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• W167140369 abstract "In order to assess infrastructure measures or dynamic traffic management measures, microscopic simulation models have proven to be powerful tools. These models, describing the driving behaviour at a microscopic level, consist of several sub models each modelling different aspects of the driving behaviour. Recently however, doubts have been raised on the validity of the theories used to model lane change behaviour. This research focuses on one specific type of lane change, the mandatory lane change. Mandatory lane changes are lane changes that need to be performed by the driver to keep following his route. A well observable type of a mandatory lane change is the merge from an on ramp to the main road of a freeway. The objective of this research is to find the best way to describe the merge behaviour in a theory that can be used to model merge behaviour. Existing theories on merge behaviour model this behaviour with gap acceptance. Gap acceptance states that every driver has a certain critical gap. Every gap that is larger than the critical gap will be accepted by the driver. Current microscopic simulation models, e.g. Vissim and Fosim, make the critical gap shorter along the on ramp. In this way the growing urge to perform the merge is modelled. New theories on merge behaviour elaborate further on gap acceptance, adding cooperative behaviour of vehicles on the main road or adding different scenarios for which different critical gaps are valid. To analyse the existing theories on merge behaviour an empirical microscopic dataset has been collected within this research. For this purpose a flight with a helicopter has been performed. Underneath the helicopter a high resolution camera is mounted that captures fifteen images per second. Two data collection locations have been selected. Criteria for these locations were: a freeway with an on ramp, where the on ramp needs to form an active bottleneck for the freeway. There should also be no obstacles above the road. Two datasets have been collected, one at the A12 near Bodegraven containing 35 minutes of data and one at the A2 near Vinkeveen containing 15 minutes of data. The Bodegraven dataset has been processed into a trajectory dataset containing 3459 trajectories, from which 704 trajectories are merging vehicles. Four aspects of the merge behaviour are analysed using the Bodegraven trajectory dataset: - The merge location; - The accepted gaps; - The relaxation phenomenon; - Cooperative behaviour of vehicles on the main road. Analysis of the merge location has shown that during congestion more vehicles merge in at the end of the on ramp than during free flow traffic conditions. Looking at the individual trajectories has shown that vehicles that merge in at the end of the on ramp during congestion are overtaking vehicles on the main road. The accepted gaps found in the dataset are very short. Resulting time headways, between the merging vehicle and its new leader and follower, start below 0.25 s. Analysing these headways after the merge shows that gradually the headways grow over time. This indicates that the relaxation phenomenon is present in the driving behaviour. Examples of cooperative behaviour of vehicles on the main road have been found. Cooperative lane changing, where a vehicle on the right lane of the main road changes a lane to the left to give a merging vehicle more space, is performed by 7% of all vehicles on the right lane. Courtesy yielding, where the new follower of the merging vehicle decelerates to enlarge the headway, is also found in the dataset. It is found that this behaviour is very subtle. The analyses on the merge behaviour have shown that gap acceptance theories, using a certain critical gap, are not able to represent the observed behaviour. Therefore a new theory on merge behaviour is postulated based on gap selection. This theory states that every merging vehicle is able to find a suitable gap without being overtaken by multiple vehicles on the main road and without coming to a standstill at the end of the on ramp. For every merging vehicle a set of reachable gaps is defined. Every gap for which it is physically possible to be reached, is put in the set. From this set a choice is made using a choice model. The choice depends on the driver style of the merging vehicle. The postulated theory is worked out in a flowchart indicating how merge behaviour should be modelled. Future research is needed on the choice model and on the calibration of the theory. This future work can be done using the existing Bodegraven trajectory dataset." @default.
• W167140369 created "2016-06-24" @default.
• W167140369 creator A5067693532 @default.
• W167140369 date "2009-03-05" @default.
• W167140369 modified "2023-09-27" @default.
• W167140369 title "Empirical analysis of merging behaviour: A microscopic approach to establish a new theory" @default.
• W167140369 hasPublicationYear "2009" @default.
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