itself, as well as on-ramp roadway sections for joining the rotary roadway section and off-ramp roadway sections for leaving the rotary roadway section - is constructed in such a way that it has at least three rotary roadway sections running along each other, where either the inner rotary roadway section or the outer rotary roadway section is only connected to on-ramp roadway sections, while the other one is connected to off-ramp roadway sections and, in a given case, to one or more on-ramp roadway sections, and the on-ramp roadway sections and/or off-ramp roadway sections joining the inner rotary roadway section are connected to the roads of the junction with connecting sections free from level crossings, and at least one central rotary roadway section enabling continuous free traffic is inserted between the outer rotary roadway section and the inner rotary roadway section.

This further invention may be further characterised by that in the case of off-ramp roadway sections connected to the inner rotary roadway section only on-ramp roadway sections are connected to the outer rotary roadway section.

In the case of another version of the traffic distribution structure, in the case of off-ramp roadway sections connected to the outer rotary roadway section only on-ramp roadway sections are connected to the inner rotary roadway section.

From the aspect of the traffic distribution structure it may be favourable, if there are at least five on-ramp roadway sections and at least two off-ramp roadway sections. In the case of a further different version of this invention at least some of the on-ramp roadway sections have an accelerating zone approaching the rotary roadway section joining them at an acute angle.

From the aspect of the inventions it may be favourable, if at least some of the connecting sections contain a road bridge and/or a road tunnel.

The most important advantage of the traffic distribution structure according to the invention is that due to the rotary carriageway constructed in the junction containing rotary roadway sections of a different arrangement than the ones already known, due to the roadway sections joining it in a special way, and due to the on-ramp and off-ramp roadway sections -- and the movement of vehicles resulting from it - vehicles can pass through it in a faster and safer way, as a result of which the probability of the occurrence of traffic congestion and accidents while driving through the junction is significantly reduced.

A further advantage deriving from this is that by avoiding congestion the degree of environmental pollution at the given junction is reduced, and due to the simpler and more comprehensible traffic situation the stress borne by drivers is also reduced. The latter effect has a favourable effect on drivers' behaviour, which may facilitate accident-free traffic.

Another advantage is that the construction costs of the traffic distribution structure according to the invention are lower than those of other solutions that are equivalent from the aspect of traffic control and have similar traffic permeability. Furthermore, due to the novel trace-line of the roadway the time and live labour needed for constructing the facility is also significantly reduced, which has a favourable effect on the traffic control of the given area, as the quick construction of a busy junction involves traffic restrictions lasting for a shorter period.

It is also favourable that due to the construction of the special traffic distribution structure, traffic lights become unnecessary, which has a favourable effect on the construction costs as well as on operation and maintenance expenses, and doing away with traffic lights means that the risk of failures is also reduced, which may facilitate the more reliable operation of the traffic distribution structure. It is important to emphasise that while junctions with traffic lights are unable to follow the changes and dynamics of the traffic, the traffic distribution structure according to the invention is self-regulating from this aspect.

It is also favourable that because of the reduced risk of accidents due to the comprehensible traffic situation deriving from the construction of the traffic distribution structure, the traffic permeability of the junction is permanently large - due to the higher probability of accident- free traffic -, and even in the case of accidents free transit can be solved, which is very difficult or impossible in the case of the ordinary construction of crossings.

Another advantage is that apart from crossings the traffic distribution structure according to the invention can also be used in parts of road systems surrounding blocks of buildings, in a way that the junctions around the building block are connected into one single roundabout system with the help of connecting sections. In this way the traffic of certain parts of towns can be organised in a more sensible way, as a result of which lower environmental pollution, cleaner air can be realised on large areas and the feeling of comfort and health of the inhabitants can be improved.

Below the traffic distribution structure according to the invention is described in detail in connection with construction examples, on the basis of drawings. In the drawings

Figure 1 is the top view of a version of the traffic distribution structure, partly in section, Figure 2 is the top view of another construction of the traffic distribution structure, partly in section, Figure 3 is the top view of a further version of the traffic distribution structure according to the invention.

