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Articoli di riviste sul tema "Gap acceptance"

Autore: Grafiati

Pubblicato: 4 giugno 2021

Ultima modifica: 26 gennaio 2023

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1

Harrell, W. A., e Tami Bereska. "Gap Acceptance by Pedestrians". Perceptual and Motor Skills 75, n. 2 (ottobre 1992): 432–34. http://dx.doi.org/10.2466/pms.1992.75.2.432.

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The riskiness of street crossing behavior of 75 individuals and groups of pedestrians was observed. Gap acceptance, or the elapsed time before a pedestrian initiated a crossing at a marked crosswalk and the time until a vehicle passed through the crosswalk, was the measure of risk. Pedestrian groups containing at least one infant tended to choose longer gaps, i.e., they were less risky in their crossing. Gap acceptance was also more conservative as the mean age of the pedestrian group increased. Gap was not affected by the sex ratio of the group or the volume of traffic passing through the intersection.

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2

Raghuram Kadali, B., e Vedagiri Perumal. "Pedestrians’ Gap Acceptance Behavior at Mid Block Location". International Journal of Engineering and Technology 4, n. 2 (2012): 158–61. http://dx.doi.org/10.7763/ijet.2012.v4.339.

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3

Brilon, Werner, e Ning Wu. "Two-Stage Gap Acceptance: Some Clarifications". Transportation Research Record: Journal of the Transportation Research Board 1852, n. 1 (gennaio 2003): 26–31. http://dx.doi.org/10.3141/1852-04.

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Chapter 17 of the Highway Capacity Manual (HCM) 2000 provides a method for analyzing a two-stage priority process at unsignalized intersections, which provide a wide median in the major street. In the HCM itself, the method is described rather briefly. This briefness could give rise to misunderstanding, and practitioners might avoid using the procedure altogether. Therefore, the analytical background of the procedure and the correct application of the parameters are explained in greater detail. Moreover, graphical representations have been developed to replace the difficult formulas, significantly simplifying application in the field. The method also has some limitations, which should be taken into account in practical application. Thus, this paper is something like a comment on the method described in the HCM 2000, besides providing some enhancements that allow easier application in practice.

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4

Guo, Rui-jun, e Bo-liang Lin. "Gap Acceptance at Priority-Controlled Intersections". Journal of Transportation Engineering 137, n. 4 (aprile 2011): 269–76. http://dx.doi.org/10.1061/(asce)te.1943-5436.0000217.

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5

Agarwal, Anant, Woong Je Sung, Laura Marlino, Pawel Gradzki, John Muth, Robert Ivester e Nick Justice. "Wide Band Gap Semiconductor Technology for Energy Efficiency". Materials Science Forum 858 (maggio 2016): 797–802. http://dx.doi.org/10.4028/www.scientific.net/msf.858.797.

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The attributes and benefits of wide-bandgap (WBG) semiconductors are rapidly becoming known, as their use in power electronics applications continues to gain industry acceptance. However, hurdles still exist in achieving widespread market acceptance, on a par with traditional silicon power devices. Primary challenges include reducing device costs and the expansion of a workforce trained in their use. The Department of Energy (DOE) is actively fostering development activities to expand application spaces, achieve acceptable cost reduction targets and grow the acceptance of WBG devices to realize DOEs core missions of more efficient energy generation, greenhouse gas reduction and energy security within the U.S. This paper discusses currently funded activities and application areas that are suitable for WBG introduction. A detailed cost roadmap for SiC device introduction is also presented.

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6

Hutabarat, Emi Septiana. "PENGARUH GAP ACCEPTANCE TERHADAP PROBABILITAS MENYEBERANG JALAN IMPACT OF GAP ACCEPTANCE TO PROBABILITY OF PEDESTRIAN CROSSING". Jurnal Penelitian Transportasi Darat 15, n. 3 (1 luglio 2019): 141. http://dx.doi.org/10.25104/jptd.v15i3.1208.

