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WA2.4
I. I NTRODUCTION
The system optimal dynamic trafc assignment (SO-DTA)
problem determines the time-dependent trafc ow pattern
that minimizes the total system costs. The problem is of great
importance to evaluating the efciency of real-time trafc
management strategies, such as dynamic congestion pricing,
incident management and emergency evacuation plans.
The SO-DTA problem is traditionally formulated and
solved as a mathematical program which minimizes the
sum of travel costs over a feasible set dened mainly by
link-based trafc propagation and demand conservation constraints. (e.g., Merchant & Nemhauser 1978 [1], Carey 1987
[2], Wie 1998 [3], Ziliaskopoulos [4], etc.) . However, to
represent realistic trafc propagation rules, non-convexity in
the feasible set is often inevitable, because explicitly ensuring
the rst-in-rst-out (FIFO) rule for multiple commodities at
the link level and analytically describing trafc dynamics
both require non-linear equality constraints, making the
model difcult to solve.
Path-based SO-DTA models, which encapsulate trafc
propagation into a path cost mapping and hence may bypass
the non-convexity issue associated with link-based SO-DTA
models. However, research along this line is rather limited.
One major reason is that solving path-based SO-DTA models
usually requires gradients of the total system cost, i.e., the
change in the total system cost with respect to the unit change
in the path ow, which we call path marginal cost (PMC)
hereafter. Since the path cost mapping usually does not have
a closed form, the PMC evaluation is not straightforward.
This paper is motivated to make a thorough study on
path-based SO-DTA models, including model formulations
and solution procedures. In particular, we emphasize the
most critical part in the solution procedure, i.e., the PMC
evaluation. We try to clarify existing misconceptions about
the PMC evaluation, identify the associated difculties, and
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b) Indices
rs
OD pair, rs RS
p
route between OD pair rs, p P rs
t
index for departure time, t Td
c) Variables to be determined
rs
ow entering route p P rs at time t
fpt
rs
f
path ow vector,
f = {fpt } with dimension n = N rsRS |P rs |
d) Functions of path ow f
crs
pt (f ) actual path travel time for ow entering
path p P rs at time t, which is a unique
mapping with respect to f
(f
)
generalized cost incurred by travelers enrs
pt
tering path p P rs at time t, which is a
unique mapping with respect to f
qtrs
demand between OD pair rs at time t
e) Parameters given
Qrs
cs (t)
ts
s
s
s
subject to
rs
fpt
= qtrs , rs RS, t Td
tTd
rs
fpt
(5)
0, rs RS, k Krs , t Td
(6)
T C(f )
rs
rs
fpt
= 0, rs RS, p P rs , t Td
(7)
T C(f )
rs 0, rs RS, p P rs , t Td
rs
fpt
rs
fpt
Qrs = 0, rs RS
tTd pP rs
rs
0, rs
fpt
RS, k Krs , t Td
rs rs
fp
p (f )
(11)
In the static case, the PMC is the sum of the link marginal
cost(LMC). In the dynamic case, the PMC evaluation is
much more complicated since path ows are not assigned
to links on the path simultaneously. However, for trafc
dynamics models which do not consider link interactions,
such as the point queue model, the exit ow function,
the link performance function and so on, a decomposition
scheme from path marginal cost to link marginal cost is
still possible. To illustrate this, we further introduce the
following additional notations:
Link variables and functions
ow entering link a at time t
uat
ua
link inow vector, ua = {uat , t Td }
link travel time for ow entering link a at time t
cat
ust
ow arriving at destination s at time t
(4)
pP rs
Td rsRS pRS
rs
fpt
tTd rsRS pP rs
(1)
For dynamic trafc models not considering link interactions, cat is uniquely determined by the inow pattern ua
on link a. Hence, we can treat cat as a function of ua ,
i.e., cat = cat (ua ). Then the total travel cost T C(f ) can
be written as follows:
uat cat (ua ) +
ust cs (t) (12)
T C(f ) =
tTd aA
tTd sS
Substituting (12) into (11) and using the chain rule, the
following relationship can be easily derived:
rs
(f ) =
LM Cak (ua )Indak
P M Cpt
ptrs (f )
aA kTd
(8)
cs (k)Indsk
ptrs (f )
(13)
sS kTd
(9)
(10)
1 Note that the solution based on this method may only be approximate
since the KKT conditions may not be totally sufcient due to the non-closed
form of rs
pt (f ) in the objective function.
