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Yoram Shiftan is a Professor of Civil and Environmental Engineering in the Technion specializing in travel behavior, transport policy, and transport project evaluation. He is the head of the Israeli Center for Smart Transpotation Research and was the editor of the journal Transport Policy and the chair of the International Association of Travel Behavior Research (IATBR). He received his Ph.D. from MIT and since then has published over hundred papers and co-edited five books. Overall, he spent 4.5 years as a visiting professor in leading universities in Europe and the US, most recently at Northwestern University in Chicago.
We present a new urban transit investment model, integrating transport economic theory regarding optimal investment with transport modeling, planning, and network design. The model expands on the theory of optimal transit network planning and investment, accounting for the effects of the investment on accessibility, level of service, and speed. The model seeks long-term optimal transit investment and optimal road pricing simultaneously in an integrated, unified model. To illustrate the advantages of our approach, we applied our empirical model to two case studies, Tel Aviv and Toronto, integrating our theoretical contribution into practice. Our results demonstrate the model’s ability to indicate the optimal transit mode and investment on a corridor level and the total investment required for the city transit network. The model results were compared to the actual and planned transit networks of Tel Aviv and Toronto and showed the model’s capability to produce a good balance of strategic design and network details. The research concludes that applying the right toll with the applicable transit investment is crucial for obtaining an efficient network and performance. This research can direct planners and policymakers in planning urban transport and provide a comprehensive set of guidelines for optimizing the simultaneous investment in mass transit and the congestion toll toward more sustainable cities and transportation systems.
Nir Sharav; Yoram Shiftan. Optimal Urban Transit Investment Model and Its Application. Sustainability 2021, 13, 8706 .
AMA StyleNir Sharav, Yoram Shiftan. Optimal Urban Transit Investment Model and Its Application. Sustainability. 2021; 13 (16):8706.
Chicago/Turabian StyleNir Sharav; Yoram Shiftan. 2021. "Optimal Urban Transit Investment Model and Its Application." Sustainability 13, no. 16: 8706.
The introduction of shared autonomous vehicles into the transport system is suggested to bring significant impacts on traffic conditions, road safety and emissions, as well as overall reshaping travel behaviour. Compared with a private autonomous vehicle, a shared automated vehicle (SAV) is associated with different willingness-to-adopt and willingness-to-pay characteristics. An important aspect of future SAV adoption is the presence of other passengers in the SAV—often people unknown to the cotravellers. This study presents a cross-country exploration of user preferences and WTP calculations regarding mode choice between a private non-autonomous vehicle, and private and shared autonomous vehicles. To explore user preferences, the study launched a survey in seven European countries, including a stated-preference experiment of user choices. To model and quantify the effect of travel mode attributes and socio-demographic characteristics, the study employs a mixed logit model. The model results were the basis for calculating willingness-to-pay values for all countries and travel modes, and provide insight into the significant heterogeneous, gender-wise effect of cotravellers in the choice to use an SAV. The study results highlight the importance of analysis of the effect of SAV attributes and shared-ride conditions on the future acceptance and adoption rates of such services.
Amalia Polydoropoulou; Ioannis Tsouros; Nikolas Thomopoulos; Cristina Pronello; Arnór Elvarsson; Haraldur Sigþórsson; Nima Dadashzadeh; Kristina Stojmenova; Jaka Sodnik; Stelios Neophytou; Domokos Esztergár-Kiss; Jamil Hamadneh; Graham Parkhurst; Shelly Etzioni; Yoram Shiftan; Floridea Di Ciommo. Who Is Willing to Share Their AV? Insights about Gender Differences among Seven Countries. Sustainability 2021, 13, 4769 .
AMA StyleAmalia Polydoropoulou, Ioannis Tsouros, Nikolas Thomopoulos, Cristina Pronello, Arnór Elvarsson, Haraldur Sigþórsson, Nima Dadashzadeh, Kristina Stojmenova, Jaka Sodnik, Stelios Neophytou, Domokos Esztergár-Kiss, Jamil Hamadneh, Graham Parkhurst, Shelly Etzioni, Yoram Shiftan, Floridea Di Ciommo. Who Is Willing to Share Their AV? Insights about Gender Differences among Seven Countries. Sustainability. 2021; 13 (9):4769.
