{"id":{"repo_id":"uiuc","oai_identifier":"oai:www.ideals.illinois.edu:2142/20070"},"canonical_url":"https://search.dev.ndltd.org/etd/uiuc/oai:www.ideals.illinois.edu:2142/20070","repository":{"repo_id":"uiuc","name":"University of Illinois - Urbana-Champaign","base_url":"https://www.ideals.illinois.edu/oai-pmh"},"display":{"title":"Delay models for intersections controlled by stop signs","abstract":"This study divided the total delay into service and queue delay, and developed separate models for each component. Using a single model to estimate total delay is not appropriate, because the factors that affect the service delay are different from the factors that affect the queue delay.","abstract_html":"This study divided the total delay into service and queue delay, and developed separate models for each component. Using a single model to estimate total delay is not appropriate, because the factors that affect the service delay are different from the factors that affect the queue delay.","abstract_has_math":false,"creators":["Al-Omari, Bashar Hani"],"institution":"University of Illinois at Urbana-Champaign","degree_name":"Ph.D.","degree_level":"Dissertation","degree_discipline":"Civil and Environmental Engineering","degree_department":null,"school":null,"contributors":["Benekohal, Rahim F."],"advisors":[],"committee_chairs":[],"committee_members":[],"year":2011,"date_issued":"2011-05-07T12:27:52Z","date_published":"2011-05-07T12:27:52Z","updated_at":"2026-07-22T22:25:15Z","subjects":["Engineering, Civil","Operations Research"],"languages":["eng"],"rights":["Copyright 1996 Al-Omari, Bashar Hani"],"rights_urls":[],"identifier_entries":[{"key":"dc:identifier","label":"Identifier","values":["9780591197310","AAI9712190","(UMI)AAI9712190"],"render_values":[{"text":"9780591197310","href":null,"code":true},{"text":"AAI9712190","href":null,"code":true},{"text":"(UMI)AAI9712190","href":null,"code":true}]}]},"links":{"outbound_url":"http://hdl.handle.net/2142/20070","outbound_label":"Handle","outbound_source":"dc:identifier"},"metadata_groups":[{"id":"people","label":"People","entries":[{"key":"dc:contributor","label":"Contributor","values":["Benekohal, Rahim F."]},{"key":"dc:creator","label":"Author","values":["Al-Omari, Bashar Hani"]}]},{"id":"academic_context","label":"Academic Context","entries":[{"key":"dc:date","label":"Dc Date","values":["2011-05-07T12:27:52Z","10000-01-01","1996"]},{"key":"dc:type","label":"Dc Type","values":["text"]},{"key":"thesis:degree_discipline","label":"Discipline","values":["Civil and Environmental Engineering"]},{"key":"thesis:degree_level","label":"Degree Level","values":["Dissertation"]},{"key":"thesis:degree_name","label":"Degree Name","values":["Ph.D."]},{"key":"thesis:institution_name","label":"Thesis Institution Name","values":["University of Illinois at Urbana-Champaign"]}]},{"id":"subjects_keywords","label":"Subjects and Keywords","entries":[{"key":"dc:subject","label":"Dc Subject","values":["Engineering, Civil","Operations Research"]}]},{"id":"language_rights","label":"Language and Rights","entries":[{"key":"dc:language","label":"Dc Language","values":["eng"]},{"key":"dc:rights","label":"Dc Rights","values":["Copyright 1996 Al-Omari, Bashar Hani"]}]},{"id":"identifiers","label":"Identifiers","entries":[{"key":"dc:identifier","label":"Identifier","values":["9780591197310","AAI9712190","(UMI)AAI9712190","http://hdl.handle.net/2142/20070"]}]},{"id":"additional","label":"Additional Metadata","entries":[{"key":"dc:description","label":"Description","values":["This study divided the total delay into service and queue delay, and developed separate models for each component. Using a single model to estimate total delay is not appropriate, because the factors that affect the service delay are different from the factors that affect the queue delay.","The service delay is estimated empirically as a function of conflicting traffic volumes. This yields more accurate results than the gap acceptance concept. A strong correlation was found between the mean and the variance of the service time. Similar models were developed for both two- and all-way stop controlled intersections.","The queue delay is estimated using queuing theory for uncongested conditions and empirically for congested conditions. The M/G/1 model was found to be a good representative of the queue delay for two-way stop controlled intersections, and it is better than the M/M/1 model. On the other hand, the M/M/1 model was found to be a good representative of the queue delay for all-way stop controlled intersections, and it is better than the M/G/1 model. Three alternatives of empirical models were developed to estimate the queue delay as a function of the traffic intensity for congested conditions, and it was found that the exponential model is the best alternative for