A nonlinear equation system approach to the dynamic stochastic user equilibrium simultaneous route and departure time choice problem

Long, Jiancheng; Szeto, W.Y.; Shi, Qin; Gao, Ziyou; Huang, Hai

doi:10.1080/23249935.2014.1003112

Cited by 23 publications

(15 citation statements)

References 88 publications

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“…Hence, our example setting is only limited to uncongested scenarios. To examine the existence of excessive noise paradox and the impact of noise under the congested regime, a dynamic traffic assignment modeling approach (e.g., Long et al, 2015; with the use of fundamental diagram (e.g., Chow et al, 2015) should be used. This is one of our future studies.…”

Section: Discussionmentioning

confidence: 99%

Excessive noise paradoxes in urban transportation networks

Wang

Szeto

2016

Transportmetrica A: Transport Science

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Braess' paradox demonstrates that adding a new link to a traffic network may actually reduce the network's overall efficiency in terms of total system travel time. This phenomenon has been researched thoroughly, but total system travel time is not the only measure that can be used to evaluate the performance of a network. An analogue of the Braess paradox related to traffic noise is less well known, but is also worth exploring. For traffic assignments in situations of non-cooperative behavior, some network improvements or traffic control strategies can cause the total amount of excessive noise (and its cost) to increase. This study demonstrates the existence of such an excessive noise paradox using examples drawn from several small networks. The simultaneous and asynchronous occurrences among the excessive noise paradox, the emission paradox and the Braess paradox are also examined. The study finds that the excessive noise paradox can be triggered by network control strategies such as demand change, link addition or speed limit implementation. These findings indicate the inadequacy of designing road networks solely to mitigate congestion, as such designs may cause increased emissions or excessive noise.

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Section: Discussionmentioning

confidence: 99%

Excessive noise paradoxes in urban transportation networks

Wang

Szeto

2016

Transportmetrica A: Transport Science

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“…Because the equilibrium conditions (20), (21), and (22) describe the equilibrium state of optimal routing choice, namely, TRC-DTC collaboration optimization, we should put forward a variational inequality (VI) problem, which is equal to the three equilibrium conditions.…”

Section: Complexitymentioning

confidence: 99%

“…We find that equilibrium conditions (20), (21), and (22) equal the variational inequality (VI) problem with a feasible region Ω:…”

Section: Complexitymentioning

confidence: 99%

“…Recently, there is a vivid discussion in the literature concerning about optimal routing choice. For example, Chen and Hsueh [18], Abdul Aziz Ukkusuri [19], and Long et al [20] studied the combination selection of travel route and departure time. Nakayama et al [21], Meng et al [22], and Shi et al [23] studied the combination selection of travel route and travel mode.…”

Section: Introductionmentioning

confidence: 99%

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Unified Framework for Optimal Routing Choice under Guidance Information

Sun

et al. 2018

Complexity

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In order to satisfy the diverse demand of travel service in the context of big data, this paper puts forward a unified framework for optimal routing choice under guidance information. With consideration of the influence of big data, the scenario analysis of routing choice is implemented, and the routing choice under guidance information is discussed. The optimal routing choice problem is abstracted into the collaboration optimization model of travel route choice, departure time choice, and travel mode choice. Based on some basic assumptions, the collaboration optimization model is formulated as a variational inequality model. The method of successive averages is applied to solve the proposed model. A case study is carried out to verify the applicability and reliability of the model and algorithm.

