An integrated elevated bus rapid transit system combining efficient transportation and urban slow travel

Abstract

This invention provides an integrated elevated Bus Rapid Transit (BRT) system that combines efficient transportation with urban pedestrian and bicycle systems. The system includes a double-deck elevated bridge with shared piers, arranged along the direction of the ground-level road. It comprises piers and upper and lower beams supported on the piers. The upper beams carry BRT vehicles, forming a dedicated BRT lane; the lower beams carry pedestrians and non-motorized vehicles, forming a pedestrian and bicycle lane. The upper and lower beams are supported by the same piers, with the lower beams cantilevered by corbel structures on the sidewalls of the piers. The horizontal projection of the lower beams is entirely or partially within the horizontal projection range of the upper beams, thus utilizing the upper beams to provide shelter for the pedestrian and bicycle lanes. This system aims to solve the technical problems of existing elevated BRT systems, such as high construction costs, low land use efficiency, need for improved operational efficiency, and poor integration with the urban environment and pedestrian and bicycle systems.

Description

Technical Field

[0001] This invention relates to the field of urban transportation infrastructure technology, specifically to an integrated elevated rapid transit system that combines efficient transportation with urban slow-moving traffic. Background Technology

[0002] With the acceleration of urbanization, problems such as urban traffic congestion, environmental pollution, and declining quality of life for residents are becoming increasingly prominent. Developing high-capacity, high-efficiency public transportation systems has become an inevitable choice for the sustainable development of cities in various countries. However, traditional high-capacity rail transit, represented by subways, places enormous financial pressure on local governments due to its high construction and operating costs. Moreover, its long construction cycle and increasingly stringent approval process make it difficult to promote on a large scale in all cities or corridors.

[0003] Against this backdrop, Bus Rapid Transit (BRT) systems, as a medium-capacity transportation mode, have attracted attention due to their relatively low cost and short construction period; elevated BRT systems, in particular, ensure operating speed and punctuality by assigning dedicated right-of-way. However, existing elevated BRT systems still have many limitations in their design and implementation, mainly in the following aspects: 1. Cost and Efficiency Issues: Traditional elevated BRT stations typically employ an enclosed design, requiring the construction of separate elevated concourses for ticket sales, security checks, and waiting areas. This portion of the civil engineering costs is substantial, accounting for a significant proportion of the station's total construction cost. Furthermore, the cumbersome passenger entry and exit procedures increase vehicle dwell time, impacting the overall system's operational efficiency.

[0004] 2. Inefficient use of land and space resources: Traditional elevated bridges typically serve only a single function of motor vehicle traffic, with low utilization of the space beneath them, or only simple landscaping. This design model fails to fully explore the three-dimensional space value of elevated facilities, resulting in a waste of urban land and space resources.

[0005] 3. Poor Urban Integration: The massive elevated bridges and enclosed station structures often act like "city walls," fragmenting the urban fabric and negatively impacting the urban landscape and street vitality. Furthermore, the connections between elevated BRT systems and surrounding buildings and ground-level pedestrian systems are typically abrupt and inconvenient, making it difficult to attract passengers and enhance value, thus limiting the potential for implementing the TOD (Transit-Oriented Development) model.

[0006] 4. Poor pedestrian experience: Ground-level sidewalks and bike lanes are often affected by inclement weather (such as sun, rain, and snow), and there are safety hazards when crossing intersections. Passengers on elevated BRT lack a comfortable, continuous, and convenient walking experience when transferring to ground transportation or walking to their destinations.

[0007] Therefore, there is an urgent need for a new type of elevated rapid transit system that can overcome the above-mentioned shortcomings and achieve synergistic optimization of cost, efficiency, urban integration and human-centered experience. Summary of the Invention

[0008] The purpose of this invention is to address the shortcomings of existing technologies by providing an integrated elevated rapid transit system that combines efficient transportation with urban slow-moving traffic.

