Pub Date : 2026-02-01Epub Date: 2025-12-31DOI: 10.1016/j.trb.2025.103385
Jeppe Rich
{"title":"Corrigendum to “Beyond Box-Cox: A diffusion-inspired functional framework for nonlinear demand and discrete choice modeling” [Transportation Research Part B: Methodological, Volume 192 (2026) 103380 pp. 1-24]","authors":"Jeppe Rich","doi":"10.1016/j.trb.2025.103385","DOIUrl":"10.1016/j.trb.2025.103385","url":null,"abstract":"","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103385"},"PeriodicalIF":6.3,"publicationDate":"2026-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145895480","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-02-01Epub Date: 2026-01-03DOI: 10.1016/j.trb.2025.103387
Chaopeng Tan , Dingshan Sun , Hao Liu , Marco Rinaldi , Hans van Lint
Max-pressure (MP) control has emerged as a prominent real-time network traffic signal control strategy due to its simplicity, decentralized structure, and theoretical guarantees of network queue stability. Meanwhile, advances in connected vehicle (CV) technology have sparked extensive research into CV-based traffic signal control. Despite these developments, few studies have investigated MP control in heterogeneously distributed and partially CV environments while ensuring network queue stability. To address these research gaps, we propose a CV-based MP control (CV-MP) method that leverages real-time CV travel time information to compute the pressure, thereby incorporating both the spatial distribution and temporal delays of vehicles, unlike existing approaches that utilized only spatial distribution or temporal delays. In particular, we establish sufficient conditions for road network queue stability that are compatible with most existing MP control methods. Moreover, we pioneered the proof of network queue stability even if the vehicles are only partially connected and heterogeneously distributed, and gave a necessary condition of CV observation for maintaining the stability. Evaluation results on an Amsterdam corridor show that CV-MP significantly reduces vehicle delays compared to both actuated control and conventional MP control across various CV penetration rates. Moreover, in scenarios with dynamic traffic demand, CV-MP achieves lower spillover peaks even with low and heterogeneous CV penetration rates, further highlighting its effectiveness and robustness.
{"title":"CV-MP: Max-pressure control in heterogeneously distributed and partially connected vehicle environments","authors":"Chaopeng Tan , Dingshan Sun , Hao Liu , Marco Rinaldi , Hans van Lint","doi":"10.1016/j.trb.2025.103387","DOIUrl":"10.1016/j.trb.2025.103387","url":null,"abstract":"<div><div>Max-pressure (MP) control has emerged as a prominent real-time network traffic signal control strategy due to its simplicity, decentralized structure, and theoretical guarantees of network queue stability. Meanwhile, advances in connected vehicle (CV) technology have sparked extensive research into CV-based traffic signal control. Despite these developments, few studies have investigated MP control in heterogeneously distributed and partially CV environments while ensuring network queue stability. To address these research gaps, we propose a CV-based MP control (CV-MP) method that leverages real-time CV travel time information to compute the pressure, thereby incorporating both the spatial distribution and temporal delays of vehicles, unlike existing approaches that utilized only spatial distribution or temporal delays. In particular, we establish sufficient conditions for road network queue stability that are compatible with most existing MP control methods. Moreover, we pioneered the proof of network queue stability even if the vehicles are only partially connected and heterogeneously distributed, and gave a necessary condition of CV observation for maintaining the stability. Evaluation results on an Amsterdam corridor show that CV-MP significantly reduces vehicle delays compared to both actuated control and conventional MP control across various CV penetration rates. Moreover, in scenarios with dynamic traffic demand, CV-MP achieves lower spillover peaks even with low and heterogeneous CV penetration rates, further highlighting its effectiveness and robustness.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103387"},"PeriodicalIF":6.3,"publicationDate":"2026-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145883574","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-02-01Epub Date: 2026-01-03DOI: 10.1016/j.trb.2025.103383
Tianxing Dai , Hongyu Zheng , Yu (Marco) Nie
