arXiv subjects

William Barbour

Publications and source records attributed to William Barbour.

At least 19 recordsLinked to original sources

arXiv2026

Enabling Real-Time Phase Control in Traffic Signal Hardware-in-the-Loop Simulation

Advanced Traffic Signal Control (TSC) algorithms require real-time phase control, yet existing Hardware-in-the-Loop Simulation (HILS) testbeds only support pre-programmed timing plans. In this paper, we present the first HILS testbed for real-time phase control. We develop a novel middleware architecture that translates dynamic phase actions (selection, switch, and duration) into commands for NTCIP-compliant commercial hardware controllers. This middleware manages phase transitions, synchronizes signal states, and handles errors without interrupting the hardware's internal operations. Experimental validation demonstrates that the system executes real-time phase commands, handles system conflicts, and achieves a low system internal latency at sub-millisecond on average.

eess.SY↗

arXiv2026

Emission reduction potential of freeway stop-and-go wave smoothing

The real-world potential of stop-and-go wave smoothing at scale remains largely unquantified. Smoothing freeway waves requires opening a gap large enough for them to dissipate, but that gap is often impractically large. We propose a counterfactual wave-smoothing benchmark that reconstructs a smooth, feasible trajectory from each empirical trajectory by solving a quadratic program with fixed boundary conditions and a maximum-gap constraint, and we use the MOVES model to estimate the resulting emission reduction potential. Applying the framework to nine weeks of weekday peak-period data from the I-24 MOTION testbed, which exhibits rich day-to-day variation in wave dynamics, we find meaningful potential for passenger cars under a 0.1-mile maximum-gap constraint: average CO2 reductions of 9.80% to 14.08% across lanes, with 12.94% to 25.70% in CO, 24.29% to 29.76% in HC, and 29.40% to 36.03% in NOx. Trucks emerge as particularly attractive targets, showing roughly twice the reduction potential of passenger cars.

eess.SY↗

arXiv2026

Calibrating Adaptive Smoothing Methods for Freeway Traffic Reconstruction

The adaptive smoothing method (ASM) is a widely used approach for traffic state reconstruction. This article presents a Python implementation of ASM, featuring end-to-end calibration using real-world ground truth data. The calibration is formulated as a parameterized kernel optimization problem. The model is calibrated using data from a full-state observation testbed, with input from a sparse radar sensor network. The implementation is developed in PyTorch, enabling integration with various deep learning methods. We evaluate the results in terms of speed distribution, spatio-temporal error distribution, and spatial error to provide benchmark metrics for the traffic reconstruction problem. We further demonstrate the usability of the calibrated method across multiple freeways. Finally, we discuss the challenges of reproducibility in general traffic model calibration and the limitations of ASM. This article is reproducible and can serve as a benchmark for various freeway operation tasks.

cs.LG↗

arXiv2025

Real-World Deployment and Assessment of a Multi-Agent Reinforcement Learning-Based Variable Speed Limit Control System

This article presents the first field deployment of a multi-agent reinforcement learning (MARL) based variable speed limit (VSL) control system on Interstate 24 (I-24) near Nashville, Tennessee. We design and demonstrate a full pipeline from training MARL agents in a traffic simulator to a field deployment on a 17-mile segment of I-24 encompassing 67 VSL controllers. The system was launched on March 8th, 2024, and has made approximately 35 million decisions on 28 million trips in six months of operation. We apply an invalid action masking mechanism and several safety guards to ensure real-world constraints. The MARL-based implementation operates up to 98% of the time, with the safety guards overriding the MARL decisions for the remaining time. We evaluate the performance of the MARL-based algorithm in comparison to a previously deployed non-RL VSL benchmark algorithm on I-24. Results show that the MARL-based VSL control system achieves a superior performance. The accuracy of correctly warning drivers about slowing traffic ahead is improved by 14% and the response delay to non-recurrent congestion is reduced by 75%. The preliminary data shows that the VSL control system has reduced the crash rate by 26% and the secondary crash rate by 50%. We open-sourced the deployed MARL-based VSL algorithm at https://github.com/Lab-Work/marl-vsl-controller.

eess.SY↗

arXiv2024

Scalable analysis of stop-and-go waves: Representation, measurements and insights

