To explore the potential capacity of dual-fight-turn lanes at signalized intersections under mixed traffic conditions, we defined two conflict zones between right turn vehicles and through bicycle corresponding to dif...To explore the potential capacity of dual-fight-turn lanes at signalized intersections under mixed traffic conditions, we defined two conflict zones between right turn vehicles and through bicycle corresponding to different right turn flows from dual-right-turn lanes. Relationships between the arrival rate of bicycle group at each conflict zone and the saturation flow rate of right turn movement were investigated. A model based on gap acceptance theory was adopted to estimate the capacity of dual-right-turn lanes under mixed traffic conditions. An analysis was carried out using the collected data from three four-leg signalized intersections in Beijing, China, where the dual-right-turn lanes were used. In addition, we also discussed the patterns of bicycle lane in the urban area of Beijing, and classified it based on its characteristics in use. It is concluded that the two lanes of dual-fight-turn lanes produce different capacities under mixed traffic conditions, and the analysis on scenarios of dual-right-turn movement traversing bicycle traffic plays a key role in explaining the different capacity performance of the two right turn lanes. Error analysis of the model indicated that the model was rational.展开更多
Vehicle–bicycle conflict incurs a higher risk of traffic accidents,particularly as it frequently takes place at intersections.Mastering the traffic characteristics of vehicle–bicycle conflict and optimizing the desi...Vehicle–bicycle conflict incurs a higher risk of traffic accidents,particularly as it frequently takes place at intersections.Mastering the traffic characteristics of vehicle–bicycle conflict and optimizing the design of intersections can effectively reduce such conflict.In this paper,the conflict between right-turning motor vehicles and straight-riding bicycles was taken as the research object,and T-Analyst video recognition technology was used to obtain data on riding(driving)behavior and vehicle–bicycle conflict at seven intersections in Changsha,China.Herein,eight typical traffic characteristics of vehicle–bicycle conflict are summarized,the causes of vehicle–bicycle conflict are analyzed using 18 factors in three dimensions,the internal relationship between intersection design factors and traffic conflicts is explored,and the guiding of design optimization based on the width of bicycle lanes and the soft separation between vehicles and bicycles is discussed.The results showed that colored paved bicycle lanes were better,performing better at a width of 2.5 m compared to 1.5 m.However,the colored pavement was not suitable for the entire road and had to be set at the position,at which the trajectories of a bicycle and motor vehicle overlapped.Thus,a 2.5-m-wide bicycle lane provides good safety.However,there are still defects in the existing safety indicators,so it is necessary to develop new indicators to reflect real vehicle–bicycle conflict situations more comprehensively.展开更多
文摘To explore the potential capacity of dual-fight-turn lanes at signalized intersections under mixed traffic conditions, we defined two conflict zones between right turn vehicles and through bicycle corresponding to different right turn flows from dual-right-turn lanes. Relationships between the arrival rate of bicycle group at each conflict zone and the saturation flow rate of right turn movement were investigated. A model based on gap acceptance theory was adopted to estimate the capacity of dual-right-turn lanes under mixed traffic conditions. An analysis was carried out using the collected data from three four-leg signalized intersections in Beijing, China, where the dual-right-turn lanes were used. In addition, we also discussed the patterns of bicycle lane in the urban area of Beijing, and classified it based on its characteristics in use. It is concluded that the two lanes of dual-fight-turn lanes produce different capacities under mixed traffic conditions, and the analysis on scenarios of dual-right-turn movement traversing bicycle traffic plays a key role in explaining the different capacity performance of the two right turn lanes. Error analysis of the model indicated that the model was rational.
基金This work was supported in part by the Ministry of Education of the People’s Republic of China Project of Humanities and Social Sciences under Grant No.19YJCZH208,author X.X,http://www.moe.gov.cn/in part by the Philosophy and Social Science Foundation Project of Hunan Province under Grant No.15YBA406,author X.X,http://www.hnsk.gov.cn/+3 种基金in part by the Social Science Evaluation Committee Project of Hunan Province under Grant No.XSP18YBZ125,author X.X,http://www.hnsk.gov.cn/in part by the Social Sciences Federation Think Tank Project of Hunan Province under Grant No.ZK2019025,author X.X,http://www.hnsk.gov.cn/in part by the Education Bureau Research Foundation Project of Hunan Province under Grant No.20A531,author X.X,http://jyt.hunan.gov.cn/in part by the Science and Technology Project of Changsha City,under Grant No.kq2004092,author X.X,http://kjj.changsha.gov.cn/.
文摘Vehicle–bicycle conflict incurs a higher risk of traffic accidents,particularly as it frequently takes place at intersections.Mastering the traffic characteristics of vehicle–bicycle conflict and optimizing the design of intersections can effectively reduce such conflict.In this paper,the conflict between right-turning motor vehicles and straight-riding bicycles was taken as the research object,and T-Analyst video recognition technology was used to obtain data on riding(driving)behavior and vehicle–bicycle conflict at seven intersections in Changsha,China.Herein,eight typical traffic characteristics of vehicle–bicycle conflict are summarized,the causes of vehicle–bicycle conflict are analyzed using 18 factors in three dimensions,the internal relationship between intersection design factors and traffic conflicts is explored,and the guiding of design optimization based on the width of bicycle lanes and the soft separation between vehicles and bicycles is discussed.The results showed that colored paved bicycle lanes were better,performing better at a width of 2.5 m compared to 1.5 m.However,the colored pavement was not suitable for the entire road and had to be set at the position,at which the trajectories of a bicycle and motor vehicle overlapped.Thus,a 2.5-m-wide bicycle lane provides good safety.However,there are still defects in the existing safety indicators,so it is necessary to develop new indicators to reflect real vehicle–bicycle conflict situations more comprehensively.
