Variable Speed Limit Control for Delay and Crash Reductions at Freeway Work Zone Area

Lyu, Pu; Lin, Yongjie; Wang, Lei; Yang, Xianfeng

doi:10.1061/jtepbs.0000099

Cited by 18 publications

(4 citation statements)

References 14 publications

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“…With the development of connected vehicles (CVs) and connected autonomous vehicles (CAVs), it is possible to obtain traffic information (e.g., traffic signal timing, vehicle speed, acceleration), and communicate between vehicle and vehicle/ infrastructure, then help/control vehicles to drive smoothly through advisory speed limit. Numerous speed control studies have been conducted to improve traffic efficiency, safety, and fuel economy, such as Optimal Speed Advisory (OSA) (Mahler and Vahidi 2012;Wan et al 2016), Green Light Optimal Speed Advisory (GLOSA) (Nguyen et al 2016), Eco-driving (De Nunzio et al 2016;Jiang et al 2017;Huang et al 2018;Guo et al 2021), Eco-Cooperative Adaptive Cruise Control (ECACC) (Kamalanathsharma et al 2013;Yang et al 2017), Variable Speed Limit (VSL) (Yang et al 2013;Ubiergo and Jin 2016;Lyu et al 2017;Yao et al 2018) and trajectory smoothing (Zhou et al 2017;Guo et al 2019;Soleimaniamiri et al 2020;Yao and Li 2021).…”

Section: Introductionmentioning

confidence: 99%

“…CAV technologies (Yang et al 2017;Jiang et al 2017;Shi and Li 2021a, b;Li et al 2021), however, can control detailed vehicle trajectories in high resolution. They are relatively future technologies and may not be implemented in the near future.…”

Section: Introductionmentioning

confidence: 99%

“…He et al (2015) presented a multi-stage optimal control formulation to obtain the fuel-optimal vehicle trajectory on signalized arterial accounting for vehicle queue and traffic light status. Yang et al (2017) developed an Eco-CACC algorithm considering queue effects to compute the fuel-optimum vehicle trajectory at a signalized intersection. Others studied the stochastic problems at a signalized intersection.…”

Section: Introductionmentioning

confidence: 99%

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Individual variable speed limit trajectory planning considering stochastic arriving patterns

Yao

2022

Int J Coal Sci Technol

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Connected vehicles enabled by communication technologies have the potential to improve traffic mobility and enhance roadway safety such that traffic information can be shared among vehicles and infrastructure. Fruitful speed advisory strategies have been proposed to smooth connected vehicle trajectories for better system performance with the help of different car-following models. Yet, there has been no such comparison about the impacts of various car-following models on the advisory strategies. Further, most of the existing studies consider a deterministic vehicle arriving pattern. The resulting model is easy to approach yet not realistic in representing realistic traffic patterns. This study proposes an Individual Variable Speed Limit (IVSL) trajectory planning problem at a signalized intersection and investigates the impacts of three popular car-following models on the IVSL. Both deterministic and stochastic IVSL models are formulated, and their performance is tested with numerical experiments. The results show that, compared to the benchmark (i.e., without speed control), the proposed IVSL strategy with a deterministic arriving pattern achieves significant improvements in both mobility and fuel efficiency across different traffic levels with all three car-following models. The improvement of the IVSL with the Gipps’ model is the most remarkable. When the vehicle arriving patterns are stochastic, the IVSL improves travel time, fuel consumption, and system cost by 8.95%, 19.11%, and 11.37%, respectively, compared to the benchmark without speed control.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Individual variable speed limit trajectory planning considering stochastic arriving patterns

Yao

2022

Int J Coal Sci Technol

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“…According to the Manual on Uniform Traffic Control Devices (MUTCD) and “Highway Maintenance Safety Practice” (JTG H30-2015), a step-by-step or repeatedly prompted static speed limit should be adopted ( 8 , 9 ). Studies related to dynamic speed limit control focus on real-time optimization of speed limits to reduce delay, accident rate, and fuel consumption ( 10, 11 ).…”

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confidence: 99%

Trajectory Planning for Connected and Autonomous Vehicles at Freeway Work Zones under Mixed Traffic Environment

Chen

et al. 2022

Transportation Research Record: Journal of the Transportation R

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Mixed traffic control with connected and autonomous vehicles (CAVs) and human driving vehicles (HVs) is becoming a hot topic. CAV trajectory planning at work zones under the mixed traffic environment is a big challenge. Existing studies only focus on longitudinal trajectories (e.g., acceleration profiles), ignoring lateral trajectories (lane changing). This study proposes a trajectory planning model for CAVs at work zones under mixed traffic environment. Both longitudinal and lateral trajectories are considered. On the basis of the states of CAVs and of HVs observed by CAVs, the number and initial states of unobservable HVs in the planning horizon are estimated considering the interactions between vehicle driving behaviors. A trajectory planning model is then formulated to optimize acceleration profiles and lane choices of CAVs in the planning horizon in a centralized way. The minimization of total vehicle delay and fuel consumption is adopted as the objective function. A car-following model and a lane-changing model are adopted to capture the driving behaviors of HVs. The proposed model is a mixed-integer linear program. Numerical studies validate the advantages of the proposed trajectory planning model over late merge control for vehicle delay and fuel consumption.