Analyzing stop-and-go waves at the scale of miles and hours of data is an emerging challenge in traffic research. The past 5 years have seen an explosion in the availability of large-scale traffic data containing traffic waves and complex congestion patterns, making existing approaches unsuitable for repeatable and scalable analysis of traffic waves in these data. This paper makes a first step towards addressing this challenge by introducing an automatic and scalable stop-and-go wave identification method capable of capturing wave generation, propagation, dissipation, as well as bifurcation and merging, which have previously been observed only very rarely. Using a concise and simple critical-speed based definition of a stop-and-go wave, the proposed method identifies all wave boundaries that encompass spatio-temporal points where vehicle speed is below a chosen critical speed. The method is built upon a graph representation of the spatio-temporal points associated with stop-and-go waves, specifically wave front (start) points and wave tail (end) points, and approaches the solution as a graph component identification problem. It enables the measurement of wave properties at scale. The method is implemented in Python and demonstrated on a large-scale dataset, I-24 MOTION INCEPTION. Our results show insights on the complexity of traffic waves. Traffic waves can bifurcate and merge at a scale that has never been observed or described before. The clustering analysis of all the identified wave components reveals the different topological structures of traffic waves. We explored that the wave merge or bifurcation points can be explained by spatial features. The gallery of all the identified wave topologies is demonstrated at https://trafficwaves.github.io/.

physics.soc-ph↗

arXiv2024

Phase Re-service in Reinforcement Learning Traffic Signal Control

This article proposes a novel approach to traffic signal control that combines phase re-service with reinforcement learning (RL). The RL agent directly determines the duration of the next phase in a pre-defined sequence. Before the RL agent's decision is executed, we use the shock wave theory to estimate queue expansion at the designated movement allowed for re-service and decide if phase re-service is necessary. If necessary, a temporary phase re-service is inserted before the next regular phase. We formulate the RL problem as a semi-Markov decision process (SMDP) and solve it with proximal policy optimization (PPO). We conducted a series of experiments that showed significant improvements thanks to the introduction of phase re-service. Vehicle delays are reduced by up to 29.95% of the average and up to 59.21% of the standard deviation. The number of stops is reduced by 26.05% on average with 45.77% less standard deviation.

eess.SY↗

arXiv2024

Stop-and-go wave super-resolution reconstruction via iterative refinement

Stop-and-go waves are a fundamental phenomenon in freeway traffic flow, contributing to inefficiencies, crashes, and emissions. Recent advancements in high-fidelity sensor technologies have improved the ability to capture detailed traffic dynamics, yet such systems remain scarce and costly. In contrast, conventional traffic sensors are widely deployed but suffer from relatively coarse-grain data resolution, potentially impeding accurate analysis of stop-and-go waves. This article explores whether generative AI models can enhance the resolution of conventional traffic sensor to approximate the quality of high-fidelity observations. We present a novel approach using a conditional diffusion denoising model, designed to reconstruct fine-grained traffic speed field from radar-based conventional sensors via iterative refinement. We introduce a new dataset, I24-WaveX, comprising 132 hours of data from both low and high-fidelity sensor systems, totaling over 2 million vehicle miles traveled. Our approach leverages this dataset to formulate the traffic measurement enhancement problem as a spatio-temporal super-resolution task. We demonstrate that our model can effectively reproduce the patterns of stop-and-go waves, achieving high accuracy in capturing these critical traffic dynamics. Our results show promising advancements in traffic data enhancement, offering a cost-effective way to leverage existing low spatio-temporal resolution sensor networks for improved traffic analysis and management. We also open-sourced our trained model and code to facilitate further research and applications.

eess.SY↗

arXiv2024

Field Deployment of Multi-Agent Reinforcement Learning Based Variable Speed Limit Controllers

