English  |  正體中文  |  简体中文  |  Items with full text/Total items : 51896/87052 (60%)
Visitors : 8464266      Online Users : 116
RC Version 7.0 © Powered By DSPACE, MIT. Enhanced by NTU Library & TKU Library IR team.
Scope Tips:
  • please add "double quotation mark" for query phrases to get precise results
  • please goto advance search for comprehansive author search
  • Adv. Search
    HomeLoginUploadHelpAboutAdminister Goto mobile version
    Please use this identifier to cite or link to this item: http://tkuir.lib.tku.edu.tw:8080/dspace/handle/987654321/102328


    Title: 市區道路機車可接受側向間隔分析與應用之研究
    Other Titles: A study of motorcyclists acceptable lateral clearance analysis and application of inner city
    Authors: 張耕碩;Chang, Keng-Shuo
    Contributors: 淡江大學運輸管理學系碩士班
    張勝雄;Chang, Sheng-Hsiung
    Keywords: 可接受側向間隔;寬度上限;與路側停車距離;Acceptable lateral clearance;Lane width upper-bound;Width between lane and parking space
    Date: 2014
    Issue Date: 2015-05-04 09:52:59 (UTC+8)
    Abstract: 為了改善同向擦撞與開車門事故,本研究以工程角度切入,認為機車與他車發生同向擦撞事故的主要原因為未訂定車道寬度上限;而發生開車門事故原因主要為汽車停車空間占用或者離車道太近,因此希望車道寬上限設計可將機車超越前車時保持的可接受側向間隔納入考量,而車道距離路側停車則納入機車通過路側停車保持的可接受側向間隔,以減少同向擦撞與開車門事故的情形。
    於資料蒐集面,本研究以實地錄影的方式將攝影機架設於高處,透過俯視角度判斷機車騎士保持的可接受側向間隔與速度,依不同車道類型下測得的可接受側向間隔配合設計車種實體尺寸與單側安全間隔訂定出車道寬寬度上限,依不同路側停車情況配合可接受側向間隔取得車道與路緣之距離。
    於車道寬度設計方面,本研究建議一般車道寬應介於275~315公分、混合車道介於280~330公尺、慢車道實體分隔路型介於250~305公分、標線分隔路型介於150~180公分、機車專用或優先到實體分隔路型介於150~200公分、標線分隔路型介於150~185公分,於建議範圍內可減少機車於同車道超越前車情形。
    車道與路側停車距離方面,本研究建議混合車道路側設置停車格時應距離325公分、臨時停車時應距離295公分;慢車道設置停車格時應距離295公分、臨時停車時應距離285公分,機車優先道路側設置停車格時應距離300公分、臨時停車時應距離255公分。
    為了證明本研究建議值是否能助於降低同向擦撞事故情形,因此選取台北市與新北市機車專用與優先道做為驗證對象,結果顯示,於標線分隔路型符合建議路段同向擦撞事故人數率介於0.7~1.9%;不符合之路段介於2.1~12%,實體分隔路型符合研究建議路段同向擦撞事故率介於1.4~4.1%,不符合路段介於1.2~9.7%間,由此可知,符合設計建議路段同向擦撞事故率明顯較低,表示將車道寬度限於研究建議範圍內可確實降低事故率。
    本研究以駕駛者實際用路行為做為車道寬與車道距路側停車距離設計之參考,同時建議設計時應配合教育與宣導兩方面,應避免於同車道超車,並注意在設有路側停車路段應保持較遠距離,以減少同向擦撞與開車門事故情形。
    In order to decrease the accident that cause by side swipe and car door open. This study from the viewpoint of traffic engineering, and address that the accident between car and motorcycle in the same direction results from not clearly defining the upper limit of different lanes width and from not defining a safe distance between different lanes to parking space. Therefore, we propose the new design of the upper limit of lanes width and setting up a safe distance between to decrease the car accident rate. When we set up the new values for the above mentioned conditions, we must consider keeping an acceptable lateral clearance between different lanes for motorcycle to overtake the front one and also allow motorcycle to pass a car which parks on a parking space near road side.
    To access data, several cameras were set on a high position in order to judge an acceptable lateral clearance and speed from motorcyclist. The new upper limit of lanes width got from various vehicles size and single safe clearance under an acceptable lateral clearance. A safe distance between driving lane and roadside parking space also needs to consider an acceptable lateral clearance and different parking space types.
    For the part of the upper limit of lane width design, this study suggests that normal lane width should be at the range of 275~315cm, mixing flow lane width should be 280~330cm, slow traffic lane with physical separation should be 250~305cm, and slow traffic lane separated by marking line should be 150~185cm. Motorcycle lane with physical separation should be 150~200cm, motorcycle lane with marking separation should be 150~185cm. According to the above suggested lane width in this study, the rate of accident can be reduced.
    For the part of the safe distance between different lanes and road side parking spaces, this study suggests that mix flow lane with parallel parking should keep 325 cm from the road side, mix flow lane with temporary parking space should keep 295 cm. Slow traffic lane with parallel parking should keep 295 cm, slow traffic lane with temporary parking place should keep 285 cm. Motorcycle priority lane with parallel parking should keep 300 cm, motorcycle priority lane with temporary parking place should keep 255cm.
    To prove this suggestion if feasible to decrease the side swipe rate in the same direction , we choose some motorcycle lanes located in Taipei and New Taipei City, and divides 2 kinds of different situations to check. One kind is complying with the suggested lane width in this study, the other is not. The results show that the accident rate of motorcycle lanes with marking separation complying with suggestion is at the range of 0.7~1.9%, and not complying with suggestion is 2.1~12%. In physical separation motorcycle lane, the accident rate that complies with suggestion is 1.4~4.1%, not complying with suggestion is 1.2~9.7%. These results show that the accident rate which conforms to this study suggestion is lower than not conforming to motorcycle lanes. It means the rate of accident can be reduced if the lane width meets the suggestion range.
    This study refers to the practical behavior of the road-users to set up the lane width and safe distance between lanes and road side. Beside engineering design, this study also advises that education and enforcement should be considered at the same time. For reducing the side swipes or any accident rates more effectively, it had better avoid overtaking any car at the same lane and keep farther safe distance while passing through the road side parking space.
    Appears in Collections:[運輸管理學系暨研究所] 學位論文

    Files in This Item:

    File SizeFormat
    index.html0KbHTML267View/Open

    All items in 機構典藏 are protected by copyright, with all rights reserved.


    DSpace Software Copyright © 2002-2004  MIT &  Hewlett-Packard  /   Enhanced by   NTU Library & TKU Library IR teams. Copyright ©   - Feedback