Evaluation of bike boxes at signalized intersections

Dill, Jennifer; Monsere, Christopher M.; McNeil, Nathan

doi:10.1016/j.aap.2010.10.030

Cited by 67 publications

(35 citation statements)

References 12 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Pavement markings could also prioritize intersections for cyclists through the implementation of a bike box. Bike boxes are advanced stop boxes that increase the visibility of cyclists and potentially reduce conflicts between vehicles and cyclists in right-hook situations [112][113][114]. The effects of the bike box have also been inadequately considered in the literature and they might be significant in terms of network-based BLOS studies.…”

Section: Traffic Enforcementmentioning

confidence: 99%

Expanding the Scope of the Bicycle Level-of-Service Concept: A Review of the Literature

et al. 2020

View full text Add to dashboard Cite

Research into the bicycle level-of-service (BLOS) has been extensively conducted over the last three decades. This research has mostly focused on user perceptions of comfort to provide guidance for decision-makers and planners. Segments and nodes were studied first, followed by a network evaluation. Besides these investigations, several variables have also been utilized to depict the users’ perspectives within the BLOS field, along with other cycling research domains that simultaneously scrutinized the users’ preferences. This review investigates the variables and indices employed in the BLOS area in relation to the field of bicycle flow and comfort research. Despite general agreement among existing BLOS variables and the adopted indices, several important research gaps remain to be filled. First, BLOS indices are often categorized based on transport components, while scarce attention has been paid to BLOS studies in trip-end facilities such as bicycle parking facilities. The importance of these facilities has been highlighted instead within research related to comfort. Second, the advantages of separated bike facilities have been proven in many studies; however, scarce research has addressed the challenges associated with them (e.g., the heterogeneity within those facilities due to the presence of electric bikes and electric scooters). This issue is clearly noticeable within the research regarding flow studies. Furthermore, network evaluation (in comparison to segment and node indices) has been studied to a lesser extent, whereas issues such as connectivity can be evaluated mainly through a holistic approach to the system. This study takes one step toward demonstrating the importance of the integration of similar research domains in the BLOS field to eliminate the aforementioned shortcomings.

show abstract

Section: Traffic Enforcementmentioning

confidence: 99%

Expanding the Scope of the Bicycle Level-of-Service Concept: A Review of the Literature

et al. 2020

View full text Add to dashboard Cite

show abstract

“…In 2008, the city rolled out a new experimental traffic treatment, the right-angle bicycle lane extension (i.e., a bicycle or bike box). The most common application for the bicycle box is to place cyclists in front of right-turning vehicles, thus preventing right-hook conflicts (Dill, Monsere, and McNeil, 2012). Many of the city's bicycle boxes have been visually reinforced with green pavement marking, as is preferred by both motorists and cyclists (Dill, Monsere, and McNeil, 2012).…”

Section: Bicycle Facility Improvementsmentioning

confidence: 99%

Evaluation of Bus-Bicycle and Bus/Right-Turn Traffic Delays and Conflicts

Keeling

Glick

Crumley³

et al. 2019

Transportation Research Record: Journal of the Transportation R

View full text Add to dashboard Cite

This research evaluates conflicts and delays caused by interactions between buses, bicycles, and right-turning vehicles. Two concerns caused by these overlapping bus, bicycle, and automobile facilities are analyzed; the first concern is the number of bus-bicycle conflicts (as a proxy for safety) and the second concern is bus delay. Video data was collected and analyzed to quantify conflicts, travel time, and delay. For every bus passing through the study site, the mixed-traffic scenario that the bus incurs was categorized as one of 72 different combinations of bus, bicycle, and automobile interactions. Video count data was weighted according to seasonal, weekly, and hourly bicycle volume data to estimate the number of annual bus-bicycle conflicts. A regression analysis was performed to identify potential sources of delays. The results indicate that each bicycle crossing the intersection after the bus (within 60 feet of the bus) contributes to bus delay. No statistically significant delay was found from the bicycles stopped in the bicycle box, bicycles stopped behind the bicycle box, bicycles that crossed the intersection before the bus, or the presence of right-turning vehicles.

show abstract

“…There is an increasing amount of research into different kinds of cycle lanes and intersection solutions, such as bike boxes (Dill et al, 2012) or coloured lanes that highlight conflict areas (e.g., Hunter et al, 2000;Jensen, 2008;Brady et al, 2010). However, few studies examine the effect of specific features of these cycling facilities, such as the exact design, quality or location (Buehler and Dill, 2016).…”

Section: Introductionmentioning

confidence: 99%

Is Red the New Black? A Quasi-Experimental Study Comparing Perceptions of Differently Coloured Cycle Lanes

Karlsen

Fyhri

2020

Front. Psychol.

View full text Add to dashboard Cite

Cities and road authorities in many countries have started colouring their cycle lanes. Some road authorities choose red, some blue, and some green. The reasoning behind this choice is not clear, and it is uncertain whether some colours are superior to others. The current study aims to examine whether coloured cycle lanes are viewed more positively than uncoloured lanes, and whether one of the typically chosen colours is perceived as safer and more inviting to cyclists or more deterring to motorists. Participants were invited to respond to a web survey. Respondents (N = 560) were from the four largest cities in Norway, both genders (42.1% women), and of a wide age range (79.6% between 30 and 70). Depending on cycling frequency, respondents were categorised as either motorist (n = 354) or cyclist (n = 206). All respondents rated different cycle lanes (uncoloured, blue, green, and red) on different attributes. The uncoloured lane was consistently rated least positively, with the lowest scores on visibility, perceived safety for both motorists and cyclist and how inviting it seemed to cycle in the lane. It was also estimated to be the lane that would experience the greatest degree of violation from motorists, in terms of driving or stopping in the cycle lane. The green and red lanes were consistently rated more positively than the blue lane, but whether green or red was preferred depended on whether the respondent had lived a place with coloured cycle lanes. People familiar with coloured cycle lanes, which in Norway are red, rated the red lane more positively than the green lane, while the opposite was true for people who were not used to coloured cycle lanes. The difference in ratings between different colours were similar to, or greater than, the difference from uncoloured to coloured, which implies that it not only matters that a lane is coloured, but also which colour it has.

show abstract

Evaluation of bike boxes at signalized intersections

Cited by 67 publications

References 12 publications

Expanding the Scope of the Bicycle Level-of-Service Concept: A Review of the Literature

Expanding the Scope of the Bicycle Level-of-Service Concept: A Review of the Literature

Evaluation of Bus-Bicycle and Bus/Right-Turn Traffic Delays and Conflicts

Is Red the New Black? A Quasi-Experimental Study Comparing Perceptions of Differently Coloured Cycle Lanes

Contact Info

Product

Resources

About