Chicago/Turabian StyleAmalia Polydoropoulou; Ioannis Tsouros; Nikolas Thomopoulos; Cristina Pronello; Arnór Elvarsson; Haraldur Sigþórsson; Nima Dadashzadeh; Kristina Stojmenova; Jaka Sodnik; Stelios Neophytou; Domokos Esztergár-Kiss; Jamil Hamadneh; Graham Parkhurst; Shelly Etzioni; Yoram Shiftan; Floridea Di Ciommo. 2021. "Who Is Willing to Share Their AV? Insights about Gender Differences among Seven Countries." Sustainability 13, no. 9: 4769.
We model the mode choice between three novel emerging transportation services and identify latent market segments not studied yet in the context of shared automated vehicles, including ridesharing, car sharing and automated transit, using a hybrid choice model. We use a discrete distribution to capture taste heterogeneity of distinct latent classes. Latent variables, socio-demographics and travel habits inform latent class assignment estimated simultaneously with a discrete choice kernel. Respondents chose their preferred mode for going to work in a set of stated preference choice tasks, based on the attributes of their current commutes using a Bayesian D-Efficient design. Users were segmented into two latent classes based on latent factors that capture time style orientation and public transit dislike. The effects of seating designation, not modeled previously in this context, trip cost and travel times in a shared ride, were estimated for the two classes. Users who neither like transit nor ridesharing with strangers are less likely to choose a shared ride if their designated seat is the middle seat, and overall less likely to choose automated transit. Individuals who have more organized time styles demonstrate higher marginal sensitivity to travel times and costs and are more likely to choose automated transit. Value of time analysis reveals that wait time of services that offer a convenient home pickup is valued lower than in-vehicle time. The implications for future adoption of shared automated vehicles is further discussed.
Shelly Etzioni; Ricardo A. Daziano; Eran Ben-Elia; Yoram Shiftan. Preferences for shared automated vehicles: A hybrid latent class modeling approach. Transportation Research Part C: Emerging Technologies 2021, 125, 103013 .
AMA StyleShelly Etzioni, Ricardo A. Daziano, Eran Ben-Elia, Yoram Shiftan. Preferences for shared automated vehicles: A hybrid latent class modeling approach. Transportation Research Part C: Emerging Technologies. 2021; 125 ():103013.
Chicago/Turabian StyleShelly Etzioni; Ricardo A. Daziano; Eran Ben-Elia; Yoram Shiftan. 2021. "Preferences for shared automated vehicles: A hybrid latent class modeling approach." Transportation Research Part C: Emerging Technologies 125, no. : 103013.
While research on developing and testing automated vehicle (AVs) technologies is well underway, research on their implications on travel-related behavior is in its infancy. The aim of this paper is to summarize and analyze literature that focuses on travel-related behavior impacts of AVs, namely levels 4 and 5, as well as highlight important directions of research. We review five methods used to quantitatively investigate these implications and how each method contributes to this literature: 1) controlled testbeds, 2) driving simulators and virtual reality, 3) agent-based and travel-demand models, 4) surveys, and 5) field experiments. We also present five critical research questions regarding the implications of AVs on the demand side of transportation and summarize findings from the current literature on: 1) what is the willingness to adopt the technology? and what are the impacts of the technology on 2) in-vehicle behavior? 3) value of time? 4) travel-related behaviors (activity pattern, mode, destination, residential location)? and 5) vehicle miles traveled (VMT)? Results can be divided into four categories. The first category corresponds to results on research questions with numerous data points where the direction of the impact is consistent across the literature, albeit the magnitude varies considerably. For instance, surveys indicate 19% to 68% of people are unwilling to adopt AV technology, a sentiment that is fading over time. Moreover, people prefer owning AVs over sharing them and don’t believe their car ownership will decrease. Regarding VMT, most studies predict an increase that varies from a low of 1% to a high of 90% depending on the scenario and assumptions under study. The second category of findings corresponds to research questions with limited and consistent, albeit highly variable data points. For example, a few stated preference survey studies indicate that reduced stress and multitasking during travel will reduce the value of time between 5% and 90%. The third category of results is on research questions with a few but conflicting data points. For instance, surveys indicate that people (80% to 85%) do not believe their residential location will be impacted by the adoption of AVs. Some simulation studies, however, indicate that lower travel costs will drive people away from cities and into suburbs while other studies report the opposite. The final category of results corresponds to research question with a single or no data points. For instance, one study explores how users will use vehicles to run errands while no studies investigate user preferences for vehicle types (e.g. mobile-homes vs. right-sized) or how they plan to use their vehicles when they are not needed (e.g. rent out vs. leave them idle). Moving forward, the goal is to shift all results into the first category while simultaneously tightening the prediction interval of the magnitude of the impacts. This can be achieved by: 1) focusing more efforts on research questions that fall under the three remaining categories to fill the holes in the literature, and 2) establishing consistency and clarity of assumptions used by researchers to enable comparisons and transferability of results.
