Development of Managed-Lane Access Guidelines Based on Gap Acceptance Theory

2011 ◽  
Vol 2257 (1) ◽  
pp. 95-102 ◽  
Author(s):  
Chulsu Yang ◽  
Stephen P. Mattingly ◽  
James C. Williams ◽  
Hyunwoong Kim
Keyword(s):  
Gap Acceptance ◽  
Gap Acceptance Theory

scholarly journals Modeling and Predicting Stochastic Merging Behaviors at Freeway On-Ramp Bottlenecks

2018 ◽  
Vol 2018 ◽  
pp. 1-15 ◽  
Author(s):  
Jian Sun ◽  
Kang Zuo ◽  
Shun Jiang ◽  
Zuduo Zheng
Keyword(s):  
Los Angeles ◽  
Great Influence ◽  
Data Sets ◽  
Gap Acceptance ◽  
Trajectory Data ◽  
Logistic Regression Models ◽  
Critical Gap ◽  
Merging Behavior ◽  
The Impact ◽  
Gap Acceptance Theory

Merging behavior is inevitable at on-ramp bottlenecks and is a significant factor in triggering traffic breakdown. In modeling merging behaviors, the gap acceptance theory is generally used. Gap acceptance theory holds that when a gap is larger than the critical gap, the vehicle will merge into the mainline. In this study, however, analyses not only focus on the accepted gaps, but also take the rejected gaps into account, and the impact on merging behavior with multi-rejected (more than once rejecting behavior) gaps was investigated; it shows that the multi-rejected gaps have a great influence on the estimation of critical gap and merging prediction. Two empirical trajectory data sets were collected and analyzed: one at Yan’an Expressway in Shanghai, China, and the other at Highway 101 in Los Angeles, USA. The study made three main contributions. First, it gives the quantitative measurement of the rejected gap which is also a detailed description of non-merging event and investigated the characteristics of the multi-rejected gaps; second, taking the multi-rejected gaps into consideration, it further expanded the concept of the “critical gap” which can be a statistic one and the distribution function of merging probability with respect to such gaps was analyzed by means of survival analysis. This way could make the full use of multi-rejected gaps and accepted gaps and reduce the sample bias, thus estimating the critical gap accurately; finally, considering multi-rejected gaps, it created logistic regression models to predict merging behavior. These models were tested using field data, and satisfactory performances were obtained.

scholarly journals Critical Gaps at Unsignalized Intersections with Bending Right-of-Way

2018 ◽  
Vol 20 (4) ◽  
pp. 69-75
Author(s):  
Andrea Kocianova ◽  
Eva Pitlova
Keyword(s):  
Calculation Procedure ◽  
Gap Acceptance ◽  
Driver Behaviour ◽  
Critical Gap ◽  
Right Of Way ◽  
Unsignalized Intersections ◽  
Capacity Calculation ◽  
Rank 2 ◽  
Gap Acceptance Theory ◽  
Traffic Rules

The capacity calculation procedure for unsignalized intersections is based on the gap-acceptance theory in most of existing capacity regulations and it relies on one of the important parameters - critical gap. However, the capacity calculation procedure and values of critical gaps according to these regulations are valid only for intersections with standard right-of-way (major street leading straight). Nevertheless, in Slovakia, intersections with bending right-of-way (major street not leading straight, but bending) can be encountered. The specific mode of right-of-way results in different priority ranks of traffic movements (set by traffic rules of driving), more complicated traffic situation and therefore, different driver behaviour characteristics. To examine the gap acceptance behaviour of drivers under these specific conditions, an unsignalized four-leg intersection with bending right-of-way located in an urban area of Zilina, Slovakia, was selected. Three different methods (Raff, Wu, and MLM Troutbeck) were used for critical gap estimation from the field data. In the article, results of critical gaps for three through movements of different priority rank (major-street through movement of Rank 2 and minor-street through movements of Rank 3 and 4) are presented. The results show, that the values of critical gaps differ depending on the method by about 3-5 % only, which is not significant. Troutbeck ´s MLM method gives the highest values. The priority rank of movement has the greatest impact on the result. The values of critical gap for major-street through movement of Rank 2 are the smallest; they are approximately 1.3-2.1 s smaller than the values for minor-street through movements of Rank 3 or 4. The highest values of critical gap have been estimated for minor-street through movement of Rank 4 and they are higher compared to the current Slovak regulations TP 102 values for the same priority rank.

Research on Calculation Model of Minimum Net Distance between Interchanges on Eight-Lane Expressway

2011 ◽  
Vol 97-98 ◽  
pp. 121-129 ◽  
Author(s):  
Bing Hong Pan ◽  
Ling Chen Kong
Keyword(s):  
Probability Theory ◽  
Calculation Model ◽  
Operating Speed ◽  
Lane Change ◽  
Gap Acceptance ◽  
Lane Changing ◽  
Change Operation ◽  
Traffic Operation ◽  
Gap Acceptance Theory ◽  
Operation Characteristics

According to traffic operation characteristics and lane changing maneuvers, combining with the export notice signs and considering the worst driving conditions, the gap acceptance theory and kinematics are employed to establish the length of lane change operation between interchanges with probability theory. To operating speed as the premise, the necessary length that drivers change to the inside lane from the nearside lane is analyzed in terms of waiting for the gap acceptance, and the necessary length that drivers change to the nearside lane from the inside lane is also analyzed in terms of running for the gap acceptance, then calculation model of minimum net distance between interchanges on eight-lane expressway is constructed. The recommended value is then put forward.

scholarly journals Capacity Prediction Model Based on Limited Priority Gap-Acceptance Theory at Multilane Roundabouts

