This paper proposes a unified spatio-temporal model for short-term road traffic prediction. The contributions of this paper are as follows. First, we develop a physically intuitive approach to traffic prediction that captures the time-varying spatio-temporal correlation between traffic at different measurement points. The spatio-temporal correlation is affected by the road network topology, time-varying speed, and time-varying trip distribution. Distinctly different from previous black-box approaches to road traffic modeling and prediction, parameters of the proposed approach have physically intuitive meanings which make them readily amendable to suit changing road and traffic conditions. Second, unlike some existing techniques that capture the variation of spatio-temporal correlation by a complete re-design and calibration of the model, the proposed approach uses a unified model that incorporates the physical factors potentially affecting the variation of spatio-temporal correlation into a series of parameters. These parameters are relatively easy to control and adjust when road and traffic conditions change, thereby greatly reducing the computational complexity. Experiments using two sets of real traffic traces demonstrate that the proposed approach has superior accuracy compared with the widely used space-time autoregressive integrated moving average (STARIMA) and the back propagation neural network approaches, and is only marginally inferior to that obtained by constructing multiple STARIMA models for different times of the day, however, with a much reduced computational and implementation complexity.

Identifying the root cause of congestion and taking appropriate strategies to improve traffic network performance are important goals of Advanced Traffic Management Systems (ATMS). On many occasions, the causes of congestion are not necessarily attributable to road infrastructures themselves. Instead, signal control strategies at intersections are very often the major contributors of congestion. In lieu of this, in this paper, a root cause identification method is developed with consideration of the impact from both road infrastructure and traffic signal control. Firstly, we differentiate congestion effects between road segments and intersections to attribute the causes of congestion to road infrastructure and signal control respectively. Then, we construct causal congestion trees to model congestion propagation and quantify congestion costs for each road segment and intersection in the whole road network. A Markov model is utilized to capture congestion spatio-temporal correlation among multiple road segments and intersections simultaneously, with which the most critical root cause can be located. Furthermore, a gradient boosting decision tree based method is presented to predict the root cause of congestion according to traffic flows, signal control strategies and road topology in traffic networks. Finally, simulations based on Simulation of Urban Mobility (SUMO) validate the effectiveness of our proposed method in identifying and predicting the congestion root cause. Experiments are further conducted using inductive loop detector data to identify the root cause for the road network of Taipei.

With the development of autonomous driving technology, it is foreseeable that connected and automated vehicles (CAVs) will be fully popularized in people’s lives. During this process, transportation systems are expected to evolve into the era of mixed-autonomy, where CAVs and human-driven vehicles (HDVs) coexist in road networks and share available road resources. To materialize the much-anticipated potential of CAVs, a thorough understanding of CAVs’ effects on transportation systems is indispensable. On the one hand, attributing to advanced sensing, communication, and computation capabilities, CAVs provide opportunities to enhance mixed traffic safety, improve energy savings and suppress shockwave spread. On the other hand, due to advantages in large-scale information and cloud-computing resources, CAVs have the ability to occupy more road resources compared with HDVs, resulting in a reduction in the travel efficiency of HDVs, and even of the entire transportation systems. In this paper, by clarifying the key differences between HDVs and CAVs, we comprehensively review the potential impacts of CAVs when they are appearing on road networks coexisting with HDVs. It can be regarded as the first-of-its-kind paper that systematically overviews the impacts of CAVs in the era of mixed autonomy on both positive and negative emotions. Specifically, the main focuses of this paper are: (1) what are the key differences between CAVs and HDVs? (2) what are the positive impacts of CAVs’ appearance on mixed traffic systems? (3) will the introduction of CAVs cause some negative effects simultaneously? (4) what kinds of strategies should be employed to relieve these negative effects? Hopefully, this paper can not only call for an objective attitude towards the introduction of CAVs, but also provide foresighted advice to address possible challenges during the popularization of CAVs, so as to create a cooperative, safe, and efficient mixed traffic ecosystem.

Motivated by the network tomography, in this paper, we present a novel methodology to estimate link travel time distributions (TTDs) using end-to-end (E2E) measurements detected by the limited traffic detectors at or near the road intersections. As it is not necessary to monitor the traffic in each link, the proposed estimator can be readily implemented in real life. The technical contributions of this paper are as follows: First, we employ the kernel density estimator (KDE) to model link travel times instead of parametric models, e.g., Gaussian distribution. It is able to capture the dynamic of link travel times that vary with the change of road conditions. The model parameters are estimated with the proposed C-shortest path algorithm, K-means-based algorithm, as well as expectation maximization (EM) algorithm. Second, to reduce the complexity of parameter estimation, we further propose a Q-opt and an X-means-based algorithm. Finally, we validate our proposed method using a dataset consisting of 3.0e + 07 GPS trajectories collected by the taxicabs in Xi'an, China. With the metrics of Kullback Leibler and Kolmogorov-Smirnov test, the experimental results show that the link TTDs obtained from our proposed model are in excellent agreement with the empirical distributions, provided that ~70% of the intersections are equipped with traffic detectors.

In recent years, deep learning-based dehazing models have presented a momentum of dramatic growth. Unfortunately, most deep learning-based approaches heavily rely on synthetically hazed images for model training, which makes these methods brittle to restore hazy images taken from real-world scenes, due to the sample distribution discrepancy between synthetic and realistic images. Although some attempts have been made to overcome this difficulty by augmenting image spatial features with spectral features, the power of the spectral features still remains underutilized. In this paper, we propose the Spectral Dual-Channel Encoding (SDCE) framework for high-quality image dehazing, by unleashing the power of spectral feature encoding. We argue that hazes impose more adverse impacts on high-frequency image features (e.g., outlines and textures) than low-frequency features (e.g., colors), with theoretical and empirical justifications. To better restore hazed high- and low-frequency features, we decompose the hazed images into high- and low-frequency feature components with spectral dual-channel encoding and respectively design effective neural network architectures to recover hazed images on the two feature components. To be specific, we recover the low-frequency feature components with an encoder-decoder, while we specially design a high-frequency aggregation component (HFAC) to recover hazed images on high-frequency feature components, by referring to neighboring feature distributions. We conduct extensive experiments on four real-world image dehazing benchmarks. The experimental results show that our proposed SDCE framework outperforms the state-of-the-art baselines significantly, with an average 4.4% improvement in PSNR and an average 7.7% gain in SSIM.