# Exploring the Relationship Between Mixed Non-Motorized Traffic Flow Width and Other Parameters
## 6 Conclusions  
Based on the research methodology of macroscopic bicycle traffic flow models, this paper defines the concept of bicycle traffic flow width and proposes a model for investigating the relationship between bicycle traffic flow speed and width, aiming to provide improved guidance for the design of urban non-motor-vehicle lanes. By analyzing the relationship between macroscopic bicycle traffic flow characteristics and lane width, the following conclusions are drawn:  
1. In terms of the width settings for bicycle lanes, the distribution of bicycles in mixed bicycle traffic flow is most ideal when the lane width is between 2.0 and 3.0 m. Compared to bicycle lanes with widths of 3.0-4.2 m, lanes with widths of 2.0-3.0 m exhibit higher space utilization efficiency within the 0-2 m range: approximately 16% of mechanical bicycles travel in the 0-1 m range, and about 40% of electric bicycles travel in the 1-2 m range. Additionally, within this width range, the incidence of bicycles crossing lane boundaries decreases as the width increases.  
2. Regarding vehicle speed, when the lane width is below 3.0 m, the speed of mixed bicycle traffic within the bicycle lane space is relatively reasonable. Specifically, the overall speed of bicycles ranges between 9 and 11 km/h, while the overall speed of electric bicycles ranges between 14 and 18 km/h; even if an electric bicycle crosses lane boundaries, its speed remains below the regulated speed of 25 km/h. When the lane width exceeds 3.0 m, while the speed of mixed bicycle traffic within the 0-2 m range remains within a reasonable interval, the incidence of electric bicycles exceeding the speed limit of 25 km/h gradually increases beyond the 2 m range.  
3. There is a linear correlation between the width of mixed bicycle traffic and the speed of bicycle flow. When the width of the bicycle lane is between 2.0 m and 3.4 m, the width of mixed bicycle traffic increases with increasing speed, allowing for the construction of a model relating mixed bicycle traffic width to speed using a simple linear equation.  
4. The width of the bicycle lane also has a certain impact on the speed of mixed bicycle traffic flow. As the width of the bicycle lane gradually increases, the speed of mixed bicycle traffic on the outermost part of the road increases. Using the average elasticity formula, it can be calculated that for every 1% increase in bicycle lane width, the number of speed violations in mixed bicycle traffic increases by 2.875%.  
5. In cases where the width of non-motor-vehicle lanes in Chinese urban roads does not meet the requirements of relevant design specifications, urban road management authorities may design lane widths based on actual bicycle traffic flow characteristics to address practical travel demands. This approach prioritizes contextual adaptation over the rigid application of fixed standards of assessment or reconstruction, particularly in historical urban areas and sections where reconstruction is challenging.  
The established bicycle traffic speed-width model enables the analysis of maximum and minimum traffic flow width variations under peak-hour conditions based on bicycle flow characteristics across different urban road segments. This facilitates the design of optimal bicycle lane widths that meet practical non-motorized travel demands for various road sections. This research provides technical support for optimizing bicycle lane dimensions in aging urban areas or on roads where widening is not feasible.