Pub 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":"2025-12-31","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 : 2025-12-26DOI: 10.1016/j.trb.2025.103384
Liang Lu , Fangfang Zheng , Xiaobo Liu , Henry X. Liu , Yufei Yuan
This paper proposes a multilane traffic flow model based on the notions of conservation laws in Lagrangian coordinates. Both continuous formulation and discretization of the model are derived explicitly considering lane-changing characteristics. For model discretization, a lane-changing number estimation model is developed to calculate the net lane-changing number for each vehicle group considering the relative position between vehicle groups in the current and adjacent lanes. With model discretization, the spacing of vehicle groups for each lane can be dynamically calculated. In addition, the boundary conditions for both the continuous Lagrangian model and its discretization are also derived. A numerical implementation of the model in the case of a three-lane highway section with a lane-drop is discussed, and results indicate that the proposed Lagrangian model can well simulate traffic dynamics, including the generation and propagation of congestion, and the perturbation caused by lane-changing behaviors. The lane-changing characteristics in terms of a cumulative net number of lane-changing vehicles for each lane, and the spacing dynamics of vehicle groups can be estimated as well. We further validate the proposed model using real-world data observed from a two-lane freeway section in Japan. The results show that the proposed multilane Lagrangian model can well capture traffic dynamic properties and could provide a relatively accurate estimation in terms of lane volume dynamics, vehicle spacing dynamics, and the cumulative net number of lane-changing vehicles. Comparisons with the Eulerian multilane model indicate that the Lagrangian model offers superior performance in predicting vehicle counts and spacing, especially under congested conditions. This improved performance can be attributed to the Lagrangian model’s capability to track individual vehicle groups, resulting in a more precise representation of traffic dynamics.
{"title":"Modeling multilane traffic flow in Lagrangian coordinates: Formulation and implementation","authors":"Liang Lu , Fangfang Zheng , Xiaobo Liu , Henry X. Liu , Yufei Yuan","doi":"10.1016/j.trb.2025.103384","DOIUrl":"10.1016/j.trb.2025.103384","url":null,"abstract":"<div><div>This paper proposes a multilane traffic flow model based on the notions of conservation laws in Lagrangian coordinates. Both continuous formulation and discretization of the model are derived explicitly considering lane-changing characteristics. For model discretization, a lane-changing number estimation model is developed to calculate the net lane-changing number for each vehicle group considering the relative position between vehicle groups in the current and adjacent lanes. With model discretization, the spacing of vehicle groups for each lane can be dynamically calculated. In addition, the boundary conditions for both the continuous Lagrangian model and its discretization are also derived. A numerical implementation of the model in the case of a three-lane highway section with a lane-drop is discussed, and results indicate that the proposed Lagrangian model can well simulate traffic dynamics, including the generation and propagation of congestion, and the perturbation caused by lane-changing behaviors. The lane-changing characteristics in terms of a cumulative net number of lane-changing vehicles for each lane, and the spacing dynamics of vehicle groups can be estimated as well. We further validate the proposed model using real-world data observed from a two-lane freeway section in Japan. The results show that the proposed multilane Lagrangian model can well capture traffic dynamic properties and could provide a relatively accurate estimation in terms of lane volume dynamics, vehicle spacing dynamics, and the cumulative net number of lane-changing vehicles. Comparisons with the Eulerian multilane model indicate that the Lagrangian model offers superior performance in predicting vehicle counts and spacing, especially under congested conditions. This improved performance can be attributed to the Lagrangian model’s capability to track individual vehicle groups, resulting in a more precise representation of traffic dynamics.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103384"},"PeriodicalIF":6.3,"publicationDate":"2025-12-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145845510","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 : 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":"2025-12-24","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 : 2025-12-23DOI: 10.1016/j.trb.2025.103382
Zhiyuan Liang , Vincent A.C. van den Berg , Erik T. Verhoef , Yacan Wang
This paper studies nudging information and how it can alter commuter behaviour through awareness of the health and environmental impacts of their choices. We investigate how effective and beneficial nudging can be, depending on, amongst other things, how people respond to the nudging. We develop a bi-modal road and metro network model that includes bottleneck road congestion and crowding in the metro. We include health costs and environmental externalities. When commuters are homogeneous, nudging generates positive welfare effects, except under extremely high crowding effects. Moreover, nudging can consistently complement flat road tolls. By adding variations in environmental preferences, car types, and income, the study further highlights that the effectiveness of such strategies depends on heterogeneity in behavioural responses and preferences. Nudging is more likely to lower welfare when causing welfare-reducing swaps in drivers’ departure patterns; and, in such cases, it does not complement flat tolling. Our results reveal that although nudging may be analytically similar to pricing, it operates through non-monetary behavioural incentives and thus has distinctly different, and sometimes adverse, welfare outcomes.
