 Original Paper
 Open Access
Effectiveness of link and path information on simultaneous adjustment of dynamic OD demand matrix
 Ernesto Cipriani^{1},
 Marialisa Nigro^{1}Email author,
 Gaetano Fusco^{2} and
 Chiara Colombaroni^{2}
https://doi.org/10.1007/s125440130115z
© The Author(s) 2013
 Received: 25 November 2011
 Accepted: 30 July 2013
 Published: 15 September 2013
Abstract
Introduction
The paper deals with the adjustment of timedependent Origin–destination (OD) demand matrix, which is the fundamental input of ITS application for traffic predictions. The usual problem is to search for temporal OD matrices that are “near” an a priori estimate (seed matrices) and that best fit traffic counts. However information on link flows is not fully effective in describing the state of the network; recent technologies for tracking vehicles provide a new kind of information on route travel times that can integrate usual information on traffic flows at count sections.
Objective
The object of the paper is to analyse the effectiveness of different types of information in the offline simultaneous adjustment of dynamic OD demand, starting from seed matrices with different degrees of reliability.
Keywords
 Demand adjustment
 Dynamic assignment
 Probe data
 SPSA algorithm
1 Introduction
Dynamic estimation of Origin–destination (OD) matrix is a fundamental input for ITS systems, which need to identify the current traffic state and predict future traffic conditions at realtime level. In fact, demand patterns vary from day to day and congested networks are heavily affected by even small changes of OD demand flows. So, high level of accuracy on demand can lead to successful ITS systems [1] as well as to effective strategies for implementing route guidance, congestion pricing and networkbased traffic signal control [2]. On the other hand, knowledge of spacetemporal structure of demand is the necessary input for a dynamic traffic assignment model that simulates congestion evolution. Without correcting errors in OD demand estimation, the inconsistency in OD flows would accumulate and propagate in the traffic simulation process, making the network state estimation and prediction highly unreliable [3].
Usual methods for OD estimation combine some a priori information, like historical OD matrices, with realtime traffic measurements. Since dynamic traffic assignment models for ITS applications require a very detailed representation of OD matrix in time and space, the OD estimation problem is highly undetermined. So, any possible information on demand structure can be useful to reduce the complexity of the problem.
Information on prior OD matrices (the socalled “seed matrix”) are usually reported in any formulation, both static and dynamic; however, differently from other measures, they are not directly observable [4] and solution procedures for demand adjustment are usually irrespective of their quality [5].
Current technologies can provide a great amount of traffic data collected on links and nodes of the transportation network: pavementembedded sensors, roadside radars and cameras provide measures of flows and speeds at nodes and along links; Advanced Vehicle Identification (AVI), groundbased radio navigation, cellular geolocation and GPS provide a new kind of information about travel times and route choices that integrate usual information on traffic flows at count sections. Moreover, it is well known that traffic counts are not fully effective in discerning between congested and uncongested traffic state of a link, because of nonmonotone flowdensity relationship. Thus, it is important to formulate effective methods for OD estimation combining several heterogeneous sources of information and to assess the relative importance of each of them. On the other hand, optimization methods can applied to individuate the best locations of measurement sections (see, for example, [6]).
Many authors dealt with the problem of increasing the amount of information required by dynamic OD estimation problem and included, for example, speed and link occupancy [7–9], probe data from vehicle equipped by AVI tags [10–14, 15,16], aggregate demand data such as traffic emissions and attractions by zones [8,9,17], total demand for subnetworks, or the temporal distribution of trips in some areas on the network.
In this paper we want to investigate the contribution of different kinds of information to improve the accuracy of timedependent OD matrix estimation. Specifically, with respect to previous studies, we introduce information on travel times, which are assumed to be provided by a fleet of floating cars. In order to focus on basic issues of the problem, we tackle offline simultaneous estimation of timedependent OD demand, which is the basis for a suitable development of ITS applications in online context.
The paper is organized into five sections including this introduction: Section 2 reports different methodologies developed in the last years for the dynamic OD estimation and after defines the one adopted in the study; in Section 3 the case study is presented, while the results of the application are reported in Section 4; finally Section 5 summarizes the main conclusions.
2 Problem formulation
Different approaches and solution algorithms have been developed in the last years for both offline and online dynamic OD estimation: in the following the most recent contributes are reported.
Zhou et al. [18] formulated the dynamic OD estimation problem as a single level nonlinear optimization model, solved with a relaxation algorithm of the lagrangian extension of the original one, taking into account route choice in order to work in the path flow dimension. Frederix et al. [23] adopted a linear approximation of the relationship between OD flows and link flows, taking into account link flows being not separable. This approximation has been obtained with the marginal computation (MaC) method that performs a perturbation analysis in a computationally efficient way, using the kinematic wave theory principles for traffic simulation. Toledo and Kolechkina [19] proposed a method based on a linear approximation of the assignment matrix; they apply different iterative algorithms, performing a mesoscopic traffic simulation to conduct network loadings. Djukic et al. [20] proposed the reduction and approximation of OD demand variables based on principal component analysis (PCA). The new transformed set of variables (demand principal components) is then updated online from traffic counts in a novel reduced state space model for real time estimation of OD demand.
The problem of offline simultaneous estimation of temporal OD matrices is tackled in this paper adopting a simulation approach, which avoids introducing assignment matrices [9]. The OD estimation problem is formulated as an optimization problem aiming at minimizing a linear combination of the distance between estimated and a priori OD demand flows and the errors between detected and estimated traffic measurements in a dynamic (i.e., timedependent) offline context. The objective function includes different kinds of data collected with different types of techniques: simple traffic counts and speed measurements detected at fixed road sections and travel times measured on routes travelled, for example, by floating cars equipped with a GPS receiver and a cellular mobile transmitter. Adding speed measurement provides further information on the traffic regime that enables to distinguish between congested and uncongested conditions. The extent of such a congested condition can be grasped further by adding travel time information.
Given:
 N :

