{"id":5071,"date":"2026-07-29T07:40:07","date_gmt":"2026-07-29T07:40:07","guid":{"rendered":"https:\/\/tttp-au.com\/?p=5071"},"modified":"2026-07-29T08:14:24","modified_gmt":"2026-07-29T08:14:24","slug":"assessment-of-critical-headway-estimation-methods-across-multiple-unsignalized-intersections","status":"publish","type":"post","link":"https:\/\/tttp-au.com\/index.php\/2026\/07\/29\/assessment-of-critical-headway-estimation-methods-across-multiple-unsignalized-intersections\/","title":{"rendered":"Assessment of critical headway estimation methods across multiple unsignalized intersections"},"content":{"rendered":"\t\t<div data-elementor-type=\"wp-post\" data-elementor-id=\"5071\" class=\"elementor elementor-5071\" data-elementor-settings=\"{&quot;ha_cmc_init_switcher&quot;:&quot;no&quot;}\">\n\t\t\t\t\t\t<section class=\"elementor-section elementor-top-section elementor-element elementor-element-e232701 elementor-section-height-min-height elementor-section-full_width elementor-hidden-tablet elementor-hidden-mobile elementor-section-height-default elementor-section-items-middle wpr-particle-no wpr-jarallax-no wpr-parallax-no wpr-sticky-section-no\" data-id=\"e232701\" data-element_type=\"section\" data-settings=\"{&quot;background_background&quot;:&quot;classic&quot;,&quot;_ha_eqh_enable&quot;:false}\">\n\t\t\t\t\t\t<div class=\"elementor-container elementor-column-gap-default\">\n\t\t\t\t\t<div class=\"elementor-column elementor-col-100 elementor-top-column elementor-element elementor-element-cb97594\" data-id=\"cb97594\" data-element_type=\"column\">\n\t\t\t<div class=\"elementor-widget-wrap elementor-element-populated\">\n\t\t\t\t\t\t<div class=\"elementor-element elementor-element-a18c791 elementor-widget__width-inherit ha-has-bg-overlay elementor-widget elementor-widget-heading\" data-id=\"a18c791\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Vol. 11 No. 1 (2026): TTTP - APEIRON<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-b2fff26 elementor-widget elementor-widget-heading\" data-id=\"b2fff26\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\"><b>Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107,\nBojan Mari\u0107\n <\/b><\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-52044bb elementor-widget-divider--view-line elementor-widget elementor-widget-divider\" data-id=\"52044bb\" data-element_type=\"widget\" data-widget_type=\"divider.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t<div class=\"elementor-divider\">\n\t\t\t<span class=\"elementor-divider-separator\">\n\t\t\t\t\t\t<\/span>\n\t\t<\/div>\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-1c82606 elementor-widget elementor-widget-heading\" data-id=\"1c82606\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Assessment of critical headway estimation methods across multiple unsignalized intersections<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-c297c9e elementor-widget-divider--view-line elementor-widget elementor-widget-divider\" data-id=\"c297c9e\" data-element_type=\"widget\" data-widget_type=\"divider.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t<div class=\"elementor-divider\">\n\t\t\t<span class=\"elementor-divider-separator\">\n\t\t\t\t\t\t<\/span>\n\t\t<\/div>\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t<div class=\"elementor-element elementor-element-21d12a9 e-grid e-con-full wpr-particle-no wpr-jarallax-no wpr-parallax-no wpr-sticky-section-no e-con e-parent\" data-id=\"21d12a9\" data-element_type=\"container\" data-settings=\"{&quot;_ha_eqh_enable&quot;:false}\">\n\t\t\t\t<div class=\"elementor-element elementor-element-0209b05 elementor-widget elementor-widget-heading\" data-id=\"0209b05\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Original scientific paper<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-fd3ecf0 elementor-widget elementor-widget-heading\" data-id=\"fd3ecf0\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">DOI: 10.7251\/JTTTP2601005S<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-2f3b63f elementor-align-center elementor-widget elementor-widget-button\" data-id=\"2f3b63f\" data-element_type=\"widget\" data-widget_type=\"button.