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0 vues27 pagesThis paper investigates a traffic volume control scheme for a dynamic traffic network
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This paper investigates a traffic volume control scheme for a dynamic traffic network
model which aims to ensure that traffic volumes on specified links do not exceed preferred
levels.

© All Rights Reserved

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This paper investigates a traffic volume control scheme for a dynamic traffic network
model which aims to ensure that traffic volumes on specified links do not exceed preferred
levels.

© All Rights Reserved

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journal homepage: www.elsevier.com/locate/trb

Theoretical development and numerical solution algorithm

R.X. Zhong a, A. Sumalee a,, T.L. Friesz b, William H.K. Lam a

a

Department of Civil and Structural Engineering, The Hong Kong Polytechnic University, Hong Kong SAR, China

b

Department of Industrial and Manufacturing Engineering, Pennsylvania State University, USA

a r t i c l e i n f o a b s t r a c t

Article history: This paper investigates a trafc volume control scheme for a dynamic trafc network

Received 27 March 2009 model which aims to ensure that trafc volumes on specied links do not exceed preferred

Received in revised form 29 April 2011 levels. The problem is formulated as a dynamic user equilibrium problem with side con-

Accepted 6 May 2011

straints (DUE-SC) in which the side constraints represent the restrictions on the trafc vol-

umes. Travelers choose their departure times and routes to minimize their generalized

travel costs, which include early/late arrival penalties. An innite-dimensional variational

Keywords:

inequality (VI) is formulated to model the DUE-SC. Based on this VI formulation, we estab-

Dynamic user equilibrium (DUE)

Trafc volume control

lish an existence result for the DUE-SC by showing that the VI admits at least one solution.

Trafc management and control To analyze the necessary condition for the DUE-SC, we restate the VI as an equivalent opti-

Trafc assignment with side constraint mal control problem. The Lagrange multipliers associated with the side constraints as

Pontryagin minimum principle derived from the optimality condition of the DUE-SC provide the trafc volume control

Lagrange multiplier scheme. The control scheme can be interpreted as additional travel delays (either tolls or

access delays) imposed upon drivers for using the controlled links. This additional delay

term derived from the Lagrange multiplier is compared with its counterpart in a static user

equilibrium assignment model. If the side constraint is chosen as the storage capacity of a

link, the additional delay can be viewed as the effort needed to prevent the link from spill-

back. Under this circumstance, it is found that the ow is incompressible when the link

trafc volume is equal to its storage capacity. An algorithm based on Eulers discretization

scheme and nonlinear programming is proposed to solve the DUE-SC. Numerical examples

are presented to illustrate the mechanism of the proposed trafc volume control scheme.

2011 Elsevier Ltd. All rights reserved.

1. Introduction

Various forms of trafc control scheme have been introduced to maintain or control the level of service of a trafc net-

work, such as trafc signals, ramp metering, and trafc volume (or queue) control. These schemes mainly mitigate conges-

tion or maximize capacity. However, there is a need in some cases to ensure the safety or desired environmental condition of

an urban area or road section that may require a restriction on trafc volume. This paper focuses on that type of trafc vol-

ume control problem, wherein one aims to derive an appropriate control scheme from a dynamic trafc network model.

Similar studies have been conducted in the context of side constrained static trafc assignment problem (SC-TAP) or capac-

itated static trafc assignment problem (Larsson and Patriksson, 1995, 1999; Larsson et al., 2004; Yang and Huang, 2005).

Typically, the side constraints impose restrictions on trafc volumes or maximum delays of certain links. There are two types

of side constraint in trafc assignment models: prescriptive (hard) and descriptive (soft) side constraints. Prescriptive side

Corresponding author. Tel.: +852 3400 3963; fax: +852 2334 6389.

E-mail addresses: cezhong@gmail.com (R.X. Zhong), ceasumal@polyu.edu.hk (A. Sumalee), tfriesz@psu.edu (T.L. Friesz), cehklam@polyu.edu.hk

(W.H.K. Lam).

0191-2615/$ - see front matter 2011 Elsevier Ltd. All rights reserved.

doi:10.1016/j.trb.2011.05.004

1036 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

constraints typically arise from trafc management and control policies (e.g. link capacity constraint, trafc signal, access con-

trol, and trafc volume control, etc.). With this type of constraint, the SC-TAP can be used to model and evaluate necessary

optimal control parameters (implemented as access delay times or tolls). The validity of such controls depends on the

assumption that their effects are transferable to travelers perceptions as additional disutilities of travel. Descriptive side con-

straints, in contrast, can be introduced to better represent the physical restriction of highways or junctions (e.g. joint capac-

ities of roundabouts), which may not be fully represented by the standard ow-delay relationship (e.g. the BPR function). In

this paper, we concentrate on the prescriptive side constraints for the purposes of access control and trafc volume control.

Under the SC-TAP, Larsson and Patriksson (1995, 1999) show that the Lagrange multiplier as derived from the optimality

condition of the SC-TAP can be used as the control parameter (equivalent delay or adjusted travel cost function) on that link.

However, the basic assumption of the static model is that the trafc system operates at its steady state with constant

demand and link trafc volume. This may not be suitable or plausible for the analysis of urban trafc management, which

involves temporal ow and congestion. We thus aim to extend the SC-TAP to the dynamic case and derive the dynamic con-

trol parameter similar to the Lagrange multiplier of the SC-TAP, which can be adopted in the dynamic trafc volume control

scheme.

The dynamic user equilibrium (DUE) condition is a type of route/departure time choice principle for dynamic trafc assign-

ment (DTA) problems. Under the DUE, each traveler chooses a route and/or departure time to minimize his generalized travel

time/cost (including early/late arrival penalties) (Carey, 2008). Several approaches have been proposed to formulate and solve

the DTA problem, e.g. Friesz et al. (1993, 2001, 2008, 2011), Huang and Lam (2002), Wie et al. (2002), Lindsey (2004), Friesz and

Mookherjee (2006), Carey (2008), Chow (2009), and Friesz (2010). The dynamical framework allows a representation of tem-

poral travel demand and trafc condition in which a time-varying trafc control scheme can also be derived from the model.

The need for the dynamic trafc volume control scheme can be found in several practical cases. For example, in Hong

Kong there are several cross harbor tunnels, with the central tunnel the most congested due to its lower toll level. It is thus

necessary to control the number of vehicles inside the tunnel to maintain sufcient reserve capacity/space for handling any

possible incident (e.g. car accident or disruption due to disaster). We provide a sound theoretical analysis of the optimal de-

sign of dynamic trafc volume control scheme by exposing the DUE-SC condition and the additional travel cost induced by

side constraints. The introduction of the DUE-SC also provides a potential approach to determining the DUE condition under

a pre-specied level of service (LOS) for a trafc network (Yang et al., 2000).

In this paper, the DUE-SC is formulated as an innite-dimensional variational inequality following Friesz et al. (1993);

Friesz (2010). We adopt the whole-link linear travel time model as proposed by Friesz et al. (1993) that guarantees the

rst-in-rst-out (FIFO) discipline of dynamic ow when appropriate arc exit/entrance ow rates are positive. The existence

of equilibrium to the DUE/DUE-SC is veried by showing the VIP admits at least one solution. The Pontryagin minimum prin-

ciple is then applied to analyze the necessary condition of the DUE-SC for a general trafc network by restating the VI as an

equivalent optimal control problem. We then interpret the physical meaning of the Lagrange multipliers, as in the static case.

Based on the VI formulation, a xed point algorithm is developed for the DUE-SC. An algorithm based on Eulers discretiza-

tion scheme and nonlinear programming is then proposed to solve the DUE-SC. Numerical tests are conducted to illustrate

the applicability and mechanism of the proposed trafc volume control scheme.

The remainder of this paper is organized as follows. In Section 2, the SC-TAP is briey reviewed. The DUE-SC is formulated

and analyzed in Section 3. The solution algorithm for solving the DUE-SC problem is proposed in Section 4. Numerical exam-

ples are then provided to demonstrate the proposed method in Section 5. Conclusions and directions for future work are

highlighted in Section 6. Companion materials are given in the Appendix.

Before addressing the DUE-SC, it is necessary to review the formulation and properties of the SC-TAP. An urban road

transportation system can be described as a strongly connected directed network G(N, A) where N and A denote the sets

of nodes and links, respectively. We assume that the network has n links in total. Let Ca be the capacity of link a 2 A. Let

W be the set of OD pairs and Qw be the number of trips made between OD pair w 2 W. A path is dened as a connected se-

quence of links, Pw denotes the set of all non-cyclic paths connecting OD pair w 2 W and P denotes the set of all non-cyclic

paths. fp denotes the ow on path p 2 P and ta represents the trafc volume on link a 2 A. We presume that the SC-TAP has at

least one feasible solution, which means that link capacities are sufciently large to allow all travel demands to traverse the

network for at least one assignment. The SC-TAP (Larsson and Patriksson, 1995) is formulated as

XZ ta

min Zt t a xdx; 1

a2A 0

X

s:t: fp Q w ; w 2 W; 2

p2P w

X

fp dpa ta ; a 2 A; 3

p2P

ta 6 C a ; a 2 A; 4

fp P 0; p 2 P; 5

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1037

where t = (ta:"a 2 A), (4) denes the capacity constraints, ta(ta) is the link travel time on link a 2 A when the trafc volume

on link a is ta, and

1; if a 2 p;

dpa

0; otherwise;

is the Kronecker Delta function. We have the following Lemma for the SC-TAP.

Lemma 2.1. (Larsson and Patriksson, 1995) Let lw and ka be the Lagrange multipliers associated with constraints (2) and (4),

respectively. The rst-order optimality condition for UE with side constraints is given as follows:

fp cp lw 0; w 2 W; 6

cp lw P 0; p 2 Pw ; w 2 W; 7

X

fp Q w 0; w 2 W; 8

p2Pw

fp P 0; p 2 P; 9

ta 6 C a ; a 2 A; 10

ka ta C a 0; a 2 A; 11

ka P 0; a 2 A; 12

where cp, the generalized path travel time, is given by

X

cp ^ta ta dp ; p 2 P; 13

a

a2A

^ta ta t a ta ka ; a 2 A: 14

The generalized link travel time comprises two components: ta(ta) is the normal travel time on link a 2 A, and ka is the Lagrange

multiplier associated with constraint (4). ka P 0 only if ta = Ca, and ka = 0 if ta < Ca. We can regard this multiplier, ka, as an addi-

tional time or cost penalty (besides the normal travel time) that users traveling on this saturated link are willing to wait or pay for

using the link.

