Gotowe bibliografie tematyczne / Route choice models

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Gotowa bibliografia na temat „Route choice models”

Autor: Grafiati
Data publikacji: 6 września 2023

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Artykuły w czasopismach na temat "Route choice models"

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Daamen, Winnie, Piet H. L. Bovy i Serge P. Hoogendoorn. "Influence of Changes in Level on Passenger Route Choice in Railway Stations". Transportation Research Record: Journal of the Transportation Research Board 1930, nr 1 (styczeń 2005): 12–20. http://dx.doi.org/10.1177/0361198105193000102.

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In assessing the design of a public transfer station, it is important to be able to predict the routes taken by passengers. Most simulation tools use simple route choice models that take into account only the shortest walking distance or walking time between a passenger's origin and destination. To improve this type of route choice model, other factors affecting passenger route choice need to be identified. Also, the way these factors influence route choice behavior needs to be determined to indicate how each factor is valued. In this research, route choice data have been collected in two Dutch train stations by following passengers through the facility from their origins to their destinations. These data have been used to estimate extended route choice models. The focus is on the influences of level changes in walking routes on passenger route choice behavior. It appears that ways of bridging level changes (ramps, stairs, escalators) each have a significant and different impact on the attractiveness of a route to a traveler.
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Pandey, Venktesh, i Stephen D. Boyles. "Comparing Route Choice Models for Managed Lane Networks with Multiple Entrances and Exits". Transportation Research Record: Journal of the Transportation Research Board 2673, nr 10 (20.05.2019): 381–93. http://dx.doi.org/10.1177/0361198119848706.

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Developing an appropriate route choice model for managed lanes with multiple entrances and exits is critical for the success of managed lane planning and operations. This research focuses on route choice models for managed lane networks with stochastic and time-varying tolls and travel times. In the model, a traveler receives real-time information about the tolls and travel times upon arrival at each diverge node and makes a dynamic lane choice decision that minimizes the total expected cost. The online route choice model is formulated as a Markov decision process and solved using a backward recursion algorithm. The model is compared against four other routing models: a binary logit model, a model based on decision routes, a model that chooses paths a priori, and a model with routes chosen randomly. The study also models irrational driver behavior with parameters like driver’s inclination toward making optimal lane choices and preference for certain lanes. Findings show that the expected costs from the routes chosen using the decision route model from the literature are close to the optimal cost with an average percentage error of 0.93%. The binary logit model is shown to have a high average error of 50% in the expected cost when a driver is assumed to behave rationally, but the same model shows optimal prediction for certain irrational driver behaviors. The proposed routing model forms a basis for future work in the area of managed lane pricing and planning.
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Alivand, Majid, Hartwig Hochmair i Sivaramakrishnan Srinivasan. "Analyzing how travelers choose scenic routes using route choice models". Computers, Environment and Urban Systems 50 (marzec 2015): 41–52. http://dx.doi.org/10.1016/j.compenvurbsys.2014.10.004.

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Prato, Carlo Giacomo. "META-ANALYSIS OF CHOICE SET GENERATION EFFECTS ON ROUTE CHOICE MODEL ESTIMATES AND PREDICTIONS". TRANSPORT 27, nr 3 (19.09.2012): 286–98. http://dx.doi.org/10.3846/16484142.2012.719840.

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Large scale applications of behaviorally realistic transport models pose several challenges to transport modelers on both the demand and the supply sides. On the supply side, path-based solutions to the user assignment equilibrium problem help modelers in enhancing the route choice behavior modeling, but require them to generate choice sets by selecting a path generation technique and its parameters according to personal judgments. This paper proposes a methodology and an experimental setting to provide general indications about objective judgments for an effective route choice set generation. Initially, path generation techniques are implemented within a synthetic network to generate possible subjective choice sets considered by travelers. Next, ‘true model estimates’ and ‘postulated predicted routes’ are assumed from the simulation of a route choice model. Then, objective choice sets are applied for model estimation and results are compared to the ‘true model estimates’. Last, predictions from the simulation of models estimated with objective choice sets are compared to the ‘postulated predicted routes’. A meta-analytical approach allows synthesizing the effect of judgments for the implementation of path generation techniques, since a large number of models generate a large amount of results that are otherwise difficult to summarize and to process. Meta-analysis estimates suggest that transport modelers should implement stochastic path generation techniques with average variance of its distribution parameters and correction for unequal sampling probabilities of the alternative routes in order to obtain satisfactory results in terms of coverage of ‘postulated chosen routes’, reproduction of ‘true model estimates’ and prediction of ‘postulated predicted routes’.
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Zhu, Shanjiang, i David Levinson. "Agent-Based Route Choice with Learning and Exchange of Information". Urban Science 2, nr 3 (15.07.2018): 58. http://dx.doi.org/10.3390/urbansci2030058.

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Planning models require consideration of travelers with distinct attributes (value of time (VOT), willingness to pay, travel budgets, etc.) and behavioral preferences (e.g., willingness to switch routes with potential savings) in a differentiated market (where routes have varying tolls and levels of service). This paper proposes to explicitly model the formation and spreading of spatial knowledge among travelers, following cognitive map theory. An agent-based route choice (ARC) model was developed to track choices of each individual decision-maker in a road network over time and map individual choices into macroscopic flow pattern. ARC has been applied to both the Sioux Falls and Chicago sketch networks. Comparisons between ARC and existing models (user equilibrium (UE) and stochastic user equilibrium (SUE)) on both networks show ARC is valid and computationally tractable. In brief, this paper specifically focuses on the route choice behavior, while the proposed model can be extended to other modules of transportation planning under an integrated framework.
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Prashker, J. N., i S. Bekhor. "Investigation of Stochastic Network Loading Procedures". Transportation Research Record: Journal of the Transportation Research Board 1645, nr 1 (styczeń 1998): 94–102. http://dx.doi.org/10.3141/1645-12.

