Towards Effective Design Treatment for Right Turns at Intersections with Bicycle Traffic
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TOWARDS EFFECTIVE DESIGN TREATMENT FOR RIGHT TURNS AT INTERSECTIONS WITH BICYCLE TRAFFIC Final Report SPR 767 TOWARDS EFFECTIVE DESIGN TREATMENT FOR RIGHT TURNS AT INTERSECTIONS WITH BICYCLE TRAFFIC Final Report SPR 767 by David Hurwitz Mafruhatul Jannat Jennifer Warner Oregon State University Christopher Monsere Ali Razmpa Portland State University for Oregon Department of Transportation Research Section 555 13th Street NE, Suite 1 Salem OR 97301 and Federal Highway Administration 400 Seventh Street, SW Washington, DC 20590-0003 November 2015 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA-OR-RD-16-06 4. Title and Subtitle 5. Report Date TOWARDS EFFECTIVE DESIGN TREATMENT FOR RIGHT TURNS AT -November 2015- INTERSECTIONS WITH BICYCLE TRAFFIC 6. Performing Organization Code 7. Author(s) 8. Performing Organization D.H. Hurwitz, C. Monsere, M. Jannat, J. Warner, A. Razmpa Report No. 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Oregon State University Portland State University 101 Kearney Hall Post Office Box 751 11. Contract or Grant No. Corvallis, OR 97331 Portland, OR 97207 SPR 767 iii 12. Sponsoring Agency Name and Address 13. Type of Report and Period Oregon Dept. of Transportation Covered Research Section and Federal Highway Admin. Final Report 555 13th Street NE, Suite 1 400 Seventh Street, SW 14. Sponsoring Agency Code Salem, OR 97301 Washington, DC 20590-0003 15. Supplementary Notes 16. Abstract The overall goal of this research was to quantify the safety performance of alternative traffic control strategies to mitigate right-turning vehicle-bicycle crashes at signalized intersections in Oregon. The ultimate aim was to provide useful design guidance to potentially mitigate these collision types at the critical intersection configurations. This report includes a comprehensive review of more than 150 scientific and technical articles that relate to bicycle-motor vehicle crashes. A total of 504 right-hook crashes were identified from vehicle path information in the Oregon crash data from 2007-2011, mapped and reviewed in detail to identify the frequency and severity of crashes by intersection lane configuration and traffic control. Based on these efforts, a two stage experiment was developed in the OSU high-fidelity driving simulator to investigate the causal factors of right-hook crashes at signalized intersections with a striped bike lane and no right-turn lane, and to then identify and evaluate alternative design treatments that could mitigate the occurrence of right-hook crashes. Experiment 1 investigated motorist and environmental related causal factors of right-hook crashes, using three different motorist performance measures: 1) visual attention, 2) situational awareness (SA) and 3) crash avoidance behavior. Data was collected from 51 participants (30 male and 21 female) turning right 820 times in 21 different experimental scenarios. It was determined that the worst case right-hook scenario occurred when a bicycle was approaching the intersection at a higher speed (16 mph) and positioned in the blind zone of the motorist. In crash and near crash situations (measured by time-to-collision) the most common cause was a failure of the driver to actively search for the adjacent bicyclist (situational awareness level 1), although failures were also determined to occur due to failures of projection (i.e. incorrectly assuming that the bicycle would yield or that there was enough time to turn in front of the bicycle). Elements of driver performance and gap acceptance collected in the first stage simulator experiment were field validated to provide additional confidence in the findings. The research reviewed 144 hours of video and identified 43 conflicts where the time-to-collision (TTC) measured less than 5 seconds. When field observations of scenarios most similar to those in the simulator were isolated, the analysis indicated that the distribution of the TTCs values observed in the simulator were consistent with those observed in the field. Experiment 2 evaluated several possible design treatments, (specifically: signage, pavement markings, curb radii, and protected intersection designs), based on the iv visual attention of motorist, their crash avoidance behavior, and the severity of the observed crashes. Data was collected from 28 participants (18 male and 10 female) turning right 596 times in 22 scenarios that were used. The resulting analysis of the driver performance indicators suggest that while we can measure the various driver performance metrics robustly, and all of the treatments had some positive effect on measured driver performance, it is not yet clear how to map the magnitudes of the differences to expected crash outcomes. Additional work is recommended to address the limitations of this study and to further consider the potential effects of the right-hook crash mitigation strategies from this research. 