Before describing the constructions shown in figures 1 and 2 it is pointed out in general that the external rotary roadway section Kl, the internal rotary roadway section K2, the central rotary roadway section K3, and on-ramp roadway section bl and on-ramp roadway section b2, and off-ramp roadway section kl and off-ramp roadway section k2 appear on the whole roadway obviously as parts of the traffic roadway from the aspect of traffic control, and in actual fact they are identified with roadway sections separated from each other by road markings. Therefore this aspect must be taken into consideration in the course of interpreting the solution. Figure 1 shows a traffic distribution structure 2, in which the vehicles 1, during their deliberate travelling, are moving in the rotary roadway sections only from the outside towards the inside from the on-ramp roadway sections bl, b2 of the traffic distribution structure 2 towards the off-ramp roadway sections kl, k2. In this way, looking at the top view of the traffic distribution structure 2, the movement of the vehicles 1 resembles a vortex sucking in particles joining the external edge by pulling them towards the centre.

It can be seen that the central part of the traffic distribution structure 2 is formed by the rotary section, which has a circular shape in this case. The rotary section is formed by the outer rotary roadway section Kl, the inner rotary roadway section K2 and the central rotary roadway section K3 between the two.

The outer rotary roadway section Kl receives the accelerating zone bl 1 connecting the on- ramp roadway section bl of the roadway Ul, the accelerating zone b22 connecting the on- ramp roadway section b2 of the roadway U2, as well as roadway U3, and obviously outer rotary roadway section Kl receives all other roads used for driving into the traffic distribution structure 2.

As compared to this, in this case only off-ramp roadway section kl and off-ramp roadway section k2 suitable for leaving the traffic distribution structure 2 are connected into the inner rotary roadway section K2. It is obvious that all other roads going away from the traffic distribution structure 2 are connected to this inner rotary roadway section K2. Off-ramp roadway section kl joins roadway U4 through connecting section Sl, while off-ramp roadway section k2 is connected to roadway U5 with the help of connection section S2. In the present case connection section Sl and connecting section S2 are both road tunnels KA, with the help of which the traffic leaving the traffic distribution structure 2 can avoid crossing the outer rotary roadway section Kl, the inner rotary roadway section K2 and also the central rotary roadway section K3.

It is important to emphasise that the role of the central rotary roadway section K3 - in a given case several central rotary roadway sections K3 depending on the demands of traffic control - is very significant, as this road section makes it possible to travel around the whole roundabout freely, so this central rotary roadway section K3 "sucks in" all vehicles 1 arriving at the outer rotary roadway section Kl on on-ramp roadway section bl or on-ramp roadway section b2, and the same central rotary roadway section K3 "lets out" all vehicles 1 that intend to leave the inner rotary roadway section K2 at a given point, that is through off-ramp roadway section kl or off-ramp roadway section k2. Consequently it can be seen clearly that while the outer rotary roadway section Kl is used only for the purpose of joining in, the inner rotary roadway section K2 is used only for the purpose of leaving, and the central rotary roadway section K3 fills the function of the travelling and distributing lane at the same time, and in this way it is the buffer of the traffic distribution structure 2.

During the use of the traffic distribution structure 2 shown in figure 1, the vehicle 1 approaching the traffic distribution structure 2 arrives for example from the direction of roadway U2 onto the off-ramp roadway section b2, from where it gets into the accelerating zone b22 and adjusts its speed to the speed of the other vehicles 1 travelling in the outer rotary roadway section Kl and moves to the left to change into the outer rotary roadway section Kl. From here, as it is allowed by the traffic, it moves left again to change into the central rotary roadway section K3, where it can "travel" until it reaches the off-ramp roadway section kl through which it intends to leave the traffic distribution structure 2.

