[0001] As is well known to millions of toll superhighway users, one of the most serious
privations suffered in terms of obvious economical damage (individual and collective
interests), ecological damage and safety is the increasingly more frequent formation
of long entry and exit queues at superhighway toll stations, due to the continuous
increase in superhighway traffic.
[0002] During certain periods of the year (holidays) and certain hours of the day (work
commencement and termination) the automobile queues at toll stations reach a considerable
size with entry and exit times for the superhighway user which are now considered
intolerable.
[0003] Many studies have been dedicated to the problem of enlarging toll stations. The present
applicant has in fact produced various alternative designs including the "three-level
superimposed toll station" (underground, road level and overhead), the "longitudinal
toll station", ie positioned parallel to the direction of travel with suitable access
and exit lanes, the "comb-shaped toll station" consisting of spaced-apart banks of
successive corridors arranged on the site and with successive access and exit lanes,
and the "hypotenuse toll station" with the corridors arranged along a line oblique
to the direction of travel of the user.
[0004] In addition there is the so-called "multi-checkpoint" with transit corridors provided
with consecutive kiosks in the direction of their depth.
[0005] The suitability of these various types of toll station depends on whether the toll
station is at the design stage and still to be build, or is an existing bottleneck
toll station requiring restructuring, and for which severe rush-hour and thus regular
traffic holdups occur at the transit passageways.
[0006] Of those solutions already proposed or theoretically discussed, the "multi-checkpoint"
corridor toll station is of particular importance, this comprising two, three or four
consecutive kiosks in each corridor in the direction of their depth.
[0007] This solution has, inter alia, been examined in depth during a study by the Centro
Nazionale delle Ricerche on the design criteria for superhighway toll station sites
published in the magazine Autostrade of February 1985, page 12 and onwards, in the
name of R. D'Orsi and P. Giannatosio. The study was however limited to the assumption
of only light vehicle (automobile) transit, ie the shortest vehicles, and by ignoring
heavy vehicles with or without trailers, ie the longest vehicles, provided only questionable
conclusions. The study also assumed a fixed non-adjustable distance between kiosks
which was only the minimum, ie suitable only for transit of light vehicles (automobiles).
[0008] The kiosk according to the present invention overcomes the critical aspects of the
conclusions of the aforesaid study because it confronts and solves the problems of
mixed traffic, ie the transit through each toll station corridor of each type of vehicle
from the shortest (automobile) to the longest (heavy vehicle with trailer).
[0009] Thus although the invention applies preferably to the "multi-checkpoint" corridor
type with two, three or four kiosks installed in the toll station at a distance apart
which is adjustable according to requirements, it is also applicable to the current
type of single checkpoint barrier, to the depth version of this type of barrier, to
the "comb-type toll station, to the "three-level toll station" and to the "hypotenuse
toll station".
[0010] In the description given hereinafter the term "kiosk" signifies the typical construction
currently fixed to the ground and normally of prefabricated elements, which is used
at superhighway toll stations and is fitted with all the services required for its
schedule use (cash desk, electricity, traffic control signals and warning systems,
heating, telephone etc.).
[0011] Again in the description given hereinafter, the expressions "light vehicle", "heavy
vehicle", "short vehicle", "long vehicle" relate to the following categories of normally
taxable vehicles:
A) Automobiles up to 9 seats, and possibly with trailer or caravan
B) Lorries and vans to a total authorised weight of 3 tonnes
C) Trucks to a total authorised weight exceeding 3 tonnes, and isolated tractors
D) Trucks with trailer
E) Tractors with semitrailer
F) Motorbuses
G) Special vehicles and/or vehicles for exceptional transport
H) Agricultural vehicles
[0012] By applying the new mobile kiosk of the present invention to a multi-checkpoint toll
station, two, three or four vehicles of different length are able to collect their
ticket or pay their toll in one and the same corridor in the same time as it takes
a single vehicle.
[0013] This results in a considerable reduction in queue lengths and waiting times, so solving
the well known very serious economical, ecological and safety problems affecting tens
of millions of users.
