Shopping destination choice in Tehran: An integrated choice and latent variable approach

Integrated choice and latent variable (ICLV) models are increasingly considered in many fields as a means to gain a deeper understanding into the decision process of individuals as well as to potentially improve predictive ability. Literature has shown that the application of ICLV in context of shopping destination choice has not been conducted yet. This study uses data collected from the city of Tehran, Iran on shopping destination choice of 812 individuals. Then these attitudinal questions are used for the development of latent variables regarding the attitude and lifestyle of the participants. By including one latent variable (LV) reflecting the attitudes of clothing and lifestyle’s of grocery travelers the structural model reveals a sample distribution of this LV conditional on fundamental socio-economic characteristics. The results of our latent variable model clearly confirm that personal attitude toward clothing shopping center and lifestyle indeed impact destination choice. The results show that our experiment and the expanded hybrid choice model (HCM) allow appropriately identifying and investigating the effects of mixtures of latent attitudes on the intention shopping destination choice.     

Analyzing pedestrian behavior when crossing urban roads by combining RP and SP data

Considering the high crash rates involving pedestrians on urban roads, it is highly relevant to understanding pedestrian crossing behavior. This paper is the first to combine stated preference (SP) and revealed preference (RP) data to evaluate the impact that individual attributes, trip characteristics, built environment, strategies to prevent unauthorized crossing, and traffic flows have on pedestrians crossing decisions in an urban context. SP and RP surveys were designed and collected in Barranquilla (Colombia) near pedestrian bridges or signalized intersections where direct crossings and a high concentration of pedestrian fatalities related to traffic accidents exist. A logit model was estimated using the data enrichment paradigm. Results show that pedestrians weigh risks and costs when choosing how to cross the road. The trajectories observed in the RP component suggest that people prefer direct crossings; nevertheless, pedestrian bridges and signalized intersections can be attractive alternatives if their location matches the origin or destination of the crossing, and no detour is needed to use them. Waiting time; safety; the fine imposed for jaywalking; personal security, and previous decisions are also variables that influence pedestrian behavior when crossing urban roads. These results can be helpful to urban planners and decision-makers interested in proposing appropriate pedestrian infrastructure. The data pooling technique and the inclusion of a cost-related variable (i.e., fine) allowed computing the willingness to pay and marginal substitution rates for attributes of the built environment and other characteristics associated with the crossing decision. Also, the inclusion of several crossing alternatives and situations allowed assessing pedestrian crossing preferences under different scenarios.     

Introducing human factors in pedestrian crossing behaviour models

The objective of this research is the development of pedestrian crossing choice models on the basis of road, traffic and human factors. For that purpose, a field survey was carried out, in which a panel of 75 pedestrians were asked to take 8 short walking trips (each one corresponding to a different walking and crossing scenario) in the Athens city centre in Greece, allowing to record their crossing behaviour in different road and traffic conditions. The same individuals were asked to fill in a questionnaire on their travel motivations, their mobility characteristics, their risk perceptions and preferences with respect to walking and road crossing, their opinion on drivers, etc. The walking and crossing scenarios’ data were used to develop mixed sequential logit models of pedestrian behaviour on the basis of road and traffic characteristics. The modelling results showed that pedestrian crossing choices are significantly affected by road type, traffic flow and traffic control. The questionnaire data were used to estimate human factors (components) of pedestrian crossing behaviour by means of principal component analysis. The results showed that three components of pedestrian crossing behaviour emerge, namely a “risk-taking and optimisation” component reflecting the tendency to cross at mid-block in order to save time, etc., a “conservative” component, concerning individuals with increased perceived risk of mid-block crossing, who also appear to be frequent public transport users, and a “pedestrian for pleasure” component, bringing together frequent pedestrians, walking for health or pleasure, etc. The introduction of these components as explanatory variables into the choice models resulted in improvement of the modelling results, indicating that human factors have additional explanatory power over road and traffic factors of pedestrian behaviour. Therefore, the development of integrated choice and latent variables models appears to be an appropriate field for further research.     