Using a stylized transit design model, this study examines fare-free transit (FFT) through the lens of distributive justice. We pose a direct question: Is FFT just according to John Rawls’s theory of justice? Specifically, is it compatible with the resource allocation that maximizes the utility of the most disadvantaged travelers? We compare this egalitarian principle with a utilitarian one, which asserts that an allocation is optimal when it maximizes the total utility of all travelers. FFT is of course not free. In the absence of farebox revenue, a transit system must either cut services or turn to alternative sources, such as local dedicated taxes and fees levied on drivers. Thus, our model incorporates both finance and operational decisions, and captures the interaction between traffic congestion and travelers’ income level and mode choice. Using a case study built with empirical data in Chicago, we show that the fare is not the first choice under either moral principle. For the egalitarian, the most desirable funding source is the driver fee, whereas taxation is preferred by the utilitarian. It follows that FFT can be both just and utility-maximizing, if one is allowed to raise taxes and charge drivers with impunity. However, as the flexibility in finance diminishes, so does the appeal of FFT. In such cases, the proposed model serves as a decision-support tool for finding sensible compromises that address the varied interests and ideologies at play. For example, it reveals that at the current transit-dedicated sales tax rate of about 1 % in Chicago, the Rawlsian egalitarian can justify FFT only if drivers pay about $1,800/year to fund transit, which amounts to about 18 % of an average U.S. household’s driving cost.
{"title":"Is fare free transit just? quantifying the impact of moral principles on transit design and finance","authors":"Tianxing Dai , Hongyu Zheng , Yu (Marco) Nie","doi":"10.1016/j.trb.2025.103383","DOIUrl":"10.1016/j.trb.2025.103383","url":null,"abstract":"<div><div>Using a stylized transit design model, this study examines fare-free transit (FFT) through the lens of distributive justice. We pose a direct question: Is FFT just according to John Rawls’s theory of justice? Specifically, is it compatible with the resource allocation that maximizes the utility of the most disadvantaged travelers? We compare this egalitarian principle with a utilitarian one, which asserts that an allocation is optimal when it maximizes the total utility of all travelers. FFT is of course not free. In the absence of farebox revenue, a transit system must either cut services or turn to alternative sources, such as local dedicated taxes and fees levied on drivers. Thus, our model incorporates both finance and operational decisions, and captures the interaction between traffic congestion and travelers’ income level and mode choice. Using a case study built with empirical data in Chicago, we show that the fare is not the first choice under either moral principle. For the egalitarian, the most desirable funding source is the driver fee, whereas taxation is preferred by the utilitarian. It follows that FFT can be both just and utility-maximizing, if one is allowed to raise taxes and charge drivers with impunity. However, as the flexibility in finance diminishes, so does the appeal of FFT. In such cases, the proposed model serves as a decision-support tool for finding sensible compromises that address the varied interests and ideologies at play. For example, it reveals that at the current transit-dedicated sales tax rate of about 1 % in Chicago, the Rawlsian egalitarian can justify FFT only if drivers pay about $1,800/year to fund transit, which amounts to about 18 % of an average U.S. household’s driving cost.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103383"},"PeriodicalIF":6.3,"publicationDate":"2026-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145883573","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-02-01Epub Date: 2025-12-03DOI: 10.1016/j.trb.2025.103375
Jie Lin , Fangni Zhang , Yafeng Yin
With a substantial increase in public charging facilities globally, the world has witnessed a significant surge in support for electric vehicles (EVs), making them more accessible and sustainable. However, EV drivers still struggle to find available charging spaces, which are often occupied by non-charging vehicles. While prohibiting parking in charging spaces can mitigate this issue, it can lead to underutilization of charging spaces when charging demand is low but parking demand is high. Existing studies often treat parking and charging management as separate issues, overlooking the fact that most charging spaces are located in parking facilities and jointly operated with parking spaces to serve both parking and charging needs. In this context, coordinated management of parking and charging spaces is essential for improving operational efficiency. This paper proposes an integrated Parking-and-Charging-as-a-Service (PCaaS) reservation system that jointly manages parking and charging demand through admission and allocation controls. Specifically, users submit parking and charging requests in advance, and the system dynamically determines whether to accept each request and, if accepted, allocates a parking or charging space accordingly. We model this sequential decision-making problem as a Markov decision process. Since deriving the optimal policy is computationally intractable, we introduce a bid price control policy to guide request admission and space allocation. Two decomposition methods are developed to compute bid prices efficiently. Using real-world parking facility data, we evaluate the performance of the proposed policies across varying problem scales, levels of dynamism, demand scenarios, and parking facility configurations. The results demonstrate that the proposed policies substantially enhance overall revenue and capacity utilization compared to current practices. The insights gained provide guidance for the planning and operation of public parking facilities.