nodes
 A :

directed links
 n _{ od } :

number of origin–destination pairs
 R :

routes connecting each OD pair.
 f ^{ d } :

term of the objective function relative to the distance with the seed matrix
 x _{ i } :

estimated matrix for departing time interval i, i = 1…n_{ h }
 d _{ i } :

seed matrix for departing time interval i, i = 1…n_{ h }
 y _{ i } :

simulated information on link set S for departing time interval i, i = 1…n_{ h }
 ${\widehat{\mathbf{y}}}_{i}$ :

collected measures on link set S for departing time interval i, i = 1…n_{ h }
 f ^{ l } :

term of the objective function relative to measures collected on links
 z _{ i } :

simulated information on node set P for departing time interval i, i = 1…n_{ h }
 ${\widehat{\mathbf{z}}}_{i}$ :

collected measures on node set P for departing time interval i, i = 1…n_{ h }
 f ^{ n } :

term of the objective function relative to measures collected on nodes
 w _{ i } :

simulated information on route set r for departing time interval i, i = 1…n_{ h }
 ${\widehat{\mathbf{w}}}_{i}$ :

collected measures on route set r for departing time interval i, i = 1…n_{ h }
 f ^{ p } :

term of the objective function relative to measures collected on routes.
 G _{ o } ^{ * } :

a priori emission value for origin zone o
 G _{ o } ^{ i } :

emission value for origin zone o of the demand matrix x_{ i }.
In fact, overestimation of demand can produce a prolonged loading period in simulation (i.e., the network takes longer to clear), without significant changes in observed link flows or in the corresponding terms of the objective function. The constraint on generation balances for the insensitivity of the objective function to these conditions.
Functions f depend on the particular estimation framework, on the type of estimator and on the available information [21].
If this information is not available, the different objective function terms can be controlled using exogenous scalar weights representing the relative confidence of the analyst on measurements (that is: speeds, flows and travel times) or on a priori direct observation (that is, the seed matrix).
Information such as flows and speeds measured on links as well as travel times from probe vehicles has been reported in this study inside the objective function (1). Data from links and routes are considered with different types of grouping to assess the impact of different network elements in the adjustment process. Generated trips have been reported as an inequality constraint as in Eq. (4). Different seed matrices with different degrees of reliability have been considered as inputs of the procedure in order to analyze different levels of uncertainty on a priori demand estimation.
The procedure adopted to solve the problem (1) is the SPSA ADPI (Simultaneous Perturbation Stochastic Approximation, Asymmetric Design, Polynomial Interpolation) proposed by Cipriani et al. [8]. SPSA ADPI is a modification of the gradient based path search optimization method that permits to reduce the computational effort in regard to the usual gradientbased methods, which is a basic issue to deal with a simultaneous estimation of demand for real applications.
 a _{ k } :

gain sequence at iteration k of the OD estimation algorithm
 $\overline{\widehat{\mathbf{g}}}\left({\mathbf{x}}_{k}\right)$ :

the average approximated gradient at iteration k, calculated as the average of m gradient approximations:
3 Description of the experiments
 1.
information on links: counts and measured speeds collected at 5 count sections on the network (Fig. 2);
 2.
information on routes: path travel times for different departure times of probe vehicles along one path connecting origin 2 to destination 4 (Fig. 2);
 3.
information on demand: previous demand matrices (seed matrices) with different degrees of reliability and aggregate demand data (generated trips).
Different seed matrices, representing possible a priori knowledge of demand have been obtained by random perturbations of the “true” matrix.
 d :

“seed” demand values
 x ^{ r } :

“true” demand values
 i :

time interval
 j :

OD pairs
Relative Mean Errors (RME) of the seed matrices used in the experiments
RME (seed vs real)  

Seed1  0.16 
Seed2  0.20 
Seed3  0.25 
Seed4  0.35 
Seed5  0.40 
Seed6  0.50 
Seed7  0.60 
Seed8  0.68 
In Fig. 3 the variable demand profiles of the “true” matrix and of some of the adopted seed matrices are reported: the differences between the profiles suggest the need to work not only on the value of the total demand, but also on its distribution between the time slices.

