# Exploring the Relationship Between Mixed Non-Motorized Traffic Flow Width and Other Parameters
## 4 Data Analysis
From Table 4, it is clear that as the width of the bicycle lane increases, the proportion of over-speeding behaviors among cyclists also increases, while the number of instances of bicycles entering motor vehicle lanes decreases. The width of the bicycle lane has a significant relationship with traffic speed. Using the average elasticity formula, it is found that for every 1% increase in lane width, the incidence of over-speeding increases by 2.875%. Additionally, from the traffic flow state, it can be observed that at the bicycle lane of width of 1.5 m, the bicycle traffic flow showed a clear supersaturated state, indicating that this lane width does not meet the actual demand for bicycle riding. However, in bicycle lanes with a width between 2 and 3 m, the bicycle traffic flow appeared to be in a saturated state, indicating that this lane width meets the actual demand for bicycle riding. When the bicycle lane reached a width of 4.2 m, the road condition exhibited an undersaturated state, implying that this lane width exceeds the actual demand for bicycle riding. This study further analyzes the speed of mixed bicycle traffic per meter of lane width, as shown in Figure 4.  
Figure 4: Box plots of bicycle speed against width of bicycle lane. From Figure 4, it can be seen that as the width of the bicycle lane increased, the speed of the mixed traffic flow gradually increased. Specifically, at the bicycle lane width of 2.5 m or less, the average speed of the bicycles CL was 20 km/h. For the bicycle lane of width of 2.5 m or less, the average speed of the bicycles did not change significantly. However, when the lane width exceeded 3 m, the speed of bicycles CL approached 35 km/h, and there were more noticeable changes in the speeds of bicycles in the L1, L2, L3, and LB lanes. Figure 5 shows the average speed and distribution ratio of the bicycles in each subdivided lane according to the road width. From Figure 5, it can be seen that in lanes with a width of 3 m or more, about 5% of mechanical bicycles traveled in the L1 lane at speeds ranging from 9 to 11 km/h. A higher  
Figure 5: Statistical parameters of different bicycles riding in different lanes  
proportion of mechanical bicycles, over 15%, traveled in the L2 lane, at speeds around 11-13 km/h. Fewer mechanical bicycles traveled in lanes beyond the L2 lane, leading to a reduced proportion of incidents where mechanical bicycles entered the motor vehicle lanes. In the case of electric bicycles, only around 1% of electric bicycles traveled in lanes with a width of 3 m or more, at speeds of 15-16 km/h. A large number of electric bicycles, around 20-30% of the total traffic flow, traveled in the L2 lane, at speeds of 15-18 km/h. Around 40-50% of electric bicycles traveled in the L3 lane and other lanes beyond it, at speeds over 18 km/h. Electric bicycles that traveled in lanes with a width of 4.2 m rarely entered the motor vehicle lane. For other lanes, the proportion of electric bicycles entering the motor vehicle lane was about 10%, with traffic speeds exceeding 25 km/h. In lanes with a width of 2.5 m or less, about 15% of mechanical bicycles traveled in the L1 lane at speeds of 9-10 km/h. Fewer mechanical bicycles, about 20%, traveled in the lanes beyond the L2 lane, at speeds of around 10-11 km/h, and almost no mechanical bicycles entered the motor vehicle lane. In the case of electric bicycles, there was an increase in the number of bicycles traveling in lanes with a width of 2.5 m or less (e.g., lane L1), making up more than 15%, traveling at speeds of 13-14 km/h. The lanes beyond L2 carried a large number of electric bicycles, exceeding 40%, traveling at speeds of 15-17 km/h. In cases of lane segments with a width of 2.5 m--where electric bicycles rarely entered the motor vehicle lane--the PG and LS segments had a high proportion of bicycles entering the motor vehicle lane due to the narrow lane width.