1 Traffic Management using Moving Light Guide System Hiroyuki Oneyama Tokyo Metropolitan University July 8, 2017
80 km/h Speed control of Drivers using Dynamic Blink Control of the Light-Emitting Devices Real speed: 120 km/h Relative speed: 40 km/h 120 km/h Optic Flow under the Presentation of Vection Stimuli and Phototaxis 2 2
Vection Perception of self-motion by visual sensation systems(vection) The scenes are input into the driver s retina as a motion-like optic flow. (arrows) 3 3 3
Phototaxis Photo taxis generally refer to the phenomenon such that insects or cells, etc., move directionally in response to the stimulus of light and not to human behavior. REFERENCES http://scienceportal.jp/contents/guide/rikatan/1108/110822.html 4
Result of Field Experiment on Shin-Tomei Expressway Vehicle Initial Speed : 120km/h(over-limit speed) Relative Speed 0km/h Relative Speed -120km/h Relative Speed -240km/h Phototaxis Vection Phototaxis Vection Daytime Night Relative Speed
Result of Field Experiment on Shin-Tomei Expressway Vehicle Initial Speed : 60km/h(lower speed) Relative Speed 0km/h Relative Speed -60km/h Daytime Night Relative Speed
Expected Effects of the devices Reduce speed Make over-speed vehicle speed down Prevent accident caused by over-speed Sparse traffic Keep speed at desirable level Homogenization of speed Form homogeneous platoon Heavy traffic Before Breakdown Raise capacity and prevent flow from breaking down Pull up the vehicle from bottleneck During Congestion Raise throughput from bottleneck in case of congestion Eliminate congestion rapidly
Uri-Tunnel, Tomei-Expressway Tokyo Aqua Tunnel Metropolitan Expressway (MEX) Hanshin Expressway (HEX), Route 3
Locations of Installation (Tokyo Megalopolis Area) Chuo Exp Kobotoke-TN MEX C2 MEX C2 Narita Airport Ken-o Exp Ogurayama-TN MEX Route3 Tokyo Bay-TN Aqua-TN
Locations of Installation (Kobe) (Tohoku) Hanshin Expressway Rifu-JCT Okitsu Adatara-SA Uri-TN Shimizu Connection Road (mainly speed reduction) Fukushima-TN (Shizuoka)
Effects : flow rate before breakdown Before Breakdown +3.2% Peak 15min flow rate (Aquq-TN, E-Nexco) (Endo,M. et al.(2015)) +8.6-16.3% 15min flow rate before congestion (Uri- TN, C-Nexco) (Kameoka et al.(2014)) It might be effect on delaying occurrence of breakdown (HEX) (Masumoto et al.(2017)) 3~15% increase of flow rate before breakdown
Effects : During Congestion Vehicle Speed Vehicle speed : +9km/h(37%) (Aquq-TN, E-Nexco, Endo,M. et al.(2015)) Vehicle speed : +0.5-1.0km/h (sangen-jaya, MEX, Kobayashi et al.(2015)) Vehicle speed : +4-9km/h (Fukushima-TN, E-Nexco, Kamata et al.(2013)) Decreased Low speed Vehicles (Fukae sag, HEX, Masumoto et al.(2017)) Increase of vehicle speed can be observed (especially low speed vehicles)
Effects : During Congestion Throughput +10% (Fukushima-TN), +8.3% (Rifu JCT) (E-Nexco, Kamata et al.(2013)) +0.6% (Aquq-TN), E-Nexco, Endo et al.(2015)) +2.4% (sangen-jaya), +1.1% (Ogi-Ohashi), +0.7% (Senju- Shinbashi), +3.0% (Ogi-Ohashi) (MEX, Endo, S. et al.(2015)) +6.0%-16.5% (Uri TN, C-Nexco, Kameoka et al.(2014)) +4.3-7.3% (Fukae sag, HEX, Masumoto et al.(2017)) 0-15% increase of throughput during congestion
Example: Tokyo Bay Aqua Tunnel Total Flow:28,300/day Congestion Flow Demand: Similar pattern Total Flow:28,800/day Congestion Endo,M. et al.(2015)