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t\t\t<div class=\"elementor-button-wrapper\">\n\t\t\t\t\t<a class=\"elementor-button elementor-button-link elementor-size-sm\" href=\"https:\/\/tttp-au.com\/wp-content\/uploads\/2026\/07\/Pages-from-TTTP-Vol-11_No-1_2026-WEB.pdf\">\n\t\t\t\t\t\t<span class=\"elementor-button-content-wrapper\">\n\t\t\t\t\t\t\t\t\t<span class=\"elementor-button-text\">Download Article PDF<\/span>\n\t\t\t\t\t<\/span>\n\t\t\t\t\t<\/a>\n\t\t\t\t<\/div>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-cb7c4cb elementor-widget__width-inherit elementor-widget elementor-widget-heading\" data-id=\"cb7c4cb\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Abstract<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-61aebe3 elementor-widget__width-inherit elementor-widget elementor-widget-text-editor\" data-id=\"61aebe3\" data-element_type=\"widget\" data-widget_type=\"text-editor.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t\t\t<p>Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3.<\/p>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-5c5f19e elementor-widget elementor-widget-heading\" data-id=\"5c5f19e\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Keywords: critical headway estimation, unsignalized intersection<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-6dd494a wpr-logo-position-center elementor-widget elementor-widget-wpr-logo\" data-id=\"6dd494a\" data-element_type=\"widget\" data-widget_type=\"wpr-logo.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t\t\n\t\t\t<div class=\"wpr-logo elementor-clearfix\">\n\n\t\t\t\t\t\t\t\t<picture class=\"wpr-logo-image\">\n\t\t\t\t\t\n\t\t\t\t\t\t\t\t\t\t\n\t\t\t\t\t<img decoding=\"async\" src=\"https:\/\/tttp-au.com\/wp-content\/uploads\/2024\/03\/cc-by-1.png\" alt=\"\">\n\n\t\t\t\t\t\t\t\t\t\t\t<a class=\"wpr-logo-url\" rel=\"home\" aria-label=\"\" href=\"https:\/\/tttp-au.com\/\"><\/a>\n\t\t\t\t\t\t\t\t\t<\/picture>\n\t\t\t\t\n\t\t\t\t\n\t\t\t\t\t\t\t\t\t<a class=\"wpr-logo-url\" rel=\"home\" aria-label=\"\" href=\"https:\/\/tttp-au.com\/\"><\/a>\n\t\t\t\t\n\t\t\t<\/div>\n\t\t\t\t\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-cb049d1 elementor-widget elementor-widget-shortcode\" data-id=\"cb049d1\" data-element_type=\"widget\" data-widget_type=\"shortcode.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t<div class=\"elementor-shortcode\"><div class=\"post-views content-post post-5071 entry-meta load-static\">\r\n\t\t\t\t<span class=\"post-views-icon dashicons dashicons-chart-bar\"><\/span> <span class=\"post-views-label\">Post Views:<\/span> <span class=\"post-views-count\">16<\/span>\r\n\t\t\t<\/div><\/div>\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t<section class=\"elementor-section elementor-top-section elementor-element elementor-element-511d0df elementor-section-height-min-height elementor-section-full_width elementor-hidden-mobile elementor-hidden-desktop elementor-hidden-laptop elementor-section-height-default elementor-section-items-middle wpr-particle-no wpr-jarallax-no wpr-parallax-no wpr-sticky-section-no\" data-id=\"511d0df\" data-element_type=\"section\" data-settings=\"{&quot;background_background&quot;:&quot;classic&quot;,&quot;_ha_eqh_enable&quot;:false}\">\n\t\t\t\t\t\t<div class=\"elementor-container elementor-column-gap-default\">\n\t\t\t\t\t<div class=\"elementor-column elementor-col-100 elementor-top-column elementor-element elementor-element-0acee9c\" data-id=\"0acee9c\" data-element_type=\"column\">\n\t\t\t<div class=\"elementor-widget-wrap elementor-element-populated\">\n\t\t\t\t\t\t<div class=\"elementor-element elementor-element-c0e98b3 elementor-widget__width-inherit ha-has-bg-overlay elementor-widget elementor-widget-heading\" data-id=\"c0e98b3\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Vol. 11 No. 1 (2026): TTTP - APEIRON<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-e6b43c5 elementor-widget elementor-widget-heading\" data-id=\"e6b43c5\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\"><b>Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107, Bojan Mari\u0107\n <\/b><\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-68f1849 elementor-widget-divider--view-line elementor-widget elementor-widget-divider\" data-id=\"68f1849\" data-element_type=\"widget\" data-widget_type=\"divider.