both two- and all-way stop controlled intersections.","The developed models were based on field data that included the subject approach service and queue times, and the intersection traffic volumes. The service and queue times were observed for a total of 3,814 vehicles at two-way stop, and 8,298 vehicles at all-way stop controlled intersections.","The final total delay models are very practical and use only two input variables: the arrival rate and conflicting traffic volumes. The developed models were compared with the 1994 HCM delay models, and it was found that the developed models are closer to the field data than the HCM models.","Made available in DSpace on 2011-05-07T12:27:52Z (GMT). No. of bitstreams: 2 license.txt: 4922 bytes, checksum: 910b249b4beec47e7ab768910c8f966f (MD5) 9712190.pdf: 12059336 bytes, checksum: 3858b3b4165400ea1d9673a137b0fa4a (MD5) Previous issue date: 1996","Item marked as restricted to the 'UIUC Users [automated]' Group (id=2) by Howard Ding (hding2@illinois.edu) on 2011-05-07T14:41:21Z Item is restricted indefinitely.","Restriction data tranferred 2014-07-01T11:17:53-05:00 Original Data Group with Access UIUC Users [automated] Release Date: none Reason: ETDs are only available to UIUC Users without author permission","ETDs are only available to UIUC Users without author permission","U of I Only"]},{"key":"dc:title","label":"Title","values":["Delay models for intersections controlled by stop signs"]}]}],"canonical_facts":{"dc:contributor":["Benekohal, Rahim F."],"dc:creator":["Al-Omari, Bashar Hani"],"dc:date":["2011-05-07T12:27:52Z","10000-01-01","1996"],"dc:description":["This study divided the total delay into service and queue delay, and developed separate models for each component. Using a single model to estimate total delay is not appropriate, because the factors that affect the service delay are different from the factors that affect the queue delay.","The service delay is estimated empirically as a function of conflicting traffic volumes. This yields more accurate results than the gap acceptance concept. A strong correlation was found between the mean and the variance of the service time. Similar models were developed for both two- and all-way stop controlled intersections.","The queue delay is estimated using queuing theory for uncongested conditions and empirically for congested conditions. The M/G/1 model was found to be a good representative of the queue delay for two-way stop controlled intersections, and it is better than the M/M/1 model. On the other hand, the M/M/1 model was found to be a good representative of the queue delay for all-way stop controlled intersections, and it is better than the M/G/1 model. Three alternatives of empirical models were developed to estimate the queue delay as a function of the traffic intensity for congested conditions, and it was found that the exponential model is the best alternative for both two- and all-way stop controlled intersections.","The developed models were based on field data that included the subject approach service and queue times, and the intersection traffic volumes. The service and queue times were observed for a total of 3,814 vehicles at two-way stop, and 8,298 vehicles at all-way stop controlled intersections.","The final total delay models are very practical and use only two input variables: the arrival rate and conflicting traffic volumes. The developed models were compared with the 1994 HCM delay models, and it was found that the developed models are closer to the field data than the HCM models.","Made available in DSpace on 2011-05-07T12:27:52Z (GMT). No. of bitstreams: 2 license.txt: 4922 bytes, checksum: 910b249b4beec47e7ab768910c8f966f (MD5) 9712190.pdf: 12059336 bytes, checksum: 3858b3b4165400ea1d9673a137b0fa4a (MD5) Previous issue date: 1996","Item marked as restricted to the 'UIUC Users [automated]' Group (id=2) by Howard Ding (hding2@illinois.edu) on 2011-05-07T14:41:21Z Item is restricted indefinitely.","Restriction data tranferred 2014-07-01T11:17:53-05:00 Original Data Group with Access UIUC Users [automated] Release Date: none Reason: ETDs are only available to UIUC Users without author permission","ETDs are only available to UIUC Users without author permission","U of I Only"],"dc:identifier":["9780591197310","AAI9712190","(UMI)AAI9712190","http://hdl.handle.net/2142/20070"],"dc:language":["eng"],"dc:rights":["Copyright 1996 Al-Omari, Bashar Hani"],"dc:subject":["Engineering, Civil","Operations Research"],"dc:title":["Delay models for intersections controlled by stop signs"],"dc:type":["text"],"thesis:degree_discipline":["Civil and Environmental Engineering"],"thesis:degree_level":["Dissertation"],"thesis:degree_name":["Ph.D."],"thesis:institution_name":["University of Illinois at Urbana-Champaign"]},"updated_at":"2026-07-22T22:25:15Z"}