Urban parkway system

Abstract

The application discloses a kind of urban garden road systems, belong to urban planning technical field;Including: central agglomeration green land, and two one-way motor lanes respectively arranged in the outer side of the two side edges of the central agglomeration green land, the driving direction of the two one-way motor lanes is opposite;The two one-way motor lanes are non-parallel curved trend along its extension direction;The lateral width of the central agglomeration green land, with the curved trend of the two one-way motor lanes on its two sides, is alternately zoomed wide and narrow change.By the action of merging two side green belts to center, the broken state of original green belt being physically cut by wide lane is changed;The central green land after concentration can form larger area, more continuous ecological patch, and scale is used more diverse urban public activity organization, enhances the sense of belonging of citizen to the region, improves urban vitality.

Description

Technical Field

[0001] This invention belongs to the field of urban planning technology, and specifically relates to an urban park road system. Background Technology

[0002] In modern urban planning, the "landscape boulevard" is a common form of urban road, typically consisting of a 30-50 meter wide lane for motor vehicles and protective green belts on both sides, each 20-40 meters wide (the width varies depending on the planning context). Its initial design intention is to create a gateway image and ecological corridor for the city through wide roads and continuous greenery on both sides. However, in practical use, this model has revealed the following significant shortcomings: 1) Disruption of the slow-moving experience: The wide motor vehicle lanes become physical barriers, making it difficult for pedestrians and non-motorized vehicles to cross the street. This results in the green belts on both sides being divided by the road, making it difficult to form a continuous slow-moving network. The utilization rate of the green belts is low, and the street space on both sides is artificially fragmented.

[0003] 2) Monotonous landscape experience: Both roads and green belts are linear and straight, resulting in a monotonous view along the road and limiting the line of sight to a single direction, lacking any variation in scenery as one walks. At the same time, the width of the green belts is constant, and the scale of the landscape space lacks rhythm and layering, making it difficult to create a rich spatial experience.

[0004] 3) Concentrated traffic pressure: A single main road carries a large amount of two-way traffic, which can easily cause congestion and pose a threat to pedestrian safety when crossing the street. Traffic considerations outweigh the aesthetic appeal.

[0005] 4) Limited ecological benefits: The green belts on both sides are cut off by the road, resulting in poor ecological connectivity and difficulty in forming complete ecological patches, thus limiting their support for biodiversity. Summary of the Invention

[0006] In view of the shortcomings of the prior art, the purpose of this invention is to provide an urban park road system that solves the problems in the prior art.

[0007] The objective of this invention can be achieved through the following technical solutions: An urban park road system includes: a central green space, and two one-way motor vehicle lanes respectively located on the outer sides of the two edges of the central green space, wherein the two one-way motor vehicle lanes have opposite driving directions. The two one-way motor vehicle lanes follow a non-parallel curved path along their extension direction. The lateral width of the central green space varies alternately with the curvature of the two one-way motor vehicle lanes on either side.

[0008] Furthermore, the two one-way motor vehicle lanes are S-shaped or symmetrical curved.

[0009] Furthermore, the system also includes a convergent connecting section located at the ends of the two one-way motor vehicle lanes; at the convergent connecting section, the two one-way motor vehicle lanes converge towards the center and merge into a single two-way motor vehicle lane.

[0010] Furthermore, the system also includes a separate connecting road section located at the ends of the two one-way motor vehicle lanes; at the separate connecting road section, the two one-way motor vehicle lanes remain spatially separated, extending outwards independently respectively; A method for designing and renovating urban park roads, used to transform existing two-way urban arterial roads into urban park road systems as described above, includes the following steps: S1 separates the traffic flow of the original two-way urban trunk road into two one-way motor vehicle lanes, and merges the protective green belts on both sides of the original two-way urban trunk road into the central area of ​​the road, creating a central green space between the two one-way motor vehicle lanes. S2, the planning control lines of the two one-way motor vehicle lanes are respectively deflected to both sides in a curved manner, so that the two one-way motor vehicle lanes form non-parallel curved road sections, and the spacing difference caused by the deflection of the two one-way motor vehicle lanes is used to shape the spatial form of the central green space with alternating widths. S3, at the intersection of the two one-way motor vehicle lanes and the external urban road network, construct a corresponding road network connection port according to the existing form of the external urban road network.

[0011] Furthermore, in S2, the planned control line is offset to both sides by at least 7 meters.

[0012] Furthermore, in S1, the lateral spacing of the planning control line for each of the separated one-way motor vehicle lanes is reduced to half of the lateral spacing of the original two-way urban arterial road planning control line.

[0013] Furthermore, prior to S1, the process also includes: obtaining the current status assessment parameters of the existing two-way urban arterial road to be renovated, including the existing road width, traffic flow and land use on both sides, and delineating the usable area range of the central green space based on the current status assessment parameters.