The dynamic user equilibrium formulation adopted here can be traced back to Friesz et al. (1993), and is also discussed in

detail by Friesz et al. (2001). According to Friesz and Mookherjee (2006); Friesz (2010), DUE models tend to be comprised of

four essential sub-models: (i) a model of path delay; (ii) ow dynamics; (iii) ow propagation constraints; and (iv) a route/

departure-time choice model. We will consider a nite time planning horizon T > 0 and regard time t 2 0; T R1 as a con-

tinuous variable. Let P denote the set of all paths and jPj denote the number of paths in a network. An arbitrary path p 2 P of

:

the network of interest is dened by a sequence of the links used by that path which is denoted by p {a1, a2, . . ., am(p)},

where m(p) is the number of links used by path p. jPj

We denote the vector of path ows as h = (hp : p 2 P) and assume that h 2 L L2 0; T , where L denotes the non-

negative cone of the jPj-fold product of the Hilbert space L2 0; T of square-integrable functions on [0, T]. As argued in Friesz

et al. (2011), the most essential component of a dynamic user equilibrium model is the path delay operator which is denoted

as Dp(t, h), "p 2 P. The path delay operator Dp(t, h) provides the travel time needed to traverse path p for per unit of ow

departing from the origin at time t. When departure time choice is enabled, the schedule delay cost function (or early/late

arrival penalty) j(v) is employed, whereby v is dened as the difference between actual and preferred arrival time denoted

by t and t < T:v = t + Dp(t, h) t. To this end, we dene effective path delay operator Wp(t, h) by adding the schedule delay

to Dp(t, h), i.e.

Wp t; h Dp t; h jv: 15

Let Qw denote the xed total travel demand for origin-destination (OD) pair w 2 W and Pw denote the set of paths connecting

OD pair w. We need to enforce ow conservation, i.e.

X Z T

hp tdt Q w ; 8w 2 W; 16

p2P w 0

where (16) is comprised of Lebesgue integrals. Thus, we dene the feasible region for the DUE problem as

1038 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

( )

X Z T

K h : h 2 L ; hp tdt Q w ; 8w 2 W ; 17

p2P w 0

Denition 3.1. Dynamic user equilibrium (Friesz, 2010). For any h 2 K w

the pair (h , .) is a simultaneous departure-time-and-path-choice dynamic user equilibrium if and only if the following two

conditions are satised for all p 2 Pw and for all w 2 W:

hp t > 0 ) Wp t; h .w ;

18

Wp t; h > .w ) hp t 0;

where .w is the smallest travel time for the OD pair w, given by

where ess inf is essential inmum which denes the largest essential lower bound for a given function f in which all in-

ff 6 ess inf f.

As shown by Friesz et al. (1993), any solution of the following variational inequality is a solution of the DUE problem with

such that

simultaneous departure-time-and-path-choice: nd h 2 K

XZ T

hWt; h ; h h i Wp t; h hp t hp t dt P 0; 20

p2P 0

for all h 2 K

In the above formulation of DUE, only two of the four essential sub-models of DUE are considered, i.e. a path delay model

and a route/departure-time choice model. Since the path delay operator does not explicitly depend on the detailed analytical

trafc dynamics, i.e. ow dynamics and proper ow propagation constraints, this formulation is reasonable

if the delays are assumed to be exogenous (Friesz, 2010), i.e. the path delay operators are known in advance or repre-

sented by a simulation model, or

if one uses the link trafc dynamics to eliminate the vector of link trafc volumes and recognizes that link exit ows are

completely determined by path ows (i.e. hp(t), "p 2 P) and link trafc volumes according to the ow propagation con-

straints (Friesz et al., 1993; Friesz and Mookherjee, 2006).

To make the formulation self-contained and to investigate more analytical properties of the DUE problem, we further

introduce the other two sub-models, i.e. (ii) and (iii), which are also known as network loading models. For a path

:

p {a1, a2, . . . , am(p)}, the dynamics of link ai is assumed to be described by the following equations:

p

dxai t

g pai1 t g pai t; 8p 2 P; i 2 1; mp; 21

dt

X

xai t xpai tdpai ; 8ai 2 A; 22

p2P

where xpai t denotes the trafc volume on path p traversing link ai at time t, g pai t is the ow exiting link ai and g pai1 t is the

ow entering link ai by path p 2 P at time t. The total trafc volume xai t of link ai at time t is dened by (22). For i = 1, that is

the link connecting the origin of path p, we have

p

dxa1 t

hp t g pa1 t; 8p 2 P; 23

dt

p

where g a0 t hp t, i.e. the departure rate from P the origin of path p at time t. We assume that

xP xpai : p 2 1; jPj; i 2 1; mp 2 H1 0; Tn1 , where n1 jPj 1

p1 mp and H 0; T denotes the Sobolev space. Under this

1

assumption, we can represent the vector of link trafc volumes dened by (22), i.e. x xai : ai 2 A, as a function of time

and path ows, i.e. xt; h : R1 L ! H1 0; Tn , where n = jAj is the number of links in the network. Under certain conditions,

e.g. strong FIFO (Theorem 3.3 of Zhu and Marcotte(2000)), we can representthe link ow n operator as x(h) = x(t, h) which is

weakly continuous on K . We assume also that g g pa : p 2 1; jPj; i 2 1; mp 2 L2 0; T 1 .

i

In addition, a link delay function (or link travel time function) Dai xai t, which denes the link travel time as a function of

the link trafc volume at the entry time to the link, is required to characterize travel time required to traverse a link, say link

ai:

1

Suppose that u 2 Lp(X),1 6 p < 1 and there exist weak derivatives oau for any a with jaj < , 2 Z+ (all derivatives up to order ), such that oau 2 Lp(X), jaj < ,

Then we say that u 2 W,p(X). We use the shorthand H1 0; T W 1;2 0; T as the Sobolev space, see e.g. Minoux (1986); Leoni (2009).

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1039

24

spai t spai1 t Dai xai spai1 t ; 8p 2 P; i 2 2; mp;

where spai t is known as the exit time for vehicles entering link ai at time spai1 t by path p that departed from the origin at

time t. As noticed the link delay function depends on its link trafc volume only, hence it is known as separable link delay

model. To proceed with the analysis, we assume that all link delay functions are differentiable with respect to their own

arguments. By differentiating (24) and using the link ow conservation, we can obtain the following proper ow propagation

constraints (Friesz et al., 2001):

g pa1 t Da1 xa1 t 1 D0a1 xa1 tx_ a1 t hp t; 8p 2 P; 25

g pai t Dai xai t 1 D0ai xai tx_ ai t g pai1 t; 8p 2 P; i 2 2; mp; 26

the superscript 0 denotes differentiation with respect to the associated function argument, and the superscript denotes

differentiation with respect to time. It is clear that we need

1 D0ai xai tx_ ai t P 0 27

to ensure the non-negativeness of trafc ows, i.e. given hp(t) P 0, "p 2 P, we have g pai t

P 0; 8p 2 P; 8ai 2 A, and

xai P 0; 8ai 2 A. The condition (27) ensures the FIFO queue discipline for the DTA problems. Without loss of generality,

we assume xai 0 0; 8ai 2 A, and hp(0) = 0, "p 2 P. When Dai is linear, Friesz et al. (1993) rst showed that the model sat-

ises the FIFO for all continuous inow proles and later Zhu and Marcotte (2000) showed the strong FIFO property for all

continuous and bounded inow proles. Xu et al. (1999) obtained fairly weakly FIFO conditions for nonlinear Dai . In this

paper, the whole-link linear travel time model proposed by Friesz et al. (1993) is adopted. The exit time of a vehicle entering

the link at time t can be calculated as:

xai t

sai t t bai ; 28

Rai

where bai is a ow-invariant travel time (free-ow travel time) of link ai. A suitable physical interpretation for the parameter

Rai is the maximum feasible constant outow from the link (Carey and McCartney, 2002) and thus we state it here as the

service rate of link ai. To calculate the path delays in terms of link delays, the nested path delay operators were proposed

by Friesz et al. (1993) which are dened as:

mp

X

Dp t; x : dpai Uai t; x; 8p 2 P; 29

i1

where

Ua1 t; x Da1 xa1 t;

!!

X

i1

Uai t; x Dai xai t Ua1 Uai1 Dai xai t Uaj ; 8i 2 2; mp:

j1

The value of path delay operator Dp(t, h) is calculated by identifying Dp(t, h) to the nested path delay operator Dp(t, x), i.e.

Dp(t, h) = Dp(t, x).

The existence of equilibrium to the DUE without departure time choice is proven by Zhu and Marcotte (2000), wherein

Wp(t, h) = Dp(t, h), i.e. no early/late penalty is considered. The existence result is proven by showing that the link trafc

dynamics, link delay sub-model and path delay operators under rather mild regularity conditions are continuous under

the assumption that departure rates are bounded from above, i.e. hp(t) 6 Bp, where Bp is the upper bound of the path ow.2

Under this assumption, the feasible region for the DUE without departure time choice is:

( )

X

^

K h : h 2 L ; hp t Q w t; hp t 6 Bp ; 8p 2 P w ; 8w 2 W; 8t 2 0; T :

p2P w

The existence result has not been shown for the DUE with simultaneous departure-time-and-path-choice, i.e. the variational

inequality dened by (17) and (20) admits a least one solution. To prove the existence of the DUE-SC, we will rst prove the

existence of the DUE with simultaneous route/departure time choice. In the discrete time framework, Wie et al. (2002) show

2

This is a mathematical assumption imposed by Zhu and Marcotte (2000) to ensure the path departure rates and trafc dynamics are well dened so as to

prove the existence result. Physically, a path departure rate is saturated by the service rate and storage capacity of the link connected to its origin.