[0014] The considerable flexibility of the new multi-checkpoint toll station with mobile
kiosks, for overcoming penalizing situations, can be summarised as follows:
a) it still allows the number of open corridors to be set at a lower level when required;
b) it enables the number of kiosks in operation at any given time to be reduced;
c) an essential new factor is that it allows the distance between the kiosks in each
corridor to be adjusted up to the rare but theoretically possible limit of allowing
simultaneous passage of for example four heavy vehicles with trailer, ie the longest
vehicles. The new toll station is therefore well able to ensure easy transit of mixed
traffic (all vehicle types), this being the statistically most probable case;
d) it obviates the negative effect of the slow vehicle in the single checkpoint system,
which holds up all drivers following it. With the "multi-checkpoint mobile kiosk"
system any slowness of one or more users is simultaneously absorbed; very importantly,
the worst case, ie any slowness in the fourth vehicle drawn up at the kiosk and awaiting
ticket collection or toll payment, corresponds precisely to the current permanent
situation present in the "single checkpoint" system;
e) the current preferential treatment applying to certain corridors (reserved for
heavy vehicles, viacards, subscriptions etc.) is no longer applicable, so further
uprating the toll station; currently, although such a corridor accelerates the modestly
advantageous transit of particular users, it remains unused for a considerable time
even when long entry and exit queues are present at the station;
f) the considerable queue reduction overcomes the foreboding danger of serious ecological
damage; in this respect an almost total solution is obtained to the poisoning risk
to the user, who is currently compelled to breathe the poisonous gases emitted by
petrol and diesel vehicles during forced stoppages which can sometimes last for some
hours;
g) the considerable queue reduction also results in improved safety by removing excessive
stress from the vehicle driver; with the current system, on finally passing the barrier
and once again free to move, he is urged by this euphoric state to travel at such
high speed as to attain the maximum risk threshold. Suitable warning information,
including of luminous type (traffic control signals etc.) is provided while approaching
the barrier, while passing through the corridor and while leaving the station to facilitate
the entry and exit of vehicles of any type.
[0015] In the studies so far carried out, the problem of the need for all types of vehicle
of any length to pass through the same corridor has not been confronted, and therefore
the manner in which a multi-checkpoint toll station can be formed has not been examined.
[0016] After a lengthy and careful study of the possible solutions to the problem of constructing
an effectively implementable toll station with a multi-checkpoint corridor which properly
allows transit of the mixed traffic present on superhighways, the applicant has devised
a mobile kiosk system representing an ideal and easily installed solution both for
superhighways at the design stage and for those already in service.
[0017] According to a basic characteristic of the present invention, the multi-checkpoint
system is formed by constructing kiosks which can move along the longitudinal profile
of two adjacent corridors and can be fixed temporarily to the ground at distances
apart judged suitable for any given situation, as determined by local circumstances
and timing requirements (site length and the particular traffic type and quantity).
The design basis followed has had to take account of the requirement for kiosk mobility
along lengthy distances, layout flexibility, economy of adaptation to already operating
toll stations, and general operational safety. These requirements are all satisfied
even where certain local characteristics of already operating toll stations have to
be respected, such as the length of the sites and the local presence of transit lane
dividing plinths.
[0018] The kiosks of the present invention have the following essential characteristics:
a) they are mobile by being provided with wheels or by being mounted on a mobile wheeled
trolley; in both cases they move along a rail track fixed to the ground or fixed onto
a concrete base plinth;
b) they comprise a system for their direct fixing to the plinth or their fixing to
the mobile trolley, which can then be fixed to the plinth or road;
c) they comprise insertion connectors for all required services, the sockets for which
are provided directly on the ground or on the plinths;
d) they comprise all the automatic warning communication equipment, linked to the
operation of photoelectric cells fitted at suitable points along the profile of each
corridor.
[0019] While maintaining all the stated advantages of a multi-checkpoint station, the present
invention offers the following further characteristics which solve certain serious
difficulties.
[0020] Instead of being sized merely for the current traffic load, the rail track can extend
along the entire site. As the intensity and type of traffic changes over the years,
it will then be simple to install a further mobile kiosk or kiosks on the existing
track, which will have been initially sized to allow this.
[0021] If traffic intensity falls or traffic composition changes (mixed traffic: light and
heavy vehicles) the existing distance between the kiosks can be increased without
any intervention by the station personnel, so as to be able, in the extreme, to allow
transit of the longest vehicles (heavy trucks with trailer).