Mustapha Harb; Amanda Stathopoulos; Yoram Shiftan; Joan L. Walker. What do we (Not) know about our future with automated vehicles? Transportation Research Part C: Emerging Technologies 2021, 123, 102948 .
AMA StyleMustapha Harb, Amanda Stathopoulos, Yoram Shiftan, Joan L. Walker. What do we (Not) know about our future with automated vehicles? Transportation Research Part C: Emerging Technologies. 2021; 123 ():102948.
Chicago/Turabian StyleMustapha Harb; Amanda Stathopoulos; Yoram Shiftan; Joan L. Walker. 2021. "What do we (Not) know about our future with automated vehicles?" Transportation Research Part C: Emerging Technologies 123, no. : 102948.
The technology that allows fully automated driving already exists and it may gradually enter the market over the forthcoming decades. Technology assimilation and automated vehicle acceptance in different countries is of high interest to many scholars, manufacturers, and policymakers worldwide. We model the mode choice between automated vehicles and conventional cars using a mixed multinomial logit heteroskedastic error component type model. Specifically, we capture preference heterogeneity assuming a continuous distribution across individuals. Different choice scenarios, based on respondents’ reported trip, were presented to respondents from six European countries: Cyprus, Hungary, Iceland, Montenegro, Slovenia, and the UK. We found that large reservations towards automated vehicles exist in all countries with 70% conventional private car choices, and 30% automated vehicles choices. We found that men, under the age of 60, with a high income who currently use private car, are more likely to be early adopters of automated vehicles. We found significant differences in automated vehicles acceptance in different countries. Individuals from Slovenia and Cyprus show higher automated vehicles acceptance while individuals from wealthier countries, UK, and Iceland, show more reservations towards them. Nontrading mode choice behaviors, value of travel time, and differences in model parameters among the different countries are discussed.
Shelly Etzioni; Jamil Hamadneh; Arnór Elvarsson; Domokos Esztergár-Kiss; Milena Djukanovic; Stelios Neophytou; Jaka Sodnik; Amalia Polydoropoulou; Ioannis Tsouros; Cristina Pronello; Nikolas Thomopoulos; Yoram Shiftan. Modeling Cross-National Differences in Automated Vehicle Acceptance. Sustainability 2020, 12, 9765 .
AMA StyleShelly Etzioni, Jamil Hamadneh, Arnór Elvarsson, Domokos Esztergár-Kiss, Milena Djukanovic, Stelios Neophytou, Jaka Sodnik, Amalia Polydoropoulou, Ioannis Tsouros, Cristina Pronello, Nikolas Thomopoulos, Yoram Shiftan. Modeling Cross-National Differences in Automated Vehicle Acceptance. Sustainability. 2020; 12 (22):9765.
Chicago/Turabian StyleShelly Etzioni; Jamil Hamadneh; Arnór Elvarsson; Domokos Esztergár-Kiss; Milena Djukanovic; Stelios Neophytou; Jaka Sodnik; Amalia Polydoropoulou; Ioannis Tsouros; Cristina Pronello; Nikolas Thomopoulos; Yoram Shiftan. 2020. "Modeling Cross-National Differences in Automated Vehicle Acceptance." Sustainability 12, no. 22: 9765.
Although the concept of social justice seems to be ubiquitous in most transportation plans, methods adopted to evaluate transit systems have little engagement with political theories to define justice. Without a proper definition, transport planners will be unable to design transit systems that achieve justice. The present study proposes a combination of sufficientarianism and egalitarianism principles to define justice in transit. Based on this framework 1) access to public transport is a right, 2) public transport should provide a minimum accessibility, 3) public transport should benefit the less well-off groups, and 4) a just distribution has to be spatially evaluated. The framework proposes a method that can be used to measure and compare justice in transit systems. The framework is applied to four case study cities, Auckland, Brisbane, Perth, and Vancouver. The results show that Auckland's transit system performs well relative to the other three case study cities by accounting for people and providing a minimum access to jobs. However, Auckland's transit services fail in the just distribution as it favours more affluent neighbourhoods. This issue is more severe in Brisbane's and Perth's transit systems. Vancouver, on the other hand, provides a better service for low-income neighbourhoods. This study contributes to the field of justice in transit by providing a clearly defined framework which can be adopted to analyse a city's transit system and compare it with other cities. It is expected to assist practitioners in obtaining insights that can inform policy decisions.
