Departure Time and Route Choices with Bottleneck Congestion: User Equilibrium under Risk and Ambiguity

Liu, Yang; Li, Yuanyuan; Hu, Lu

doi:10.1016/j.trpro.2017.05.032

Cited by 5 publications

(4 citation statements)

References 37 publications

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“…The original bottleneck model proposed in [4] examines the dynamic evolution of traffic congestion during morning peak hours on a single highway connecting a residential area and a workplace. By extending Vickrey's bottleneck model, researchers conduct further investigations of multi-modal travel patterns (e.g., [5]), simultaneous departure time and route choices (e.g., [6][7][8]), and user heterogeneity (e.g., [9]) in morning commute problems.…”

Section: Literature Reviewmentioning

confidence: 99%

“…Equations ( 5)- (7) show that the parking density affects both total cost of queuing time (TQ) and the cost associated with parking (TP). However, the system-wide travel cost (Equation ( 8)) will not be affected by m. When the parking density m increases, the total cost of queuing time TQ increases and the cost associated with parking TP decreases.…”

Section: Review Of the Bottleneck Model Without Tradable Creditsmentioning

confidence: 99%

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Managing the Morning Commute Problem with Tradable Credit Schemes under a Fully Autonomous Vehicle Environment

Liao

Wang

et al. 2022

Systems

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This study investigates the morning commute problem in a single corridor with a bottleneck under a fully automated vehicle environment. By extending Vickrey’s bottleneck model, we formulate the joint decisions on departure time and parking choices of morning commuters who make trade-offs among travel cost, the cost associated with parking, and the cost of tradable credits. To alleviate traffic congestion and improve social welfare, we propose a time-varying tradable credit scheme and integrate it with the morning commute problem. We explore the travel patterns and the optimal design of tradable credit schemes for the morning commute problem with homogeneous and heterogeneous commuters, respectively. For the homogeneous case, we derive the conditions on the tradable credit scheme to ensure the existence of equilibrium. The system-wide travel cost decreases with parking density after tradable credits are incorporated. Additionally, the efficiency of the tradable credits scheme can be improved by increasing the rate of credit charge rate. For the heterogeneous case, we propose an initial distribution strategy and combine it with the optimal tradable credit in order to guarantee social equity. The commuters with a low value of time (VOT) should be allocated more credits and the commuters with high VOT should be charged more credits. For both cases at system optimum, we find that the equilibrium price of tradable credits increases with parking density and decreases with the total amount of tradable credits.

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Section: Literature Reviewmentioning

confidence: 99%

Section: Review Of the Bottleneck Model Without Tradable Creditsmentioning

confidence: 99%

Managing the Morning Commute Problem with Tradable Credit Schemes under a Fully Autonomous Vehicle Environment

Liao

Wang

et al. 2022

Systems

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“…An early treatment of traffic congestion management based on marginal cost pricing is due to Walters [14], and the single bottleneck system on a commuters' route joining the central business district of the town with the residential areas has been constructed by the pioneering work of Vickrey [15] in which the effects of time-varying tolls have been analyzed [16]. The relative simplicity and applicability of this approach have made it a useful tool for transportation engineers.…”

Section: Introductionmentioning

confidence: 99%

A Paradox of the Average Waiting Time for the Case of a Single Bottleneck on the Commuters’ Route

Özaktaş

Kırkavak

Alpay³

2021

Modelling and Simulation in Engineering

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Average waiting time is considered as one of the basic performance indicators for a bottleneck zone on a route for commuter traffic. It turns out that the average waiting time in a queue remains paradoxically unchanged regardless of how fast the queue dissolves for a single bottleneck problem. In this study, the paradox is verified theoretically for the deterministic case with constant arrival and departure rates. Consistent results with the deterministic case have also been obtained by simulation runs for which vehicle interarrival time is a random variable. Results are tabulated for interarrival times which have uniform, triangular, normal, and exponential distributions along with a statistical verification of the average waiting time paradox.

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“…Researchers have recognized the negative externalities brought by traffic congestion and have shown that congestion pricing (CP) is a way to internalize the congestion external cost and alleviate traffic congestion (1)(2)(3) through influences on users' travel behavior and thus effects on travel cost and time (4)(5)(6)(7)(8)(9)(10)(11). CP increases the direct travel cost for some routes and preserves competitive access to some congested links, which results in the redistribution of traffic across time and space throughout the network.…”

mentioning

confidence: 99%

Traffic and Welfare Impacts of Credit-Based Congestion Pricing Applications: An Austin Case Study

Kockelman

Huang

2020

Transportation Research Record: Journal of the Transportation R

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This study seeks smart credit-based congestion pricing (CBCP) solutions for maximally improving travelers’ welfare by varying toll levels and locations across the Austin, Texas network. Scenarios evaluated include selecting links with maximum delays by variably tolling bridges and by recognizing congestion externalities across all links. Travel demand models deliver inputs for normalized logsum differences to quantify and compare consumer surplus changes across traveler types, around the region. Results suggest limited tolling locations under four broad times of day can do more harm than good, unless travelers shift out of the PM and AM peak periods or revenues are returned to travelers as credits. When using CBCP across all congested links at congested times of day (with 10% of revenues retained to cover system administrative costs), an average net benefit of $1.61 per licensed driver per weekday is estimated, with almost all travelers benefiting. For example, 95% of the traffic analysis zones’ lowest value of travel time (VOTT) group (VOTT1 = $5/hour) are expected to benefit from the CBCP policy. Tolling at twice the difference between marginal social cost and average travel cost (on each subset of congested links) appears to benefit more people, although tolling high on various links adds to congestion elsewhere. For example: tolling Austin’s highest-delay-producing or “top 500” links is estimated to benefit 98.5% of the zones’ highest VOTT (VOTT5 = $45/hour) travelers, while raising vehicle-miles traveled by just 0.8% (as a result of more circuitous, congestion- and toll-avoiding travel).

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Departure Time and Route Choices with Bottleneck Congestion: User Equilibrium under Risk and Ambiguity

Cited by 5 publications

References 37 publications

Managing the Morning Commute Problem with Tradable Credit Schemes under a Fully Autonomous Vehicle Environment

Managing the Morning Commute Problem with Tradable Credit Schemes under a Fully Autonomous Vehicle Environment

A Paradox of the Average Waiting Time for the Case of a Single Bottleneck on the Commuters’ Route

Traffic and Welfare Impacts of Credit-Based Congestion Pricing Applications: An Austin Case Study

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