Critical Gap Analysis of Dual Lane Roundabouts

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Fältnamn	Indikatorer	Metadata
000		03569naa a2200397 4500
001		oai:DiVA.org:kth-243239
003		SwePub
008		190913s2011 \| \|\|\|\|\|\|\|\|\|\|\|000 \|\|eng\|
024	7	a https://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-2432392 URI
024	7	a https://doi.org/10.1016/j.sbspro.2011.04.4902 DOI
040		a (SwePub)kth
041		a engb eng
042		9 SwePub
072	7	a ref2 swepub-contenttype
072	7	a kon2 swepub-publicationtype
100	1	a Kusuma, Andykau Univ Indonesia, Dept Civil Engn, Kampus Baru UI, Depok 16424, Indonesia.4 aut
245	1 0	a Critical Gap Analysis of Dual Lane Roundabouts
264	1	b Elsevier BV,c 2011
338		a print2 rdacarrier
500		a QC 20190913
520		a Roundabouts are increasingly popular because of their performance in terms of safety, capacity, and cost. Roundabouts have the potential to reduce accident risk since the traffic flows merge and diverge at small angles, and low speeds. Under certain conditions, roundabouts also improve the flow of traffic at the intersection, compared to other choices. In this paper we present a methodology for estimating an important input in the calculation of the capacity of roundabouts: the critical gap. The critical gap is the smallest gap that a driver is willing to accept to merge with the circulating traffic and mainly determines the gap acceptance behavior of the driver. The critical gap is not directly observable. Only gaps that drivers have accepted or rejected are observed. These gaps define upper and lower values for the underlying critical gap but not its exact value. The paper builds on previous literature proposing a rigorous statistical methodology for the estimation of the critical gap, and demonstrates its application through field measurements. It is assumed that the critical gap has a lognormal distribution among the driver population with a mean value that is a function of a number of explanatory variables. Based on these assumptions the critical gap and its distribution can then be estimated using maximum likelihood. A case study in a dual lane roundabout in Stockholm is used to illustrate the proposed methodology using video and other data. The results show that the critical gap depends, among other factors, on the target lane (near or far), the type of the vehicle. The results are aslo compared to values recommended by other studies.
650	7	a TEKNIK OCH TEKNOLOGIERx Samhällsbyggnadsteknikx Transportteknik och logistik0 (SwePub)201052 hsv//swe
650	7	a ENGINEERING AND TECHNOLOGYx Civil Engineeringx Transport Systems and Logistics0 (SwePub)201052 hsv//eng
650	7	a TEKNIK OCH TEKNOLOGIERx Samhällsbyggnadsteknikx Infrastrukturteknik0 (SwePub)201042 hsv//swe
650	7	a ENGINEERING AND TECHNOLOGYx Civil Engineeringx Infrastructure Engineering0 (SwePub)201042 hsv//eng
653		a Critical Gap
653		a Roundabout
653		a Capacity
653		a Gap acceptance
700	1	a Koutsopoulos, Haris N.u KTH,Trafik och Logistik4 aut0 (Swepub:kth)u1wuwomo
710	2	a Univ Indonesia, Dept Civil Engn, Kampus Baru UI, Depok 16424, Indonesia.b Trafik och Logistik4 org
773	0	t 6th international symposium on highway capacity and quality of serviced : Elsevier BVg , s. 709-717q <709-717
856	4	u https://doi.org/10.1016/j.sbspro.2011.04.490y Fulltext
856	4	u https://doi.org/10.1016/j.sbspro.2011.04.490
856	4 8	u https://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-243239
856	4 8	u https://doi.org/10.1016/j.sbspro.2011.04.490

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