Operational analysis of shared lane markings and green bike lanes on roadways with speeds greater than 35 mph.

Details

• Creators:
  Sando, Thobias ; Hunter, W.
• Corporate Creators:
  University of North Florida. College of Computing, Engineering & Construction
• Subject/TRT Terms:
  • Bicycle lanes
  • Traffic lanes
  • Speed limits
  • Measures of effectiveness
  • Before and after studies
  • Cyclists
  • Bicycle facilities
  • Lane lines
  • Vehicle mix
• Publication/ Report Number:
  BDK82-977-04
• Resource Type:
  Tech Report
• Geographical Coverage:
  Florida
• Corporate Publisher:
  Florida. Dept. of Transportation. Research Center
• Abstract:
  This study analyzed the effectiveness of shared lane markings (sharrows), wide curb lanes, standard and buffered ; bike lanes, and green bike lanes on improving operations of bicycle facilities. Three measures of effectiveness ; were used in this study: lateral separation between the motor vehicle and bicyclist, the distance of bicyclists to the ; curb or edge of pavement, and the yielding behavior of drivers and cyclists at merge points. Also, motor vehicle ; speeds before, while, and after passing bicyclists were analyzed. Except for the Bridge of Lions site, the before-and-after data indicate that installation of sharrows led to an increase in lateral separation between motor vehicles ; and bicyclists. At Riverside Drive, the separation increased by 0.67 feet, while at the North 56th ; Street site, an ; increase of 2.55 feet was observed after installing sharrows and increasing the outside lane width. Data also ; suggested a significant improvement in lateral separation of 0.86 feet at Sunset Drive, which was widened to ; create a wider outside lane (but had no shared lane markings), and Bailey Road, where a marked buffer between ; the travel lane and bike lane resulted in an increase in separation between motor vehicles and bicyclists of 0.72 ; feet. It was also observed that bicyclists rode further from the curb/edge of pavement for the after-period ; compared to the before-period for Riverside Drive, Bridge of Lions, North 56th ; Street, and Sunset Drive. P-values ; less than 0.05 were observed for these five sites suggesting that the treatments were effective in moving bicyclists ; further from the curb/edge of pavement. Data also indicates that drivers slow down as they pass bicyclists on non-limited access roadways (before speed of 32.02 mph to 29.97 mph while-passing) and then increase their speeds ; after overtaking the bicyclists (30.80 mph while-passing to 32.82 mph after-passing). The difference between the ; speeds before-passing and while-passing, and while-passing and after-passing, were both significant with a p-value less than 0.000. However, when the before-passing (32.02 mph) and after-passing (32.54 mph), excluding ; while-passing speeds, were analyzed, no significant difference was found (p-value = 0.110). For limited access ; facilities, the difference between the overtaking driver’s speed before-passing (37.35 mph) and while-passing ; (34.93 mph) the bicyclists was significant with a p-value of 0.000. However, the difference between motor ; vehicle speeds while-passing bicyclists (34.94 mph) and after-passing (35.48 mph) was not significant (p-value = ; 0.150). Contrary to the non-limited access streets, the difference between vehicle speeds before- (37.33 mph) and ; after-passing (35.48 mph) was significant for the limited access facilities (p-value =0.017).
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• Format:
  PDF
• Download URL:
  https://rosap.ntl.bts.gov/view/dot/27240/dot_27240_DS1.pdf
• File Type:
  [PDF - 5.21 MB]
• Collection(s):
  US Transportation Collection
• Main Document Checksum:
  urn:sha256:236a8e3d6ff531e52c52fa56242eec61e21a9bedcbe4956590590755094500e8