{"title":"Parking-and-Charging-as-a-Service: Online admission and allocation policies for an integrated parking and charging reservation system","authors":"Jie Lin , Fangni Zhang , Yafeng Yin","doi":"10.1016/j.trb.2025.103375","DOIUrl":"10.1016/j.trb.2025.103375","url":null,"abstract":"<div><div>With a substantial increase in public charging facilities globally, the world has witnessed a significant surge in support for electric vehicles (EVs), making them more accessible and sustainable. However, EV drivers still struggle to find available charging spaces, which are often occupied by non-charging vehicles. While prohibiting parking in charging spaces can mitigate this issue, it can lead to underutilization of charging spaces when charging demand is low but parking demand is high. Existing studies often treat parking and charging management as separate issues, overlooking the fact that most charging spaces are located in parking facilities and jointly operated with parking spaces to serve both parking and charging needs. In this context, coordinated management of parking and charging spaces is essential for improving operational efficiency. This paper proposes an integrated Parking-and-Charging-as-a-Service (PCaaS) reservation system that jointly manages parking and charging demand through admission and allocation controls. Specifically, users submit parking and charging requests in advance, and the system dynamically determines whether to accept each request and, if accepted, allocates a parking or charging space accordingly. We model this sequential decision-making problem as a Markov decision process. Since deriving the optimal policy is computationally intractable, we introduce a bid price control policy to guide request admission and space allocation. Two decomposition methods are developed to compute bid prices efficiently. Using real-world parking facility data, we evaluate the performance of the proposed policies across varying problem scales, levels of dynamism, demand scenarios, and parking facility configurations. The results demonstrate that the proposed policies substantially enhance overall revenue and capacity utilization compared to current practices. The insights gained provide guidance for the planning and operation of public parking facilities.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103375"},"PeriodicalIF":6.3,"publicationDate":"2026-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145657760","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-02-01Epub Date: 2025-12-12DOI: 10.1016/j.trb.2025.103376
Qingyun Tian , Yun Hui Lin , Kaidi Yang , David Z.W. Wang
This paper studies the optimal location and pricing scheme of Park-and-Ride (P&R) services specifically designed for Autonomous Vehicles (AVs). The unique features of self-cruising and autonomous parking allow AV users to drive directly to the transit stations to access transit service while letting AVs self-cruise and park at P&R stations. This will cause AV users to make different choices regarding P&R stations compared to those driving traditional human-driven vehicles (HVs). Consequently, the layout of P&R stations and service charges designed for AVs may deviate significantly from the existing P&R service design for HVs. Standing from the perspective of P&R service operators, we formulate a bilevel model that captures the intricate interplay between service design and travelers’ choices, which aims to maximize the derived profit for operating P&R services by optimizing the location and pricing scheme of P&R stations. To solve the proposed bilevel programming effectively, we present two exact solution approaches, i.e., the mixed-integer linear programming reformulation approach and value-function-based exact solution approach. Numerical experiments are conducted to evaluate the proposed model and solution methods. Based on the results, we find that the P&R service designs for HVs and AVs are considerably different, and the P&R service will be more advantageous in the era of AVs. Through sensitivity analysis, we analyze the impacts of multiple parameters on the model solutions. The results of this study will provide guidance and insights for the deployment of P&R service in the future mobility system with AVs.
