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The lateral oscillations of vehicle trajectories are a significant cause of collisions. There is a dearth of research, however, on the oscillatory behaviors of vehicles driving on straight sections of freeways. This study aimed to investigate the effects of vehicle type, lane position, and speed on oscillation behavior and to propose quantitative indicators to explain lateral oscillation characteristics. Based on these characteristics, a more appropriate lane width can be determined. First, the k-means algorithm was performed to cluster the vehicles into three categories: passenger cars, medium-large cars, and extra-large trucks. Then, statistical methods such as analysis of variance (ANOVA) and regression analysis were employed to elaborate on the speed distribution, lateral amplitude (LA), and distance traveled within the oscillation cycle (DTOC) for various vehicle types. The results show that different types of vehicles have different lateral oscillation tendencies. The LA and DTOC for passenger cars are generally more extensive than for medium-large cars and extra-large trucks, and their oscillation patterns are the most complicated. The vehicle trajectory oscillation pattern varies significantly for different lane positions and speeds, but speed is the dominant influencing factor. The naturalistic driving dataset from German freeways served as the foundation for this study. These results can assist road engineers in better understanding the behavioral characteristics of vehicle trajectory oscillations and designing safer freeways.
Lane width is a crucial design indicator of road geometry and an essential factor affecting the safety of vehicle operation. The lane width configuration of the mainline freeway has a direct impact on how risky it is for vehicles to operate along the entire road stretch. If the lane width is overly broad, the lateral clearance of the vehicles is too high, which will quickly lead to a decrease in driver lane sensitivity or even distracted driving. The likelihood of multi-vehicle parallelism and speeding behavior will grow as a result. If the lane is too narrow, the free-flow speed of the car will be significantly reduced. It will also increase the possibility of collisions between vehicles and on the side of the road. Therefore, to satisfy the needs of traffic safety and the efficient operation of vehicles, the lane width must be specified.
With an increase in car ownership and commutes, there is a growing demand for more capacity on the earlier-built freeways. In order to lessen traffic congestion, it is necessary to extend the width of the road cross-section. Meanwhile, traffic control is assuming an increasingly important role [1]. Since passenger cars make up the majority of traffic flow, most multi-lane freeways include inner lanes dedicated to passenger cars to separate passengers from freight traffic. The construction of an exclusive freeway with a higher design speed and focused on serving passenger cars is another option. Whichever approach is adopted, it is crucial to comprehend how lane width changes may affect drivers and passengers, especially in terms of safety. Furthermore, the parameters of lane width for different speeds, lane positions, and vehicle types are not apparent.
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However, most cars still have plenty of room to maneuver with the present width of freeway lanes. The driver has more options to control the car’s lateral position on the road so that the vehicle’s trajectory appears to oscillate laterally within the lane. The study of vehicles’ trajectories while maintaining a lane can thus help with lane design. On the other hand, the characteristics of vehicles’ trajectories are also a critical element in studying traffic safety causation and revealing the accident mechanism.
Accordingly, reasonable lane width optimization is required to increase road capacity without compromising vehicle operating speed and better regulate the stability and safety of cars to decrease the frequency of traffic accidents. The primary goal of this research is to clarify the lateral oscillation characteristics of vehicle trajectories on straight sections of freeways and investigate the factors that influence them. The findings allow for the quantification of the trajectory oscillation behaviors of vehicles on the freeway and the construction of proper lanes based on requirements for traffic safety and driving behaviors.
Multiple studies have demonstrated that lane width significantly affects road capacity, operating safety of vehicles, and driving behaviors [2, 3]. Additionally, it is influenced by the lateral oscillation of trajectories. This section will review and synthesize existing related studies, including the design and determination methods of lane width, the motion characteristics of vehicle trajectories, and lane keeping.
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The width of the vehicle, the lateral safety clearance, and the lateral oscillation of the trajectory make up the three primary components of lane width. Each country’s road design specifications or guidelines provide the recommended lane widths for various road conditions. For example, the standard highway design reference document in the United States suggested that highways have a lane width of 12 ft (3.66 m) and a lane width of 9 ft (2.74 m) may be used on sections with lower traffic volumes and design speeds [4]. According to Chinese highway technical requirements, the recommended lane width for highways is 3.75 m, although it can be reduced to 3.50 m when passenger cars are the predominant traffic [5]. The German Road and Transportation Research Association stated that the width of the right-hand lane, mainly used by heavy vehicles, should be 3.75 m, while the left lane can be set at 3.5 m [6]. The Transportation Association of Canada stipulated that the lane width of highways was 3.5 to 3.7 m [7], while the UK Highways Agency considered 3.65 m or 3.7 m to be the usual lane width [8]. In addition, the Transportation Research Board (TRB) determined that the standard width for freeway lanes is 12 ft (3.66 m), and it came to the conclusion that there is no direct impact on the free-flow speed when the lane width exceeds 12 ft [9].
