Determining The Effects Of Risky Riding Behavior On Gap Acceptance Of Right-Turning Motorcyclists From Minor Roads At T-Junctions

• Main Author: Chan, Hor Kuan
• Format: Monograph
• Language: English
• Published: Universiti Sains Malaysia 2021
• Subjects: T Technology; TA1-2040 Engineering (General). Civil engineering (General)
• Online Access: http://eprints.usm.my/56858/1/Determining%20The%20Effects%20Of%20Risky%20Riding%20Behavior%20On%20Gap%20Acceptance%20Of%20Right-Turning%20Motorcyclists%20From%20Minor%20Roads%20At%20T-Junctions.pdf; http://eprints.usm.my/56858/

Right turning from minor are the most critical movement at T-junction. However, the risk of right-turning motorcyclist involved in an accident is extreme high because of their riding behaviour. The site study was carried out at three T-junction types which are type A (conventional T-junction), type B (unconventional T-junction with short exit lane for right-turning minor road vehicles) and type C (unconventional T-junction with short exit lane for through major road vehicles). The frequency distribution of five risky riding behaviours of right-turning motorcyclists such as not following the concept of First-In-First-Out (FIFO) (R1), turning without fully stopping (R2), not following the conventional right-turning path (R3), not following priority rules (R4) and forceful turning into major road (R5) was determined and the number of risky riding behaviour performed by each motorcyclist was then analysed. Type-A T-junction is the safest as it has a lower percentage of risky riding behaviour but motorcyclists at type-B T-junction are more behaved as most of them only performed one risky behaviour (56%) or none (34%). Then, the frequency distribution and mean accepted gap of forceful entries by motorcyclists were studied and compared with the mean accepted gap of motorcyclists without any risky riding behaviour at type-C T-junction. Results showed motorcyclists accepted smaller gap (1.638 s) for forced entry than the usual gap (7.267 s). Next, entry behaviour for motorcycle and car to turn right together using the same accepted gap was studied. The mean accepted gap for this behaviour were 9.318 s (type A), 8.319 s (type B) and 8.759 s (type C), while the critical gap were 9.20 s (type A), 7.00 s (type B) and 7.20 s (type C). The follow-up time that involved both motorcycle and car were 3.315 s (type A), 2.504 s (type B) and 2.630 s (type C). In conclusion, the geometrical configuration of type-B T-junction provides the best performance as the motorcyclists were more behaved and it recorded the smallest critical gap and follow-up time.