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“…There are four categories of dynamic network constraints: mass balance constraints, flow conservation constraints, flow propagation constraints, and definitional constraints. The constraints used are highly dependent on the underlying DNL model, such as point queue models (Ban et al, 2008(Ban et al, , 2012Long et al, 2015b;Ren et al, 2016), exit flow models (e.g., Nemhauser, 1978a, 1978b;Carey and Srinivasan, 1993;Lam and Huang, 1995;Wie and Tobin, 2002), and advanced exit flow models (e.g., Kuwahara and Akamatsu, 2001;Lo and Szeto, 2002;Yperman, 2007;Nie, 2011;Meng and Khoo, 2012;Long et al, 2013bLong et al, , 2015aLong et al, , 2016Zheng et al, 2015;Han et al, 2015aHan et al, , 2015b. The traffic flow models used in DTA problems should also have certain desirable properties, such as queue spillback (e.g., Daganzo, 1995;Lo and Szeto, 2002;Szeto and Lo, 2004;Ma et al, 2014;Chow et al, 2015;Stewart and Ge, 2015;Han et al, 2016;Jiang et al, 2016), first-in-first-out (FIFO) (e.g., Astarita, 1996;Huang and Lam, 2002;Long and Szeto, 2015), and non-vehicle holding (NVH) (e.g., Ziliaskopoulos, 2000;Shen et al, 2007;Nie, 2011;Zheng and Chiu, 2011;Zhu and Ukkusuri, 2013).…”

Section: Introductionmentioning

confidence: 99%

Link-based system optimum dynamic traffic assignment problems with environmental objectives

Long

Chen

Szeto

et al. 2018

Transportation Research Part D: Transport and Environment

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a b s t r a c tMaintaining air-quality standards has been a priority for transportation planners and policy makers worldwide. However, most existing system optimum dynamic traffic assignment (SO-DTA) models do not accommodate environmental objectives. In this paper, we use the link transmission model (LTM) to develop SO-DTA models that minimize total system emissions (TSE) in single destination networks. We use step functions to approximate cumulative flow curves for individual links, and to decompose link inflow into sub-flows according to time intervals at which they leave the link. The decomposed link inflows are used to estimate link emissions. Dynamic network constraints, non-vehicle holding constraints and link inflow decomposition constraints are considered, and SO-DTA problems with environmental objectives are formulated as mixed integer linear programming (MILP) problems. Any average speed based emission functions can be used for our models. Finally, numerical examples are provided to demonstrate the performance of the proposed models. IntroductionDynamic traffic assignment (DTA) has long been recognized as a key component of network planning and transport policy evaluation, in addition to real-time traffic operation and management (Szeto and Lo, 2006). System-optimum DTA (SO-DTA), a special case of DTA based on a dynamic extension of Wardrop's (1952) second principle, is used to predict a time-dependent traffic state with optimal network performance, and to provide a benchmark for controlling and managing dynamic traffic networks. For example, SO-DTA models are used in road congestion pricing (e.on whether the modeling period is discretized into many time steps. Both categories of model have advantages and disadvantages. Continuous-time models can provide analytical insights (such as the closed form externality analysis), but cannot be efficiently solved due to their complex structure (Nie, 2011). Discrete-time models are usually formulated as mathematical programming problems, such as linear programming (LP) problems (e.g., Ziliaskopoulos, 2000) and mixed integer linear programming (MILP) problems http://dx.Please cite this article in press as: Long, J., et al. Link-based system optimum dynamic traffic assignment problems with environmental objectives. Transport. Res. Part D (2016), http://dx.doi.org/10.1016/j.trd.2016.06.003 (e.g., Lin and Wang, 2004;Pavlis and Recker, 2009), and can thus be more easily solved than continuous-time SO-DTA models. However, this category of models also compromise computational tractability in large-scale network applications due to the presence of numerous decision variables and constraints.There are three major types of objectives in existing SO-DTA models: minimizing total system travel time (TSTT) (e.minimizing both TSTT and TSE for a whole network in an integrated manner (e.g., Aziz and Ukkusuri, 2012;Ma et al., 2015). Most existing SO-DTA models accommodate only network mobility, and are used to meet the first of the above objectives: to minimize the TSTT spent by t...

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A nonlinear equation system approach to the dynamic stochastic user equilibrium simultaneous route and departure time choice problem

Cited by 23 publications

References 88 publications

Excessive noise paradoxes in urban transportation networks

Excessive noise paradoxes in urban transportation networks

Unified Framework for Optimal Routing Choice under Guidance Information

Link-based system optimum dynamic traffic assignment problems with environmental objectives

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