Content
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Workshop on Discrete Choice Models
August 30 - September 1, 2007
Ecole
Polytechnique Fédérale de Lausanne - Room CO 121 (click here for the
interactive map)
The 2007 workshop will be organized in the same spirit as the previous
ones: an informal meeting for the exhange of ideas around discrete choice
models, with the objective to trigger new collaborations, or strenghten
existing ones. At the end of the workshop, a list of potential
collaborations will be identified, with specific objectives.
There is no registration fee. Everyone interested is invited to attend.
Presentations are upon invitation only. All participants, including
speakers, must register with the following form.
Click
here for the itinerary between EPFL's main information desk and the room
where the workshop will take place.
- Thursday Aug. 30, 14:00 - Friday Aug. 31, 12:00
- Presentations
- Friday Aug 31, 14:00 - 17:00
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- Workshop meeting
- Saturday Sep. 1, 9:00 - 12:00
- Hiking and paragliding
- Saturday Sep. 1, 12:00
- Genuine swiss fondue in a chalet up in the mountain
Tentative schedule.
Thursday August 30, 2007 |
14:00 |
Michel Bierlaire |
Welcome |
14:10 |
Piet Bovy |
The Path Size Concept revisited: alternative derivations and
alternative measures |
14:45 |
Anders Karlstrom |
Dynamic discrete choice modelling |
15:20 |
Michel Bierlaire |
Circumventing the problem of the scale: discrete choice models
with multiplicative error terms |
15:55 |
Otto Nielsen |
Trip-based route choice models – A method to eliminate
aggregation bias in activity-based models |
16:30 |
Break |
|
17:00 |
Shlomo Bekhor |
Methodological transferability in route choice modeling |
17:35 |
Javier Cruz & Thomas Robin |
Modeling Human Perception of Facial Expressions by Discrete
Choice Models |
18:10 |
Stefan Mabit |
Studies of willingness-to-pay indicators for public transport
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Friday August 31, 2007 |
9:00 |
Emma Frejinger |
Choice set generation for route choice models using a sampling
approach |
9:35 |
Elisabetta Cherchi |
On the use of Mixed Logit models with RP/SP data: accounting for
non-linearities, systematic and random heterogeneities |
10:10 |
Coffee break |
|
10:40 |
Nadine Schüssler |
Similarities in urban and suburban route choice decisions |
11:15 |
Zachary Patterson |
Mode and Carrier Choice in the Quebec City - Windsor Corridor: A
Random Parameters Approach |
12:00 |
Lunch |
|
14:00 |
Workshop meeting |
EPFL-rates apply to the following hotels:
In Lausanne
- Swiss
Youth Hotels
- Bois-de-Vaux 36, 1007 Lausanne
tél: +41 21 626.02.22 fax: +41
21 626.02.26 adresse email: lausanne@youthhostel.ch single:
78.00
- Hôtel Elite
- Avenue Ste-Luce 1
1003 Lausanne tél: +41 21 320 23 61 fax:
+ 41 21 320 39 63 single: 117.00; double: 174.00
- Hôtel Alagare
- Minotel Suisse
Rue du Simplon 14 1006 Lausanne tél: +41 21
617 92 52 fax: +41 21 617 92 55 single 105.00; double: 150.00
- Hôtel Alpha-Palmiers
- Fassbind Hotels
Rue
du Petit.Chêne 34 1003 Lausanne tél: +41 21 555 59 99 fax: +41
21 555 59 98 single: 158.00; double: 220.00
EPFL area
- Hotel Pré-Fleuri***
- Rue du Centre 1, 1025 St-Sulpice.
Email: prefleuri@bluewin.ch Tél. 021
691 20 21 Fax 021 691 20 20 Price for a single room around CHF
150.-
- Motel des Pierrettes** St-Sulpice
- , 10 minutes walk to EPFL
Route cantonale 19, 1025
St-Sulpice It has no web-site but you can call at +41 21 691 25
25. It has no restaurant. Price for a single room, around CHF
110.- (special price for EPFL hosts)
- Hostellerie du Débarcadère
- Chemin du Crêt 7, 1025 St-Sulpice,
It belongs to "Relais&
Châteaux" Web-site: http://www.debarcadere.ch/ Price
for a single room around CHF 170.- (special price for EPFL hosts)
- Novotel
Lausanne Bussigny
- 35, Route de Condémines, 1030 Bussigny
(15 minutes by car, no bus
possibilities) Price for a single room, around CHF 200.- (special
price for EPFL hosts)
The easiest way to get to EPFL is to take the train from Geneva Airport
to Renens. In Renens, take the light-rail (called M1) towards Lausanne.
There is a stop at EPFL. The travel time is about 1 hour.