[0014] Furthermore, in S2, the method further includes: obtaining the distribution of landscape nodes and the location of sight corridors around the road to be modified, and using these as curve control points to control the one-way motor vehicle lane, so that the sight line of motor vehicles changes with the curvature of the curved road section.

[0015] Furthermore, in S3, the process of constructing corresponding road network connection ports based on the existing form of the external urban road network includes: If the external urban road network is in a converging form, then the road network connection port is constructed as a convergent port, merging the two one-way motor vehicle lanes into one connection; If the external urban road network is in the form of a grid, then the road network connection port is constructed as a separate port, so that the two one-way motor vehicle lanes can be independently connected to the external urban road network.

[0016] The beneficial effects of this invention are: 1. This invention addresses the issue of a single main road being split into two one-way vehicular lanes, shifted to both sides, while simultaneously merging the previously separated green belts on both sides into the center of the road. This reconstruction of spatial topology transforms the central green space into a continuous pedestrian and recreational space. Furthermore, it effectively reduces traffic flow on the separated single-lane roads, decreasing conflict points and improving traffic efficiency, while significantly reducing pedestrian crossing risks and promoting spatial connectivity between the two sides of the road. Merging the green belts towards the center completely alters the fragmented state of the original green belts physically cut off by wide lanes. The centralized central green space forms a larger, more continuous ecological patch, providing better support for biodiversity and significantly enhancing the ecological connectivity and value of local urban areas. Moreover, the merging of the original roadside green belts into a single centralized green space provides possibilities for organizing more urban public activities. For example, it can accommodate basketball courts, tennis courts, and temporary public gatherings such as small music festivals, markets, and memorial events, which were previously impossible with separate green belts. The space required for these activities is beyond what a single-sided green belt could originally accommodate (in addition to its ecological significance, the space itself has increased its potential to accommodate public activities).

[0017] 2. This invention designs a curved offset to the road boundary, creating an "S" or symmetrical curve shape for the two one-way roads. This not only forces vehicles to reduce speed at curves but also introduces a constant shift in the line of sight. Simultaneously, the width of the central green space changes alternately with the curvature of the road. This non-linear, dynamic spatial scale successfully breaks the linear monotony of traditional straight roads, creating a garden-like landscape experience where "the scenery changes with every step," greatly enriching the landscape layers of the road section (when walking along the boundary, the line of sight constantly shifts and changes angle with the S-shaped road, attracting pedestrians to participate in green space activities in different sections and enriching the spatial experience, creating a garden-like spatial characteristic).

[0018] 3. This invention transforms the area's character, successfully converting it from a simple traffic corridor primarily for motor vehicle distribution into an urban public open space that combines transportation with recreational and sightseeing functions. This upgrade in spatial attributes effectively enhances citizens' sense of belonging to the area, stimulates urban vitality, and thus strengthens the local character. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the urban parkway system plan structure of the present invention. Detailed Implementation The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] This embodiment proposes an urban park road system, which is achieved by modifying urban arterial roads. The specific steps include: S1, conduct a current status assessment of the proposed urban arterial road, including road width, traffic flow, land use on both sides and landscape resources; In this embodiment, the main road is not a traffic-driven urban road (excluding main roads, but suitable for secondary roads and branch roads for daily life). Therefore, the premise of this invention is that the road itself does not have strong traffic demand. The goal is not to "improve traffic efficiency", but to improve the non-traffic-driven roads that originally had green belts on both sides, thereby improving the activity space and landscape quality.

[0022] S2, Spatial Restructuring: Centralized layout of the green heart, intensive and efficient use of green space, and enhanced site security. The original motor vehicle lanes are separated into two one-way motor vehicle lanes, while the total number of lanes remains unchanged. For example, if there were originally four lanes in both directions, they become two one-way lanes; if there were originally two lanes in both directions, they become two one-way lanes. Generally, traffic with more than six lanes is strongly dominated by traffic and is not within the scope of this invention. The original green belt on one side of the road was merged into the center of the road to form a central green space (G1) with a larger spatial scale and more concentrated form; this transformation changed the roadside green space from an appendage of the road to the core.

[0023] S3, Form Optimization: Curved road design, enhanced garden space presentation; By incorporating surrounding landscape features and visual corridors, the road boundary line is designed with curves to control road curvature, ensure safe passage for motor vehicles, and maximize landscape variation.

[0024] The original straight road boundary lines are offset (the offset value of the road centerline to one side can be determined based on the number of lanes; generally, the offset value should be at least greater than the width of the lane on that side. For example, if it is a one-way two-lane road—according to regulations, the width of each motor vehicle lane is generally 3.0-3.5 meters, and the offset value should be greater than 7 meters. This is to effectively create a visual transition effect and avoid excessive overlap between the visual area after the offset and the visual area before the offset. If land is scarce or the lanes are wide, the offset value can be reduced accordingly. The radius of the horizontal curve is controlled at 40-70 meters, matching the low speed standard of 30km / h), so that the two one-way roads present an "S" shape or symmetrical curve shape, like the winding paths in a park. The curves of the road create visual shifts, resulting in a "changing scenery with every step" effect. On the other hand, the centrifugal force generated by driving on small-radius curves and the psychological limitations imposed by visual obstruction can reduce the speed of motor vehicles, which helps improve the safety of pedestrians crossing the street to reach the central green space. At the same time, the width of the central green space changes with the curvature of the road, creating a variety of landscape spatial scales.

