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ds2-5-body-link" href="https://bgu.academia.edu/bguacademiaeduEphraimShohamSteiner">Ephraim (Effie) Shoham-Steiner</a><p class="suggested-user-card__user-info__subheader ds2-5-body-xs">Ben Gurion University of the Negev</p></div></div><div class="suggested-user-card"><div class="suggested-user-card__avatar social-profile-avatar-container"><a data-nosnippet="" href="https://coimbra.academia.edu/Jos%C3%A9dEncarna%C3%A7%C3%A3o"><img class="profile-avatar u-positionAbsolute" alt="José d'Encarnação related author profile picture" border="0" onerror="if (this.src != '//a.academia-assets.com/images/s200_no_pic.png') this.src = '//a.academia-assets.com/images/s200_no_pic.png';" width="200" height="200" src="https://0.academia-photos.com/679195/2669104/3106767/s200_jos_.d_encarna_o.jpg" /></a></div><div class="suggested-user-card__user-info"><a class="suggested-user-card__user-info__header ds2-5-body-sm-bold ds2-5-body-link" href="https://coimbra.academia.edu/Jos%C3%A9dEncarna%C3%A7%C3%A3o">José d'Encarnação</a><p class="suggested-user-card__user-info__subheader ds2-5-body-xs">Universidade de Coimbra</p></div></div><div class="suggested-user-card"><div class="suggested-user-card__avatar social-profile-avatar-container"><a data-nosnippet="" href="https://unibg.academia.edu/FedericoZoni"><img class="profile-avatar u-positionAbsolute" alt="Federico Zoni related author profile picture" border="0" onerror="if (this.src != '//a.academia-assets.com/images/s200_no_pic.png') this.src = '//a.academia-assets.com/images/s200_no_pic.png';" width="200" height="200" src="https://0.academia-photos.com/711399/241035/128107425/s200_federico.zoni.png" /></a></div><div class="suggested-user-card__user-info"><a class="suggested-user-card__user-info__header ds2-5-body-sm-bold ds2-5-body-link" href="https://unibg.academia.edu/FedericoZoni">Federico Zoni</a><p class="suggested-user-card__user-info__subheader ds2-5-body-xs">Università degli Studi di Bergamo (University of Bergamo)</p></div></div><div class="suggested-user-card"><div class="suggested-user-card__avatar social-profile-avatar-container"><a data-nosnippet="" href="https://umk.academia.edu/PiotrPranke"><img class="profile-avatar u-positionAbsolute" alt="Piotr Pranke related author profile picture" border="0" onerror="if (this.src != '//a.academia-assets.com/images/s200_no_pic.png') this.src = '//a.academia-assets.com/images/s200_no_pic.png';" width="200" height="200" src="https://0.academia-photos.com/949200/2844593/16244115/s200_piotr.pranke.jpg" /></a></div><div class="suggested-user-card__user-info"><a class="suggested-user-card__user-info__header ds2-5-body-sm-bold ds2-5-body-link" href="https://umk.academia.edu/PiotrPranke">Piotr Pranke</a><p class="suggested-user-card__user-info__subheader ds2-5-body-xs">Uniwersytet Mikołaja Kopernika w Toruniu</p></div></div><div class="suggested-user-card"><div 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Sioumpara</a><p class="suggested-user-card__user-info__subheader ds2-5-body-xs">Hellenic Ministry of Culture</p></div></div><div class="suggested-user-card"><div class="suggested-user-card__avatar social-profile-avatar-container"><a data-nosnippet="" href="https://bas.academia.edu/DeyanRabovyanov"><img class="profile-avatar u-positionAbsolute" alt="Deyan Rabovyanov related author profile picture" border="0" onerror="if (this.src != '//a.academia-assets.com/images/s200_no_pic.png') this.src = '//a.academia-assets.com/images/s200_no_pic.png';" width="200" height="200" src="https://0.academia-photos.com/2319915/1459008/6216005/s200_deyan.rabovyanov.jpg" /></a></div><div class="suggested-user-card__user-info"><a class="suggested-user-card__user-info__header ds2-5-body-sm-bold ds2-5-body-link" href="https://bas.academia.edu/DeyanRabovyanov">Deyan Rabovyanov</a><p class="suggested-user-card__user-info__subheader ds2-5-body-xs">Bulgarian Academy of Sciences</p></div></div><div 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class="ri-section-header"><span>Interests</span></div><div class="ri-tags-container"><a data-click-track="profile-user-info-expand-research-interests" data-has-card-for-ri-list="164150416" href="https://www.academia.edu/Documents/in/Archaeology_and_History"><div id="js-react-on-rails-context" style="display:none" data-rails-context="{"inMailer":false,"i18nLocale":"en","i18nDefaultLocale":"en","href":"https://ethz.academia.edu/KayAxhausen","location":"/KayAxhausen","scheme":"https","host":"ethz.academia.edu","port":null,"pathname":"/KayAxhausen","search":null,"httpAcceptLanguage":null,"serverSide":false}"></div> <div class="js-react-on-rails-component" style="display:none" data-component-name="Pill" data-props="{"color":"gray","children":["Archaeology and History"]}" data-trace="false" data-dom-id="Pill-react-component-87158942-efc1-4883-b7f7-ce9edaac986f"></div> <div id="Pill-react-component-87158942-efc1-4883-b7f7-ce9edaac986f"></div> </a><a 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js-section-heading" data-section="Papers" id="Papers"><h3 class="profile--tab_heading_container">Papers by Kay Axhausen</h3></div><div class="js-work-strip profile--work_container" data-work-id="128391358"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/128391358/Size_matters_the_use_and_misuse_of_statistical_significance_in_discrete_choice_models_in_the_transportation_academic_literature"><img alt="Research paper thumbnail of Size matters: the use and misuse of statistical significance in discrete choice models in the transportation academic literature" class="work-thumbnail" src="https://attachments.academia-assets.com/121980340/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391358/Size_matters_the_use_and_misuse_of_statistical_significance_in_discrete_choice_models_in_the_transportation_academic_literature">Size matters: the use and misuse of statistical significance in discrete choice models in the transportation academic literature</a></div><div class="wp-workCard_item"><span>Transportation</span><span>, Sep 27, 2023</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">In this paper we review the academic transportation literature published between 2014 and 2018 to...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">In this paper we review the academic transportation literature published between 2014 and 2018 to evaluate where the field stands regarding the use and misuse of statistical significance in empirical analysis, with a focus on discrete choice models. Our results show that 39% of studies explained model results exclusively based on the sign of the coefficient, 67% of studies did not distinguish statistical significance from economic, policy or scientific significance in their conclusions, and none of the reviewed studies considered the statistical power of the tests. Based on these results we put forth a set of recommendations aimed at shifting the focus away from statistical significance towards proper and comprehensive assessment of effect magnitudes and other policy relevant quantities.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="5849e8947e2f89e3b7b5ff447fa96d1e" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980340,"asset_id":128391358,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980340/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391358"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391358"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391358; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391358]").text(description); $(".js-view-count[data-work-id=128391358]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391358; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391358']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "5849e8947e2f89e3b7b5ff447fa96d1e" } } $('.js-work-strip[data-work-id=128391358]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391358,"title":"Size matters: the use and misuse of statistical significance in discrete choice models in the transportation academic literature","translated_title":"","metadata":{"publisher":"Springer Science+Business Media","grobid_abstract":"In this paper we review the academic transportation literature published between 2014 and 2018 to evaluate where the field stands regarding the use and misuse of statistical significance in empirical analysis, with a focus on discrete choice models. 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Our results show that 39% of studies explained model results exclusively based on the sign of the coefficient, 67% of studies did not distinguish statistical significance from economic, policy or scientific significance in their conclusions, and none of the reviewed studies considered the statistical power of the tests. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391358-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391357"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/128391357/Combining_urban_scaling_and_polycentricity_to_explain_socio_economic_status_of_urban_regions"><img alt="Research paper thumbnail of Combining urban scaling and polycentricity to explain socio-economic status of urban regions" class="work-thumbnail" src="https://attachments.academia-assets.com/121980339/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391357/Combining_urban_scaling_and_polycentricity_to_explain_socio_economic_status_of_urban_regions">Combining urban scaling and polycentricity to explain socio-economic status of urban regions</a></div><div class="wp-workCard_item"><span>PLOS ONE</span><span>, Jun 14, 2019</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The fast pace of urbanisation may benefit or be detrimental to the socio-economic status of urban...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The fast pace of urbanisation may benefit or be detrimental to the socio-economic status of urban areas. Understanding how the configuration of urban areas influences the socio-economic status of their inhabitants is of crucial importance for urban planning. In theory, urban scaling laws and polycentric development are two well-known concepts developed to increase our understanding of urbanisation and its socio-economic effects. In practice, however, they fall short to explain the socio-economic status of urban regions. The urban scaling concept is constructed from a theoretical perspective, but functional relationships between urban centres are not taken into account in scaling models. In contrast, the concept of polycentricity is developed from a practical perspective and incorporates the socio-economic effect of relationships between urban centres in the process of urban development. However, polycentricity lacks a theoretical foundation, which would explain the socio-economic status of urban regions. In this study, we assess whether combining both concepts improves the ability to explain personal incomes in metropolitan areas in Switzerland. We first delineated metropolitan areas by implementing a modularity maximisation algorithm on the settlement network. Nodes in this network are Swiss municipalities and links are intermunicipal commuter flows. We found a strong relationship between the hierarchical organisation of functional connections within metropolitan areas and the socio-economic status of these areas. Both concepts were complementary and combining them proved to enhance the ability to explain socio-economic status. The combined model is a theoretical progress, which complements the traditional approaches and increases our understanding of cities and urbanisation processes.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="790fc70b245e467ad802d97c694c59f4" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980339,"asset_id":128391357,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980339/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391357"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391357"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391357; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391357]").text(description); $(".js-view-count[data-work-id=128391357]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391357; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391357']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "790fc70b245e467ad802d97c694c59f4" } } $('.js-work-strip[data-work-id=128391357]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391357,"title":"Combining urban scaling and polycentricity to explain socio-economic status of urban regions","translated_title":"","metadata":{"publisher":"Public Library of Science","grobid_abstract":"The fast pace of urbanisation may benefit or be detrimental to the socio-economic status of urban areas. 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In this study, we assess whether combining both concepts improves the ability to explain personal incomes in metropolitan areas in Switzerland. We first delineated metropolitan areas by implementing a modularity maximisation algorithm on the settlement network. Nodes in this network are Swiss municipalities and links are intermunicipal commuter flows. We found a strong relationship between the hierarchical organisation of functional connections within metropolitan areas and the socio-economic status of these areas. Both concepts were complementary and combining them proved to enhance the ability to explain socio-economic status. The combined model is a theoretical progress, which complements the traditional approaches and increases our understanding of cities and urbanisation processes.","publication_date":{"day":14,"month":6,"year":2019,"errors":{}},"publication_name":"PLOS ONE","grobid_abstract_attachment_id":121980341},"translated_abstract":null,"internal_url":"https://www.academia.edu/128391357/Combining_urban_scaling_and_polycentricity_to_explain_socio_economic_status_of_urban_regions","translated_internal_url":"","created_at":"2025-03-24T02:46:25.998-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":164150416,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":121980339,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/121980339/thumbnails/1.jpg","file_name":"file.pdf","download_url":"https://www.academia.edu/attachments/121980339/download_file","bulk_download_file_name":"Combining_urban_scaling_and_polycentrici.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/121980339/file-libre.pdf?1742810176=\u0026response-content-disposition=attachment%3B+filename%3DCombining_urban_scaling_and_polycentrici.pdf\u0026Expires=1743431508\u0026Signature=GMAhIk~DMSet2x-EbKEsNtVvHiKxct4Ik9NChKSRxlRDaOLlm56UL2gSQQ5Wn1RPG-sOB71F70LXtWlHiHVkOh34DAt0gJGZ22PXEREWTMytY~azqRTeMqslxrGB5lCBO0F6FAESyr4bkAENlz989-V8TgyTVXfAzHfo4zivEwqAccIs22ZwOoTa378YYZuYv5zriBkaCr4DB45bq4aAm~qDKjM8eFPp5NVmomW84JP0DSEC9d4h9c8S45r4SaG42kisUgcxZw-cwPXrcn1S4qifn-~3sCg2ONsrHbSgYjTV4xV3MzN8QwzxEQGHdeEvgFCbRJsuozfbmufc-oFwCg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"Combining_urban_scaling_and_polycentricity_to_explain_socio_economic_status_of_urban_regions","translated_slug":"","page_count":23,"language":"en","content_type":"Work","summary":"The fast pace of urbanisation may benefit or be detrimental to the socio-economic status of urban areas. Understanding how the configuration of urban areas influences the socio-economic status of their inhabitants is of crucial importance for urban planning. In theory, urban scaling laws and polycentric development are two well-known concepts developed to increase our understanding of urbanisation and its socio-economic effects. In practice, however, they fall short to explain the socio-economic status of urban regions. The urban scaling concept is constructed from a theoretical perspective, but functional relationships between urban centres are not taken into account in scaling models. In contrast, the concept of polycentricity is developed from a practical perspective and incorporates the socio-economic effect of relationships between urban centres in the process of urban development. However, polycentricity lacks a theoretical foundation, which would explain the socio-economic status of urban regions. In this study, we assess whether combining both concepts improves the ability to explain personal incomes in metropolitan areas in Switzerland. We first delineated metropolitan areas by implementing a modularity maximisation algorithm on the settlement network. Nodes in this network are Swiss municipalities and links are intermunicipal commuter flows. We found a strong relationship between the hierarchical organisation of functional connections within metropolitan areas and the socio-economic status of these areas. Both concepts were complementary and combining them proved to enhance the ability to explain socio-economic status. 