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Pesatnya pertumbuhan lalu lintas saat ini khususnya kendaraan roda dua, menyebabkan minimnya pergerakan lalu lintas non-motorized seperti pengguna sepeda serta pejalan kaki. Tingginya aktivitas lalu lintas motorized menyebabkan sulitnya seseorang mendapatkan kesempatan (gap) untuk menyeberang jalan. Penelitian ini dilakukan pada ruas jalan dengan tata guna lahan untuk pendidikan dan pertokoan di sekitar jalan UGM, Yogjakarta. Metode yang digunakan dalam penelitian ini adalah statistik deskriptif dengan variabel gap yang digunakan kendaraan, kecepatan menyeberang dan kecepatan kendaraan. Untuk lokasi I (pendidikan) penyeberang tunggal rata-rata waktu gap kendaraan yang dibutuhkan maksimal adalah 20 detik, sedangkan penyeberang kelompok, waktu gap kendaraan yang dibutuhkan adalah 23 detik, untuk rata-rata kecepatan menyeberang pada penyeberang tunggal maksimal 5 m/detik sedangkan penyeberang kelompok arah selatan 6,04 m/detik, serta kecepatan kendaraan pada saat terdapat penyeberang tunggal rata-rata maksimal adalah 20,48 km/jam, sedangkan untuk penyeberang kelompok maksimal adalah 25,87 km/jam untuk jarak menyeberang 13 m. Untuk lokasi II (pertokoan) penyeberang tunggal rata-rata waktu gap kendaraan yang dibutuhkan maksimal adalah 18,48 detik, sedangkan penyeberang kelompok, waktu gap kendaraan yang dibutuhkan adalah 25 detik, untuk rata-rata kecepatan menyeberang pada penyeberang tunggal maksimal 4,5 m/detik, sedangkan penyeberang kelompok arah utara 7,35 m/detik serta kecepatan kendaraan pada saat terdapat penyeberang tunggal kecepatan rata-rata kendaraan maksimal adalah 20,48 km/jam, sedangkan untuk penyeberang kelompok maksimal adalah 26,60 km/jam untuk jarak menyeberang 14 m. Dari hasil analisis waktu gap kendaraan, kecepatan menyeberang dan kecepatan kendaraan yang dibutuhkan penyeberang untuk penyeberang tunggal lebih tinggi dibandingkan dengan penyeberang secara berkelompok.

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7

Ruškić, Nenad, e Valentina Mirović. "Gap Acceptance at Non–Standard Unsignalised Intersections". Promet 34, n. 5 (30 settembre 2022): 779–87. http://dx.doi.org/10.7307/ptt.v34i5.4096.

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Non-standard unsignalised intersections are very common in European countries with old street networks. The major road often bends at an angle at the centre of an intersection, which makes the intersection non-standard. There are very few papers about the capacity analysis and headway values at these intersections, even though non-standard intersections are widespread not only in Europe but also in the rest of the world. Regarding the fact that priority at the non-standard unsignalised intersection (NSUI) differs from the standard unsignalised intersection (SUI) and the conflict flows, it can be expected that headways are not the same as those at the SUI. Consequently, the capacity at the NSUI differs from that at the SUI. This paper gives critical headway and follow-up headway values at 3-leg and 4-leg NSUI collected by on-field measurement. Recommendations for the values used for the capacity analysis are given, and recommended values are compared at SUI and NSUI.

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Gattis, J. L., e Sonny T. Low. "Gap Acceptance at Atypical Stop-Controlled Intersections". Journal of Transportation Engineering 125, n. 3 (maggio 1999): 201–7. http://dx.doi.org/10.1061/(asce)0733-947x(1999)125:3(201).

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9

Russell, Bruce D., e Mustafa R. Yilmaz. "Using Gap Analysis to Improve System Acceptance". Information Systems Management 23, n. 4 (settembre 2006): 37–42. http://dx.doi.org/10.1201/1078.10580530/46352.23.4.20060901/95111.5.

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10

Kimber, R. M. "Gap-Acceptance and Empiricism in Capacity Prediction". Transportation Science 23, n. 2 (maggio 1989): 100–111. http://dx.doi.org/10.1287/trsc.23.2.100.

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11

Alver, Y., e P. Onelcin. "Gap acceptance of pedestrians at overpass locations". Transportation Research Part F: Traffic Psychology and Behaviour 56 (luglio 2018): 436–43. http://dx.doi.org/10.1016/j.trf.2018.05.010.

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12

Abhishek, Marko A. A. Boon e Michel Mandjes. "Generalized gap acceptance models for unsignalized intersections". Mathematical Methods of Operations Research 89, n. 3 (18 marzo 2019): 385–409. http://dx.doi.org/10.1007/s00186-019-00662-0.

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13

Lee, Dongmin, Sooncheon Hwang, Eunhan Ka e Chungwon Lee. "Evaluation of the Rain Effects on Gap Acceptance Behavior at Roundabouts by a Logit Model". Journal of Advanced Transportation 2018 (11 luglio 2018): 1–11. http://dx.doi.org/10.1155/2018/2726732.

