On Traffic Equilibrium Models with a Nonlinear Time/Money Relation

Larsson, Torbjörn; Lindberg, Per Olov; Patriksson, Michael; Rydergren, Clas

doi:10.1007/0-306-48220-7_2

Cited by 12 publications

(8 citation statements)

References 6 publications

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“…Here The next question is then how to model such non-additive costs for trip-chain-based paths. There have been several investigations of non-additive path cost models for trip-based models (14)(15)(16)(17). In some cases, the models have been formulated as convex problems (16,17).…”

Section: Trip-chain-based Network Equilibrium Model With Non-additivementioning

confidence: 99%

Difference Between Area-Based and Cordon-Based Congestion Pricing: Investigation by Trip-Chain-Based Network Equilibrium Model with Nonadditive Path Costs

Maruyama¹,

Harata

2006

Transportation Research Record: Journal of the Transportation R

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The modeling of the effects of congestion pricing has become a focus of attention and several researchers have analyzed the cordon-based congestion pricing problem. However, few have attempted to investigate area-based congestion pricing because it is considered difficult to analyze precisely. Cordon-based pricing can be expressed easily in a traffic assignment procedure by adding a charge to the inbound links of a cordon area, but the impedance of area-based pricing cannot be expressed using a link-based formulation. The objectives of this study are to propose a sound network model for evaluating area-based pricing and compare the effects of area-based pricing and cordon-based pricing. First, we point out that an exact treatment of area-based congestion pricing requires consideration of the non-additive tripchain-based path cost. Such consideration appears very complicated, but we formulate a simple trip-chain-based network equilibrium model with non-additive path cost and present a convex minimization problem that is equivalent to the model. This formulation enables us to evaluate the effect of area-based congestion charging more exactly than with the traditional trip-based model, even for a large network. Finally, we apply the model to a real urban area (Okinawa, Japan) and compare area-based pricing with cordon-based pricing. In this example application, the optimal toll level for area-based pricing is found to be higher than that for cordon-based pricing.

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Section: Trip-chain-based Network Equilibrium Model With Non-additivementioning

confidence: 99%

Difference Between Area-Based and Cordon-Based Congestion Pricing: Investigation by Trip-Chain-Based Network Equilibrium Model with Nonadditive Path Costs

Maruyama¹,

Harata

2006

Transportation Research Record: Journal of the Transportation R

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“…There has been research for the Wardropian equilibrium assignment problems with nonlinear travel costs (Gabriel and Bernstein 1997;Larsson et al 2002). It is a challenging topic to extend these methods and combine with the method proposed in this paper for solving the stochastic user equilibrium assignment and optimization problems with nonlinear travel time costs.…”

Section: Resultsmentioning

confidence: 97%

Optimization for Multiclass Residential Location Models with Congestible Transportation Networks

Jin

2015

Transportation Science

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T here has been extensive research on the optimal design of road congestion pricing schemes based on traffic network equilibrium models. Since travel demands are closely related to the locations of workplace and residence, it is of both theoretical and practical importance to extend the optimization approach to treat location choices as well as travel route choices.This paper addresses the problem of optimal location of housing supply and transportation network pricing in an integrated location and transportation model with heterogeneous households that have different values of travel time. In the model, housing exhibits external economies and diseconomies of scale, depending on the population density in residential zones. It is shown that in such a model the marginal cost pricing principle applied to internalize these externalities in general results in local optima of social surplus. Optimization algorithms based on sensitivity analysis are proposed to find combinations of housing supply patterns and road tolls that optimize social surplus under various conditions. A numerical example is given to illustrate the proposed method. The potential policy implications of the optimization approach are examined and compared with that of the marginal cost pricing principle.

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“…Many researchers have suggested more general cost functions than travel time, see, for example, Chen, Oh, Park, and Recker (), Larsson, Lindberg, Patriksson, and Rydergren (). Most often C k ( F ) takes the form of a generalised cost function that incorporates a linear combination of travel time and a monetary component (Dial, ; Leurent, ).…”

Section: User Equilibriummentioning

confidence: 99%

A three‐objective user equilibrium model: Time surplus maximisation under uncertainty

Wang

Ehrgott

2017

Multi Criteria Decision Anal

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In this paper, we propose a user equilibrium model considering the 3 most important factors influencing route choice behaviour in a road network, namely, travel time, travel time reliability, and monetary cost. We further develop the time surplus maximisation bi-objective user equilibrium model and incorporate the concept of travel time budget to model how users might react to uncertainty induced by day-to-day variability in travel time caused by traffic incidents. This results in a three-objective user equilibrium model, which has a possibly infinite set of equilibrium flows. To compute equilibrium flows, we introduce time budget surplus defined as the maximum travel time a user is willing to spend minus the actual time budget required for a desired level of travel time reliability. At equilibrium, for each origin-destination pair, all individuals are travelling on the path with the highest time budget surplus value among all the efficient paths between this origin-destination pair. This becomes a time budget surplus maximisation three-objective user equilibrium model (TBSmaxTUE). We show that the TBSmaxTUE model is a special case of three-objective user equilibrium considering minimisation of expected travel time, travel time variance, and toll (monetary cost) as objectives. We illustrate the model and our results on a small network. KEYWORDS traffic assignment, route choice, equilibrium problem, multiobjective optimisation, travel time reliability 1 J Multi-Crit Decis Anal. 2018;25:3-15.wileyonlinelibrary.com/journal/mcda

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On Traffic Equilibrium Models with a Nonlinear Time/Money Relation

Cited by 12 publications

References 6 publications

Difference Between Area-Based and Cordon-Based Congestion Pricing: Investigation by Trip-Chain-Based Network Equilibrium Model with Nonadditive Path Costs

Difference Between Area-Based and Cordon-Based Congestion Pricing: Investigation by Trip-Chain-Based Network Equilibrium Model with Nonadditive Path Costs

Optimization for Multiclass Residential Location Models with Congestible Transportation Networks

A three‐objective user equilibrium model: Time surplus maximisation under uncertainty

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