A map of the bus and metro network can be found here and time
tables are available at the Lausanne Transport web page. Note that tickets must be bought
before departure in machines only accepting coins. The price for a
one-way ticket from the center of Lausanne to EPFL is 2.80 Fr. (two zones)
and most machines do not give back change.
Check the Swiss Federal
Railways website.
To navigate within EPFL, use map.epfl.ch.
Click on the title to download the slides.
- Methodological transferability in route choice
modeling by Shlomo Bekhor (Technion - Israel Institute of
Technology)
The search for the shortest path constitutes common practice in
actual traffic studies, as this simplistic route choice model enables a
universal implementation of traffic assignment and simulation procedures
to every network configuration. Since literature illustrates the large
effort employed in moving forward from this simplistic approach and
providing a more realistic representation of individual route choice
behavior, this paper investigates the methodological transferability and
the potential universal application of enhanced choice set generation
and model estimation procedures. This analysis concentrates on the
identification of a “cost-effective” path generation method, able on one
hand to replicate the highest number of routes actually chosen by
individuals moving on urban networks, and on the other hand to reduce
the computational costs related to the production of unrealistic routes.
This analysis focuses also on the joint model estimation for the
combined dataset of the two data sources, in order to comprehend
differences between utility function parameter estimates and to discuss
the potential application of enhanced route choice models in a universal
context.
Click
here to download the presentation
- Circumventing the problem of the scale: discrete choice
models with multiplicative error terms by Michel Bierlaire
(TRANSP-OR, EPFL)
We propose a multiplicative specification of a discrete choice model
that renders choice probabilities independent of the scale of the
utility. The scale can thus be random with unspecified distribution. The
model mostly outperforms the classical additive formulation over a range
of stated choice data sets. In some cases, the improvement in likelihood
is greater than that obtained from adding observed and unobserved
heterogeneity to the additive specification. The multiplicative
specification makes it unnecessary to capture scale heterogeneity and,
consequently, yields a significant potential for reducing model
complexity in the presence of heteroscedasticity. Thus the proposed
multiplicative formulation should be a useful supplement to the
techniques available for the analysis of discrete choices. There is
however a cost to be paid in terms of increased analytical complexity
relative to the additive formulations. (joint work with M. Fosgerau)
Click
here to download the presentation
- The Path Size Concept revisited: alternative derivations and
alternative measures by Piet Bovy (Delft University of
Technology)
The Path Size concept used in route choice modeling is an attempt to
capture the correlations among alternative routes due to spatial
overlap. Using the Path Size as a factor in an extended MNL model it
allows in an approximate way to correct route choice probabilities
because of the spatial correlations. Having a Path Size factor included,
route choice models appear to perform better than without. The paper
will first address various ways of deriving the Path Size measure in the
utility function and will show which underlying assumptions are needed
in establishing the Path Size measure. It is shown that various Path
Size measures can be derived depending on the network type and the
assumptions adopted. In a second part, the Path Size measures will be
applied in extended MNL models (so-called Path Size Logit models) to
estimate parameters of route choice models and to predict choice
probabilities both for real-world networks and to small-scale synthetic
networks. A comparison will be shown of the impact of the various Path
Size measures in Path Size logit models relative to MNL.
Click
here to download the presentation
- On the use of Mixed Logit models with RP/SP data: accounting
for non-linearities, systematic and random heterogeneities by
Elisabetta Cherchi (University of Cagliari (Italy))
One basic assumption in mixed revealed preference (RP)-stated
preference (SP) estimation is that, although different, the two datasets
represent basically the same phenomenon. Thus, we should expect
individuals to show the same tastes irrespective of the instrument used
to elicit their preferences. However, different and highly significant
parameters in each data set have often been found in a multinomial logit
model. The same differences actually occur when more complex behaviours
(e.g. non-linearities in the level of service attributes and systematic
and random heterogeneity in tastes) are accounted for in model
estimation. These differences are not a problem from an estimation point
of view. However understanding why such differences appear is crucial if
models are used for forecasting, as the model structure used in this
case differs from the estimated one . Moreover, the flexible structure
of the Mixed Logit is the source of potentially serious confounding
effects and understanding what parameter (either RP or SP) is estimating
the “ture” phenomenon is important for properly interpreting the results
obtained and using the model correctly for forecasting. The problems
associated with the use of Mixed Logit models estimated with joint RP/SP
data in forecasting have received little attention in the literature and
the case where both RP and SP data show different effects has not been
addressed. Using real and simulated data we provide evidence that
accounting for more complex behaviours significantly improves the
estimation results, but very often (i) it is difficult to disentangle
the “true” phenomena, (2) these more complex models have a very narrow
range of applicability, (3) the microeconomic conditions on individual
behaviour are more difficult to fulfil and (4) an erroneous use of these
specifications may have a major impact on the predicted results.