If the driver of the vehicle 1 travelling in the central rotary roadway section K3 fails to spot the desired exit in time or is unable to change into the inner rotary roadway section K2 in time because of the given traffic situation, then the vehicle 1 can remain in the central rotary roadway section K3 and travel along a complete circle freely, and the driver can get ready in time for moving to the left and changing into inner rotary roadway section K2, from where the driver can easily drive onto off-ramp roadway section kl. From outer rotary roadway section Kl through connecting section Sl constructed as a road tunnel KA — without crossing the outer rotary roadway section Kl, the central rotary roadway section K3 or the inner rotary roadway section K2 - the vehicle 1 reaches roadway U4, and after leaving the traffic distribution structure 2 it can carry on travelling in the desired direction.

It can be seen that while travelling through the traffic distribution structure 2 according to the invention the driver of the vehicle 1 does not meet any crossing traffic, and - due to the accelerating zone b22 - the driver does not need to reduce speed suddenly or brake hard, which may involve the risk of accidents or result in traffic congestion. Due to the vehicles 1 continuously accepted by the central rotary roadway section K3 from the outer rotary roadway section Kl and passed on to the inner rotary roadway section K2, in the traffic distribution structure 2 the travelling of vehicles 1 can be said to be practically even, so their transit speed is higher than in a roundabout interrupted by traditional level crossings.

Figure 2 shows a traffic distribution structure 2 with a rotary section having an irregular trace-line. Here again there is the external rotary roadway section Kl, the internal rotary roadway section K2, the central rotary roadway section K3. However, the difference is that here, with the help of the on-ramp roadway section bl and accelerating zone bl 1, the roadway Ul is connected to the internal rotary roadway section K2. In the interest of this connection section Sl, which is road bridge KF in the present case, forms a part of the on-ramp roadway section bl.

The situation is similar in the case of roadway U2, where accelerating zone b22 situated at the end of on-ramp roadway section b2 also joins internal rotary roadway section K2. Here again connecting section S2 forming a part of the on-ramp roadway section b2 is a road bridge KF. Here off-ramp roadway section kl and off-ramp roadway section k2 start from the external rotary roadway section Kl, and they connect the traffic distribution structure 2 with roadway U4 and roadway U5 going away from it.

Due to the construction of the traffic distribution structure 2 it is obvious that here the vehicles 1 enter the traffic distribution structure 2 through the internal rotary roadway section K2 and leave it through the external rotary roadway section Kl. At the same time in this case too the role of the central rotary roadway section K3 is the same as the role described in connection with figure 1. The difference in use lies in that the vehicles 1 change lanes to the right during travelling, and from the aspect of traffic modelling this traffic distribution structure 2 can be compared to an automatic sprinkler head, which is able to distribute the medium flowing inside the central pipe in the form of drops of liquid progressing towards the outer rim.

It is pointed out here that during the construction of the traffic distribution structure 2 it is also possible that while the connection section S 1 is a road tunnel KA, connection section S2 is a road bridge KF. Obviously, depending on the number of roads connected to the traffic distribution structure 2, an optional number of on-ramp lanes, accelerating zones, off-ramp lanes and connecting sections can be used. It does not affect the scope of protection.

Before describing the construction shown in figure 3, it is pointed out in general that - for the sake of safety - only three rotary roadway sections are identified with reference signs therein, but it is also possible to include more similar structural units to form parts of the solution. However, in actual fact the number of rotary roadway sections and other structural units joining them does not affect the main point of the solution according to the invention, so their number does not limit the scope of the protection. Although rotary roadway section Kl ', K2', K3' have independent names, they all form a part of rotary carriageway KH as an integral unit. Furthermore, from the aspect of traffic control on-ramp roadway section bl, on-ramp roadway section b2 and on-ramp roadway section b3, as well as off-ramp roadway section kl, off-ramp roadway section k2 and off-ramp roadway section k3 obviously appear on the whole roadway as parts of the traffic roadway, and they identify roadway sections separated from each other with road markings UB.

Figure 1 shows a traffic distribution structure 2 in which the vehicles 1, following the traffic direction 2a, travelling anticlockwise in this case, move from the on-ramp roadway sections bl, b2, b3 of the traffic distribution structure 2 in the direction of the off-ramp roadway sections kl, k2, k3, practically only from the outside towards the inside on the rotary carriageway KH.

