Existing dynamic bus lanes (DBLs) typically use a fixed and long blocking space to guarantee bus priority, leading to a conflict between bus priority and traffic capacity. This study proposes an innovative approach in a connected-vehicle (CV) environment, called dynamic bus lane with moving block (DBLMB). The length of the moving block can be adjusted with the bus speed in real time, aiming to ensure bus priority with fewer road resources, thus improving traffic capacity. A three-lane cellular automata model is established to evaluate DBLMB in comparison with two other strategies, bus lane without priority and bus lane with intermittent priority (BLIP). First, the benefits of DBLMB over the established DBLs are analyzed qualitatively by the macroscopic fundamental diagram. Next, simulation experiments are conducted to compare the coordination between bus priority and capacity under different strategies. Then, the impact of DBLMB on microscopic traffic flow is investigated through evaluation indicators including lane density, lane speed, lane-changing frequency, and travel speed. Finally, the sensitivity of bus delay and traffic capacity to CV penetration is discussed. The results show that: (1) the capacity of a three-lane road adopting DBLMB strategy can be stabilized above 5200 passenger car units per hour (pcu/h) when the bus departure interval is higher than 60 s and the expected level of service is below B. (2) With 100%, 80%, 60%, 40%, and 20% of CV penetration, DBLMB improves the average capacity of the road by 523 pcu/h compared with BLIP, with only an incremental bus delay of 6.43 s per vehicle.

In the context of a rapid developing urban economy and the increasing number of motor vehicles, urban commuting transportation has witnessed a serious mismatch between the supply of and the demand for transportation network resources. In developing an urban multi-mode traffic network, using a urban traffic transfer hub to coordinate the transportation capabilities among different traffic networks is perceived to be highly effective for exploring the network transportation capacity of an entire transportation system, and improving travel efficiency and experiences for the public. Based on the super-network model, this paper develops a topological structure for a multi-mode traffic network, in which two typical combined travel modes are selected to establish the path impedance function for that network. Moreover, the multi-mode traffic allocation model and the solving algorithm are constructed in the research. The paper studies the impact of two types of factors related to the transfer capacity of passenger flows based on the regular traffic network of a bus-and-subway transfer hub using a sensitivity analysis of the transfer time and the associated penalty. The findings suggest that both changes in transfer walking time and the transfer penalty have no significant effect on the bus passenger flow.

The advent of vehicle-to-everything (V2X) communication technology, as well as driving automation that is happening at a rapid pace, enables the potential for transforming the transportation system. The near future will, therefore, bring the coexistence of human-driven vehicles (HVs), connected vehicles (CVs), and connected and automated vehicles (CAVs). Correspondingly, platoon management based on V2X communication is expected to improve traffic capacity and fuel efficiency. However, there is a lack of analysis of the impact of platoon management on heterogeneous traffic combined with CVs. Moreover, V2X communication limitation is usually dismissed in existing studies. To address these limitations, this paper explores the impact of platoon management on the capacity of heterogeneous-traffic environments under different CV and CAV market penetration rates (MPRs) with the fundamental diagram considering V2X communication limitations, and further studies the changes in capacity and fuel efficiency of traffic combined with different platoon sizes. Firstly, in light of platoon management, we propose the heterogeneous traffic configurations through distribution characteristics of nine types with simulated models. Secondly, the fundamental diagram considering platoon management with V2X communication limitation is proposed under different CV and CAV MPRs. Thirdly, numerical simulations are conducted to demonstrate the impact of platoon size on the changes in capacity and fuel efficiency of traffic. Conclusions are drawn from the results of the simulations: with the cooperation of CVs and CAVs, the traffic capacity and the fuel efficiency will be promoted, particularly under high CV MPR or high CAV MPR environments.

The parking cruising problem can be attributed to the unbalanced spatial parking space occupancy in the parking lot with multiple trip purposes and high traffic volumes, and it has already become an obstacle to improving travel efficiency. This study aims to investigate the reasons for the unbalanced occupancy of parking spaces and develop strategies to achieve spatial equilibrium by reducing parking cruising time. A field survey is first conducted to analyze the factors influencing parking space choice behavior, such as searching distances, walking distances, parking price, and parkers’ attributes. Based on the survey, a mixed logit model is calibrated to reveal parking space choice patterns of different parkers. Afterwards, the parking lot is divided into three zones based on searching distances and walking distances, using the K-means algorithm. According to the results, a simulation-based optimization model is then established, for minimizing the variance of average occupancy. An optimal pricing strategy is obtained at last. A case study in Nanjing, China, is conducted to verify the feasibility and rationality of the proposed method. The difference between weekdays and weekends is explored. The results show that, with the optimal strategies, the standard deviation of average occupancy in each zone decreases by 39.52% during weekends and 42.29% during weekdays. Finally, political implications and recommendations on the layout design of facilities and the adoption of differential parking pricing strategies are provided.

For the cooperative adaptive cruise control (CACC) vehicular platoon, apart from decentralized controllers, the dynamics of a platoon can be affected substantially by the information flow among connected and automated vehicles (CAVs). Existing research studies mainly focus on the stability analysis of platoons where CAVs only adopt the predecessor‐following (PF) communication scheme; however, when CAVs “look” further ahead or behind than one vehicle, the stability of platoons might change. To this end, this study seeks to explore the stability and investigate the rear‐end collision risk of CACC vehicular platoon under diverse information flow topologies. The research first comprehensively reviews typical information flow topologies for CAV platoons and platoon stability criteria for analyzing local and string stability of platoons. Moreover, the CACC longitudinal dynamic model is derived using the exact feedback linearization technique, which accommodates the inertial delay of powertrain dynamics. Accordingly, sufficient conditions of stability are mathematically derived to guarantee distributed frequency‐domain‐based control parameters. Simulation experiments are conducted to verify the correctness of derived sufficient stability conditions. The results show that platoons could better maintain stability with more vehicle information taken into consideration. However, when assessing the safety, it is found that the bidirectional type information flow topology would increase rear‐end collision risk for CAV platoon. Further, the information flow topology of two‐predecessor‐leader following is the most recommended to enhance fully CAV platoon stability.

The parking cruising problem can be attributed to the unbalanced spatial parking space occupancy in the parking lot with multiple trip purposes and high traffic volumes, which has already become an obstacle to improving travel efficiency. This study aims to investigate the reasons for the unbalanced spatial parking space occupancy and develop strategies to achieve the spatial equilibrium by reducing parking cruising time. Two aspects should be revealed before we optimize the spatial equilibrium of parking space occupancy: (1) the parking space choice preference, and (2) the spatial distribution of facilities, such as elevators and entrances/exits. A field survey is first conducted to analyze the factors influencing parking space choice behavior, such as the distance to facilities, parking price, and travel purpose. A simulation model is then established based on the behavior analysis results aimming to balance the spatial occupancy with the location design of facilities and the differential pricing simultaneously. The variance of average occupancy is set as the index to represent the spatial equilibrium of parking space occupancy. A case study in Nanjing is conducted to verify the feasibility and rationality of the proposed method. The difference between weekdays and weekends is compared. The results show that with the optimal strategies the variance of each zone average occupancy decreases by 81.82% during weekends and 59.67% during weekdays. Finally, policy implications and recommendations on the location design of facilities and the adoption of differential parking pricing are provided.