This article presents the first field deployment of a multi-agent reinforcement-learning (MARL) based variable speed limit (VSL) control system on the I-24 freeway near Nashville, Tennessee. We describe how we train MARL agents in a traffic simulator and directly deploy the simulation-based policy on a 17-mile stretch of Interstate 24 with 67 VSL controllers. We use invalid action masking and several safety guards to ensure the posted speed limits satisfy the real-world constraints from the traffic management center and the Tennessee Department of Transportation. Since the time of launch of the system through April, 2024, the system has made approximately 10,000,000 decisions on 8,000,000 trips. The analysis of the controller shows that the MARL policy takes control for up to 98% of the time without intervention from safety guards. The time-space diagrams of traffic speed and control commands illustrate how the algorithm behaves during rush hour. Finally, we quantify the domain mismatch between the simulation and real-world data and demonstrate the robustness of the MARL policy to this mismatch.

cs.MA↗

arXiv2024

FT-AED: Benchmark Dataset for Early Freeway Traffic Anomalous Event Detection

Early and accurate detection of anomalous events on the freeway, such as accidents, can improve emergency response and clearance. However, existing delays and errors in event identification and reporting make it a difficult problem to solve. Current large-scale freeway traffic datasets are not designed for anomaly detection and ignore these challenges. In this paper, we introduce the first large-scale lane-level freeway traffic dataset for anomaly detection. Our dataset consists of a month of weekday radar detection sensor data collected in 4 lanes along an 18-mile stretch of Interstate 24 heading toward Nashville, TN, comprising over 3.7 million sensor measurements. We also collect official crash reports from the Nashville Traffic Management Center and manually label all other potential anomalies in the dataset. To show the potential for our dataset to be used in future machine learning and traffic research, we benchmark numerous deep learning anomaly detection models on our dataset. We find that unsupervised graph neural network autoencoders are a promising solution for this problem and that ignoring spatial relationships leads to decreased performance. We demonstrate that our methods can reduce reporting delays by over 10 minutes on average while detecting 75% of crashes. Our dataset and all preprocessing code needed to get started are publicly released at https://vu.edu/ft-aed/ to facilitate future research.

cs.LG↗

arXiv2024

Designing, simulating, and performing the 100-AV field test for the CIRCLES consortium: Methodology and Implementation of the Largest mobile traffic control experiment to date

Previous controlled experiments on single-lane ring roads have shown that a single partially autonomous vehicle (AV) can effectively mitigate traffic waves. This naturally prompts the question of how these findings can be generalized to field operational, high-density traffic conditions. To address this question, the Congestion Impacts Reduction via CAV-in-the-loop Lagrangian Energy Smoothing (CIRCLES) Consortium conducted MegaVanderTest (MVT), a live traffic control experiment involving 100 vehicles near Nashville, TN, USA. This article is a tutorial for developing analytical and simulation-based tools essential for designing and executing a live traffic control experiment like the MVT. It presents an overview of the proposed roadmap and various procedures used in designing, monitoring, and conducting the MVT, which is the largest mobile traffic control experiment at the time. The design process is aimed at evaluating the impact of the CIRCLES AVs on surrounding traffic. The article discusses the agent-based traffic simulation framework created for this evaluation. A novel methodological framework is introduced to calibrate this microsimulation, aiming to accurately capture traffic dynamics and assess the impact of adding 100 vehicles to existing traffic. The calibration model's effectiveness is verified using data from a six-mile section of Nashville's I-24 highway. The results indicate that the proposed model establishes an effective feedback loop between the optimizer and the simulator, thereby calibrating flow and speed with different spatiotemporal characteristics to minimize the error between simulated and real-world data. Finally, We simulate AVs in multiple scenarios to assess their effect on traffic congestion. This evaluation validates the AV routes, thereby contributing to the execution of a safe and successful live traffic control experiment via AVs.