[0009] The specific technical solution is as follows: An integrated elevated rapid transit system that combines efficient transportation with urban slow-moving traffic includes: A shared-pier double-deck viaduct, which is laid out along the direction of the ground road, includes piers and upper and lower beams erected on the piers; The upper beam is used to support Bus Rapid Transit (BRT) vehicles and forms a dedicated BRT lane. The lower beam structure is used to support pedestrians and non-motorized vehicles, forming a slow-traffic passage; The upper and lower beams are supported by the same pier. The lower beam is cantilevered by a corbel structure set on the side wall of the pier, and the horizontal projection of the lower beam is completely or partially within the horizontal projection range of the upper beam, thereby using the upper beam to provide shelter for the slow-moving passage.

[0010] Optionally, it also includes an open and transparent elevated station set along the double-layer viaduct with shared piers; the open and transparent elevated station eliminates the enclosed station hall structure; the platform level of the open and transparent elevated station is flush with the upper beam and is provided with a vertical traffic core that directly connects the ground and the platform level.

[0011] Optionally, the pedestrian walkway formed by the lower beams passes directly from below or to the side of the platform level at the nodes of the open and transparent elevated station, maintaining the linear continuity of the pedestrian walkway.

[0012] Optionally, a networked building access interface is also included; the networked building access interface is a pedestrian overpass extending from the slow-traffic passage formed by the lower beam, used to seamlessly connect the slow-traffic passage with the second or third floor of the buildings along the route.

[0013] Optionally, the bridge piers are preferably located in the central median strip of the ground road; the upper beam is a precast concrete box girder structure, and the lower beam is a steel box girder or other lightweight structure.

[0014] Optionally, the slow-traffic passage formed by the lower beam is a two-way passage, with a net width of not less than 2 meters on one side of the two-way passage, and the net height of the bottom of the two-way passage relative to the ground meets the standard requirements for the clearance height of non-motorized vehicles and pedestrians on urban roads.

[0015] Optionally, the vertical transportation core includes stairs, escalators and / or elevators, and the vertical transportation core has an opening at the height of the lower beam to realize multi-directional transfer between the ground, the slow passage level and the platform level.

[0016] Optionally, the system adopts an onboard ticketing and inspection operation mode, where passengers complete payment inside the BRT vehicle, and the BRT vehicle can stop and go at the platform of the open and transparent elevated station.

[0017] Optionally, the slow-traffic lane and the networked building access interface together constitute a continuous, all-weather, three-dimensional slow-traffic network covering the entire route.

[0018] This invention provides an open and transparent elevated station for an integrated elevated rapid transit system that combines efficient transportation with urban slow-moving traffic, comprising: The platform level, which is flush with the upper beam, is used for the parking of Bus Rapid Transit (BRT) vehicles and for passengers to wait. A vertical transportation core directly connecting the ground level and the platform level; And a slow-moving passage formed by the lower beams that passes linearly from below or to the side of the platform level; The open and transparent elevated station does not have an enclosed station hall structure.

[0019] Compared with the prior art, the present invention has the following beneficial effects: Optimal life-cycle cost: Through the "shared pier, double-layer" design, the upper and lower structures share piers and foundations, saving more than 30% in civil engineering costs. By eliminating the elevated enclosed station hall, the construction cost of the station section is significantly reduced. At the same time, the "on-board ticketing and inspection" model shortens vehicle dwell time, improves vehicle turnover rate and system operating efficiency, thereby reducing long-term operating costs.

[0020] Highly efficient use of land and space resources: This invention integrates both high-speed motorized traffic and slow-moving traffic within the vertical space of the same elevated corridor, achieving "one road for two uses". This highly efficient design maximizes the conservation of valuable urban land resources and frees up ground space for greening or other urban functions.

[0021] The system's operational efficiency has significantly improved: dedicated elevated right-of-way ensures that the speed of BRT vehicles is not affected by ground traffic, and the onboard payment operation mode allows vehicles to "stop and go" at the platform, greatly reducing the stopping time, thereby significantly improving the overall travel speed and transportation efficiency of the bus corridor.