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Effectiveness of road safety interventions: An evidence and gap map

Goel,

Tiwari,

Varghese

et al. 2024

Campbell Systematic Reviews

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BackgroundRoad Traffic injuries (RTI) are among the top ten leading causes of death in the world resulting in 1.35 million deaths every year, about 93% of which occur in low‐ and middle‐income countries (LMICs). Despite several global resolutions to reduce traffic injuries, they have continued to grow in many countries. Many high‐income countries have successfully reduced RTI by using a public health approach and implementing evidence‐based interventions. As many LMICs develop their highway infrastructure, adopting a similar scientific approach towards road safety is crucial. The evidence also needs to be evaluated to assess external validity because measures that have worked in high‐income countries may not translate equally well to other contexts. An evidence gap map for RTI is the first step towards understanding what evidence is available, from where, and the key gaps in knowledge.ObjectivesThe objective of this evidence gap map (EGM) is to identify existing evidence from all effectiveness studies and systematic reviews related to road safety interventions. In addition, the EGM identifies gaps in evidence where new primary studies and systematic reviews could add value. This will help direct future research and discussions based on systematic evidence towards the approaches and interventions which are most effective in the road safety sector. This could enable the generation of evidence for informing policy at global, regional or national levels.Search MethodsThe EGM includes systematic reviews and impact evaluations assessing the effect of interventions for RTI reported in academic databases, organization websites, and grey literature sources. The studies were searched up to December 2019.Selection CriteriaThe interventions were divided into five broad categories: (a) human factors (e.g., enforcement or road user education), (b) road design, infrastructure and traffic control, (c) legal and institutional framework, (d) post‐crash pre‐hospital care, and (e) vehicle factors (except car design for occupant protection) and protective devices. Included studies reported two primary outcomes: fatal crashes and non‐fatal injury crashes; and four intermediate outcomes: change in use of seat belts, change in use of helmets, change in speed, and change in alcohol/drug use. Studies were excluded if they did not report injury or fatality as one of the outcomes.Data Collection and AnalysisThe EGM is presented in the form of a matrix with two primary dimensions: interventions (rows) and outcomes (columns). Additional dimensions are country income groups, region, quality level for systematic reviews, type of study design used (e.g., case‐control), type of road user studied (e.g., pedestrian, cyclists), age groups, and road type. The EGM is available online where the matrix of interventions and outcomes can be filtered by one or more dimensions. The webpage includes a bibliography of the selected studies and titles and abstracts available for preview. Quality appraisal for systematic reviews was conducted using a critical appraisal tool for systematic reviews, AMSTAR 2.Main ResultsThe EGM identified 1859 studies of which 322 were systematic reviews, 7 were protocol studies and 1530 were impact evaluations. Some studies included more than one intervention, outcome, study method, or study region. The studies were distributed among intervention categories as: human factors (n = 771), road design, infrastructure and traffic control (n = 661), legal and institutional framework (n = 424), post‐crash pre‐hospital care (n = 118) and vehicle factors and protective devices (n = 111). Fatal crashes as outcomes were reported in 1414 records and non‐fatal injury crashes in 1252 records. Among the four intermediate outcomes, speed was most commonly reported (n = 298) followed by alcohol (n = 206), use of seatbelts (n = 167), and use of helmets (n = 66). Ninety‐six percent of the studies were reported from high‐income countries (HIC), 4.5% from upper‐middle‐income countries, and only 1.4% from lower‐middle and low‐income countries. There were 25 systematic reviews of high quality, 4 of moderate quality, and 293 of low quality.Authors' ConclusionsThe EGM shows that the distribution of available road safety evidence is skewed across the world. A vast majority of the literature is from HICs. In contrast, only a small fraction of the literature reports on the many LMICs that are fast expanding their road infrastructure, experiencing rapid changes in traffic patterns, and witnessing growth in road injuries. This bias in literature explains why many interventions that are of high importance in the context of LMICs remain poorly studied. Besides, many interventions that have been tested only in HICs may not work equally effectively in LMICs. Another important finding was that a large majority of systematic reviews are of low quality. The scarcity of evidence on many important interventions and lack of good quality evidence‐synthesis have significant implications for future road safety research and practice in LMICs. The EGM presented here will help identify priority areas for researchers, while directing practitioners and policy makers towards proven interventions.

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Variable Speed Limit Control for Delay and Crash Reductions at Freeway Work Zone Area

Cited by 18 publications

References 14 publications

Individual variable speed limit trajectory planning considering stochastic arriving patterns

Individual variable speed limit trajectory planning considering stochastic arriving patterns

Trajectory Planning for Connected and Autonomous Vehicles at Freeway Work Zones under Mixed Traffic Environment

Effectiveness of road safety interventions: An evidence and gap map

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