Modeling Travelers' Postwork Activity Involvement: Toward a New Methodology

Hamed, Mohammad M.; Mannering, Fred

doi:10.1287/trsc.27.4.381

Cited by 135 publications

(67 citation statements)

References 20 publications

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“…Our representation also extends Hamed and Mannering's (1993) work to accommodate mode choice and number of stops decisions in the activity-travel pattern and generalizes their post-work activity involvement to include the entire day.…”

Section: Introductionmentioning

confidence: 94%

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A comprehensive daily activity-travel generation model system for workers

Bhat

Singh²

2000

Transportation Research Part A: Policy and Practice

131

109

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This paper develops a comprehensive representation to describe the activity-travel pattern of workers and proposes an analysis framework to model the activity-travel attributes identified in the representation. The analysis framework is based on a descriptive examination of activity-travel patterns of workers from two locations in the U.S. The paper also formulates an econometric methodology to estimate the component of the analysis framework involving the joint modeling of evening commute mode choice, number of evening commute stops, and number of stops after arriving home from work. The methodology is applied to an empirical analysis using data from an activity survey conducted in the Boston Metropolitan area and the effects of a variety of congestion-alleviation measures are examined.

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Section: Introductionmentioning

confidence: 94%

“…The components labeled (1) in the figure may be modeled using a joint unordered discrete choice and an ordered discrete choice model system (see section 5.1). The components labeled (2) may be modeled using hazard-based duration models (see Hamed andMannering, 1993 andBhat, 1996 for use of such models to examine activity duration).…”

Section: Analysis Frameworkmentioning

confidence: 99%

A comprehensive daily activity-travel generation model system for workers

Bhat

Singh²

2000

Transportation Research Part A: Policy and Practice

131

109

View full text Add to dashboard Cite

show abstract

“…Adopting this assumption but modeling all the attributes of each stop jointly is, in our opinion, a better approach than purporting to capture interactions among stops but really capturing interactions only along a few dimensions, adopting a very restrictive interaction structure, modeling only a limited number of stop dimensions, and ignoring the jointness in choice dimensions for the same stop. Our proposed structure is based on the empirical finding in earlier studies that there are substantial interactions among choice dimensions for a particular stop (see Hamed andMannering 1993, Bhat 1998) and on the empirical finding that few individuals pursue multiple stops.…”

Section: Commute Activity-travel Pattern Of Workersmentioning

confidence: 99%

Modeling the Commute Activity-Travel Pattern of Workers: Formulation and Empirical Analysis

Bhat

2001

Transportation Science

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T his paper proposes a methodological framework to analyze the activity and travel pattern of workers during the evening commute. The framework uses a discrete-continuous econometric system to model jointly the decision to participate in an activity during the evening commute and the following attributes of the participation: activity type, activity duration, and travel time deviation to the activity location relative to the direct travel time from work to home. The model parameters are estimated using a sample of workers from the 1991 Boston Household Activity Survey. The paper also presents mathematical expressions to evaluate the effect of changes in sociodemographic variables and policy-relevant exogenous variables on the temporal pattern of trips and cold starts attributable to commute stops. The application of the model indicates that failure to accommodate the joint nature of the activity decisions during the evening commute can lead to misdirected policy actions for traffic congestion alleviation and for mobile-source emissions reduction.

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“…Instead of directly analyzing the relationships between travel time and activity duration as many researchers have done (Hamed and Mannering 1993;Pas 1985;1996;Fujii et al, 1997, cited by Kitamura et al 1997;Golob and McNally, 1997;Kitamura et al 1997;Ma and Goulias, 1998;Lu and Pas, 1999;Levinson, 1999;Pendyala and Goulias 2002;Kitamura, 2002;Kuppam and Pendyala, 2001;Pendyala, 2003), we utilize a measure called travel time price. A change in travel time is captured through a change in the travel time price, which is the ratio obtained by dividing the total amount of travel time to a particular type of activity by the actual time expenditure on the activity of the same type.…”

Section: Introductionmentioning

confidence: 99%

Tradeoffs between Time Allocations to Maintenance Activities/Travel and Discretionary Activities/Travel

Chen

Mokhtarian

2006

Transportation

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This paper focuses on the tradeoff in time allocation between maintenance activities/travel and discretionary activities/travel. We recognize that people generally must travel a minimum amount of time in order to allocate one unit of time to the activity. This minimum amount of travel is represented by the travel time price, a ratio obtained by dividing the total amount of time traveling to maintenance or discretionary activities by the total amount of time spent on activities of the same type; it is the time equivalent of the monetary price for performing an activity. Using the San Francisco Bay Area 1996 Household Travel Survey data and applying the Almost Ideal Demand System (AIDS) of demand equations, we found that with respect to the time equivalent of income elasticities of maintenance and discretionary activities, the former is less than unity and the latter is greater than unity. In other words, maintenance activities are a necessity and discretionary activities are a luxury. With respect to the own travel time price elasticities, if the travel time price of performing a certain type of activity increases (for reasons such as traffic congestion), one would reduce the time allocated to that type of activity. Time spent on maintenance activities is less elastic than the time spent on discretionary activities. As for the cross travel time price elasticities (changes in time allocated to activity type i in responses to changes in the time price for activity type j), we found that ε dm > 0 and ε md > 0, suggesting a substitution effect between maintenance and discretionary activities.

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Modeling Travelers' Postwork Activity Involvement: Toward a New Methodology

Cited by 135 publications

References 20 publications

A comprehensive daily activity-travel generation model system for workers

A comprehensive daily activity-travel generation model system for workers

Modeling the Commute Activity-Travel Pattern of Workers: Formulation and Empirical Analysis

Tradeoffs between Time Allocations to Maintenance Activities/Travel and Discretionary Activities/Travel

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