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href="https://www.academia.edu/128391356/Expanding_a_n_electric_bicycle_sharing_system_to_a_new_city_Prediction_of_demand_with_spatial_regression_and_random_forests"><img alt="Research paper thumbnail of Expanding a(n) (electric) bicycle-sharing system to a new city: Prediction of demand with spatial regression and random forests" class="work-thumbnail" src="https://attachments.academia-assets.com/121980337/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391356/Expanding_a_n_electric_bicycle_sharing_system_to_a_new_city_Prediction_of_demand_with_spatial_regression_and_random_forests">Expanding a(n) (electric) bicycle-sharing system to a new city: Prediction of demand with spatial regression and random forests</a></div><div class="wp-workCard_item"><span>Journal of Transport Geography</span><span>, Apr 1, 2020</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="62767e64a6cc6ed749f940401c285daa" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980337,"asset_id":128391356,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980337/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391356"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count 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data-work-id="128391355"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/128391355/Geographies_of_somewhere_Review_essay_for_urban_studies"><img alt="Research paper thumbnail of Geographies of somewhere: Review essay for urban studies" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391355/Geographies_of_somewhere_Review_essay_for_urban_studies">Geographies of somewhere: Review essay for urban studies</a></div><div class="wp-workCard_item"><span>Arbeitsberichte Verkehrs- und Raumplanung</span><span>, Feb 1, 2000</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The last ten years have seen the publication of a whole range of US books dealing with the loss o...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The last ten years have seen the publication of a whole range of US books dealing with the loss of place in one way or the other. The books under review were, in general, written for broad audiences an are, in may cases also, campaign documents. Their success and substantial number indicates an unease, which many academic texts cannot formulate. They are in this way evidence, just as The Rise and Fall of the Great American City" or "Edge Cities" were. This European-based review will critically review these recent books trying to highlight their common threads. While the books are very concerned about the poverty of the current urban and suburban environments, the books lack a substantial discussion of the economic mechanisms reproducing the undesired results. They are also unaware of the recent developments in communications and transport technologies, which have a large potential to influence future trends, which will be discussed in the review. Included in the review are a number of transport oriented books, as they formulate a different aspect of the same concern about the built environment.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="7f50b0cc56f87153d6720b78fe446982" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980335,"asset_id":128391355,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980335/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391355"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391355"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391355; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391355]").text(description); $(".js-view-count[data-work-id=128391355]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391355; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391355']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "7f50b0cc56f87153d6720b78fe446982" } } $('.js-work-strip[data-work-id=128391355]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391355,"title":"Geographies of somewhere: Review essay for urban studies","translated_title":"","metadata":{"grobid_abstract":"The last ten years have seen the publication of a whole range of US books dealing with the loss of place in one way or the other. 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The paper describes how the required network models were developed and tested. Although the network models had to be simplified due to data problems, the overall quality of the travel time predictions is surprisingly good, when compared with the results of a user equilibrium assignment for the year 2000.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="574948c7e17a4e8de0bc6eb2495216ac" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980334,"asset_id":128391354,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980334/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391354"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391354"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391354; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391354]").text(description); $(".js-view-count[data-work-id=128391354]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391354; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391354']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "574948c7e17a4e8de0bc6eb2495216ac" } } $('.js-work-strip[data-work-id=128391354]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391354,"title":"Network models and Accessibility in Switzerland: 1950-2000","translated_title":"","metadata":{"grobid_abstract":"The accessibility of the Swiss municipalities has changed substantially in the last 50 years due to the extension of the road network, improvements of the public transport and population growth. 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As rebalancing is time and cost intensive, an important question that arises, is which bikes should be moved and which bikes are expected to be booked by the users within an acceptable period of time. In this paper, two survival analysis methods are used to analyze the time until the occurrence of the next booking event: the Cox proportional hazards model and random survival forests. Locational characteristics, weather data, day of the week, as well as the number of other bikes in the vicinity are used to model time to booking. Based on the results, the potential of survival analysis for improving operations of a freefloating (e-)bike sharing system is discussed.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="8ca3b0046bfb2d7e4804e04335de9cab" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980333,"asset_id":128391353,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980333/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391353"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391353"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391353; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391353]").text(description); $(".js-view-count[data-work-id=128391353]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391353; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391353']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "8ca3b0046bfb2d7e4804e04335de9cab" } } $('.js-work-strip[data-work-id=128391353]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391353,"title":"Avoiding stranded bicycles in free-floating bicycle-sharing systems: Using survival analysis to derive operational rules for rebalancing","translated_title":"","metadata":{"grobid_abstract":"In order to optimize operations and increase revenue, free-floating (electric) bicycle sharing operators periodically move bicycles to high demand areas (a process known as rebalancing). 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391349-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391348"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/128391348/mixl_An_open_source_R_package_for_estimating_complex_choice_models_on_large_datasets"><img alt="Research paper thumbnail of mixl: An open-source R package for estimating complex choice models on large datasets" class="work-thumbnail" src="https://attachments.academia-assets.com/121980322/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391348/mixl_An_open_source_R_package_for_estimating_complex_choice_models_on_large_datasets">mixl: An open-source R package for estimating complex choice models on large datasets</a></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">This paper introduces mixl , a new R package for the estimation of advanced choice models. The es...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">This paper introduces mixl , a new R package for the estimation of advanced choice models. The estimation of such models typically relies on simulation methods with a large number of random draws to obtain stable results. mixl uses inherent properties of the loglikelihood problem structure to greatly reduce both the memory usage and runtime of the estimation procedure for specific types of mixed multinomial logit models. Functions for prediction and posterior analysis are included. Parallel computing is also supported, with near linear speedups observed on up to 24 cores. mixl is directly accessible from R, and easy to use. This paper presents the architecture and performance of the package, details its use, and presents some results using real world data and models.