**Table 5.**

*Mean QLS rel. Diff. Of [a - SC] scenario wrt [YY] scenario.*

highlight three main considerations: the first one is about the TC and in particular it is confirmed that TC based on multi-criteria optimisation outperforms that TC based on mono-criterion optimisation and the result was not intuitively expected due to the further constrain that is introduced in case of multi-criteria optimisation. Secondly it must be observed that TC mono-criterion and S-GLOSA provide

#### **Figure 4.**

*Results for each scenario: Mean TTs [min] against simulation step for each scenario.*

#### **Figure 5.**

*Results for each scenario: Rel diff [%] of the mean TT wrt the A-SC scenario, against simulation step for each scenario.*

**159**

be also analysed.

*Centralised Traffic Control and Green Light Optimal Speed Advisory Procedure in Mixed…*

similar results therefore better network performances may be achieved through the implementation of TC based on multi-criteria optimisation; finally, as expected, the combination of TC based on multi-criteria and S-GLOSA provides final best

In order to provide a further comparison among all scenarios the results in terms of mean TT of the alternative route 2 are also displayed against simulation step for each scenario (see **Figure 4**) as well as the relative difference of the mean TT of each scenario with respect to the baseline scenario, that the Adaptive Signal Control

The paper illustrates a unified framework which embeds a simultaneous traffic control strategy and the automated vehicle control. In particular the traffic control strategy is composed by two sub models: one is referred to the centralised traffic management the other one is characterised by the link metering strategy; regarding the vehicle control, the speed optimisation procedure based on Green Light Optimal Speed Advisory (GLOSA) has been applied in particular with reference to the next single junction approached by the vehicles (S-GLOSA). A microscopic traffic flow modelling has been adopted and all models were run in a SUMO simulation

The integrated framework was then tested on a real case study consisting of a highly congested sub-network in the city centre of Naples (Italy). The network layout is represented by one diversion node and two alternative paths connecting

Three main considerations have arisen: the first one is about the TC strategy and in particular it was tested that multi-criteria optimisation outperforms the mono-criterion approach; the second one refers to the comparison between TCMULTI and S-GLOSA therefore it is verified that S-GLOSA provides worse performances than the TCMULTI method; finally the combination between TCMULTI and S-GLOSA

Regarding future research perspectives, some preliminary modelling considerations may be summarised. First of all, the authors would like to test the proposed framework on different networks characterised by more complex topologies. Secondly, the sensitivity at different penetration rates of CAV must be analysed. Thirdly, further refinements are needed for the implementation of the S-GLOSA strategy and, for completeness, in future researches the environmental impact will

Finally some further technological and operational perspectives may be discussed. The situation described and analysed in the chapter has shown the benefit of the cooperation among infrastructures and vehicles control. It is worth noting that this situation is one of the possible results that technological development on one side, and normative evolution on the other, will enable in next years.

In order to evaluate the effectiveness of the proposed framework, three scenarios were tested: the first was only based on a centralised traffic control procedure [TC] that was further analysed considering the bi-level mono-criterion implementation and the multi-criteria approach; the second one was based on speed guidance optimisation [S-GLOSA] and the third was based on the combination of both sub-models the multi-criteria traffic control and the speed optimisation [TCMULTI & S-GLOSA]. Finally, the framework effectiveness was evaluated in terms of within-day dynamics with respect to the travel times and queue length performance

*DOI: http://dx.doi.org/10.5772/intechopen.95247*

**5. Conclusions and future perspectives**

performances.

environment.

indices.

the same origin - destination pair.

provide as expected best results.

scenario (see **Figure 5**).

*Centralised Traffic Control and Green Light Optimal Speed Advisory Procedure in Mixed… DOI: http://dx.doi.org/10.5772/intechopen.95247*

similar results therefore better network performances may be achieved through the implementation of TC based on multi-criteria optimisation; finally, as expected, the combination of TC based on multi-criteria and S-GLOSA provides final best performances.

In order to provide a further comparison among all scenarios the results in terms of mean TT of the alternative route 2 are also displayed against simulation step for each scenario (see **Figure 4**) as well as the relative difference of the mean TT of each scenario with respect to the baseline scenario, that the Adaptive Signal Control scenario (see **Figure 5**).