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t<div class=\"elementor-divider\">\n\t\t\t<span class=\"elementor-divider-separator\">\n\t\t\t\t\t\t<\/span>\n\t\t<\/div>\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-186a6b2 elementor-widget elementor-widget-heading\" data-id=\"186a6b2\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Assessment of critical headway estimation methods across multiple unsignalized intersections<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-7b2f501 elementor-widget-divider--view-line elementor-widget elementor-widget-divider\" data-id=\"7b2f501\" data-element_type=\"widget\" data-widget_type=\"divider.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t<div class=\"elementor-divider\">\n\t\t\t<span class=\"elementor-divider-separator\">\n\t\t\t\t\t\t<\/span>\n\t\t<\/div>\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-5027126 elementor-widget__width-initial elementor-widget elementor-widget-heading\" data-id=\"5027126\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Original scientific paper<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-4a5312c elementor-widget__width-initial elementor-widget elementor-widget-heading\" data-id=\"4a5312c\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">DOI: 10.7251\/JTTTP2601005S<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-8d7a912 elementor-align-center elementor-widget elementor-widget-button\" data-id=\"8d7a912\" data-element_type=\"widget\" data-widget_type=\"button.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t\t\t<div class=\"elementor-button-wrapper\">\n\t\t\t\t\t<a class=\"elementor-button elementor-button-link elementor-size-sm\" href=\"https:\/\/tttp-au.com\/wp-content\/uploads\/2026\/07\/Pages-from-TTTP-Vol-11_No-1_2026-WEB.pdf\">\n\t\t\t\t\t\t<span class=\"elementor-button-content-wrapper\">\n\t\t\t\t\t\t\t\t\t<span class=\"elementor-button-text\">Download Article PDF<\/span>\n\t\t\t\t\t<\/span>\n\t\t\t\t\t<\/a>\n\t\t\t\t<\/div>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-580ffd3 elementor-widget__width-inherit elementor-widget elementor-widget-heading\" data-id=\"580ffd3\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Abstract<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-211717e elementor-widget__width-inherit elementor-widget elementor-widget-text-editor\" data-id=\"211717e\" data-element_type=\"widget\" data-widget_type=\"text-editor.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t\t\t<p>Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3.<\/p>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-62b72c3 elementor-widget elementor-widget-heading\" data-id=\"62b72c3\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Keywords: critical headway estimation, unsignalized intersection<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-f4dcd16 wpr-logo-position-center elementor-widget elementor-widget-wpr-logo\" data-id=\"f4dcd16\" data-element_type=\"widget\" data-widget_type=\"wpr-logo.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t\t\n\t\t\t<div class=\"wpr-logo elementor-clearfix\">\n\n\t\t\t\t\t\t\t\t<picture class=\"wpr-logo-image\">\n\t\t\t\t\t\n\t\t\t\t\t\t\t\t\t\t\n\t\t\t\t\t<img decoding=\"async\" src=\"https:\/\/tttp-au.com\/wp-content\/uploads\/2024\/03\/cc-by-1.png\" alt=\"\">\n\n\t\t\t\t\t\t\t\t\t\t\t<a class=\"wpr-logo-url\" rel=\"home\" aria-label=\"\" href=\"https:\/\/tttp-au.com\/\"><\/a>\n\t\t\t\t\t\t\t\t\t<\/picture>\n\t\t\t\t\n\t\t\t\t\n\t\t\t\t\t\t\t\t\t<a class=\"wpr-logo-url\" rel=\"home\" aria-label=\"\" href=\"https:\/\/tttp-au.com\/\"><\/a>\n\t\t\t\t\n\t\t\t<\/div>\n\t\t\t\t\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-0f73093 elementor-widget elementor-widget-shortcode\" data-id=\"0f73093\" data-element_type=\"widget\" data-widget_type=\"shortcode.