Väjningsbeteende på upphöjda överfarter
(2010)Civil Engineering - Road and Traffic Technology (BSc)
- Abstract
- The city of Helsingborg wishes to see an increase in bicycle traffic. One of the measures that have been taken to achieve this is to build elevated bicycle crossings at intersections between bicycle paths and carriageways. This thesis deals with the particular kind of elevated bicycle crossing that is situated at the intersection between a main street with a bicycle path alongside it and a side street. The purpose of this thesis is to study the behaviour of bicyclists and motor vehicle drivers on the crossings and if different designs have an effect on their behaviour. This will be compared to the rules that apply for rights of way and what purpose the traffic planners has had with the crossings. To find out about the behaviour of... (More)
- The city of Helsingborg wishes to see an increase in bicycle traffic. One of the measures that have been taken to achieve this is to build elevated bicycle crossings at intersections between bicycle paths and carriageways. This thesis deals with the particular kind of elevated bicycle crossing that is situated at the intersection between a main street with a bicycle path alongside it and a side street. The purpose of this thesis is to study the behaviour of bicyclists and motor vehicle drivers on the crossings and if different designs have an effect on their behaviour. This will be compared to the rules that apply for rights of way and what purpose the traffic planners has had with the crossings. To find out about the behaviour of bicyclists and motor vehicle drivers on elevated bicycle crossings, a behavioural study has been conducted on three locations in Helsingborg. The locations were chosen to include different types of designs and to have a flow of bicycles exceeding 50 bicycles an hour. It was also necessary to find places with a high enough flow of motor vehicles to get sufficient data. The studies were conducted during six hours each day for between three and five days on each location. During this time, all situations when a bicyclist and a motor vehicle driver was about to reach the elevated crossing at the same time were recorded. The main focus has been on who gives way for the other and who the one that crosses first is. Also, the bicyclists’ adaptations of their speed prior to the interactions were noted. The results of the study showed that in 79% of the interactions, the motor vehicle drivers let the bicyclists cross first. This percentage varies among the studied places, at the crossing at Pålsjögatan it is 74%, at Södergatan it is 79% and at Kopparmöllegatan it is 90%. Since too few crossings have been studied, no statements of the behaviour of elevated bicycle crossings in general can be made. A comparison between the three places in this study does not indicate that the design of the elevated bicycle crossing has any considerable effect on who gets the right of way. The flow of motor vehicles and bicycles and the distance between car lane and bicycle lane is probably of greater importance. What this study does show is that from the bicyclists’ point of view these crossings are an obstacle. Since only 79% of the motor vehicle drivers give them right of way they can not be sure of an undisturbed passage. This is reflected in that a large part of the bicyclists change their speed before the crossing. (Less)
Please use this url to cite or link to this publication:
http://lup.lub.lu.se/student-papers/record/1689513
- author
- Ahoori, Hooman and Linné, Anders
- organization
- year
- 2010
- type
- M2 - Bachelor Degree
- subject
- keywords
- cykel, cyklande, helsingborg, cykelöverfart, upphöjning, upphöjd överfart, väjningsbeteende
- language
- Swedish
- id
- 1689513
- date added to LUP
- 2010-10-02 00:00:00
- date last changed
- 2018-10-18 10:14:20
@misc{1689513,
abstract = {{The city of Helsingborg wishes to see an increase in bicycle traffic. One of the measures that have been taken to achieve this is to build elevated bicycle crossings at intersections between bicycle paths and carriageways. This thesis deals with the particular kind of elevated bicycle crossing that is situated at the intersection between a main street with a bicycle path alongside it and a side street. The purpose of this thesis is to study the behaviour of bicyclists and motor vehicle drivers on the crossings and if different designs have an effect on their behaviour. This will be compared to the rules that apply for rights of way and what purpose the traffic planners has had with the crossings. To find out about the behaviour of bicyclists and motor vehicle drivers on elevated bicycle crossings, a behavioural study has been conducted on three locations in Helsingborg. The locations were chosen to include different types of designs and to have a flow of bicycles exceeding 50 bicycles an hour. It was also necessary to find places with a high enough flow of motor vehicles to get sufficient data. The studies were conducted during six hours each day for between three and five days on each location. During this time, all situations when a bicyclist and a motor vehicle driver was about to reach the elevated crossing at the same time were recorded. The main focus has been on who gives way for the other and who the one that crosses first is. Also, the bicyclists’ adaptations of their speed prior to the interactions were noted. The results of the study showed that in 79% of the interactions, the motor vehicle drivers let the bicyclists cross first. This percentage varies among the studied places, at the crossing at Pålsjögatan it is 74%, at Södergatan it is 79% and at Kopparmöllegatan it is 90%. Since too few crossings have been studied, no statements of the behaviour of elevated bicycle crossings in general can be made. A comparison between the three places in this study does not indicate that the design of the elevated bicycle crossing has any considerable effect on who gets the right of way. The flow of motor vehicles and bicycles and the distance between car lane and bicycle lane is probably of greater importance. What this study does show is that from the bicyclists’ point of view these crossings are an obstacle. Since only 79% of the motor vehicle drivers give them right of way they can not be sure of an undisturbed passage. This is reflected in that a large part of the bicyclists change their speed before the crossing.}},
author = {{Ahoori, Hooman and Linné, Anders}},
language = {{swe}},
note = {{Student Paper}},
title = {{Väjningsbeteende på upphöjda överfarter}},
year = {{2010}},
}