In the case of the present version, the rotary carriageway KH is basically one single circular structural unit returning into itself containing several - in the present case five - rotary roadway sections. From these sections only rotary roadway section Kl', rotary roadway section K2' and rotary roadway section K3' are identified with reference numbers. On-ramp roadway section bl, on-ramp roadway section b2 and on-ramp roadway section b3 are connected to the rotary carriageway KH along its external edge KHK, while off-ramp roadway section kl, off-ramp roadway section k2 and off-ramp roadway section k3 start from the internal edge KHB of the rotary carriageway.

Rotary roadway section Kl ' starts from the part of the rotary carriageway situated at the joining point of the roadway Ul. The roadway Ul is connected to the joining cross-section BKl of the rotary roadway section Kl' by the on-ramp roadway section bl, which cross- section is situated at the external edge KHK of the rotary carriageway KH. Rotary roadway section Kl ' is arranged on the rotary carriageway in such a way that its trace-line is determined by spirally painted road markings UB all the way to the leaving cross-section KKl, which is situated next to the internal edge KHB of the rotary carriageway KH. However, in respect of the direction of the traffic 2a, this leaving cross-section KKl comes one roadway junction before the joining point of the roadway Ul and also before the place of the joining cross-section BKl .

Roadway U2 is connected to rotary roadway section K2' by on-ramp roadway section b2, via the joining cross-section BK2. Rotary roadway section K2' is situated on the rotary carriageway KH in such a way that it touches rotary roadway section Kl' on the right and is right at the external edge KHK of the rotary carriageway KH. Obviously rotary roadway section K2' also coils around the rotary carriageway KH like a spiral, and it ends at the leaving cross-section KK2. However, the leaving cross-section KK2 is situated at the point where the roadway Ul joins the rotary carriageway KH, and it continues in the off-ramp roadway section kl going away from the internal edge KHB of the rotary carriageway KH. Then the off-ramp roadway section kl runs into the roadway Ul without any level crossings on the rotary carriageway KH.

Roadway U3 is connected to the joining cross-section BK3 of the rotary roadway section K3' through the on-ramp roadway section b3. The joining cross-section BK3 is also situated at the external edge KHK of the rotary carriageway KH. Rotary roadway section K3' runs to the right of rotary roadway section K2' in a spiral line all the way until it gets to the leaving cross-section KK3, which is situated near the point where the roadway U2 and the rotary carriageway KH join each other. Here the off-ramp roadway section k2 joins the leaving cross-section KK3 and reaches the roadway U2 through the connection section S 1. In this case the connection section Sl is a road bridge KF, which runs above the rotary carriageway KH, above rotary roadway section Kl', rotary roadway section K2' and - in the case of this construction - rotary roadway section K3'.

Figure 1 also shows that off-ramp roadway section k3 leaves the internal edge KHB of the rotary carriageway KH at the point where the roadway U3 joins the rotary carriageway KH, and then it runs into the roadway U3 through a connecting section S2 constructed as a road tunnel KA.

On the section of the rotary carriageway KH after it joins the roadway U3 it can be seen that the rotary roadway section Kl ' - due to its spiral trace-line - is the third lane after the external edge KHK of the rotary carriageway KH. Rotary roadway section K2' is the second lane after the external edge KHK, and in this case rotary roadway section K3' is the lane running next to the external edge KHK. Individual rotary roadway section Kl ', rotary roadway section K2' and rotary roadway section K3' are separated from each other with road markings UB. Obviously it is favourable, if these road markings are painted, as in this way vehicles can cross the road markings UB and move from one lane, for example from rotary roadway section K2' into another one, for example to rotary roadway section Kl '.

It is pointed out here that if a vehicle 1 enters rotary roadway section K2' of the rotary carriageway KH from the roadway U2 through the on-ramp roadway section b2 at the joining cross-section BK2, and does not move out of it during travelling either to the right or to the left, then after travelling nearly completely around once, that is after travelling along a spiral line on the rotary carriageway, it gets to the leaving cross-section KK2, and through the off- ramp roadway section kl it can get to the roadway Ul. Obviously in the case of leaving through a nearer section, for example through off-ramp roadway section k3, the driver of the vehicle 1 needs to cross several road markings UB within a shorter period and a shorter distance to reach off-ramp roadway section k3, which is nearer than off-ramp roadway section kl .