Saeid Nazari Adli; Subeh Chowdhury; Yoram Shiftan. Justice in public transport systems: A comparative study of Auckland, Brisbane, Perth and Vancouver. Cities 2019, 90, 88 -99.
AMA StyleSaeid Nazari Adli, Subeh Chowdhury, Yoram Shiftan. Justice in public transport systems: A comparative study of Auckland, Brisbane, Perth and Vancouver. Cities. 2019; 90 ():88-99.
Chicago/Turabian StyleSaeid Nazari Adli; Subeh Chowdhury; Yoram Shiftan. 2019. "Justice in public transport systems: A comparative study of Auckland, Brisbane, Perth and Vancouver." Cities 90, no. : 88-99.
Arrival on time when reaching a trip destination is perceived differently by different communities, but the need to arrive at the desired time is essential. This study conducted a cross-cultural comparison of the waiting time reliability of public bus transport systems in three cities in three different countries: Haifa, Israel; Quito, Ecuador; and Valencia, Spain. The objective of the study was to understand and compare the importance of reliable public transport for university students attending classes in these diverse locations. A stated preference survey was conducted that considered the local fares and current travel times for each community. A logit model was designed to detect the importance of the waiting time reliability of bus timing. The values of time and value of reliability were estimated for each location, and the results were compared. The study established that reliability is, in fact, one of the important characteristics when choosing a travel mode (along with cost and travel time) across all of these diverse communities. The results showed that in all of the samples, the Value of Reliability (VOR) late was much higher than the Value of Reliability (VOR) early. Due to the differences between the transportation systems of the distinct countries, this study did not cover all possible transportation variables. An in-depth study, covering other variables, should be undertaken in the future.
Miguel Loyola; Yoram Shiftan; Haim Aviram; Hector Monterde-I-Bort. Impact of Public Transport Context Situation and Culture on Mode Choice. Social Sciences 2019, 8, 40 .
AMA StyleMiguel Loyola, Yoram Shiftan, Haim Aviram, Hector Monterde-I-Bort. Impact of Public Transport Context Situation and Culture on Mode Choice. Social Sciences. 2019; 8 (2):40.
Chicago/Turabian StyleMiguel Loyola; Yoram Shiftan; Haim Aviram; Hector Monterde-I-Bort. 2019. "Impact of Public Transport Context Situation and Culture on Mode Choice." Social Sciences 8, no. 2: 40.
Rural and peripheral areas with low population density and long travel distances challenge the supply of public transport service. The objective of this paper is to analyze which type of public transport service best fit the periphery and compare alternative services based on a set of quantities and qualitative measures with emphasize on equity considerations. We applied for the first time the Potential Mobility Index (PMI) developed by Martens (2016) to analyze the equity implications of the alternatives. We applied it in a new and unique way with two measures of travel time: in-vehicle travel time and door to door travel time. The research applies the methodology to a case study of Israel’s peripheral cities. Two different alternative services were analyzed: high-speed rail to the Northern and Southern peripheral cities, and a fix schedule regional BRT shuttle service with a timed transfer to rail hubs near the periphery. The accessibility measures show that the rail service to the periphery provides high accessibility, however, the demand analysis suggests that the demand would be low to justify high-speed rail service. The analysis of the in-vehicle time PMI shows an advantage to the high-speed rail alternative, however, the door to door calculation of PMI shows that the BRT service gives better PMI scores to all the peripheral cities that we examined and can be effective in providing a high quality of service to the periphery. The results provide some insights for research and service planning in rural areas and found some generalization to equity aspects in the periphery dilemma.
Nir Sharav; Moshe Givoni; Yoram Shiftan. What transit service does the periphery need? A case study of Israel’s rural country. Transportation Research Part A: Policy and Practice 2018, 125, 320 -333.
AMA StyleNir Sharav, Moshe Givoni, Yoram Shiftan. What transit service does the periphery need? A case study of Israel’s rural country. Transportation Research Part A: Policy and Practice. 2018; 125 ():320-333.