It was advised that the lane width be set lower than the normal setting in the code because many academics believed that the current lanes are excessively wide. Kondyli et al. [10] concluded that the Highway Capacity Manual (HCM) was obsolete for lane width adjustment and therefore developed a model to forecast how narrow lanes would affect traffic flow efficiency. Dixon et al. [11] studied the effect of lane width reduction on the overall safety performance of highways. The breadth of the left shoulder had a bigger impact on crash rates than the lane width, and it was discovered that the level of safety would be hard to increase when the lane width exceeded 12 ft. Fitzpatrick et al. [12] explored the effect of lane width reduction on freeway operational efficiency. They concluded that operating speeds were less changed between 12-foot and 11-foot lanes under identical conditions. In China, numerous cities are starting to retrofit and test narrow lanes. For instance, Shanghai compressed the lane width of an urban expressway from 3.25 m to 2.7 m, thereby creating an additional lane. According to the results [13], lane reduction improved capacity and conserved road space.
Meanwhile, some previous studies have carried out pertinent investigations into the acceptable lane width. One way involved using the Bolyankov model from the Soviet era to control the lateral safety spacing between vehicles and between vehicles and curb strips in order to determine the proper lane width. Wang et al. [14] modified the Bolyankov model by fitting the measured data and using the 85th percentile velocity as the design speed. Chang et al. [15] statistically analyzed the relationship between lane width and lateral safety distance, saturation flow, and other factors at urban road signal intersections using questionnaires and Delphi methods.
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In several studies, the impact of driving behaviors and traffic flow characteristics has also been taken into account while designing roadway alignments, including research on lane widths for safety purposes. Wu et al. [16] quantified the effect of different lane widths on the crash frequency of vehicles in various types of accidents on urban freeways based on vehicle crashes and traffic flow data. The results showed that the standard-size lane (3.45 m) had the lowest crash risk.
The width of the vehicle, the lateral safety clearance, and the lateral oscillation of the trajectory make up the three primary components of lane width. Each country’s road design specifications or guidelines provide the recommended lane widths for various road conditions. For example, the standard highway design reference document in the United States suggested that highways have a lane width of 12 ft (3.66 m) and a lane width of 9 ft (2.74 m) may be used on sections with lower traffic volumes and design speeds [4]. According to Chinese highway technical requirements, the recommended lane width for highways is 3.75 m, although it can be reduced to 3.50 m when passenger cars are the predominant traffic [5]. The German Road and Transportation Research Association stated that the width of the right-hand lane, mainly used by heavy vehicles, should be 3.75 m, while the left lane can be set at 3.5 m [6]. The Transportation Association of Canada stipulated that the lane width of highways was 3.5 to 3.7 m [7], while the UK Highways Agency considered 3.65 m or 3.7 m to be the usual lane width [8]. In addition, the Transportation Research Board (TRB) determined that the standard width for freeway lanes is 12 ft (3.66 m), and it came to the conclusion that there is no direct impact on the free-flow speed when the lane width exceeds 12 ft [9].
It was advised that the lane width be set lower than the normal setting in the code because many academics believed that the current lanes are excessively wide. Kondyli et al. [10] concluded that the Highway Capacity Manual (HCM) was obsolete for lane width adjustment and therefore developed a model to forecast how narrow lanes would affect traffic flow efficiency. Dixon et al. [11] studied the effect of lane width reduction on the overall safety performance of highways. The breadth of the left shoulder had a bigger impact on crash rates than the lane width, and it was discovered that the level of safety would be hard to increase when the lane width exceeded 12 ft. Fitzpatrick et al. [12] explored the effect of lane width reduction on freeway operational efficiency. They concluded that operating speeds were less changed between 12-foot and 11-foot lanes under identical conditions. In China, numerous cities are starting to retrofit and test narrow lanes. For instance, Shanghai compressed the lane width of an urban expressway from 3.25 m to 2.7 m, thereby creating an additional lane. According to the results [13], lane reduction improved capacity and conserved road space.
Meanwhile, some previous studies have carried out pertinent investigations into the acceptable lane width. One way involved using the Bolyankov model from the Soviet era to control the lateral safety spacing between vehicles and between vehicles and curb strips in order to determine the proper lane width. Wang et al. [14] modified the Bolyankov model by fitting the measured data and using the 85th percentile velocity as the design speed. Chang et al. [15] statistically analyzed the relationship between lane width and lateral safety distance, saturation flow, and other factors at urban road signal intersections using questionnaires and Delphi methods.
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In several studies, the impact of driving behaviors and traffic flow characteristics has also been taken into account while designing roadway alignments, including research on lane widths for safety purposes. Wu et al. [16] quantified the effect of different lane widths on the crash frequency of vehicles in various types of accidents on urban freeways based on vehicle crashes and traffic flow data. The results showed that the standard-size lane (3.45 m) had the lowest crash risk.
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