A method in modeling interactive pedestrian crossing and driver yielding decisions during their interactions at intersections

Investigating pedestrian crossing and driver yielding decisions should be an important focus considering the high risks of pedestrians in exposed to motorized traffic. Limitations, however, exist in previous studies – variables considered previously have been limited; how their behavior affect each other (defined as interactive impacts) were not sufficiently considered. This paper aims to provide a methodological approach for pedestrian crossing and driver yielding decisions during their interactions, considering of different variable types including interactive impact variables, traffic condition variables, road design variables, and environment variables. A Distance-Velocity (DV) framework proposed in an earlier study is introduced for definitions and concepts in studying pedestrian-vehicle interactions. Logistic regression, support vector machines, neural networks and random forests, are introduced as candidate models. A case study involving six crosswalk locations is conducted, focusing on interactions between pedestrians and right-turn vehicles. The proposed methodological approach is applied, with the performance of the four machine learning methods compared in terms of model generalization and confusion matrix. The model with the best performance is further compared to the typical gap-based model. Results show that random forest and logistic regression models performed the best in modeling pedestrian crossing and driver yielding decisions respective, in terms of model generalization. Besides, the DV-based modeling method (average accuracy of over 90% for pedestrians and 80% for drivers) outperformed the traditional gap-based method in all test seeds. As a key finding, interactive impacts from each other (the pedestrian and the driver) act as a key contributing variable on their decisions.     

Investigating temporal variations in pedestrian crossing behavior at semi-controlled crosswalks: A Bayesian multilevel modeling approach

“Semi-controlled” crosswalks are unsignalized, but have clear pavement markings and “yield to pedestrian” signs. At these locations, pedestrians and motorists frequently interact to determine who should proceed first. When interacting with drivers, pedestrian crossing decisions are complex events that involve a variety of human responses, as well as vehicle dynamics, traffic characteristics, and environmental conditions. In addition, these complexities can be subject to temporal effects. Without considering temporal variations in pedestrian-motorist interaction, statistical methods could lead to biased coefficient estimates and inaccurate conclusions.The study developed a Bayesian multilevel logistic regression (BMLR) model to capture heterogeneities in pedestrian interaction behavior during four different time periods. The proposed method incorporates time-specific effects that vary randomly between time-periods based on a weakly informative prior. The results indicate significant factors, some of which confirm previous research and some that are new ways to explain pedestrian behavior at the individual level. The identification of variables such as FlowOn and FlowWait sheds light on the interactions between pedestrians – providing more information than the single GroupSize measure.Some consequent safety implications are discussed from the perspectives of vehicle dynamics, vehicle flow rate and pedestrian volume. The more detailed metrics developed in this paper will provide a valuable starting point. for the design of crosswalk controls that will foster a higher degree of compliance and less delay.     

A data-driven approach to neuropsychological features in isolated REM behaviour disorder: A latent class analysis

Recent evidence demonstrated that neuropsychological assessment may be considered a valid marker of neurodegeneration in idiopathic REM sleep behaviour disorder (iRBD). However, little is known about the possible neuropsychological heterogeneity within the iRBD population. This retrospective study aimed to identify and describe different neuropsychological phenotypes in iRBD patients by means of a data-driven approach using latent class analysis. A total of 289 iRBD patients underwent a neuropsychological assessment evaluating cognitive domains: global cognition, language, short- and long-term memory, executive functions and visuospatial abilities. The presence of mild cognitive impairment (MCI) was also assessed. Latent class analysis was carried out to identify iRBD subtypes according to neuropsychological scores. The most parsimonious model identified three latent classes. Groups were labelled as follows: Class 2 “severely impaired” (n = 83/289): mean pathological scores in different tests, a high percentage of MCI multiple-domain and impairment in all neuropsychological domains. Class 1 “moderately impaired” (n = 44/289): mean neuropsychological score within the normal value, a high percentage of MCI (high risk to phenoconversion) and great impairment in the visuospatial domain. Class 3 “slightly impaired” (n = 162/289): no deficit worthy of attention except for short- and long-term memory. Our results suggest three different clinical phenotypes within the iRBD population. These findings may be relevant in the future for predicting the clinical trajectories of phenoconversion in iRBD.     