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The network loading process of stochastic traffic assignment is investigated. A central issue in the assignment problem is the behavioral assumption governing route choice, which concerns the definition of available routes and the choice model. These two problems are addressed and reviewed. Although the multinomial logit model can be implemented efficiently in stochastic network loading algorithms, the model suffers from theoretical drawbacks, some of them arising from the independence of irrelevant alternatives property. As a result, the stochastic loading on routes that share common links is overloaded at the overlapping parts of the routes. Other logit-family models recently have been proposed to overcome some of the theoretical problems while maintaining the convenient analytical structure. Three such models are investigated: the C-logit model, which was specifically defined for route choice; and two general discrete-choice models, the cross-nested logit model and the paired combinatorial logit model. The two latter models are adapted to route choice, and simple network examples are presented to illustrate the performance of the models with respect to the overlapping problem. The results indicate that all three models perform better than does the multinomial logit model. The cross-nested logit model has an advantage over the two other generalized models because it enables performing stochastic loading without route enumeration. The integration of this model with the stochastic equilibrium problem is discussed, and a specific algorithm using the cross-nest logit model is presented for the stochastic loading phase.
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Shakeel, Kiran, Taha Hossein Rashidi i Travis S. Waller. "Choice Set Formation Behavior in Selecting Travel Routes: Application of an Interactive Online Survey Platform". Transportation Research Record: Journal of the Transportation Research Board 2669, nr 1 (styczeń 2017): 1–9. http://dx.doi.org/10.3141/2669-01.

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One of the major challenges associated with the analysis of route choice modeling is the formulation of the choice set of alternatives that may allow a relatively accurate prediction of demand for travel routes. The subset of route alternatives in the choice set should be relevant and feasible and include the attributes considered most by travelers when they choose a route. This research investigated the role and significance of route choice set formations with a focus on the perspectives of the modeler and of travelers. Revealed preference data were collected from Sydney, Australia, residents about their choice of route for their most recent commuting trip. The survey tool was programmed to use the Google Maps application programming interfaces to collect the route choice information, including the selected route and the set of routes that were considered. Three discrete choice models were used to investigate the traveler’s inclination toward certain attributes of routes, considering both car and public transit routes with the master choice set. The effect of possible bias generated because of the formation of route choice from the perspective of the modeler was also analyzed and presented with the results. The results show the intuitive signs of various attributes, with travel time being the significant factor for route choice. The difference between the choice sets considered by the traveler and by the modeler also suggests that those considered by the modeler possess enough variation to offer the possibility of better capturing important factors affecting route choice behavior.
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Yai, Tetsuo, i Tetsuo Shimizu. "Multinomial Probit with Structured Covariance for Choice Situations with Similar Alternatives". Transportation Research Record: Journal of the Transportation Research Board 1645, nr 1 (styczeń 1998): 69–75. http://dx.doi.org/10.3141/1645-09.

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The estimatability of the multinomial probit (MNP) model has been improved greatly by the modeling of the error structure. A modeling idea for travelers’ choice behaviors using the MNP with structured covariances (MNPSC) model is proposed. Choice of route, destination, and time of day are considered. The covariance of the error term of the utility function is structured by introducing the overlapped length between any two routes and the overlapped time length between any two departure times. Simultaneous models such as route and train class, route and mode, and time of day and mode choice model also are introduced by applying the MNPSC modeling idea. These are formulated easily by assuming that the error is generated independently between two choices. An empirical study for a route and train class choice model was conducted by using the passenger survey data in the Tokyo metropolitan region, and its estimatability and applicability are examined.
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Tribby, Calvin P., Harvey J. Miller, Barbara B. Brown, Carol M. Werner i Ken R. Smith. "Analyzing walking route choice through built environments using random forests and discrete choice techniques". Environment and Planning B: Urban Analytics and City Science 44, nr 6 (20.07.2016): 1145–67. http://dx.doi.org/10.1177/0265813516659286.

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Walking is a form of active transportation with numerous benefits, including better health outcomes, lower environmental impacts and stronger communities. Understanding built environmental associations with walking behavior is a key step towards identifying design features that support walking. Human mobility data available through GPS receivers and cell phones, combined with high resolution walkability data, provide a rich source of georeferenced data for analyzing environmental associations with walking behavior. However, traditional techniques such as route choice models have difficulty with highly dimensioned data. This paper develops a novel combination of a data-driven technique with route choice modeling for leveraging walkability audits. Using data from a study in Salt Lake City, UT, USA, we apply the data-driven technique of random forests to select variables for use in walking route choice models. We estimate data-driven route choice models and theory-driven models based on predefined walkability dimensions. Results indicate that the random forest technique selects variables that dramatically improve goodness of fit of walking route choice models relative to models based on predefined walkability dimensions. We compare the theory-driven and data-driven walking route choice models based on interpretability and policy relevance.
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Bekhor, Shlomo, Moshe E. Ben-Akiva i M. Scott Ramming. "Evaluation of choice set generation algorithms for route choice models". Annals of Operations Research 144, nr 1 (kwiecień 2006): 235–47. http://dx.doi.org/10.1007/s10479-006-0009-8.

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Rozprawy doktorskie na temat "Route choice models"

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Han, Bijun. "Analyzing car ownership and route choices using discrete choice models". Doctoral thesis, KTH, Infrastructure and Planning, 2001. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-3215.