1040 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

the existence result for the DUE with simultaneous departure-time-and-path-choice and elastic demand under certain

assumptions, e.g. the path delay operator Wp(t, h) is continuous and each integral constraint comprising (17) is a Riemann

integral. As we consider the integrals in (17) are comprised of Lebesgue integrals and the ow conservation constraints

themselves are interpreted as valid almost everywhere, the niteness of each Qw is not enough to assure bounded path ows,

or the path ows may not be well dened. In this case, we need to assume that the path ows are bounded as done by Zhu

and Marcotte (2000), i.e. the feasible region is further restricted as

( )

X Z T

K h : h 2 L ; hp tdt Q w ; hp t 6 Bp ; 8p 2 Pw ; 8w 2 W; 8t 2 0; T ; 30

p2P w 0

where Bp is the upper bound of path ow hp(t). In the continuous time framework, we state the following lemma for the proof

of the existence result for the DUE with simultaneous departure-time-and-path-choice:

(i) all path ow departure rates hp(t) are well dened over K;

(ii) all links satisfy the strong FIFO condition with a uniform constant over [0, T];

(iii) the link travel time functions are nonnegative, nondecreasing, differentiable and Lipschitz continuous over [0, T];

(iv) the early/late penalty function j:R ? R is continuous.

Then the effective network delay operator W(h) is weakly continuous over K.

Proof of Lemma 3.1. If each integral constraint comprising (17) is assumed to be a Lebesgue integral and hp(t) is nite, con-

dition (i) holds. Because we apply the linear link travel time function and link dynamics of Zhu and Marcotte (2000), con-

ditions (ii) and (iii) are satised. Since all links satisfy the strong FIFO condition, a similar condition holds for all paths,

i.e. Dp(tj, h) > Dp(ti, h) whenever tj > ti. From Theorem 2.1 of Zhu and Marcotte (2000), Dp(t, h) is measurable and square inte-

grable. Moreover, we can represent the path delay operator as Dp(t, h) = Dp(h). From Theorem 4.1 of Zhu and Marcotte (2000),

D(h) = (Dp(h):"p 2 P) is weakly continuous over K. By denition, i.e. (15), Wp(h) = Dp(h) + j(Dp(h)). Similar to the proof of

Theorem 4.1 of Zhu and Marcotte (2000) we have j(Dp(h)) is weakly continuous over K as Dp() is weakly continuous over

K and j() is continuous over R. Thus Wp(h) is weakly continuous. The effective network delay operator W(h) is weakly con-

tinuous over K as each of its components is weakly continuous.

Proposition 3.1. Suppose all the conditions in Lemma 3.1 hold. Then the solution set of the innite dimensional variational

inequality (17) and (20) is nonempty.

Proof of Proposition 3.1. With Lemma 3.1, the existence of the DUE with simultaneous departure-time-and-path-choice

can be shown by following the proof of Theorem 4.2 of Zhu and Marcotte (2000) for the feasible set K is closed, convex,

bounded and W(h) is weakly continuous.

In fact, condition (iv) in Lemma 3.1 is consistent with the existence result of the DUE with simultaneous departure-time-

and-path-choice for bottleneck model proposed by Lindsey (2004). Proposition 3.1 proves the existence of equilibrium for

the DUE with simultaneous departure-time-and-path-choice problem. This result will be useful for us to prove the existence

result for the DUE-SC.

To begin with, we rst look into an illustrative example of trafc volume control and dene the side constraints for dy-

namic user equilibrium trafc assignment.

An illustrative example of access control by controlling link trafc volume. Consider a two-lanes urban street with a

length of 100 m that admits a fundamental diagram as depicted in Fig. 1. The free-ow travel time of the street is then

0.1 min. The service rate is 60 veh/min. If the linear travel time function is adopted, the travel time of this street is

ht 0:1 xt

60

min. If vertical queue models are adopted to model the trafc dynamics and the link is assumed to be capable

of accommodating arbitrary large number of vehicles, the congestion effect would be captured by the above linear travel

time function. However, there are physical storage capacities for links to accommodate queuing vehicles. In this example,

the street would be completely blocked if the trafc volume on it equals to 24 vehicles, which may render the travel time

of the link be larger than 1 min. However, it is unlikely for us to capture the spillback effect of congestion by applying the

linear travel time function in conjunction with vertical queue models (since the link can accommodate 24 vehicles only,

which implies the maximal travel time for this link is 0.35 min).

In DTA literature, the side constraint is usually selected as the inow rate to a link is less than or equal to its service rate.

By such kind of restriction, one can eliminate the trafc congestion (or queues) (Carey and Ge, 2003). On the other hand, the

effort needed to prevent the congestion happening is captured by the Lagrange multiplier associated with the side

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1041

constraint, which can be viewed as an additional travel cost imposed on the travelers. The travelers are then charged by this

additional travel cost for using the saturated bottleneck (Yang and Meng, 1998). However, this is not practical due to the fact

that congestion is somehow inevitable. A practical method that is widely applied and has been validated by trafc control

engineering eld applications is to control the link trafc volumes to capture the potential spillback effects of trafc on

ramps and queues in store-and-forward based methods (see e.g. Papageorgiou et al. (2003); Aboudolas et al. (2009) and

the references therein). The trafc volume control can capture the potential spillback effect in the sense that the effort

needed to prevent the spillback happening can be simulated by restricting the link trafc volume be less than or equal to

its jam trafc volume (i.e. storage capacity), e.g. xa(t) 6 24 vehicles in the previous example. Therefore, we consider the trafc

volume control as a kind of side constraints in this paper. Another possible way to capture the spillback effect by the WLM is

to apply a special piecewise linear exit-ow function and explicitly restrict the exit-ow according to downstream condi-

tions, which results in a relaxed cell transmission model (CTM) when the restricted WLM is discretized (Nie, 2011). The other

way to capture the spillback effect is to apply the physical queue models (Lo and Szeto, 2002; Gentile et al., 2005; Nie and

Zhang, 2010), e.g. the CTM. A critical drawback of these two approaches is the physical queue models introduce discontin-

uous and non-differentiable trafc dynamics and travel cost functions, e.g. path delay operator. This prevents us from solving

the DTA problems analytically. The non-monotone and non-differentiability properties also lead to difculties in nding

numerical solutions, because the convergence of existing algorithms rely on either monotonicity and/or differentiability

(Szeto and Lo, 2006).

Recent studies have revealed that these macroscopic link models (including vertical queue models, e.g. the WLM and bot-

tleneck model; and physical queue models, e.g. the CTM) would produce almost the same trafc assignment result unless

there is a spillback (shockwave) (Nie and Zhang, 2005; Mun, 2007; Nie and Zhang, 2010). By this result, another way to cap-

ture the spillback effect is to adopt vertical queue models, to be precise the WLM in this paper, meanwhile to restrict the link

trafc volumes to be less than or equal to the link storage capacities on the network such that no spillback would happen.

The spillback effect is captured in terms of the effect needed to prevent the network from spillback. By doing this, we can

avoid the drawbacks of physical queue models while capturing the spillback effect. Similar to the bottleneck case, we can

regard this effect as additional travel cost imposed on travelers for using the controlled links. The travel time function

adopted in DTA literature, i.e. Da(xa(t)) dened by (24), would be more meaningful under this circumstance since if there

is spillback the link travel time function would not be separable, e.g. depends on the downstream trafc conditions like

the case of physical queue model (Szeto and Lo, 2006). Practically, the dynamic trafc volume control can also be used to

alleviate congestion spillback, avoid gridlock, and increase the safety of some critical facilities.

From the previous example and the analysis above, the side constraint considered here is the link trafc volume control or

restriction on link trafc volume, i.e.

xai t 6 C ai t; 8ai 2 A; 8t 2 0; T: 31

Inequality (31) denes the side constraints imposed on the links of the network. Let us dene the following vector-valued

function for the side constraints as C C ai : ai 2 A; where C : 0; T ! R Rn , with R being a prescribed compact subset of

Rn with known bounds. We assume that C 2 (W1,1[0, T])n, where W1,1[0, T] denotes the space of Lipschitz functions on [0, T]

(Leoni, 2009). We rewrite the side constraints in a compact form as

xt 6 Ct; 8t 2 0; T: 32

By construction, the set Rx , {x(t):0 6 x(t) 6 C(t)} is compact.

The DUE-SC with simultaneous departure-time-and-path-choice can be formulated as: nd h 2 K such that

XZ T

hWt; h ; h h i Wp t; h hp t hp t dt P 0; 33

p2P 0

\

KK e;

K 34

e fh : h P 0; x 2 Rx g.

and K

1042 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

Following the standard assumption of the SC-TAP, we need to presume that the feasible set K of the DUE-SC with simul-

taneous departure-time-and-path-choice is not empty. For the DUE-SC with simultaneous departure-time-and-path-choice,

we have the following proposition:

Proposition 3.2. Suppose all the conditions in Lemma 3.1 hold. Then the innite dimensional variational inequality (33) and (34)

admits a least one solution.

Proof of Proposition 3.2. For the DUE-SC, as the side constraints are introduced, the feasible region K of the original DUE prob-

lem is further restricted to K. To show the variational inequality (33) and (34) admits at least one solution, we need to show that

the new feasible region K restricted by the side constraints is bounded, convex and closed. As shown by Zhu and Marcotte (2000),

the ow operator x(h) as a function of the path ow h is weakly continuous given that conditions (i)(iii) of Lemma 3.1 hold. By

following the weak continuity of x(h) and the fact that the set Rx is constructed to be compact, the set K e is closed (Noiri, 1974;

Rose, 1984). Therefore, K is a closed set. In conjunction with the assumption that h P 0 and is bounded from above, the set K is

bounded and convex. If all the conditions in Lemma 3.1 hold, the weak continuity of the effective network delay operator W(h) can

be shown. Thus, the variational inequality dened by (33) and (34) admits at least one solution. The existence of equilibrium to the

DUE-SC with simultaneous departure-time-and-path-choice is established.

In the previous sections, we have studied the problem of existence of equilibriums to the DUE and the DUE-SC with simul-

taneous departure-time-and-path-choice, wherein the delay operators are exogenous. To analyze the necessary conditions

for the DUE and DUE-SC problems, we consider the circumstance where the delay operators are endogenous. An equivalent

form that facilitates derivation of necessary conditions for variational inequality (33) and (34) is the following differential

variational inequality (DVI) (Friesz et al., 2001; Friesz, 2010): nd (x, h, g) 2 C such that

XZ T

hWt; x ; h h i Wp t; x hp t hp t dt P 0; 35

p2P 0

! fx; h; g P 0 : 23; 21; 16; 25; 26; 31; and 37 holdg; 36

which incorporates zero initial conditions

xai 0 0; 8ai 2 A; hp 0 0; 8p 2 P; 37

and the ow vectors x, h, g belong to some appropriate function spaces presumed in Section 3.1.