{"title":"Locating and pricing park-and-ride service in the era of autonomous vehicles","authors":"Qingyun Tian , Yun Hui Lin , Kaidi Yang , David Z.W. Wang","doi":"10.1016/j.trb.2025.103376","DOIUrl":"10.1016/j.trb.2025.103376","url":null,"abstract":"<div><div>This paper studies the optimal location and pricing scheme of Park-and-Ride (P&R) services specifically designed for Autonomous Vehicles (AVs). The unique features of self-cruising and autonomous parking allow AV users to drive directly to the transit stations to access transit service while letting AVs self-cruise and park at P&R stations. This will cause AV users to make different choices regarding P&R stations compared to those driving traditional human-driven vehicles (HVs). Consequently, the layout of P&R stations and service charges designed for AVs may deviate significantly from the existing P&R service design for HVs. Standing from the perspective of P&R service operators, we formulate a bilevel model that captures the intricate interplay between service design and travelers’ choices, which aims to maximize the derived profit for operating P&R services by optimizing the location and pricing scheme of P&R stations. To solve the proposed bilevel programming effectively, we present two exact solution approaches, i.e., the mixed-integer linear programming reformulation approach and value-function-based exact solution approach. Numerical experiments are conducted to evaluate the proposed model and solution methods. Based on the results, we find that the P&R service designs for HVs and AVs are considerably different, and the P&R service will be more advantageous in the era of AVs. Through sensitivity analysis, we analyze the impacts of multiple parameters on the model solutions. The results of this study will provide guidance and insights for the deployment of P&R service in the future mobility system with AVs.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103376"},"PeriodicalIF":6.3,"publicationDate":"2026-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145732477","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-02-01Epub Date: 2025-11-19DOI: 10.1016/j.trb.2025.103362
Yu Gu , Heqing Tan , Anthony Chen , Sunghoon Jang
Random regret minimization is an alternative decision rule to the overwhelmingly used random utility maximization in travel choice and network equilibrium models. Existing random regret models (RRMs) mainly adopt an additive error structure, which is inadequate to capture travelers’ magnitude-dependent perceptions of travel alternatives and is often difficult to reflect the impact of transportation network scales. This study proposes a novel multiplicative random regret model (MRRM) to address these issues by taking advantage of the multiplicative error structure. Compared with the traditional additive RRMs, the MRRM addresses the scale-invariance issue and enables alternative-specific travel perceptions while retaining the essential properties of RRMs. Specific distributional assumptions are made for the smooth approximation of the regret function and random perception of alternative-level regret, which guarantees the analytical expression of choice probability that facilitates the application in traffic assignment problems. The MRRM is further integrated into the stochastic user equilibrium (SUE) assignment to endogenously model the congestion effect on regret-based route choice behaviors. The MRRM-SUE model is formulated as a variational inequality problem and solved via a path-based algorithm. Numerical experiments are conducted on different networks to illustrate the features of the MRRM-SUE model and verify its applicability in real-world cases.