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A roundabout is generally known as an efficient, safe, and environmentally friendly intersection. Since 2010, the Korea government has taken the lead in constructing roundabouts as part of a special project. During that time, many ideas have been put forward to improve the safety, operation, and design of such roundabouts. In terms of improvements, it is particularly important to understand roundabout gap acceptance behavior. As such, we investigated gap acceptance behaviors at four roundabouts based on field observation during both good weather and rainy conditions. Based on the observed data, roundabout critical gaps were estimated, and a logit model for gap acceptance using various roundabout variables was developed to investigate gap acceptance maneuvering at roundabouts. A total of 2,421 data events for gap acceptance were collected from the field observation. Out of these events, 64.6% of drivers (1,564 drivers) accepted the given gaps and 35.4% of drivers (857 drivers) rejected them. The values for critical gaps were estimated using several different estimation methods and ranged from 3.3 to 4.7 seconds. The model was developed using four variables including gap size, type of circulating vehicle, traffic volume at the circulating lane, and weather conditions. The developed model shows that a longer gap results in a 3.669 times higher probability of entering roundabouts when the gap is sufficiently great for acceptance than when the gap is smaller. The effects of other variables, such as circulating vehicle types, circulating traffic volume, and weather conditions, are relatively lower than that of a gap size. Rain conditions influenced gap acceptance maneuvering around a roundabout. Drivers need about a 10 percent longer gap to accept entry into roundabouts during rainy conditions, and gap acceptance probabilities are 10 to 20 percent lower for the same given gap time during rainy conditions compared to good weather conditions.

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14

Das, Anik, Md Nasim Khan e Mohamed M. Ahmed. "Nonparametric Multivariate Adaptive Regression Splines Models for Investigating Lane-Changing Gap Acceptance Behavior Utilizing Strategic Highway Research Program 2 Naturalistic Driving Data". Transportation Research Record: Journal of the Transportation Research Board 2674, n. 5 (10 aprile 2020): 223–38. http://dx.doi.org/10.1177/0361198120914293.

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Gap acceptance is one of the crucial components of lane-changing analysis and an important parameter in microsimulation modeling. Drivers’ poor gap judgment, and failure to accept a necessary safety gap, make it one of the major causes of lane-changing crashes on roadways. Several studies have been conducted to investigate lane-changing gap acceptance behavior; however, very few studies examined the behavior in complex real-world situations, such as in naturalistic settings. This study examined lane-changing gap acceptance behavior from the big Strategic Highway Research Program 2 (SHRP2) Naturalistic Driving Study (NDS) datasets using a nonparametric multivariate adaptive regression splines (MARS) approach to better understand the complex effects of different factors in gap acceptance behavior. The study developed a unique methodology to identify lane-changing events of the non-NDS-vehicles using the front-mounted radar data from NDS vehicles and extract necessary parameters for analyzing gap acceptance behavior. In addition, surrogate measures of safety, that is, time-to-collision (TTC), was utilized to understand the impact of lane-changing on the NDS following vehicle safety. Moreover, different distributions of gap acceptance were fitted to identify the trend of gap acceptance behavior. The results from the MARS model revealed that different factors including relative speed between lane-changing vehicle (LCV) and lead vehicle (LV)/following vehicle (FV), traffic conditions, acceleration of LCV and FV, and roadway geometric characteristics have significant effects on gap acceptance behavior. The results of this study have significant implications, which could be used in microsimulation model calibration and safety improvements in connected and autonomous vehicles (CAV).

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15

Guo, Ruijun, Leilei Liu e Wanxiang Wang. "Review of Roundabout Capacity Based on Gap Acceptance". Journal of Advanced Transportation 2019 (4 febbraio 2019): 1–11. http://dx.doi.org/10.1155/2019/4971479.

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Circulating vehicles have priority at modern roundabouts. Entrance vehicles can enter the roundabout when there is a time gap larger than the critical gap; otherwise, the vehicles need to wait until there is a large enough gap. The gap acceptance theory was used to analyze the entrance capacity of roundabouts, which can be derived by queuing theory involving two vehicle streams. The paper introduces the main styles of headway distribution, which are named as bunched exponential distribution or M3 distribution. The calculation model of free stream ratio is also introduced. The entrance capacity models can be classified by different entrance vehicle types, which are piecewise function or linear function, or by different critical gap types, which are constant or stochastic function. For each form, the typical capacity expressions are given. The calculation values show a very small difference between these kinds of models. The capacity value based on the critical gap of stochastic function is more realistic and more complex in function style. Some conclusions were derived that drivers’ nonhomogeneous and inconsistent character is more realistic than the fixed critical gap and following gap. The calculation results of capacity are similar to the field capacity under the assumption of homogeneity and continuance, with only a minor percent deviation. Finally, the paper points out additional problems and the suggested research in capacity of roundabouts.

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16

Hamed, M. M., S. M. Easa e R. R. Batayneh. "Disaggregate Gap-Acceptance Model for Unsignalized T-Intersections". Journal of Transportation Engineering 123, n. 1 (gennaio 1997): 36–42. http://dx.doi.org/10.1061/(asce)0733-947x(1997)123:1(36).

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17

Nyein Nyein San, Kyaw, e Siradol Siridhara. "Gap Acceptance for Yangon Urban and Suburban Intersections". IOP Conference Series: Materials Science and Engineering 690 (6 dicembre 2019): 012023. http://dx.doi.org/10.1088/1757-899x/690/1/012023.

