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dc.contributor.authorRaza, Sajid
dc.contributor.authorAl-Kaisy, Ahmed
dc.contributor.authorWashburn, Scott
dc.contributor.authorBarrios, Jorge
dc.contributor.authorMoreno, Ana Tsui
dc.contributor.authorSchroeder, Bastian
dc.identifier.citationRaza, S., Al-Kaisy, A., Washburn, S., Barrios, J., Moreno, A. T., & Schroeder, B. (2023). Influence Area at Signalized and Stop-Control Intersections: Operational Analysis. Transportation Research Record, 03611981231152457.en_US
dc.descriptionSajid Raza et al, Influence Area at Signalized and Stop-Control Intersections: Operational Analysis, Transportation Research Record: Journal of the Transportation Research Board (, ) pp. . Copyright © 2023. DOI: 10.1177/03611981231152457. Users who receive access to an article through a repository are reminded that the article is protected by copyright and reuse is restricted to non-commercial and no derivative uses. Users may also download and save a local copy of an article accessed in an institutional repository for the user's personal reference. For permission to reuse an article, please follow our Process for Requesting Permission.en_US
dc.description.abstractUnderstanding the influence of intersections on operating conditions along connecting roadway segments is important for the analysis of highway facilities and corridors. This study aims at assessing the influence area at signalized and stop-control intersections along rural corridors. The study used speed as a performance measure in examining the spatial extent of operational effects at intersections. High-fidelity connected vehicle (CV) trajectory data, collected at 11 different sites in Florida, was used in this study. The CV trajectory data consists of individual waypoints that included timestamps and location coordinates along with other attributes. Drivers’ speed profiles while driving through the intersection were established and analyzed to determine the length of upstream and downstream influence areas. Quantile regression models were developed to estimate the 50th, 70th, and 85th percentiles of upstream and downstream influence areas separately for signalized and stop-control intersections. Study results indicate that the upstream influence area is longer for a signalized intersection than for a stop-control intersection for comparable segment running speeds. Further, the downstream influence area is significantly longer than the upstream influence area at signalized intersections, and this was consistent at all study sites. Traffic flow level did not have a significant effect on the upstream or downstream influence area; however, midblock running speed, percent heavy vehicles, and facility type (multilane versus two-lane) were found to significantly affect the upstream and downstream influence areas at signalized intersections.en_US
dc.publisherSAGE Publicationsen_US
dc.rightscopyright SAGE Publications 2023en_US
dc.subjecttraffic operationsen_US
dc.subjectintersection approachen_US
dc.subjectHighway Capacity Manualen_US
dc.subjectrural highwaysen_US
dc.titleInfluence Area at Signalized and Stop-Control Intersections: Operational Analysisen_US
mus.citation.journaltitleTransportation Research Record: Journal of the Transportation Research Boarden_US
mus.relation.collegeCollege of Engineeringen_US
mus.relation.universityMontana State University - Bozemanen_US

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