{"title":"A multiplicative regret-based stochastic user equilibrium model","authors":"Yu Gu , Heqing Tan , Anthony Chen , Sunghoon Jang","doi":"10.1016/j.trb.2025.103362","DOIUrl":"10.1016/j.trb.2025.103362","url":null,"abstract":"<div><div>Random regret minimization is an alternative decision rule to the overwhelmingly used random utility maximization in travel choice and network equilibrium models. Existing random regret models (RRMs) mainly adopt an additive error structure, which is inadequate to capture travelers’ magnitude-dependent perceptions of travel alternatives and is often difficult to reflect the impact of transportation network scales. This study proposes a novel multiplicative random regret model (MRRM) to address these issues by taking advantage of the multiplicative error structure. Compared with the traditional additive RRMs, the MRRM addresses the scale-invariance issue and enables alternative-specific travel perceptions while retaining the essential properties of RRMs. Specific distributional assumptions are made for the smooth approximation of the regret function and random perception of alternative-level regret, which guarantees the analytical expression of choice probability that facilitates the application in traffic assignment problems. The MRRM is further integrated into the stochastic user equilibrium (SUE) assignment to endogenously model the congestion effect on regret-based route choice behaviors. The MRRM-SUE model is formulated as a variational inequality problem and solved via a path-based algorithm. Numerical experiments are conducted on different networks to illustrate the features of the MRRM-SUE model and verify its applicability in real-world cases.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103362"},"PeriodicalIF":6.3,"publicationDate":"2026-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145546763","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-02-01Epub Date: 2025-12-12DOI: 10.1016/j.trb.2025.103371
Dan Zhu , Tingting Xie , Yang Liu , Napat Rujeerapaiboon
<div><div>Intersections often become bottlenecks, leading to delays due to stop-and-go operations for navigating conflicting traffic movements. Connected and autonomous vehicles (CAVs) are expected to alleviate this issue by coordinating their movement to navigate intersections smoothly without traffic signals. However, it may take time for human-driven vehicles (HVs) to be replaced by CAVs. During this transition period, we aim to develop a hybrid intersection design (HID) that strategically integrates signal-free smart intersections with traditional signal-based ones by optimizing the locations of smart intersections and setting appropriate signal timings for conventional intersections. This HID approach may result in distributional welfare effects across different road users, with HV users potentially facing disadvantages because they have no access to smart intersections and their connecting links. To facilitate equitable HIDs, we develop four bi-level programming models that address the inequity issue by incorporating considerations of ethical principles, including utilitarian, sufficient, difference, and maximax principles. For each bi-level program, the transportation planner determines HID decisions, incorporating equity into the objectives and/or constraints as guided by the underlying ethical principle, at the upper level, whereas travelers make their user optimal routing choices with the given equitable HID at the lower level. We formulate the lower-level problem as signal-free smart intersections embedded network equilibrium with mixed traffic and derive its equivalent variational inequality (VI) problem, and prove the existence of VI solutions. Besides, we prove that no traveler will be worse off for HID under the difference principle compared to the signal-based control, and establish the relationship of total travel times for HIDs under four ethical principles. To solve these bi-level programs, we first reformulate them into single-level mathematical programs with equilibrium constraints (MPECs). These MPECs are approximated by the corresponding mixed-integer linear programs (MILPs), which enables existing algorithms for their approximated global optimum. We further generalize a non-uniform breakpoint selection technique with a proven minimal number of breakpoints to significantly reduce the problem size without compromising its computation accuracy. Besides, we develop a domain resizing technique to further reduce the problem size and enhance computational efficiency. Furthermore, since solving MILPs provides a lower bound for the original MPECs, we propose a modified augmented Lagrangian multiplier (MALM) approach to evaluate MILPs’ solution quality, which generates feasible solutions that serve as upper bounds for the MPECs. The consistently small gap ratios (<em>i.e.,</em> 1 %) across all tested cases strongly validate that the developed MILPs are highly effective in finding solutions close to the global optimum for the MPECs.