When using the traffic distribution structure 2 as in figure 1, the vehicle 1 travelling on the roadway U2 and approaching the rotary carriageway KH reaches the joining cross-section BK2 of rotary roadway section K2' on on-ramp roadway section b2, and it runs onto the rotary carriageway KH at the external edge KHK of the rotary carriageway KH. Here the driver of the vehicle 1 can decide through which off-ramp roadway section he/she intends to leave the traffic distribution structure 2, and in accordance with this decision he/she moves from rotary road section K2' to the left into rotary road section Kl', or in a given case even further away, in the direction of the internal edge KHB of the rotary carriageway KH. If the vehicle 1 intends to leave the rotary carriageway KH soon already at roadway U3, then it changes into the rotary roadway section that is the furthest away and leaves through off-ramp roadway section k3 to join the roadway U3. If the driver is less experienced and there is heavy traffic, it is possible that the driver of the vehicle 1 needs to travel around completely before he/she can manoeuvre into the rotary roadway section of the rotary carriageway KH that automatically leads away from the rotary carriageway KH onto the off-ramp roadway section k3 running onto the roadway U3. However, if the vehicle joining the rotary carriageway KH through the on-ramp roadway section b2 does not change into another lane, then its own rotary roadway section K2' takes the vehicle along a spiral line to the off-ramp roadway section kl starting from the leaving cross-section KK2 of roadway Ul.

Obviously the vehicle 1 can come off the rotary carriageway KH at any roadway and leave the traffic distribution structure 2. In each case it makes it significantly easier for drivers that - if they are aware of where they are going - they only need to move to the left.

It is pointed out here that the direction of traffic 2a in the traffic distribution structure 2 may be different too. It is possible that along the external edge KHK of the rotary carriageway KH of the traffic distribution structure 2 there are only off-ramp roadway sections, while along the internal edge KHB there are only on-ramp carriageways. However, it is essential to point out that the traffic distribution structure 2 has its favourable effects, if there is only one type of connection on the external edge KHK and on the internal edge KHB. For example if along the external edge KHK there are only on-ramp roadway sections or only off-ramp roadway sections, while along the internal edge KHB - depending on the elements situated along the external edge KHK - there are only off-ramp roadway sections or only on-ramp roadway sections.

The traffic distribution structure according to the invention can be used favourably for establishing congestion-free junctions in the intersection of more than two roads carrying heavy traffic, and also in the case of block traffic control, in the interest of traffic rationalisation, reducing the load of the environment and reducing stress on drivers. List of references

1 vehicle

2 traffic distribution structure 2a traffic direction

bl on-ramp roadway section bl 1 accelerating zone b2 on-ramp roadway section b22 accelerating zone b3 on-ramp roadway section

kl off-ramp roadway section k2 off-ramp roadway section k3 off-ramp roadway section

Kl outer rotary roadway section K2 inner rotary roadway section K3 central rotary roadway section

Kl' rotary roadway section BKl joining cross-section KKl leaving cross-section

K2' rotary roadway section BK2 joining cross-section KK2 leaving cross-section K3' rotary roadway section BK3 joining cross-section KK3 leaving cross-section

KA road tunnel

KF road bridge

KH rotary carriageway KHK external edge KHB internal edge

51 connecting section

52 connecting section

UB road markings

Ul roadway U2 roadway U3 roadway U4 roadway U5 roadway

Claims

1. Traffic distribution structure for facilitating the prevention of traffic congestion on roads joining highway junctions, which contains a circular rotary carriageway, on-ramp roadway sections for joining the rotary carriageway and off-ramp roadway sections for leaving the rotary carriageway, characterised by that the rotary carriageway (KH) has at least three rotary roadway sections (Kl', K2', K3') spirally running along each other, where the joining cross- section (BKl, BK2, BK3) of the individual rotary roadway sections (Kl ', KT, K3') is connected to the individual on-ramp roadway sections (bl, b2, b3), while the leaving cross- section (KKl, KK2, KK3) of the individual rotary roadway sections (Kl ', K2\ K3') is connected to the individual off-ramp roadway sections (kl, k2, k3), and in respect of the traffic direction (2a) of the traffic distribution structure (2) the location of the leaving cross- section (KKl) of a rotary roadway section (Kl') comes before the location of the joining cross-section (BKl) of the same rotary roadway section (Kl '). (21.01.2008.)