To facilitate the analysis of the necessary conditions for (35) and (36), it is helpful to restate the DVI as the following opti-

mal control problem:

XZ T

minJ Wp t; x hp tdt; 38

8p2P 0

p

dxa1 t

s:t hp t g pa1 t kpa1 8p 2 P; 39

dt

p

dxai t

g pai1 t g pai t; kpai 8p 2 P; i 2 2; mp; 40

dt

dEw t X

hp t; lw 8w 2 W; 41

dt p2P w

g pa1 t Da1 xa1 t 1 D0a1 xa1 tx_ a1 t hp t; cpa1 8p 2 P; 42

g pai t Dai xai t 1 D0ai xai tx_ ai t g pai1 t; cpai 8p 2 P; i 2 2; mp; 43

hp t 6 0; qpa0 8p 2 P; 44

g pai t 6 0; qpai 8p 2 P; 45

xpai t 6 0; fpai 8p 2 P; 46

xai t 6 C ai t; gai 8ai 2 A; 47

Ew T Q w ; /w 8w 2 W; 48

xai 0 0; 8ai 2 A; Ew 0 0; 8w 2 W; hp 0 0; 8p 2 P; 49

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1043

where Eqs. (41) and (48) dene the ow conservation constraints, where Ew(t) is an extended state (Friesz et al., 2001; Friesz,

2010), which are equivalent to (16). (49) species the zero initial conditions, which mean that the network is empty at the

P

beginning. (47) is the side constraint imposed, where xai t p2P xpai tdpai ; 8ai 2 A. The variables in brackets are Lagrange mul-

tipliers associated with the corresponding constraints. In optimal control theory, (46) and (47) are known as pure state var-

iable inequality constraints as they depend on the state variables only while (42) (45) can be categorized as mixed (state

and control) constraints as they explicitly depend on the controls. (48) and (49) are the terminal and initial conditions,

respectively.

The following proposition states the necessary condition for the DUE-SC with simultaneous departure-time-and-path-

choice, which can be recognized as the type of equilibrium given by (18) and (19).

Proposition 3.3. The necessary condition for the DUE-SC with simultaneous departure-time-and-path-choice can be stated as

follows:

> 0 ) Wp t; x lp t /w ;

hp t 8p 2 Pw ; w 2 W; 50

0 ) Wp t; x lp t > /w ;

where /w is the travel cost of OD pair w under the DUE-SC condition, which is determined by the xed total travel demand Qw of the

Pmp1 R spai1 t

OD pair. lp t : i0 sp t

gai1 udpai1 du, where gai is the Lagrange multiplier associated with the side constraint imposed on

ai

gai t P 0; xai t C ai t 6 0; gai txai t C ai t 0; 8ai 2 A;

and spai t is the entry time to link ai+1 for vehicles traveling by path p that departed from the origin at time t, which is dened by

(24).

Proof of Proposition 3.3. Our intent is to motivate why the DUE condition (50) will be fullled when the postulated VI (33)

and (34) or DVI (35) and (36) is solved. To this end, we prove in the Appendix that constraint qualications for the pure state

constraints and the mixed constraints are satised and, therefore, the desired dual variables (or adjoint functions (equa-

tions)) are available. However, in optimal control theory, the proper foundation for knowing that the dual variables of a large

system of multiple pure state constraints, like those dual variables needed to express the DUE condition (50), is a computa-

tional one. The appropriate dual variables and their trajectories are obtained when our computational approach based on the

xed point algorithm converges. In this proof, we derive the necessary condition for the DUE-SC by applying the Pontryagin

Minimum Principle. To simplify the notation and proceed to the analysis, let us dene

g~pai t g pai t Dai xai t; 8p 2 P; i 2 1; mp: 51

"

X X

Ht Wp t; x hp t kpa1 t hp t g pa1 t kpai t g pai1 t g pai t cpa1 t hp t g~pa1 t

p2P i22;mp

X X

1 D0a1 xa1 tx_ a1 t cpai t g pai1 t g~pai t 1 D0ai xai tx_ ai t gai txai t C ai t

i22;mp i21;mp

# !!

X X X X

qpa0 thp t qpai tg pai t fpai txpai t lw t hp t : 52

i21;mp i21;mp w2W p2P w

To simplify the notation, let us further dene t pi t pi1 Dai xpai t pi1 , where t pi1 is the time of the ow g pai1 entering link

p p

ai 2 P and ti is the time of the ow g ai exiting the link, which is a shorthand of (24). The partial derivatives of the Hamiltonian

function are given as

@Ht

Wp t; x kpa1 t lw t cpa1 t qpa0 t; 8w 2 W; p 2 Pw ; 53

@hp t

@Ht

kpai t kpai1 t qpai t cpai1 t; 8p 2 P; i 2 1; mp 1; 54

@g pai t

@Ht

kpamp t; 8p 2 P; 55

@g pamp t

@Ht

p cpai t 1 D0ai xai x_ ai ; 8p 2 P; i 2 1; mp; 56

@ g~ai t

@Ht

fpai t gai tdpai ; 8p 2 P; i 2 1; mp: 57

@xpai t

In addition, a set of complementary slackness conditions for the nonnegative ow constraints and the side constraints are:

1044 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

g pai t P 0; qpai t P 0; qpai tg pai t 0; 8p 2 P; 8i 2 1; mp; 59

xpai t P 0; fpai t P 0; fpai xpai t 0; 8p 2 P; 8i 2 1; mp; 60

gai t P 0; xai t C ai t 6 0; gai txai t C ai t 0; 8ai 2 A: 61

For an open path p = {a1, a2, . . . , ai1, ai, ai+1, . . . , am(p)} 2 Pw, we have (Friesz et al., 2001)

g pa0 t p0 hp tp0 > 0;

g pai t pi1 > 0; 8i 2 1; mp;

g pai t pi > 0; 8i 2 1; mp;

xpai t > 0; 8t 2 t pi1 ; t pi ; i 2 1; mp:

The Lagrange multipliers of the complementary slackness conditions (58) and (60) are relaxed to

qpa0 tp0 0;

qpai tpi1 qpai tpi 0; 8i 2 1; mp;

fpai t 0; 8t 2 t pi1 ; t pi ; i 2 1; mp:

With this in hand, we are ready to address the rst order necessary condition for the optimal control problem. First, the fol-

lowing stationary conditions hold

@H

0; 8w 2 W; p 2 Pw ; 62

@hp tp

0 " #

@H @H 1

0; 8p 2 P; i 2 1; mp: 63

@g pai p @ g~pai 1 D0ai xai x_ ai p

ti t i1

dkpai t @Ht

gai tdpai fpai t; 8p 2 P; i 2 1; mp; 64

dt @xpai t

dlw t

0; 8w 2 W: 65

dt

At terminal time T, the following boundary conditions hold:

kpai T 0; lw T /w T 0; 8w 2 W; 8p 2 P w ; i 2 1; mp: 66

lw t /w T lw ; 8w 2 W: 67

Note that (62) is equal to

Wp t p0 ; x kpa1 t p0 lw cpa1 tp0 0; 8w 2 W; p 2 P; 68

where we use the fact that lw(t) = lw, which is a constant and for an open path q t p0 0. Now, by incorporating p

a0

qpai tpi 0; 8i 2 1; mp, the stationary condition (63) gives

kpai1 t pi cpai1 tpi kpai tpi c

~pa tpi ;

i

8p 2 P; i 2 1; mp 1; 69

kpamp tpmp c

~pa

mp

t p

mp 0; 8p 2 P; 70

where we adopt the following notation in line with (Friesz et al., 2001; Friesz, 2010):

c~pai tpi : cpai tpi1 ; 8p 2 P; i 2 1; mp: 71

The adjoint Eq. (64) for an open path can then be given as

dkpai t

gai tdpai ; 8p 2 P; i 2 1; mp; t 2 t pi1 ; t pi : 72

dt

dkpa t @Ht

3

In Friesz et al. (2001); Friesz (2010), the adjoint equations are given as i

dt

@xp

t

dtd @@Ht

x_ p t

. It is proven by Friesz (2010) that the term d @Ht

dt @ x_ pa t

0.

ai ai i

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1045

Evaluating the adjoint Eq. (72) backward in time and space yields the following. To begin with, let us apply (72) to the last

link of path p, i.e. link apmp :

Z t pmp

kpamp tpmp1 kpamp t pmp gamp tdpamp dt: 73

p

t mp1

c~pamp tpmp cpamp tpmp1 kpamp tpmp : 74

Z p

tmp

dmp1 kpamp tpmp1 cpamp t pmp1 kpamp t pmp1 kpamp t pmp gamp tdpamp dt

p

t mp1

kpamp1 t pmp1 c

~pa

mp1

t pmp1 : 75

Similarly,

dmp2 kpamp1 t pmp2 cpamp1 t pmp2 kpamp2 t pmp2 c

~pa

mp2

t pmp2 : 76

Z p

tmp1

dmp1 dmp2 kpamp1 t pmp1 kpamp1 t pmp2 gamp1 tdpamp1 dt: 77

p

t mp2

Z p

t i1

di di1 gai1 tdpai1 dt; 8i 2 1; mp 1: 78

tpi

Finally, we have

Z tpi1

mp1

X

d1 kpa1 t p1 cpa1 tp0 gai1 tdpai1 dt: 79

p

i1 ti

Thus,

Z t1

p mp1

X Z p

t i1

lp tp0 kpa1 t p0 kpa1 t p1 kpa1 t p1 cpa1 t p0 ga1 tdpa1 dt d1 gai1 tdpai1 dt: 80

p p

t0 i0 ti

The dynamic user equilibrium condition with side constraints is as follows: for an open path p 2 Pw, hp tp0 > 0,

Wp t p0 ; x lp tp0 /w T;

and if

Wp t p0 ; x lp t p0 > /w T; p 2 Pw ) hp t p0 0: 81

Wp t; x lp t /w T;

and if

Wp t; x lp t > /w T; p 2 Pw ) hp t 0; 82

which is immediately recognized as the fundamental condition for the dynamic network user equilibrium described by (18)

and (19). We also have the following complementary slackness conditions for the side constraints: (i) if xai t < C ai t, the

Lagrange multiplier gai t 0, (ii) if xai t C ai t, the Lagrange multiplier gai t P 0. The value of /w(T) is determined by

the total amount of trafc Qw. As /w(T) is a constant, we drop the time script T to denote it as /w. Wp(t, x) is interpreted

as the effective path delay at time t on path p under travel condition x.

