Redesigning highway infrastructure systems for Connected Autonomous Truck lanes
Redesigning highway infrastructure systems for Connected Autonomous Truck lanes
Previous studies on connected autonomous vehicles (CAVs) examined pavement performance and lane widths separately and in isolation, and without consideration for roadworks conditions. Hence, this study presents a holistic, optimal highway design solution for connected autonomous trucks (CATs) by testing pavement failure and traffic performance under different cross-sectional configurations incorporating a dedicated CAT lane for both normal and temporary traffic management (TTM) arrangements. Firstly, a dual three-lane motorway (D3M) was selected as a base case site. Next, previous research on substandard lanes was used to produce five nonstandard cross-section alternatives, which were then modeled using commercially available software. Capital investments to implement the alternatives were calculated by applying established industry construction cost models. Each cross-section was then subjected to different CATs penetration rates (PRs) and wheel wander regimes, and their pavement structural deterioration analyzed using the Texas Mechanistic-Empirical Asphalt Concrete Pavement Design and Analysis System (TxME) software. From this, maintenance frequencies and costs were determined. The study estimated delays and delay costs during TTM over a 20-year design period. Finally, initial investment, rehabilitation and delay costs were combined. It was found that the lowest life-cycle cost (LCC) of £19,091,470 occurred for high (80%) CAT PR operating under Standard D3M, whereas the highest LCC of £152,728,100 was also for high PR, but under Substandard D4M. Optimal LCC was found to change with different PRs. Hence cross-sections should be dynamically modifiable, given the anticipated gradual increase in PRs over time.
Connected autonomous trucks (CATs), Connected autonomous vehicles (CAVs), Highway design
Jehanfo, Hameed
2d9619ba-7c45-43e2-9989-1523ae80d162
Hu, S.
5edc84c8-e26d-4977-95a6-74f1d65d2e62
Kaparias, Ioannis
e7767c57-7ac8-48f2-a4c6-6e3cb546a0b7
Preston, Jonathan
ef81c42e-c896-4768-92d1-052662037f0b
Zhou, F.
51372e21-08da-4449-b5dd-f1a23302041f
Stevens, Alan
4681089f-0ec2-4ece-a5d9-e6b48dd5cbb0
1 December 2022
Jehanfo, Hameed
2d9619ba-7c45-43e2-9989-1523ae80d162
Hu, S.
5edc84c8-e26d-4977-95a6-74f1d65d2e62
Kaparias, Ioannis
e7767c57-7ac8-48f2-a4c6-6e3cb546a0b7
Preston, Jonathan
ef81c42e-c896-4768-92d1-052662037f0b
Zhou, F.
51372e21-08da-4449-b5dd-f1a23302041f
Stevens, Alan
4681089f-0ec2-4ece-a5d9-e6b48dd5cbb0
Jehanfo, Hameed, Hu, S., Kaparias, Ioannis, Preston, Jonathan, Zhou, F. and Stevens, Alan
(2022)
Redesigning highway infrastructure systems for Connected Autonomous Truck lanes.
Journal of Transportation Engineering Part A: Systems, 148 (12), [04022104].
(doi:10.1061/JTEPBS.0000762).
Abstract
Previous studies on connected autonomous vehicles (CAVs) examined pavement performance and lane widths separately and in isolation, and without consideration for roadworks conditions. Hence, this study presents a holistic, optimal highway design solution for connected autonomous trucks (CATs) by testing pavement failure and traffic performance under different cross-sectional configurations incorporating a dedicated CAT lane for both normal and temporary traffic management (TTM) arrangements. Firstly, a dual three-lane motorway (D3M) was selected as a base case site. Next, previous research on substandard lanes was used to produce five nonstandard cross-section alternatives, which were then modeled using commercially available software. Capital investments to implement the alternatives were calculated by applying established industry construction cost models. Each cross-section was then subjected to different CATs penetration rates (PRs) and wheel wander regimes, and their pavement structural deterioration analyzed using the Texas Mechanistic-Empirical Asphalt Concrete Pavement Design and Analysis System (TxME) software. From this, maintenance frequencies and costs were determined. The study estimated delays and delay costs during TTM over a 20-year design period. Finally, initial investment, rehabilitation and delay costs were combined. It was found that the lowest life-cycle cost (LCC) of £19,091,470 occurred for high (80%) CAT PR operating under Standard D3M, whereas the highest LCC of £152,728,100 was also for high PR, but under Substandard D4M. Optimal LCC was found to change with different PRs. Hence cross-sections should be dynamically modifiable, given the anticipated gradual increase in PRs over time.
Text
Jehanfo, Hu, Kaparias, Preston, Zhou&Stevens_CAT lanes v4.3
- Accepted Manuscript
More information
Accepted/In Press date: 14 July 2022
Published date: 1 December 2022
Additional Information:
Funding Information:
The authors would like to thank the Engineering and Physical Sciences Research Council for funding this research under University of Southampton’s Centre for Doctoral Training in Sustainable Infrastructure Systems (CDT-SIS). The authors confirm contribution to the paper as follows: study conception and design: H. Jehanfo, I. Kaparias, J. Preston, and A. Stevens; data generation: H. Jehanfo, S. Hu, and F. Zhou; analysis and interpretation of results: H. Jehanfo, S. Hu, and F. Zhou; and draft manuscript preparation: H. Jehanfo. All authors reviewed the results and approved the final version of the manuscript.
Publisher Copyright:
© 2022 American Society of Civil Engineers.
Keywords:
Connected autonomous trucks (CATs), Connected autonomous vehicles (CAVs), Highway design
Identifiers
Local EPrints ID: 468513
URI: http://eprints.soton.ac.uk/id/eprint/468513
ISSN: 2473-2907
PURE UUID: b99b995f-4020-4e3e-87de-3ed81042978c
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Date deposited: 17 Aug 2022 16:30
Last modified: 17 Mar 2024 03:45
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Contributors
Author:
Hameed Jehanfo
Author:
S. Hu
Author:
F. Zhou
Author:
Alan Stevens
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