Example : Uri TN, C-Nexco (Throughput During Congestion) 渋滞安定時捌け台数 [ 実台数 ] ( 東名下り _257.62KP) 300 300.0 (veh/5min) 渋滞安定時捌け台数 ( 台 /5 分 ) 250 200 150 100 258 W/O Light 209 235 199 220 253 190 213 244 245 186 219 218 194 252 201 243 241 252 241 239 112 498サンフ ル 26サンフ ル 139サンフ ル 73サンフ ル 88サンフ ル 22サンフ ル 8サンフ ル 32サンフ ル 35サンフ ル 13サンフ ル 43サンフ ル 非点灯 233 205 217 198 221 219 *** *** *** *** *** *** *** *** * 60km/h 80km/h 100km/h 60 100km/h 80 100km/h 180 208 224 183 80km/h 100km/h 60km/h 80km/h 100km/h 全区間速度変化ブロック 45 ブロック 5 点灯時 With Light (grouped by various Operations) スライドタイトル名 15 212 250.0 200.0 150.0 100.0 Kameoka et al.(2014)
Example : Hanshin Exp (Adaptive Control) Average Speed Light Speed Masumoto et al.(2017)
Factors to decide the effect of moving light? Hardwares Installation side Single side (cruising / overtaking lane) / double sides Distance of installation section Bottleneck Color, Shape, Brightness, interval of lights
Factors to decide the effect of moving light? Operations Lighting Pattern Moving Speed?? km/h Vehicle Speed: V km/h
Factors to decide the effect of moving light? Before breakdown Duration of light, lighting pattern and total distance (MEX)(Endo,S. et al.(2017)) Light Speed (+10km/h from average speed (=50km/h) has better effect) (Aqua Line) (Endo,M. et al.(2015)) Adaptive Control of Light Speed (upstream : same as average vehicle speed, downstream : +5km/h- 10km/h) (HEX) (Masumoto et al.(2017)) Key Factors Total distance (longer) Light Speed(average speed + a)
Factors to decide the effect of moving light? During Congestion Upstream distance from bottleneck (MEX)(Endo, S. et al(2017)) Upstream distance from bottleneck (long distance : increase throughput, short distance : minus effect, extension to downstream : no increase) (Uri TN, C-Nexco) (Kameoka, et al.(2014)) Distance (200m : no effect, extension to 1000m : increase throughput) (Fukushima TN, E-Nexco) (Kamata et al.(2013)) Light Speed (+10km/h from average speed (=50km/h) has better effect) (Aqua Line, E-Nexco) (Endo,M. et al.(2015)) Light Speed (70km/h has an effect) (Sangen-jaya, MEX) (Kobayashi, et al.(2015)) Light Speed (100km/h near bottleneck has better effect than 80, 60) (Uri TN, C-Nexco) (Kameoka, et al.(2014)) Adaptive Control of Light Speed (upstream : same as average vehicle speed, downstream : +5km/h-10km/h) (HEX) (Masumoto et al.(2017)) Key Factors Total distance (Upstream longer) Light Speed(average speed + a?) (much higher speed?) Different effect
How Drivers Drive? Before Breakdown Leading Vehicle Speed : around 80km/h Light Speed: 75km/h, 85km/h Car Following Behavior During Congestion Vehicle Speed : congested flow -> 80km/h Light Speed : 50km/h Acceleration from Congestion Driving Simulator Experiment
Driving Simulator (UC-Win Road) 22
Car Following Behavior (Before Breakdown) Desired Spacing[m] 75% 50% 25% W/O Light 75km/h 85km/h W Light Light Speed 85km/h => Leading Speed + a Desired Spacing getting smaller Variation getting smaller Drivers tend to follow the leading vehicle with homogeneous spacing
Acceleration from Bottleneck Running 走行速度 Speed[m/s] (m/s) 車頭時間 (s) Headway[s] 35 30 Moving Light Leading Vehicle 25 20 15 10 5 250-200 0 200 400 600 800 1000 1200 20 位置 (m) 15 10 5 0-200 0 200 400 600 800 1000 1200 位置 (m) Position [m] No Light With Light Leading Vehicle 前方車速度 No Light 消灯平均 小型平均大型平均矢印平均三角平均 No Light 消灯平均 小型平均大型平均矢印平均三角平均
Headway Distribution (1000m: End of Light Section) 1000m Moving Light Headway[s] 75% 50% 25% Drivers tend to follow the leading vehicles with less delay Headway getting shorter No Light
Speed Operation Strategy (image) Before Congestion Potential bottleneck Keep a speed / Homogenization of desired spacing Potential bottleneck Space Speed During Congestion bottleneck Raise a speed without delay at the bottleneck Space