Remark 3.1. To avoid the spillback effect of congestion, the side constraints C ai t; 8ai 2 A are chosen as jam trafc volumes

(i.e. storage capacities) of the links, e.g. the trafc volume Ka that corresponds to the jam density qJ in Fig. 1. In this case, we

have that xai t 6 K ai ; 8ai 2 A. Clearly, when xai t < K ai ; 8ai 2 A; t 2 0; T, the problem reduces to normal DUE trafc

assignment. For the case when xai t K ai for some links during several time intervals, we have the following interesting

implication that

1046 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

d d

x_ ai xa K a 0:

dt i dt i

Under this circumstance, the ow propagation becomes

g pai t Dai xai t g pai1 t 0;

which implies that trafc behaves like an incompressible uid when its density (or volume) approaches certain maximum,

i.e. the ow is incompressible when trafc density (or volume) is equal to the jam density (or volume). This phenomenon is

consistent with the ndings in Ross (1988) where the LWR model was applied to describe the trafc dynamics.

For a path p with hp(t) > 0, we have qpa0 t 0. Furthermore, if there p is no side constraint, i.e. xai t <

dka t

C ai t; 8ai 2 A; 8t 2 0; T, we have gai t 0. The adjoint Eq. (72), implies that, dti 0, i.e. kpai t is a constant with respect

to time. This, in conjunction with the boundary condition kpai T 0, implies that Wp(t,x) = /w(T), which is consistent with

the normal DUE condition (Friesz et al., 2001).

We can also show that the DUE-SC can reduce to the SC-TAP. The system is operating in a steady state in the static case,

dxa t

i.e. hp(t) = hp, dti 0 ) xai t xai ; 8ai 2 A, and all of the side constraints are constant. By dening the performance index

(38) to be (1), the necessary condition for the DUE-SC reduce to the necessary condition for the SC-TAP. From Lemma 2.1, the

SC-TAP can be written as

> 0 ) c p lw ;

fp 8p 2 Pw ; w 2 W: 83

0 ) c p P lw ;

Rs p

ai t

The necessary conditions for the DUE-SC and the SC-TAP are similar. The term s gai udpai du, can be regarded as an addi-

p

ai1 t

tional time penalty, or toll (access price) to be imposed on travelers during their presence on the controlled link ai along their

travel path p, which is similar to the interpretation of the term kai in the SC-TAP. Note that the additional time penalty kai in

the static case is constant over time, whereas the additional time penalty in the DUE-SC is time-varying and a cumulative

effect of the associated Lagrange multiplier over time.

4. Solution algorithm

4.1. The xed point problem and its optimal control formulation

Friesz et al. (2001) stated that the optimal control problem formulation cannot be used for the computation of the DUE/

DUE-SC because its articulation presumes the knowledge of departure rates hp t; 8p 2 P, under the DUE/DUE-SC condition.

The optimal control problem formulation is a mathematical convenience for analyzing the necessary conditions of the DUE/

DUE-SC. There are several solution algorithms for the DUE without departure time choice, such as a quasi-VI based approach

(Ban et al., 2008) or an equivalent gap function-based algorithm (Lu et al., 2009). However, only a few solution algorithms,

such as those proposed by Huang and Lam (2002), Friesz and Mookherjee (2006), Friesz et al. (2011), have been proposed for

the DUE with simultaneous departure-time-and-path-choice. The DUE with simultaneous departure-time-and-path-choice

has been shown to be equivalent to a xed point problem. As explained in the previous section, the side constraints can be

viewed as a restriction on the feasible region of the VI formulation of the DUE-SC, i.e. (33) and (34). Based on this VI formu-

lation, the DUE-SC is equivalent to the following xed point problem:

Lemma 4.1. (Huang and Lam, 2002) (Fixed point problem) When the conditions in Section 3.4, which guarantee the existence of

the DUE-SC, hold, any solution of the xed point problem

h PK h aWh; 84

is also a solution of the DUE-SC, where PK x argminz2K kx zk, i.e. the minimum norm projection onto K and a 2 R1 .

In line with Friesz and Mookherjee (2006), the xed point problem (84) requires that

1

h arg min kh aWh v k2 : v 2 K ; 85

v 2

which is equivalent to seeking the solution of the following optimal control (innite dimensional mathematical program-

ming) problem

Z T

1

min Jv h aWh v T h aWh v dt: 86

v 2K 2 0

The advantage of the VI formulation of the DUE/DUE-SC is that it includes almost all DUE models regardless of the link trafc

dynamics, ow propagation, and link travel time function employed. However, in this formulation, the effective path delay

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1047

operators Wp(t, h), "p 2 P, generally cannot be expressed in a closed form whereas Wp(t, x), "p 2 P are well dened in a closed

form by employing the link trafc dynamics (39) and (40), ow propagation constraints (42) and (43), and certain travel time

function. By Lemma 4.1 and (86), the xed point algorithm can be formulated and solved as an iterative optimal control

problem as depicted in Fig. 2. In the gure, the effective path delay operators Wp(t, x), "p 2 P, in conjunction with (39),

(43) and (28) are applied to replace W(h) in (86), and to express the side constraints and the feasible region K explicitly

rather than the abstract embedded formulation used in Section 3.3. In Fig. 2, x_ ~f denotes the link trafc dynamics with

the ow propagation constraints (39) and (43). We write x_ explicitly because the link trafc volumes are the state variables

of the optimal control problem. The ow propagation constraints (42) and (43) with travel time function dened by (28) are

substituted into (39) and (40) to update the state variables. The equality constraint M1() denotes the ow conservation Eqs.

(41) and (48) with zero initial condition. The inequality constraint M2() denotes the pure state constraints. v P 0 is a vector

representation of (44).4 Detailed analysis of the convergence of such a xed point algorithm is given by Friesz and Mookherjee

(2006) for an abstract feasible region with certain properties. However, some conditions required to guarantee the convergence

of the algorithm, such as the strong monotone of F(xk, hk, v), are unlikely to be veried for general trafc networks. Thus, the

convergence of this xed point algorithm is generally heuristic.

As Fig. 2 indicates, the optimal control subproblem is what we need to solve. To the best of our knowledge, no effective

algorithm has been reported to solve the optimal control subproblem with state dependent time lags and state constraints.

However, several effective algorithms have been proposed to solve the optimal control problem with state and/or control

constraints using nonlinear programming algorithms, such as sequential quadratic programming (SQP) (Buskens and Maur-

er, 2000). To solve this optimal control problem by nonlinear programming algorithms, it is necessary to approximate the

functional differential equations (FDEs), which govern the trafc dynamics (i.e. x_ ~f ), by ordinary differential equations

(ODEs). We use a typical method for handling transportation delays in control engineering to deal with these state depen-

dent time lags. The idea is to use polynomial approximation of the time lags. A similar idea has been proposed by Astarita

(1996), Friesz and Mookherjee (2006). We use Pad approximant to approximate the state dependent time lags, which can be

easily implemented using Matlab and Simulink.

After approximating the FDEs by ODEs, we denote the trafc dynamics as xt _ f0 x; v ; t. It is convenient for us to rewrite

the optimal control subproblem as

Z T

k

minJ k v Fxk ; h ; v dt; 87

v 0

_

s:t: xt f0 x; v ; t; M 1 v ; t 0; M 2 x; t 6 0;

v 6 0; 8t 2 0; T; x0 0: 88

4

Other non-negative ow constraints are not explicitly stated since they are implicitly included in this formulation and can be guaranteed by the strong

FIFO.

1048 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

To apply an off-the-shelf nonlinear optimization algorithm to the optimal control problem (87) and (88), it is necessary to

apply the time-discretization scheme to the problem. Here we present the recursive discretization approach based on Eulers

method, which is commonly used in the literature (Buskens and Maurer, 2000). The planning time interval is divided into

T

N 1 segments uniformly, i.e. a xed time step Dt is dened in the discretization as Dt N1 ; tl

l 1Dt; l 1; 2; . . . ; N. Applying Eulers method to the differential equation in (88) yields

xl1 xl Dt f0 xl ; v l ; tl ; l 1; 2; . . . ; N 1: 89

T

Dene the optimization variable z = [v1, . . . , vN] , and compute the state variables from (89) recursively as

xl = xl(z, t) = xl(v1, v2, . . . , vl1, tl1), l = 2, . . . , N, which are functions of the control variables with initial condition

x1 = x(1) = 0. The following NLP is dened

X

N1

k

minyz, Dt Fxk ; h ; v l ; 90

z

l1

M 1 v l ; t l 0; M 2 xl ; t l 6 0; v l 6 0; l 1; 2; . . . ; N: 91

After the optimal control subproblem is reformulated as an NLP problem, we can apply nonlinear optimization algorithms to

solve it. The overall solution algorithm is summarized in Fig. 3.

Step 1. Approximation of FDEs: Apply polynomial approximants (such as the Pad approximant) to approximate the state

dependent time delays, which converts the original FDEs into ODEs.

Step 2. NLP formulation of the optimal control subproblem: Formulate a nonlinear programming problem of the optimal

control problem (87) and (88) using the Eulers discretization approach.

1

Step 3. Initialization: Set initial feasible solutions of state and inow x1 ; h 2 K, iteration counter k = 1.

Step 4. Solution of the optimal control subproblem: Apply any off-the-shelf nonlinear optimization algorithm to the equiv-

alent NLP problem (e.g. SQP or GAUSS Pseudo Spectral Method).

Step 5. Check the convergence of the optimal control subproblem: If the preset tolerance e1 or the maximum iteration num-

ber Iterm of the NLP is achieved, declare the solution to be hk+1 and go to Step 6. Otherwise declare the solution to be

the initial condition of the NLP and go to Step 4.

Step 6. Stopping test: If khk+1 hkk 6 e,where e 2 R+ is a preset tolerance, stop and declare h hk+1. Otherwise, set k = k + 1

and go to Step 3.

5. Numerical examples

We have imposed upper bounds on path ows so as to prove the existence of equilibriums to the DUE and the DUE-SC. In

this section, the numerical examples are solved with the upper bounds on path ows set to +1.

