This paper seeks traffic signal control policies which maximise long-run network throughput when demand is within network capacity and also when demand is beyond network capacity. The paper considers smooth versions of two well-known responsive traffic signal control policies: the P0 policy (see Smith, 1979b, 1980 or Smith et al., 2015) and the maxpressure or MP policy (see Varaiya, 2013a). The paper gives two simple example networks where both of these smooth responsive traffic control policies give rise to decreasing throughput for increasing demands; when these demands are beyond the network capacity. The paper then suggests a simple modification of the two responsive traffic control policies and shows that the two modified policies do maximise the long run throughput of the two signal-controlled networks; both when a steady input demand D is within network capacity and also when a steady demand exceeds network capacity. The modified version of P0 is as follows: for a certain positive number K, forD⩽Kuse responsive policyP0,and forD>Kuse the green-times generated byP0whenD=K. Thus in this modification the green-time proportions generated by responsive P0 are frozen as demand passes through K; and remain fixed for all demands D which exceed K. The paper shows that the above modification when applied to a continuous version of MP also maximises throughput in both networks for all values of the steady demand D. Finally the paper considers a signal controlled network with route choice. It is shown that if routes are chosen by travellers in their own best interests then the continuous version of MP does not always maximise throughput, even if the constant input demand D is within the network capacity, but P0 does always maximise throughput, even when the constant input demand D is beyond the network capacity.@en

Traffic control performance on networks depends on the flow response to the policy adopted, which in turn contributes to determine the optimal signal settings. This paper focuses on the relationship between local and network wide traffic control policies within the combined traffic control and assignment problem. Through a full exploration of the solution space, an in depth cross comparison is performed between the well-known local policies P0 and Equisaturation, versus the global policies Maximum Throughput and Minimum Delay, to verify how the two local policies approximate the optimal settings for signalized intersections. Realistic traffic dynamics, such as congestion, multiple controllers and spillback are considered, to empirically determine the conditions under which the local policies are able to approximate global performances. After presenting the different local and global control policies, experiments are performed on simple toy networks. The complexity of the underlying network and, therefore, of the problems' boundary conditions is then increased, allowing us to showcase how the different metrics perform in different situations. Finally, conclusions on the results are drawn.@en

This paper presents a review and classification of traffic assignment models for strategic transport planning purposes by using concepts analogous to genetics in biology. Traffic assignment models share the same theoretical framework (DNA), but differ in capability (genes). We argue that all traffic assignment models can be described by three genes. The first gene determines the spatial capability (unrestricted, capacity restrained, capacity constrained, and capacity and storage constrained) described by four spatial assumptions (shape of the fundamental diagram, capacity constraints, storage constraints, and turn flow restrictions). The second gene determines the temporal capability (static, semi-dynamic, and dynamic) described by three temporal assumptions (wave speeds, vehicle propagation speeds, and residual traffic transfer). The third gene determines the behavioural capability (all-or-nothing, one shot, and equilibrium) described by two behavioural assumptions (decision-making and travel time consideration). This classification provides a deeper understanding of the often implicit assumptions made in traffic assignment models described in the literature. It further allows for comparing different models in terms of functionality, and paves the way for developing novel traffic assignment models.@en