L-shaped flat street channels along the bicycle lane, using sidewalk boundary blocks.

Abstract

At the boundary between the roadway and sidewalk, where there are no steps, a flat drainage channel is formed that is suitable for the environment of the sidewalk and bicycle lane. [Solution] In the curb section where driveway curbs and bollard curbs alternate, L-shaped aprons are continuously laid back-to-back on both sides of a curb block formed to a certain length to form a boundary between the roadway and the sidewalk, creating a flat gutter suitable for the sidewalk and bicycle lane.

Description

Technical Field

[0001] The present invention relates to a double-sided L-shaped flat street gutter with a pedestrian and vehicle boundary block installed at the boundary between a bicycle lane side strip with a 2% transverse gradient standard for paved roads in general sections excluding intersections and crosswalk entrances, and a sidewalk with a 1% transverse gradient standard without steps.

Background Art

[0002] The pedestrian and vehicle boundary block forms a rainwater drainage L-shaped apron along the bicycle lane, and drains the rainwater on the sidewalk and the roadway surface to the catch basin according to the longitudinal gradient of the road. However, the rainwater on the sidewalk surface merges into the L-shaped apron street gutter on the roadway side through the opening of the pedestrian and vehicle boundary block.

[0003] Conventionally, the sidewalk generally has a 1% transverse gradient and touches the curbstone, and the kamaboko-shaped roadway has a shoulder with a 2% transverse gradient and touches the L-shaped drainage part. The apron has a water passage section with a width of 50 cm and a 6% inclined plane. Recently, a road structure order has been implemented with the side strip of the roadway as a bicycle lane. In addition, in the "Guidelines for Creating a Safe and Comfortable Bicycle Use Environment" indicated by the state, the transverse gradient of the apron part is also specified to be 2% to alleviate the sudden change from the roadway and to make the whole asphalt-paved.

[0004] And from the conventional sidewalk width of 1 m to 1.5 m, it has now become an urban planning road with a wide sidewalk. For example, aiming at diversifying the utilization in the road space such as a width of 12 m (7 m for the roadway and 2.5 m for each sidewalk) or a two-lane width of 18 m (9 m for the roadway and 4.5 m for each sidewalk), and reconstructing around pedestrians. There is a trend to promote flexible use of wide sidewalks and bicycle lanes.

[0005] In addition, in the decarbonized society aimed at by the state, in precast concrete products, the raw material is cement that emits a large amount of CO2 in the product process, and further emits CO2 through steam curing and product transportation. Therefore, compared with in-situ casting and conventional products, slimming is achieved, and efforts to reduce CO2 emissions are essential. [Prior art documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2019-100166 [Patent Document 2] Japanese Patent Publication No. 2017-96079 [Patent Document 3] Registered Utility Model No. 3060219 Gazette [Overview of the project] [Problems that the invention aims to solve]

[0007] Traditionally, in making sidewalks barrier-free, the "Guidelines for Facilitating Road Movement" issued by the government, In a semi-flat street drainage system where there is a 5cm step difference between the bottom of the apron drainage system and the higher sidewalk surface, While rainwater from the sidewalk can be drained through perforated openings provided for drainage by the step, in flat street gutters without steps, the water cannot merge with the L-shaped apron on the roadway side through the openings. Furthermore, there is always a risk that cyclists traveling in the shoulder lane along a continuous curb bordering the roadway may be forced to move into the adjacent roadway lane to avoid parked vehicles ahead. Therefore, improving safety by allowing cyclists to temporarily move onto the sidewalk is also considered an issue.

[0008] When the slope of the roadway apron is flattened from 6% to 2%, the reduction in drainage capacity due to the decrease in the drainage cross-section can be compensated for by shortening the interval between catch basins along the road's longitudinal gradient, but above all, the goal is to eliminate the confluence of rainwater from the sidewalk side. Furthermore, in terms of utilizing road space, it is necessary that rainwater runoff from the sidewalk surface drains quickly and does not accumulate for long periods.

