Towards a dynamic system optimum based on the simulated traffic data in the microscopic traffic simulation. Wang, Y., Wagner, P., & Behrisch, M. In 3rd NEARCTIS workshop, Juni, 2010. ![Towards a dynamic system optimum based on the simulated traffic data in the microscopic traffic simulation [link]](https://bibbase.org/img/filetypes/link.svg "link")
Paper abstract bibtex 6 downloads Microscopic traffic simulation has been applied since decades in order to better describing both drivers? behaviors and interactive effects among network infrastructure, drivers and traffic control applications. Furthermore, it is also used as an evaluation tool for analyzing influences of proposed management strategies and traffic-related telematics technologies on network performances, such as efficiency and safety. Achieving a system optimum in a road network is the main concern of traffic managers at all times, although most road users tend to make the route choice decision which is best suitable for their journeys in practice. The main difference between system optimum and user equilibrium is the marginal total travel costs, i.e. travel times, which are the costs that an additional road user causes to the other road users already in the network during the analysis period. Generally, travel times can be determined, i.e. approximated, by given link travel time functions, which are functions of link flows. The functional forms and respective parameters of the most travel time functions are derived from empirical data. This approach has been extensively applied in the macroscopic traffic modeling and the dynamic traffic assignment modeling. Therefore, respective marginal costs can be obtained by calculating the corresponding derivatives. However, such travel time functions and their derivates are not required and also not applied in a microscopic simulation, since the travel time, travel flows and other parameters are directly measured in a simulation. In this study, how to define and calculate marginal costs with use of the simulated data is investigated.
@inproceedings{dlr65940,
author = {Yun-Pang Wang and Peter Wagner and Michael Behrisch},
booktitle = {3rd NEARCTIS workshop},
title = {Towards a dynamic system optimum based on the simulated traffic data in the microscopic traffic simulation},
year = {2010},
month = {Juni},
abstract = {Microscopic traffic simulation has been applied since decades in order
to better describing both drivers? behaviors and interactive effects
among network infrastructure, drivers and traffic control applications.
Furthermore, it is also used as an evaluation tool for analyzing
influences of proposed management strategies and traffic-related
telematics technologies on network performances, such as efficiency
and safety. Achieving a system optimum in a road network is the main
concern of traffic managers at all times, although most road users
tend to make the route choice decision which is best suitable for
their journeys in practice. The main difference between system optimum
and user equilibrium is the marginal total travel costs, i.e. travel
times, which are the costs that an additional road user causes to
the other road users already in the network during the analysis period.
Generally, travel times can be determined, i.e. approximated, by given
link travel time functions, which are functions of link flows. The
functional forms and respective parameters of the most travel time
functions are derived from empirical data. This approach has been
extensively applied in the macroscopic traffic modeling and the dynamic
traffic assignment modeling. Therefore, respective marginal costs
can be obtained by calculating the corresponding derivatives. However,
such travel time functions and their derivates are not required and
also not applied in a microscopic simulation, since the travel time,
travel flows and other parameters are directly measured in a simulation.
In this study, how to define and calculate marginal costs with use
of the simulated data is investigated.},
groups = {pollution},
keywords = {system optimum, SUMO, microscopic traffic simulation},
owner = {dkrajzew},
timestamp = {2014.01.08},
url = {http://elib.dlr.de/65940/}
}
Downloads: 6
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Furthermore, it is also used as an evaluation tool for analyzing influences of proposed management strategies and traffic-related telematics technologies on network performances, such as efficiency and safety. Achieving a system optimum in a road network is the main concern of traffic managers at all times, although most road users tend to make the route choice decision which is best suitable for their journeys in practice. The main difference between system optimum and user equilibrium is the marginal total travel costs, i.e. travel times, which are the costs that an additional road user causes to the other road users already in the network during the analysis period. Generally, travel times can be determined, i.e. approximated, by given link travel time functions, which are functions of link flows. The functional forms and respective parameters of the most travel time functions are derived from empirical data. This approach has been extensively applied in the macroscopic traffic modeling and the dynamic traffic assignment modeling. Therefore, respective marginal costs can be obtained by calculating the corresponding derivatives. However, such travel time functions and their derivates are not required and also not applied in a microscopic simulation, since the travel time, travel flows and other parameters are directly measured in a simulation. 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Achieving a system optimum in a road network is the main\n\tconcern of traffic managers at all times, although most road users\n\ttend to make the route choice decision which is best suitable for\n\ttheir journeys in practice. The main difference between system optimum\n\tand user equilibrium is the marginal total travel costs, i.e. travel\n\ttimes, which are the costs that an additional road user causes to\n\tthe other road users already in the network during the analysis period.\n\n\tGenerally, travel times can be determined, i.e. approximated, by given\n\tlink travel time functions, which are functions of link flows. The\n\tfunctional forms and respective parameters of the most travel time\n\tfunctions are derived from empirical data. This approach has been\n\textensively applied in the macroscopic traffic modeling and the dynamic\n\ttraffic assignment modeling. Therefore, respective marginal costs\n\tcan be obtained by calculating the corresponding derivatives. 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