{"title":"Using nudging information to manage congestion and emissions in a road and metro network","authors":"Zhiyuan Liang , Vincent A.C. van den Berg , Erik T. Verhoef , Yacan Wang","doi":"10.1016/j.trb.2025.103382","DOIUrl":"10.1016/j.trb.2025.103382","url":null,"abstract":"<div><div>This paper studies nudging information and how it can alter commuter behaviour through awareness of the health and environmental impacts of their choices. We investigate how effective and beneficial nudging can be, depending on, amongst other things, how people respond to the nudging. We develop a bi-modal road and metro network model that includes bottleneck road congestion and crowding in the metro. We include health costs and environmental externalities. When commuters are homogeneous, nudging generates positive welfare effects, except under extremely high crowding effects. Moreover, nudging can consistently complement flat road tolls. By adding variations in environmental preferences, car types, and income, the study further highlights that the effectiveness of such strategies depends on heterogeneity in behavioural responses and preferences. Nudging is more likely to lower welfare when causing welfare-reducing swaps in drivers’ departure patterns; and, in such cases, it does not complement flat tolling. Our results reveal that although nudging may be analytically similar to pricing, it operates through non-monetary behavioural incentives and thus has distinctly different, and sometimes adverse, welfare outcomes.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103382"},"PeriodicalIF":6.3,"publicationDate":"2025-12-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145823201","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 : 2025-12-19DOI: 10.1016/j.trb.2025.103380
Jeppe Rich
This paper presents a new diffusion-inspired functional framework for modeling nonlinear demand and discrete choice, with applications in transportation and related fields. The framework goes beyond traditional transformations by combining a diffusion-like core function with upper and lower bound functions, linked through a transfer function. Key properties such as monotonicity and concavity or convexity are guaranteed by simple, verifiable conditions on the component functions. A key advantage of this approach is that it breaks the nonlinear structure into separate parts, making it easier to integrate socio-economic variables. This enables the model to capture non-linear shifts, damping, and scaling effects across different socio-economic groups. The framework is low-parametric, bounded, continuous, and modular, which makes it easy to estimate using standard software. Its flexibility and strengths are illustrated in two case studies: (i) a discrete choice model of transport mode selection, and (ii) a nonlinear logistic regression model of vehicle ownership. In both cases, the framework enhances model fit, facilitates better control over tail behavior, demonstrates how heterogeneity can be effectively integrated, and yields more precise and behaviorally plausible elasticity estimates. Controlled simulations further demonstrate the framework’s robustness across a broad range of nonlinear processes. Adjusting the individual sub-components leads to distinct functional behaviors, preventing convergence toward a single common shape. This diversity indicates that the framework avoids ”copy-cat” behavior or functional collapse. As a result, its flexible, bounded structure can be tailored or relaxed depending on the application, offering virtually limitless possibilities for adapting functions to address different problems.