[0025] S4, Node Connection: Flexible Connection Port At the ends of roads or where they connect with other urban roads, two flexible processing methods are provided: corresponding road network connection ports are constructed based on the existing form of the external urban road network; if the external urban road network is a converging form, the road network connection port is constructed as a convergent port; if the external urban road network is a grid form, the road network connection port is constructed as a separate port; specifically as follows: Converging type: Two one-way roads are converged into one (from the perspective of safe sight distance, the distance from the starting point of the merging section to the stop line of the intersection should not be less than 30m), and smoothly connected with the original urban road system.

[0026] Separate type: Two one-way roads remain independent and are directly connected to the city road network.

[0027] The two forms can be flexibly selected and switched according to the specific land use planning needs, while meeting the relevant road regulations.

[0028] The urban parkway system planar structure designed in this embodiment is as follows: Figure 1 As shown in the diagram, a 100-meter-wide road plus green space is used as an example. In previous urban planning practices, this is a common 100-meter-wide landscape avenue. In the diagram, the area marked in green as G1 is the central green space, and the two white curved lines are the separate one-way motor vehicle lanes, demonstrating the core design concepts of "green heart" and "curved lines".

[0029] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0030] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed invention.

Claims

1. An urban parkway system, characterized in that, include: A central green space, and two one-way motor vehicle lanes respectively located on the outer sides of the two edges of the central green space, with the two one-way motor vehicle lanes having opposite driving directions; The two one-way motor vehicle lanes follow a non-parallel curved path along their extension direction. The lateral width of the central green space varies alternately with the curvature of the two one-way motor vehicle lanes on either side.

2. The urban parkway system according to claim 1, characterized in that, The two one-way motor vehicle lanes are in an S-shaped or symmetrical curve shape.

3. The urban parkway system according to claim 1, characterized in that, The system also includes a convergent connecting section located at the ends of the two one-way motor vehicle lanes; at the convergent connecting section, the two one-way motor vehicle lanes converge towards the center and merge into a single two-way motor vehicle lane.

4. The urban parkway system according to claim 1, characterized in that, The system also includes a separate connecting road section located at the ends of the two one-way motor vehicle lanes; at the separate connecting road section, the two one-way motor vehicle lanes remain spatially separated and extend outwards independently.

5. A method for designing and renovating urban park roads, used to transform existing two-way urban arterial roads into an urban park road system as described in any one of claims 1-4, characterized in that, Includes the following steps: S1 separates the traffic flow of the original two-way urban trunk road into two one-way motor vehicle lanes, and merges the protective green belts on both sides of the original two-way urban trunk road into the central area of ​​the road, creating a central green space between the two one-way motor vehicle lanes. S2, the planning control lines of the two one-way motor vehicle lanes are respectively deflected to both sides in a curved manner, so that the two one-way motor vehicle lanes form non-parallel curved road sections, and the spacing difference caused by the deflection of the two one-way motor vehicle lanes is used to shape the spatial form of the central green space with alternating widths. S3, at the intersection of the two one-way motor vehicle lanes and the external urban road network, construct a corresponding road network connection port according to the existing form of the external urban road network.

6. The urban park road renovation design method according to claim 5, characterized in that, In S2, the planned control line is offset to both sides by at least 7 meters.

7. The urban park road renovation design method according to claim 5, characterized in that, In S1, the lateral spacing of the planning control line for each of the separated one-way motor vehicle lanes is reduced to half of the original lateral spacing of the planning control line for two-way urban arterial roads.

8. The urban park road renovation design method according to claim 5, characterized in that, Before S1, the process also includes: obtaining the current status assessment parameters of the existing two-way urban arterial road to be renovated, including the existing road width, traffic flow and land use on both sides, and delineating the usable area range of the central green space based on the current status assessment parameters.

9. The urban park road renovation design method according to claim 5, characterized in that, S2 further includes: obtaining the distribution of landscape nodes and the location of sight corridors around the road to be modified, and using these as curve control points to control the one-way motor vehicle lane so that the sight line of motor vehicles changes with the curvature of the curved road section.

10. The urban park road renovation design method according to claim 5, characterized in that, In S3, the process of constructing corresponding road network connection ports based on the existing form of the external urban road network includes: If the external urban road network is in a converging form, then the road network connection port is constructed as a convergent port, merging the two one-way motor vehicle lanes into one connection; If the external urban road network is in the form of a grid, then the road network connection port is constructed as a separate port, so that the two one-way motor vehicle lanes can be independently connected to the external urban road network.

Images