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This thesis consists of two parts. The first part analyzesthe accessibility, generation and license holding effects incar ownership models. The second part develops a route choicemodeling framework with an attempt to address the differencesin drivers' route choice behavior. These two parts of work areboth based on the discrete choice theory - the car ownershipmodels are built up on the standard logit model, whereas theroute choice models are formulated in a mixed logit form.

The study result of the first part shows that measuring theaccessibility by the monetary inclusive value reasonably wellcaptures the mechanism of the accessibility impact. Otheraccessibility proxies such as the parking costs, parking typeand house type are correlated with the accessibility but not toa great extent. Both young and old households are less likelyto have a car. The reduction of the propensity to own a car issignificant for households with average birth year before 1920,whereas this reduction is moderate for households with birthyear between 1920 and 1945. It is also demonstrated thatdriving license holding choice is conditional on the carownership level choice, and that these two choices need to bemodeled in a dynamic framework.

The second part of the work investigates the performance ofthe mixed logit model using both simulated data and empiricalroute switching data. The empirical study mainly focused on theimpacts of information and incident related factors on drivers'route switching behavior.

The result shows that using mixed logit gives a significantimprovement in model performance as well as a more sensitiveexplanation of drivers' decision-making behavior. For apopulation with greatly varying tastes, simply using thestandard logit model to analyze its behavior can yield veryunrealistic results. However, care must be taken when settingthe number of random draws for simulating the choiceprobability of the mixed logit model in order to get reliableestimates.

The empirical results demonstrate that incident relatedfactors such as delay and information reliability havesignificant impacts on drivers' route switching, where themagnitude of the response to the change in the delay is shownto vary significantly between individuals. Other factors, suchas confidence in the estimated delay, gender, frequency of cardriving and attitude towards congestion, also make majorcontributions. In addition, it is found that individual's routeswitching behavior may differ depending on the purpose of thetrip and when the choice is made, i.e. pre-trip oren-route.

Keywords: car ownership, accessibility, logit model,route choice, heterogeneity, mixed logit model

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Fadaei, Oshyani Masoud. "Estimating route choice models using low frequency GPS data". Thesis, KTH, Transportvetenskap, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-41546.

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GPS data are increasingly available to be used in transportation planning. Route choice models are estimated to address the behavior of individuals choosing a route in a given network. When data is collected with low frequency, it is unknown which path was traversed between the GPS data points. Furthermore, GPS data has measurements error. In this thesis we design an algorithm to consistently estimate a given route choice model in the presence of sparse GPS data and measurement errors. We present an extension on a new method presented by Kalström et al. (2011) to estimate a route choice model. This method focuses on a given simple way to estimate the true parameter of a model. For this purpose the indirect inference method is employed as a structured procedure. In our context, a simple multinomial logit model is used as the auxiliary model with the simulated data sets and in a structured way returns the estimated parameter. This version of discrete choice model is simple and fast which qualifies it as an appropriate auxiliary model. We estimate a model with random link costs which allows for a natural correlation structure across paths and is also useful for simulating paths in order to make choice sets. In this study Monte Carlo evidence is provided to show the feasibility and accuracy of the proposed algorithm using a real world network from Borlänge, Sweden. The main conclusion is that indirect inference is an exciting option in the tool box for route choice estimation which can be used for estimating route choice models using low frequency GPS sampling data.
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Samadzad, Mahdi. "Space disaggregation in models of route and mode choice : method and application to the Paris area". Thesis, Paris Est, 2013. http://www.theses.fr/2013PEST1058/document.

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La repr?sentation spatiale de l?aire de mod?lisation dans les mod?les de la demande de transports a peu chang? au cours des derni?res d?cennies. A cet ?gard, l??tat-de l?art repose encore largement sur le syst?me de centro?de-connecteur qui est utilis?e dans les mod?les classiques. Elle est une approche agr?g?e qui ignore la variabilit? physique li?e ? la dispersion des lieux d?sagr?g?s de r?sidence et d?activit? dans l?espace local. En cons?quence, le pouvoir explicatif des mod?les quant aux comportements de choix d?itin?raire et de mode demeure limit? ? l??chelle locale : Par exemple, la localisation d?sagr?g?e influence sur le choix entre une autoroute dont l??changeur est ?loign?, et un autre itin?raire non-autoroutier. Egalement, le rabattement terminal influence sur le partage modal auto vs. transports en commun. Nous pr?sentons une approche d?sagr?g?e pour la repr?sentation spatiale. Dans un d?coupage zonal, l?espace ? l?int?rieur d?une zone est repr?sent? de mani?re d?sagr?g?e stochastique. Pour chaque zone, les points d?ancrage sont d?finis relative aux n?uds du r?seau qui peuvent ?tre utilis?s pour acc?der au r?seau. Un itin?raire entre une paire de zones est ensuite consid?r? comme une chaine, compos?e de deux trajets terminaux, correspondants aux sections intrazonales de l?itin?raire, et d?un trajet principal correspondant ? la section entre deux points d?ancrage. En cons?quence, le mod?le de choix d?itin?raire est transform? ? un mod?le de choix conjoint d?une paire de point d?ancrage. Le vecteur des temps al?atoires terminaux est Normal Multidimensionnel donnant lieu ? un mod?le Probit de choix conjoint de points d?ancrage.Pour ?tendre au cadre multimodal, un mode collectif composite est d?fini comme une chaine compos?e des trois trajets modaux d?acc?s, principal, et de sortie, et les stations sont consid?r?es comme les points d?ancrage, connectant les trajets de rabattement au trajet principal. Un mod?le Logit Multinomial de choix de mode est estim? ? partir de l?Enqu?te Globale de Transport de 2001 pour le mode auto et le faisceau des modes collectifs composites, et est combin? avec les deux mod?les Probit correspondants au choix des stations
Spatial representation of modeling area in travel demand models has changed little over the course of last several decades. In this regard, the state-of-the-art still widely relies on the same centroid-connector system that has been used in classic models. In this approach continuum bidimensional space is lumped on centroids. It is an aggregate approach which ignores the physical variability linked to the scatteredness of disaggregate residence- and activity-places over the local space. Consequently the modeling performance in explaining route and mode choice behavior degrades at local scales: In route choice, disaggregate location influences the propensity between a distant interchange to a highway, or a nearby road. In mode choice, feeder service to public transportations influences the auto vs. transit modal share. We propose a disaggregate approach for spatial representation. Based on a zoning system, a stochastic disaggregate representation is used to characterize the space within a traffic analysis zone. For each zone, anchor-points are defined as the network nodes that are used for accessing to the network from within the local space. An itinerary between a pair of zones is then considered as a chain of legs composed of two terminal legs, corresponding to the intrazonal route sections, and one main leg between two anchor points. The route choice problem is transformed to a joint choice of a pair of anchor points. The vector of random terminal travel times is Multivariate Normal resulting in a Multinomial Probit model of choice of a pair of anchor points. To extend to the multimodal context, a transit composite mode is defined as a chain of access, main, and egress modal legs, and transit platforms are considered as anchor points connecting the feeder legs to the main line-haul leg. A Multinomial Logit mode choice model is estimated based on the 2001 Paris Household Travel Survey for the auto mode and the composite transit modes. It is joined with the two Multinomial Probit models corresponding to the choice of anchor points. The result is a joint model of mode and station choice with a disaggregate representation of the local space
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González, Ramírez Humberto. "Study of the choice behaviour of travellers in a transport network via a “simulation game” Travel time and bounded rationality in travellers’ route choice behaviour : a computer route choice experiment Unravelling travellers’ route choice behaviour at full-scale urban network by focusing on representative OD pairs in computer experiments". Thesis, Lyon, 2020. http://www.theses.fr/2020LYSET008.