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t<div class=\"elementor-shortcode\"><div class=\"post-views content-post post-5071 entry-meta load-static\">\r\n\t\t\t\t<span class=\"post-views-icon dashicons dashicons-chart-bar\"><\/span> <span class=\"post-views-label\">Post Views:<\/span> <span class=\"post-views-count\">16<\/span>\r\n\t\t\t<\/div><\/div>\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t<section class=\"elementor-section elementor-top-section elementor-element elementor-element-2d980b8 elementor-section-height-min-height elementor-section-full_width elementor-hidden-tablet elementor-hidden-desktop elementor-hidden-laptop elementor-section-height-default elementor-section-items-middle wpr-particle-no wpr-jarallax-no wpr-parallax-no wpr-sticky-section-no\" data-id=\"2d980b8\" data-element_type=\"section\" data-settings=\"{&quot;background_background&quot;:&quot;classic&quot;,&quot;_ha_eqh_enable&quot;:false}\">\n\t\t\t\t\t\t<div class=\"elementor-container elementor-column-gap-default\">\n\t\t\t\t\t<div class=\"elementor-column elementor-col-100 elementor-top-column elementor-element elementor-element-d772afa\" data-id=\"d772afa\" data-element_type=\"column\">\n\t\t\t<div class=\"elementor-widget-wrap elementor-element-populated\">\n\t\t\t\t\t\t<div class=\"elementor-element elementor-element-5597455 elementor-widget__width-inherit elementor-widget-mobile__width-inherit ha-has-bg-overlay elementor-widget elementor-widget-heading\" data-id=\"5597455\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Vol. 11 No. 1 (2026): TTTP - APEIRON<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-f3e70ee elementor-widget elementor-widget-heading\" data-id=\"f3e70ee\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\"><b>Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107, Bojan Mari\u0107\n <\/b><\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-b0a72e2 elementor-widget-divider--view-line elementor-widget elementor-widget-divider\" data-id=\"b0a72e2\" data-element_type=\"widget\" data-widget_type=\"divider.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t<div class=\"elementor-divider\">\n\t\t\t<span class=\"elementor-divider-separator\">\n\t\t\t\t\t\t<\/span>\n\t\t<\/div>\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-87a3678 elementor-widget elementor-widget-heading\" data-id=\"87a3678\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Assessment of critical headway estimation methods across multiple unsignalized intersections<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-96936f4 elementor-widget-divider--view-line elementor-widget elementor-widget-divider\" data-id=\"96936f4\" data-element_type=\"widget\" data-widget_type=\"divider.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t<div class=\"elementor-divider\">\n\t\t\t<span class=\"elementor-divider-separator\">\n\t\t\t\t\t\t<\/span>\n\t\t<\/div>\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-f04febc elementor-widget__width-initial elementor-widget-mobile__width-inherit elementor-widget elementor-widget-heading\" data-id=\"f04febc\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Original scientific paper<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-389228b elementor-widget__width-initial elementor-widget-mobile__width-inherit elementor-widget elementor-widget-heading\" data-id=\"389228b\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">DOI: 10.7251\/JTTTP2601005S<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-73b8917 elementor-align-center elementor-widget elementor-widget-button\" data-id=\"73b8917\" data-element_type=\"widget\" data-widget_type=\"button.