Consider a network with a single OD pair connected by two parallel links as shown in Fig. 4. The link delay functions are

given by D(x1) = 0.27 + x1/70 unit-times and D(x2) = 0.3 + x2/140 unit-times, respectively. The overall travel demand is Jod = 75

units. The planning time horizon is T = 5 unit-times. The desired arrival time is set as tda = 3 unit-time. We consider the fol-

lowing symmetric early/late arrival penalty function:

8 2

>

< 0:1t Dx t de ; t < tde ;

jv 0; t de 6 t 6 t dl ; 92

>

:

0:1t Dx t dl 2 ; t > tdl ;

where tde = 2 unit-time and tdl = 4 unit-time. The effective delay is given by (15). Without loss of generality, we assume zero

initial conditions. a = 0.01 is chosen in the xed-point algorithm as represented in Fig. 2, and the xed point stopping criteria

is e = 0.0001.

We rst solve the DUE with simultaneous departure-time-and-path-choice of this network. Fig. 5 shows that at the very

beginning of the departure stage, the travel cost of link 1 is less than that of link 2 and not greater than the minimum travel

cost. Thus, travelers all choose to use link 1. After some time, the costs of the two links tend to the same level, i.e. the DUE

cost. Travelers then select their departure times to maintain the equilibrium state. Note that the inows become zero when-

ever the travel times on the links are greater than the minimum travel time, which is consistent with the DUE condition.

Fig. 5b demonstrates the link trafc volumes of both links under the DUE condition.

Next, we restrict the trafc volume on link 1 to be less than or equals to 3 units during the whole planning horizon, i.e.

x1 6 3. By applying the DUE-SC condition, we obtain the results that are depicted in Fig. 6. When there is no trafc volume

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1049

control, the trafc volume on link 1 exceeds the desired saturation, i.e. x1 = 3, after one unit-time as demonstrated in Fig. 5b.

Fig. 6b illustrates that the control parameter (or additional travel cost induced by the side constraint) for link 1 becomes

positive at around one unit-time, which corresponds with the time that the side constraint is rst violated. Note that the

control parameter or additional travel cost imposed on link 1 is calculated following Eq. (80). Fig. 6a shows the travelers

responses to the additional travel cost imposed on link 1. The departure rate of link 1 suddenly decreases at around one

unit-time (when the additional travel cost is rst imposed) and then remains at the saturation level of around 9 units/

time-steps (which is lower than the saturation level of around 12 of the uncontrolled case as shown in Fig. 5a). Fig. 6a also

shows an increase of the departure rate of link 2 as compared to the uncontrolled case (from the maximum ow rate of 12 to

more than 14 units). This illustrates the diversion of trafc from link 1 to 2 to maintain the trafc volume of link 1 and the

DUE-SC condition. We can also observe a slightly larger travel time window for those traveling by link 2 as compared to the

uncontrolled case, which highlights the shift of travelers departure times to maintain the DUE-SC condition. Fig. 6b shows

that the trafc volume of link 1 under DUE-SC condition satises the side constraint. The value of additional travel cost in-

duced by the side constraint varies from 2.5% to 8.1% of the minimum effective travel time. Compared to the DUE case, the

number of travelers using link 1 declines by about 23% constant trafc volume control scheme in this example will yield a

steady state to the departure rate of link 1 if the departure time window is long enough. As demonstrated in Fig. 6a, the

departure rate of link 1 gradually approaches a steady state controlled by the trafc volume control scheme. As we do

not impose a side constraint on link 2, the additional travel cost of link 2 is zero throughout the planning horizon.

For a congested roadway, different trafc volume control schemes can be implemented to alleviate the congestion. For

instance, the control may vary by time, or different restrictions on trafc volumes may be adopted during different peak

p

hours. In the second test, we impose the trafc volume control function x1 t 6 3 sin t20100

on link 1. This constraint rep-

resents a kind of control that adjusts its amplitude responding to the peak hour trafc volume. In this example, the control

has a small value at the beginning, and gradually increases as the time approaches the peak hour. After the peak period, the

control then decreases. By applying the DUE-SC condition, we obtain the results depicted in Fig. 7. Compared with the pre-

vious constant trafc volume control scheme, the travelers using link 1 are indirectly controlled to depart earlier to satisfy

1050 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

(a) Comparison of path flow and associated (b) The traffic volumes of both links

travel cost

18 2 6

Path flow of path 1 Traffic volume of link 1

Path flow of path 2 Traffic volume of link 2

16

Travel cost of path 1

5

Travel cost of path 2

14

1.5

12 4

Traffic volume

Travel cost

Path flow

10

1 3

8

6 2

0.5

4

1

2

0 0 0

0 1 2 3 4 5 0 1 2 3 4 5

Time Time

Fig. 5. Inow proles, link trafc volumes and travel costs of both links under the DUE with symmetric penalty.

(a) Comparison of path flow and associated (b) Comparison of link traffic volume and

generalized travel cost additional travel cost

20 3 8 0.1

Path flow of path 1 Traffic volume of link 1

18 Path flow of path 2 Traffic volume of link 2

Generalized travel cost of path 1 7

Additional travel cost of link 1

2.5

16 Generalized travel cost of path 2 Additional travel cost of link 2

6

14

2

5

Traffic volume

12

Travel cost

Path flow

10 1.5 4

8

3

1

6

2

4

0.5

1

2

0 0 0 0

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

Time Time

Fig. 6. Inow proles, link trafc volumes and travel costs of both links under constant trafc volume control.

the new trafc volume control scheme. The inow of link 2 does not change signicantly. The inow of the controlled link is

shaped by the trafc volume control with some oscillations. This veries that the control adjusts the departure rate of the

controlled link to maintain its trafc volume and satisfy the time-varying trafc volume control scheme.

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1051

In the third test, a trafc volume control scheme with two step functions is tested. In our continuous time formulation,

the trafc volume controls (or side constraints) are assumed to be continuously differentiable functions. This kind of discon-

tinuous dynamic trafc volume control cannot be tested under the continuous time DUE-SC framework. However, due to the

discretization scheme adopted in our solution algorithm, we can construct the following trafc volume control scheme, i.e.

x1 k 6 2; 8k 1; ; 19; and x1 k 6 3; 8k 20; ; 50: 93

The simulation results are plotted in Fig. 8. By comparing Figs. 8 and 6, we can see that, some travelers who originally

planned to use link 1 (see Fig. 6) are now diverted to link 2. Some of the travelers on link 1 also depart earlier to avoid

the additional travel cost. These effects arise because more stringent trafc volume control is imposed on link 1 during

the rst stage. The additional travel cost will be higher if the travelers persist in traveling during the same time period

and on the same link. In the second stage, the trafc volume control forces the departure rate of link 1 to the steady state,

which is determined by the side constraint. As demonstrated in Fig. 8, the control forces the trafc volume on link 1 to meet

the restriction in a smooth manner rather than a sudden switch, which is consistent with our assumption of continuity in the

trafc volume control. The additional travel cost increases during the switch of these two trafc volume control strategies to

depress the travel demand attracted by the relaxation of the side constraint. After the switch of the trafc volume control

strategies the cost decreases, which in turn increases the travel demand on link 1. The control is then changed to adjust

the departure rate of the controlled link so that the side constraint is satised.

Next, we will test the Braess network depicted in Fig. 9. The forward star array and link travel time functions of this net-

work are summarized in Table 1. The planning horizon is T = 6 unit-times. The time incremental step is 0.1 unit-times. The

desired arrival time is tda = 3 unit-time. The overall travel demand is J14 = 200 units. The symmetric early/late arrival penalty

function (92) is applied in this example with tde = 2 unit-time and tdl = 5 unit-time. We dene the path set as P14 , {p1, p2, p3}

with p1 , {a1, a4}, p2 , {a1, a3, a5} and p3 , {a2, a5}. Without loss of generality, we assume zero initial conditions. We choose

a = 0.01 for the xed point algorithm. The xed point stopping criteria is e 2 [0.00001, 0.0001].

First, the normal DUE with simultaneous departure-time-and-path-choice is solved. Fig. 10 illustrates the path departure

rates and the path travel costs under the DUE condition for comparison. From Fig. 10, at the very beginning none of the path

is used because the travel costs are higher than the minimum travel cost. Path p2 becomes active rst due to its relatively

lower free-ow travel cost. After a short time, the costs of the other two paths tend to the DUE cost. All three paths then

become active, and these departure rates are adjusted to maintain the DUE condition. The path departure rates become zero

(a) Comparison of path flow and associated (b) Comparison of link traffic volume and

generalized travel cost additional travel cost

20 3 8 0.1

Path flow of path 1 Traffic volume of link 1

18 Path flow of path 2 Traffic volume of link 2

Generalized travel cost of path 1 7 Additional travel cost of link 1

2.5

Generalized travel cost of path 2 Additional travel cost of link 2

16

6

14

2

Additional travel cost

5

Traffic volume

12

Travel cost

Path flow

10 1.5 4

8

3

1

6

2

4

0.5

1

2

0 0 0 0

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

Time Time

Fig. 7. Inow proles, link trafc volumes and travel costs of both links under time-varying trafc volume control.

1052 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

(a) Comparison of path flow and associated (b) Comparison of link traffic volume and

generalized travel cost additional travel cost

Traffic volume of link 1

Path flow of path 2

Traffic volume of link 2

18 Generalized travel cost of path 1 7 Additional travel cost of link 1

Generalized travel cost of path 2

2.5 Additional travel cost of link 2

16

6

14

2

5

Traffic volume

12

Travel cost

Path flow

10 1.5 4

8 3

1

6

2

4

0.5

1

2

0 0 0 0

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

Time Time

Fig. 8. Inow proles, link trafc volumes and travel costs of both links under step trafc volume control.

whenever the travel costs of the paths are greater than the minimum travel cost, which is consistent with the DUE condition.

Fig. 11 demonstrates the link trafc volumes of the ve links under the DUE condition.

Next, the trafc volume on link a3 are controlled because it has a relatively smaller capacity. In this example, we impose

the side constraint xa3 6 2 on link a3. By solving the DUE-SC, we obtain the results depicted in Fig. 12. Compared with the

previous DUE test, we note that the departure rate of the controlled path, i.e. path p2, decreases throughout the departure

time window. As demonstrated in Fig. 12, this amount of trafc is mainly diverted to path p1, whereas the departure rate

of path p3 does not change signicantly. Travelers on all of these paths depart earlier to avoid the additional travel cost.