Click here
to download the presentation
- Modeling Human Perception of Facial Expressions by Discrete
Choice Models by Javier Cruz Mota (TRANSP-OR, EPFL)
Facial expression recognition is a hard and ambiguous problem in
computer vision. It is hard due to the wide variety of faces and the
wide variety of ways of representing the same expression. And it is
ambiguous because, even though common approaches treat it as a
classification problem, actually when looking at the same scene,
different people can feel a different expression. In this presentation,
we will show preliminary results obtained in an ongoing project of
Discrete Choice Modeling of human perception of facial expressions. This
new approach allows to exploit the mentioned heterogeneity of
perceptions in a population of "experts" interpreting a facial
expression, where an expert is somebody able to discern between
different facial expressions, i.e. any human.
Click
here to download the presentation
- Choice set generation for route choice models using a
sampling approach by Emma Frejinger (TRANSP-OR, EPFL)
In this paper, we present a new point of view on choice set
generation. In contrast to existing approaches, we hypothesize that all
paths connecting the origin to the destination belong to the "true"
choice set. In this context, we view stochastic path enumeration
algorithms as importance sampling of alternatives. For this type of
sampling protocol it is necessary to correct the path utilities in order
to obtain unbiased parameter estimates. We propose a stochastic path
enumeration algorithm that makes the definition of such sampling
correction possible. Some preliminary numerical results are presented.
Click
here to download the presentation
- Estimating dynamic discrete choice models with MCMC and
reinforcement learning by Anders Karlstrom (Royal Institute of
Technology)
Theoretical models used for derivation of measures of travel time
savings are inherently static in nature. We argue that we need to allow
for sequential decision making in an uncertain environment if we are to
derive welfare measures for travel time uncertainties, for instance.
However, empirical discrete choice models are usually also static in
nature. In this presentation we report of ongoing work on estimating
dynamic discrete choice models with the state dimension is “large”. In
practice, to solve a dynamic programming problem where the state
dimension is large is a difficult problem, and to estimate such model is
even more difficult by order of magnitude. We discuss the state-of-art
methods for estimating dynamic discrete choice models in the context of
a activity based model. We report on the progress to solve such problems
using MCMC methods in conjunction with reinforcement learning
techniques.
Click
here to download the presentation
- Studies of willingness-to-pay indicators for public
transport by Stefan Mabit (Technical University of Denmark)
One of the main applications of discrete choice models in
transportation research is the estimation of the value of travel time
and other relevant willingness-to-pay (WTP) measures. Since WTP
indicators are of great importance in transport appraisal it is crucial
to avoid bias in the estimates. The newest methodology in estimation is
based on mixed logit models, which allows for flexible representation of
taste heterogeneity, but at the same time opens an array of pitfalls for
the modeller. One of the pitfalls is to assume rigid correlation
structures between coefficients based on convenience. Mabit and Nielsen
(2006) investigated correlated WTP in public transport. In the
conclusion they note that the investigation suffered from two important
limitations: small sample size and few background variables.
The primary objective of this paper is to overcome these two
limitations using a new Danish 2004 data set. These data have a size
that makes the investigation of correlated WTP possible for the
different modes independently. Furthermore, the data contain many
background variables so that their interaction with the correlation can
be thoroughly investigated.
The secondary objective of the study is to apply the newest
developments within the mixed logit field in an applied model. Three
procedures not yet common in application that will be used are
- Tests of the distribution using discrete mixture models
- Tests of the shape of the distribution using the framework of
Fosgerau
- Formal tests of cross-section specification versus panel
specification
Preliminary results show that only the
access-egress and headway coefficients have significant mass points at
zero. The remaining coefficients only have support on the negative half
axis. Furthermore, the results show that the primary source of
correlation between coefficients can be attributed to random scale in
the sample.
The data used contain the modes bus, s-train, metro, and train.
They consist of binary stated preference observations with attributes
cost, in-vehicle time, access-egress time, headway, wait time, and
number of interchanges. There are 7751 observation for bus, 1855
observations for s-train, 876 observations for metro, and 3455
observations for train.
Click
here to download the presentation
- Trip-based route choice models – A method to eliminate
aggregation bias in activity-based models by Otto Anker Nielsen
(Technical University of Denmark)
The paper compares trip-based assignment procedures with traditional
matrix-based procedures. The main benefits of trip-based procedures are
1) that the full information about trips from the demand modelling can
be utilised in the assignment, and 2) that the calculation of Level of
Services (LoS) are consistently feed back into the demand model. This is
especially beneficial in activity-based models, as the detailed casual
relationships in the demand model can then be reflected in the
assignment procedure. Traditionally, trip-based assignment models are
rejected due to calculation times. In the paper it is shown, that this
indeed may not be a valid argument concerning the tendency to increase
the number of zones, time of day intervals and trip purposes in demand
models, including especially activity-based models. It is shown that the
theoretical calculation complexity of large-scale models may indeed be
comparable or even smaller in trip-based assignment procedures than in
traditional matrix-based. This is exemplified on the Copenhagen traffic
model. The core issue concerning calculation complexity is that the
trip-based assignment depends on the number of trips and the network
size. The zone-based models depend on the number of matrices, zones and
the network size. This means, that the trip-based models are slower than
zone-based, if the network is small or the number of zones and
trip-matrices is low. In small cases calculation time is usually not an
issue though. If – however – the model consists of many zones and
matrices, then the trip-based assignment seams to be more efficient in
terms of calculation time.