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L'objectif de cette thèse est de trouver des modèles de choix d'itinéraire qui évoluent au niveau du réseau, c'est-à-dire des modèles qui rapprochent les choix des voyageurs sur la diversité des situations rencontrées dans un réseau de transport. L'approche de cette thèse pour étudier le comportement des voyageurs dans les réseaux de transport passe par des expériences informatiques à grande échelle, pour lesquelles une plateforme nommée Mobility Decision Game (MDG) a été développée. Le MDG permet d'observer les choix des participants sur un ensemble diversifié de scénarios (paires OD et itinéraires) avec des conditions de circulation et des informations de temps de trajet variables. Dans cette thèse, les expériences se concentrent sur les choix d'itinéraire des trajets en voiture qui sont basés sur la carte de la ville de Lyon, France. Pour atteindre l'objectif de cette thèse, une méthodologie de recherche de couples OD représentatifs du réseau est tout d'abord proposée. Les paires OD représentatives sont utilisées dans les expériences de choix de route pour obtenir des modèles de choix qui se généralisent aux différentes configurations OD dans le réseau. Deuxièmement, les choix des participants aux expériences sont analysés du point de vue du comportement rationnel et borné, afin d'établir le principe qui décrit le mieux leurs choix. Enfin, les modèles de choix sont évalués en fonction de leur précision prédictive. Cette thèse fait partie d'un projet européen ERC intitulé MAGnUM: Approche de modélisation du trafic multi-échelle et multimodale pour la gestion durable de la mobilité urbaine
The objective of this thesis is to find route choice models that scale-up at network level, i.e., models that predict the choices of travellers over the diversity of situations found in a transport network. The approach in this thesis to investigate travellers' behaviour in transportation networks is through computer-based experiments at large scale, for which a platform named the Mobility Decision Game (MDG), has been developed. The MDG permits to observe the choices of the participants on a diverse set of scenarios (OD pairs and routes) with varying traffic conditions and travel time information. In this thesis, the experiments focus on the route choices of uni-modal car trips that are based on the map of the city of Lyon, France. To attain the objective of this thesis, firstly a methodology to find OD pairs that are representative of the network is proposed. The representative OD pairs are used in route choice experiments to obtain choice models that generalise to the various OD configurations in the network. Secondly, the choices of participants in the experiments are analysed from the rational and boundedly rational behaviour perspectives, in order to establish the principle that best describe their choices. Finally, the choice models are assessed in terms of their predictive accuracy. This thesis is part of a European ERC project entitled MAGnUM: Multiscale and Multimodal Traffic Modeling Approach for Sustainable Management of Urban Mobility
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Bai, Tongzhou. "Consistently estimating route choice models using indirect inference based on emprical observation data". Thesis, KTH, Transportvetenskap, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-43389.

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In the thesis, a proposed route choice model is tested on the empirical observation data. The model gives link specific errors to the links in the network, which allows natural correlation structure among paths. Indirect inference method is used to consistently estimate the route choice model, and a logit model is chosen to be the auxiliary model. The observation data with multiple OD pairs was collected in the Borlänge, a city located in the middle part of Sweden. Two main experiments are carried out, one with only one attribute, length to be specific in the route choice model and the other with two attributes, namely length and speed bump dummy. The final estimates of parameters have positive signs as anticipated and the magnitudes are reasonable. In addition, judging from the estimated binding functions, parameters in the cost function have negative effect on utility in the logti model and the parameter in the logit model are more apparently affected by its indirectly inferred parameter in the route choice model than the others do. Some other trials of the model are also carried out, but the estimates are not satisfying. This may be due to lack of attributes in the route choice model and further suggestion on better defined model is given out. A Monte Carlo experiment is also carried out to test the efficiency of model with unfixed scale parameter to the random term in the route choice model.
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Unnikrishnan, Avinash. "Equilibrium models accounting for uncertainty and information provision in transportation networks". [Austin, Tex. : University of Texas Libraries, 2008. http://www.lib.utexas.edu/etd/d/2008/unnikrishnana67041/unnikrishnana67041.pdf#page=3.

