The morning commute in urban areas with heterogeneous trip lengths

Lamotte, Raphaël; Geroliminis, Nikolas

doi:10.1016/j.trb.2017.08.023

Cited by 80 publications

(37 citation statements)

References 28 publications

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“…It is demonstrated by Geroliminis & Daganzo (2007) that this function can be estimated using the MFD of the network. This feature of MFD is also used by Amirgholy & Gao (2017) and Lamotte & Geroliminis (2018). The second method employs the relationship between trip length, travel time and traffic speed, and will be referred to as the FTL (fixed trip length) model.…”

Section: Hypercongestion and Downstream Capacitymentioning

confidence: 99%

“…In recent years, there have been new developments in the modelling of peak congestion in cities (e.g., Arnott, 2013;Fosgerau & Small, 2013;Fosgerau, 2015;Daganzo & Lehe, 2015;Lamotte & Geroliminis, 2018), arising from empirical observations about congestion in urban areas. An important empirical insight is the observation of a stable relationship between average equilibrium speed and average equilibrium density at the level of an entire urban area (Geroliminis & Daganzo, 2008).…”

Section: Introductionmentioning

confidence: 99%

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Leaving the Tub: The Nature and Dynamics of Hypercongestion in a Bathtub Model with a Restricted Downstream Exit

2020

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Hypercongestion is the situation where a certain traffic flow occurs at a combination of low speed and high density, and a more favorable combination of these could produce the same flow. The macroscopic fundamental diagram (MFD) allows for such hypercongestion, but does not explicitly describe the dynamic process leading up to hypercongestion. Earlier studies of hypercongestion on single links have, however, confirms that such dynamic processes are important to consider. The bathtub model is one class of model that can be used to investigate how hypercongestion can arise in urban areas, when drivers can choose their departure times. This paper investigates equilibrium outcomes and user costs under the realistic assumption that there is finite capacity to exit the bathtub, without which it would be hard to explain why hypercongestion would not dissolve through shockwaves originating from the bathtub exit. We find that when the exit capacity of the bathtub is lower than the equilibrium exit flow from the bathtub, no additional inefficiencies arise due to hypercongestion. However, when the exit capacity is higher than the equilibrium exit flows from the bathtub inefficiencies do occur. The implication of this result is that a restricted downstream capacity regulating hypercongestion may not be necessary because time gains in the bathtub are lost in the queue at the exit.

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Section: Hypercongestion and Downstream Capacitymentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Leaving the Tub: The Nature and Dynamics of Hypercongestion in a Bathtub Model with a Restricted Downstream Exit

2020

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“…The corresponding equilibrium costs can be computed by (16). We adjust the starting point until |N − N ′ | < ϵ, for ϵ small.…”

Section: Stochastic Equilibriummentioning

confidence: 99%

“…In [17] the authors study under which heterogeneity assumptions a bottleneck period still exists. More recent studies consider spatial effects [16], endogenous trip timing effects with respect to group arrival times [10], and the relation between parking facilities and congestion [23]. The Wardrop equilibrium can be computed in closed form for a range of these model variants.…”

Section: Introductionmentioning

confidence: 99%

Modelling user behaviour at a stochastic road traffic bottleneck

Leeuwen

Ven

2017

Proceedings of the 11th EAI International Conference on Performance Evaluation Methodologies and Tools

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Congestion in road traffic has received substantial attention in the research literature. One popular approach to modelling congesting and user response is the seminal bottleneck model introduced by Vickrey [25]. Here traffic is modelled as a fluid, and all travellers are subject to cost for waiting, early departure, and late departure. The travellers' response to the congestion is captured by assuming that they arrive at the bottleneck according to a Wardrop equilibrium, meaning that no traveller can decrease its costs by shifting its arrival time. This model and its extensions have been extensively studied in the research literature, but ignore the fact that road traffic consists of individual travellers with uncertain arrival time and speed. While the fluid approach used in the Vickrey model may be correct when the number of travellers is large, it fails to yield accurate predictions for a small number of travellers.In the present paper we propose a stochastic version of the bottleneck model, that can also handle smaller number of travellers. We discuss the error made by the fluid approximation, and show that the Wardrop equilibrium results in highly varying costs when applied in the more realistic setting with stochasticity. We then discuss an algorithm for numerically computing the equilibrium arrival rate for the stochastic bottleneck model, and propose a closed-form estimation for this equilibrium. This can be used for future studies into the effect of stochasticity in these bottleneck models.

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“…Karuppanagounder and Muneera (2017) used travel time-based indices to evaluate the performance of the urban road links under heterogenous traffic conditions rather than assessing traffic flow on each critical traffic point in the urban road network. Furthermore, in urban road networks where heterogeneous traffic flow is more profound, various studies have stated that the average time to traverse a kilometer is estimated to be around 1.2 minutes translating to low posted speed limit ranging from 30 to 60km/hr (Lamotte and Geroliminis, 2017;Fazio et al, 2014;Wen et al,2014;Deardoff et al, 2011).…”

Section: Introductionmentioning

confidence: 99%

Factors Contributing to Traffic Flow Congestion in Heterogenous Traffic Conditions

2019

IJTTE

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Most of the urban roadways do experience traffic flow congestion at various road sections called critical traffic points, which is partly contributed by the presence of various factors on the roadways. A number of studies have used travel time indices to determine congested links of the road networks. However, the travel time-delay based indices have found less application in the identification and quantification of congestion levels in the road networks. As a result, a limited number of studies have examined the factors contributing to the propagation of congestions at various road sections using the travel time-delay indices. This paper aims to identify factors contributing to propagation of traffic congestions at frequently congested traffic critical points and to estimate their influence on the entire road network using travel time-delay data. Travel time-delay data were collected by using test moving cars. The results indicate that low travel-delay transition index below 0.70 signify the jam and crowded traffic flow condition, while higher values greater than 0.70 indicate free flow phenomena. On the other hand, high congestion index values indicate jam and crowded flow conditions whereas the low values below 0.5 signify free flow conditions. Further, the results showed that low transition index and high congestion index values were associated with roadway design factors such as T-joints, cross joints, bus stops, humps and traffic lights, which are considered to be static bottlenecks which impedes the vehicle flow.

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The morning commute in urban areas with heterogeneous trip lengths

Cited by 80 publications

References 28 publications

Leaving the Tub: The Nature and Dynamics of Hypercongestion in a Bathtub Model with a Restricted Downstream Exit

Leaving the Tub: The Nature and Dynamics of Hypercongestion in a Bathtub Model with a Restricted Downstream Exit

Modelling user behaviour at a stochastic road traffic bottleneck

Factors Contributing to Traffic Flow Congestion in Heterogenous Traffic Conditions

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