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18

Koh, P. P., e Y. D. Wong. "Gap acceptance of violators at signalised pedestrian crossings". Accident Analysis & Prevention 62 (gennaio 2014): 178–85. http://dx.doi.org/10.1016/j.aap.2013.09.020.

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19

Yannis, G., E. Papadimitriou e A. Theofilatos. "Pedestrian gap acceptance for mid-block street crossing". Transportation Planning and Technology 36, n. 5 (luglio 2013): 450–62. http://dx.doi.org/10.1080/03081060.2013.818274.

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20

Yan, Xuedong, e Stephen Richards. "A Pilot Field Study of Influence of Restricted Sight Distances on Gap- Acceptance and Non-Gap-Acceptance RTOR Driving Behaviors". Open Transportation Journal 4, n. 1 (1 gennaio 2010): 71–78. http://dx.doi.org/10.2174/1874447801004010071.

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Krasniuk, Sarah, Sherrilene Classen, Sarah A. Morrow, Miriam Monahan, Tim Danter, Heather Rosehart e Wenqing He. "Driving Errors That Predict On-Road Outcomes in Adults With Multiple Sclerosis". OTJR: Occupation, Participation and Health 37, n. 3 (24 maggio 2017): 115–24. http://dx.doi.org/10.1177/1539449217708554.

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Driving errors that predict on-road outcomes for persons with multiple sclerosis (PwMS) are not well studied. The objective of this study was to determine whether adjustment-to-stimuli and gap acceptance errors significantly predict passing/failing a standardized on-road assessment of PwMS. Thirty-seven participants completed visual ability and visual attention assessments, and participated in an on-road assessment, where seven types of driving errors and pass/fail outcomes were determined. Adjustment-to-stimuli (No.) and gap acceptance errors (commit/did not commit) significantly predicted passing/failing the on-road assessment, with an area under the curve of 91.6% ( p < .0001). With no gap acceptance errors committed, five adjustment-to-stimuli errors optimally determined pass/fail outcomes in PwMS. Furthermore, with no adjustment to stimuli errors committed, committing any gap acceptance errors also optimally determined pass/fail outcomes in PwMS. Further research may focus on visual, cognitive, and/or motor impairments underlying adjustment-to-stimuli and gap acceptance errors for eventual development of rehabilitation strategies for PwMS.

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Ghods, Amir H., e Frank F. Saccomanno. "Development and evaluation of a microscopic overtaking gap acceptance model for two-lane highways". Canadian Journal of Civil Engineering 43, n. 6 (giugno 2016): 573–82. http://dx.doi.org/10.1139/cjce-2015-0371.

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A microscopic gap acceptance model is presented that simulates overtaking behavior on two-lane highways. The decision to initiate overtaking is expressed as a function of each driver’s perception of the expected time-to-collision (TTC) with the nearest opposing vehicle at the end of maneuver. The available gap is accepted if the driver’s perception of TTC exceeds a predetermined threshold for safe return (critical TTC). The gap acceptance model is calibrated and validated based on overtaking video-recording data for a two-lane highway. The overtaking gap acceptance model is then compared, for consistency and transferability, with independent aggregate field data, as well as with two other simulation models and values given in the Highway Capacity Manual for similar two-lane highways. The gap acceptance simulation demonstrated that the proposed overtaking model is able to provide reliable measures of traffic attributes for two-lane highway operation, as verified experimentally.

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23

Hassein, Udai, Maksym Diachuk e Said Easa. "Evaluation of dynamic passing gap acceptance on two-lane highways using field data". Canadian Journal of Civil Engineering 44, n. 11 (novembre 2017): 871–80. http://dx.doi.org/10.1139/cjce-2016-0572.

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Gap availability is an important element of safe passing on two-lane highways. Time gaps are used to determine passing behaviour based on human factors. In this paper, the decision whether to accept or reject an available passing gap is modelled using logistic regression technique that included driver characteristics (age and experience) and the gap size. Field studies were conducted to collect experimental data regarding passing driver behaviour. The data were collected using dual camera Car DVRs and a GPS data logger device that records the instantaneous speed and position of the three vehicles involved in the passing maneuver: passing vehicle, impeding vehicle, and opposing vehicle. Regression models that include driver age and gender (required as input to the gap acceptance model) were established for initial passing time, starting gap, ending gap, and time to collision. The gap acceptance model was implemented in Simulink and the results revealed that driver characteristics significantly affect gap acceptance decisions.

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Davis, Gary A., e Tait Swenson. "Field Study of Gap Acceptance by Left-Turning Drivers". Transportation Research Record: Journal of the Transportation Research Board 1899, n. 1 (gennaio 2004): 71–75. http://dx.doi.org/10.3141/1899-09.

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Virkler, Mark R., e Murli Adury Krishna. "Gap Acceptance Capacity for Right Turns at Signalized Intersections". Transportation Research Record: Journal of the Transportation Research Board 1646, n. 1 (gennaio 1998): 47–53. http://dx.doi.org/10.3141/1646-06.