Chicago/Turabian StyleNir Sharav; Moshe Givoni; Yoram Shiftan. 2018. "What transit service does the periphery need? A case study of Israel’s rural country." Transportation Research Part A: Policy and Practice 125, no. : 320-333.
This paper analyzes the strategic transit network plan for the Tel Aviv metropolitan area, using graph theory and other recently developed transit network measures. The different transit modes included in the strategic plan are emphasized by adding weights to distinguish metro lines from light rail lines (LRT). This approach can help compare the combined metro or LRT alternatives of the new Tel Aviv plan to the metro-only alternatives as well as measure the performance relative to the metro systems in other cities around the world. The analysis of the alternative plans in Tel Aviv showed that when metro and LRT lines were treated as homogeneous modes, in which all were considered as metro, the alternatives resembled medium developed metro systems, such as in Barcelona and Washington DC. In contrast, when the distinguished weights were included, the combined metro/LRT alternatives resembled less developed systems, such as in Lyon and Lisbon, and only the metro-only alterative score remained high. The results also showed that the alternatives have regional coverage, and the alternatives with more LRT lines score lower in coverage. The network structure analysis showed that the metro-oriented networks score higher in both directness and connectivity. When using the weighted measures, the existing plan (LRT-only) scores low on both directness and connectivity. The analysis of the results emphasizes the need for more metro lines in the Tel Aviv metropolitan area. The results also suggest that the analysis of the complex mass transit networks based on graph theory should consider differences in line technology reflected in the line speed and coverage.
Nir Sharav; Shlomo Bekhor; Yoram Shiftan. Network Analysis of the Tel Aviv Mass Transit Plan. Urban Rail Transit 2018, 4, 23 -34.
AMA StyleNir Sharav, Shlomo Bekhor, Yoram Shiftan. Network Analysis of the Tel Aviv Mass Transit Plan. Urban Rail Transit. 2018; 4 (1):23-34.
Chicago/Turabian StyleNir Sharav; Shlomo Bekhor; Yoram Shiftan. 2018. "Network Analysis of the Tel Aviv Mass Transit Plan." Urban Rail Transit 4, no. 1: 23-34.
Transport demand models have a long history of being a major tool in transport policy making. However, whether they are truly used in decision-making processes, and if so, whether the knowledge they provide is actually understood, is questionable. The potential contribution they can make and the importance of such models is not disputed; however, evidence shows that many issues arise with their actual use that severely limits their potential contribution. Based on case study methodology and analysis of the use of models in the transport policy processes in two countries, the UK and Israel, this paper aims to provide empirical evidence of the issues contributing to limiting the potential contribution of models and to make recommendations for better utilisation of the knowledge they can produce. The main conclusion reached is that transport models must be made simpler if they are to contribute more than they currently do to decision-making in transport policy and planning.
Moshe Givoni; Eda Beyazit; Yoram Shiftan. The use of state-of-the-art transport models by policymakers – beauty in simplicity? Planning Theory & Practice 2016, 17, 1 -20.
AMA StyleMoshe Givoni, Eda Beyazit, Yoram Shiftan. The use of state-of-the-art transport models by policymakers – beauty in simplicity? Planning Theory & Practice. 2016; 17 (3):1-20.
Chicago/Turabian StyleMoshe Givoni; Eda Beyazit; Yoram Shiftan. 2016. "The use of state-of-the-art transport models by policymakers – beauty in simplicity?" Planning Theory & Practice 17, no. 3: 1-20.
This paper extends and integrates the general activity-based model framework to present the complex relationship between long-term individual decisions, such as residential location, and daily activity and travel-behavior decisions. More specifically, it demonstrates the use of an activity-based accessibility (ABA) measure as an important variable in residential zone choice, thus serving as the link between short-term activity and travel decisions and long-term residential choice decisions. We develop a partial activity-based model accounting for the interrelationship of the main activity type, travel destination and mode choice. The log-sum at the top of the hierarchy of this model is the ABA measure capturing the overall utility of all travel alternatives. The results show that this measure is a highly significant variable in the residential-choice model, clearly indicating the great influence of activity accessibility, short-term opportunities, and travel decisions on residential area choice. All other log-sums were also significant, showing the interrelationships of all choices. Specifically, the destination-choice log-sum in the main activity-choice model demonstrates that as accessibility increases, people are more likely to participate in out-of-home activities.
