Table 1 A list of reviewed studies on the CAV dedicated lane

Link-based studies

1 Hussain et al. [7]

CAV and HV

An analytical model

Capacity;

Throughput

MPRs;

Mixed headway settings;

Number of CAV DLs;

Mixed traffic demand

More aggressive CAVs need less DLs

2 Ghiasi et al. [1]

CAV and HV

A Markov chain method

Capacity

MPRs;

CAV platooning intensity;

Mixed headway settings;

Number of CAV DLs

No CAV DL is the optimal solution in the unsaturated traffic or when CAV adopts a larger headway than that of mixed traffic;

The number of CAV DL should be increased with the CAV demand

3 Chen et al. [6]

AV (automated vehicle) and HV

A theoretical framework of capacity

Capacity

MPRs;

Demands;

Segregation policy

The strict segregation of AVs and HVs will lead to the lower capacity;

AVs should be distributed to the most efficient lanes

4 Ramezani et al. [8]

AV and HV

A theoretical model for headway, capacity and delay

Capacity;

Delay

MPRs;

Mixed headway settings;

Multiple lane configurations

The achievement of minimum delay depends on the MPR

5 Ivanchev et al. [9]

AV and HV

An analytical evaluation based on simulation

Throughput;

BPR-based travel time;

Fuel consumption

MPRs;

With or without a DL;

Headways of AV

Travel times of AVs are significantly reduced with a low MPR;

HVs are delayed due to the reduced capacity for them

6 Talebpour et al. [10]

AV and HV

Simulation

Throughput;

Travel time reliability

MPRs;

Three DL access strategies

The optional use of DL can relieve the congestion;

The potential benefit of DL to throughput can be seen when MPR is over 50% for the 2-lane highway and 30% for the 4-lane highway

7 Laan and Sadabadi [11]

AV and HV

CORridor MACro simulation

Flow;

Speed

MPRs;

Reaction times of AV

The performance of implementing a DL increases with MPRs adding up to 30%, 40%, or 50%, and then, it will deteriorate

8 Ye and Yamamoto [12]

CAV and HV

Simulation based on cellular automation

Flow;

Flow-density diagram

MPRs;

Demand levels;

Number of DLs;

Speed limit

When MPR is low, a CAV DL will deteriorate the traffic throughput;

The benefit of DLs could be obtained within a medium density range;

A higher speed limit for CAVs on a DL is beneficial

9 Abdel-Aty et al. [13]

CV (connected vehicle) and HV

Vissim simulation

SSAM;

Average speed;

Average delay

MPRs;

Multiple lane configurations

Managed CV platooning lane could significantly improve the traffic speed

10 Nickkar and Lee [14]

AV and HV

AIMSUM and SIDRA simulation

Travel time;

Delay;

Speeds;

Queue

MPRs;

With or without AV DLs

The improvement brought by the DLs to the performance of a roundabout can be seen at a high MPR, but it is not significant

11 Wang et al. [15]

CAV and HV

Simulation

Capacity

MPRs

CAV platoon coefficient

The impact on the on-ramp junctions

Network-based studies

13 Chen et al. [16]

AV and HV

A multi-class network equilibrium model

Minimize the social costs

MPRs (Market Penetration Rates);

The deployment plan of AV DLs

A progressive deployment of AV lanes;

Wide deployment when MPR reaches a high level (e.g., 20%)

14 Qom et al. [17]

CACC (Cooperative Adaptive Cruise Control) vehicle and HV

Static and dynamic traffic assignment model

Throughput

MPRs;

A tolling policy;

Traffic demand

Results from STA (Static Traffic Assignment) and DTA (Dynamic Traffic Assignment) are consistent;

The toll incentives are not beneficial until the MPR reaches a high level

15 Liu and Song [18]

CAV and HV

User equilibrium model

Capacity;

Travel time

MPRs;

With or without CAV DLs;

CAV DL toll rates

The implementation of AV lanes or AV toll lanes can significantly improve the traffic performance

16 Wang et al. [15]

CAV and HV

A multiclass traffic assignment model with elastic demand

Link flow

CAV DL toll rates;

Traffic demands

The optimal toll rates for the HVs using CAV DL