[0022] Revolutionary improvement in pedestrian quality: The lower-level pedestrian walkway, naturally sheltered by the upper-level beams, forms an all-weather covered walkway, providing citizens with a safe, comfortable, and continuous environment for walking and cycling, free from the disturbance of sun and rain. This will greatly encourage green travel and improve the urban living environment.

[0023] The multiplier effect of urban development value: Through the seamless connection between the lower-level slow-traffic platform network and the buildings along the route, the land along the route is injected with the value of "subway-like" accessibility. This convenient vertical connection capability can effectively guide high-intensity intensive development to gather in the transportation corridor, enhance land value, promote urban vitality, and ultimately realize the value feedback of public transportation investment to urban development. Attached Figure Description

[0024] Figure 1 This is a schematic cross-sectional view of the double-layer viaduct with shared piers according to the present invention; Figure 2 This is a schematic diagram of the overall structure of the system of the present invention. Figure 3 This is a schematic diagram illustrating the connection between the open and transparent elevated station, the slow-moving system, and the building of this invention.

[0025] The following are the labels in the attached diagram: 1. Pier; 2. Upper beam; 3. Lower beam; 4. Corbel structure; 5. Pedestrian walkway; 6. Open and transparent elevated station; 7. Platform level; 8. Vertical transportation core; 81. Staircase; 82. Escalator; 83. Vertical elevator; 9. Pedestrian overpass. Detailed Implementation

[0026] 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.

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0028] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but this is not intended to limit the scope of the invention.

[0029] Reference Figures 1-3 This invention provides an integrated elevated rapid transit system that combines efficient transportation with urban slow-moving traffic. In this embodiment, the bridge system is installed above the central median of a major urban road. It includes: A double-layer viaduct with shared piers is laid out along the direction of the ground road, including pier 1 and upper beam 2 and lower beam 3 erected on pier 1. The upper beam 2 is used to support Bus Rapid Transit (BRT) vehicles and forms a dedicated BRT lane; The lower beam 3 is used to support pedestrians and non-motorized vehicles, forming the slow-traffic lane 5; The upper beam 2 and the lower beam 3 are supported by the same pier 1. The lower beam 3 is supported by a corbel structure 4 set on the side wall of the pier 1. The horizontal projection of the lower beam 3 is completely or partially within the horizontal projection range of the upper beam 2, thereby using the upper beam 2 to provide shelter for the slow passage 5.

[0030] In this embodiment, the core of the bridge structure is the pier 1. Pier 1 is preferably a single-column reinforced concrete structure, with its foundation extending deep into the ground via piles to ensure load-bearing capacity and stability. Piers 1 are equidistantly positioned along the road centerline, minimizing their footprint and impact on ground traffic. The upper beam 2 directly supports the pier 1. The upper beam 2 is typically a precast concrete box girder or U-shaped beam, with its top surface forming a two-way Bus Rapid Transit (BRT) lane. A central median strip can be installed between the lanes. The width of the upper beam 2 is determined based on the number of lanes and vehicle type; for example, it can be designed as a two-way four-lane structure. On both sides of the pier 1, corbel structures 4 extend outwards at an appropriate height (e.g., a clearance of not less than 5 meters from the ground). The lower beam 3 is then erected and fixed to these corbel structures 4. The lower beam 3 preferably uses a lightweight structure such as a steel box girder to reduce the additional load and bending moment on the pier 1. Figure 1 As shown, the overall width of the lower beam 3 is smaller than that of the upper beam 2, and its horizontal projection falls entirely within the projection range of the upper beam 2. This arrangement makes the upper beam 2 naturally become the "roof" of the lower beam 3, providing all-weather shelter from wind, rain, and sun for the pedestrian walkway 5 formed on the lower level. The width of the pedestrian walkway 5 needs to meet functional requirements. For example, the net width on one side can be designed to be 2.5 meters, with one side for pedestrians and the other side for bicycles and other non-motorized vehicles, for a total width of 5 meters in both directions, forming a high-quality elevated green corridor. Safety railings are installed on both sides of the pedestrian walkway 5.