Closing the gap between behavior and models in route choice: The role of spatiotemporal constraints and latent traits in choice set formation

A considerable gap exists between the behavioral paradigm of choice set formation in route choice and its representation in route choice modeling. While travelers form their viable choice set by retaining routes that satisfy spatiotemporal constraints, existing route generation techniques do not account for individual-related spatiotemporal constraints. This paper reduces the gap by proposing a route choice model incorporating spatiotemporal constraints and latent traits. The proposed approach combines stochastic route generation with a latent variable semi-compensatory model representing constraint-based choice set formation followed by compensatory choice. The model is applied to data focusing on habitual commuting route choice behavior in morning peak hours. Results show (i) the possibility of inferring spatiotemporal constraints from considered routes, (ii) the importance of incorporating spatiotemporal constraints and latent traits in route choice models, and (iii) the linkage between spatiotemporal constraints and time saving, spatial and mnemonic abilities.     

Executive function and psychosocial adjustment in healthy children and adolescents: A latent variable modelling investigation

The objective of this study was to establish latent executive function (EF) and psychosocial adjustment factor structure, to examine associations between EF and psychosocial adjustment, and to explore potential development differences in EF-psychosocial adjustment associations in healthy children and adolescents. Using data from the multisite National Institutes of Health (NIH) magnetic resonance imaging (MRI) Study of Normal Brain Development, the current investigation examined latent associations between theoretically and empirically derived EF factors and emotional and behavioral adjustment measures in a large, nationally representative sample of children and adolescents (7–18 years old; N = 352). Confirmatory factor analysis (CFA) was the primary method of data analysis. CFA results revealed that, in the whole sample, the proposed five-factor model (Working Memory, Shifting, Verbal Fluency, Externalizing, and Internalizing) provided a close fit to the data, χ²(66) = 114.48, p < .001; RMSEA = .046; NNFI = .973; CFI = .980. Significant negative associations were demonstrated between Externalizing and both Working Memory and Verbal Fluency (p < .01) factors. A series of increasingly restrictive tests led to the rejection of the hypothesis of invariance, thereby precluding formal statistical examination of age-related differences in latent EF-psychosocial adjustment associations. Findings indicate that childhood EF skills are best conceptualized as a constellation of interconnected yet distinguishable cognitive self-regulatory skills. Individual differences in certain domains of EF track meaningfully and in expected directions with emotional and behavioral adjustment indices. Externalizing behaviors, in particular, are associated with latent Working Memory and Verbal Fluency factors.     

The changing influences on commuting mode choice in urban England under Peak Car: A discrete choice modelling approach

The phenomenon of Peak Car has been defined over the past eight years as a plateau or fall in the level of car use in urban areas. Although Peak Car research to date has relied on population-level data, such macro-level trends can be disaggregated into many individual travel decisions. This research uses English survey data collected by the Department for Transport (DfT) in 2009 to test a range of variables influencing choice of commuting mode in residents of urban England. The variables tested are subdivided into spatial, demographic, level of service, and attitudinal. Multinomial logistic regression is used to test these variables individually and then in combination, producing a multivariate discrete choice model of commuting mode choice. The choice between commuting modes is fourfold: car, bus, train, and active modes. The results suggest that the relationship between income and car use is changing, as higher incomes are found to be associated with increased odds of choosing to commute by train or active modes rather than the car when other factors are controlled for. Attitudes to buses and active modes are also found to be influential.