Conclusion - toward the era of connected and automated driving - Now : less connected and automated vehicle Similar effect as Variable Speed Limit but unconscious way Near Future: mixed condition Normal vehicles may have negative effects The system still have a effect of pacemaker, showing appropriate speed level that will be realized for connected and automated vehicles. Future : all connected and automated vehicle No need for these system
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Related Publications [in English] Kameoka et al.(2015), Effect of Dynamic Blink Control of Light-Emitting Devices Installed along a Road Shoulder on Congestion Relief, Journal of the Eastern Asia Society for Transportation Studies, Vol. 11, pp.1919-1930, http://doi.org/10.11175/easts.11.1919. Kameoka et al.(2016), The effect of the Congestion Relief by the Moving Light Guide System, 23th World Congress on Intelligent Transportation Systems, Melbourne. Okada et al.(2013), Effect of Stimulus of Light-Emitting Devices Focusing on the Characteristics of the Drivers, 20th World Congress on Intelligent Transportation Systems, Tokyo. Yamamoto et al.(2011), ATTENTION-ATTRACTING FACILITIES UTILIZING PHOTOTAXIS (PERCEPTION OF SELF-MOTION INDUCED BY VISUAL STIMULI), 18th World Congress on Intelligent Transportation Systems, Orlando. Yamamoto et al.(2012), Verification of Decline in the Drivers Concentration Due to the Control of Light-emitting Equipment, 19th World Congress on Intelligent Transportation Systems, Vienna.
Related Publications [in Japanese-1] Endo,M. et al.(2015), The measures against traffic congestion in Tokyo Wan Aqua-Line EXPWY, JSTE Journal of Traffic Engineering, vol. 1, no. 4, p. B_1-B_8, 2015. [in Japanese] Endo,S. et al.(2017), "AN ANALYSIS OF REQUIREMENT FOR EFFECTIVE OPERATION METHOD BY USING LIGHT-EMITTING DEVICE", Proceedings of Infrastructure Planning (JSCE), Vol.55. [in Japanese] Fujita et al.(2015), EFFECT OF LIGHT-EMITTING DEVICE ON CAR-FOLLOWING BEHAVIOR: RXPERIMENTAL ANALYSIS, Proceedings of Infrastructure Planning (JSCE), Vol.51, 2015. [in Japanese] Kamata et al., Development and Operation of a Self-Luminous Pacemaker for Preventing Traffic Congestion ( 渋滞対策を目的とした自発光ペースメーカーの開発と運用について )", Proceedings of Japan Society of Traffic Engineers Conference, Vol.33, 2013, pp. 181-184. [in Japanese] Kameoka et. al.(2011a), Actual Road Testing of Attention-Attracting Facilities Utilizing Phototaxis ", Proceedings of 10th ITS Symposium, pp. 409-414. [in Japanese] Kameoka et al. (2011b), Verification of Effect on congestion alleviation of Dynamic Blink Control of Light Emitting Devices Installed along Roadside Utilizing Phototaxis ( 走光性を活用した路側発光体の動的点滅制御による渋滞緩和の効果検証 )", Proceedings of Japan Society of Traffic Engineers Conference, Vol.33, 2011, pp. 185-188. [in Japanese] Kameoka et al.(2013), Verification of Effect on congestion alleviation of Dynamic Blink Control of Light Emitting Devices Installed along Roadside Utilizing Phototaxis ( 走光性を活用した路側発光体の動的点滅制御による渋滞発生緩和の効果検証 ", Proceedings of Infrastructure Planning (JSCE), Vol.48, 2013. [in Japanese] Kameoka et al.(2015) "Verification of Traffic Congestion Relief in Case of Traffic Congestion Induced by Dynamic Blink Control of Light-Emitting Devices Installed on Road Shoulder", Expressways and Automobiles, Vol.58, No.2, pp.28-36. [in Japanese] Kameoka et al.(2016), THE EFFECT OF THE CONGESTION RELIEF BY THE MOVING LIGHT GUIDE SYSTEM", Proceedings of Infrastructure Planning (JSCE), Vol.53, 2016, pp. 2834-2843. [in Japanese] # Italic titles are translated by Oneyama (not by the original authors).
