Gap Acceptance at Priority-Controlled Intersections

Ren, Guoqiang; Lin, Boliang

doi:10.1061/(asce)te.1943-5436.0000217

Cited by 32 publications

(22 citation statements)

References 8 publications

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“…The first one, proposed by Harders (1968), based on gap acceptance theory, has been widely adopted for the analysis of minor stream entries into, or across, a major stream of vehicles that exercises absolute priority (Brilon and Wu 1999;Pollatschek et al 2002;Guo and Lin 2011). The second type was presented by Brilon and Wu (2001) in terms of the traffic conflict technique, and was later improved and expanded by other researchers, including Brilon and Miltner (2005), Li and Deng (2008), and Li et al (2011).…”

Section: Introductionmentioning

confidence: 98%

Estimation of major stream delays with a limited priority merge

et al. 2013

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The purpose of this paper is to develop an estimation model for major stream delays at an unsignalized intersection under limited priority conditions. The key idea of this paper is that, when the minor stream drivers accept smaller major stream gaps, some drivers on the major road have to slow down their speeds and adjust their relative positions to avoid traffic accidents, incurring some delays. Assuming that headways in the major stream follow the M3 distribution, the delay for the first major stream vehicle after a limited priority merge is presented using acceptance gap theory and probability theory, and then recursive models are developed for the following major stream vehicles before the next merge. Finally, the precision of the method proposed in this paper is calibrated using field survey data from Changchun city, China, and the results show that the maximum, minimum, and average relative error of the 12 samples are approximately 30.38%, 9.04%, and 18.97%, respectively.Résumé : Le présent article vise à développer un modèle d'estimation pour les principaux délais dans les flux à une intersection sans feux de circulation sous des conditions de priorité limité. L'idée principale de cet article est que, bien que les conducteurs des flux secondaires acceptent de plus petits espacements dans le flux principal, certains conducteurs sur la route principale doivent ralentir leur vitesse et ajuster leur position relative pour éviter les accidents, engendrant certains délais. En présumant que les espacements entre véhicules dans le flux principal suivent la distribution M3, le délai pour le premier véhicule du flux principal, après une bretelle d'engagement à priorité limitée, est présenté en utilisant la théorie de l'acceptation de l'espacement et la théorie des probabilités; des modèles récursifs sont ensuite développés pour les véhicules suivants du flux principal avant la prochaine bretelle d'engagement. Finalement, la précision de la méthode proposée dans cet article est étalonnée en utilisant les données d'un sondage sur le terrain dans la ville de Changchun, Chine. Les résultats montrent que les erreurs relatives maximale, minimale et moyenne des 12 échantillons sont respectivement d'environ 30,38 %, 9,04 % et 18,97 %. [Traduit par la Rédaction]Mots-clés : modèle, intersection sans feux de circulation, priorité limité, théorie de l'acceptation de l'espacement, délais.

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Section: Introductionmentioning

confidence: 98%

Estimation of major stream delays with a limited priority merge

et al. 2013

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“…In addition, specific features of the low-priority car drivers play a crucial role, in terms of the way that individual car drivers choose their critical headways. In the existing literature, various models have been studied, the simplest variant being that all low-priority drivers use the same deterministic critical headway T [8]. A second, more realistic, model allows different values of T according to some probabilistic distribution [9,21], where T is resampled for any new attempt at crossing the main road.…”

Section: Introductionmentioning

confidence: 99%

Congestion analysis of unsignalized intersections: The impact of impatience and Markov platooning

Abhishek

Boon

Mandjes

et al. 2019

European Journal of Operational Research

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This paper considers an unsignalized intersection used by two traffic streams. A stream of cars is using a primary road, and has priority over the other stream. Cars belonging to the latter stream cross the primary road if the gaps between two subsequent cars on the primary road are larger than their critical headways. A question that naturally arises relates to the capacity of the secondary road: given the arrival pattern of cars on the primary road, what is the maximum arrival rate of low-priority cars that can be sustained? This paper addresses this issue by considering a compact model that sheds light on the dynamics of the considered unsignalized intersection. The model, which is of a queueing-theoretic nature, reveals interesting insights into the impact of the user behavior on stability. The contributions of this paper are threefold. First, we obtain new results for the aforementioned model that includes driver impatience. Secondly, we reveal some surprising aspects that have remained unobserved in the existing literature so far, many of which are caused by the fact that the capacity of the minor road cannot be expressed in terms of the mean gap size; instead more detailed characteristics of the critical headway distribution play a crucial role. The third contribution is the introduction of a new form of bunching on the main road, called Markov platooning. The tractability of this model allows us to study the impact of various platoon formations on the main road on the capacity of the minor road.

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“…One feature of METANET is that the inflow and outflow for each node is characterised by turning ratios of traffic flows from each link that is connected to the node, as a result the effects of conflicting requirements of the traffic flows from competing directions at priority junctions are not considered. Furthermore, gap acceptance theory and queuing theory have been extensively applied to investigate the traffic at different junctions (Brilon et al, 1999;Cowan, 1975;Daganzo, 1977;Kremser, 1962;Kremser 1964;Ning, 2001;Plank and Catchpole, 1984;Siegloch, 1973;Tanner, 1962;Troutbeck and Brilon, 1997;Guo and Lin, 2011;Doan and Ukkusuri, 2012;Weng and Meng, 2013;Ma et al, 2013;Carey et al, 2014). However, some of the models can become inefficient when modelling directional flow and identifying traffic behaviours at network level (Robinson et al, 1999;Ruskin and Wang, 2002;Tian et al, 2000;Tracz and Gondek, 2000;Chen and Kasikitwiwat, 2011).…”

Section: Introductionmentioning

confidence: 99%

Application of network traffic flow model to road maintenance

Yang¹,

Remenyte‐Prescott²,

Andrews³

2015

Proceedings of the Institution of Civil Engineers - Transport

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This paper shows how the evolution of two-way traffic flows on a local highway network can be predicted over time, based on a network level traffic flow model (NTFM) that is used to model both urban and motorway road networks. After a brief review of the main principles of NTFM and its associated sub-models, the paper describes how a maintenance worksite can be modelled using a roadwork node sub-model and a network solution routine in NTFM. In order to model the two-way traffic flow in the road network, an iterative simulation method is utilised to generate the evolution of dependent traffic flows and queues. NTFM has been applied to model the traffic characteristics and effects of maintenance activities on the local Loughborough-Nottingham highway network. It was demonstrated that the methodology is useful in selecting various worksite arrangements in order to reduce maintenance effects on road users.

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Gap Acceptance at Priority-Controlled Intersections

Cited by 32 publications

References 8 publications

Estimation of major stream delays with a limited priority merge

Estimation of major stream delays with a limited priority merge

Congestion analysis of unsignalized intersections: The impact of impatience and Markov platooning

Application of network traffic flow model to road maintenance

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