Lane-changing Frequency Research Articles

Ship interaction in narrow water channels: A two-lane cellular automata approach

In narrow waterways, closed ships might interact due to hydrodynamic forces. To avoid clashes, different lane-changing rules are required. In this paper, a two-lane cellular automata model is proposed to investigate the traffic flow patterns in narrow water channels. Numerical experiments show that ship interaction can form “lumps” in traffic flow which will significantly depress the flux. We suggest that the lane-changing frequency of fast ships should be limited.

Simulation study of traffic accidents on a three-lane highway

Unsuitable driving behaviors often lead to the occurrence of traffic accidents. To reduce accidents and to prolong human life, simulated investigations are highly desirable to evaluate the effect of traffic safety in terms of number of traffic accidents. In this paper, a three-lane traffic flow model is proposed to analyze the probability of the occurrence of traffic accidents on highway. We define appropriate driving rules for the forward moving and lane changing of the vehicles. Three types of vehicle accidents are designed to investigate the relationships between different driving behaviors and traffic accidents. We simulate four road driving strategies, and compute the traffic flow, velocity, lane-changing frequency and the probability of the occurrence of traffic accidents for different road driving strategies. According to the simulation and analysis, it is shown that the probability of the occurrence of traffic accidents can be reduced by using the specified road driving strategies. Additionally, we found that the occurrence of traffic accidents can be avoided when the slow vehicles are suitably constrained to move on a three-lane highway.

An Improved Cellular Automaton Model of Traffic Regulations and the Effect of Deceleration Probability

In order to evaluate the keep-right-except-to-pass traffic rule, which is in effect in most countries, a suitable mathematical model is necessary. With the help the following model, analysts can objectively evaluate the effects and benefits of various driving regulations and rules. We formalize the situation in which automobiles are being driven on a multi-lane freeway as a process of cellular automata (CA). Following the methods used in the studies of Kerner and Barlovic and using the NaSch model, we formalize the keep-right-except-to-pass rule into mathematical form. We set the driving strategy by adopting the Velocity-Dependent-Randomization (VDR) model, considering the driver’s psychological state with respect to his desire to slow down behind, or to pass, another automobile. Adding stochastic factors during the analysis of the driving process, we examined mathematically the effects of traffic flow, the utilization of lanes, and transportation safety which mostly depends on the frequency of lane changes, to evaluate the keep-right rule.

Multi-Lane Lane-Changing Model under the Influence of Heavy Vehicles

This paper presents a new lane-changing model of multi-lane mixed traffic flow. The influences of heavy vehicles on lane-changing are analyzed. An improved accumulated speed benefit model is proposed in which drivers generate lane-changing intentions based on accumulated speed benefit of preceding vehicle in target lane over the preceding vehicle in current lane, not just relative to the speed and desired speed of subject vehicle. Drivers may accelerate or decelerate during lane-changing due to different traffic conditions. Simulations show that with the increase in the proportion of heavy vehicles, lane changing frequency first increases and then decreases. The model is validated with empirical data.

Study on security features of freeway traffic flow with cellular automata model—Taking the number of overtake as an example

On the basis of the multi-lane cellular automata model, considering the influence of vehicle lane-changing frequency on highway traffic safety, taking the overtaking ratio as the main indicator of traffic safety level, we propose two kinds of three-lane cellular automata traffic flow models under two different lane control conditions, and make computer simulation with the two models respectively, and analyze the relationship between mixing ratio of different vehicles, density, and overtaking ratio. The results of numerical experiments show that different lane control conditions and mixing ratios have significant influences.