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The capacity for right turns into gaps at signalized intersections, through right turn on red (RTOR) and free rights (with yield control), is examined. Current treatments provided by the Highway Capacity Manual (HCM), SIDRA, and a stop sign analogy (SSA) are examined. An adjustment to the SSA to eliminate capacity from gaps greater than the unsaturated flow period of the conflicting traffic is then described. The capacity for right turns into gaps is measured through a field study of seven right-turn-only lanes. The measured capacities are then compared with predicted capacities from the SSA and the adjusted stop sign analogy (ASSA). The data indicate that the HCM procedure to estimate RTOR volumes may not properly estimate those volumes. The SSA procedure tends to overestimate right-turn capacity by ignoring the effect of short phase lengths. The ASSA procedure provides lower estimates of capacity than the SSA, but may underestimate capacity. The results of the study can significantly increase the accuracy and usefulness of signalized intersection analysis by helping to answer questions about right-turn capacity, which now cannot be adequately addressed.

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Adebisi, Olusegun, e George N. Sama. "Influence of Stopped Delay on Driver Gap Acceptance Behavior". Journal of Transportation Engineering 115, n. 3 (maggio 1989): 305–15. http://dx.doi.org/10.1061/(asce)0733-947x(1989)115:3(305).

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Pant, Prahlad D., e Purushothaman Balakrishnan. "Neural Network for Gap Acceptance at Stop‐Controlled Intersections". Journal of Transportation Engineering 120, n. 3 (maggio 1994): 432–46. http://dx.doi.org/10.1061/(asce)0733-947x(1994)120:3(432).

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Brewer, Marcus A., Kay Fitzpatrick, Jeffrey A. Whitacre e Dominique Lord. "Exploration of Pedestrian Gap-Acceptance Behavior at Selected Locations". Transportation Research Record: Journal of the Transportation Research Board 1982, n. 1 (gennaio 2006): 132–40. http://dx.doi.org/10.1177/0361198106198200117.

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Kadali, B. Raghuram, e P. Vedagiri. "Effect of Vehicular Lanes on Pedestrian Gap Acceptance Behaviour". Procedia - Social and Behavioral Sciences 104 (dicembre 2013): 678–87. http://dx.doi.org/10.1016/j.sbspro.2013.11.162.

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Alhajyaseen, Wael K. M., Miho Asano e Hideki Nakamura. "Left-turn gap acceptance models considering pedestrian movement characteristics". Accident Analysis & Prevention 50 (gennaio 2013): 175–85. http://dx.doi.org/10.1016/j.aap.2012.04.006.

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Taebi, Behnam. "Bridging the Gap between Social Acceptance and Ethical Acceptability". Risk Analysis 37, n. 10 (10 novembre 2016): 1817–27. http://dx.doi.org/10.1111/risa.12734.

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Kim, Jin-Tae, Joonhyon Kim e Myungsoon Chang. "Lane-changing gap acceptance model for freeway merging in simulation". Canadian Journal of Civil Engineering 35, n. 3 (marzo 2008): 301–11. http://dx.doi.org/10.1139/l07-119.

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Existing techniques for microscopic simulation of lane changes utilize a single critical gap for a single vehicle. Freeway merging areas have been among the most difficult aspects of simulations due to the wide variety of merging behaviors in these areas. This paper proposes a gap acceptance model developed to update the size of the critical trailing gap for a merging vehicle during simulation based on the location of the vehicle in an acceleration lane. It also considers the relative speed and critical leading gap. Sets of critical trailing gap values for various situations are computed. The outputs from the microscopic simulations utilizing the proposed model were compared with field data, producing strong statistical evidence that the simulation results and field data were significantly comparable.

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Connor, Rachel A., e Susan T. Fiske. "Not Minding the Gap: How Hostile Sexism Encourages Choice Explanations for the Gender Income Gap". Psychology of Women Quarterly 43, n. 1 (26 dicembre 2018): 22–36. http://dx.doi.org/10.1177/0361684318815468.

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Researchers have shown that prejudice encourages explanations for inequality that attribute stigmatized groups’ negative outcomes to internal-controllable causes. We extended this research by investigating how ambivalent sexism affects attributions for gender income inequality. Hostile sexism should facilitate acceptance of gender income inequality through attributions that emphasize individual choice. We tested this hypothesis in two web-based samples of predominately White American men and women, ranging in age from 18 to 82 years ( Mage = 33.8). In Study 1 ( N = 650), hostile sexism, but not benevolent sexism, positively predicted acceptance of gender income inequality. Attributions of choice and societal unfairness mediated this effect. In Study 2 ( N = 242), following exposure to hostile sexism, participants increased acceptance of gender income inequality; choice explanations mediated this relation, although these effects occurred for political conservatives only. Consistent with prior work on attributions, hostile sexism was linked to victim-blaming attributions for gender income inequality. Overall, hostile sexism creates an attitudinal barrier—especially for conservatives—to supporting equal pay for women. To overcome this barrier, organizations could implement strategies aimed at ensuring more objective performance evaluations and pay decisions. Further, policy makers and communicators should be careful in choosing how they frame the gender pay gap. Additional online materials for this article are available on PWQ’s website at http://journals.sagepub.com/doi/suppl/10.1177/0361684318815468

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Van, Tan Hong. "A method to identify critical acceptance gap at conflict area: apply to vissim simulation". Science and Technology Development Journal 17, n. 2 (30 giugno 2014): 72–78. http://dx.doi.org/10.32508/stdj.v17i2.1350.

