Driving behaviour at motorway ramps and weaving segments based on empirical trajectory data

Beinum, Aries van; Farah, Haneen; Wegman, Fred; Hoogendoorn, Serge P.

doi:10.1016/j.trc.2018.05.018

Cited by 61 publications

(51 citation statements)

References 37 publications

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“…This is in line with another study highlighting that expressway drivers would more often cooperate with merging vehicles through lane-changing than through decelerating (Kondyli & Elefteriadou, 2012). Beinum, Farah, Wegman, & Hoogendoorn, (2018) investigated the microscopic characteristics of driving behavior around on-ramps, off-ramps and weaving segments in the Netherlands. They found that abrupt lane changes create turbulence in the traffic flow .…”

Section: Introductionsupporting

confidence: 79%

The effect of pavement markings on driving behaviour in curves: a simulator study

et al. 2016

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This study investigates the effect of two pavement markings (transverse rumble strips (TRS) and a backward pointing herringbone pattern (HP)) on speed and lateral control in and nearby curves. Two real-world curves with strong indications of a safety problem were replicated as realistic as possible in the simulator. Results show that both speed and lateral control differ between the curves. These behavioural differences are probably due to curve-related dissimilarities with respect to geometric alignment, cross-sectional design and speed limit. TRS and HP both influenced mean speed and mean acceleration/deceleration but not lateral control. TRS generated an earlier and more stable speed reduction than HP which induced significant speed reductions along the curve. The TRS gives drivers more time to generate the right expectations about the upcoming curve. When accidents occur primarily near the curve entry, TRS is recommended. The HP has the potential to reduce accidents at the curve end. Practitioner Summary: Two pavement markings (transversal rumble strips and HP) nearby dangerous curves were investigated in the driving simulator. TRS generated an earlier and more stable speed reduction than HP which induced speed reductions along the curve. The TRS gives drivers more time to generate right expectations about the upcoming curve.

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Section: Introductionsupporting

confidence: 79%

The effect of pavement markings on driving behaviour in curves: a simulator study

et al. 2016

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“…However, the potential impacts of platoon clustering strategies on non-equipped vehicles (i.e., HVs) have been seldom studied. Empirical trajectory data revealed that lane change caused by merging and diverging vehicle creates most motorway turbulence (van Beinum et al, 2018). Therefore, CACC may influence the characteristics of the HV flow when a local coordination strategy is employed.…”

Section: Introductionmentioning

confidence: 99%

Influence of CAV clustering strategies on mixed traffic flow characteristics: An analysis of vehicle trajectory data

Zhong

Lee

Nejad

et al. 2020

Transportation Research Part C: Emerging Technologies

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Being one of the most promising applications enabled by connected and automated vehicles (CAV) technology, Cooperative Adaptive Cruise Control (CACC) is expected to be deployed in the near term on public roads. Thus far, the majority of the CACC studies have been focusing on the overall network performance with limited insights on the potential impacts of CAVs on human-driven vehicles (HVs). This paper aims to quantify such impacts by studying the high-resolution vehicle trajectory data that are obtained from microscopic simulation. Two platoon clustering strategies for CACC-an ad hoc coordination strategy and a local coordination strategy-are implemented. Results show that the local coordination outperforms the ad hoc coordination across all tested market penetration rates (MPRs) in terms of network throughput and productivity. According to the two-sample Kolmogorov-Smirnov test, however, the distributions of the hard braking events (as a potential safety impact) for HVs change significantly under local coordination strategy. For both of the clustering strategy, CAVs increase the average lane change frequency for HVs. The break-even point for average lane change frequency between the two strategies is observed at 30% MPR, which decreases from 5.42 to 5.38 per vehicle. The average lane change frequency following a monotonically increasing pattern in response to MPR, and it reaches the highest 5.48 per vehicle at 40% MPR. Lastly, the interaction state of the car-following model for HVs is analyzed. It is revealed that the composition of the interaction state could be influenced by CAVs as well. One of the apparent trends is that the time spent on approaching state declines with the increasing presence of CAVs.

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“…The results showed that the in-vehicle navigation information had significant positive effects on lane-changing behaviors under medium to high-density conditions but less effective under light density conditions. The study of van Beinum, Farah, Wegman, and Hoogendoorn (2018) showed that lane changes caused by merging and diverging vehicles create most turbulencean increase in the amount of traffic leads to a higher level of turbulence, and larger available space for merging and diverging results in the lower level of turbulence. Tilg, Yang, and Menendez (2018) further considered the automated vehicle (AV) and proposed a multiclass hybrid model and a simulation-based optimization framework to study how AV technology can improve the stability of the operation and increase the capacity of weaving sections.…”

Section: Introductionmentioning

confidence: 99%

Traffic safety analysis of inter-tunnel weaving section with conflict prediction models

Ouyang

et al. 2020

Journal of Transportation Safety & Security

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With increasing traffic demand in urban areas of metropolises, many tunnels have been constructed to improve road capacity and traffic mobility. The distance between two consecutive tunnels is relatively short which usually forms a weaving section, leading to considerable traffic conflicts. The objective of this study is to evaluate the safety performance of such inter-tunnel sections. Conflict prediction models based on negative binomial regression were developed to identify influential factors. Field data were collected at ten selected sites in Nanjing, China, and used for calibrating and validating the proposed models. Two types of inter-tunnel weaving sections (type 1 and type 2) were found in the field with distinct lane markings and operation rules. The unique lane markings in type 1 weaving sections are designed to isolate weaving traffic flows and thus reduce conflicts, but in practice, contradictory to its design intention, lead to more traffic conflicts compared with type 2 weaving sections. In addition, the length of the diverging section, merging section, and whole weaving section are found to be significant influencing factors on the conflict occurrence. The findings in the present study are expected to help engineer better design inter-tunnel sections.

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Driving behaviour at motorway ramps and weaving segments based on empirical trajectory data

Cited by 61 publications

References 37 publications

The effect of pavement markings on driving behaviour in curves: a simulator study

The effect of pavement markings on driving behaviour in curves: a simulator study

Influence of CAV clustering strategies on mixed traffic flow characteristics: An analysis of vehicle trajectory data

Traffic safety analysis of inter-tunnel weaving section with conflict prediction models

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