eess.SY↗

arXiv2024

MARVEL: Multi-Agent Reinforcement-Learning for Large-Scale Variable Speed Limits

Variable Speed Limit (VSL) control acts as a promising highway traffic management strategy with worldwide deployment, which can enhance traffic safety by dynamically adjusting speed limits according to real-time traffic conditions. Most of the deployed VSL control algorithms so far are rule-based, lacking generalizability under varying and complex traffic scenarios. In this work, we propose MARVEL (Multi-Agent Reinforcement-learning for large-scale Variable spEed Limits), a novel framework for large-scale VSL control on highway corridors with real-world deployment settings. MARVEL utilizes only sensing information observable in the real world as state input and learns through a reward structure that incorporates adaptability to traffic conditions, safety, and mobility, thereby enabling multi-agent coordination. With parameter sharing among all VSL agents, the proposed framework scales to cover corridors with many agents. The policies are trained in a microscopic traffic simulation environment, focusing on a short freeway stretch with 8 VSL agents spanning 7 miles. For testing, these policies are applied to a more extensive network with 34 VSL agents spanning 17 miles of I-24 near Nashville, TN, USA. MARVEL-based method improves traffic safety by 63.4% compared to the no control scenario and enhances traffic mobility by 58.6% compared to a state-of-the-practice algorithm that has been deployed on I-24. Besides, we conduct an explainability analysis to examine the decision-making process of the agents and explore the learned policy under different traffic conditions. Finally, we test the response of the policy learned from the simulation-based experiments with real-world data collected from I-24 and illustrate its deployment capability.

cs.MA↗

arXiv2024

Hierarchical Speed Planner for Automated Vehicles: A Framework for Lagrangian Variable Speed Limit in Mixed Autonomy Traffic

This paper introduces a novel control framework for Lagrangian variable speed limits in hybrid traffic flow environments utilizing automated vehicles (AVs). The framework was validated using a fleet of 100 connected automated vehicles as part of the largest coordinated open-road test designed to smooth traffic flow. The framework includes two main components: a high-level controller deployed on the server side, named Speed Planner, and low-level controllers called vehicle controllers deployed on the vehicle side. The Speed Planner designs and updates target speeds for the vehicle controllers based on real-time Traffic State Estimation (TSE) [1]. The Speed Planner comprises two modules: a TSE enhancement module and a target speed design module. The TSE enhancement module is designed to minimize the effects of inherent latency in the received traffic information and to improve the spatial and temporal resolution of the input traffic data. The target speed design module generates target speed profiles with the goal of improving traffic flow. The vehicle controllers are designed to track the target speed meanwhile responding to the surrounding situation. The numerical simulation indicates the performance of the proposed method: the bottleneck throughput has increased by 5.01%, and the speed standard deviation has been reduced by a significant 34.36%. We further showcase an operational study with a description of how the controller was implemented on a field-test with 100 AVs and its comprehensive effects on the traffic flow.

eess.SY↗

arXiv2024

Traffic Control via Connected and Automated Vehicles: An Open-Road Field Experiment with 100 CAVs

The CIRCLES project aims to reduce instabilities in traffic flow, which are naturally occurring phenomena due to human driving behavior. These "phantom jams" or "stop-and-go waves,"are a significant source of wasted energy. Toward this goal, the CIRCLES project designed a control system referred to as the MegaController by the CIRCLES team, that could be deployed in real traffic. Our field experiment leveraged a heterogeneous fleet of 100 longitudinally-controlled vehicles as Lagrangian traffic actuators, each of which ran a controller with the architecture described in this paper. The MegaController is a hierarchical control architecture, which consists of two main layers. The upper layer is called Speed Planner, and is a centralized optimal control algorithm. It assigns speed targets to the vehicles, conveyed through the LTE cellular network. The lower layer is a control layer, running on each vehicle. It performs local actuation by overriding the stock adaptive cruise controller, using the stock on-board sensors. The Speed Planner ingests live data feeds provided by third parties, as well as data from our own control vehicles, and uses both to perform the speed assignment. The architecture of the speed planner allows for modular use of standard control techniques, such as optimal control, model predictive control, kernel methods and others, including Deep RL, model predictive control and explicit controllers. Depending on the vehicle architecture, all onboard sensing data can be accessed by the local controllers, or only some. Control inputs vary across different automakers, with inputs ranging from torque or acceleration requests for some cars, and electronic selection of ACC set points in others. The proposed architecture allows for the combination of all possible settings proposed above. Most configurations were tested throughout the ramp up to the MegaVandertest.

eess.SY↗

arXiv2023

Virtual trajectories for I-24 MOTION: data and tools

This article introduces a new virtual trajectory dataset derived from the I-24 MOTION INCEPTION v1.0.0 dataset to address challenges in analyzing large but noisy trajectory datasets. Building on the concept of virtual trajectories, we provide a Python implementation to generate virtual trajectories from large raw datasets that are typically challenging to process due to their size. We demonstrate the practical utility of these trajectories in assessing speed variability and travel times across different lanes within the INCEPTION dataset. The virtual trajectory dataset opens future research on traffic waves and their impact on energy.

