CN110016844B - Narrow road design concept-based reduced lane and setting method thereof - Google Patents
Narrow road design concept-based reduced lane and setting method thereof Download PDFInfo
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
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- E01C1/00—Design or layout of roads, e.g. for noise abatement, for gas absorption
- E01C1/002—Design or lay-out of roads, e.g. street systems, cross-sections ; Design for noise abatement, e.g. sunken road
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- E—FIXED CONSTRUCTIONS
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- 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
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Abstract
The invention provides a reduced lane based on a narrow road design concept, which comprises three lanes, namely a central bidirectional left-turn lane, opposite straight lanes arranged on two sides of the central bidirectional left-turn lane and a same-direction straight lane; the clearance area is arranged on the central bidirectional left-turn lane, and the clearance area is a section of road which is arranged on the central bidirectional left-turn lane and does not allow any vehicle to enter and is used for preventing the left-turn or turning vehicle in one direction from colliding with the left-turn or turning vehicle entering the central bidirectional left-turn lane when the left-turn or turning vehicle enters the central bidirectional left-turn lane from a straight lane. The invention changes the existing integral four-lane road into three lanes with bidirectional left turning in the center, improves the traffic capacity of non-motor vehicles and pedestrians on the premise of not reducing the traffic capacity of motor vehicles and not increasing delay, not only saves road resources, but also greatly increases the overall use efficiency of the road space.
Description
Technical Field
The invention relates to a reduced lane based on a narrow road design concept and a setting method thereof, belonging to the field of urban road modification design.
Background
The current lane types in China are all in the form of traditional road sections, bidirectional four lanes, bidirectional six lanes and the like, because the gravity center of road engineering is put on the expansion rather than the reduction of road systems and capacity in the 50 th to 60 th of the 20 th century. Whenever and wherever traffic volume on a certain section of a two-way two-lane road grows too fast, it is common practice in road design to add roads to a two-way four-lane road in order to adapt the road traffic capacity to it. No engineering precedent has prioritized the design of a three lane road as an alternative at that time.
Therefore, the two-way four-lane road has become the national standard from the beginning. Some roads construct cross sections of two-way four-lane to adapt to higher traffic volume, but more roads do not have so much traffic volume that constructing two-way four-lane wastes road resources.
Moreover, taking a bidirectional four-lane as an example, a conventional secondary road or branch of the bidirectional four-lane usually adopts an organic-non-mixed traffic organization mode, and various types of accidents occurring on the road are increasing, including: rear-end and side-impact accidents caused by vehicles with different speeds; side collision accidents caused by frequent and sudden lane changes of the vehicle between two lanes; rear-end collision accidents caused by left-turn vehicles stopping on the inner traffic lane; a left-turn vehicle driver driving on a straight left lane cannot correctly judge whether a front vehicle turns left or not and can not correctly judge left-turn collision caused by psychological pressure generated in a safety workshop between the front vehicle and the front vehicle; non-motor vehicle accidents due to lack of efficient space to create comfortable riding for non-motor vehicles; pedestrian accidents caused by the lack of protective arrangements on roads to protect pedestrians from crossing streets safely.
With the increase of traffic capacity and turning vehicles of urban roads and intersections, more and more traditional bidirectional four-lane roads have various traffic accidents. In addition, with the increase of dynamic traffic, community residents desire more habitable space, more sidewalk and non-motorway facilities, and more traffic options to meet travel. One solution is a lane reduction design based on the concept of narrow roads.
Disclosure of Invention
The invention aims to provide a road reconstruction method which can reduce the number of lanes on a road to save road space for non-motor vehicles and pedestrians to go out on the premise of not reducing the traffic capacity of motor vehicles, thereby increasing the overall traffic efficiency of the road.
The technical scheme of the invention is as follows: a reduced lane based on a narrow road design concept comprises three lanes, including a central bidirectional left-turn lane, opposite straight lanes and same-direction straight lanes, wherein the opposite straight lanes and the same-direction straight lanes are arranged on two sides of the central bidirectional left-turn lane; the clearance area is arranged on the central bidirectional left-turn lane, and the clearance area is a section of road which is arranged on the central bidirectional left-turn lane and does not allow any vehicle to enter and is used for preventing the left-turn or turning vehicle in one direction from colliding with the left-turn or turning vehicle entering the central bidirectional left-turn lane when the left-turn or turning vehicle enters the central bidirectional left-turn lane from a straight lane.