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The purposes of this study were to seek a method for modeling vehicle behavior at intersections based on field observing data, then to identify the critical acceptance gap for mixed traffic flow in Vietnam. The study also presented an example that applied this method to obtain the calibrated value for the critical acceptance gap for VISSIM simulation. With high accuracy in prediction of the exampled model and the validated result of simulating an intersection, it could be concluded that the method is effective in identifying the critical acceptance gap at intersections.

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Abhigna, Doddapaneni, Dipak P. Brahmankar e Kodavanti Venkata Raghavendra Ravishankar. "Multi Vehicle-Type Right Turning Gap-Acceptance and Capacity Analysis at Uncontrolled Urban Intersections". Periodica Polytechnica Transportation Engineering 48, n. 2 (24 gennaio 2018): 99–108. http://dx.doi.org/10.3311/pptr.9744.

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Intersections are the critical zones where conflicting, merging and diverging movements influence the intersection capacity. Uncontrolled intersections in particular pose dangerous situations to vehicular traffic. During peak vehicular flow, the unpredictable crossing behavior of minor stream vehicles induces delay and reduces the capacity of the intersection. Capacity at uncontrolled intersections is typically measured either by gap acceptance method, empirical regression approaches and conflict technique. Gap acceptance is an important characteristic for analyzing uncontrolled intersections. The behavior of different vehicle types and gap of subject vehicle type from minor street taking right turn to merge with major traffic stream is analyzed using gap acceptance method. The objective of the current study is to analyze the effect of major stream vehicle type combinations on the minor stream vehicle gap-acceptance behavior and to determine the capacity of the minor stream taking into account the influence of the right turning vehicles. The capacity of minor stream calculated using Highway Capacity Manual (HCM) 2010, Luttenin’s model, and Tanner’s model are compared. It is observed that two wheelers are more aggressive than three wheelers for most of the major stream vehicular combinations observed in this study.

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Fortuijn, Lambertus G. H., e Serge P. Hoogendoorn. "Capacity Estimation on Turboroundabouts with Gap Acceptance and Flow Level Methods". Transportation Research Record: Journal of the Transportation Research Board 2517, n. 1 (gennaio 2015): 71–79. http://dx.doi.org/10.3141/2517-08.

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Abstract (sommario):

In the literature, linear models and exponential models based on gap acceptance theory are distinguished. Parameters for the linear models can be estimated only at the level of traffic flow, whereas the gap acceptance theory assumes that behavioral parameters (critical gap, follow-on time, and minimum headway) can be estimated at the vehicle level, and then capacity can be determined. However, in the latter method, measurements must also be made under saturated conditions because of so-called pseudoconflict (caused by vehicles leaving the roundabout in the opposite leg direction). An analysis of data sources (vehicle level and traffic flow level) indicates that the parameters estimated at the vehicle level correspond with those estimated at the level of traffic flow for single-lane roundabouts, but not for more complex situations. Despite this deficiency, better results can be gained with a model based on the present gap acceptance theory than with a linear model, provided that the parameters are adjusted to consider traffic flow measurements under saturated conditions. Additional research will be necessary to determine which underlying assumptions of the gap acceptance models cause these deficiencies. In Germany, capacity is higher in turboroundabouts than in compact two-lane roundabouts because of better use of the inner lane in the turboroundabout.

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37

Ibijola, Stephen, e Johnnie Ben-Edigbe. "Effects of Rainfall on Driver Behaviour and Gap Acceptance at Multilane Roundabouts". Open Transportation Journal 12, n. 1 (14 giugno 2018): 192–202. http://dx.doi.org/10.2174/1874447801812010192.