eess.IV↗

arXiv2023

Online Min Cost Circulation for Multi-Object Tracking on Fragments

Multi-object tracking (MOT) or global data association problem is commonly approached as a minimum-cost-flow or minimum-cost-circulation problem on a graph. While there have been numerous studies aimed at enhancing algorithm efficiency, most of them focus on the batch problem, where all the data must be available simultaneously to construct a static graph. However, with the growing number of applications that generate streaming data, an efficient online algorithm is required to handle the streaming nature of the input. In this paper, we present an online extension of the well-known negative cycle canceling algorithm for solving the multi-object tracking problem with streaming fragmented data. We provide a proof of correctness for the proposed algorithm and demonstrate its efficiency through numerical experiments.

cs.DS↗

arXiv2023

Automatic vehicle trajectory data reconstruction at scale

In this paper we propose an automatic trajectory data reconciliation to correct common errors in vision-based vehicle trajectory data. Given "raw" vehicle detection and tracking information from automatic video processing algorithms, we propose a pipeline including (a) an online data association algorithm to match fragments that describe the same object (vehicle), which is formulated as a min-cost network circulation problem of a graph, and (b) a one-step trajectory rectification procedure formulated as a quadratic program to enhance raw detection data. The pipeline leverages vehicle dynamics and physical constraints to associate tracked objects when they become fragmented, remove measurement noises and outliers and impute missing data due to fragmentations. We assess the capability of the proposed two-step pipeline to reconstruct three benchmarking datasets: (1) a microsimulation dataset that is artificially downgraded to replicate upstream errors, (2) a 15-min NGSIM data that is manually perturbed, and (3) tracking data consists of 3 scenes from collections of video data recorded from 16-17 cameras on a section of the I-24 MOTION system, and compare with the corresponding manually-labeled ground truth vehicle bounding boxes. All of the experiments show that the reconciled trajectories improve the accuracy on all the tested input data for a wide range of measures. Lastly, we show the design of a software architecture that is currently deployed on the full-scale I-24 MOTION system consisting of 276 cameras that covers 4.2 miles of I-24. We demonstrate the scalability of the proposed reconciliation pipeline to process high-volume data on a daily basis.

cs.DS↗

arXiv2023

SAILing CAVs: Speed-Adaptive Infrastructure-Linked Connected and Automated Vehicles

This work demonstrates a new capability in roadway control: Speed-adaptive, infrastructure-linked connected and automated vehicles. We develop and deploy a lightly modified vehicle that is able to dynamically adjust the vehicle speed in response to posted variable speed limit messages generated by the infrastructure using LTE connectivity. This work describes the open source hardware and software platform that enables integration between infrastructure-based variable posted speed limits, and existing vehicle platforms for automated control. The vehicle is deployed in heavy morning traffic on I-24 in Nashville, TN. The control vehicle follows the posted variable speed limits, resulting in as much as a 25% reduction in speed variability compared to a human-piloted vehicle in the same traffic stream.

cs.RO↗

arXiv2023

So you think you can track?

This work introduces a multi-camera tracking dataset consisting of 234 hours of video data recorded concurrently from 234 overlapping HD cameras covering a 4.2 mile stretch of 8-10 lane interstate highway near Nashville, TN. The video is recorded during a period of high traffic density with 500+ objects typically visible within the scene and typical object longevities of 3-15 minutes. GPS trajectories from 270 vehicle passes through the scene are manually corrected in the video data to provide a set of ground-truth trajectories for recall-oriented tracking metrics, and object detections are provided for each camera in the scene (159 million total before cross-camera fusion). Initial benchmarking of tracking-by-detection algorithms is performed against the GPS trajectories, and a best HOTA of only 9.5% is obtained (best recall 75.9% at IOU 0.1, 47.9 average IDs per ground truth object), indicating the benchmarked trackers do not perform sufficiently well at the long temporal and spatial durations required for traffic scene understanding.

cs.CV↗