Impact of age and cognitive demand on lane choice and changing under actual highway conditions

Previous research suggests that drivers change lanes less frequently during periods of heightened cognitive load. However, lane changing behavior of different age groups under varying levels of cognitive demand is not well understood. The majority of studies which have evaluated lane changing behavior under cognitive workload have been conducted in driving simulators. Consequently, it is unclear if the patterns observed in these simulation studies carry over to actual driving. This paper evaluates data from an on-road study to determine the effects of age and cognitive demand on lane choice and lane changing behavior. Three age groups (20–29, 40–49, and 60–69) were monitored in an instrumented vehicle. The 40's age group had 147% higher odds of exhibiting a lane change than the 60's group. In addition, drivers in their 60's were less likely to drive on the leftmost lane compared to drivers in their 20's and 40's. These results could be interpreted as evidence that older adults adopt a more conservative driving style as reflected in being less likely to choose the leftmost lane than the younger groups and less likely to change lanes than drivers in their 40's. Regardless of demand level, cognitive workload reduced the frequency of lane changes for all age groups. This suggests that in general drivers of all ages attempt to regulate their behavior in a risk reducing direction when under added cognitive demand. The extent to which such self-regulation fully compensates for the impact of added cognitive demand remains an open question.

A microscopic lane changing process model for multilane traffic

In previous simulations lane-changing behavior is usually assumed as an instantaneous action. However, in real traffic, lane changing is a continuing process which can seriously affect the following cars. In this paper, a microscopic lane-changing process (LCP) model is clearly described. A new idea of simplifying the lane-changing process to the car-following framework is presented by controlling fictitious cars. To verify the model, the results of flow, lane-changing frequency, and single-car velocity are extracted from experimental observations and are compared with corresponding simulation. It is found that the LCP model agrees well with actual traffic flow and lane-changing behaviors may induce a 12%–18% reduction of traffic flow. The results also reflect that most of the drivers on the two roads in a city are conservative but not aggressive to change lanes. Investigation of lane-changing frequency shows that the largest lane-changing frequency occurs at a medium density range from 15vehskm−1lane−1 to 35vehskm−1lane−1. It also implies that the lane-changing process might strengthen velocity variation at medium density and weaken velocity variation at high density. It is hoped that the idea of this study may be helpful to promote the modeling and simulation study of traffic flow.

A simple lane change model for microscopic traffic flow simulation in weaving sections

This paper presents the development and validation of a simple microscopic traffic simulation model for driver lane change behavior in freeway weaving sections. The simple model, called the weaving model, is computationally efficient and requires fewer calibration parameters. The model's calibration parameters can be found from the field data which makes the calibration process simpler compared to more detailed simulation models. Two types of lane change logics were developed: a) discretionary and b) mandatory. Discretionary lane change logic considers a driver's dissatisfaction with his/her current speed and feasibility of speed gain in the target lane. A mandatory lane change is performed for vehicles exiting, entering or moving to a preferred lane on the highway. The weaving model was validated at the microscopic level by comparing the trajectories of vehicles from simulation with the field data, whereas macroscopic validation was performed using statistical and error tests for average speed and section density. Lane change frequency from the proposed model was also compared with the field data and good agreement was observed. The results from the proposed model were compared with two popular simulation models, VISSIM and AIMSUN, which indicated that the proposed model performed at least as good as these models.

An Investigation of Driver Distraction Near the Tipping Point of Traffic Flow Stability

The purpose of this study was to explore the interrelationship between driver distraction and characteristics of driver behavior associated with reduced highway traffic efficiency. Research on the three-phase traffic theory and on behavioral driving suggests that a number of characteristics associated with efficient traffic flow may be affected by driver distraction. Previous studies have been limited, however, by the fact that researchers typically do not allow participants to change lanes, nor do they account for the impact of varying traffic states on driving performance. Participants drove in three simulated environments with differing traffic congestion while both using and not using a cell phone. Instructed only to obey the speed limit, participants were allowed to vary driving behaviors, such as those involving forward following distance, speed, and lane-changing frequency. Both driver distraction and traffic congestion were found to significantly affect lane change frequency, mean speed, and the likelihood of remaining behind a slower-moving lead vehicle. This research suggests that the behavioral profile of "cell phone drivers," which is often described as compensatory, may have far-reaching and unexpected consequences for traffic efficiency. By considering the dynamic interplay between characteristics of traffic flow and driver behavior, this research may inform both public policy regarding in-vehicle cell phone use and future investigations of driving behavior.

