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Discrete Choice Models for Gap Acceptance at Urban Expressway Merge Sections Considering Safety, Road Geometry, and Traffic Conditions
| 题名： | Discrete Choice Models for Gap Acceptance at Urban Expressway Merge Sections Considering Safety, Road Geometry, and Traffic Conditions |
| 其他题名： | Ahmed,K.I.,Ben-Akiva,M.E.,Koutsopoulos,H.N.and Mishalani,R.G.(1996)."Models of freeway lane changing and gap acceptance behavior."Proc.,13th Int.Symp.on Transportation and Traffic Theory,Springer Science+Business Media,Delft,Netherlands,501–515. |
| 正文语种： | 英文 |
| 作者： | Tien Dung Chu |
| 关键词： | Gap acceptance;Nested logit;Latent choice sets;Urban expressway;Acceleration lane;Time to collision;Density;Traffic conditions |
| 摘要： | A number of discrete choice models, including a multinomial logit model (MNL), a nested logit model (NL), and a latent choice set model (LCS), are applied to the representation of gap acceptance by merging vehicles (MVs) on urban expressways and their results are compared. The results show that all models give consistent signs to the estimated parameters. It is evident that the LCS model is capable of representing gap acceptance and allows exploration of the latent choice made by MVs. Comparison of the models shows that LCS is superior to the traditional MNL and NL models in terms of goodness of fit and provides a more realistic simulation of MV behavior. The effects of geometry and traffic conditions are fully considered in this study, and they are found to significantly influence the choices made by MVs. A longer acceleration lane may provide a relatively larger gap for MVs and, therefore, motivate them to accept the gap. With respect to traffic conditions, an MV tends to reject a gap under low (<20 vehicles=km=lane) or high density (>40 vehicles=km=lane) conditions. However, gap acceptance is more likely when the density is from 20 to 40 vehicles=km=lane. With regard to safety, the concept of time to collision (TTC) is adopted to capture the reactions of MVs to mainline vehicles (MLVs). Both leading and following TTCs (between the MVand the leading/following MLV, respectively) are implemented in the models. Analyses indicate that the TTC thresholds for an MV to reject or accept a gap are 5 and 6 s for the leading and the following TTC, respectively. |
| 出版年： | 2017 |
| 论文唯一标识： | P-72Y2017V143N07006 |
| 英文栏目名称： | TECHNICAL PAPERS |
| doi： | 10.1061/JTEPBS.0000053 |
| 期刊名称： | Journal of Transportation Engineering |
| 拼音刊名(出版物代码)： | P-72 |
| 卷： | 143 |
| 期： | 07 |
| 页码： | 44-55 |
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