1299
LM Cat (ua ) :=
Td
ua ca (ua )
, a A, t Td
uat
(14)
uak
rs
fpt
(15)
According to (13), PMCs for trafc models not considering link interactions can still be regarded as additive as long
as path ow perturbation propagations are correctly captured.
Ghali & Smith (1995) [6] provides a sound analytical
formulation for LMCs based on the link cumulative curves
for the point queue model. It is shown that the link marginal
cost is equal to the time difference between the time when
the vehicle enters the link and the earliest time after that
when the queue on the link vanishes. We utilize this LMC
evaluation method in our discussion.
The problem of evaluating the path ow perturbation
propagation seems to be neglected in most existing pathbased SO-DTA studies. Most researchers (e.g., Ghali &
Smith 1995 [6], Peeta 1994 [7], etc. ) simply assume that
the path ow perturbation travels along the path at the same
speed as that of the additional ow unit. In other words, if
we denote za (t) as the entering time at link a for a vehicle
departing from the origin at time t and following path p,
then
1 if a p and k = za (t)
(16)
Indak
=
ptrs
0 otherwise
Based on this assumption on path ow perturbation propagations, PMCs in the dynamic case are additive according
to link traversal times (we assume that a path p consists of
a series of links a1 , a2 , . . . , am ). Namely,
rs
(f ) =
P M Cpt
m
(17)
i=1
[0, T]
q
c1
t 1f
t 2f
2
link 1
c2
3
link 2
q > c1 >c2
Fig. 1.
(18)
t1e t1 + t2e t2
>
P M Ct1 (f )
(19)
1300
1 unit vehicle
N
c1
c1
c2
1 unit vehicle
t1 t 1 T
t2
Fig. 2.
#
t 1e
t 1f
LMCa1 (t1 )
L MCa2 (t2 )
N
q
c1
c1
1 unit vehicle
Fig. 3.
t 2e
t2 t 2f + t1f t 1e
c2
1 unit vehicle
t1 t 1f T
t2
t 1e
t 1f
t2 t 2f + t1f t 1e
t 2e
In fact, this propagation rule is also applied to two sequential links in a merge. For more general networks involving
diverges, evaluating path ow perturbation propagation is
much complicated since the path ow perturbation will also
affects the inows of links not on the path as well.
In view of the deciency in the existing PMC evaluation
method, i.e., the problematic assumption on the path ow
perturbation propagation, we present a new path marginal
cost evaluation method for networks in mono-centric cities,
i.e., networks without diverges2 .
To evaluate PMCs, we need to keep track of the path ow
perturbation propagation among links. For networks without
a diverge, this is quite easy to achieve based on the dynamic
network loading results. If we denote dai (t) as the actual
time that the perturbation of the path ow departing at time
t reaches link ai , we have the following relationship:
1 if k = dai (t)
ai k
i = 1, . . . , m
(21)
Indptrs =
0 otherwise
Substituting (21) into (13), we get:
rs
P M Cpt
=
m
(22)
i=1
= t
= wai1 [dai1 (t)], i = 2, . . . , m
= wam [dam (t)]
(23)
(24)
(25)
(26)
where is a polyhedron dened by (9) and (10).
Ever since Friesz et al. [8] and Smith [9] proposed the VI
formulation of the predictive user equilibrium dynamic trafc
assignment problem, the solution algorithms to dynamic
equilibrium problems in transportation have been studied
extensively. Since the comparison of the performance of
different algorithms is beyond the scope of this paper, in
this study, we simply adopted the heuristic MSA algorithm
to solve this path marginal cost equilibrium problem.
We describe the complete steps of the MSA algorithm
for solving the path-based SO-DTA problem in networks in
mono-centric cities as follows:
MSA algorithm for solving the path-based SO-DTA model:
Step 0. Select an initial path ow pattern f0 and set k = 0.
Step 1. Load f k into the network.
Step 2. For all rs RS, search for the time-dependent
path [p , t ] with the least marginal cost, i.e., [p , t ] =
rs
(f ).
argminpP rs ,tTd P M Cpt
Step 3. Obtain the auxiliary path ow pattern g(f k ) by
assigning all the demands Qrs , rs RS onto [p , t ];
Step 4. Set = 1/k and update the solution by setting
f k+1 = (1 )f k + g(f k );
Step 5. Check if ||f k+1 f k ||/||f k || < (a predetermined
parameter). If yes, stop; otherwise, set k = k + 1 and return
to step 1.