{"title":"Equitable transportation network design for signal-free smart intersections","authors":"Dan Zhu , Tingting Xie , Yang Liu , Napat Rujeerapaiboon","doi":"10.1016/j.trb.2025.103371","DOIUrl":"10.1016/j.trb.2025.103371","url":null,"abstract":"<div><div>Intersections often become bottlenecks, leading to delays due to stop-and-go operations for navigating conflicting traffic movements. Connected and autonomous vehicles (CAVs) are expected to alleviate this issue by coordinating their movement to navigate intersections smoothly without traffic signals. However, it may take time for human-driven vehicles (HVs) to be replaced by CAVs. During this transition period, we aim to develop a hybrid intersection design (HID) that strategically integrates signal-free smart intersections with traditional signal-based ones by optimizing the locations of smart intersections and setting appropriate signal timings for conventional intersections. This HID approach may result in distributional welfare effects across different road users, with HV users potentially facing disadvantages because they have no access to smart intersections and their connecting links. To facilitate equitable HIDs, we develop four bi-level programming models that address the inequity issue by incorporating considerations of ethical principles, including utilitarian, sufficient, difference, and maximax principles. For each bi-level program, the transportation planner determines HID decisions, incorporating equity into the objectives and/or constraints as guided by the underlying ethical principle, at the upper level, whereas travelers make their user optimal routing choices with the given equitable HID at the lower level. We formulate the lower-level problem as signal-free smart intersections embedded network equilibrium with mixed traffic and derive its equivalent variational inequality (VI) problem, and prove the existence of VI solutions. Besides, we prove that no traveler will be worse off for HID under the difference principle compared to the signal-based control, and establish the relationship of total travel times for HIDs under four ethical principles. To solve these bi-level programs, we first reformulate them into single-level mathematical programs with equilibrium constraints (MPECs). These MPECs are approximated by the corresponding mixed-integer linear programs (MILPs), which enables existing algorithms for their approximated global optimum. We further generalize a non-uniform breakpoint selection technique with a proven minimal number of breakpoints to significantly reduce the problem size without compromising its computation accuracy. Besides, we develop a domain resizing technique to further reduce the problem size and enhance computational efficiency. Furthermore, since solving MILPs provides a lower bound for the original MPECs, we propose a modified augmented Lagrangian multiplier (MALM) approach to evaluate MILPs’ solution quality, which generates feasible solutions that serve as upper bounds for the MPECs. The consistently small gap ratios (<em>i.e.,</em> 1 %) across all tested cases strongly validate that the developed MILPs are highly effective in finding solutions close to the global optimum for the MPECs. ","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103371"},"PeriodicalIF":6.3,"publicationDate":"2026-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145732476","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-02-01Epub Date: 2025-12-24DOI: 10.1016/j.trb.2025.103381
Sifa Çelik , Albert H. Schrotenboer , Layla Martin , Tom Van Woensel
We explore the critical balance between immediate and delayed communication of time windows to customers in next-day business services, e.g., repairs, high-value deliveries, or installments. Faster communication benefits customers but potentially harms routing quality, including on-time delivery and transport costs. This paper addresses the Dynamic Delayed Time Window Assignment Vehicle Routing Problem (DDTWAVRP), a complex decision-making challenge service providers face. We model the DDTWAVRP as a semi-Markov Decision Process (MDP) with a finite time horizon. We propose two online algorithms as a solution methodology to evaluate the value of delay, namely, the rollout and the multiple scenario approach policy. Rollout policy simulates and approximates the value function to create robust solutions, whereas the multiple scenario approach policy searches for the most popular solution amongst sampled scenarios. We compare the performance of the proposed methodologies with other benchmark policies from the literature. Our numerical study shows an 11.82 % decrease in routing durations if we allow delaying a time window assignment. Compared to only assigning time windows once all demand is known, routing costs only increase marginally. We show that the decision to delay a time window assignment depends on the current state and must be tailored to customers.