[0009] In particular, in the pursuit of utilizing road space through wide sidewalks, flat drainage channels without steps at the boundary between the sidewalk and the roadway require alternative measures to prevent puddles and splashing onto pedestrians during heavy rains, such as those that do not merge with the L-shaped apron drainage channels on the roadway side. [Means for solving the problem]

[0010] To solve the aforementioned problems, the curb block of the present invention serves as a flat street channel for the curb between the sidewalk and the road, with an L-shaped apron placed back-to-back on the sidewalk side and the roadway side, and two triangular cross section drainage aprons that serve as common curbs for pavement with a 1% transverse slope on the sidewalk side and a 2% transverse slope on the roadway side, discharging water along the road's longitudinal gradient to two common catch basins.

[0011] In a street gutter where the boundary between the bicycle lane and the sidewalk surface is smooth, and the curb is made of a curb block used for the boundary between the road and the sidewalk, At the bottom of the low L-shaped apron drainage channel, where the continuous curb section coincides with the roadway surface, access curbs and upright, high curbing stones are installed alternately by approximately 1 meter each. This allows rainwater from the sidewalk and roadway to drain into each L-shaped apron without merging with each other along the road, and also allows only bicycles in motion to slowly enter the sidewalk surface.

[0012] By alternating between driveway curbs and higher, upright curbing blocks, the roadway boundary blocks themselves become slimmer. The upright curb has a base that extends integrally with the entrance curb at both ends, creating a structure that enhances stability. [Effects of the Invention]

[0013] The curbs for vehicle access and the curbs for stopping vehicles are arranged alternately, and a continuous double-sided L-shaped flat gutter is formed so that the curbs for stopping vehicles are at a height that prevents vehicles from entering. Furthermore, rainwater from the sidewalk is drained directly only to the L-shaped apron on the sidewalk side, and rainwater from the bicycle lane and roadway is drained only to the L-shaped apron on the roadway side. This also makes it suitable for bicycles to enter at a slow speed, contributing to the efficient use of the pedestrian and roadway space.

[0014] In bicycle lanes along the road-side boundary where curbing stones and entry curbs alternate, safety is ensured even when cyclists need to temporarily slow down and enter the sidewalk to avoid parked vehicles ahead, thus creating a safe and comfortable bicycle lane.

[0015] By forming a continuous curb where the ingress curb section and the vehicle stop curb section alternate in the pedestrian and vehicle path boundary block, while ensuring safety, the extension of the curb standing part is substantially halved, thereby reducing the amount of cement-derived CO2 along with the amount of concrete used and contributing to deoxidation.

Brief Description of the Drawings

[0016] [Figure 1] It is a slope view showing an example of a pedestrian and vehicle path boundary block with a length of 2 m. [Figure 2] It is a notch slope view showing an example in which a curb along the bicycle passage zone and a pedestrian path paving surface form an L-shaped flat street channel on both sides of the pedestrian path by the pedestrian and vehicle path boundary block shown in FIG. 1. [Figure 3] It is a cross-sectional view taken along line A - A of FIG. 2. [Figure 4] It is a slope view showing two types of pedestrian and vehicle path boundary blocks obtained by dividing a normal 2 m long block into 1 m lengths, namely, only an ingress curb or only a vehicle stop curb.

Modes for Carrying Out the Invention

[0017] The pedestrian and vehicle path boundary block forms an L-shaped street channel apron bottom with a top paving surface that serves as a bicycle passage zone with a 2% slope towards the bottom of the channel on the roadway side as a curb for the L-shaped apron on both sides of the pedestrian path at a flat boundary without steps, and also forms an L-shaped street channel apron surface bottom with a 1% slope towards the bottom of the channel on the sidewalk side with the sidewalk side back to back. Both aprons on the sidewalk side and the roadway side have a drainage cross-section where the inner height of the triangular water passage cross-section surrounded by the paving surface and the curb is 2 cm, and adding a surplus height of 3 cm to the crown water surface, and the part below 5 cm does not interfere with each other, and during floods above that, it becomes a common crown water. In the formation of both aprons, it is also possible in construction to lower the top paving end 1 - 2 cm below the channel bottom line by planing with a width of 50 cm and increase the slope by 2 - 4%, and the triangular water passage cross-section is also maintained in practical use. It is supplied as precast concrete with a length of 2 m, a 1 m center curb, and 0.5 m entrance curbs at both ends, and is laid on the foundation with a fixed gradient along the road longitudinal gradient. The height of the curb from the bottom of the channel is 20 cm and 25 cm upright, and the height of the entrance curb from the crown water surface of the channel bottom is 5 cm alternately.