[0022] This is attainable by the new concept which consists of closing one or more consecutive
kiosks in the same corridor between two open operating kiosks. Such a circumstance
may be advisable either because of a reduction in transiting traffic or because of
a different mixed traffic vehicle ratio, or again, and frequently, because of the
unscheduled absence of kiosk operating personnel. In these circumstances and in the
case of kiosks in a corridor at the minimum distance apart (for only automobiles)
or at the medium distance apart (for heavy vehicles without trailer) the new concept
enables the toll station to compensate for the lost total capacity by an improved
capacity for the longest type (transit of heavy vehicles with trailer). In this sense,
any positive compensation of any kind represents an uprating of the toll station.
[0023] When the systems have been constructed and the mobile kiosks installed on the rack
(two, three or four depending on the optimum number determined at any given time)
and fixed at distances apart as judged suitable for current requirements, the vehicle
transit capacity in terms of quality and type is set by simply closing those kiosks
considered unnecessary. They can then be opened again whenever required.
[0024] The procedure will obviously be programmed for the heaviest days, weeks and possibly
months, and taking into account the fact that toll collection personnel must be provided
at the exits.
[0025] On the accompanying drawings:
Figure 1 is a diagrammatic representation of a series of track-carrying plinths with
variously positioned mobile kiosks;
Figure 2 is a diagrammatic representation of a track-carrying plinth arranged for
the installation of mobile kiosks and for the insertion of all services;
Figure 3 is a diagrammatic representation of a roadway carrying a track suitable for
the installation of mobile kiosks;
Figure 4 is a diagrammatic representation of a mobile trolley with wheels;
Figure 5 is a diagrammatic representation of a kiosk which can be mounted on the mobile
trolley slidable along the track, or if fitted with wheels can be mounted directly
on the track installed either on the plinth or on the roadway.
[0026] With reference to the drawings, a description is given hereinafter of one embodiment
of the concrete plinths (1, 2, 3, 4) with different positioning of the kiosks 6 along
the plinths.
[0027] Specifically and by way of example only, the kiosks 6 are positioned spaced apart
on the plinth 1 in such a manner as to allow transit only of automobiles A (short
vehicles).
[0028] On the plinths 2 the kiosks 6 are spaced a greater distance apart to also allow transit
of heavy vehicles B without trailer, on the plinth 3 the kiosks are spaced apart to
also allow transit of heavy vehicles with trailer, ie the longest vehicles C, and
finally on the plinth 4 the kiosks 6 are positioned close together to show their arrangement
at rest before being spaced to their required arrangement, such as on the plinths
1, 2, 3.
[0029] It is obviously possible to position the mobile kiosks in very various arrangements
at each entry and exit corridor of a superhighway toll station, to form a very flexible
system which can be varied according to traffic and space requirements based on territorial
and time factors which are hardly ever common to all toll stations.
[0030] In a preferred embodiment of the invention, the plinth 11 (Figure 2) on which the
kiosks 6 rest is provided with a steel rail track 10 along which the wheels of the
kiosk support trolley move, or the wheels of the kiosk itself if this is in the form
of a self-supporting structure. Systems comprising quick insertion connectors 12
are provided along the plinth (Figure 2) for all the necessary kiosk services and
points 13 are provided for locking the trolley or the trolley-supported kiosk to the
plinth.
[0031] The same systems 12 and 13 are mounted on the roadway 15 if the track is installed
not on the plinth but directly on the road surface (Figure 3).
[0032] The minimum distance (Figure 2) between the quick connector systems 12 and locking
systems 13 corresponds to that necessary to enable at least one light vehicle to be
positioned along the plinth.
[0033] The connection systems 12 and 22 (Figures 2, 3, 5) are of the sealed type and are
opened only when the services are connected to the kiosk.
[0034] In the embodiment shown on the drawings (Figure 4) the trolley 7, on which the kiosk
8 is mounted, is provided with four wheels 20 and possibly with two hooks 10 to allow
towing by an electric truck so that the kiosk can be moved along the track. The trolley
comprises a locking system 14 to coincide with that on the kiosk and on the plinth
or roadway.
[0035] In the embodiment shown on the drawings (Figure 5) the kiosk 8 is provided with four
wheels 20 and possibly with a motor 21 which drives the wheels 20 to enable the kiosk
8 to move along the track 10. A mobile kiosk 8 without wheels or motor and fixed to
the trolley comprises two towing hooks 9.