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="54dab61a8ce963428d2c178c606cf225" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980322,"asset_id":128391348,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980322/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391348"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391348"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391348; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391348]").text(description); $(".js-view-count[data-work-id=128391348]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391348; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391348']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "54dab61a8ce963428d2c178c606cf225" } } $('.js-work-strip[data-work-id=128391348]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391348,"title":"mixl: An open-source R package for estimating complex choice models on large datasets","translated_title":"","metadata":{"grobid_abstract":"This paper introduces mixl , a new R package for the estimation of advanced choice models. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391347-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391346"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/128391346/Haushaltsbefragung_zur_Wohnsituation_im_Grossraum_Z%C3%BCrich_Feldbericht"><img alt="Research paper thumbnail of Haushaltsbefragung zur Wohnsituation im Grossraum Zürich: Feldbericht" class="work-thumbnail" src="https://attachments.academia-assets.com/121980319/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391346/Haushaltsbefragung_zur_Wohnsituation_im_Grossraum_Z%C3%BCrich_Feldbericht">Haushaltsbefragung zur Wohnsituation im Grossraum Zürich: Feldbericht</a></div><div class="wp-workCard_item"><span>Arbeitsberichte Verkehrs- und Raumplanung</span><span>, Sep 1, 2005</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">This working paper is the field report of a household survey conducted in the Greater Zurich area...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">This working paper is the field report of a household survey conducted in the Greater Zurich area in spring 2005. The survey is part of the work for the project "Infrastructure, Accessibility und Spatial Development", which is carried out as part of the research focus "Future of Urbanised Landscapes" of ETH Zurich's Network City and Landscape from 2004 to 2006. The aim of the project is to develop an integrated land use -transport simulation for the Greater Zurich area. The survey's purpose was the collection of data required for the development of the simulation that could not be obtained from other sources. Especially data relating to real estate and land prices is not readily available, therefore the survey focussed on questions concerning location, equipment, condition and price of the households' dwelling units. Besides the survey aims, the working paper presents the organisation of the survey from the drawing of a sample of municipalities and households in these municipalities to the first steps towards first analytic efforts. The sample obtained through the survey will be used for hedonic modelling of real estate and land prices, so that prices can be modelled seamlessly for the whole Greater Zurich area.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="9d0e6a77305e8f1228d9a8554fba380f" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980319,"asset_id":128391346,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980319/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391346"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391346"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391346; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391346]").text(description); $(".js-view-count[data-work-id=128391346]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391346; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391346']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "9d0e6a77305e8f1228d9a8554fba380f" } } $('.js-work-strip[data-work-id=128391346]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391346,"title":"Haushaltsbefragung zur Wohnsituation im Grossraum Zürich: Feldbericht","translated_title":"","metadata":{"grobid_abstract":"This working paper is the field report of a household survey conducted in the Greater Zurich area in spring 2005. 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Yet, many policies continue to be enacted and implemented at the local level (e.g. in municipalities), leading to a mismatch in geographical scope. Our research thus speaks to the debate on how residents' increased spatial mobility has prompted a disjunction between residents' preferences in terms of governance and how governance is organized in reality. This conjectures that residents with a larger mobility space are more likely to prefer local governance reforms creating larger units for the sake of greater efficiency. In this study, we examine how variation in spatial mobility, mediated by place attachment, affects residents' preferences concerning municipal reforms, in particular upscaling of jurisdictional territories. Moreover, we assess these claims with an empirical focus on Switzerland, a particularly interesting case due to its strong tradition of political decentralization and local governance. The analysis is based on data from a two-stage survey with a representative sample of 1506 adult residents from the Canton of Zurich, the most populous Swiss subnational unit. We measured individuals' spatial mobility by calculating the individual social (network) geography for each of the study participants and examined how it relates to preferences concerning municipal reforms. Altogether, our results provide support for a negative correlation between service satisfaction and spatial mobility, but a positive correlation between spatial mobility and municipal attachment. Contrary to our theoretical expectations, larger social network geographies do not lead to more support for municipal reforms.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="acdef7cb01f6dcebef34917ac8f109bb" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980317,"asset_id":128391345,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980317/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391345"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391345"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391345; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391345]").text(description); $(".js-view-count[data-work-id=128391345]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391345; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391345']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "acdef7cb01f6dcebef34917ac8f109bb" } } $('.js-work-strip[data-work-id=128391345]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391345,"title":"Does variation in residents’ spatial mobility affect their preferences concerning local governance?","translated_title":"","metadata":{"publisher":"Elsevier BV","grobid_abstract":"The geographic scope of people's mobility behaviour has generally increased over recent decades. 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The analysis is based on data from a two-stage survey with a representative sample of 1506 adult residents from the Canton of Zurich, the most populous Swiss subnational unit. We measured individuals' spatial mobility by calculating the individual social (network) geography for each of the study participants and examined how it relates to preferences concerning municipal reforms. Altogether, our results provide support for a negative correlation between service satisfaction and spatial mobility, but a positive correlation between spatial mobility and municipal attachment. 