Travel Time Attributes Research Articles

Microtransit adoption in the wake of the COVID-19 pandemic: Evidence from a choice experiment with transit and car commuters

On-demand mobility platforms play an increasingly important role in urban mobility systems. Impacts are still debated, as these platforms supply personalized and optimized services while also potentially exacerbating sustainability challenges. To alleviate these concerns, microtransit projects have emerged, promising to combine the advantages of pooled on-demand rides with more sustainable fixed-route public transit services. Specifically, microtransit provides, dynamic rider-driver matching to serve demand with fewer vehicles and design optimal routes if riders accept to wait to board vehicles at curbside boarding locations. The shift to microtransit calls for new research on user behavior, motivations, and acceptability to understand demand and its role in existing mobility systems. The COVID-19 pandemic context adds an additional layer of complexity. This study investigates the potential demand for microtransit options against the background of the pandemic. We use a pivoted efficient choice experiment to study the decision-making of Israeli public transit and car commuters when offered to use novel microtransit options (sedan vs. passenger van). By estimating commuter group-specific Integrated Choice and Latent Variable models with error component terms for the microtransit alternatives, we investigate the tradeoffs related to traditional fare and travel time attributes, along with microtransit features: walking time to the pickup location, vehicle sharing, waiting time, minimum advanced reservation time, and shelter at designated boarding locations. We analyzed two latent constructs: the attitudes toward sharing and the experiences and risk perceptions related to the COVID-19 pandemic. The results reveal three key takeaways. (1) New modal attributes significantly affect the utility of the microtransit alternatives, with a notable aversion to walking and waiting among drivers; (2) car and transit commuters have structural differences in attribute elasticities; (3) significant differences are noted for the magnitude of the latent variable effects. Sharing experience and COVID Comfort play a key role for drivers evaluating the choice of microtransit.

Reference-Dependent Stochastic User Equilibrium with Endogenous Reference Points

We consider the application of reference-dependent consumer choice theory to traffic assignment on transportation networks. Route choice is modelled based on random utility maximisation with systematic utility embodying loss aversion for the travel time and money expenditure attributes. Stochastic user equilibrium models found in the literature have considered exogenously given reference points. The paper proposes a model where reference points are determined consistently with the equilibrium flows and travel times. The referencedependent stochastic user equilibrium (RDSUE) is defined as the condition where (i) no user can improve her utility by unilaterally changing path, (ii) each user has as reference point the current travel time and the money expenditure of one of the available paths, and (iii) if each user updates the reference point to her current path the observed path flows do not change. These conditions are formally equivalent to a multi-class stochastic equilibrium where each class is associated with a path and has as reference point the current state on the path, and the number of users in each class equals the current flow on the path. The RDSUE is formulated as a fixed point problem in the path flows. Existence of RDSUE is guaranteed under usual assumptions. A heuristic algorithm based on the method of successive averages is proposed to solve the problem. The model is illustrated by two numerical examples, one relates to a two-link network and another to the Nguyen-Dupuit network. A reference-dependent route choice model calibrated on stated preference data is used. The second example serves also to demonstrate the algorithm. The impact on the equilibrium of different assumptions on the degree of loss aversion with respect to the travel time attribute are investigated.

Generating starting models for seismic refraction tomography with common offset stacks

Common offset refraction (COR) traveltime attributes are derived from multi-fold data with novel adaptations of the generalised reciprocal method (GRM). COR GRM stacks are generated from a refraction equivalent of common midpoint (CMP) gathers, which are computed at each CMP with the COR GRM algorithms. The COR GRM stacks, which generate detailed spatially varying attributes for each layer detected in the near surface region, provide useful starting models for automatic refraction tomography.The spatial resolution of the depth models of the wavepath eikonal traveltime (WET) refraction tomograms obtained with starting models derived with the COR GRM is similar to the WET tomogram obtained with the standard GRM, whereas the COR GRM seismic velocity model is a smoothed version of the standard GRM model. In all cases, the GRM-derived WET tomograms avoid the generation of undetectable artefacts with common implementations of automatic refraction tomography, which can occur with the use of default starting models consisting of smooth vertical velocity gradients and with the need to minimise misfit errors through over-processing.The COR GRM attributes demonstrate that the traveltime data are consistent with minimal penetration within the sub-weathering, representative of uniform seismic velocities, and that the spatial variations in the time model and seismic velocities are more significant than any variations caused by vertical velocity gradients in the sub-weathered zone. However, the occurrence of vertical velocity gradients in the sub-weathering largely remains unresolved because minimal penetration of the first arrivals can occur even with large vertical velocity gradients, such as the hyperbolic velocity function.The WET tomograms generated with the COR GRM time model and seismic velocity attributes are generally very similar visually to the starting models, even though the misfit errors may differ. It is concluded that COR GRM starting models can frequently be a useful alternative to refraction tomography.

Numerical modeling of PP- and PS-wave azimuthal anisotropy in HTI media

This study focuses on the factors that may affect the feasibility of performing elliptical anisotropy analysis on azimuthal PP- and PS-wave data in HTI media, with the aim of using the modeling results as guidance in real seismic data application. Our results reveal that there is an offset limitation for both PP- and PS-waves in elliptical anisotropy fitting, and that PS-waves show a wider applicable offset range and larger observable azimuthal anisotropy than PP-waves. The major axis of the elliptical fit to the amplitudes of the R-component is perpendicular to the fracture strike, which is opposite to that in PP-wave analysis. The azimuthal interval travel time of PS-waves shows a nearly elliptical distribution and the major axis of the fit ellipse is perpendicular to the fracture strike, which is same as that in PP-wave analysis. For data within the applicable offset range, the anisotropic magnitude obtained from amplitude and travel time attributes of PP- and PS-waves exhibits a dependence on fracture density, and the major to minor axis ratio of the fit ellipse may be used to infer the relative distribution of fracture densities.