[0031] Through this "one pier supporting the whole" design, the upper-level rapid transit and the lower-level slow transit achieve structural integration and functional complementarity. Compared with building separate viaducts or corridors for the two modes of transportation, this scheme greatly saves the amount of engineering work and cost of pier 1 and foundation, and also greatly saves urban land resources.

[0032] This system adopts an onboard ticketing and inspection operation model. Passengers can use transportation cards, mobile payment apps, or purchase tickets from the driver on board to complete the payment process inside the BRT vehicle. This change in operation model brings the functions of ticketing, ticket inspection, and turnstiles, which are traditionally necessary at stations, to the vehicle, thus making large and enclosed ground or elevated station halls no longer necessary facilities.

[0033] Based on this, the open and transparent elevated station 6 of the present invention is greatly simplified. The station mainly includes: 1. Platform Level 7: Located on the second level of the elevated structure, it connects flush with the BRT lanes of the upper beam 2. Platform Level 7 is equipped with only essential waiting facilities, such as seating, information displays, and platform screen doors. Its form is fully or semi-open, with good ventilation and lighting, visually transparent, and reduces the sense of oppression on the urban landscape.

[0034] 2. Vertical Transportation Core 8: Located in the center or on both sides of the platform, it connects the ground floor, pedestrian walkway level 5, and platform level 7. Vertical Transportation Core 8 integrates staircases 81, escalators 82, and elevators 83 to meet the barrier-free access needs of different groups. Passengers can directly access platform level 7 from the ground floor via Vertical Transportation Core 8, resulting in an extremely short and efficient flow.

[0035] like Figure 3 As shown, the lower-level pedestrian walkway 5, upon reaching the station area, does not need to jut out significantly or be interrupted to the outside, as is the case in traditional designs to avoid the large station hall. In this design, the pedestrian walkway 5 can pass linearly directly beneath or to the side of the platform level 7, maintaining its integrity and straightness as a continuous "sky greenway." Simultaneously, the vertical transportation core 8 can have entrances and exits at the height of the pedestrian walkway 5, facilitating convenient transfers between pedestrian and BRT systems. This "concourse-less" design not only reduces station construction costs by more than 50%, but more importantly, it gives the entire elevated corridor a more slender, light, and transparent form within the city, minimizing the sense of spatial fragmentation.

[0036] Please see Figure 3Traditional pedestrian overpasses are typically point-like and isolated. In this invention, however, the lower-level pedestrian walkway 5 is itself a continuous linear platform. Based on this lower-level walkway 5, pedestrian overpasses 9 can be led from it to buildings (such as shopping malls, office buildings, and residential areas) on both sides of the route at low cost and high frequency. These pedestrian overpasses 9 can directly connect to the second or third-floor public platforms of the buildings, forming a three-dimensional, networked pedestrian system. Residents and commuters along the route can enter this second-level pedestrian network from their homes or offices through indoor passageways, walking to BRT stations regardless of weather conditions, or to other commercial facilities along the route. This experience is similar to a subway system connecting surrounding buildings via underground passages, but its construction cost and flexibility are far superior to underground solutions. This convenient "subway-like" access capability will greatly enhance the development value and attractiveness of the land along the route, guiding urban development towards public transportation corridors and forming high-density, vibrant TOD communities. Investment in public transportation is no longer purely a fiscal expenditure, but can generate substantial returns through the appreciation of land along the route and the enhancement of urban vitality, forming a virtuous and sustainable urban development model. This provides a feasible path for second- and third-tier cities with limited financial resources to achieve high-quality TOD development.

[0037] In summary, this invention, through its shared pier double-layer corridor structure, station design with operational driving space, and TOD interface for networked pedestrian access, forms a complete and systematic technical solution. It is not only an improvement in transportation, but also a new generation of public infrastructure model that can reshape the relationship between transportation and the city and lead the future direction of urban development.

