Effects of Bicycle Boxes on Bicyclist and Motorist Behavior at Intersections in Austin, Texas

Loskorn, Jeff; Mills, Alison; Brady, John F.; Duthie, Jennifer; Machemehl, Randy B.

doi:10.1061/(asce)te.1943-5436.0000584

Cited by 22 publications

(29 citation statements)

References 10 publications

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“…Bike boxes, also known as advanced stop lines, are areas at the front of the general traffic lane, in front of the stop line for cars, but behind the pedestrian crosswalk, where bicyclists can wait during the red signal phase. The placement of the box is intended to increase the visibility of bicyclists to motor vehicle drivers, particularly those turning across a bike lane Loskorn, Mills, Brady, Duthie, & Machemehl, 2013). Sometimes they are coupled with signal phasing that allows bicycles a head start.…”

Section: Nodes Of the Bicycling Networkmentioning

confidence: 99%

Bikeway Networks: A Review of Effects on Cycling

2015

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Research linking bikeway infrastructure and cycling levels has increased significantly over the last 20 years -with the strongest growth since 2010. The research has evolved from the study of lanes and paths, to include analyses of the role of intersection treatments, and finally to studies that attempt to measure the whole bike network. Most studies suggest a positive relationship between bikeway networks or aspects of the network and cycling levels. Stated and revealed-preference studies suggest a hierarchy of cyclist and non-cyclist preferences may exist, favoring separate paths and/or lanes over cycling on roadways with traffic -particularly with high volumes of fast-moving motorized traffic. Revealed-and stated-route-choice studies indicate that intersections have negative effects on the cycling experience, but that certain features can offset this. The research correlating link and node characteristics to cycling implies that networks of such facilities would have positive effects, though very few empirical studies link complex measures of the network to cycling levels. In spite of an increase in studies and general agreement among findings, several important research gaps remain, including empirical studies using comprehensive network measures and studies of specific facility designs and new types of facilities (including intersection treatments). Improved research methods are necessary, including better sampling, longitudinal studies, greater geographic diversity, and incorporating more control variables, including policies.

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Section: Nodes Of the Bicycling Networkmentioning

confidence: 99%

Bikeway Networks: A Review of Effects on Cycling

2015

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“…Though recent reports and popular press articles suggest lower levels of unlawful bicycling behavior with improved bicycling infrastructure (Loskorn et al, 2010;Jaffe, 2014;Goodyear, 2014;Halsey, 2014;Anderson, 2015;Hilkevitch, 2013), the primary bike infrastructure variable tested-density of bike lanes and paths combined-is not significant in any of the models. Moreover, the cycle track density variable in Model 5 associates with higher levels of lawbreaking behavior, but this falls out with both the multilevel model or when accounting for Blocks 1 and 2.…”

Section: Block 3: City-level Characteristicsmentioning

confidence: 96%

Scofflaw bicycling: Illegal but rational

Marshall

Piatkowski

Johnson

2017

JTLU

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Abstract:Nearly everyone has jaywalked, rolled through a stop sign, or driven a few miles per hour over the speed limit, but most such offenses face no legal consequences. Society also tends to see these relatively minor infractions that almost all people make-though they are unmistakably illegal-as normal and even rational. Bicyclists who break the law, however, seem to attract a higher level of scorn and scrutiny. While the academic literature has exhaustively covered unlawful driving behaviors, there remains little research on bicyclists who break the rules of the road. This paper examines rule-breaking bicyclists and the factors associated with such behaviors. We also explore the question: are bicyclists making rational, albeit illegal, choices-similar to most drivers and pedestrians-or are bicyclists reckless and dangerous? Because it's proven effective for reaching hard-to-reach populations, we employed a snowball-sampling framework and an online, scenario-based survey completed by nearly 18,000 respondents. Via multi-level statistical analyses, our results suggest that younger people and males tend to exhibit higher levels of illegal bicycling behavior, but even when combining high-risk factors, the overwhelming majority of bicyclists are not reckless. Controlling for the context and social norms of the city where one lives tends to outweigh individual bicyclist characteristics such as race/ethnicity and income. Unlawful drivers and pedestrians tend to rationalize their behaviors as time saving; bicyclists similarly rationalize their illegal behaviors but were more inclined to cite increasing their own personal safety and/or saving energy. Most bicyclists can generally be described as rational individuals trying to function safely and efficiently given the context and norms of where they live and the transportation system put in front of them.

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“…Design and operation of the junction of road transport aims to provide maximum security and the lowest environmental pollution. Motor vehicle collisions with pedestrians (Kopczynski et al 2011;Ptak et al 2012;Sokolovskij, Prentkovskis 2013) and bicycles (Loscorn et al 2013) at intersections has an impact on the increase in the number of road accidents. Pedestrians, crossing intersections in small interval, reduce their capacity (Scott et al 2013).…”

Section: Introductionmentioning

confidence: 99%

Research on the operation of roundabouts based on the sustainable development principles

Sivilevičius

Paliulis

Klibavičius

et al. 2015

The Baltic Journal of Road and Bridge Engineering

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The main elements of urban transport infrastructure include: the street network with intersections, bridges, viaducts, flyovers, vehicular traffic tunnels. Unsignalized four-leg intersections and roundabouts is the largest “saturated transport flow” of the street network. Roundabouts which were designed as far back as 1970–1980 were well-functioning when the car ownership level was 180–200 veh/1000 inhabitants. Currently, when the level of car ownership comes to 520–560 veh/1000 inhabitants, unsignalized roundabouts operate in the “oversaturated flows” regime. The research results of the Vilnius Gediminas Technical University and other universities showed that when designing new or reconstructing existing intersections the indicators of territorial planning, transport planning, environmental protection, traffic safety should be considered. As a common indicator for assessing all other indicators a monetization (estimation in monetary terms) should be used. When preparing projects for intersection reconstruction it is recommended to apply a new method of intersection analysis and evaluation based on the principles of sustainable development of urban transport infrastructure.

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Effects of Bicycle Boxes on Bicyclist and Motorist Behavior at Intersections in Austin, Texas

Cited by 22 publications

References 10 publications

Bikeway Networks: A Review of Effects on Cycling

Bikeway Networks: A Review of Effects on Cycling

Scofflaw bicycling: Illegal but rational

Research on the operation of roundabouts based on the sustainable development principles

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