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Vargas, Júlio Celso Borello. "Forma urbana e rotas de pedestres". reponame:Biblioteca Digital de Teses e Dissertações da UFRGS, 2015. http://hdl.handle.net/10183/127812.

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O estímulo aos modos ativos de viagem através de modificações na forma urbana - infraestrutura, edificações e atividades - é objeto do planejamento das cidades contemporâneas desde que os problemas do transporte motorizado se revelaram críticos e contrários à ideia de sustentabilidade urbana. Congestionamentos, poluição, custos monetários e sociais elevados estão associados ao modelo de urbanização e mobilidade da maioria das cidades, especialmente nos países em desenvolvimento, onde a explosão da frota motorizada é concomitante à aceleração dos processos de urbanização e espalhamento urbano. Mais recentemente, a revelação de relações de causalidade entre o excesso de utilização dos veículos particulares e problemas de saúde crônica das populações urbanas levou a um crescimento das pesquisas e iniciativas de estímulo às caminhadas como modo de transporte. Também o interesse pela qualidade da experiência da vida na cidade veio somar-se a este corpo de conhecimento, trazendo as ideias de vitalidade urbana e urbanidade para junto dos estudos de caminhabilidade. O interesse extrapolou a análise de demanda agregada que visa o incremento do modo a pé e passou a dar atenção aos caminhos pelos quais as pessoas se movimentam, conectando origens e destinos nos interior das cidades. Este trabalho procura avançar neste aspecto ao propor um método de avaliação dos atributos da forma urbana baseado no monitoramento de caminhantes com dispositivos de posicionamento global (GPS) e modelos de escolha discreta. Um estudo na cidade de Porto Alegre acompanhou indivíduos durante os anos de 2011 a 2014 e, através da representação de diversos atributos urbanos em ambiente SIG, associou as trajetórias realizadas com as características da forma da cidade, concluindo que elas influenciam a utilidade percebida das alternativas de caminho e, portanto, atuam sobre o processo decisório dos pedestres. Para além da simples distância ou declividade, outras características como o tamanho dos trechos, a hierarquia das vias, a presença de prédios marcantes e espaços abertos e a densidade de edificações ao longo dos eixos revelaram-se influentes neste processo. Poucas intersecções e cruzamentos, predomínio de vias amigáveis ao pedestre e edificações arranjadas de forma menos densa são alguns dos atributos que apresentaram maior relevância para a decisão de “por onde ir” no âmbito deste estudo. A amostra relativamente pequena e a concentração das viagens no entorno do Parque Farroupilha e do campus da UFRGS não permitem generalizar os resultados. Porém, o estudo pode ser considerado válido enquanto exploração, pois constrói uma metodologia que pode ser ampliada e aplicada em outros contextos. Além disso, os resultados revelam particularidades da realidade local que parecem indicar a existência de diferenças comportamentais significativas em relação às cidades do primeiro mundo, tornando-o promissor como instrumento de suporte a políticas e projetos de mobilidade urbana sustentável no Brasil.
Since motorized transport problems have proved to be critical and contrary to the concept of urban sustainability, the idea of increasing the active travel modes through changes in urban form is a key subject of today´s mobility agenda. Traffic congestion, air pollution and severe monetary and social costs are associated with the current patterns of urbanization and mobility, especially in developing countries, where an explosive motorized fleet growth occurs simultaneously to an acceleration of urbanization and sprawl processes. Most recently evidences of a causal relationship between massive use of private vehicles and chronic health disorders have led to an increase in research about walking as an effective and clean mode of transportation. Also, the interest about the quality of life experience in the city came to add up to this body of knowledge, bringing in ideas of livability to walkability studies. Beyond the aggregate demand studies that aim to increase the walking mode share, there is now a growing interest on more localized aspects of the walking phenomenon - the routes - trying to understand the ways in which people travel on foot when connecting origins and destinations. This work proposes a method based on assessing data from actually taken walking trips using GPS devices and on modeling pedestrian´s choice behavior using discrete choice models. A study in the city of Porto Alegre, south of Brazil, followed 82 individuals for three consecutive days and, through the representation of several layers of urban data in a GIS environment, associated their trajectories with the main urban form attributes to allow the modeling experiment. The results show that the built environment features play an important role as a decision attribute, producing perceived utility/disutility on the decision-makers´ minds. They indicated that, in addition to the basic travel effort attributes such as trip distance or street slope, other factors such as the straightness of the trip, the road hierarchy, the presence of busy intersections, landmark buildings, noticeable public spaces and the density of buildings along the walking stretches indeed influence the route choice. The relatively small sample size and the spatial clustering of trips around the city´s central area doesn´t allow to the generalization of results. However, the study can be taken as a valid exploratory analysis, since it builds up a methodology that can be expanded and applied in other urban contexts. Furthermore, the results reveal some particular local features that indicate the existence of significant behavioral differences from the developed cities where previous similar studies were performed. These qualities make the proposed framework a promising decision support tool for sustainable urban mobility projects in Brazil.
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Watling, David Paul, Thomas Kjær Rasmussen, Carlo Giacomo Prato i Otto Anker Nielsen. "Stochastic user equilibrium with a bounded choice model". Elsevier, 2018. https://publish.fid-move.qucosa.de/id/qucosa%3A73239.