Rachel Katoshevski; Inbal Glickman; Robert Ishaq; Yoram Shiftan. Integrating activity-based travel-demand models with land-use and other long-term lifestyle decisions. Journal of Transport and Land Use 2015, 1 .
AMA StyleRachel Katoshevski, Inbal Glickman, Robert Ishaq, Yoram Shiftan. Integrating activity-based travel-demand models with land-use and other long-term lifestyle decisions. Journal of Transport and Land Use. 2015; ():1.
Chicago/Turabian StyleRachel Katoshevski; Inbal Glickman; Robert Ishaq; Yoram Shiftan. 2015. "Integrating activity-based travel-demand models with land-use and other long-term lifestyle decisions." Journal of Transport and Land Use , no. : 1.
Latent class models (LCMs) can yield powerful improvements in understanding the travel behaviour over traditional approaches. All the LCMs studies in transportation used discrete choice models for both the choice model and the identification of segment membership. This paper introduces an innovative segmentation methodology for the segment (class) identification model. The method includes a fuzzy segmentation process, which takes into account the varying levels of influence of each attribute on the degree of association with a segment. Five mode choice models were estimated using a data set from a household survey: a multinomial logit model, a nested logit (NL) model, a traditional LCM, a LCM using new segment identification, and a mixed NL. The estimation results indicate that the new segmentation method used for LCM captures heterogeneity differently than the traditional models, with similar likelihood estimates and good prediction results.
Robert Ishaq; Shlomo Bekhor; Yoram Shiftan. A latent class model with fuzzy segmentation and weighted variables. Transportmetrica A: Transport Science 2014, 10, 878 -893.
AMA StyleRobert Ishaq, Shlomo Bekhor, Yoram Shiftan. A latent class model with fuzzy segmentation and weighted variables. Transportmetrica A: Transport Science. 2014; 10 (10):878-893.
Chicago/Turabian StyleRobert Ishaq; Shlomo Bekhor; Yoram Shiftan. 2014. "A latent class model with fuzzy segmentation and weighted variables." Transportmetrica A: Transport Science 10, no. 10: 878-893.
Eran Ben-Elia; Yoram Shiftan. Understanding behavioural change: An international perspective on sustainable travel behaviours and their motivations. Transport Policy 2013, 26, 1 -3.
AMA StyleEran Ben-Elia, Yoram Shiftan. Understanding behavioural change: An international perspective on sustainable travel behaviours and their motivations. Transport Policy. 2013; 26 ():1-3.
Chicago/Turabian StyleEran Ben-Elia; Yoram Shiftan. 2013. "Understanding behavioural change: An international perspective on sustainable travel behaviours and their motivations." Transport Policy 26, no. : 1-3.
Advanced Travel Information Systems (ATISs) are designed to assist travellers in making better travel choices by providing pre-trip and en-route information such as travel times on the relevant alternatives. Travellers’ choices are likely to be sensitive to the accuracy of the provided information in addition to travel time uncertainty. A route-choice experiment with 36 participants, involving 20 repetitions under three different levels of information accuracy was conducted to investigate the impact of information accuracy. In each experiment respondents had to choose one of three routes (risky, useless and reliable). Provided information included descriptive information about the average estimated travel times for each route, prescriptive information regarding the suggested route and experiential feedback information about the actual travel times on all routes. Aggregate analysis using non-parametric statistics and disaggregate analysis using a mixed logit choice model were applied. The results suggest decreasing accuracy shifts choices mainly from the riskier to the reliable route but also to the useless alternative. Prescriptive information has the largest behavioural impact followed by descriptive and experiential feedback information. Risk attitudes also seem to play a role. The implications for ATIS design and future research are further discussed.
Eran Ben-Elia; Roberta Di Pace; Gennaro N. Bifulco; Yoram Shiftan. The impact of travel information’s accuracy on route-choice. Transportation Research Part C: Emerging Technologies 2012, 26, 146 -159.
AMA StyleEran Ben-Elia, Roberta Di Pace, Gennaro N. Bifulco, Yoram Shiftan. The impact of travel information’s accuracy on route-choice. Transportation Research Part C: Emerging Technologies. 2012; 26 ():146-159.
Chicago/Turabian StyleEran Ben-Elia; Roberta Di Pace; Gennaro N. Bifulco; Yoram Shiftan. 2012. "The impact of travel information’s accuracy on route-choice." Transportation Research Part C: Emerging Technologies 26, no. : 146-159.