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Yet, many policies continue to be enacted and implemented at the local level (e.g. in municipalities), leading to a mismatch in geographical scope. Our research thus speaks to the debate on how residents' increased spatial mobility has prompted a disjunction between residents' preferences in terms of governance and how governance is organized in reality. This conjectures that residents with a larger mobility space are more likely to prefer local governance reforms creating larger units for the sake of greater efficiency. In this study, we examine how variation in spatial mobility, mediated by place attachment, affects residents' preferences concerning municipal reforms, in particular upscaling of jurisdictional territories. Moreover, we assess these claims with an empirical focus on Switzerland, a particularly interesting case due to its strong tradition of political decentralization and local governance. The analysis is based on data from a two-stage survey with a representative sample of 1506 adult residents from the Canton of Zurich, the most populous Swiss subnational unit. We measured individuals' spatial mobility by calculating the individual social (network) geography for each of the study participants and examined how it relates to preferences concerning municipal reforms. Altogether, our results provide support for a negative correlation between service satisfaction and spatial mobility, but a positive correlation between spatial mobility and municipal attachment. Contrary to our theoretical expectations, larger social network geographies do not lead to more support for municipal reforms.","owner":{"id":164150416,"first_name":"Kay","middle_initials":null,"last_name":"Axhausen","page_name":"KayAxhausen","domain_name":"ethz","created_at":"2020-07-21T03:01:57.030-07:00","display_name":"Kay Axhausen","url":"https://ethz.academia.edu/KayAxhausen"},"attachments":[{"id":121980317,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/121980317/thumbnails/1.jpg","file_name":"ab1386.pdf","download_url":"https://www.academia.edu/attachments/121980317/download_file","bulk_download_file_name":"Does_variation_in_residents_spatial_mobi.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/121980317/ab1386-libre.pdf?1742810565=\u0026response-content-disposition=attachment%3B+filename%3DDoes_variation_in_residents_spatial_mobi.pdf\u0026Expires=1743431509\u0026Signature=BYKpbqkomIQOKKvtvsGl4AmyAmeKdZjHhI~bhlZ99AP7YiZtAHo2Tj2m8W2Do8-IdJD3qNac9dkaV4dGWRuZ~mEHiN64Ihr4M4myv7HAGoZ8Hu0xiRdZDkcnvctacsUOf1x5JtMkX9ymWKnZJofFoUX5LslNlbvIbhLP3YnrID11YzcMCwMBjwMm4YLsAY5HKl5oF3RGG9o4CLtbjh~ayFHSxdtWelNIS-wzjvaILKEZIsnCl391KdRvvqTq8U3ED671N5uRhhVLnYc-h3amCvaJHDUHMLvbqi8QfZFVBaPmou-kH6xB7v5Qj4JF~62MKSdrxLVO0fHK~BA4t-7-aw__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"},{"id":121980316,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/121980316/thumbnails/1.jpg","file_name":"ab1386.pdf","download_url":"https://www.academia.edu/attachments/121980316/download_file","bulk_download_file_name":"Does_variation_in_residents_spatial_mobi.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/121980316/ab1386-libre.pdf?1742810567=\u0026response-content-disposition=attachment%3B+filename%3DDoes_variation_in_residents_spatial_mobi.pdf\u0026Expires=1743431509\u0026Signature=VdrJbBP~1UHh5kef~39dZxtC85FP~dcfstGl6C6Zqy1UCCCduX4-wqVricx8NoHbk1Rx0ilPvhu4qcwyFKd7ShAeTirP5YW3jNL1bSEdww8aRDjj~i8yO34sqgHQ9QB67FnQmth1rzJyFWXVq10AggVeIBp~csvOtLvLZZD4OykK7LXYDujP~ig6pfdyLhUq~C5D-2-ECiJbewCL8-BnhsRaAYVwFpVx7CB7Rw79b9On2~9CZ8AY0b2uaYNjFAHcAifyHUqrIlSC~Yarb~eGVVn6MxKdY41cqvULq0H3hzsT54igcJxwkqUZOcT-NTNKplqi2UTSrYf4bj~m06rdBA__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":261,"name":"Geography","url":"https://www.academia.edu/Documents/in/Geography"},{"id":262,"name":"Human Geography","url":"https://www.academia.edu/Documents/in/Human_Geography"},{"id":4167,"name":"Corporate Governance","url":"https://www.academia.edu/Documents/in/Corporate_Governance"},{"id":4486,"name":"Political Science","url":"https://www.academia.edu/Documents/in/Political_Science"},{"id":19030,"name":"Political Geography","url":"https://www.academia.edu/Documents/in/Political_Geography"},{"id":33426,"name":"Decentralization","url":"https://www.academia.edu/Documents/in/Decentralization"},{"id":380315,"name":"Public Administration and Policy","url":"https://www.academia.edu/Documents/in/Public_Administration_and_Policy"}],"urls":[{"id":47273527,"url":"https://www.research-collection.ethz.ch/bitstream/20.500.11850/344053/2/ab1386.pdf"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391345-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391344"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" rel="nofollow" href="https://www.academia.edu/128391344/Eine_ereignisorientierte_Simulation_von_Aktivit%C3%A4tenketten_zur_Parkstandswahl"><img alt="Research paper thumbnail of Eine ereignisorientierte Simulation von Aktivitätenketten zur Parkstandswahl" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title">Eine ereignisorientierte Simulation von Aktivitätenketten zur Parkstandswahl</div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Die Beschreibung des ruhenden Verkehrs wirft fuer die vorhandenen Modelleder Verkehrsplanung eine...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Die Beschreibung des ruhenden Verkehrs wirft fuer die vorhandenen Modelleder Verkehrsplanung eine Reihe von grundsaetzlichen Fragen auf. Die Beschreibung der raeumlichen und zeitlichen Ungleichgewichte, die zu Ueberlastungen im ruhenden Verkehr fuehren, erfordern, dass ein geeignetes Modell zumindest zwei Anforderungen erfuellen muss: a) Abbildung der Entscheidungen der Verkehrsteilnehmer unter Beruecksichtigung ihrer inneren Logik und b) Abbildung der Wechselwirkungen zwischen den Verkehrsteilnehmern im Strassenraum unter Einschluss der Konkurrenz um den Parkraum. Die Arbeit beschreibt einen Modellansatz, der diese Anforderungen erfuellt. Der Ansatz vereinigt ein Aktivitaetenkettenmodell mit einer Verkehrsflusssimulation zu einer ereignisorientierten Simulation des taeglichen Verkehrsverhaltens. Die Verwendbarkeit des Ansatzes wird durch eine erste ausfuehrlich beschriebene Implementierung nachgewiesen und an Hand eines Beispielnetzes getestet. Empirische Ergebnisse zum Parkstandsw...</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391344"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391344"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391344; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391344]").text(description); $(".js-view-count[data-work-id=128391344]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391344; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391344']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=128391344]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391344,"title":"Eine ereignisorientierte Simulation von Aktivitätenketten zur Parkstandswahl","translated_title":"","metadata":{"abstract":"Die Beschreibung des ruhenden Verkehrs wirft fuer die vorhandenen Modelleder Verkehrsplanung eine Reihe von grundsaetzlichen Fragen auf. Die Beschreibung der raeumlichen und zeitlichen Ungleichgewichte, die zu Ueberlastungen im ruhenden Verkehr fuehren, erfordern, dass ein geeignetes Modell zumindest zwei Anforderungen erfuellen muss: a) Abbildung der Entscheidungen der Verkehrsteilnehmer unter Beruecksichtigung ihrer inneren Logik und b) Abbildung der Wechselwirkungen zwischen den Verkehrsteilnehmern im Strassenraum unter Einschluss der Konkurrenz um den Parkraum. Die Arbeit beschreibt einen Modellansatz, der diese Anforderungen erfuellt. Der Ansatz vereinigt ein Aktivitaetenkettenmodell mit einer Verkehrsflusssimulation zu einer ereignisorientierten Simulation des taeglichen Verkehrsverhaltens. Die Verwendbarkeit des Ansatzes wird durch eine erste ausfuehrlich beschriebene Implementierung nachgewiesen und an Hand eines Beispielnetzes getestet. Empirische Ergebnisse zum Parkstandsw...","publication_date":{"day":null,"month":null,"year":1989,"errors":{}}},"translated_abstract":"Die Beschreibung des ruhenden Verkehrs wirft fuer die vorhandenen Modelleder Verkehrsplanung eine Reihe von grundsaetzlichen Fragen auf. Die Beschreibung der raeumlichen und zeitlichen Ungleichgewichte, die zu Ueberlastungen im ruhenden Verkehr fuehren, erfordern, dass ein geeignetes Modell zumindest zwei Anforderungen erfuellen muss: a) Abbildung der Entscheidungen der Verkehrsteilnehmer unter Beruecksichtigung ihrer inneren Logik und b) Abbildung der Wechselwirkungen zwischen den Verkehrsteilnehmern im Strassenraum unter Einschluss der Konkurrenz um den Parkraum. Die Arbeit beschreibt einen Modellansatz, der diese Anforderungen erfuellt. Der Ansatz vereinigt ein Aktivitaetenkettenmodell mit einer Verkehrsflusssimulation zu einer ereignisorientierten Simulation des taeglichen Verkehrsverhaltens. Die Verwendbarkeit des Ansatzes wird durch eine erste ausfuehrlich beschriebene Implementierung nachgewiesen und an Hand eines Beispielnetzes getestet. Empirische Ergebnisse zum