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Stochastic User Equilibrium (SUE) models allow the representation of the perceptual and preferential differences that exist when drivers compare alternative routes through a transportation network. However, as an effect of the used choice models, conventional applications of SUE are based on the assumption that all available routes have a positive probability of being chosen, however unattractive. In this paper, a novel choice model, the Bounded Choice Model (BCM), is presented along with network conditions for a corresponding Bounded SUE. The model integrates an exogenously-defined bound on the random utility of the set of paths that are used at equilibrium, within a Random Utility Theory (RUT) framework. The model predicts which routes are used and unused (the choice sets are equilibrated), while still ensuring that the distribution of flows on used routes accords to a Discrete Choice Model. Importantly, conditions to guarantee existence and uniqueness of the Bounded SUE are shown. Also, a corresponding solution algorithm is proposed and numerical results are reported by applying this to the Sioux Falls network.
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Broach, Joseph. "Travel Mode Choice Framework Incorporating Realistic Bike and Walk Routes". PDXScholar, 2016. https://pdxscholar.library.pdx.edu/open_access_etds/2702.

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For a number of reasons--congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few--the importance of walking and bicycling as transportation options will only continue to increase. Currently, policy interest and infrastructure funding for nonmotorized modes far outstrip our ability to model bike and walk travel. To ensure scarce resources are used most effectively, accurate models sensitive to key policy variables are needed to support long-range planning and project evaluation, and to continue adding to our growing understanding of key factors driving walk and bike behavior. This research attempts to synthesize and advance the state of the art in trip-based, nonmotorized mode choice modeling. Over the past fifteen years, efforts to model the decision to walk or bike on a given trip have been hampered by the lack of a comprehensive behavioral framework and inconsistency in measurement scales and model specification. This project develops a mode choice behavioral framework that acknowledges the importance of attributes along the specific walk and bike routes that travelers are likely to consider, in addition to more traditional area-based measures of travel environments. The proposed framework is applied to a revealed preference, GPS-based travel dataset collected from 2010-2013 in Portland, Oregon. Measurement of nonmotorized trip distance, built environment, tour-level variables, and attitudinal attributes as well as mode availability are explicitly addressed. Route and mode choice models are specified using discrete choice techniques, and predicted walking and bicycling routes are tested as inputs to various mode choice models. Results suggest strong potential for predicted route measures to enhance walk and bicycle mode choice modeling. Findings also support the specific notion that bicycle and pedestrian infrastructure contribute not only to route choice but also to the choice of whether to bike or walk. For decisions to bicycle, availability of low-traffic routes may be particularly important to women. Model results further indicate that land use and built environments around trip ends and a person’s home still have important effects on nonmotorized travel when controlling for route quality. Both route and area travel environment impacts are mostly robust to the inclusion of residential self-selection variables, consistent with the idea that built environment differences matter even for households that choose to live in a walkable or bikeable neighborhood. The combination of area and route-based built environment measures alongside trip context, sociodemographic, and attitudinal attributes provides a new perspective on nonmotorized travel behavior relevant to both policy and practice.
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Gao, Yuhan. "Estimation of Tourist Travel Patterns with Recursive Logit Models based on Wi-Fi Data with Kyoto City Case Study". Doctoral thesis, Kyoto University, 2021. http://hdl.handle.net/2433/263639.

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京都大学
新制・課程博士
博士(工学)
甲第23178号
工博第4822号
京都大学大学院工学研究科都市社会工学専攻
(主査)教授 山田 忠史, 教授 藤井 聡, 准教授 SCHMOECKER Jan-Dirk
学位規則第4条第1項該当
Doctor of Philosophy (Engineering)
Kyoto University
DFAM
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Więcej źródeł

Książki na temat "Route choice models"

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Tom, Walters, California. Dept. of Education. i California. Dept. of Transportation., red. Choosing a delivery route. Sacramento, Calif: Dept. of Education, 1997.

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Farrand, Scott M. Choosing a delivery route. Sacramento, Calif: Dept. of Education, 1997.

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Tsavachidis, Maria. Modellierung und empirische Untersuchung des Routenwahlverhaltens in einem multivariaten Entscheidungskontext. München: Fachgebiet Verkehrstechnik und Verkehrsplanung der Technischen Universität München, 2002.

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Ida, Tohru. An approach to the transit passenger assignment with its application to metropolitan Manila. [Matsudo City, Japan]: Ida, 1992.

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Chapman, James Emory. SMARTRAQ: Integrating travel behavior and urban form data to address transportation and air quality problems in Atlanta. [Forest Park, Ga: Georgia Dept. of Transportation, Office of Materials and Research, Research and Development Branch], 2004.

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Phillip, Vannini, red. The cultures of alternative mobilities: Routes less travelled. Farnham, Surrey: Ashgate, 2009.

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Ceder, Avishai. Transportation and traffic theory: proceedings of the 14th International Symposium on Transportation and Traffic Theory, Jerusalem, Israel, 20-23 July, 1999. Pergamon, Amsterdam, 1999.

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Vannini, Phillip. Cultures of Alternative Mobilities: Routes Less Travelled. Taylor & Francis Group, 2016.

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Vannini, Phillip. Cultures of Alternative Mobilities: Routes Less Travelled. Taylor & Francis Group, 2016.

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Schönfelder, Stefan, i Kay W. Axhausen. Urban Rhythms and Travel Behaviour: Spatial and Temporal Phenomena of Daily Travel. Taylor & Francis Group, 2016.

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Części książek na temat "Route choice models"

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Ben-Akiva, Moshe E., M. Scott Ramming i Shlomo Bekhor. "Route Choice Models". W Human Behaviour and Traffic Networks, 23–45. Berlin, Heidelberg: Springer Berlin Heidelberg, 2004. http://dx.doi.org/10.1007/978-3-662-07809-9_2.