[0038] The above are merely preferred embodiments of the present invention and are not intended to limit the implementation methods and protection scope of the present invention. Those skilled in the art should recognize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. An integrated elevated rapid transit system that combines efficient transportation with urban slow-moving traffic, characterized in that, include: A shared-pier double-deck viaduct, which is laid out along the direction of the ground road, includes piers and upper and lower beams erected on the piers; The upper beam is used to support Bus Rapid Transit (BRT) vehicles and forms a dedicated BRT lane. The lower beam structure is used to support pedestrians and non-motorized vehicles, forming a slow-traffic passage; The upper and lower beams are supported by the same pier. The lower beam is cantilevered by a corbel structure set on the side wall of the pier, and the horizontal projection of the lower beam is completely or partially within the horizontal projection range of the upper beam, thereby using the upper beam to provide shelter for the slow-moving passage.

2. The integrated elevated rapid transit system that combines efficient transportation and urban slow traffic as described in claim 1, characterized in that, It also includes open and transparent elevated stations set along the double-layer viaduct with shared piers; the open and transparent elevated stations have eliminated the enclosed station hall structure; the platform level of the open and transparent elevated stations is flush with the upper beam and is provided with a vertical traffic core that directly connects the ground and the platform level.

3. The integrated elevated rapid transit system that combines efficient transportation and urban slow traffic as described in claim 2, characterized in that, The pedestrian walkway formed by the lower beams passes directly from below or to the side of the platform level at the nodes of the open and transparent elevated station, maintaining the linear continuity of the pedestrian walkway.

4. An integrated elevated rapid transit system combining efficient transportation and urban slow traffic as described in claim 1 or 3, characterized in that, It also includes a networked building access interface; the networked building access interface is a pedestrian overpass extending from the slow-traffic passage formed by the lower beam, used to seamlessly connect the slow-traffic passage with the second or third floor of the buildings along the route.

5. The integrated elevated rapid transit system that combines efficient transportation and urban slow traffic as described in claim 1, characterized in that, The bridge piers are preferably located in the central median strip of the ground road; the upper beam is a precast concrete box girder structure, and the lower beam is a steel box girder or other lightweight structure.

6. The integrated elevated rapid transit system combining efficient transportation and urban slow traffic as described in claim 5, characterized in that, The slow-traffic passage formed by the lower beam is a two-way passage. The net width of the two-way passage on one side is not less than 2 meters, and the net height of the bottom of the two-way passage relative to the ground meets the standard requirements of urban roads for the clearance height of non-motorized vehicles and pedestrians.

7. The integrated elevated rapid transit system combining efficient transportation and urban slow traffic as described in claim 2, characterized in that, The vertical transportation core includes stairs, escalators and / or elevators, and the vertical transportation core has an opening at the height of the lower beam to enable multi-directional transfers between the ground, the pedestrian walkway level and the platform level.

8. The integrated elevated rapid transit system combining efficient transportation and urban slow traffic as described in claim 7, characterized in that, The system adopts an onboard ticketing and inspection operation mode, where passengers complete payment inside the BRT vehicle, and the BRT vehicles can stop and go at the platform of the open and transparent elevated station.

9. The integrated elevated rapid transit system that combines efficient transportation and urban slow traffic as described in claim 4, characterized in that, The slow-traffic lanes and the networked building access interfaces together form a continuous, all-weather, three-dimensional slow-traffic network covering the entire route.

10. An open and transparent elevated station for use in the integrated elevated rapid transit system combining efficient transportation and urban slow traffic as described in claim 1, characterized in that, include: The platform level, which is flush with the upper beam, is used for the parking of Bus Rapid Transit (BRT) vehicles and for passengers to wait. A vertical transportation core directly connecting the ground level and the platform level; And a slow-moving passage formed by the lower beams that passes linearly from below or to the side of the platform level; The open and transparent elevated station does not have an enclosed station hall structure.

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