Parkstandsw...","internal_url":"https://www.academia.edu/128391344/Eine_ereignisorientierte_Simulation_von_Aktivit%C3%A4tenketten_zur_Parkstandswahl","translated_internal_url":"","created_at":"2025-03-24T02:46:21.436-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":164150416,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Eine_ereignisorientierte_Simulation_von_Aktivitätenketten_zur_Parkstandswahl","translated_slug":"","page_count":null,"language":"de","content_type":"Work","summary":"Die Beschreibung des ruhenden Verkehrs wirft fuer die vorhandenen Modelleder Verkehrsplanung eine Reihe von grundsaetzlichen Fragen auf. Die Beschreibung der raeumlichen und zeitlichen Ungleichgewichte, die zu Ueberlastungen im ruhenden Verkehr fuehren, erfordern, dass ein geeignetes Modell zumindest zwei Anforderungen erfuellen muss: a) Abbildung der Entscheidungen der Verkehrsteilnehmer unter Beruecksichtigung ihrer inneren Logik und b) Abbildung der Wechselwirkungen zwischen den Verkehrsteilnehmern im Strassenraum unter Einschluss der Konkurrenz um den Parkraum. Die Arbeit beschreibt einen Modellansatz, der diese Anforderungen erfuellt. Der Ansatz vereinigt ein Aktivitaetenkettenmodell mit einer Verkehrsflusssimulation zu einer ereignisorientierten Simulation des taeglichen Verkehrsverhaltens. Die Verwendbarkeit des Ansatzes wird durch eine erste ausfuehrlich beschriebene Implementierung nachgewiesen und an Hand eines Beispielnetzes getestet. Empirische Ergebnisse zum Parkstandsw...","owner":{"id":164150416,"first_name":"Kay","middle_initials":null,"last_name":"Axhausen","page_name":"KayAxhausen","domain_name":"ethz","created_at":"2020-07-21T03:01:57.030-07:00","display_name":"Kay Axhausen","url":"https://ethz.academia.edu/KayAxhausen"},"attachments":[],"research_interests":[{"id":422,"name":"Computer Science","url":"https://www.academia.edu/Documents/in/Computer_Science"},{"id":498,"name":"Physics","url":"https://www.academia.edu/Documents/in/Physics"},{"id":951,"name":"Humanities","url":"https://www.academia.edu/Documents/in/Humanities"}],"urls":[]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391344-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391343"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" rel="nofollow" href="https://www.academia.edu/128391343/The_data_needs_of_activity_scheduling_models"><img alt="Research paper thumbnail of The data needs of activity scheduling models" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title">The data needs of activity scheduling models</div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391343"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391343"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391343; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391343]").text(description); $(".js-view-count[data-work-id=128391343]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391343; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391343']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391343-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391342"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" rel="nofollow" href="https://www.academia.edu/128391342/Studying_bicyclists_perceived_level_of_safety_using_a_bicycle_simulator_combined_with_immersive_virtual_reality"><img alt="Research paper thumbnail of Studying bicyclists’ perceived level of safety using a bicycle simulator combined with immersive virtual reality" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title">Studying bicyclists’ perceived level of safety using a bicycle simulator combined with immersive virtual reality</div><div class="wp-workCard_item"><span>Accident Analysis &amp; Prevention</span><span>, 2021</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">There is a need for methods that provide a better understanding of bicyclists&#39; perceived safe...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">There is a need for methods that provide a better understanding of bicyclists&#39; perceived safety and preferences on currently unavailable and/or unknown bicycle facilities. Different survey methods have been used to study bicyclists&#39; behavior, experiences, and preferences; ranging from verbally described facilities to surveys including images and videos. Virtual Reality (VR) experiments blur the boundaries between stated preference (SP) surveys and revealed preference (RP) surveys and provide a realistic sense of design. This research introduces a novel research method in bicycling research and discusses the results of an experiment using a bicycle simulator combined with immersive VR. In total, 150 participants participated in this experiment and were asked about demographics and perceptions and preferences after bicycling in five different environments with an instrumented bicycle in VR. A 5 × 2 mixed design was used with bicycling environment as within-subject factor and pedestrian / traffic volume as between-subject factor. ANOVA tests revealed how each environment and ambient pedestrian / traffic volume affected perceived level of safety (PLOS) and willingness to bicycle (WTB). Pairwise comparison showed that participants felt safer bicycling on the segregated bicycle path compared to bicycling on the painted bicycle path on the road and roadside. There was no meaningful difference between WTB for less than 10 min and WTB for more than 10 min between bicycling on a painted bicycle path on the sidewalk and painted bicycle path on the road. PLOS and WTB ratings of men and women were not significantly different from each other. The older segment of the sample was more worried about roadside bicycling and bicycle commuters were more confident to ride on the roadside. Despite having several limitations, immersive 360-degree VR was found a powerful presentation tool to evaluate future street designs which can inform transport and urban planning.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391342"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391342"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391342; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391342]").text(description); $(".js-view-count[data-work-id=128391342]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391342; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391342']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=128391342]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391342,"title":"Studying bicyclists’ perceived level of safety using a bicycle simulator combined with immersive virtual reality","translated_title":"","metadata":{"abstract":"There is a need for methods that provide a better understanding of bicyclists\u0026#39; perceived safety and preferences on currently unavailable and/or unknown bicycle facilities. Different survey methods have been used to study bicyclists\u0026#39; behavior, experiences, and preferences; ranging from verbally described facilities to surveys including images and videos. Virtual Reality (VR) experiments blur the boundaries between stated preference (SP) surveys and revealed preference (RP) surveys and provide a realistic sense of design. This research introduces a novel research method in bicycling research and discusses the results of an experiment using a bicycle simulator combined with immersive VR. In total, 150 participants participated in this experiment and were asked about demographics and perceptions and preferences after bicycling in five different environments with an instrumented bicycle in VR. A 5 × 2 mixed design was used with bicycling environment as within-subject factor and pedestrian / traffic volume as between-subject factor. ANOVA tests revealed how each environment and ambient pedestrian / traffic volume affected perceived level of safety (PLOS) and willingness to bicycle (WTB). Pairwise comparison showed that participants felt safer bicycling on the segregated bicycle path compared to bicycling on the painted bicycle path on the road and roadside. There was no meaningful difference between WTB for less than 10 min and WTB for more than 10 min between bicycling on a painted bicycle path on the sidewalk and painted bicycle path on the road. PLOS and WTB ratings of men and women were not significantly different from each other. The older segment of the sample was more worried about roadside bicycling and bicycle commuters were more confident to ride on the roadside. Despite having several limitations, immersive 360-degree VR was found a powerful presentation tool to evaluate future street designs which can inform transport and urban planning.","publisher":"Elsevier BV","publication_date":{"day":null,"month":null,"year":2021,"errors":{}},"publication_name":"Accident Analysis \u0026amp; Prevention"},"translated_abstract":"There is a need for methods that provide a better understanding