{"title":"Beyond Box-Cox: A diffusion-inspired functional framework for nonlinear demand and discrete choice modeling","authors":"Jeppe Rich","doi":"10.1016/j.trb.2025.103380","DOIUrl":"10.1016/j.trb.2025.103380","url":null,"abstract":"<div><div>This paper presents a new diffusion-inspired functional framework for modeling nonlinear demand and discrete choice, with applications in transportation and related fields. The framework goes beyond traditional transformations by combining a diffusion-like core function with upper and lower bound functions, linked through a transfer function. Key properties such as monotonicity and concavity or convexity are guaranteed by simple, verifiable conditions on the component functions. A key advantage of this approach is that it breaks the nonlinear structure into separate parts, making it easier to integrate socio-economic variables. This enables the model to capture non-linear shifts, damping, and scaling effects across different socio-economic groups. The framework is low-parametric, bounded, continuous, and modular, which makes it easy to estimate using standard software. Its flexibility and strengths are illustrated in two case studies: (i) a discrete choice model of transport mode selection, and (ii) a nonlinear logistic regression model of vehicle ownership. In both cases, the framework enhances model fit, facilitates better control over tail behavior, demonstrates how heterogeneity can be effectively integrated, and yields more precise and behaviorally plausible elasticity estimates. Controlled simulations further demonstrate the framework’s robustness across a broad range of nonlinear processes. Adjusting the individual sub-components leads to distinct functional behaviors, preventing convergence toward a single common shape. This diversity indicates that the framework avoids ”copy-cat” behavior or functional collapse. As a result, its flexible, bounded structure can be tailored or relaxed depending on the application, offering virtually limitless possibilities for adapting functions to address different problems.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103380"},"PeriodicalIF":6.3,"publicationDate":"2025-12-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145786101","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 : 2025-12-19DOI: 10.1016/j.trb.2025.103379
Housheng Zhou , Hongyang Wang , Hai Wang , Jianguo Qi , Lixing Yang
This study focuses on a novel integrated optimization problem that involves train timetables and rolling stock circulation plans in urban metro networks that features shared rolling stock depots for multiple interconnected metro lines. An integer programming model is developed to determine train dispatch times, the allocation of rolling stock resources at depots, rolling stock connection, and passenger assignment. The model considers objectives that encompass both passenger service levels and operational costs. To address the computational complexity of large-scale problems, two exact solution approaches are developed. (1) A Benders decomposition algorithm decomposes the proposed model into a rolling stock scheduling problem and a set of independent passenger assignment subproblems. Upon analyzing the theoretical properties of the integer subproblems, these subproblems are replaced by their linear relaxation problems to enhance computational efficiency. (2) An improved Benders decomposition algorithm, which incorporates novel optimality cuts, is designed to accelerate the solution process. Numerical experiments using real-world data from the Xi’an Metro validate the effectiveness of the proposed approaches. Computational results demonstrate that the improved Benders decomposition algorithm consistently yields a high-quality solution for the whole-day case and outperforms the traditional Benders decomposition method and CPLEX solver. Compared with independent depots for each metro line, the shared depot strategy yields a noteworthy 6.8 % reduction in the number of carriages that put into operation. This reduction highlights key improvements in resource utilization, and overall operational effectiveness.
{"title":"Seamless urban metro networks: A shared depot perspective on rolling stock scheduling","authors":"Housheng Zhou , Hongyang Wang , Hai Wang , Jianguo Qi , Lixing Yang","doi":"10.1016/j.trb.2025.103379","DOIUrl":"10.1016/j.trb.2025.103379","url":null,"abstract":"<div><div>This study focuses on a novel integrated optimization problem that involves train timetables and rolling stock circulation plans in urban metro networks that features shared rolling stock depots for multiple interconnected metro lines. An integer programming model is developed to determine train dispatch times, the allocation of rolling stock resources at depots, rolling stock connection, and passenger assignment. The model considers objectives that encompass both passenger service levels and operational costs. To address the computational complexity of large-scale problems, two exact solution approaches are developed. (1) A Benders decomposition algorithm decomposes the proposed model into a rolling stock scheduling problem and a set of independent passenger assignment subproblems. Upon analyzing the theoretical properties of the integer subproblems, these subproblems are replaced by their linear relaxation problems to enhance computational efficiency. (2) An improved Benders decomposition algorithm, which incorporates novel optimality cuts, is designed to accelerate the solution process. Numerical experiments using real-world data from the Xi’an Metro validate the effectiveness of the proposed approaches. Computational results demonstrate that the improved Benders decomposition algorithm consistently yields a high-quality solution for the whole-day case and outperforms the traditional Benders decomposition method and CPLEX solver. Compared with independent depots for each metro line, the shared depot strategy yields a noteworthy 6.8 % reduction in the number of carriages that put into operation. This reduction highlights key improvements in resource utilization, and overall operational effectiveness.