Exploration of day-to-day route choice models by a virtual experiment

Ye, Hongbo; Xiao, Feng; Yang, Hai

doi:10.1016/j.trc.2017.08.020

Cited by 38 publications

(17 citation statements)

References 82 publications

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“…(Kinateder et al, 2014b) studies the impact of social influence on route choice behavior of pedestrians in a virtual reality tunnel fire. (Ye et al, 2018) examines day-to-day route choice models based on a virtual route choice experiment. Despite their evident popularity, virtual experiments face one fundamental problem: it is not clear to what extent the behavior observed in a virtual environment can be extrapolated to the real world (Kinateder et al, 2014c).…”

Section: Introductionmentioning

confidence: 99%

Comparing the route-choice behavior of pedestrians around obstacles in a virtual experiment and a field study

Zhang

Long

et al. 2019

Transportation Research Part C: Emerging Technologies

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Highlights We analyze pedestrian route choice behavior around obstacles in a simple scenario  We compare a field study and a virtual experiment with identical setups  We find qualitatively similar results in both settings  This helps to validate virtual experiments as a useful methodology AbstractPedestrians often need to decide between different routes they can use to reach their intended destinations, both during emergencies and in their daily lives. This routechoice behavior is important in determining traffic management, evacuation efficiency and building design. Here, we use field observations and a virtual experiment to study the route choice behavior of pedestrians around obstacles delimiting exit routes and examine the influence of three factors, namely the local distance to route starting points  Corresponding author: Jun Zhang, Email: junz@ustc.edu.cn 2 and the pedestrian density and walking speeds along routes. Crucially, both field study and virtual experiment consider the same scenario which allows us to directly assess the validity of testing pedestrian behavior in virtual environments. We find that in both data sets the proportion of people who choose a closer exit route increases as the difference in distance between exit route starting points increases. Pedestrians' choices in our data also depend on pedestrian density along routes, with people preferring less used routes. Our results thus confirm previously established route choice mechanisms and we can predict over 74% of choices based on these factors. The qualitative agreement in results between the field study and the virtual experiment suggests that in simple route-choice scenarios, such as the one we investigate here, virtual experiments can be a valid experimental technique for studying pedestrian behavior. We therefore provide much-needed empirical support for the emerging paradigm of experiments in virtual environments.

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Section: Introductionmentioning

confidence: 99%

Comparing the route-choice behavior of pedestrians around obstacles in a virtual experiment and a field study

Zhang

Long

et al. 2019

Transportation Research Part C: Emerging Technologies

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“…Klein and Ben-Elia [44] proposed the necessary conditions for traveler's cooperative route-choice behavior by behavioral experiments with the information provided by ATIS. Based on a virtual day-to-day route-choice experiment, Ye et al [45] made use of the latest mobile Internet technologies to examine the existing day-to-day models.…”

Section: Literature Reviewmentioning

confidence: 99%

Experimental Study of Day-to-Day Route-Choice Behavior: Evaluating the Effect of ATIS Market Penetration

Liu

Guo

Easa

et al. 2020

Journal of Advanced Transportation

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This paper examines the travelers’ day-to-day route-choice behavior with Advanced Traveler Information Systems (ATIS) through laboratory-like experimental method. Five groups of route-choice behavior experiments are designed to simulate actual daily behavior of travelers. In the experiment, subjects are provided with different levels of the complete road network information to simulate the proportion of subjects equipped with ATIS equipment (i.e., ATIS market penetration) and choose the routes repeatedly. The subject’s route-choice behavior under different proportions of complete road network information is analyzed, and the strategy of releasing such complete information is determined when the performance of road network system is the best. The Braess network which consists of three routes was used in the experiment and analysis. The results show that the fluctuation of traffic flow runs through the entire experiments, but it tends to converge to user equilibrium. When the market penetration is 75%, both the fluctuation of traffic flow and the tendency of subjects to change routes are the smallest, so the road network system is the most stable. This interesting result indicates that releasing traffic information to all travelers is not the best. Other results show that the travel times of the three routes in the five groups of experiments tend to converge to and finally fluctuate around user-equilibrium travel time. With the increase in ATIS market penetration, the average travel time of subjects in each round tends to increase. The overall trend of the five groups of experiments is that as the number of route switches increases, the average travel time increases. The results also indicate that releasing traffic information to all travelers cannot weaken the Braess Paradox. On the contrary, the more travelers are provided with traffic information, the less likely it will weaken the Braess Paradox.

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“…Foremost, studies from traffic scientists suggest, that travel time minimization is not the only factor driving route choices [29,30,31]. In the field of behavioral economics several experiments with real human participants were performed [32,33,34,35]. In these studies, generally the traffic flow is modelled by a macroscopic mathematical approach.…”

Section: Introductionmentioning

confidence: 99%

The Effect of Modern Traffic Information on Braess' Paradox

Bittihn,

Schadschneider

2020

Preprint

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Braess' paradox has been shown to appear rather generically in many systems of transport on networks. It is especially relevant for vehicular traffic where it shows that in certain situations building a new road in an urban or highway network can lead to increased average travel times for all users.Here we address the question whether this changes if the drivers (agents) have access to traffic information as available for modern traffic networks, i.e. through navigation apps and or personal experiences in the past. We study the effect of traffic information in the classical Braess network, but using a microscopic model for the traffic dynamics, to find out if the paradox can really be observed in such a scenario or if it only exists in some theoretically available user optima that are never realized by drivers that base their route choice decisions intelligently upon realistic traffic information. We address this question for different splits of the two information types.

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Exploration of day-to-day route choice models by a virtual experiment

Cited by 38 publications

References 82 publications

Comparing the route-choice behavior of pedestrians around obstacles in a virtual experiment and a field study

Comparing the route-choice behavior of pedestrians around obstacles in a virtual experiment and a field study

Experimental Study of Day-to-Day Route-Choice Behavior: Evaluating the Effect of ATIS Market Penetration

The Effect of Modern Traffic Information on Braess' Paradox

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