Fig. 13 illustrates that the additional travel cost for link a35 becomes positive at around one unit-time, which corresponds

to the time that the side constraint is rst violated. The departure rate of path p2 decreases sharply at the same time, compared

with the DUE case in Fig. 10. This veries that the control (i.e. the additional travel cost) adjusts the departure rate to maintain

the trafc volume of link a3 to satisfy the side constraint. The amount of time-varying additional travel cost caused by the side

constraint varies from 0.5% to 12.5% of the travel time of link a3. The path ow of p2 under the DUE-SC condition is about 64% of

that under the DUE condition. As in the previous example, the departure rate of path p2 is shaped by the side constraint with

some oscillations.

Finally, we test the DUE-SC for this network with time-varying side constraints on different links. To be more specic, we

impose the following side constraints on links a2 and a3:

5

Note from (47) and the proof of Proposition 3.3 that the side constraints and the associated link additional travel costs (i.e. integrals of Lagrange multipliers

associated with the side constraints over time) are dened for the links on the network, i.e. they are link based. They are then converted to path additional

travel costs by Eq. (80).

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1053

Table 1

Link congurations.

xa

a1 1 2 0:5 2000

1

xa

a2 1 3 0:71 2000

2

xa3

a3 2 3 0:18 100

xa4

a4 2 4 0:71 2000

xa5

a5 3 4 0:5 2000

28 4

Path flow of p1

26

Path flow of p

2 3.5

24

Path flow of p3

22 Travel cost of p1

3

20 Travel cost of p2

18 Travel cost of p

3 2.5

Travel cost

Path flow

16

14 2

12

10 1.5

8

1

6

4 0.5

2

0 0

0 1 2 3 4 5 6

Time

Fig. 10. Path departure rates and travel costs of the Braess network under the DUE condition.

t 20p t 20p

xa2 t 6 15 sin units; xa3 t 6 2 sin units: 94

100 100

Fig. 14 depicts the path inow rates of the three paths and the associated travel costs. Because we impose the side constraint

on link a2, paths p1, and p3 are no longer symmetric. Consequently, travelers on path p3 depart earlier than in the case with-

out side constraint to avoid the additional travel cost. Meanwhile, the amplitude of the path ow curve of p3 decreases to

satisfy the side constraint imposed on link a2. The departure rate of path p2 further deceases because the new side constraint

imposed on link a3 has relatively smaller values. Travelers switch to path p1 to avoid the penalty caused by the side con-

straints as illustrated in Fig. 14. Fig. 15 shows the trafc volumes of the ve links. The comparison of link trafc volume,

time-varying side constraint and the associated additional travel cost is depicted in Fig. 16. The additional travel cost of link

a3 has larger value when xa3 rst reach the level specied by the side constraint. As a result, the trafc is diverted to other

paths, which in turn decreases the trafc volume on link a3. As indicated by Fig. 16, the additional travel cost of link a3 is

generally larger than that of link a2, perhaps because path p3 has a larger free-ow time than path p2. Travelers are more

sensitive to the additional travel cost on that path. The path ows of paths p2 and p3 in this case are about 56% and 97%

of those under the DUE condition, respectively. This veries that the smaller the additional travel cost, the smaller the con-

trol effect it yielded.

The convergence errors for these three test with respect to iterations are depicted in Fig. 17, where the error is dened as

k1 k

ek1 kh kh k. As shown in the gure, the proposed numerical solution algorithm converges sharply for this example, and

kh k

the proposed numerical solution method converges faster with the DUE-SC. This occurs because the DUE-SC has a relatively

smaller search region (or feasible region) for the algorithm if it admits a solution.

One should note that the cumulative trafc volume on each link does not tend to zero as time tends to the end of the

planning horizon. This phenomenon is also observed by Friesz and Mookherjee (2006), Friesz et al. (2008). Numerical errors

of the network loading may be one of the reasons. However, this phenomenon occurs because of the so-called double-count-

ing-effect of the WLM (Nie and Zhang, 2002; Nie and Zhang, 2005).

1054 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

25

Traffic volume of a

1

Traffic volume of a

2

Traffic volume of a

20 3

Traffic volume of a4

Traffic volume of a5

Traffic volume

15

10

0

0 1 2 3 4 5 6

Time

Fig. 11. Trafc volumes of the ve links under the DUE condition.

28 5

Path flow of p1

26

Path flow of p 4.5

2

24 Path flow of p3

22 Travel cost of p1 4

Travel cost of p2

20 3.5

Travel cost of p3

18

Travel cost

3

Path flow

16

14 2.5

12

2

10

8 1.5

6 1

4

0.5

2

0 0

0 1 2 3 4 5 6

Time

Fig. 12. Path departure rates and travel costs of the Braess network under constant trafc volume control.

6. Conclusions

The trafc assignment with side constraint problem is extended to the dynamic case in this paper to allow the study of a

trafc volume control scheme. The side constraints are related to the desired temporal trafc volumes on certain links, which

can be set according to the safety or environmental requirements. The dynamic user equilibrium problem with side con-

straints and simultaneous departure-time-and-path-choice is formulated as an innite-dimensional variational inequality.

We show the existence of equilibrium to the DUE-SC based on the VI formulation under certain assumptions. To analyze

the necessary condition, we restate the problem as an equivalent optimal control problem. The optimality condition of

the DUE-SC is obtained by applying the Pontryagin minimum principle to the optimal control problem. The equilibrium dy-

namic travel cost under the DUE-SC condition is shown to be the effective path delay function plus a term of additional travel

cost induced by the side constraints. This additional travel cost term is governed by the accumulation of the Lagrange

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1055

25 0.1

Traffic volume of a

1

Traffic volume of a2

Traffic volume of a3

Traffic volume of a4

20

Traffic volume of a5

Additional travel cost of a3

Traffic volume

15

10

0 0

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6

Time

Fig. 13. Trafc volumes of the ve links and the additional travel cost under constant trafc volume control.

30 5

28 Path flow of p1

Path flow of p2 4.5

26

Path flow of p3

24 4

Travel cost of p

1

22 Travel cost of p

2 3.5

20 Travel cost of p3 Travel cost

Path flow

18 3

16

2.5

14

12 2

10

1.5

8

6 1

4

0.5

2

0 0

0 1 2 3 4 5 6

Time

Fig. 14. Path departure rates and travel costs of the Braess network under time-varying trafc volume control.

multipliers associated with the side constraints over time (unlike the static case). This additional travel cost term also rep-

resents the control parameter that allows the trafc volume control scheme to achieve the required link trafc volumes. If

the side constraints are chosen as the link storage capacities, the additional cost can be viewed as the effect needed to pre-

vent the network from spillback. In this sense, the paper proposes a novel analytical approach to access the DTA considering

the spillback effect while avoiding the drawbacks of physical queue models. Another meaningful implication of imposing the

arc storage capacity constraint is that the ow is incompressible when the link trafc volume is equal to its storage capacity.

This is consistent with the ndings in Ross (1988) where the LWR model was applied to describe the trafc dynamics. The

paper has also highlighted the similarity between the additional delay terms from the static and dynamic cases.

1056 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

25

Traffic volume of a1

Traffic volume of a2

Traffic volume of a3

20 Traffic volume of a

4

Traffic volume of a5

Traffic volume

15

10

0

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6

Time

Fig. 15. Trafc volumes of the ve links under time-varying trafc volume control.

(a) Comparison of traffic volume of link a and (b) Comparison of traffic volume of link a and

2 3

additional travel cost additional travel cost

0.01 5 0.1

24

Traffic volume of a Traffic volume of a3

2

22 Side constraint of a Side constraint of a3

2

Additional travel cost of a Additional travel cost of a

2

20 4 3

18

Additional travel cost

16

Traffic volume

Traffic volume

3

14

12

10 2

6

1

4

0 0 0 0

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6

Time Time

Fig. 16. Link trafc volumes, time-varying side constraints and additional travel costs of the Braess network under the DUE-SC condition.

We propose a solution algorithm for solving the DUE-SC by using the nonlinear programming approach with Eulers dis-

cretization scheme. Numerical examples are presented to illustrate the application of the theory. The numerical results con-

rm the solution algorithms satisfactory performance against the small test networks. The results obtained in the constant

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1057

0

Convergence error of the Braess network

10

DUE

1 DUESC with timevarying side constraints

10 DUESC with constant side constraint

2

10

Convergence error

3

10

4

10

5

10

6

10

7

10

2 4 6 8 10 12 14 16 18 20

Number of iterations

Fig. 17. Change in the convergence error with iteration for the Braess network.

trafc volume control test verify that given a long enough departure time horizon, the inow prole of the controlled link

will converge to a steady state determined by the trafc volume control. This is consistent with the static case (Yang et al.,

2004). Tests are also provided to verify that the proposed method is applicable to the time-varying trafc volume control

scheme, which is one of the major contributions of this paper and is the key difference between the DUE-SC and SC-TAP.

The dynamic user equilibrium with strict capacity constraints, which has been intensively studied in the simulation-based

DTA models, can also be included as a special case of the current DUE-SC framework by specifying the side constraints to be

the link capacities.

To apply the proposed scheme, we will develop a more efcient numerical algorithm to solve the DUE-SC. However,

developing such an algorithm for the DUE-SC or even for the standard DUE is still an open problem. Our next step is to tackle

this challenge but with a trade-off between the tractability and theoretical property of the algorithm, e.g. extending the heu-

ristic solution algorithms of DUE to solve the DUE-SC (Tong and Wong, 2010).

Acknowledgments

The work described in this paper was jointly supported by two research grants from the Research Grant Council of the

Hong Kong Special Administration Region to the Hong Kong Polytechnic University (Project Numbers: PolyU 5261/07E

and 5195/07E) and an internal research grant J-BB7Q from the Research Committee of the Hong Kong Polytechnic University.

The rst author would like to thank the Hong Kong Polytechnic University for providing his Ph.D studentship. The authors

want to thank the referees for the careful review as well as the very interesting and constructive comments, which provided

insights that allowed a substantial improvement of this paper.

In this appendix, we verify that the mixed constraints (42) (45) and the pure state constraints (46) and (47) satisfy some

constraint qualications (CQs). To this end, we rst introduce the following notions and results for the analysis of CQs.

Denition A.1. The mixed constraints Ki x; u; t 6 0 for i = 1, . . . , q satisfy the Arrow constraint qualication if

@Ki x; u; t

rank jItj;

@uj i2It

It fi : Ki x; u; t 0g;

x and u denote the state and control variables respectively, and jI(t)j denotes the cardinality of the set I.

This CQ means that the gradients with respect to the control variables of all the active mixed constraints must be linearly

independent.