The central bidirectional left-turn lane is a lane which is arranged in the middle of a road and is specially used for left-turn or turning vehicles, is a central dividing strip, is a special lane defined by virtual and real double yellow lines in the center of the road surface, and is painted with bidirectional left-turn guide arrows to specially provide for left-turn and turning of traffic flow.
Preferably, the gradual change section is a section of road which is arranged to enable the vehicle to safely and smoothly deviate to a central left-turn lane in a straight lane and enable the vehicle to smoothly deviate at the original running speed, and the gradual change section is arranged between a central bidirectional left-turn lane clearance area and a widening section.
Preferably, the widening section is a section of road provided for storing left-turn queued vehicles in order to avoid overflow onto a straight lane when left-turn vehicles are queued at an intersection, and is positioned between a vehicle stop line and a transition section.
Preferably, the clearance zone is a section of road which is arranged on the central bidirectional left-turn lane and does not allow any vehicle to enter and is used for preventing the left-turn or turn-around vehicle in one direction from colliding with the left-turn or turn-around vehicle entering the central bidirectional left-turn lane when the left-turn or turn-around vehicle enters the central bidirectional left-turn lane from a straight lane, and the length L of the clearance zone isMedicine for treating rheumatismThe calculation method is as follows
In the above formula, LMedicine for treating rheumatism-length of central left-turn lane clearance zone (m);
Lgradually-increasing type electric appliance-the length (m) of the transition;
v-design vehicle speed (km/h);
w-width of variation (m).
Preferably, the shortest practical road section length L of the road reduced design specified in the design is not less than the designed road section length L in order not to reduce the motor vehicle capacity of the road and avoid increasing the driving delay time in the road modification designIs provided withThe shortest path length of the road reduction design is determined as follows:
L≥Lis provided with
In the above formula, LIs provided with-road reduction of the shortest path length in the design;
Lp-central bidirectional left turn lane vehicle queue length;
Lhuman being-street crossing crosswalk width;
Lp＝Lp1+Lp2
in the above formula, Lp1-vehicle queue length in one direction of the central bidirectional left turn lane;
Lp2-vehicle queue length in the other direction of the central bidirectional left turn lane;
in the above formula, N1、N2There is a signalized intersection to average the number of left-turn vehicles in a signalized period during a peak hour (in urban roads, the hour when traffic is at a peak is called the peak hour);
M1、M2-no signal control intersections average number of left-turning vehicles within 1min of peak hour;
s-average headway interval.
Preferably, a non-motor vehicle lane is provided on the outer side of the straight lane, a roadside parking belt is provided on the outer side of the non-motor vehicle lane, and a sidewalk is provided on the outer side of the roadside parking belt.
The invention also provides a method for setting the reduced lane based on the narrow road design concept, which comprises the following steps:
1) surveying the traffic volume of a road, before designing a narrow road lane reduction, determining that the traffic volume of the road meets requirements including daily average traffic volume, peak hour traffic volume and left-turn traffic volume of the road, and designing the lane reduction by meeting the following three conditions:
A. the average daily traffic volume of the road is 20000 vehicles or less;
B. in the peak hour of the road, the unidirectional traffic volume per hour is 750 or less;
C. the proportion of left-turning vehicles on the road section is more than or equal to 10 percent and less than or equal to 40 percent;
2) compressing a bidirectional four lane into a curtailed lane as claimed in any one of claims 1-5.
The invention has the following beneficial effects:
1. the conflict points are reduced, under the common condition, the general method adopted when the traffic volume is increased is to widen the road and increase the number of lanes to improve the traffic capacity, but the conflict points of the road are increased, the road is not safe enough, and traffic accidents are easy to happen.
