Moped Rider Violation Behavior and Moped Safety at Intersections in China

Wang, Xuesong; Xu, Y.; Tremont, Paul J.; Yang, Dongyuan

doi:10.3141/2281-11

Cited by 24 publications

(17 citation statements)

References 12 publications

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“…Many studies have investigated the behavioral characteristics of e-bike riders crossing signalized intersections (11)(12)(13)(14)(15)(16)(17)(18). Currently, the market price of an e-scooter in China varies from 2,000 to 4,000 renminbi (RMB; US$326 to US$652), significantly more than that of an e-bike, which varies from 1,500 to 2,500 RMB (US$245 to US$408).…”

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confidence: 99%

Red Light Running Behavior of Electric Bicycles at Signalized Intersections in China

Guo

Liu

Bai

et al. 2014

Transportation Research Record

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A comparative analysis was conducted on the red light running behavior of the riders of scooter-style electric bicycles (e-scooters), bicycle-style electric bicycles (e-bikes), and bicycles as they crossed signalized intersections. The crossing behaviors of 5,646 riders (1,568 e-bikes, 2,612 e-scooters, and 1,466 bicycles) were observed. The average red light running rates for e-bikes, e-scooters, and bicycles at the selected sites were 24.9%, 25.0%, and 18.3%, respectively. The rates for e-bikes and e-scooters were significantly higher than those for bicycles. The difference in the rates between e-bikes and e-scooters was not statistically significant. A binary logit model was developed to evaluate how various factors affected the red light running rates of two-wheeled vehicles at signalized intersections. Results of a comparison of traffic conflicts caused by various red light running two-wheeled vehicles indicated that bicycles were slightly more likely to be involved in traffic conflicts than e-bikes or e-scooters as they crossed intersections during a red pedestrian phase. Also, e-bikes were less likely than e-scooters and bicycles to be involved in traffic conflicts in the middle stage of a red pedestrian phase. Both e-scooters and e-bikes had higher crossing speeds than bicycles. Although e-scooters traveled at speeds significantly higher than e-bikes did when crossing intersections during green phases, the difference in crossing speeds between red light running e-bikes and red light running e-scooters was not statistically significant.

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confidence: 99%

Red Light Running Behavior of Electric Bicycles at Signalized Intersections in China

Guo

Liu

Bai

et al. 2014

Transportation Research Record

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“…64%) concerned pedestrians crossing outside pedestrian crosswalks. Lastly, concerning the tendency of even higher crash risks for mopeds when filtering, it may be that this comes from the various risk factors that have already been identified in the literature, such as their young age (Aare & Holst, 2003;Kopjar, 1999;Lardelli-Claret et al 2005;Moskal, Martin & Laumon, 2012), inexperience (Yannis, Golias & Papadimitriou, 2005;SWOV, 2006, Blackman & Haworth, 2013, or their greater tendency to intentionally disobey certain driving rules (Steg & Van Brussel, 2009;Van Elslande & Marechal, 2008;Wang et al, 2012) or to take risks (European Conference of Ministers of Transport (ECMT), 2000; Yannis et al, 2005;Brandau, Daghofer, Hofmann & Spitzer, 2011). Although moped riders do not filter any more than other PTW categories, it may well be that they filter in a more risky way than other PTW categories due to these risk factors, but probably also due to their vehicle's greater maneuverability compared to motorcycles.…”

Section: Discussionmentioning

confidence: 99%

Does filtering by powered two-wheelers present a risk for pedestrians in city centers?

Clabaux¹,

Fournier²,

Michel³

et al. 2019

Journal of Transport & Health

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Context: The increase in the use of powered two-wheelers (PTW) in large urban areas adds to the public debate on the question of legalizing the practice of filtering when traffic is congested. In recent years, filtering by PTW riders has been authorized in cities in several Australian States. In France, this practice has been authorized on an experimental basis since 1 st February 2016 on urban expressways, but for now it remains forbidden in city centers. Legalization and generalization of this practice in cities could, however, have a detrimental effect on pedestrian safety. The objective of the research presented in this paper is to estimate the risk for PTW riders of hitting and injuring a pedestrian per kilometer travelled while filtering and to compare this risk with that run while not filtering. Method: Based on the detailed study of police reports recorded on 14 sections of urban arterials roads located in the city center of Marseille (France) and a campaign of periodical observations of powered two-wheeler practices, a relative risk and its 95 % confidence interval are estimated. Results: The results show that the practice of filtering is associated with a significantly higher risk of collision with a pedestrian compared to normal driving in the traffic flow. On the sections studied, the risk is 5.30 higher (95% confidence interval [2.97; 9.43]). The main crash configurations are presented. Conclusions: In cities, filtering practices by PTW have a deleterious effect on pedestrian safety. Countermeasures concerning the road layout or enforcement seem possible to mitigate this deleterious effect. 1. Introduction Faced with transportation problems in metropolitan areas, powered two-wheelers (PTW) can provide an alternative way to travel and avoid getting stuck in congested traffic (Ducreux, 2008; Kopp, 2011). A strong increase in the use of these vehicles in congested metropolitan areas of Europe has been observed over the past twenty years (European Commission, 2013). This is largely due to their small size and good manoeuvrability, enabling their users to park their vehicle quickly, to thread through traffic and to filter when the traffic is congested, thus ensuring more regular travel times (Burge et al., 2007; Ducreux, 2008). In France, this filtering practice is still forbidden, at least in city centers. It is being tested on urban expressways in four metropolitan areas. This practice is starting to be legalized in some countries. In Belgium, since 2011, for example, motorcyclists can ride between traffic lanes going in the same direction when the vehicles in these lanes are stopped or moving slowly. This authorization applies to interurban environments as well as for urban environments 1. In Australia, most of states (New South Wales 2 , Queensland 3 , Victoria 4 , South-Australia 5 and Tasmania 6) recently authorized filtering by motorcyclists in cities and elsewhere. When traffic speed is below 30km/h,

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“…As far as we know, however, there are no assessment studies that show the beneficial effects on the increased risk specific to collisions between pedestrians and powered two wheelers. Concerning the even greater increased risk among moped users of hitting a pedestrian compared with the other categories of powered two-wheelers, it is probable that this increased risk comes at least in part from the various risk factors already well identified in the scientific literature, such as young age (Kopjar, 1999;Aare and Holst, 2003;Lardelli-Claret et al, 2005;Moskal, Martin and Laumon, 2012), inexperience (Yannis, Golias and Papadimitriou, 2005;SWOV, 2006;Blackman and Haworth, 2013), a greater tendency to intentionally break certain traffic rules (Van Elslande and Marechal, 2008;Steg and Van Brussel, 2009;Wang et al, 2012) and, more generally, to take risks (ECMT, 2000;Yannis, Golias and Papadimitriou, 2005;Brandau et al, 2011). For example, based on 94 in-depth inquiries into accident cases involving young moped drivers, Van Elslande and Marechal (2008) found that intentional violation of a safety rule occurs in nearly one in five cases whereas it is only seen in 5% of all cases in the general population.…”

Section: Discussionmentioning

confidence: 99%