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Background: This paper filled an important gap in the behaviour of driver and gap acceptance model at multilane roundabouts by investigating their traffic performances during rainfall. Introduction: The study carried out an investigation into the impact of rainfall on driver’s behavioural changes and gap acceptance characteristics. Follow-up time headway and gap time were used as proxies. Methodology: Traffic volume, speed, vehicle type and headway data were collected at selected multilane roundabouts in Durban, South Africa. All surveyed roundabouts are within rain gauge catchment area of about 1km. Rainfall intensity was divided into three groups (light, moderate, and heavy). Dry weather data were used as control parameters. Data Analysis: Stepwise data analytical technique was used for ease of explanation and clarity. All model equations were tested for statistical fitness and deemed satisfactory for further analysis. Conclusion: Based on the synthesis of evidence obtained from driver’s behavioural changes and gap acceptance characteristics at multilane roundabouts, the paper concluded that it is correct to suggest that rainfall would have a profound effect on follow-up time headway and critical gap acceptance. However, the effect diminishes gradually as volume to capacity ratio approaches peak traffic operation. Once the threshold value of 0.85 is reached the diminishing effect of rainfall as the sole actuator of anomalous time headway increase is noticeable.

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38

Suh, Wonho, Jung In Kim, Hyunmyung Kim, Joonho Ko e Young-Joo Lee. "Mathematical Analysis for Roundabout Capacity". Mathematical Problems in Engineering 2018 (5 giugno 2018): 1–8. http://dx.doi.org/10.1155/2018/4310894.

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This paper investigates roundabout capacity analysis using mathematical modelling and microscopic simulation. The capacity in approach section in roundabout is calculated by estimating the number of vehicles that can enter a roundabout for a given approach given a certain circulating volume. Since roundabouts are working with only yield conditions, capacity is dependent on gap acceptance model. Priority rules are used to simulate the gap acceptance model and define the right-of-way for conflicting movements. In the case of roundabouts, priority rules can be utilized to establish right-of-way at each of the conflict points where the approach traffic merges with the circulating traffic of the roundabout. By altering the minimum acceptable gap and related parameters, it is possible to calibrate a simulation model to be that of a real-life roundabout or that of a theoretical roundabout that meets the operating characteristics defined in current capacity models. The proposed roundabout capacity analysis methodology is expected to assist modelling operational conditions for roundabouts. Results are presented that provide evidence to validate the proposed approach.

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39

Mafi, Somayeh, Yassir Abdelrazig e Ryan Doczy. "Analysis of Gap Acceptance Behavior for Unprotected Right and Left Turning Maneuvers at Signalized Intersections using Data Mining Methods: A Driving Simulation Approach". Transportation Research Record: Journal of the Transportation Research Board 2672, n. 38 (1 luglio 2018): 160–70. http://dx.doi.org/10.1177/0361198118783111.

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Gap acceptance predictability has become a vital area of interest for traffic safety and operations due to its complexity and significance in understanding a population’s driving behavior. Recent studies have implemented statistical modeling techniques, such as binary logit model (BLM), to predict drivers’ gap acceptance behaviors. However, these models have inherent presumptions and pre-set correlations that, if contravened, can produce erroneous results. The use of non-parametric data mining techniques, such as decision trees, avoids these deficiencies, thus resulting in improvements to the predictive capability of the models. In this study, the feasibility of C4.5 decision trees, instance-based (IB), and random forest (RF) models for predicting drivers’ gap decisions was examined by comparing their results with BLM. To accomplish this objective, 66 study participants drove through ten driving simulation scenarios requiring the navigation of unprotected right and left-turning maneuvers at four-legged, signalized intersections. The data collected from these tests will provide means to directly compare and rank the data mining and statistical models, while also allowing for the identification of variables that are significantly influencing gap acceptance. Results produced from the models indicated that data mining models were superior to BLM at accurately predicting a participant’s gap decisions. RF models outperformed the C4.5 and IB models in predicting gap acceptance behaviors for both the left and right turning scenarios. Because of its superior performance, the authors recommend the implementation of the RF model for predicting gap decisions at unprotected signalized intersections.

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40

Xu, Feng, e Zong Z. Tian. "Driver Behavior and Gap-Acceptance Characteristics at Roundabouts in California". Transportation Research Record: Journal of the Transportation Research Board 2071, n. 1 (gennaio 2008): 117–24. http://dx.doi.org/10.3141/2071-14.

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41

Park, Soon-Yong, Dong-Nyong Kim e Jun-Hwa Jeong. "Evaluation of Multi-legged Roundabout Using Surveyed Critical Gap Acceptance". Journal of the Korea Contents Association 13, n. 9 (28 settembre 2013): 400–409. http://dx.doi.org/10.5392/jkca.2013.13.09.400.

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42

Devanbu, Vinoth Chellaiyan, Aarthy Arumugam e Nigilesh Sundar M. "Telemedicine Acceptance and User Experience: A Gap to Be Addressed?" National Journal of Community Medicine 13, n. 05 (31 maggio 2022): 337–41. http://dx.doi.org/10.55489/njcm.13052022143.

