Alternative Methodology for Determining Gap Acceptance for Two-Way Stop-Controlled Intersections

McGowen, Patrick; Stanley, Laura

doi:10.1061/(asce)te.1943-5436.0000358

Cited by 29 publications

(9 citation statements)

References 2 publications

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“…The intersection capacity calculation in accordance with the models of the acceptable headway of vehicles has been done since the 1960s [2,3]. Also, previous research studies provide other different models for the assessment of capacity, as well as their comparison [4][5][6][7][8][9][10][11]. Models for calculating the capacity of unsignalized intersections, which include unsignalized roundabouts as well, are in the process of continuous improvement and upgrading.…”

Section: Literature Reviewmentioning

confidence: 99%

The Influence of the Participation of Non-Resident Drivers on Roundabout Capacity

et al. 2019

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Procedures for the calculation of capacity of all types of unsignalized intersections, therefore roundabouts as well, represents a combination of the empirical model (exponential regression) and the likelihood of accepting time gaps in the priority flow by drivers who perform a minor manoeuvre. The values of the critical headway, as the minimum necessary time gap for performing the wanted minor manoeuvre, and the follow-up headway, have been given as the recommendations in the existing methodologies for capacity calculation, depending on the type of the manoeuvre. In traffic flow theory it has been known that drivers’ behaviour influences the capacity of roads and intersections, and the assessment of that influence is done through the adoption or correction of the values of certain parameters. At unsignalized intersections the influence of drivers’ behaviour is reflected through the values of critical headway and follow-up headway. The acceptance of the value of time gaps, i.e., the value of the critical headway and follow-up headway, depends on drivers’ knowledge of local conditions. This paper presents the parameter values of critical headway and follow-up headway for resident and non-resident drivers based on the analysis and statistical processing of research results. The research was conducted at four roundabouts in four towns in Bosnia and Herzegovina, and the total number of vehicles covered by the research is 31,053. In that way, it has been confirmed that the capacity of roundabouts depends on the behaviour of the alleged groups of drivers, i.e., with the increase of the level of participation of non-resident drivers in traffic flow, the roundabout capacity decreases. The model for determining the influence of non-resident drivers on the roundabout capacity was created by using multiple linear regression. If the proposed model in the procedures of traffic planning is applied, the influence of roundabouts on the level of service, sustainability, and the emission of Green House Gases (GHG) can be realistically assessed and perceived in accordance with the expected participation of resident and non-resident drivers.

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Section: Literature Reviewmentioning

confidence: 99%

The Influence of the Participation of Non-Resident Drivers on Roundabout Capacity

et al. 2019

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“…Gap acceptance refers to modeling a gap that a driver will accept before entering an unsignalized intersection. A gap is defined as the time interval between successive vehicles that have the right-of-way and conflict with a driver's desired movement (McGowen & Stanley, 2012). According to the "Highway Capacity Manual" (Transportation Research Board, 2000), a critical gap is defined as the minimum time interval in a major-street traffic stream that enables intersection entry of one minor-street vehicle.…”

Section: Relationship Between Decision-making Time and Gap Acceptancementioning

confidence: 99%

“…Hamed et al (1997) developed a set of disaggregate models to identify the major factors affecting a driver's critical gap at unsignalized T-intersections and established a crossing behavior model that predicted whether a driver would accept the gap and cross the intersection or reject the gap and wait for an acceptable gap. McGowen and Stanley (2012) proposed an alternative unbiased model that used naturalistic data to estimate the critical gap. The proposed model was compared with the Troutbeck and Brilon (1992) model via Monte Carlo simulation.…”

Section: Introductionmentioning

confidence: 99%

Logit-Based Analysis of Drivers’ Crossing Behavior at Unsignalized Intersections in China

Lu¹,

Liu²,

Wang

et al. 2015

Hum Factors

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“…Brilon et al (1999) provided an overview of the important methods and recommended the maximum likelihood method for practical application. McGowen and Stanley (2012) in a recent study proposed an alternative model for estimating the critical gap, which could yield accurate estimates of the mean critical gap as long as accurate estimates of the major street traffic were given. Vasconcelos et al (2013) compared different methods to estimate critical headway at roundabouts and suggested that locally calibrated parameters should be used for capacity calculations.…”

Section: Literature Reviewmentioning

confidence: 99%

Gap Acceptance for Left Turns From the Major Road at Unsignalized Intersections

et al. 2014

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This paper attempts to identify factors that may influence the gap acceptance behavior of drivers who turn left from the major road at unsignalized intersections. Drivers' accepted and rejected gaps as well as their age and gender were collected at six unsignalized intersections with both two and four lanes on the major road, with and without the presence of a Left-Turn Lane (LTL), and with both high and low Speed Limits (SLs). Whether or not a driver accepts a given gap was considered as a binary decision and correlated logit models were used to estimate the probability of accepting a gap. Models with different factors were tested and the best model was selected by the quasi-likelihood information criterion. The gap duration, the number of rejected gaps, the mean and total time interval of the rejected gaps and the gender of the driver were all significant in explaining the variation of the gap acceptance probability, whereas the number of lanes of the major road, the presence of LTL, the SL and the driver's age category were not. Gap acceptance probability functions were determined based on the best model, including both the factors of the number of rejected gaps and the mean time interval of the rejected gaps. As the values of these two factors increase, the probability of accepting a given gap rises up. The developed model can be further applied in practice to improve the analysis of traffic operations and capacity at unsignalized intersections.

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Alternative Methodology for Determining Gap Acceptance for Two-Way Stop-Controlled Intersections

Cited by 29 publications

References 2 publications

The Influence of the Participation of Non-Resident Drivers on Roundabout Capacity

The Influence of the Participation of Non-Resident Drivers on Roundabout Capacity

Logit-Based Analysis of Drivers’ Crossing Behavior at Unsignalized Intersections in China

Gap Acceptance for Left Turns From the Major Road at Unsignalized Intersections

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