2. Another feature of lane-narrowing design roads based on the concept of narrow roads is that driving on traffic flow is smooth, orderly and relatively quiet, and the center two-way left-turn three-lane does not allow speeding vehicles to change lanes in an excessive speed, which reduces variability of road driving speed and can reduce possible conflicts.
3. The emergency vehicles are generally difficult to drive on four-lane urban roads, the emergency vehicles can pass by when all the vehicles move to the roadside, and the timely processing of the emergency is influenced.
4. The cost for transforming the existing integral four-lane road into the three lanes with the center turning left in the two directions is relatively low, because the integral four-lane road is transformed into the three lanes without damaging the cross section of the road greatly to increase the land occupation, the existing lanes are only re-planned and the lane functions are re-defined and assigned, then the traffic sign lines of the road are re-calibrated, and appropriate traffic control and restriction are assisted.
5. The traffic capacity of the non-motor vehicles and the pedestrians can be improved on the premise that the traffic capacity of the motor vehicles is not reduced and delay is not increased, so that not only are road resources saved, but also the overall use efficiency of the road space is greatly increased.
6. The lane reducing device is reconstructed on the basis of the bidirectional four lanes, and can be used for arranging a roadside parking belt and a sidewalk outside the roadside parking belt on a non-motor lane outside a straight lane, and the road utilization rate is increased under the condition that the road does not need to be widened.
Drawings
Fig. 1 is a plan view of a lane-reducing design road based on the concept of a narrow road.
Fig. 2 is a cross-sectional view of a lane-reducing design road based on the concept of a narrow road.
Fig. 3 is a comparison of urban two-way four-lane and reduced lane conflict points based on the narrow road concept.
Fig. 4 is a comparison of urban two-way four-lane and reduced lane intersection conflict points based on the concept of narrow roads.
FIG. 5 is a comparison of the sight distances of an urban two-way four-lane intersection and a reduced lane intersection based on the concept of narrow roads.
The pedestrian crossing comprises a pedestrian crossing 1, a vehicle stop line 2, a sidewalk 3, a parking belt 4, a straight lane 5, a yellow solid line 6, a central bidirectional left-turn lane 7, a yellow dotted line 8, a non-motor lane 9, a clearance area 10 and an LMedicine for treating rheumatismLength of clearance zone 11, LGradually-increasing type electric appliance Gradient length 12, w variation width 13, L shortest path length 14, LExhibition (or exhibition)The span length 15.
Detailed Description
For better understanding of the present invention, the technical solution of the present invention will be described in detail with specific examples, but the present invention is not limited thereto.
Example 1
As shown in fig. 1, which is a schematic road plane diagram of a lane reduction design scheme based on the concept of narrow roads, the invention reduces the traditional bidirectional four-lane road to three lanes, and improves the saved road resources into a non-motor lane and a sidewalk, which comprise a yellow solid line 6, a non-motor lane 9, a parking belt 4, a central bidirectional left-turn lane 7, a yellow dotted line 8, a sidewalk 3, a straight lane 5 and a clearance area 10. The steps of determining a lane reduction design scheme road based on the narrow road idea are as follows:
(1) surveying the traffic volume of a road, wherein before designing a narrow road lane reduction, the traffic volume of the road must be determined to meet requirements, including daily average traffic volume, high-hour traffic volume and left-turn traffic volume of the road, and the determination method comprises the following steps:
1) the road with daily average traffic volume of 20000 or less is obtained from practical experience in foreign countries, and the lane reduction design scheme based on the narrow road concept is suitable for the road.
2) Obtaining a lane reduction design scheme based on a narrow road concept when the road has 750 unidirectional traffic volumes per hour and below in peak hours through Vissim simulation; in peak hours, when the unidirectional traffic volume per hour is between 750 and 875 vehicles, careful consideration is needed; in peak hours, implementing four-to-three slim lanes at more than 875 unidirectional traffic per hour reduces the level of service for the vehicle, so no consideration is advised.