17. Key Words 18. Distribution Statement BICYCLE SAFETY, DRIVING SIMULATOR, HUMAN Copies available from NTIS, and online at FACTORS, INTERSECTION DESIGN, RIGHT-HOOK http://www.oregon.gov/ODOT/TD/TP_RES/ CRASH 19. Security Classification 20. Security Classification 21. No. of Pages 22. Price (of this report) (of this page) 283 Unclassified Unclassified Technical Report Form DOT F 1700.7 (8-72) Reproduction of completed page authorized Printed on recycled paper SI* (MODERN METRIC) CONVERSION FACTORS APPROXIMATE CONVERSIONS TO SI UNITS APPROXIMATE CONVERSIONS FROM SI UNITS When You Multiply When You Multiply Symbol To Find Symbol Symbol To Find Symbol Know By Know By LENGTH LENGTH in inches 25.4 millimeters mm mm millimeters 0.039 inches in ft feet 0.305 meters m m meters 3.28 feet ft yd yards 0.914 meters m m meters 1.09 yards yd mi miles 1.61 kilometers km km kilometers 0.621 miles mi AREA AREA millimeters millimeters in2 square inches 645.2 mm2 mm2 0.0016 square inches in2 squared squared ft2 square feet 0.093 meters squared m2 m2 meters squared 10.764 square feet ft2 yd2 square yards 0.836 meters squared m2 m2 meters squared 1.196 square yards yd2 ac acres 0.405 hectares ha ha hectares 2.47 acres ac mi2 square miles 2.59 kilometers squared km2 km2 kilometers squared 0.386 square miles mi2 v VOLUME VOLUME fl oz fluid ounces 29.57 milliliters ml ml milliliters 0.034 fluid ounces fl oz gal gallons 3.785 liters L L liters 0.264 gallons gal ft3 cubic feet 0.028 meters cubed m3 m3 meters cubed 35.315 cubic feet ft3 yd3 cubic yards 0.765 meters cubed m3 m3 meters cubed 1.308 cubic yards yd3 NOTE: Volumes greater than 1000 L shall be shown in m3. MASS MASS oz ounces 28.35 grams g g grams 0.035 ounces oz lb pounds 0.454 kilograms kg kg kilograms 2.205 pounds lb short tons (2000 T 0.907 megagrams Mg Mg megagrams 1.102 short tons (2000 lb) T lb) TEMPERATURE (exact) TEMPERATURE (exact) °F Fahrenheit (F-32)/1.8 Celsius °C °C Celsius 1.8C+32 Fahrenheit °F *SI is the symbol for the International System of Measurement vi ACKNOWLEDGEMENTS Oregon State University Undergraduate Research Assistants Katie Mannion, Kayla Fleskes, and Amy Wyman were invaluable in the running of subjects and in the reduction of eye tracking data. Their contributions to this report were significant and the authors offer our thanks. Daniel Hazel at Portland State University contributed to the field data collection efforts. This study was conducted with support from the Oregon State Center for Healthy Aging Research, Life Registry, which provided access to contact information for older drivers willing to be participants in research on campus. Thanks to all of the subjects who participated in both Experiment 1 and 2. DISCLAIMER This document is disseminated under the sponsorship of the Oregon Department of Transportation and the United States Department of Transportation in the interest of information exchange. The State of Oregon and the United States Government assume no liability of its contents or use thereof. The contents of this report reflect the view of the authors who are solely responsible for the facts and accuracy of the material presented. The contents do not necessarily reflect the official views of the Oregon Department of Transportation or the United States Department of Transportation. The State of Oregon and the United States Government do not endorse products of manufacturers. Trademarks or manufacturers’ names appear herein only because they are considered essential to the object of this document. This report does not constitute a standard, specification, or regulation. vii viii TABLE OF CONTENTS 1.0 INTRODUCTION............................................................................................................. 1 1.1 MOTIVATION .................................................................................................................... 2 1.2 RESEARCH OBJECTIVES ..................................................................................................... 4 1.3 ORGANIZATION OF THE REPORT ....................................................................................... 5 2.0 LITERATURE REVIEW ................................................................................................ 7 2.1 CRASH TYPOLOGIES .......................................................................................................... 7 2.2 CONTRIBUTING CRASH FACTORS .................................................................................... 12 2.2.1 Factors Attributable to Motorist .........................................................................................................