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t\t\t<div class=\"elementor-button-wrapper\">\n\t\t\t\t\t<a class=\"elementor-button elementor-button-link elementor-size-sm\" href=\"https:\/\/tttp-au.com\/wp-content\/uploads\/2026\/07\/Pages-from-TTTP-Vol-11_No-1_2026-WEB.pdf\">\n\t\t\t\t\t\t<span class=\"elementor-button-content-wrapper\">\n\t\t\t\t\t\t\t\t\t<span class=\"elementor-button-text\">Download Article PDF<\/span>\n\t\t\t\t\t<\/span>\n\t\t\t\t\t<\/a>\n\t\t\t\t<\/div>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-80faf79 elementor-widget__width-inherit elementor-widget elementor-widget-heading\" data-id=\"80faf79\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Abstract<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-8cefffd elementor-widget__width-inherit elementor-widget elementor-widget-text-editor\" data-id=\"8cefffd\" data-element_type=\"widget\" data-widget_type=\"text-editor.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t\t\t<p>Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3.<\/p>\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-0c5e44b elementor-widget elementor-widget-heading\" data-id=\"0c5e44b\" data-element_type=\"widget\" data-widget_type=\"heading.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t<h2 class=\"elementor-heading-title elementor-size-default\">Keywords: critical headway estimation, unsignalized intersection<\/h2>\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-dee52ab wpr-logo-position-center elementor-widget elementor-widget-wpr-logo\" data-id=\"dee52ab\" data-element_type=\"widget\" data-widget_type=\"wpr-logo.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t\t\n\t\t\t<div class=\"wpr-logo elementor-clearfix\">\n\n\t\t\t\t\t\t\t\t<picture class=\"wpr-logo-image\">\n\t\t\t\t\t\n\t\t\t\t\t\t\t\t\t\t\n\t\t\t\t\t<img decoding=\"async\" src=\"https:\/\/tttp-au.com\/wp-content\/uploads\/2024\/03\/cc-by-1.png\" alt=\"\">\n\n\t\t\t\t\t\t\t\t\t\t\t<a class=\"wpr-logo-url\" rel=\"home\" aria-label=\"\" href=\"https:\/\/tttp-au.com\/\"><\/a>\n\t\t\t\t\t\t\t\t\t<\/picture>\n\t\t\t\t\n\t\t\t\t\n\t\t\t\t\t\t\t\t\t<a class=\"wpr-logo-url\" rel=\"home\" aria-label=\"\" href=\"https:\/\/tttp-au.com\/\"><\/a>\n\t\t\t\t\n\t\t\t<\/div>\n\t\t\t\t\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t<div class=\"elementor-element elementor-element-5cb9871 elementor-widget elementor-widget-shortcode\" data-id=\"5cb9871\" data-element_type=\"widget\" data-widget_type=\"shortcode.default\">\n\t\t\t\t<div class=\"elementor-widget-container\">\n\t\t\t\t\t\t\t<div class=\"elementor-shortcode\"><div class=\"post-views content-post post-5071 entry-meta load-static\">\r\n\t\t\t\t<span class=\"post-views-icon dashicons dashicons-chart-bar\"><\/span> <span class=\"post-views-label\">Post Views:<\/span> <span class=\"post-views-count\">16<\/span>\r\n\t\t\t<\/div><\/div>\n\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t<\/div>\n\t\t","protected":false},"excerpt":{"rendered":"<p>Vol. 11 No. 1 (2026): TTTP &#8211; APEIRON Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107, Bojan Mari\u0107 Assessment of critical headway estimation methods across multiple unsignalized intersections Original scientific paper DOI: 10.7251\/JTTTP2601005S Download Article PDF Abstract Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3. Keywords: critical headway estimation, unsignalized intersection Vol. 11 No. 1 (2026): TTTP &#8211; APEIRON Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107, Bojan Mari\u0107 Assessment of critical headway estimation methods across multiple unsignalized intersections Original scientific paper DOI: 10.7251\/JTTTP2601005S Download Article PDF Abstract Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3. Keywords: critical headway estimation, unsignalized intersection Vol. 11 No. 1 (2026): TTTP &#8211; APEIRON Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107, Bojan Mari\u0107 Assessment of critical headway estimation methods across multiple unsignalized intersections Original scientific paper DOI: 