Related Publications [in Japanese-2] Kato and Tahara, EFFECT VERIFICATION OF THE PACEMAKER LIGHT INTRODUCED ON THE TOKYO BAY AQUA LINE", Proceedings of Infrastructure Planning (JSCE), Vol.53, 2016, pp. 2830-2833. [in Japanese] Kawashima et al.(2011), Changing Driver's Sensation of Speed Applying Vection Caused by Flickering Boards Placed on Sides of Road, The Journal of The Institute of Image Information and Television Engineers, vol. 65, no. 6, pp. 833-840, http://doi.org/10.3169/itej.65.833. [in Japanese] Kobayashi et al.(2015), A STUDY ON EFFECTIVE OPERATION METHOD OF ESCORT-LIGHT ON METROPOLITAN EXPRESSWAY", Proceedings of Infrastructure Planning (JSCE), Vol.52, pp. 1652-1657. [in Japanese] Masumoto et al.(2017), "EVALUATING THE EFFECT OF USING THE MOVING LIGHT GUIDANCE SYSTEM ON HANSHIN EXPRESSWAY AGAINST TRAFFIC CONGESTION", Proceedings of Infrastructure Planning (JSCE), Vol.55. [in Japanese] Matsushita et al.(2013), Validation of Speed Restrain Effect for Accident Countermeasures Facility Utilizing Visual Effect ( 視覚に訴えた事故対策設備の速度抑制効果検証 )", Proceedings of Japan Society of Traffic Engineers Conference, Vol.33, 2013, no. 33, pp. 177-180. [in Japanese] Ogiwara et al.(2016), A STUDY ON EFFECTIVE OPERATION METHOD OF ESCORT-LIGHT ON METROPOLITAN EXPRESSWAY", Proceedings of Infrastructure Planning (JSCE), Vol.53, pp. 2818-2824. [in Japanese] Shiomi and Kitamura(2017), Quantifyting the Impact of Pace-Maker Light on Traffic Capacity Considering Longitudinal Variations, JSTE Journal of Traffic Engineering, vol. 3, no. 2, p. A_92-A_100, http://doi.org/10.14954/jste.3.2_a_92.[in Japanese] # Italic titles are translated by Oneyama (not by the original authors).
Related Publications [in Japanese-3] Tabira and Shiomi(2017), "A study on effect of pace maker light on car-following behavior", Proceedings of Infrastructure Planning (JSCE), Vol.55. [in Japanese] Tago et al.(2012), Evaluation of Attention-Attracting Facilities Utilizing Phototaxis", Proceedings of 2012 IEE-Japan Industry Applications Society Conference (JIASC2012), pp. 7-12. [in Japanese] Ueda et al(2016), THE MOVING LIGHT GUIDE SYSTEM ON HANSHIN EXPRESSWAY", Proceedings of Infrastructure Planning (JSCE), Vol.53, pp. 2825-2829. [in Japanese] Yamamoto et al.(2014), EFFECT VERIFICATION OF VECTION STIMULATION IN SHIN-TOMEI EXPRESSWAY (Part 2)", Proceedings of 12th ITS Symposium 2014.[in Japanese] Yanagihara et al.(2016), INDIVIDUAL EFFECTS OF MOVING LIGHT GUIDE SYSTEM ON CAR FOLLOWING BEHAVIORS", Proceedings of Infrastructure Planning (JSCE), Vol.53, pp. 2844-2850. [in Japanese] Yoshimura et al.(2011) Development and validation of speed control method using light emitter ( 発光体を用いた速度抑制手法の開発と効果検証 )", Proceedings of Japan Society of Traffic Engineers Conference, Vol.31, 2011, no. 23, pp. 115-121. [in Japanese] # Italic titles are translated by Oneyama (not by the original authors).