This paper presents a study of the effect of regret on route choice behavior when both descriptional information and experiential feedback on choice outcomes are provided. The relevance of Regret Theory in travel behavior has been well demonstrated in non-repeated choice environments involving decisions on the basis of descriptional information. The relation between regret and reinforced learning through experiential feedbacks is less understood. Using data obtained from a simple route-choice experiment involving different levels of travel time variability, discrete-choice models accounting for regret aversion effects are estimated. The results suggest that regret aversion is more evident when descriptional information is provided ex-ante compared to a pure learning from experience condition. Yet, the source of regret is related more strongly to experiential feedbacks rather than to the descriptional information itself. Payoff variability is negatively associated with regret. Regret aversion is more observable in choice situations that reveal risk-seeking, and less in the case of risk-aversion. These results are important for predicting the possible behavioral impacts of emerging information and communication technologies and intelligent transportation systems on travelers’ behavior.
Eran Ben-Elia; Robert Ishaq; Yoram Shiftan. “If only I had taken the other road...”: Regret, risk and reinforced learning in informed route-choice. Transportation 2012, 40, 269 -293.
AMA StyleEran Ben-Elia, Robert Ishaq, Yoram Shiftan. “If only I had taken the other road...”: Regret, risk and reinforced learning in informed route-choice. Transportation. 2012; 40 (2):269-293.
Chicago/Turabian StyleEran Ben-Elia; Robert Ishaq; Yoram Shiftan. 2012. "“If only I had taken the other road...”: Regret, risk and reinforced learning in informed route-choice." Transportation 40, no. 2: 269-293.
Network planning and traffic flow optimization require the acquisition and analysis of large quantities of data such as the network topology, its traffic flow data, vehicle fleet composition, emission measurements and so on. Data acquisition is an expensive process that involves household surveys and automatic as well as semiautomatic measurements performed all over the network. For example, in order to accurately estimate the effect of a certain network change on the total emissions produced by vehicles in the network, assessment of the vehicle fleet composition for each origin–destination pair is required. As a result, problems that optimize nonlocal merit functions become highly difficult to solve. One such problem is finding the optimal deployment of traffic monitoring units. In this article we suggest a new traffic assignment model that is based on the concept of shortest path betweenness centrality measure, borrowed from the domain of complex network analysis. We show how betweenness can be augmented in order to solve the traffic assignment problem given an arbitrary travel cost definition. The proposed traffic assignment model is evaluated using a high-resolution Israeli transportation data set derived from the analysis of cellular phones data. The group variant of the augmented betweenness centrality is then used to optimize the locations of traffic monitoring units, hence reducing the cost and increasing the effectiveness of traffic monitoring.
Rami Puzis; Yaniv Altshuler; Yuval Elovici; Shlomo Bekhor; Yoram Shiftan; Alex (Sandy) Pentland. Augmented Betweenness Centrality for Environmentally Aware Traffic Monitoring in Transportation Networks. Journal of Intelligent Transportation Systems 2012, 17, 91 -105.
AMA StyleRami Puzis, Yaniv Altshuler, Yuval Elovici, Shlomo Bekhor, Yoram Shiftan, Alex (Sandy) Pentland. Augmented Betweenness Centrality for Environmentally Aware Traffic Monitoring in Transportation Networks. Journal of Intelligent Transportation Systems. 2012; 17 (1):91-105.
Chicago/Turabian StyleRami Puzis; Yaniv Altshuler; Yuval Elovici; Shlomo Bekhor; Yoram Shiftan; Alex (Sandy) Pentland. 2012. "Augmented Betweenness Centrality for Environmentally Aware Traffic Monitoring in Transportation Networks." Journal of Intelligent Transportation Systems 17, no. 1: 91-105.
Discrete choice models are widely used for travel demand analyses, and several such models were developed based on random utility theory. The estimation process in such models generally uses the entire study population and the same model structure to estimate average parameter values, but this approach limits the possiblility that the model can fully explain the behaviour of different populations. A new approach, the flexible model structure (FMS), expands existing discrete choice models with the addition of two main components: the segmentation process and model structure search. The aim of the FMS process is to guide the progress of model estimation towards a more behaviourally realistic representation. The main contribution of this paper is to suggest and illustrate a framework that simultaneously searches for the best segmentation and the best model structure for each segment. This paper presents a numerical case study that illustrates the FMS concept. The results indicate that (a) the addition of the segmentation process acts to emphasise the heterogeneity that exists among segments and demonstrates the importance of segmentation by significantly improving the estimation results; and (b) the model structure can vary along segments.