10.7251\/JTTTP2601005S Download Article PDF Abstract Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3. Keywords: critical headway estimation, unsignalized intersection<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"elementor_header_footer","format":"standard","meta":{"footnotes":""},"categories":[1],"tags":[],"class_list":["post-5071","post","type-post","status-publish","format-standard","hentry","category-uncategorized"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v26.5 - https:\/\/yoast.com\/wordpress\/plugins\/seo\/ -->\n<title>Assessment of critical headway estimation methods across multiple unsignalized intersections - TTTP Traffic and Transport Theory and Practice Journal<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/tttp-au.com\/index.php\/2026\/07\/29\/assessment-of-critical-headway-estimation-methods-across-multiple-unsignalized-intersections\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Assessment of critical headway estimation methods across multiple unsignalized intersections - TTTP Traffic and Transport Theory and Practice Journal\" \/>\n<meta property=\"og:description\" content=\"Vol. 11 No. 1 (2026): TTTP &#8211; APEIRON Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107, Bojan Mari\u0107 Assessment of critical headway estimation methods across multiple unsignalized intersections Original scientific paper DOI: 10.7251\/JTTTP2601005S Download Article PDF Abstract Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3. Keywords: critical headway estimation, unsignalized intersection Vol. 11 No. 1 (2026): TTTP &#8211; APEIRON Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107, Bojan Mari\u0107 Assessment of critical headway estimation methods across multiple unsignalized intersections Original scientific paper DOI: 10.7251\/JTTTP2601005S Download Article PDF Abstract Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3. Keywords: critical headway estimation, unsignalized intersection Vol. 11 No. 1 (2026): TTTP &#8211; APEIRON Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107, Bojan Mari\u0107 Assessment of critical headway estimation methods across multiple unsignalized intersections Original scientific paper DOI: 10.7251\/JTTTP2601005S Download Article PDF Abstract Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3. Keywords: critical headway estimation, unsignalized intersection\" \/>\n<meta property=\"og:url\" content=\"https:\/\/tttp-au.com\/index.php\/2026\/07\/29\/assessment-of-critical-headway-estimation-methods-across-multiple-unsignalized-intersections\/\" \/>\n<meta property=\"og:site_name\" content=\"TTTP Traffic and Transport Theory and Practice Journal\" \/>\n<meta property=\"article:published_time\" content=\"2026-07-29T07:40:07+00:00\" \/>\n<meta property=\"article:modified_time\" content=\"2026-07-29T08:14:24+00:00\" \/>\n<meta property=\"og:image\" content=\"https:\/\/tttp-au.com\/wp-content\/uploads\/2024\/03\/cc-by-1.png\" \/>\n<meta name=\"author\" content=\"admin\" \/>\n<meta name=\"twitter:card\" content=\"summary_large_image\" \/>\n<meta name=\"twitter:label1\" content=\"Written by\" \/>\n\t<meta name=\"twitter:data1\" content=\"admin\" \/>\n\t<meta name=\"twitter:label2\" content=\"Est. reading time\" \/>\n\t<meta name=\"twitter:data2\" content=\"4 minutes\" \/>\n<script type=\"application\/ld+json\" class=\"yoast-schema-graph\">{\"@context\":\"https:\/\/schema.org\",\"@graph\":[{\"@type\":\"WebPage\",\"@id\":\"https:\/\/tttp-au.com\/index.php\/2026\/07\/29\/assessment-of-critical-headway-estimation-methods-across-multiple-unsignalized-intersections\/\",\"url\":\"https:\/\/tttp-au.com\/index.php\/2026\/07\/29\/assessment-of-critical-headway-estimation-methods-across-multiple-unsignalized-intersections\/\",\"name\":\"Assessment of critical headway estimation methods across multiple unsignalized intersections - 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TTTP Traffic and Transport Theory and Practice