Example

[0018] Fig. 1 shows an example of a long 2 m pedestrian - vehicle boundary block (1) forming a curb section (3). The curb section is integrated with 0.5 m entrance curbs (3A) at both ends and a 1 m center curb (3B).

[0019] Fig. 2 shows an example where the flat street channel (10) is formed along the bicycle passage zone (5) by the pedestrian - vehicle boundary block (1) shown in Fig. 1. A curb section (3) is formed in which the entrance curbs (3A) with a flat crown water surface (4) and the curbs (3B) are continuous alternately at 1 m intervals. The inclined surfaces over the entire length of the side footings form the bottom line of the channel (25) with the upper edge of the pavement stop (7) and are arranged along the road longitudinal gradient that coincides with the upper pavement. The back - to - back L - shaped aprons (2)(2) drain without mutual interference. The slow entry of bicycles onto the sidewalk is also free along the street channel (10). The entry width for bicycles during running is continuous alternately between the curbs (3B)(3B), so it is free along the bicycle passage zone. On the other hand, four - wheel motor vehicles etc. cannot enter. Note that the end face corners of the curb (3B) near the entrance curb (3A) are rounded and chamfered.

[0020] Fig. 3 shows a cross - sectional view taken along the line A - A of Fig. 2. The aprons (2)(2) are continuous from the pavement stop (7) of the bottom line of the channel (25) to the upper pavements (9)(9) of the pedestrian - vehicle path, and are formed on the optimal transverse gradient of the bicycle passage zone (5) and the upper pavement surface on the roadway side. The L-shaped aprons (2)(2) on both the sidewalk and roadway have a triangular water passage section (11)(11) with an inner height of 2 cm surrounded by the curb footing (3) and the top surface pavement (9), and a drainage section of 5 cm including a 3 cm clearance to the flooded surface (4), and drain rainwater according to the road longitudinal gradient. However, it is also practically possible to increase the transverse gradient within the 50 cm width of the apron at the base of the triangular water passage section (11)(11) by lowering the top surface pavement (9) edge to 2 cm below the drainage bottom line (25) and increasing it by 4%, thereby matching the conventional transverse gradient of 5% on the sidewalk side and 6% on the roadway side.

[0021] Figure 4 shows a road-side boundary block (1) in which two types are supplied individually: only the driveway curb (3A), which is made by dividing a standard 2m long block into 1m lengths, and only the vehicle stopper curb (3B). Curb sections (3) are formed alternately and continuously in the curved sections of flat street gutters, etc. [Industrial applicability]

[0022] This invention can be used in conjunction with conventional general roadway boundary blocks, and there are no limitations on its widespread adoption. Furthermore, since the formwork can be made from existing, standard products, it can be produced and supplied at a cost comparable to conventional concrete products for roads. [Explanation of symbols]

[0023] 1. Sidewalk / roadway boundary block 2 L-shaped apron 3. Curb area 3A Entrance curb 3B Curb stop 4 Flood surface 5. Bicycle lane 7. Paving stop 8. Main pavement 9. Top surface paving 10 Street culvert 11 Triangular water flow cross section 15 Sidewalk 16 Roadway 25 Ditch bottom line 30 Foundation materials 31. Mortar

Claims

1. A flat street channel using sidewalk-road boundary blocks to demarcate the boundary between a bicycle lane and a sidewalk without steps, In a flat street drainage system where curbing blocks of a fixed length are continuously used in the curb section where driveway curbs and bollard curbs alternate, and L-shaped aprons are formed on both sides with the paved surface serving as the drainage bottom, with the sidewalk side and the roadway side facing each other back-to-back, and rainwater runoff is discharged into a common catch basin by the longitudinal gradient of the road, The aforementioned curb for entry is wide enough for bicycles to enter and is arranged continuously along the bicycle lane at intervals between the aforementioned curb stops. A double-sided L-shaped flat gutter along a bicycle lane, characterized in that the curb section drains rainwater runoff from the sidewalk side and the roadway side without mutual interference, and the L-shaped apron also allows only cyclists to freely enter the sidewalk slowly along the gutter.

2. The long 2m sidewalk / roadway boundary block according to claim 1, wherein the curb consists of 0.5m entry curbs at both ends and a 1m central curb, which are integrated to form a curb section, and a double-sided L-shaped flat gutter is formed along the bicycle lane.

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