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Introduction: Telemedicine is a constantly evolving science. Telemedicine is transfer of, medical information over phone or net with the aim of consultation. Advancement and drop in the cost of information & communication technologies, has booned the interest in the application of telemedicine. During the pandemic, in India where doctor population relationship is low, telemedicine was considered as solution. Objective: This study was done with the aim to estimate the rate of acceptance, convenience and experience on telemedicine usage among IT professionals. Materials and Methods: This cross sectional study was carried out among 162 IT professionals working in six IT companies which was choosed randomly from the IT companies in Chengalpattu division. Employee who have used telemedicine service were listed from all the six companies and were included in the study. From the list 162 employees were selected through simple random sampling. Selected employees were given a semi-structured questionnaire consisting of four sections to assess their acceptance, convenience and experience on telemedicine usage. The collected information was analyzed using SPSS software version 21.0. Qualitative variables will be expressed in proportions and Quantitative variables in Mean(SD) / Median (IQR). Chi-square test was applied. Results: 83(51.2%) male and 79(48.8%) female employees took part in the study. 56 participants (35%) of 162 participants accepted using telemedicine for medical consultation. 78 participants (48.1%) found it convenient to use the telemedicine applications, depicting that the applications are not user friendly. Only 34 participants (21%) were satisfied with their experience with telemedicine usage. Conclusion: Telemedicine was the saviour for those who were in need of medical service but was restricted due to pandemic/disease. But non-availability of user-friendly applications was found to barrier in accepting telemedicine service. In addition to it there are several other barriers that has to be found and addressed for successful telemedicine service across our country. Proper promotion is also needed to improve acceptance.

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43

Krbálek, Milan, Tomáš Hobza, Miroslav Patočka, Michaela Krbálková, Jiří Apeltauer e Nikola Groverová. "Statistical aspects of gap-acceptance theory for unsignalized intersection capacity". Physica A: Statistical Mechanics and its Applications 594 (maggio 2022): 127043. http://dx.doi.org/10.1016/j.physa.2022.127043.

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44

Harwood, Douglas W., John M. Mason e Robert E. Brydia. "Sight Distance for Stop-Controlled Intersections Based on Gap Acceptance". Transportation Research Record: Journal of the Transportation Research Board 1701, n. 1 (gennaio 2000): 32–41. http://dx.doi.org/10.3141/1701-05.

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The current AASHTO policy for sight distance at Stop-controlled intersections is based on a model of the acceleration performance of a minor-road vehicle turning left or right onto a major road and the deceleration performance of the following major road vehicle. An alternative intersection sight distance model based on gap acceptance is developed and quantified. Field studies that were performed to determine the critical gaps appropriate for use in sight distance design are described. It is recommended that the sight distance along the major road for a passenger car at a Stop-controlled intersection should be based on a distance equal to 7.5 s of travel time at the design speed of the major road. Longer sight distances are recommended for minor-road approaches that have sufficient truck volumes to warrant consideration of a truck as the design vehicle.

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45

IASMIN, Hasina, Aya KOJIMA e Hisashi KUBOTA. "TURNING GAP ACCEPTANCE ON CROSSWALK: IMPACT OF DIFFERENCE ON PAVEMENT". Journal of Japan Society of Civil Engineers, Ser. D3 (Infrastructure Planning and Management) 72, n. 5 (2016): I_751—I_758. http://dx.doi.org/10.2208/jscejipm.72.i_751.

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46

Farah, Haneen, Shlomo Bekhor, Abishai Polus e Tomer Toledo. "A passing gap acceptance model for two-lane rural highways". Transportmetrica 5, n. 3 (settembre 2009): 159–72. http://dx.doi.org/10.1080/18128600902721899.

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47

Lee, Chung Won, Dong Min Lee e Soon Cheon Hwang. "Development of Gap Acceptance Models for Permitted Left Turn Intersections". International Journal of Highway Engineering 18, n. 5 (15 ottobre 2016): 95–103. http://dx.doi.org/10.7855/ijhe.2016.18.5.095.

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48

Mamidipalli, Shrikanth V., Virginia P. Sisiopiku, Bastian J. Schroeder, Lily Elefteriadou, Katy Salamati e Nagui M. Rouphail. "Probit-Based Pedestrian Gap Acceptance Model for Midblock Crossing Locations". Transportation Research Record: Journal of the Transportation Research Board 2519, n. 1 (gennaio 2015): 128–36. http://dx.doi.org/10.3141/2519-14.

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49

Haque, M. Mazharul, Oscar Oviedo-Trespalacios, Ashim Kumar Debnath e Simon Washington. "Gap Acceptance Behavior of Mobile Phone–Distracted Drivers at Roundabouts". Transportation Research Record: Journal of the Transportation Research Board 2602, n. 1 (gennaio 2016): 43–51. http://dx.doi.org/10.3141/2602-06.

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50

Pollatschek, Moshe A., Abishai Polus e Moshe Livneh. "A decision model for gap acceptance and capacity at intersections". Transportation Research Part B: Methodological 36, n. 7 (agosto 2002): 649–63. http://dx.doi.org/10.1016/s0191-2615(01)00024-8.

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