Robert Ishaq; Shlomo Bekhor; Yoram Shiftan. Flexible model structure for discrete-choice models. Proceedings of the Institution of Civil Engineers - Transport 2012, 165, 39 -47.
AMA StyleRobert Ishaq, Shlomo Bekhor, Yoram Shiftan. Flexible model structure for discrete-choice models. Proceedings of the Institution of Civil Engineers - Transport. 2012; 165 (1):39-47.
Chicago/Turabian StyleRobert Ishaq; Shlomo Bekhor; Yoram Shiftan. 2012. "Flexible model structure for discrete-choice models." Proceedings of the Institution of Civil Engineers - Transport 165, no. 1: 39-47.
Yoram Shiftan; Konstadinos Goulias. Applications of Discrete Choice Models – Selected papers from the 11th World Conference on Transport Research. Journal of Choice Modelling 2010, 3, 1 -4.
AMA StyleYoram Shiftan, Konstadinos Goulias. Applications of Discrete Choice Models – Selected papers from the 11th World Conference on Transport Research. Journal of Choice Modelling. 2010; 3 (1):1-4.
Chicago/Turabian StyleYoram Shiftan; Konstadinos Goulias. 2010. "Applications of Discrete Choice Models – Selected papers from the 11th World Conference on Transport Research." Journal of Choice Modelling 3, no. 1: 1-4.
To analyse the diversion from auto modes to combined modes such as park and ride, it is common to develop mode choice models based on discrete choice theory. In most cases, park and ride is modelled as an access mode to a main transit mode. This paper proposes an approach to test similarities among modes and the appropriate model structure, providing the flexibility for various model structures. The paper explores the capability of recently developed models by specifying their structure to capture the similarities of the combined modes. The paper presents an example with real data to illustrate the methodology application. Estimation results for different model structures including the Multinomial Logit, Nested Logit, Cross-Nested Logit and the Logit Kernel with all of these previous models as kernel are presented. As expected the best estimation results are obtained for the most flexible model, the Logit Kernel with Cross Nested as Kernel.
Shlomo Bekhor; Yoram Shiftan. Specification and Estimation of Mode Choice Model Capturing Similarity between Mixed Auto and Transit Alternatives. Journal of Choice Modelling 2010, 3, 29 -49.
AMA StyleShlomo Bekhor, Yoram Shiftan. Specification and Estimation of Mode Choice Model Capturing Similarity between Mixed Auto and Transit Alternatives. Journal of Choice Modelling. 2010; 3 (2):29-49.
Chicago/Turabian StyleShlomo Bekhor; Yoram Shiftan. 2010. "Specification and Estimation of Mode Choice Model Capturing Similarity between Mixed Auto and Transit Alternatives." Journal of Choice Modelling 3, no. 2: 29-49.
The development of activity-based models as a tool to analyse travel behaviour and forecast transport demand has been motivated by the growing complexity in activity patterns resulting from socio-economic changes, growing congestion, and negative externalities, as well as the need to estimate changes in travel behaviour in response to innovative policies designed to achieve sustainability. This paper reviews how the trade-off between behavioural realism and complexity, one of the main challenges facing the travel-demand modeler, is made in the best practical activity-based models. It proposes an approach that captures key behavioural aspects and policy sensitivities, while remaining practical with reasonable requirements of computational resources. The three main model elements in this trade-off—model structure, data, and application method—are analysed. Drawing on examples from a model developed for Tel Aviv and from existing US models, this paper shows that behavioural realism and policy sensitivity can be achieved with a reasonable level of model complexity.
Yoram Shiftan; Moshe Ben-Akiva. A practical policy-sensitive, activity-based, travel-demand model. The Annals of Regional Science 2010, 47, 517 -541.
AMA StyleYoram Shiftan, Moshe Ben-Akiva. A practical policy-sensitive, activity-based, travel-demand model. The Annals of Regional Science. 2010; 47 (3):517-541.
Chicago/Turabian StyleYoram Shiftan; Moshe Ben-Akiva. 2010. "A practical policy-sensitive, activity-based, travel-demand model." The Annals of Regional Science 47, no. 3: 517-541.