3) Obtaining a lane reduction design scheme based on a narrow road idea when the proportion of left-turning vehicles on a road section is more than 15% -35% through Vissim simulation; when the proportion of left-turn vehicles on the road section is less than 10% or the proportion of left-turn vehicles is more than 40%, the queuing length of straight vehicles or left-turn vehicles on the road is too long, the self condition of the road cannot be met, the driving delay is increased more, the service level of the road section is reduced, and a lane reduction design scheme based on the narrow road concept is not suitable to be carried out.
(2) Ensuring that the road section length meets the requirement of a narrow road lane reduction design scheme, wherein the shortest actual road section length L of the road reduction design specified in the design is not less than the designed road section length LIs provided withThe shortest path length of the road reduction design is determined as follows:
L≥Lis provided with
In the formula, LIs provided with-road reduction of the shortest path length in the design;
Lp-central bidirectional left turn lane vehicle queue length;
Lhuman being-street crossing crosswalk width;
Lp＝Lp1+Lp2
in the formula, Lp1-vehicle queue length in one direction of the central bidirectional left turn lane;
Lp2-vehicle queue length in the other direction of the central bidirectional left turn lane;
in the formula, N1、N2Average number of left-turning vehicles (signalized intersection) in one signal period at peak hour;
M1、M2average number of left-turning vehicles (no signalized intersection) in the peak hour 1 min;
s-average headway interval;
and when the road section length meets the requirement of the narrow road lane reduction design scheme, continuing to perform narrow road lane reduction design.
(3) As shown in fig. 1 and 2, the narrowed-down narrow road has three lanes, including a central bidirectional left-turn lane 7, opposite straight lanes and a same-direction straight lane, which are disposed at both sides of the central bidirectional left-turn lane; the central bidirectional left-turn lane 7 is a lane which is arranged in the middle of a road and is specially used for left-turn or turning vehicles, is a central dividing strip, is a special lane defined by virtual and real double yellow lines 8 and 6 in the center of the road surface, is painted with bidirectional left-turn guide arrows and is specially used for left-turn and turning of traffic flow; a clearance area 10 is arranged on the central bidirectional left-turn lane, and the clearance area refers to a section of road which is arranged on the central bidirectional left-turn lane and does not allow any vehicles to enter and is used for preventing the left-turn or turning vehicle in one direction from colliding with the left-turn or turning vehicle entering the central bidirectional left-turn lane when the left-turn or turning vehicle enters the central bidirectional left-turn lane from a straight lane.
Determining the length of the clearance zone, the length L of the clearance zoneMedicine for treating rheumatismThe calculation is as follows
In the formula, LMedicine for treating rheumatism-length of central left-turn lane clearance zone (m);
Lgradually-increasing type electric appliance——Transition sectionLength (m);
v-design vehicle speed (km/h);
w-varying width (m);
the method is characterized in that a bidirectional four-lane is compressed into a three-lane saved road space to increase a non-motor lane and a sidewalk, the non-motor lane 9 is arranged outside a straight-going lane 5, a roadside parking belt 4 is arranged outside the non-motor lane 9, and the sidewalk 3 is arranged outside the roadside parking belt 4.
The gradual change section is a section of road which is arranged to ensure that a vehicle safely and smoothly deviates to a central left-turn lane in a straight lane and smoothly deviates at the original running speed, and the gradual change section is arranged between a central bidirectional left-turn lane clearance area and a widening section.
The widening section is a section of road which is arranged for preventing left-turn vehicles from overflowing to a straight lane when the left-turn vehicles are queued at an intersection and used for storing the left-turn queued vehicles, the position of the widening section is arranged between a vehicle stop line and a gradual change section, and the length 15 of the widening section is marked as LExhibition (or exhibition)。
(4) As shown in fig. 3 and 4, compared with the conventional bidirectional four-lane road section, the road section provided with the central bidirectional left-turn lane has the advantages that the number of conflict points is reduced from 6 to 2, and the number of conflict points at the intersection is reduced from 8 to 4.
(5) As shown in fig. 5, in the conventional bidirectional four-lane road, a driver needs to observe traffic conditions of two opposite lanes at the intersection, the traffic conditions of the outer lanes may not be observed due to the obstruction of vehicles of the inner opposite lanes, and in the conventional bidirectional four-lane road, the driver only needs to observe the traffic conditions of one opposite lane at the intersection to increase the field of vision of the driver.