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Bovy, Piet H. L., i Eliahu Stern. "Route Choice Models". W Studies in Operational Regional Science, 171–211. Dordrecht: Springer Netherlands, 1990. http://dx.doi.org/10.1007/978-94-009-0633-4_5.

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Chen, Huey-Kuo. "Dynamic System-Optimal Route Choice Model". W Dynamic Travel Choice Models, 181–99. Berlin, Heidelberg: Springer Berlin Heidelberg, 1999. http://dx.doi.org/10.1007/978-3-642-59980-4_10.

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Chen, Huey-Kuo. "Dynamic User-Optimal Route Choice Model". W Dynamic Travel Choice Models, 55–71. Berlin, Heidelberg: Springer Berlin Heidelberg, 1999. http://dx.doi.org/10.1007/978-3-642-59980-4_4.

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Ran, Bin, i David Boyce. "Ideal Dynamic Route Choice Models". W Modeling Dynamic Transportation Networks, 87–116. Berlin, Heidelberg: Springer Berlin Heidelberg, 1996. http://dx.doi.org/10.1007/978-3-642-80230-0_5.

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Ran, Bin, i David Boyce. "Instantaneous Dynamic Route Choice Models". W Modeling Dynamic Transportation Networks, 141–62. Berlin, Heidelberg: Springer Berlin Heidelberg, 1996. http://dx.doi.org/10.1007/978-3-642-80230-0_7.

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Chen, Huey-Kuo. "Stochastic/Dynamic User-Optimal Route Choice Model". W Dynamic Travel Choice Models, 229–53. Berlin, Heidelberg: Springer Berlin Heidelberg, 1999. http://dx.doi.org/10.1007/978-3-642-59980-4_12.

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Chen, Huey-Kuo. "Fuzzy/Dynamic User-Optimal Route Choice Model". W Dynamic Travel Choice Models, 255–75. Berlin, Heidelberg: Springer Berlin Heidelberg, 1999. http://dx.doi.org/10.1007/978-3-642-59980-4_13.

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Chen, Huey-Kuo. "Algorithms for the Dynamic Route Choice Model". W Dynamic Travel Choice Models, 73–84. Berlin, Heidelberg: Springer Berlin Heidelberg, 1999. http://dx.doi.org/10.1007/978-3-642-59980-4_5.

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Chen, Huey-Kuo. "Dynamic User-Optimal Departure Time/Route Choice Model". W Dynamic Travel Choice Models, 85–102. Berlin, Heidelberg: Springer Berlin Heidelberg, 1999. http://dx.doi.org/10.1007/978-3-642-59980-4_6.

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Streszczenia konferencji na temat "Route choice models"

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Fadaei Oshyani, Masoud, Marcus Sundberg i Anders Karlstrom. "Estimating flexible route choice models using sparse data". W 2012 15th International IEEE Conference on Intelligent Transportation Systems - (ITSC 2012). IEEE, 2012. http://dx.doi.org/10.1109/itsc.2012.6338676.

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Sha, Zhenghui, Kushal A. Moolchandani, Apoorv Maheshwari, Joseph Thekinen, Jitesh Panchal i Daniel A. DeLaurentis. "Modeling Airline Decisions on Route Planning Using Discrete Choice Models". W 15th AIAA Aviation Technology, Integration, and Operations Conference. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2015. http://dx.doi.org/10.2514/6.2015-2438.

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Bieker-Walz, Laura, Yun-Pang Flotterod i Alexander Sohr. "Modelling of Emergency Vehicles Route Choice with Use of Trajectory Data". W 2019 6th International Conference on Models and Technologies for Intelligent Transportation Systems (MT-ITS). IEEE, 2019. http://dx.doi.org/10.1109/mtits.2019.8883323.

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Liu, Qun, Supratik Mukhopadhyay, Yimin Zhu, Ravindra Gudishala, Sanaz Saeidi i Alimire Nabijiang. "Improving Route Choice Models by Incorporating Contextual Factors via Knowledge Distillation". W 2019 International Joint Conference on Neural Networks (IJCNN). IEEE, 2019. http://dx.doi.org/10.1109/ijcnn.2019.8852482.

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Tinessa, Fiore, Vittorio Marzano, Andrea Papola, Marcello Montanino i Fulvio Simonelli. "CoNL route choice model: numerical assessment on a real dataset of trajectories". W 2019 6th International Conference on Models and Technologies for Intelligent Transportation Systems (MT-ITS). IEEE, 2019. http://dx.doi.org/10.1109/mtits.2019.8883349.

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Huber, Stefan. "Synthetization of bicycle route data from aggregate GPS-based cycling data and its utility for bicycle route choice analysis". W 2021 7th International Conference on Models and Technologies for Intelligent Transportation Systems (MT-ITS). IEEE, 2021. http://dx.doi.org/10.1109/mt-its49943.2021.9529316.

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Tawfik, Aly M., John Szarka, Leanna House i Hesham A. Rakha. "Disaggregate route choice models based on driver learning patterns and network experience". W 2011 14th International IEEE Conference on Intelligent Transportation Systems - (ITSC 2011). IEEE, 2011. http://dx.doi.org/10.1109/itsc.2011.6082915.

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Shelat, Sanmay, Oded Cats, Niels van Oort i Hans van Lint. "Calibrating Route Choice Sets for an Urban Public Transport Network using Smart Card Data". W 2019 6th International Conference on Models and Technologies for Intelligent Transportation Systems (MT-ITS). IEEE, 2019. http://dx.doi.org/10.1109/mtits.2019.8883366.

