{"id":{"repo_id":"uiuc","oai_identifier":"oai:www.ideals.illinois.edu:2142/122195"},"canonical_url":"https://search.dev.ndltd.org/etd/uiuc/oai:www.ideals.illinois.edu:2142/122195","repository":{"repo_id":"uiuc","name":"University of Illinois - Urbana-Champaign","base_url":"https://www.ideals.illinois.edu/oai-pmh"},"display":{"title":"Impact of platoons on connected commercial corridors in Illinois","abstract":"Submission published under a 24 month embargo labeled 'Closed Access', the embargo will last until 2025-12-01","abstract_html":"Submission published under a 24 month embargo labeled 'Closed Access', the embargo will last until 2025-12-01","abstract_has_math":false,"creators":["Usta, Berkan"],"institution":"University of Illinois at Urbana-Champaign","degree_name":"M.S.","degree_level":"Thesis","degree_discipline":"Civil Engineering","degree_department":null,"school":null,"contributors":["Al-Qadi, Imad L."],"advisors":[],"committee_chairs":[],"committee_members":[],"year":2023,"date_issued":"2023-12","date_published":"2023-12","updated_at":"2026-07-22T22:25:00Z","subjects":["Connected Commercial Corridors","Platoon"],"languages":["en","eng"],"rights":["Copyright 2023 Berkan Usta"],"rights_urls":[],"identifier_entries":[]},"links":{"outbound_url":"https://hdl.handle.net/2142/122195","outbound_label":"Handle","outbound_source":"dc:identifier"},"metadata_groups":[{"id":"people","label":"People","entries":[{"key":"dc:contributor","label":"Contributor","values":["Al-Qadi, Imad L."]},{"key":"dc:creator","label":"Author","values":["Usta, Berkan"]}]},{"id":"academic_context","label":"Academic Context","entries":[{"key":"dc:date","label":"Dc Date","values":["2023-12","2023-08-18"]},{"key":"dc:type","label":"Dc Type","values":["text"]},{"key":"thesis:degree_discipline","label":"Discipline","values":["Civil Engineering"]},{"key":"thesis:degree_level","label":"Degree Level","values":["Thesis"]},{"key":"thesis:degree_name","label":"Degree Name","values":["M.S."]},{"key":"thesis:institution_name","label":"Thesis Institution Name","values":["University of Illinois at Urbana-Champaign"]}]},{"id":"subjects_keywords","label":"Subjects and Keywords","entries":[{"key":"dc:subject","label":"Dc Subject","values":["Connected Commercial Corridors","Platoon"]}]},{"id":"language_rights","label":"Language and Rights","entries":[{"key":"dc:language","label":"Dc Language","values":["en","eng"]},{"key":"dc:rights","label":"Dc Rights","values":["Copyright 2023 Berkan Usta"]}]},{"id":"identifiers","label":"Identifiers","entries":[{"key":"dc:identifier","label":"Identifier","values":["https://hdl.handle.net/2142/122195"]}]},{"id":"additional","label":"Additional Metadata","entries":[{"key":"dc:description","label":"Description","values":["Submission published under a 24 month embargo labeled 'Closed Access', the embargo will last until 2025-12-01","The student, Berkan Usta, accepted the attached license on 2023-08-16 at 13:42.","The student, Berkan Usta, submitted this Thesis for approval on 2023-08-16 at 13:50.","This Thesis was approved for publication on 2023-08-18 at 11:44.","DSpace SAF Submission Ingestion Package generated from Vireo submission #19806 on 2024-03-01 at 13:47:39","Existing driving systems necessitate a considerable amount of lateral and longitudinal spacing between vehicles for both safety and psychological reasons. This spacing requirement contributes to reduced roadway capacity, which is further restricted as vehicle speeds increase and as trucks require wider gaps between them. Autonomous vehicles, which could operate at relatively high speeds and in close proximity, could mitigate this issue. This research project investigated the implementation and operation of distinct or designated lanes for connected (and autonomous) trucks in Illinois. This study aimed to enhance roadway capacity, assess the compatibility of existing infrastructure with emerging technologies, and estimate the possible economic implications for the region. Truck platoons provide fuel savings due to reduced wind resistance and improved fuel efficiency. However, safety concerns and potential disruptions in mixed traffic conditions may prompt states to require separate lanes for trucks engaging in regular platoons. Distinct or designated lanes may streamline platoon efficiency by accommodating longer combination vehicles, facilitating continuous platoons, decreasing spacing, enhancing safety, and mitigating congestion. These measures could result in substantial advancements in productivity, fuel savings, and reduced emissions within the Illinois trucking industry. To encourage platoons, policymakers and traffic engineers may consider introducing dedicated lanes or separate lanes for CAVs. However, the costs associated with paving additional lanes and restricting traditional vehicles from using existing lanes must be considered, especially while CAV market penetration rates are low. The implementation of a Dedicated CAV Lane (DCAVL) in typical two-lane freeways was iii studied. Total vehicle delay was used as the performance metric for this assessment, considering factors such as CAV market penetration rate, CAV-CAV headway, and demand volume. A microsimulation model was developed, using Transmodeller SE, with various scenarios reflecting unique combinations of input parameters. Comparisons were made to a base scenario without DCAVL, ultimately determining when a DCAVL would improve total vehicle delay and platoon efficiency. The results of this study suggested that the incorporating of CAVs at a low MPR leads to augmented delays in heterogeneous traffic conditions. However, a two-lane freeway with a DCAVL consistently outperformed the same freeway without a DCAVL when the CAV market penetration rate is relatively high and the traffic demand is above certain threshold. This trend was minimally impacted