The foregoing shows and describes the basic design of the present invention, its principal features of design, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the foregoing two-way four-lane to three-lane embodiment, and that the foregoing embodiments and description are provided merely for the purpose of illustrating the principles of the present invention and that various changes and modifications, such as a two-way six-lane to five-lane, etc., may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (4)
1. A narrow road design concept-based reduced lane is characterized in that: the system comprises three lanes, namely a central bidirectional left-turn lane, opposite straight lanes arranged on two sides of the central bidirectional left-turn lane and a same-direction straight lane; the clearance area is arranged on the central bidirectional left-turn lane, and the clearance area is a section of road which is arranged on the central bidirectional left-turn lane and does not allow any vehicle to enter and is used for preventing the left-turn or turning vehicle in one direction from colliding with the left-turn or turning vehicle entering the central bidirectional left-turn lane when the left-turn or turning vehicle enters the central bidirectional left-turn lane from a straight lane;
the gradual change section and the widening section are sequentially arranged on a central bidirectional left-turn lane between the clearance area and the vehicle stop line; the gradual change section is a section of road which is arranged to ensure that a vehicle safely and smoothly deviates to a central left-turn lane in a straight lane and smoothly deviates at the original running speed, and the position of the gradual change section is arranged between a central bidirectional left-turn lane clearance zone and a widening section;
the widening section is a section of road which is arranged for preventing left-turn vehicles from overflowing to a straight lane when the left-turn vehicles queue at the intersection, and the position of the widening section is arranged between a vehicle stop line and a gradual change section;
the shortest route length L in which the reduced lane is allowed to be adopted must not be less than the designed route length
：
In the above formula, the first and second carbon atoms are,
-the length (m) of the transition;
v-design vehicle speed (km/h);
w-varying width (m);
in the above formula, the first and second carbon atoms are,
-vehicle queue length in one direction of the central bidirectional left turn lane;
in the above formula, N1、N2-there is a signal to control the intersection to average the number of left turn vehicles in a signal period at peak hours;
M1、M2-no signal control intersections average number of left-turning vehicles within 1min of peak hour;
s-average headway interval.
2. The curtailed roadway based on the narrow road design concept according to claim 1, wherein: length of the clearance zone
The calculation method is as follows:
in the above formula, the first and second carbon atoms are,
-length of central left-turn lane clearance zone (m).
3. The curtailed roadway based on the narrow road design concept according to claim 1, wherein: a non-motor vehicle lane is arranged on the outer side of the straight lane, a roadside parking belt is arranged on the outer side of the non-motor vehicle lane, and a sidewalk is arranged on the outer side of the roadside parking belt.
4. A method for setting a reduced lane based on a narrow road design concept comprises the following steps:
1) surveying the traffic volume of a road, before designing a narrow road lane reduction, determining that the traffic volume of the road meets requirements including daily average traffic volume, peak hour traffic volume and left-turn traffic volume of the road, and designing the lane reduction by meeting the following three conditions:
A. the average daily traffic volume of the road is 20000 vehicles or less;
B. in the peak hour of the road, the unidirectional traffic volume per hour is 750 or less;
C. the proportion of left-turning vehicles on the road section is more than or equal to 10 percent and less than or equal to 40 percent;
2) compressing a bidirectional four lane into a curtailed lane as claimed in any one of claims 1-3.
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| CN110725173B (en) * | 2019-09-25 | 2021-09-24 | 深圳市综合交通设计研究院有限公司 | Variable non-motor vehicle lane system at road intersection and application method thereof |
| CN112144335B (en) * | 2020-10-14 | 2021-07-02 | 台州万洲机械股份有限公司 | Bidirectional three-lane traffic device capable of adjusting lane direction |
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| CN104372726A (en) * | 2014-07-15 | 2015-02-25 | 吴小平 | Plane intersection designing scheme of main road change lane |
| CN104294721A (en) * | 2014-07-15 | 2015-01-21 | 吴小平 | Scheme for designing plane T-shaped intersection through main road lane changing |
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