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Caggiani, Leonardo, Rosalia Camporeale i Michele Ottomanelli. "A real time multi-objective cyclists route choice model for a bike-sharing mobile application". W 2017 5th IEEE International Conference on Models and Technologies for Intelligent Transportation Systems (MT-ITS). IEEE, 2017. http://dx.doi.org/10.1109/mtits.2017.8005593.

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Huber, Stefan, Sven Lisner, Paul Lindemann, Klemens Muthmann, Armin Schnabel i Joris Friedl. "Modelling bicycle route choice in German cities using open data, MNL and the bikeSim web-app". W 2021 7th International Conference on Models and Technologies for Intelligent Transportation Systems (MT-ITS). IEEE, 2021. http://dx.doi.org/10.1109/mt-its49943.2021.9529273.

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Raporty organizacyjne na temat "Route choice models"

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Kim, Joseph J., Samuel Dominguez i Luis Diaz. Freight Demand Model for Southern California Freeways with Owner–Operator Truck Drivers. Mineta Transportation Institute, październik 2020. http://dx.doi.org/10.31979/mti.2020.1931.

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This study evaluates the demand for truck-only toll lanes on Southern California freeways with owner–operator truck drivers. The study implemented the stated preference survey method to estimate the value placed by drivers on time, reliability, and safety measures using various scenarios geared towards assessing those values. The project team met face-to-face with owner- operator truck drivers near the Ports of Los Angeles and Long Beach to understand the drivers’ perspectives regarding truck-only toll lanes on Southern California freeways. A data set containing 31 survey responses is obtained and used for statistical data analysis using analysis of variable (ANOVA) and two sample t-tests. The analysis results showed that 75.27% of the owner– operator truck drivers responded are willing to pay toll fees when they choose routes. The tolerated average toll fees are $13.77/ hr and $12.82/hr for weekdays and weekends, respectively. The analysis results also showed that owner–operator truck drivers will take truck-only toll lanes when they take the routes used in four comparisons out of six comparisons according to the three measures such as values of time, reliability, and safety, despite sharing a common origin and destination. The highest toll fee per mile on any day that drivers are willing to pay when the main factor being compared is value of time is $0.31/mile or $18.35/hr. The toll fees associated with reliability and safety measures are $0.30/mile or $8.94/hr and $0.22/mile or $11.01/hr, respectively. These results are meaningful for legislators and transportation agencies as the behaviors and route choice characteristics of owner–operator truck drivers help them better understand the utility and demand for truck-only toll lanes.
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Jung, Paul H., Jean-Claude Thill i Luis Armando Galvis-Aponte. State Failure, Violence, and Trade: Dangerous Trade Routes in Colombia. Banco de la República, grudzień 2021. http://dx.doi.org/10.32468/dtseru.303.

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We investigate the effect of domestic armed violence brought about by political instability on the geography of distance frictions in freight mobility and the resulting differential access of regions to global markets. The Colombian transportation system has been found to be impeded by deficiencies in landside transport infrastructure and institutions, and by fragmented political environments. The micro-level analysis of U.S.-bounded export shipping records corroborates that export freight shipping from inland regions is re-routed to avoid exposures to domestic armed violence despite greatly extended landside and maritime shipping distances. We exploit the trajectories of freight shipping from Colombian regions and spatial patterns of violent armed conflicts to see how unstable geopolitical environments are detrimental to freight shipping mobility and market openness. The discrete choice model shows that the shipping flow is greatly curbed by the extended re-routing due to domestic armed violence and that inland regions have restricted access to the global market. The perception of risk and re-routing behavior is found heterogeneous across shipments and conditional to shipment characteristics, such as commodity type, freight value and shipper sizes. The results highlight that political stability must be accommodated for improved freight mobility and export-oriented economic development in the global South.
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She, Ruifeng, i Yanfeng Ouyang. Generalized Link-Cost Function and Network Design for Dedicated Truck-Platoon Lanes to Improve Energy, Pavement Sustainability, and Traffic Efficiency. Illinois Center for Transportation, listopad 2021. http://dx.doi.org/10.36501/0197-9191/21-037.

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Recent development of autonomous and connected trucks (ACT) has provided the freight industry with the option of using truck platooning to improve fuel efficiency, traffic throughput, and safety. However, closely spaced and longitudinally aligned trucks impose frequent and concentrated loading on pavements, which often accelerates pavement deterioration and increases the life cycle costs for the highway agency. Also, effectiveness of truck platooning can be maximized only in dedicated lanes; and its benefits and costs need to be properly balanced between stakeholders. This paper proposes a network-design model to optimize (i) placement of dedicated truck-platoon lanes and toll price in a highway network, (ii) pooling and routing of ACT traffic from multiple origins and destinations to utilize these lanes, and (iii) configuration of truck platoons within these lanes (e.g., lateral displacements and vehicle separations). The problem is formulated as an integrated bi-level optimization model. The upper level makes decisions on converting existing highway lanes into dedicated platoon lanes, as well as setting user fees. The lower-level decisions are made by independent shippers regarding the choice of routes and use of platoon lanes vs. regular lanes; and they collectively determine truck traffic in all lanes. Link-cost functions for platoon lanes are obtained by simultaneously optimizing, through dynamic programming, pavement-rehabilitation activities and platoon configuration in the pavement's life cycle. A numerical case study is used to demonstrate the applicability and performance of the proposed model framework over the Illinois freeway system. It is shown that the freight traffic is effectively channelized on a few corridors of platoon lanes and, by setting proper user fees to cover pavement-rehabilitation costs, systemwide improvements for both freight shippers and highway agencies can be achieved.
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