Disaggregate Gap-Acceptance Model for Unsignalized T-Intersections

Revisiting Driver Behavior at Unsignalized Intersections: Time of Day Implications for Two-Way Left Turn Lanes (TWLTL)

“…Research by Xiaoming et al (2007) identified wait time and the length of queue on the minor approach as factors affecting gap acceptance behavior, with wait time being the most influential. Similarly, Hamed et al (1997) found that the expected wait time increases as the length of available gaps decreases. They also found that gap acceptance behavior is not uniform throughout the day.…”

“…Hamed et al (1997) studied left turn maneuvers at stop-controlled T-intersections and found that the presence of a median with an exclusive left-turn lane on the major approach resulted in smaller critical gaps. According to the Highway Capacity Manual (HCM) 2000, the presence of a storage area on the major road that is wide enough to accommodate left turning vehicles, allows for two-stage gap acceptance, resulting in the entire left turn maneuver being considered as two separate stop controlled maneuvers.…”

“…In fact, a continuous TWLTL might result in up to 35% decrease in total crashes, 30% decrease in delay, and 30% increase in capacity (Access Management Manual, 2003). Hamed et al (1997) also studied the gaps at different times of the day and found that during off-peak periods, gaps are larger and more stable, making it easier for the drivers to perform a left turning maneuver, resulting in shorter wait times during off-peak periods than for peak periods.…”

Multi Vehicle-Type Right Turning Gap-Acceptance and Capacity Analysis at Uncontrolled Urban Intersections

“…In early 1980's, researchers developed gap acceptance models by comparing existing methods of critical gap estimation and obtained satisfactory results using Ashworth method (Miller, 1972) and maximum likelihood technique (Miller, 1972;1974). Later, binary logit model was developed (Hamed et al, 1997) to determine the drivers gap acceptance probabilities. The probabilities of accepting or rejecting a gap for each driver can be determined using a binary probit model which is used in the calculation of critical gap for all the drivers.…”

Analysis of Fatal-Serious Accidents and Dangerous Vehicle Movements at Access Points on Malaysian Rural Federal Roads

“…Other works can be found such as ones from Devarasetty et al 8) and Harwood et al 9) which used logistic regression to model gap acceptance for left-turning passenger cars from major roads at un-signalized intersections. Also, there were an attempt to include the characteristics of drivers (such as socioeconomic characteristics and driver attitudes−risk loving and cautious) into the model such as the works from Hamed et al 10) and Pollatschek et al 11) . On the other hand, Gattis and Low 12) developed a logit gap model and found that drivers who involved in conflicts were too comfortable with short gaps.…”