2014 ◽  
Vol 2014 ◽  
pp. 1-11 ◽  
Author(s):  
Zhaowei Qu ◽  
Yuzhou Duan ◽  
Xianmin Song ◽  
Hongyu Hu ◽  
Huanfeng Liu ◽  
...  
Keyword(s):  
Likelihood Estimation ◽  
Gap Acceptance ◽  
Modified Model ◽  
Field Surveys ◽  
Critical Gap ◽  
Proposed Model ◽  
Acceptance Model ◽  
The Relationship ◽  
Gap Acceptance Theory ◽  
Important Design

Capacity is an important design parameter for roundabouts, and it is the premise of computing their delay and queue. Roundabout capacity has been studied for decades, and empirical regression model and gap-acceptance model are the two main methods to predict it. Based on gap-acceptance theory, by considering the effect of limited priority, especially the relationship between limited priority factor and critical gap, a modified model was built to predict the roundabout capacity. We then compare the results between Raff’s method and maximum likelihood estimation (MLE) method, and the MLE method was used to predict the critical gaps. Finally, the predicted capacities from different models were compared, with the observed capacity by field surveys, which verifies the performance of the proposed model.

Capacity Modeling of Weaving Areas on Urban Expressways with Exclusive Bus Lanes Based on Gap Acceptance Theory

2019 ◽  
Vol 2673 (8) ◽  
pp. 365-376
Author(s):  
Xumei Chen ◽  
Xiaomi Han ◽  
Xianchao Jia ◽  
Lei Yu ◽  
Tao Wan
Keyword(s):  
General Purpose ◽  
Utilization Rate ◽  
Flow Ratio ◽  
Gap Acceptance ◽  
Lane Changing ◽  
Error Measures ◽  
Capacity Model ◽  
Bus Lane ◽  
Capacity Modeling ◽  
Gap Acceptance Theory

Intense lane-changing maneuvers at weaving sections often cause traffic turbulence on expressways, especially in the presence of a concurrent medium exclusive bus lane (XBL) and general purpose lanes. Such intense lane-changing activity usually affects the operation and reduces the capacity of weaving sections in relation to their equivalent basic expressway segments. In this context, a study on the capacity model of weaving areas on an expressway with a median XBL is conducted based on the analysis of lane-change behaviors using gap acceptance theory. Two weaving sections on expressways with median XBL are selected as case studies to obtain the estimated capacity as well as the maximum traffic throughput under a certain bus saturation on the XBL. The results show that estimated capacity is larger than maximum traffic throughput because of low utilization rate of buses on the XBL, and capacity is significantly affected by weaving demand. Error measures based on the estimated and observed maximum traffic throughput are analyzed to verify the validity of the proposed model. A sensitivity analysis shows that, compared with the increase of on-ramp bus flow ratio, the increase of off-ramp bus flow ratio results in a more obvious trend of the reduction of capacity and maximum traffic throughput.

scholarly journals Capacity of Freeway Merge Areas with Different On-Ramp Traffic Flow

2015 ◽  
Vol 27 (3) ◽  
pp. 227-235 ◽  
Author(s):  
Jinxing Shen ◽  
Wenquan Li ◽  
Feng Qiu ◽  
Shukang Zheng
Keyword(s):  
Monte Carlo Simulation ◽  
Monte Carlo ◽  
Traffic Flow ◽  
Flow Simulation ◽  
Traffic Flows ◽  
Gap Acceptance ◽  
Traffic Flow Simulation ◽  
Different Types ◽  
Acceptance Model ◽  
Gap Acceptance Theory

This paper is aimed at investigating the influence of different types of traffic flows on the capacity of freeway merge areas. Based on the classical gap-acceptance model, two calculating models were established specifically considering randomly arriving vehicles and individual difference in driving behaviours. Monte-Carlo simulation was implemented to reproduce the maximum traffic volume on the designed freeway merge area under different situations. The results demonstrated that the proposed calculating models have better performance than the conventional gap-acceptance theory on accurately predicting the capacity of freeway merge areas. The findings of research could be helpful to improve the microscopic traffic flow simulation model from a more practical perspective and support the designing of freeway merge areas as well.

scholarly journals Comparison of Procedures to Estimate Critical Headways at Roundabouts

1970 ◽  
Vol 25 (1) ◽  
pp. 43-53 ◽  
Author(s):  
António Luís Pimentel Vasconcelos ◽  
Álvaro Jorge Maia Seco ◽  
Ana Maria César Bastos Silva
Keyword(s):  
Estimation Methods ◽  
Capacity Analysis ◽  
Gap Acceptance ◽  
Capacity Estimate ◽  
Two Cities ◽  
Left And Right ◽  
The Uk ◽  
Gap Acceptance Theory ◽  
Country Specific

The capacity analysis of roundabouts in Portugal is mostly done using the UK regression method. Due to its empirical and non-explanatory nature, this method has some limitations, particularly for studying innovative layouts, which has recently motivated research in Portugal into the use of capacity methods based on gap-acceptance theory. This paper describes the results of a related project: the estimation of critical headways and follow-up times at Portuguese roundabouts. For this study, gap-acceptance data were collected at six roundabouts, in two cities, and used to estimate the parameters at each entry, for the left and right entry lanes independently. Several estimation methods were used (Siegloch, Raff, Wu, Maximum Likelihood and Logit). The results have revealed important specificities of the methods that have significant effects on the results and therefore on the capacity estimate exercises. The comparison of the estimates with reference values from several countries indicates significant differences, suggesting the existence of relevant driving style differences, which implies that locally calibrated, country-specific, parameters are required for capacity calculations.

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