|Table of Contents|

Hard shoulder opening strategy for weaving sections of expressway interchanges(PDF)

长安大学学报（自然科学版）[ISSN:1006-6977/CN:61-1281/TN]

Issue:
2026年2期
Page:
106-116
Research Field:
交通工程
Publishing date:

Info

Title:
Hard shoulder opening strategy for weaving sections of expressway interchanges
Author(s):
ZHANG Chi1;  NING Zi-yao1;  ZHANG Min2;  SONG Jin-ming1;  GUO Ting-yu1
(1. School of Highway, Chang'an University, Xi'an 710064, Shaanxi, China; 2. School of Transportation Engineering, Chang'an University, Xi'an 710064, Shaanxi, China)
Keywords:
traffic engineering;  hard shoulder opening;  KDE;  interchange area;  UAV
PACS:
U491
DOI:
10.19721/j.cnki.1671-8879.2026.02.008
Abstract:
To alleviate congestion and safety risks in weaving sections of ring expressway interchanges during peak periods, a quantitative evaluation was carried out to examine the safety and efficiency impacts of temporarily opening the hard shoulder, and decision making recommendations were derived. High resolution vehicle trajectory videos covering the mainline and ramps were obtained by using unmanned aerial vehicles(UAVs). Vehicle paths were automatically extracted via the DataFromSky vision recognition software, and the trajectory data were transformed into a Frenet coordinate system to standardize the motion characteristics across lanes. On this basis, a modified incident time analysis(ITA)index was introduced to enhance sensitivity to speed difference scenarios, and kernel density estimation(KDE)was employed to cluster the spatial distribution of merging and diverging points, so that risk distributions under hard shoulder closed and hard shoulder open conditions were compared. The results show that when the hard shoulder is closed, potential conflicts in the weaving area are concentrated on the first and second inner lanes of the mainline, with risk peaks up to 1.8×10-3, After the hard shoulder is opened, risk hots pots shift toward the outer lane and shoulder, the peak decreases to 7.0×10-4 and the risk on the inner lanes significantly reduces. But when the ramp to mainline flow ratio exceeds 0.25 or the ramp to three lane flow ratio exceeds 1.0, new clusters of congestion and conflicts tend to form on the outer lane and hard shoulder. In addition, the kernel density and ITA results are highly correlated, revealing that large speed difference and frequent lane change in the outer lane are the main reasons for the occurrence of high risk areas. Based on flow ratio thresholds, a segmented control strategy was proposed to open or close the hard shoulder according to the ramp to mainline or ramp to three lane flow ratios. It is suggested that such control should be coordinated with speed limits and lane guidance measures, providing a scientific basis for dynamically opening the hard shoulder under different traffic conditions and improving traffic safety and efficiency on ring expressways.1 tab, 7 figs, 35 refs.

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Last Update: 2026-04-20