[0036] In addition, a mobile kiosk (Figure 5) with or without wheels 20 and with or without
the motor 21 comprises on one of its walls or on the floor a quick insertion connection
system 22 for all the services required for kiosk operation and corresponding to the
connection system on the plinth 11 or roadway 15, and also comprises a locking system
23 which cooperates with the locking points 13 provided in the plinth 11 or in the
roadway 15. If the kiosk 8 is mounted on the carriage 7 the locking points 23, 13
cooperate via the locking point 14 in the base trolley.
[0037] When the quick connection system 22 (Figure 5) is connected to that on the plinth
(Figure 3), the motor 21 can be arranged to automatically disconnect itself and to
be unable to be further started until the services have been disconnected.
[0038] For further safety the services 12-22 (Figures 2, 3, 5) can be connected only after
the locking system 23, 14, 13 (Figures 5,4, 3, 2) has been inserted.
[0039] The presence of the small motor 21 in the trolleyless kiosk is optional. If absent
the kiosk can be moved by a suitable electric truck. Thus instead of being self-propelled
(ie comprising wheels and a motor) the kiosk can rest on a wheeled trolley and be
moved by an electric truck.
1. A superhighway kiosk mobile by means of wheels along a steel track mounted on a
concrete plinth or on the roadway, comprising a locking system for the kiosk and a
system for connecting the services installed in the kiosk to connectors provided on
the plinth or on the roadway.
2. A mobile kiosk as claimed in claim 1, characterised by comprising four wheels its
base.
3. A mobile kiosk as claimed in claim 2, characterised by comprising a motor for moving
it.
4. A mobile kiosk as claimed in claim 1, characterised in that the kiosk base consists
of a hook-fitted towable wheeled trolley on which the kiosk is fixed.
5. A mobile kiosk as claimed in claim 4, characterised in that if provided with a
motor this latter can drive the wheels of the trolley on which the kiosk can rest.
6. A mobile kiosk as claimed in claim 4, characterised by being moved by an independent
electric truck.
7. A mobile kiosk as claimed in claim 3, characterised in that said motor is automatically
disconnected on connecting the kiosk service system.
8. A mobile kiosk as claimed in claim 1, characterised in that the kiosk service system
can be connected to that possibly provided on the plinth or on the roadway only if
the system for locking the kiosk to the plinth or roadway is inserted.
9. A mobile kiosk as claimed in claim 1, characterised in that the kiosk service system
can possibly be connected to that provided on the plinth or on the roadway only if
the system for locking the kiosk to the plinth or roadway is inserted.
10. A concrete plinth provided with a rail track along which the wheel-fitted kiosks
or the wheeled trolleys on which the kiosks are mounted are moved.
11. A concrete plinth as claimed in claim 10, characterised in that the service systems
are positioned in correspondence with the points at which the kiosk with or without
trolley is locked to the plinth.
12. A concrete plinth as claimed in claim 10, for the movement of mobile kiosks when
fitted with wheels or, if without wheels, when mounted on the wheeled base trolley,
characterised by comprising on its surface, or on the surface of its perimetral depth,
at regular intervals, quick connector sockets carrying the services required for operation
of the kiosk and the locking system.
13. A concrete plinth as claimed in claim 10, characterised in that the minimum distance
between said quick connector sockets carrying the services and the locking system
corresponds to that required for positioning kiosks spaced apart along the plinth
at least to the extent to allow transit of a light (short) vehicle.
14. A roadway provided with a rail track along which the wheel-fitted kiosks or the
wheeled trolleys on which the kiosks are mounted are moved.
15. A roadway provided with a rail track as claimed in claim 14, characterised in
that the service connection systems are provided in correspondence with the points
at which the kiosk is locked to the road.
16. The roadway provided with a rail track as claimed in claim 14, characterised by
comprising at regular intervals the quick connector sockets carrying the services
required for operation of the kiosk and the locking system.
17. A roadway provided with a rail track as claimed in claim 14, characterised in
that the minimum distance between said quick connector sockets carrying the services
and the locking system corresponds to that required for positioning kiosks spaced
apart along the plinth at least to the extent to allow transit of a light (short)
vehicle.
18. A steel rail track mounted with maximum allowable length on the plinth or roadway
to allow the wheel-fitted kiosk or kiosk mounted on the wheeled base trolley to be
moved.
19. The quick connection systems on the plinth or roadway and on the kiosk as claimed
in claims 9, 12 and 16, are of the sealed type and are opened only when the service
connection is made.