of bicyclists\u0026#39; perceived safety and preferences on currently unavailable and/or unknown bicycle facilities. Different survey methods have been used to study bicyclists\u0026#39; behavior, experiences, and preferences; ranging from verbally described facilities to surveys including images and videos. Virtual Reality (VR) experiments blur the boundaries between stated preference (SP) surveys and revealed preference (RP) surveys and provide a realistic sense of design. This research introduces a novel research method in bicycling research and discusses the results of an experiment using a bicycle simulator combined with immersive VR. In total, 150 participants participated in this experiment and were asked about demographics and perceptions and preferences after bicycling in five different environments with an instrumented bicycle in VR. A 5 × 2 mixed design was used with bicycling environment as within-subject factor and pedestrian / traffic volume as between-subject factor. ANOVA tests revealed how each environment and ambient pedestrian / traffic volume affected perceived level of safety (PLOS) and willingness to bicycle (WTB). Pairwise comparison showed that participants felt safer bicycling on the segregated bicycle path compared to bicycling on the painted bicycle path on the road and roadside. There was no meaningful difference between WTB for less than 10 min and WTB for more than 10 min between bicycling on a painted bicycle path on the sidewalk and painted bicycle path on the road. PLOS and WTB ratings of men and women were not significantly different from each other. The older segment of the sample was more worried about roadside bicycling and bicycle commuters were more confident to ride on the roadside. Despite having several limitations, immersive 360-degree VR was found a powerful presentation tool to evaluate future street designs which can inform transport and urban planning.","internal_url":"https://www.academia.edu/128391342/Studying_bicyclists_perceived_level_of_safety_using_a_bicycle_simulator_combined_with_immersive_virtual_reality","translated_internal_url":"","created_at":"2025-03-24T02:46:20.953-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":164150416,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Studying_bicyclists_perceived_level_of_safety_using_a_bicycle_simulator_combined_with_immersive_virtual_reality","translated_slug":"","page_count":null,"language":"en","content_type":"Work","summary":"There is a need for methods that provide a better understanding of bicyclists\u0026#39; perceived safety and preferences on currently unavailable and/or unknown bicycle facilities. Different survey methods have been used to study bicyclists\u0026#39; behavior, experiences, and preferences; ranging from verbally described facilities to surveys including images and videos. Virtual Reality (VR) experiments blur the boundaries between stated preference (SP) surveys and revealed preference (RP) surveys and provide a realistic sense of design. This research introduces a novel research method in bicycling research and discusses the results of an experiment using a bicycle simulator combined with immersive VR. In total, 150 participants participated in this experiment and were asked about demographics and perceptions and preferences after bicycling in five different environments with an instrumented bicycle in VR. A 5 × 2 mixed design was used with bicycling environment as within-subject factor and pedestrian / traffic volume as between-subject factor. ANOVA tests revealed how each environment and ambient pedestrian / traffic volume affected perceived level of safety (PLOS) and willingness to bicycle (WTB). Pairwise comparison showed that participants felt safer bicycling on the segregated bicycle path compared to bicycling on the painted bicycle path on the road and roadside. There was no meaningful difference between WTB for less than 10 min and WTB for more than 10 min between bicycling on a painted bicycle path on the sidewalk and painted bicycle path on the road. PLOS and WTB ratings of men and women were not significantly different from each other. The older segment of the sample was more worried about roadside bicycling and bicycle commuters were more confident to ride on the roadside. Despite having several limitations, immersive 360-degree VR was found a powerful presentation tool to evaluate future street designs which can inform transport and urban planning.","owner":{"id":164150416,"first_name":"Kay","middle_initials":null,"last_name":"Axhausen","page_name":"KayAxhausen","domain_name":"ethz","created_at":"2020-07-21T03:01:57.030-07:00","display_name":"Kay Axhausen","url":"https://ethz.academia.edu/KayAxhausen"},"attachments":[],"research_interests":[{"id":48,"name":"Engineering","url":"https://www.academia.edu/Documents/in/Engineering"},{"id":221,"name":"Psychology","url":"https://www.academia.edu/Documents/in/Psychology"},{"id":26327,"name":"Medicine","url":"https://www.academia.edu/Documents/in/Medicine"},{"id":48636,"name":"Simulation","url":"https://www.academia.edu/Documents/in/Simulation"},{"id":50642,"name":"Virtual Reality","url":"https://www.academia.edu/Documents/in/Virtual_Reality"},{"id":399641,"name":"Accident analysis and prevention","url":"https://www.academia.edu/Documents/in/Accident_analysis_and_prevention"},{"id":410370,"name":"Public health systems and services research","url":"https://www.academia.edu/Documents/in/Public_health_systems_and_services_research-1"},{"id":758966,"name":"Poison Control","url":"https://www.academia.edu/Documents/in/Poison_Control"}],"urls":[{"id":47273526,"url":"https://api.elsevier.com/content/article/PII:S0001457520317632?httpAccept=text/xml"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391342-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391341"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" rel="nofollow" href="https://www.academia.edu/128391341/Simulation_of_price_customer_behaviour_and_system_impact_for_a_cost_covering_automated_taxi_system_in_Zurich"><img alt="Research paper thumbnail of Simulation of price, customer behaviour and system impact for a cost-covering automated taxi system in Zurich" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title">Simulation of price, customer behaviour and system impact for a cost-covering automated taxi system in Zurich</div><div class="wp-workCard_item"><span>Transportation Research Part C: Emerging Technologies</span><span>, 2021</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Abstract Automated Mobility on Demand (AMoD) is a concept that has recently generated much discus...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Abstract Automated Mobility on Demand (AMoD) is a concept that has recently generated much discussion. In cases where large-scale adoption of an automated taxi service is anticipated, the service’s impacts may become relevant to key transport system metrics, and thus to transport planners and policy-makers as well. In light of this increasingly important question, this paper presents an agent-based transport simulation with (single passenger) AMoD. In contrast to earlier studies, all scenario data (including demand patterns, cost assumptions and customer behaviour) is obtained for one specific area, the city of Zurich, Switzerland. The simulation study fuses information from a detailed bottom-up cost analysis of mobility services in Switzerland, a specifically tailored Stated-Preferences survey about automated mobility services conducted in the canton of Zurich, and a detailed agent-based transport simulation for the city, based on MATSim. Methodologically, a comprehensive approach is presented that iteratively runs these components to derive states in which service cost, waiting times and demand are in equilibrium for a cost-covering AMoD operator with predefined fleet size. For Zurich, several cases are examined, with 4,000 AMoD vehicles leading to the maximum demand of around 150,000 requests per day that can be attracted by the system. Within these parameters, the simulation results show that customers are willing to accept average waiting times of around 4 min at a price of 0.75 CHF/km. Further cost-covering cases with lower demand are presented, where either smaller fleet sizes lead to higher waiting times, or larger fleet sizes lead to higher costs. While our simulations indicate that an AMoD system in Zurich can bring benefits to the users, they show that the system impact is largely negative. Caused by modal shifts, our simulations show an increase of driven distance of up to 100%. All examined fleet configurations of the unregulated, cost-covering, single-passenger, door-to-door AMoD service are found to be highly counter-productive on a path towards a more shared and active transport system. Accordingly, policy recommendations for regulation are discussed.