Two-lane traffic simulations with a blockage induced by an accident car

Based on the two-lane traffic model proposed by Chowdhury et al., a highway traffic model with a blockage induced by an accident car is proposed, in which both symmetric lane changing rules and asymmetric lane changing rules are adopted. The fundamental diagrams and spatial-temporal profiles are presented after the numerical simulation and the jam transition is studied. It is shown that the accident car not only causes a local jam behind the accident car, but also causes vehicles to cluster in the bypass lane. The asymmetric lane changing rules are more advantageous in reducing the local jam than the symmetric lane changing rules when the accident car is in the right lane, and the symmetric lane changing rules are superior when the accident car is in the left lane. Furthermore the curves of lane-changing frequency against the total density are given. It is found that the vehicles will change lane more frequently when traffic is inhomogeneous with different types of vehicle or with an accident car.

TRAFFIC DYNAMICS IN A TWO-LANE MIXED TRAFFIC SYSTEM: EFFECT OF FOUR LANE CHANGING REGULATIONS

This paper investigates traffic dynamics of two-lane mixed traffic flow system composed of cars and buses, which are characterized by different lengths and different maximum velocities. Four lane changing regulations are studied, which reveals effect of lane changing ban, symmetric and asymmetric lane changing rules on traffic flow characteristics (flow rate, carry capability, lane changing frequency, and lane usage). We expect that our results could be useful for traffic management.

SYNCHRONIZED FLOW AND PHASE SEPARATION IN A TWO-LANE CELLULAR AUTOMATON MODEL

This paper extends a cellular automaton model, named modified comfortable driving (MCD) model, to a two-lane roadway. A symmetric lane-changing rule set has been proposed (Set I). The fundamental diagram, the lane-changing frequency and space-time plots are presented. It is found that for the two-lane model, there exists a density range in which phase separation between synchronized flow and wide-moving jams on one lane, and between light synchronized flow and heavy synchronized flow on the other lane, can be maintained for quite long periods of time. In this density range, (i) the outflow from jams is synchronized flow; (ii) wide moving jams are sparse. These are consistent with the empirical observation. We also investigate a slightly different lane-changing rule Set II in which stopped vehicles are not allowed to change lane. It is shown that in this case, the phase separation, between free flow and wide moving jams on one lane and between free flow and heavy synchronized flow on the other lane, can be maintained for sufficiently long periods of time. Consequently, the flux is enhanced comparing to that of rule Set I.

A Two-Lane Cellular Automata Model with Influence ofNext-Nearest Neighbor Vehicle

In this paper, we propose a new two-lane cellular automata modelin which the influence of the next-nearest neighbor vehicle is considered.The attributes of the traffic system composed of fast-lane andslow-lane are investigated by the new traffic model. The simulationresults show that the proposed two-lane traffic model can reproducesome traffic phenomena observed in real traffic, and that maximumflux and critical density are close to the field measurements.Moreover, the initial density distribution of the fast-lane andslow-lane has much influence on the traffic flow states. Withthe ratio between the densities of slow lane and fast laneincreasing thelane changing frequency increases, but maximum flux decreases.Finally, the influence of the sensitivity coefficients is discussed.

The study of a cellular automaton NS and WWH mixed model for traffic flow on a two-lane roadway

Based on the NS model and the WWH model for one-dimensional cellular automaton traffic flow, and taking into account the drivers adopting different driving rules, we present a cellular automaton NS and WWH mixed model for traffic flow on a two-lane roadway. By using numerical simulation, we study the effect of the mixed proportion coefficient fNS on the velocity-density and flow-density diagrams of the mixed traffic flow and the lane-change frequency of the vehicles.

Lane Change Warning Design Guidelines

Five design guidelines were created to aid in the development of lane change crash avoidance systems (LCAS), using on-road data. In preparation for guideline development, field data were used to characterize a sample of lane changes and baseline (straight-ahead) driving events. Analysis of lane change frequency and duration, as well as turn signal use and eye glance movements revealed unique patterns among drivers and conditions. The “vehicle + signal” predictive logistic regression model is recommended, taking advantage of distance, time-to-collision (TTC), and turn signal data. Design guidelines as the basis for LCAS development were: 1) Warning levels should include presence detection and imminent warnings; 2) Display modality should be visual displays for presence detection and auditory/tactile displays for imminent warnings; 3) Display location (visual) should include forward and mirror locations; 4) Predictive warning algorithms should include TTC, distance, brake and turn signal use, eye behavior, lane position, side object information, and acceleration; 5) In terms of system integration, LCAS should be designed in the context of other in-vehicle systems to maximize effectiveness and safety. Prior to implementation, testing is strongly recommended regarding warning levels, display location, warning format, predictive algorithms, and alarm rates.