Journal","robots":{"index":"index","follow":"follow","max-snippet":"max-snippet:-1","max-image-preview":"max-image-preview:large","max-video-preview":"max-video-preview:-1"},"canonical":"https:\/\/tttp-au.com\/index.php\/2026\/07\/29\/assessment-of-critical-headway-estimation-methods-across-multiple-unsignalized-intersections\/","og_locale":"en_US","og_type":"article","og_title":"Assessment of critical headway estimation methods across multiple unsignalized intersections - TTTP Traffic and Transport Theory and Practice Journal","og_description":"Vol. 11 No. 1 (2026): TTTP &#8211; APEIRON Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107, Bojan Mari\u0107 Assessment of critical headway estimation methods across multiple unsignalized intersections Original scientific paper DOI: 10.7251\/JTTTP2601005S Download Article PDF Abstract Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3. Keywords: critical headway estimation, unsignalized intersection Vol. 11 No. 1 (2026): TTTP &#8211; APEIRON Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107, Bojan Mari\u0107 Assessment of critical headway estimation methods across multiple unsignalized intersections Original scientific paper DOI: 10.7251\/JTTTP2601005S Download Article PDF Abstract Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3. Keywords: critical headway estimation, unsignalized intersection Vol. 11 No. 1 (2026): TTTP &#8211; APEIRON Dunja Radovi\u0107 Stoj\u010di\u0107, Mithun Mohan, Vuk Bogdanovi\u0107, Bojan Mari\u0107 Assessment of critical headway estimation methods across multiple unsignalized intersections Original scientific paper DOI: 10.7251\/JTTTP2601005S Download Article PDF Abstract Driver behavior under local conditions has a significant influence on the value of accepted headways required for performing minor maneuvers. In operational analyses and the design of unsignalized intersections, driver behavior is quantified through the value of the critical headway. It is assumed that the critical headway represents the shortest headway that a driver is willing to accept. Since it is not possible to measure the critical headway directly from field observations, measurement results are processed using application software and mathematical tools. To determine the critical headway at three priority intersections in the urban area of the city of Doboj, six different methods were applied: Harders\u2019, Logit, Lag, Raff\u2019s, Wu\u2019s, and the Maximum Likelihood method. In order to identify which of the applied methods provides the best solution for the analyzed intersections, a comparative analysis was conducted between the theoretically obtained capacity values and the actual measured capacity value. The Lag method was the most suitable for intersection I1, the Maximum Likelihood method was chosen for intersection I2, while the Raff method was selected for intersection I3. Keywords: critical headway estimation, unsignalized intersection","og_url":"https:\/\/tttp-au.com\/index.php\/2026\/07\/29\/assessment-of-critical-headway-estimation-methods-across-multiple-unsignalized-intersections\/","og_site_name":"TTTP Traffic and Transport Theory and Practice Journal","article_published_time":"2026-07-29T07:40:07+00:00","article_modified_time":"2026-07-29T08:14:24+00:00","og_image":[{"url":"https:\/\/tttp-au.com\/wp-content\/uploads\/2024\/03\/cc-by-1.png","type":"","width":"","height":""}],"author":"admin","twitter_card":"summary_large_image","twitter_misc":{"Written by":"admin","Est. reading time":"4 minutes"},"schema":{"@context":"https:\/\/schema.org","@graph":[{"@type":"WebPage","@id":"https:\/\/tttp-au.com\/index.php\/2026\/07\/29\/assessment-of-critical-headway-estimation-methods-across-multiple-unsignalized-intersections\/","url":"https:\/\/tttp-au.com\/index.php\/2026\/07\/29\/assessment-of-critical-headway-estimation-methods-across-multiple-unsignalized-intersections\/","name":"Assessment of critical headway estimation methods across multiple unsignalized intersections - 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