Click here
to download the presentation
- Mode and Carrier Choice in the Quebec City - Windsor
Corridor: A Random Parameters Approach by Zachary Patterson
(EPFL - TRANSP-OR)
The Quebec City-Windsor corridor is the busiest and most important
trade and transportation corridor in Canada. The transportation sector
is the second largest contributor to greenhouse gas (GHG) emissions in
the country. Governments around the world, including Canada, are
considering increased mode share by rail as a way to reduce
transportation emissions. Evaluating the potential of freight mode shift
as a means to reduce transportation emissions requires rigorous
analytical models that can predict the effect of government policy on
mode split. This paper presents the findings of a random parameters
mixed-logit model of shipper carrier choice in the Quebec City-Windsor
Corridor. The model itself was developed using the results of a stated
preference survey undertaken in the fall of 2005. The survey was
designed explicitly to evaluate shipper preferences for the carriage of
intercity consignments, and particularly for their preferences for
carriers that contract the services of rail companies to carry these
shipments via rail. A fixed parameters approach suggests that shippers
are very mistrustful of using rail to move their consignments and
suggests that increasing rail’s share of freight faces tremendous
challenges. This result is not entirely consistent with shipper
interviews conducted during survey development that suggested some
shippers might prefer rail for environmental-public relations reasons. A
random-parameters approach was adopted to test whether preference
variation across respondents would be able to explain this
inconsistency. This random-parameter analysis suggests that there is
some variation in shippers’ preferences for the use of intermodal
transportation. In particular, the model suggests that for 20% of
shippers, knowledge of a carrier’s use of rail has a positive effect.
This appears to be the first attempt at a random parameter approach in
the freight choice literature.
Click
here to download the presentation
- Similarities in urban and suburban route choice
decisions by Nadine Schüssler (IVT ETH Zürich)
To model route choice in urban or suburban areas, the analyst has to
take into account a wide variety of influences. Similarities between
alternatives belong to the more significant of those factors. Thus, the
question of how to treat similarities among routes is still an ongoing
research topic. Yet, as urban route choice is so multi-dimensional,
another research issue is the best way of monitoring peoples’ decisions.
In recent years GPS studies have became more and more popular, because
they provide researchers with a detailed record of the actual behaviour
and at the same time reduce participants’ burden to a minimum. However,
a lot of post-processing is needed to derive trips which can be used for
model estimations.
The work that will be presented at the workshop is based on such a
GPS study. 4878 persons living in the Swiss towns Zurich, Winterthur and
Geneva were equipped with an on-person GPS receiver and asked to carry
it around wherever they went. Each person carried the GPS logger not
only for one day, but for several days. In addition to a few
socio-demographic characteristics and the GPS records no further
information was collected.
The presentation will present the post-processing procedures that
have been employed to derive trips, activities, modes, locations and
trip purposes. However, the focus will be on the route choice models for
private and public transport that have been estimated on the basis of
this data. Special consideration will be given to the influence of
similarities on route choice as well as to the role of the choice set
and its generation
Click
here to download the presentation
- Amon Patrick, EPFL
- Bekhor Shlomo, Technion - Israel Institute of Technology
- Bierlaire Michel, TRANSP-OR, EPFL
- Bovy Piet, Delft University of Technology
- Calio Jean, RFF, Forecasting and Economic Planning, Strategy
Department
- CHARGUI Mondher, RFF , Forecasting and Economical Planning, Strategy
Department
- Cherchi Elisabetta, University of Cagliari (Italy)
- Cruz Mota Javier, TRANSP-OR, EPFL
- Frejinger Emma, TRANSP-OR, EPFL
- Karlstrom Anders, Royal Institute of Technology
- Mabit Stefan, Technical University of Denmark
- Nielsen Otto Anker, Technical University of Denmark
- Patterson Zachary, EPFL - TRANSP-OR
- Robin Thomas, Transp-or, EPFL
- Schüssler Nadine, IVT ETH Zürich
- Sorci Matteo, EPFL
- Thémans Michaël, EPFL TRANSP-OR
- van Eggermond Michael, ETH Zurich
- Wiesel Ehud, SNCF, Innovation & Research Department
- Zander Kerstin, School for Environmental Research, Charles Darwin
University, Australia
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