Details:

Creators:
Sando, Thobias ; Hunter, W.
Sando, Thobias ; Hunter, W. Less -
Corporate Creators:
University of North Florida. College of Computing, Engineering & Construction
Subject/TRT Terms:
[+]
Before And After Studies Bicycle Facilities Bicycle Lanes Cyclists Lane Lines Measures Of Effectiveness Speed Limits Traffic Lanes 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).


Format:
PDF
Collection(s):
US Transportation Collection
Main Document Checksum:
[+]
urn:sha256:236a8e3d6ff531e52c52fa56242eec61e21a9bedcbe4956590590755094500e8
Download URL:
https://rosap.ntl.bts.gov/view/dot/27240/dot_27240_DS1.pdf
File Type:

Supporting Files

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