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103379"},"PeriodicalIF":6.3,"publicationDate":"2025-12-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145785142","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 : 2025-12-17DOI: 10.1016/j.trb.2025.103378
Wenbo Sun , Lingxiao Wu , Fangni Zhang
Truck-and-drone collaborations have shown great potential in reducing operational costs by fully utilizing the advantages of both trucks and drones. This study considers a Vehicle Routing Problem with Drones (VRPD) for delivery and surveillance tasks after disasters with travel time uncertainties. The trucks and drones can collaborate flexibly to complete all rescue tasks. Specifically, trucks can travel to other nodes after dispatching drones at a node. Each drone can perform multiple types of tasks at various nodes and return to a truck different from the one it originally took off from. In disaster response, trucks and drones often face uncertainty in travel times. To tackle this challenge, this paper develops a robust route optimization method for the proposed truck-and-drone collaborative system. We first formulate the problem as a min-max-min Mixed Integer Linear Programming (MILP) model. Then, we develop a Branch-and-Bound (BnB) algorithm integrated with the Benders Decomposition (BD) method and the Column-and-Constraint Generation (CCG) method. The BnB algorithm can get a better solution with a much smaller optimality gap, compared with the commercial solver Gurobi. Finally, we conduct extensive numerical studies to evaluate the proposed algorithm and test the benefits of robust routing. Numerical results show that the robust route can reduce the average cost by about 5 %, in contrast to the route without considering uncertainties. Sensitivity analysis is also carried out to compare different parameters in the uncertainty set and the truck-and-drone system.
{"title":"Robust optimization for truck-and-drone collaboration with travel time uncertainties","authors":"Wenbo Sun , Lingxiao Wu , Fangni Zhang","doi":"10.1016/j.trb.2025.103378","DOIUrl":"10.1016/j.trb.2025.103378","url":null,"abstract":"<div><div>Truck-and-drone collaborations have shown great potential in reducing operational costs by fully utilizing the advantages of both trucks and drones. This study considers a Vehicle Routing Problem with Drones (VRPD) for delivery and surveillance tasks after disasters with travel time uncertainties. The trucks and drones can collaborate flexibly to complete all rescue tasks. Specifically, trucks can travel to other nodes after dispatching drones at a node. Each drone can perform multiple types of tasks at various nodes and return to a truck different from the one it originally took off from. In disaster response, trucks and drones often face uncertainty in travel times. To tackle this challenge, this paper develops a robust route optimization method for the proposed truck-and-drone collaborative system. We first formulate the problem as a min-max-min Mixed Integer Linear Programming (MILP) model. Then, we develop a Branch-and-Bound (BnB) algorithm integrated with the Benders Decomposition (BD) method and the Column-and-Constraint Generation (CCG) method. The BnB algorithm can get a better solution with a much smaller optimality gap, compared with the commercial solver Gurobi. Finally, we conduct extensive numerical studies to evaluate the proposed algorithm and test the benefits of robust routing. Numerical results show that the robust route can reduce the average cost by about 5 %, in contrast to the route without considering uncertainties. Sensitivity analysis is also carried out to compare different parameters in the uncertainty set and the truck-and-drone system.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103378"},"PeriodicalIF":6.3,"publicationDate":"2025-12-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145786103","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 : 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%。
{"title":"Road price and capacity policies subject to a fiscal constraint in a city","authors":"Tatsuhito Kono, Nozomu Takamura","doi":"10.1016/j.trb.2025.103361","DOIUrl":"10.1016/j.trb.2025.103361","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":54418,"journal":{"name":"Transportation Research Part B-Methodological","volume":"204 ","pages":"Article 103361"},"PeriodicalIF":6.3,"publicationDate":"2025-12-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145759784","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 : 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":"2025-12-12","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 : 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.
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