{"title":"Is waiting worth it? the value of delaying time window assignment in vehicle routing problems","authors":"Sifa Çelik , Albert H. Schrotenboer , Layla Martin , Tom Van Woensel","doi":"10.1016/j.trb.2025.103381","DOIUrl":"10.1016/j.trb.2025.103381","url":null,"abstract":"<div><div>We explore the critical balance between immediate and delayed communication of time windows to customers in next-day business services, e.g., repairs, high-value deliveries, or installments. Faster communication benefits customers but potentially harms routing quality, including on-time delivery and transport costs. This paper addresses the Dynamic Delayed Time Window Assignment Vehicle Routing Problem (DDTWAVRP), a complex decision-making challenge service providers face. We model the DDTWAVRP as a semi-Markov Decision Process (MDP) with a finite time horizon. We propose two online algorithms as a solution methodology to evaluate the value of delay, namely, the rollout and the multiple scenario approach policy. Rollout policy simulates and approximates the value function to create robust solutions, whereas the multiple scenario approach policy searches for the most popular solution amongst sampled scenarios. We compare the performance of the proposed methodologies with other benchmark policies from the literature. Our numerical study shows an 11.82 % decrease in routing durations if we allow delaying a time window assignment. Compared to only assigning time windows once all demand is known, routing costs only increase marginally. We show that the decision to delay a time window assignment depends on the current state and must be tailored to customers.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103381"},"PeriodicalIF":6.3,"publicationDate":"2026-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145823194","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2026-02-01Epub Date: 2025-12-15DOI: 10.1016/j.trb.2025.103361
Tatsuhito Kono, Nozomu Takamura
This paper explores the efficient capacity of the bottleneck and road pricing in a city, subject to the fiscal constraint financing the whole urban road network including the bottleneck. To do this, considering that most cities collect their public fund from property tax, we set three regimes: Regime 1, where congestion pricing is imposed with property tax; Regime 2, where the flat per-kilometer charge is imposed with property tax; Regime 3, where floor area ratio (FAR) regulations and flat per-kilometer charge are imposed with property tax. We derive theoretical properties in each regime. First, in Regime 1, even subject to fiscal constraints, the congestion pricing formula is equal to that of Arnott et al. (1990, 1993), but the optimal capacity should be smaller than that in the presence of a lump-sum tax, reflecting the endogenous marginal cost of public funds. As a result, the congestion pricing revenue exceeds the cost of optimizing the bottleneck capacity. In addition, we show that, only in Regime 3, property tax does not generate deadweight losses owing to the imposition of FAR regulation. Finally, setting the regime of property tax only as the base, our quantitative simulations show that Regime 1 has about 90 % of the welfare increase of the first best, Regime 3 has about 50 % of the increase, and Regime 2 has about 15 % of the increase.
本文研究了在财政约束下包括瓶颈在内的整个城市路网的有效通行能力和道路收费问题。为了做到这一点，考虑到大多数城市从财产税中收取公共资金，我们设定了三种制度：制度一，在征收财产税的同时征收拥堵费；制度2，每公里统一收费与财产税一起征收；制度3，建筑面积比率（FAR）规定和每公里单位收费与财产税一起征收。我们推导出每一种状态的理论性质。首先，在制度1中，即使在财政约束下，拥堵定价公式与Arnott et al.（1990,1993）的公式是相等的，但最优容量应该小于一次性征税时的容量，这反映了公共资金的内生边际成本。因此，拥堵收费的收益超过了优化瓶颈容量的成本。此外，我们还表明，只有在制度3中，财产税才不会因为实施FAR监管而产生无谓损失。最后，仅以财产税制度为基础，我们的定量模拟表明，制度1的福利增幅约为前优的90%，制度3的福利增幅约为50%，制度2的福利增幅约为15%。
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Pub Date : 2026-01-01Epub Date: 2025-11-15DOI: 10.1016/j.trb.2025.103350
Yuming Zhou , Qixiu Cheng , Chi Zhang , Ming Luo , Zhiyuan Liu
