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The minimum time headway considered for free-flow condition might affect the overall outcome.
However, the minimum time headway, a relevant indicator of safe driving, did change while processing incoming information (F1,22) = 5.1, P < 0.034, while a significant interaction with traffic density (F 1,22) = 5.8, P < 0.024) indicates that only in the busy traffic condition minimum time headway increased, from.70 s to.93 s.
Capacity of a roadway and saturation flow rate of an intersection is the reciprocal of minimum time headway; in a way that rear end collision does not occur even in the event of sudden stop of leading vehicles.
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These situations allowed measurement of minimum time to collision and variation in headway.
Time headway is of fundamental importance in traffic engineering.
We use a pre-defined time headway of 0.7 s.
Furthermore, experimental subjects with lower individual walking speed need longer time headway to keep enough distance headway.
Additionally, we study the use of a constant time headway spacing policy.
The former requires distributions of time headway and spot speed, and the latter requires microscopic driving environments such as space headway that each driver perceives.
Supposing that the traveling speed v s of vehicles is uniformly distributed, the space headway h s and the time headway h t follow the same distribution.
The constraints are concerned with train movement, trip time, headway, and segment emission, etc.
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