2. Traffic distribution structure as in claim 1, characterised by that the rotary carriageway (KH) is constructed in one single piece, and the individual rotary roadway sections (Kl ', K2', K3') are separated from each other with road markings (UB), and the spiral rotary roadway sections (Kl ', K2\ K3') are formed in this way. (21.01.2008.)

3. Traffic distribution structure as in claim 1 or 2, characterised by that either only on- ramp roadway sections (bl, b2, b3) or only off-ramp roadway sections (kl, k2, k3) are connected to the external edge (KHK) of the rotary carriageway (KH), while either only off- ramp roadway sections (kl, k2, k3) or only on-ramp roadway sections (bl, b2, b3) are connected to the internal edge (KHB) of the rotary carriageway (KH). (21.01.2008.)

4. Traffic distribution structure as in any of claims 1-3, characterised by that connecting sections (Sl, S2) are inserted between the individual rotary roadway sections (Kl ', K2', K3') and/or the on-ramp roadway sections (bl, b2, b3) and/or off-ramp roadway sections (kl, k2, k3). (21.01.2008.)

5. Traffic distribution structure for facilitating the prevention of traffic congestion on roads joining highway junctions, which contains a rotary roadway section returning into itself, as well as on-ramp roadway sections for joining the rotary roadway section and off-ramp roadway sections for leaving the rotary roadway section, characterised by that it has at least three rotary roadway sections (Kl, K2, K3) running along each other, where either the inner rotary roadway section (K2) or the outer rotary roadway section (Kl) is only connected to on- ramp roadway sections (bl, b2), while the other one is connected to off-ramp roadway sections (kl, k2) and, in a given case, to one or more on-ramp roadway sections (bl, b2), and the on-ramp roadway sections (bl, b2) and/or off-ramp roadway sections (kl, k2) joining the inner rotary roadway section (K2) are connected to the roadways (Ul, U2, U3, U4, U5) of the junction with connecting sections (Sl, S2) free from level crossings on the rotary roadway sections (Kl, K2), and at least one central rotary roadway section (K3) enabling continuous free traffic is inserted between the outer rotary roadway section (Kl) and the inner rotary roadway section (K2). (22.02.2007)

6. Traffic distribution structure as in claim 5, characterised by that in the case of off-ramp roadway sections (kl, k2) connected to the inner rotary roadway section (K2) only on-ramp roadway sections (bl, b2) are connected to the outer rotary roadway section (Kl). (22.02.2007)

7. Traffic distribution structure as in claim 5, characterised by that in the case of off-ramp roadway sections (kl, k2) connected to the outer rotary roadway section (Kl) only on-ramp roadway sections (bl, b2) are connected to the inner rotary roadway section (K2). (22.02.2007)

8. Traffic distribution structure as in any of claims 5-7, characterised by that there are at least five on-ramp roadway sections (bl, b2 ...) and at least two off-ramp roadway sections. (22.02.2007)

9. Traffic distribution structure as in any of claims 5-8, characterised by that there are at least two off-ramp roadway sections (kl, k2 ...). (22.02.2007)

10. Traffic distribution structure as in any of claims 5-9, characterised by that at least some of the on-ramp roadway sections (bl, b2 ...) have an accelerating zone (bl 1, b22, ...) approaching the rotary roadway section (Kl, K2) joining them at an acute angle. (22.02.2007)

11. Traffic distribution structure as in any of claims 1-10, characterised by that at least some of the connecting sections (Sl, S2) contain a road bridge (KF) and/or a road tunnel (KA). (22.02.2007)