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1、 CITY OF PORTLAND, Charlie Hales, Commissioner OFFICE OF TRANSPORTATIONVic Rhodes, Director PROJECT STAFFMia Birk, Bicycle Program Manager Robert Burchfield, Principal Engineer Jonathon Flecker, Senior Traffic Engineer UNIVERSITY OF NORTH CAROLINA William W. Hunter HIGHWAY SAFETY RESEARCH CENTERDavi
2、d L. Harkey J. Richard Stewart This project was funded through a grant from the Oregon Department of Transportation Bicycle and Pedestrian Program. Special thanks to the German Marshall Fund Environmental Fellowship Program, which funded Bicycle Program Manager Mia Birks 1996 research tour of bicycl
3、e-friendly European cities. INTRODUCTION The City of Portland has over 100 miles of bicycle lanes; most were installed within the last decade. As a result of this and other factors, many more residents are riding bicycles for all types of trips. For exam- ple, in 1975 about 200 cyclists rode the Haw
4、thorne Bridge daily; today, that number is over 2400. Staff have recorded similar increases through- out the City, especially in areas with new bicycle lanes. Bicycle lanes provide enormous benefits to all transportation users. They define a space in which to ride, eliminating the need to weave in a
5、nd out of traffic or parked cars. They help novice cyclists feel more confident and increase cyclist visibility. Bicycle lanes also help motorists predict where to expect cyclists. However, motorists are often unaware that they must yield to cyclists when crossing a bicycle lane. As a result, many c
6、yclists worry about the safety of these crossing areas. Many European cities use colored markings at bicycle-motor vehicle crossings to reduce conflicts. The colors range from red (the Netherlands, Germany, Sweden, Denmark, Switzerland, Belgium and others) to blue (Denmark), yellow (Switzerland), an
7、d green (Germany and France). Thus far, American cities have not used this technique. To determine whether such colored markings help improve safety at bicycle-motor vehicle crossings, the City of Portland has been experi- menting with blue pavement markings to delineate selected conflict areas. The
8、 University of North Carolina Highway Safety Research Center (UNCHSRC) under contract to the Federal Highway Administration analyzed the project data. Other studies Evidence shows that the use of colored pavement helps improve safety. References for these studies are listed at the back of this repor
9、t. A Swedish study found the use of colored markings in- creased safety per bicyclist by 20 percent. Denmark found the use of blue markings reduced bike- motor vehicle collisions by 38 percent and fatalities and seri- ous injuries by 71 percent. Studies in England showed colored markings to be effec
10、- tive at reducing conflicts. A 1996 study in Montreal, Quebec found the use of blue markings at five intersections resulted in a small but signifi- cant decrease in conflicts. The study also found that cyclists exercised greater caution after the installation of colored markings and significantly i
11、n- creased the number of cyclists following the delineated path. 1 Portlands Blue Bike Lanes Improved Safety through Enhanced Visibility Offenberg, Germany Photo by Eric Stachon Troisdorf, Germany Photo by Eric Stachon PROJECT GOAL The project goal is to investigate the effectiveness of colored pave
12、ment mark- ings in reducing bicyclist-motorist conflicts at designated crossing areas. Staff designed the study to answer the following: 1 Did motorists appear to yield more frequently to cyclists after the pavement was colored blue? 2 Did motorists appear to look for cyclists before crossing the bi
13、ke lane more frequently than before? 3 Did motorists modify their behavior in any significant ways? 4 Did cyclists tend to look more frequently for motorists before proceeding through the painted area? 5 Did cyclists modify their behavior in any significant ways? 6 Did the number of conflicts, near
14、conflicts, and reported crashes change? Test sites selection and characteristics Staff selected ten conflict areas with a high level of cyclist and motorist interaction, as well as a history of complaints. All of the sites are loca- tions where the cyclist travels straight while the motorist crosses
15、 the bicycle lane. Sites with similar characteristics are grouped as follows: GROUP ONE (Sites 1-4): Exit ramp The cyclist travels straight ahead and the motorist crosses the path of the cyclist to exist a roadway, such as an off-ramp situation. These sites are Broadway/Williams; Beaverton-Hillsdale
16、/Bertha; Multnomah/ Garden Home; and the Hawthorne Bridge eastbound. GROUP TWO (Sites 5-8): Right-turn lane The cyclist travels straight and the motorist crosses over the cyclist path to enter a right turn lane. These sites are Madison/Grand; 7th/Morrison; Broadway/Larrabee; and Terwilliger/I-5. GROUP THREE (Sites 9-10): Entrance ramp The cyclist travels straight and the motorist crosses the bicycle lane to merge onto a street from a ramp. These sites are Broadway/ Interstate and Wei