Traditional deterministic fundamental diagrams (FDs) often fail to capture the extensive scatter observed in empirical traffic data. Previous stochastic fundamental diagram (SFD) models typically focus only on speed-density (v-k) scatter, neglecting flow-density (q-k) scatter and their interdependence. Since the distribution of traffic density varies across different traffic states, flow distributions are determined by the joint distribution of speed and density, making linear derivation from v-k scatter inadequate. Such limitations can bias capacity estimation and traffic control under extreme conditions. To address this, we introduce a multivariate copula-based approach to extend two-dimensional SFD to three-dimensional SFD, simultaneously modeling the scatter and dependence of speed, density, and flow. Copulas separate marginal distributions from dependence structures, flexibly capturing heterogeneous scatter in empirical FDs. Vine copulas and nested Archimedean copulas are used due to their ability to model multidimensional asymmetry and tail dependence, improving scatter representation accuracy. The proposed framework includes four components: (1) abstraction of stochastic residuals from deterministic v-k and q-k diagrams to form a ternary random variable set; (2) modeling marginal distributions using normal, log-normal, and logistic distributions; (3) modeling dependence structures via nested Archimedean and Vine copulas; and (4) parameter estimation using real-world empirical datasets. Results demonstrate that the framework is applicable to various classical FDs, with the five-parameter logistic v-k model achieving the most accurate v-k reproduction and the S-shaped three-parameter (S3) model performing best for q-k and v-q relationships. The method also shows consistent performance across datasets of different sizes and temporal spans. Compared with existing SFD models, it can better capture v-k variability, particularly under low-density free-flow and high-density congested states. In practice, the proposed method enhances the robustness of traffic control decision-making under extreme conditions by providing probabilistic estimates of key traffic variables, thereby supporting more reliable and resilient traffic management.
{"title":"Stochastic fundamental diagram modeling using asymmetric vine and nested Archimedean copulas","authors":"Yuming Zhou , Qixiu Cheng , Chi Zhang , Ming Luo , Zhiyuan Liu","doi":"10.1016/j.trb.2025.103350","DOIUrl":"10.1016/j.trb.2025.103350","url":null,"abstract":"<div><div>Traditional deterministic fundamental diagrams (FDs) often fail to capture the extensive scatter observed in empirical traffic data. Previous stochastic fundamental diagram (SFD) models typically focus only on speed-density (<em>v-k</em>) scatter, neglecting flow-density (<em>q-k</em>) scatter and their interdependence. Since the distribution of traffic density varies across different traffic states, flow distributions are determined by the joint distribution of speed and density, making linear derivation from <em>v-k</em> scatter inadequate. Such limitations can bias capacity estimation and traffic control under extreme conditions. To address this, we introduce a multivariate copula-based approach to extend two-dimensional SFD to three-dimensional SFD, simultaneously modeling the scatter and dependence of speed, density, and flow. Copulas separate marginal distributions from dependence structures, flexibly capturing heterogeneous scatter in empirical FDs. Vine copulas and nested Archimedean copulas are used due to their ability to model multidimensional asymmetry and tail dependence, improving scatter representation accuracy. The proposed framework includes four components: (1) abstraction of stochastic residuals from deterministic <em>v-k</em> and <em>q-k</em> diagrams to form a ternary random variable set; (2) modeling marginal distributions using normal, log-normal, and logistic distributions; (3) modeling dependence structures via nested Archimedean and Vine copulas; and (4) parameter estimation using real-world empirical datasets. Results demonstrate that the framework is applicable to various classical FDs, with the five-parameter logistic <em>v-k</em> model achieving the most accurate <em>v-k</em> reproduction and the S-shaped three-parameter (S3) model performing best for <em>q-k</em> and <em>v-q</em> relationships. The method also shows consistent performance across datasets of different sizes and temporal spans. Compared with existing SFD models, it can better capture <em>v-k</em> variability, particularly under low-density free-flow and high-density congested states. In practice, the proposed method enhances the robustness of traffic control decision-making under extreme conditions by providing probabilistic estimates of key traffic variables, thereby supporting more reliable and resilient traffic management.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"203 ","pages":"Article 103350"},"PeriodicalIF":6.3,"publicationDate":"2026-01-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145520624","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":1,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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