A REALISTIC TWO-LANE CELLULAR AUTOMATON MODEL FOR TRAFFIC FLOW

This paper extends a recently proposed single-lane cellular automaton model [Li et al., Phys. Rev. E64, 066128 (2001)], which considers the velocity effect of the preceding car, to two-lane traffic system. The traffic behaviors in both homogeneous system and inhomogeneous system are investigated. For homogeneous traffic, it is shown that the velocity effect enhances the maximum flux but does not change the qualitative properties of the fundamental diagram. Nevertheless, the qualitative changes of the lane changing frequency and congested pattern occur. In the inhomogeneous system, the honk effect is studied. It is found that the honk effect first strengthens then weakens with the increase of R, the ratio of slow cars to all cars.

Analysis of Distribution, Frequency, and Duration of Naturalistic Lane Changes

This paper describes preliminary results of naturalistic lane change distribution, frequency, and duration data collected unobtrusively from 16 commuters using instrumented vehicles. The study was designed to improve upon previous data collection methods and support crash avoidance system development. A total of 8,667 lane changes (including unsuccessful maneuvers) were identified and classified in terms of severity, urgency, maneuver type, and success/magnitude. The total miles driven was 23,949 (38,542 km) with an average of 37.4 miles (60.2 km) per commute and 2.76 miles (4.44 km) per lane change. More than 37% of lane changes were due to a slow vehicle ahead. The mean duration for 7,192 single lane changes was 6.28 seconds with a standard deviation of 2.0. Analysis revealed no significant effects for duration. For frequency, significantly more lane changes were completed by drivers on the interstate, perhaps due to traffic density, while sedan drivers made significantly more lane changes than SUV drivers. A significant driver type (vehicle normally driven) by route (interstate or highway) interaction was discovered, perhaps due to driving style. A gender by route interaction was also found.

Lane detection by orientation and length discrimination

This paper describes a novel lane detection algorithm for visual traffic surveillance applications under the auspice of intelligent transportation systems. Traditional lane detection methods for vehicle navigation typically use spatial masks to isolate instantaneous lane information from on-vehicle camera images. When surveillance is concerned, complete lane and multiple lane information is essential for tracking vehicles and monitoring lane change frequency from overhead cameras, where traditional methods become inadequate. The algorithm presented in this paper extracts complete multiple lane information by utilizing prominent orientation and length features of lane markings and curb structures to discriminate against other minor features. Essentially, edges are first extracted from the background of a traffic sequence, then thinned and approximated by straight lines. From the resulting set of straight lines, orientation and length discriminations are carried out three-dimensionally with the aid of two-dimensional (2-D) to three-dimensional (3-D) coordinate transformation and K-means clustering. By doing so, edges with strong orientation and length affinity are retained and clustered, while short and isolated edges are eliminated. Overall, the merits of this algorithm are as follows. First, it works well under practical visual surveillance conditions. Second, using K-means for clustering offers a robust approach. Third, the algorithm is efficient as it only requires one image frame to determine the road center lines. Fourth, it computes multiple lane information simultaneously. Fifth, the center lines determined are accurate enough for the intended application.

A STUDY ON LANE CHANGING BEHAVIOR IN THE VICINITY OF JEEPNEY STOPS IN METRO MANILA

In the analysis of lane changing along jeepney stops, it is necessary to consider the influence of public transport operation on the lane change patterns and traffic characteristics along the study segments. Results show that relationships observed for highways can be replicated along arterials and that there is a dynamic relationship between lane changing and lane utilization. The basic concept here is that the frequency of lane changes increases with increasing traffic flow until such a time when the concentration of traffic restricts the probability of changing lanes and the frequency declines as flow further increases. The lane change mechanism can be expressed in terms of driver preferences while still being dependent on the perceived adjacent lane speeds and densities. The importance of studying lane changing is emphasized and directions for future research are discussed.