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|Other Titles: ||A study of motorcyclists acceptable lateral clearance analysis and application of inner city|
|Authors: ||張耕碩;Chang, Keng-Shuo|
|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|
|Issue Date: ||2015-05-04 09:52:59 (UTC+8)|
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|
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