by CAV-CAV headway and demand volume. While these results were subject to various limitations, they indicated that the successful implementation of a DCAVL might be primarily affected by the CAV market penetration rate. However, truck platoon deployment on interstate highways could accelerate pavement deterioration, and, hence, escalate maintenance and rehabilitation frequency. On the other hand, Separate CAV Lane (SCAVL) might be particularly advantageous at relatively low CAV MPRs under high traffic demand. However, the application of DCAVL became critically essential on two-lane highways with low demand. However, correct implementation of these lanes could facilitate the smooth operation of truck platoons without interference from other types of vehicles. With the escalation of traffic demand, a dedicated commercial connected corridor may offer enhanced scalability, safety, traffic flow, fuel efficiency, and platoon operation."]},{"key":"dc:format","label":"Dc Format","values":["application/pdf"]},{"key":"dc:title","label":"Title","values":["Impact of platoons on connected commercial corridors in Illinois"]}]}],"canonical_facts":{"dc:contributor":["Al-Qadi, Imad L."],"dc:creator":["Usta, Berkan"],"dc:date":["2023-12","2023-08-18"],"dc:description":["Submission published under a 24 month embargo labeled 'Closed Access', the embargo will last until 2025-12-01","The student, Berkan Usta, accepted the attached license on 2023-08-16 at 13:42.","The student, Berkan Usta, submitted this Thesis for approval on 2023-08-16 at 13:50.","This Thesis was approved for publication on 2023-08-18 at 11:44.","DSpace SAF Submission Ingestion Package generated from Vireo submission #19806 on 2024-03-01 at 13:47:39","Existing driving systems necessitate a considerable amount of lateral and longitudinal spacing between vehicles for both safety and psychological reasons. This spacing requirement contributes to reduced roadway capacity, which is further restricted as vehicle speeds increase and as trucks require wider gaps between them. Autonomous vehicles, which could operate at relatively high speeds and in close proximity, could mitigate this issue. This research project investigated the implementation and operation of distinct or designated lanes for connected (and autonomous) trucks in Illinois. This study aimed to enhance roadway capacity, assess the compatibility of existing infrastructure with emerging technologies, and estimate the possible economic implications for the region. Truck platoons provide fuel savings due to reduced wind resistance and improved fuel efficiency. However, safety concerns and potential disruptions in mixed traffic conditions may prompt states to require separate lanes for trucks engaging in regular platoons. Distinct or designated lanes may streamline platoon efficiency by accommodating longer combination vehicles, facilitating continuous platoons, decreasing spacing, enhancing safety, and mitigating congestion. These measures could result in substantial advancements in productivity, fuel savings, and reduced emissions within the Illinois trucking industry. To encourage platoons, policymakers and traffic engineers may consider introducing dedicated lanes or separate lanes for CAVs. However, the costs associated with paving additional lanes and restricting traditional vehicles from using existing lanes must be considered, especially while CAV market penetration rates are low. The implementation of a Dedicated CAV Lane (DCAVL) in typical two-lane freeways was iii studied. Total vehicle delay was used as the performance metric for this assessment, considering factors such as CAV market penetration rate, CAV-CAV headway, and demand volume. A microsimulation model was developed, using Transmodeller SE, with various scenarios reflecting unique combinations of input parameters. Comparisons were made to a base scenario without DCAVL, ultimately determining when a DCAVL would improve total vehicle delay and platoon efficiency. The results of this study suggested that the incorporating of CAVs at a low MPR leads to augmented delays in heterogeneous traffic conditions. However, a two-lane freeway with a DCAVL consistently outperformed the same freeway without a DCAVL when the CAV market penetration rate is relatively high and the traffic demand is above certain threshold. This trend was minimally impacted by CAV-CAV headway and demand volume. While these results were subject to various limitations, they indicated that the successful implementation of a DCAVL might be primarily affected by the CAV market penetration rate. However, truck platoon deployment on interstate highways could accelerate pavement deterioration, and, hence, escalate maintenance and rehabilitation frequency. On the other hand, Separate CAV Lane (SCAVL) might be particularly advantageous at relatively low CAV MPRs under high traffic demand. However, the application of DCAVL became critically essential on two-lane highways with low demand. However, correct implementation of these lanes could facilitate the smooth operation of truck platoons without interference from other types of vehicles. With the escalation of traffic demand, a dedicated commercial connected corridor may offer enhanced scalability, safety, traffic flow, fuel efficiency, and platoon operation."],"dc:format":["application/pdf"],"dc:identifier":["https://hdl.handle.net/2142/122195"],"dc:language":["en","eng"],"dc:rights":["Copyright 2023 Berkan Usta"],"dc:subject":["Connected Commercial Corridors","Platoon"],"dc:title":["Impact of platoons on connected commercial corridors in Illinois"],"dc:type":["text"],"thesis:degree_discipline":["Civil Engineering"],"thesis:degree_level":["Thesis"],"thesis:degree_name":["M.S."],"thesis:institution_name":["University of Illinois at Urbana-Champaign"]},"updated_at":"2026-07-22T22:25:00Z"}