To study riding safety at intersection entrance,video recognition technology is used to build vehicle-bicycle conflict models based on the Bayesian method.It is analyzed the relationship among the width of nonmotorize...To study riding safety at intersection entrance,video recognition technology is used to build vehicle-bicycle conflict models based on the Bayesian method.It is analyzed the relationship among the width of nonmotorized lanes at the entrance lane of the intersection,the vehicle-bicycle soft isolation form of the entrance lane of intersection,the traffic volume of right-turning motor vehicles and straight-going non-motor vehicles,the speed of right-turning motor vehicles,and straight-going non-motor vehicles,and the conflict between right-turning motor vehicles and straight-going nonmotor vehicles.Due to the traditional statistical methods,to overcome the discreteness of vehicle-bicycle conflict data and the differences of influencing factors,the Bayesian random effect Poisson-log-normal model and random effect negative binomial regression model are established.The results show that the random effect Poisson-log-normal model is better than the negative binomial distribution of random effects;The width of non-motorized lanes,the form of vehicle-bicycle soft isolation,the traffic volume of right-turning motor vehicles,and the coefficients of straight traffic volume obey a normal distribution.Among them,the type of vehicle-bicycle soft isolation facilities and the vehicle-bicycle traffic volumes are significantly positively correlated with the number of vehicle-bicycle conflicts.The width of non-motorized lanes is significantly negatively correlated with the number of vehicle-bicycle conflicts.Peak periods and flat periods,the average speed of right-turning motor vehicles,and the average speed of straight-going non-motor vehicles have no significant influence on the number of vehicle-bicycle conflicts.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
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 Social Sciences Federation Think Tank Project of Hunan Province under Grant No.ZK2019025,author X.X,http://www.hnsk.gov.cn/+3 种基金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/in part by Key Subjects of the State Forestry Bureau in China under Grant No.[2016]21,author X.X,http://www.forestry.gov.cn/and in part by“Double First-Class”Cultivation Discipline of Hunan Province in China under Grant No.[2018]469,author X.X,http://jyt.hunan.gov.cn/.
文摘To study riding safety at intersection entrance,video recognition technology is used to build vehicle-bicycle conflict models based on the Bayesian method.It is analyzed the relationship among the width of nonmotorized lanes at the entrance lane of the intersection,the vehicle-bicycle soft isolation form of the entrance lane of intersection,the traffic volume of right-turning motor vehicles and straight-going non-motor vehicles,the speed of right-turning motor vehicles,and straight-going non-motor vehicles,and the conflict between right-turning motor vehicles and straight-going nonmotor vehicles.Due to the traditional statistical methods,to overcome the discreteness of vehicle-bicycle conflict data and the differences of influencing factors,the Bayesian random effect Poisson-log-normal model and random effect negative binomial regression model are established.The results show that the random effect Poisson-log-normal model is better than the negative binomial distribution of random effects;The width of non-motorized lanes,the form of vehicle-bicycle soft isolation,the traffic volume of right-turning motor vehicles,and the coefficients of straight traffic volume obey a normal distribution.Among them,the type of vehicle-bicycle soft isolation facilities and the vehicle-bicycle traffic volumes are significantly positively correlated with the number of vehicle-bicycle conflicts.The width of non-motorized lanes is significantly negatively correlated with the number of vehicle-bicycle conflicts.Peak periods and flat periods,the average speed of right-turning motor vehicles,and the average speed of straight-going non-motor vehicles have no significant influence on the number of vehicle-bicycle conflicts.
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.