OF1: distance between simulated flows and link counts plus distance between estimated demand and seed matrix;

OF2: distance between simulated flows and link counts, plus distance between simulated speeds and measured link speeds, plus distance between estimated demand and seed matrix;

OF3: distance between simulated flows and link counts, plus distance between simulated path travel times and measured path travel times from probe vehicles, plus distance between estimated demand and seed matrix;

OF4: distance between simulated flows and link counts, plus distance between simulated speeds and measured link speeds, plus distance between simulated path travel times and measured path travel times from probe vehicles, plus distance between estimated demand and seed matrix.
4 Results
Results of the SPSA ADPI, for different degrees of reliability of the seed matrix and using different types of information inside the objective function, demonstrate the effectiveness of the procedure, with improvements of the objective function up to 50 %. Smaller improvements are experienced if the seed matrices have very low reliability (RME≥0.6, Seed 7 and Seed 8), because of the large distance from the real demand.
Only when RME is lower than 0.2 (Seed 1) OF4 does not present the best improvement: this due to the very high reliability of the seed matrix, which makes useless additional information to improve the solution.
Intermediate reliability levels (0.2 ≤ RME ≤ 0.4, Seed 2 to 4) show similar behaviour in terms of sensitivity to information.
It is possible to deduce from the previous considerations that for certain seed matrix reliability, the more information we add inside the adjustment procedure, the more accurate is the result. Of course, the accuracy of the estimation procedure can be only evaluated in laboratory experiments, where the true demand is known, while it is not possible in the real world, where only traffic measures are known.
When realtime information includes only link fIows, as in case of OF1 (Fig. 8), the improvement of the solution with respect to a priori information is lower than 10 %; if also measured link speeds are added inside the objective function as in case of OF2 (Fig. 9), the improvement of initial estimation exceeds the 50 %, except for poor reliability of the boundary values of the seed matrix. This result highlights the importance of speed data on dynamic demand adjustment, as it allows to discriminate between congested or uncongested traffic conditions.
If data on path travel times instead of link speed are added to link counts (OF3, Fig. 10) strong improvements are still obtained compared to using only link counts, even if lower than those obtained by using measured speeds (Fig. 9) and concentrated in a small range of seed matrix reliability (RME from 0.2 to 0.35).
Finally, if both information on links (flows and speeds) and information on path travel times are put together (OF4, Fig. 11), an improvement is experienced increasing up to 66 % for RME equal to 0.35 and then decreasing to about 2 % when for RME equal to 0.68. So, speeds and path travel times add information to the adjustment process in order to reach a dynamic demand matrix closeness to the real one; however, their effects do not seem to be additive.

regarding link measurements, we assume measures of flows and speeds on 5 count sections collected for 5 time intervals, for a total number of 50 data, which cover information related to all the origin–destination components of the network (Fig. 2);

regarding path travel times, we assume only one path covered by probe vehicles, which cover information on only one origin–destination pair, measured from the origin for the first 3 time slices (that is, we assume that only a sample of vehicles are equipped with GPS devices and can be exploited as probes).
Measures are then normalized inside the objective function; i.e., the information is not weighted for its cardinality; however, link measures provide information on all the origin–destination components, while path travel times only on one origin–destination pair.
Difference between real and estimated OD pair 2–4 [veh/h] for different degrees reliability of the seed matrix and different objective functions (O.F.)
RME (seed vs real)  O.F.1  O.F.2  O.F.3  O.F.4 

0.16  246  222  184  160 
0.20  725  170  135  377 
0.25  958  364  209  213 
0.35  1,250  505  444  136 
0.40  1,450  511  1,450  543 
0.50  1,525  645  1,487  160 
0.60  1,938  1,932  1,938  1,905 
0.68  2,442  2,354  2,395  2,371 
Each iteration takes about 1 min on a Dual Core, 2.2 GHz machine; this means about 4 h are needed to solve the optimization problem for the test network reported in this study. If the dimension of the network increases, also computational times increase because of the time needed by the DTA simulator to generate simulated values of measures at each iteration. As a result, the procedure can be used only in offline context. However, the solution found can be exploited as first input for online applications in order to start with good initial demand values and good traffic flow patterns on the network.
5 Conclusion
The paper has presented a preliminary analysis on the contribution provided by different kinds of information to the estimation of timedependent OD matrix demand. Numerical experiments carried out on a testnetwork case demonstrated the importance of type, quality and quantity of the information in demand estimation.
The best improvements on demand adjustment are usually obtained when a sample of path travel time measurements is considered together with measures of speeds and flows on link sections. In fact, link speeds and path travel times allow taking into account traffic congestion, which affects the propagation of flow on the network and then influences the timedependent relationship between link counts and OD demand matrix. Numerical experiments highlighted also the influence of the reliability of a priori information on the accuracy of resulting OD estimation in combination with different information sets.
Further research will be addressed to investigate the influence of penetration rate of probe vehicles that provide information on path travel times, considering also higher dimension networks; moreover the effect of other kinds of measurements, like density and occupancy, as well as pointtopoint travel time data, which introduce additional information on network congestion, will be analysed
Declarations
Open Access This article is distributed under the terms of the Creative Commons Attribution License which permits any use, distribution, and reproduction in any medium, provided the original author(s) and the source are credited.
Authors’ Affiliations
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