B. Algorithm for time-dependent least marginal cost path
searching
The only unresolved part of the above heuristic MSA
algorithm is to search for the time-dependent least marginal
cost path. Our time-dependent least marginal cost path
searching algorithm is designed based on the DOT algorithm
by Chabini (1998) [10] for time-dependent minimal cost path
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TABLE I
N ETWORK CHARACTERISTICS IN ALL THE SCENARIOS
tf : MIN , s: VEH / HR
Scenario I
route 1
route 2
no bottleneck,
bottleneck I:
tf = 60
tf = 12,
s = 1500
Scenario II
route 1
route 2
no bottleneck,
bottleneck I:
bottleneck II:
tf = 60
tf = 6,
tf = 12,
s = 2000;
s = 1500
route 1
route 2
no bottleneck,
bottleneck I:
bottleneck II:
bottleneck III:
tf
tf
tf
tf
= 60
= 4.8,
= 8.4,
= 12,
s = 2000;
s = 1800;
s = 1500
Scenario III
Departure rate(veh/interval)
14
12
10
8
scenario I
scenario II
scenario III
analytical solution
4
2
scenario II
scenario I
Analytical solution
0
0
20
40
60
80
Assignment interval (30s)
100
120
(a) Route 1
30
Analytical solution
25
scenario III
20
scenario II
15
scenario I
scenario II
scenario III
analytical solution
10
5
0
0
20
scenario I
40
60
80
Assignment interval (30s)
100
120
(b) Route 2
V. N UMERICAL RESULTS
Fig. 4.
scenario III
A. Numerical example I
To demonstrate how the prediction of path ow perturbation propagations affects the accuracy of the nal system
optimum solution, an example network with two routes in
parallel is constructed. To simplify the discussion, we only
focus on the system optimal route choice, and the timedependent departure rates are assumed to be given. The
free ow travel times of route 1 and route 2 are 60min
and 12min respectively. Vehicles depart from the origin at
a constant departure rate q = 3000veh/hr for one hour.
Route 1 does not have any bottlenecks. Three scenarios
which differ from each other in the number of bottlenecks
on route 2 are designed. The capacity characteristics of three
scenarios are summarized in Table I. We expect that the more
bottlenecks on a route, the more errors might be incurred by
the inaccurate prediction of path ow propagations.
We now apply both the PPT and LTT methods and combine
them with the heuristic MSA algorithm to solve the SO-DTA
problem. The numerical solutions of route choice patterns
based on these two methods, in comparison to the analytical
solution, are depicts in Fig. 4 and Fig. 5.
In scenario I, the numerical solutions based on both the
PPT and LTT methods are identical and very close to the
analytical solution. This is not a surprise because when there
is only 1 bottleneck on route 2, the PMCs are actually
LMCs and no path ow perturbation propagation indices are
required to obtain PMCs. In scenario II and III, the PPT
method can still achieve very good accuracy compared to the
analytical solution, while the numerical solutions based on
the LTT method show distinct deviations from the analytical
solution.
1302
14
12
scenario III
10
8
6
scenario II
Analytical solution
scenario I
scenario II
scenario III
analytical solution
4
2
VI. C ONCLUSIONS
scenario I
0
0
20
40
60
80
Assignment interval (30s)
100
120
(a) Route 1
30
25
Analytical solution
scenario I
20
scenario II
15
scenario I
scenario II
scenario III
analytical solution
10
5
0
0
20
scenario III
40
60
80
Assignment interval (30s)
100
120
(b) Route 2
Fig. 5.
40
PPT
LTT
Analytical solution
35
30
ACKNOWLEDGEMENTS
25
This research is supported in part by a grant from the National Science Foundation under the number CMS#9984239.
The views are those of the authors alone.
20
15
10
5
R EFERENCES
0
0
20
40
60
Fig. 6.
B. Numerical example II
The second numerical example is designed to test whether
the heuristic MSA method based on the PPT PMC evaluation
method can generate an accurate system optimal departure
time choice pattern. The testing network contains only 1 link
and we aim at deriving the system optimal departure time
choice pattern. The link free ow travel time is tf = 10min,
and there is a bottleneck with capacity s = 1800veh/hr at the
downstream end of the link. The total demand is 1500veh.
The desired arrival time is t = 7 : 00am. The schedule delay
parameters are = 0, = 1, = 0.8, = 1.2. It is easy to
derive the analytical SO solution for this problem as follows:
Earliest departure time ts
Latest departure time te
Departure rate a(t) during [ts , te ]
= 6 : 20am
= 7 : 10am
= s = 1800veh/hr
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