1058 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

As claimed by Hartl et al. (1995), compared with the mixed constraints, the pure state constraints are, in general, more

difcult to deal with since they do not explicitly depend on the controls. But note that the state variables can be controlled

indirectly via the state space equations, i.e. (39) and (40). It is therefore convenient to differentiate the pure state constraints

with respect to time t as many times as required until it contains a control variable. A pure state constraint is called a con-

straint of the rth order if the rth time derivative of this pure state constraint is the rst time in which a term in control var-

iable(s) appears. It is easy for us to show that the pure state constraints (46) and (47) are of the 1st order. For example, by

dxa t dC a t dxa t

evaluating the derivative of xai t C ai t 6 0 with respect to time once, we obtain dti dti . But dti depends on the con-

trol variables explicitly. Therefore, the constraint is of the 1st order. The same reasoning can be applied to other pure state

constraints to conclude that all of the pure state constraints are of the 1st order. In fact, the pure state constraints are of the

1st order for many economic optimal control problems (Adida and Perakis, 2007,Hartl et al., 1995). Let us denote the pure

state constraints as -i(x(t), t), i = 1, . . . , s and their rst order derivatives with respect to time as -1i xt; t; i 1; . . . ; s.

Denition A.2. For the pure state constraints of the 1st order, the CQ can be veried by the following full rank condition on

any boundary interval [11, 12]6 (Adida and Perakis, 2007,Hartl et al., 1995):

2 @ -1 3

1

6 @u 7

6 7 ^

rank6 ... 7 b;

4 5

@ -1^

b

@u

^ 6 s, - x t; t < 0; i b

for t 2 [11, 12], -i x t; t 0; i 1; . . . ; b ^ 1; . . . ; s, where x(t) denotes the optimal state

i

trajectory.

As the above CQs are veried with respect to the control variables, it is essential for us to clarify the control variables

p

adopted

p in the proof of Proposition 3.3. These control variables are h = (hp:p 2 P), g g ai : p 2 1; jPj; i 2 1; mp , and

g~ g~ai : p 2 1; jPj; i 2 1; mp dened by (51). For the mixed constraints (42) and (43), we may isolate the state-depen-

dent and control-dependent terms by writing

dA1 x

g a1 t A1 x 1 hp t; 8p 2 P;

dt

dAi x

g pai t Ai x 1 g pai1 t; 8p 2 P; i 2 2; mp:

dt

Note further that a very important characteristic of the necessary conditions for time-shifted problems is that the variables

g pai and g~pai g pai t Ai x for all relevant subscripts and superscripts are treated independently in expressing the minimum

principle. We assume that all the mixed constraints (42) (45) are binding; if the CQ holds for this case, then it will hold for

any subset of binding constraints. We rearrange the mixed constraints according to control variables specied previously as

hp 6 0; 8p 2 P; 95

g pai t 6 0; 8p 2 P; i 2 1; mp; 96

g~pa1 1 A_ 1 hp t 0; 8p 2 P; 97

g~ai 1 A

p _ i g p t 0; 8p 2 P; i 2 2; mp: 98

ai1

Two matrices are important in the proof of the Jacobian matrix Jm of the binding mixed constraints, which are both diagonal

matrices of appropriate dimensions.

2 _ i;p 3

2

1 0 0 0

3 1A 1

0 0 0

6 _ i;p 7

6

6 1 0 0 7

7

6

6 1A 2

0 0 7

7

6 .. .. ..7 6 .. .. .. 7

Jm 6

i

6 . . .7;

7 Jb 6

i

6 . . .

7:

7

6 7 6 7

4 1 0 5 6 _ i;p

1A 0 7

4 jPj1 5

1 _ i;p

1A jPj

The subscript of A_ i;p means the ith link of path pj and remind that jPj is the number of paths. By Theorem 5.1 of Zhu and

j

Marcotte (2000), when the linear link travel time function is adopted, we have 1 A _ i;p > 0. These matrices are important,

j

h i

take (95) for example, the nonzero entry of column col(hp) is @h@ p hp 1; 8p 2 P, or J 0m in matrix form if we ignore

jPjjPj

the other zero entries, i.e. the partial derivatives with respect to g and g~. Similar reasoning can be applied to (96). For (97), we

have the nonzero entry for column col(hp) as

6

An interval [11, 12] [0, T] with 11 < 12 is called a boundary interval if -i(x(t), t) = 0 for t 2 [11, 12].

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1059

@ p

_ 1 hp 1:

g~a1 1 A

@hp

h i

Again we can express this in a matrix of the form J 0m . Similarly, we denote the matrix induced by column col g pai as J im .

jPjjPj

Note that there is another nonzero entry for column col g~pa1 , i.e.

@ p

_ 1 hp 1 A

_ 1;p :

p g~a1 1 A

@ g~a1

2 _ 1;p 3

1A 1

0 0 0

6 _ 1;p 7

6

6 1A 2

0 0 7

7

6 .. .. .. 7

Jb 6

1

6 . . .

7;

7

6 7

6 _ 1;p

1A 0 7

4 jPj1 5

_ 1;p

1A jPj

_ 1;p means the rst link of path pj 2 P. Similarly, we can conduct the analysis on (98). The Jacobian matrix Jm

the subscript of A j

0 1

J 0m

B C

B J 1m C

B C

B J 2m C

B C

B C

B .. C

B . C

B C

B C

Jm B J mp

m C:

B C

B J0 J 1b C

B m C

B C

B J 1m J 2b C

B C

B C

B .. .. C

@ . . A

mp

J mp1

m Jb

By simple calculation, we can eliminate the non-zero entries in the lower triangular matrix such that Jm is similar to the fol-

lowing block diagonal matrix, i.e.

0 1

J 0m

B C

B J 1m C

B C

B J 2m C

B C

B C

B .. C

B . C

B C

B C

Jm

B J mp

m C;

B C

B J 1b C

B C

B C

B J 2b C

B C

B C

B .. C

@ . A

mp

Jb

which is in a special Jordan normal form. Therefore, the Jacobian matrix Jm of the binding mixed constraints is of full rank, see

e.g. Roger and Johnson (1985), the Arrow CQ is satised.

Next we move on to the pure state constraints. Note that the constraint C ai t and its time derivative do not depend on the

control variables but the time derivative of xai t does. Regarding to (46), one can proceed with the analysis similar to that of

the mixed constraints. However, there is a simpler way for us to verify the CQ. Note that (46) is imposed to ensure nonneg-

ative link volumes. In line with the side constraint (47), we may represent it as xai t 6 0. We may assume all the pure state

constraints are binding. Again this is unnecessary, as we can easily show that the constraints xai t 6 0 and

xai t C ai t 6 0 will not be activated simultaneously for any link. To see this, if C ai t > 0, the two constraints cannot hold

simultaneously is obviously. If C ai t 0, i.e. the link is closed, these two constraints simply reduce to xai t 0 if they are

binding. Therefore, we have at most n binding pure state constraints hold simultaneously. Therefore, it is enough for us to

assume there are m 6 n empty links, i.e. xai t 0, and the other n m links are binding with xai t C ai t 0. We have only

two basic elements of the partial derivatives of the pure state constraints with respect to the control variables. Denote the

1060 R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061

control vector for path p 2 P as up col hp ; g pa1 ; . . . ; g pan , where we have ignored g~pa1 ; . . . ; g

~pan since the rst order time deriv-

atives of the pure state constraints do not depend on them explicitly, we have

X

x_ ai g pai dpai g pai1 dpai1 :

p2P

@

x_ ai 0 0 0 1 1 0 0 :

@up

For the saturated links, we have

@

x_ a 0 0 0 1 1 0 0 :

@up i

For path p, in accordance with the binding constraints, we reorder these links as a01 ; . . . ; a0m and a0m1 ; . . . ; a0n , while the control

variables are rearranged accordingly. We can represent the above partial derivatives in a matrix form as

2 3

1 1

6 7

6 1 1 7

6 .. .. 7

6 7

6 . . 7

6 7

6 1 1 7

p 6 7

J 6 7 :

6 1 1 7

6 7

6 1 1 7

6 7

6 .. .. 7

6 7

4 . . 5

1 1 nmp1

p

It is obviously that the rankJ = n. But the Jacobian matrix J of the rst time derivatives of pure state constraints with respect

to the control variables is

J Jp n2n1 jPj ;

where denotes other matrices that can be evaluated similar to Jp, i.e. the matrices induced by evaluating partial derivatives

of the rst time derivatives of pure state constraints with respect to the path control vectors excluding up, and the zero en-

tries contributed by g~pai ; 8p 2 P; i 2 1; mp. Clearly, rankJ = n, which implies the CQ for the binding pure state constraints,

dened by Denition A.2, is satised. To see this, we write the transpose of J as

0 1

1 0 0 0 0 0 0

B 1 1 0 0 0 0 0 C

B C

B C

B 0 1 1 0 0 0 0 C

B C

B 0 0 1 0 0 0 0 C

B C

B .. .. .. .. .. .. .. .. .. C

B C

B . . . . . . . . . C

B C

B 0 0 0 1 0 0 0 C

B C

B C

B 0 0 0 1 1 0 0 C

B C

B 0 0 0 0 1 1 0 C

B C

JT B

B 0 0 0 0 0 1

C

0 C,C 1 ; C2 ;C 3 ; ;C m ; Cm1 ; Cm2 ; ; Cn ;

B C

B .. .. .. .. .. .. .. .. .. C

B . . . . . . . . . C

B C

B 0 0 0 0 0 0 1 C

B C

B C

B 0 0 0 0 0 0 1 C

B C

Br r r r mp2;m r mp2;m1 r mp2;m2 r mp2;n C

B mp2;1 mp2;2 mp2;3 C

B C

B r mp3;1 rmp3;2 r mp3;3 r mp3;m r mp3;m1 r mp3;m2 r mp3;n C

B C

B .. .. .. .. .. .. .. .. .. C

B C

@ . . . . . . . . . A

r 2n1 jPj;1 r 2n1 jPj;2 r 2n1 jPj;3 r 2n1 jPj;m r 2n1 jPj;m1 r 2n1 jPj;m2 r 2n1 jPj;n

X

n

ri Ci 0 ) ri 0; 8i 2 1; n;

i1

for scalars ri, "i 2 [1, n]. Thus, we have rank JT = n= rank J.

R.X. Zhong et al. / Transportation Research Part B 45 (2011) 10351061 1061

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