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391341"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391341"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391341; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391341]").text(description); $(".js-view-count[data-work-id=128391341]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391341; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391341']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=128391341]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391341,"title":"Simulation of price, customer behaviour and system impact for a cost-covering automated taxi system in Zurich","translated_title":"","metadata":{"abstract":"Abstract Automated Mobility on Demand (AMoD) is a concept that has recently generated much discussion. In cases where large-scale adoption of an automated taxi service is anticipated, the service’s impacts may become relevant to key transport system metrics, and thus to transport planners and policy-makers as well. In light of this increasingly important question, this paper presents an agent-based transport simulation with (single passenger) AMoD. In contrast to earlier studies, all scenario data (including demand patterns, cost assumptions and customer behaviour) is obtained for one specific area, the city of Zurich, Switzerland. The simulation study fuses information from a detailed bottom-up cost analysis of mobility services in Switzerland, a specifically tailored Stated-Preferences survey about automated mobility services conducted in the canton of Zurich, and a detailed agent-based transport simulation for the city, based on MATSim. Methodologically, a comprehensive approach is presented that iteratively runs these components to derive states in which service cost, waiting times and demand are in equilibrium for a cost-covering AMoD operator with predefined fleet size. For Zurich, several cases are examined, with 4,000 AMoD vehicles leading to the maximum demand of around 150,000 requests per day that can be attracted by the system. Within these parameters, the simulation results show that customers are willing to accept average waiting times of around 4 min at a price of 0.75 CHF/km. Further cost-covering cases with lower demand are presented, where either smaller fleet sizes lead to higher waiting times, or larger fleet sizes lead to higher costs. While our simulations indicate that an AMoD system in Zurich can bring benefits to the users, they show that the system impact is largely negative. Caused by modal shifts, our simulations show an increase of driven distance of up to 100%. All examined fleet configurations of the unregulated, cost-covering, single-passenger, door-to-door AMoD service are found to be highly counter-productive on a path towards a more shared and active transport system. Accordingly, policy recommendations for regulation are discussed.","publisher":"Elsevier BV","publication_date":{"day":null,"month":null,"year":2021,"errors":{}},"publication_name":"Transportation Research Part C: Emerging Technologies"},"translated_abstract":"Abstract Automated Mobility on Demand (AMoD) is a concept that has recently generated much discussion. In cases where large-scale adoption of an automated taxi service is anticipated, the service’s impacts may become relevant to key transport system metrics, and thus to transport planners and policy-makers as well. In light of this increasingly important question, this paper presents an agent-based transport simulation with (single passenger) AMoD. In contrast to earlier studies, all scenario data (including demand patterns, cost assumptions and customer behaviour) is obtained for one specific area, the city of Zurich, Switzerland. The simulation study fuses information from a detailed bottom-up cost analysis of mobility services in Switzerland, a specifically tailored Stated-Preferences survey about automated mobility services conducted in the canton of Zurich, and a detailed agent-based transport simulation for the city, based on MATSim. Methodologically, a comprehensive approach is presented that iteratively runs these components to derive states in which service cost, waiting times and demand are in equilibrium for a cost-covering AMoD operator with predefined fleet size. For Zurich, several cases are examined, with 4,000 AMoD vehicles leading to the maximum demand of around 150,000 requests per day that can be attracted by the system. Within these parameters, the simulation results show that customers are willing to accept average waiting times of around 4 min at a price of 0.75 CHF/km. Further cost-covering cases with lower demand are presented, where either smaller fleet sizes lead to higher waiting times, or larger fleet sizes lead to higher costs. While our simulations indicate that an AMoD system in Zurich can bring benefits to the users, they show that the system impact is largely negative. Caused by modal shifts, our simulations show an increase of driven distance of up to 100%. All examined fleet configurations of the unregulated, cost-covering, single-passenger, door-to-door AMoD service are found to be highly counter-productive on a path towards a more shared and active transport system. Accordingly, policy recommendations for regulation are discussed.","internal_url":"https://www.academia.edu/128391341/Simulation_of_price_customer_behaviour_and_system_impact_for_a_cost_covering_automated_taxi_system_in_Zurich","translated_internal_url":"","created_at":"2025-03-24T02:46:20.164-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":164150416,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Simulation_of_price_customer_behaviour_and_system_impact_for_a_cost_covering_automated_taxi_system_in_Zurich","translated_slug":"","page_count":null,"language":"en","content_type":"Work","summary":"Abstract Automated Mobility on Demand (AMoD) is a concept that has recently generated much discussion. In cases where large-scale adoption of an automated taxi service is anticipated, the service’s impacts may become relevant to key transport system metrics, and thus to transport planners and policy-makers as well. In light of this increasingly important question, this paper presents an agent-based transport simulation with (single passenger) AMoD. In contrast to earlier studies, all scenario data (including demand patterns, cost assumptions and customer behaviour) is obtained for one specific area, the city of Zurich, Switzerland. The simulation study fuses information from a detailed bottom-up cost analysis of mobility services in Switzerland, a specifically tailored Stated-Preferences survey about automated mobility services conducted in the canton of Zurich, and a detailed agent-based transport simulation for the city, based on MATSim. Methodologically, a comprehensive approach is presented that iteratively runs these components to derive states in which service cost, waiting times and demand are in equilibrium for a cost-covering AMoD operator with predefined fleet size. For Zurich, several cases are examined, with 4,000 AMoD vehicles leading to the maximum demand of around 150,000 requests per day that can be attracted by the system. Within these parameters, the simulation results show that customers are willing to accept average waiting times of around 4 min at a price of 0.75 CHF/km. Further cost-covering cases with lower demand are presented, where either smaller fleet sizes lead to higher waiting times, or larger fleet sizes lead to higher costs. While our simulations indicate that an AMoD system in Zurich can bring benefits to the users, they show that the system impact is largely negative. Caused by modal shifts, our simulations show an increase of driven distance of up to 100%. All examined fleet configurations of the unregulated, cost-covering, single-passenger, door-to-door AMoD service are found to be highly counter-productive on a path towards a more shared and active transport system. Accordingly, policy recommendations for regulation are discussed.","owner":{"id":164150416,"first_name":"Kay","middle_initials":null,"last_name":"Axhausen","page_name":"KayAxhausen","domain_name":"ethz","created_at":"2020-07-21T03:01:57.030-07:00","display_name":"Kay Axhausen","url":"https://ethz.academia.edu/KayAxhausen"},"attachments":[],"research_interests":[{"id":48,"name":"Engineering","url":"https://www.academia.edu/Documents/in/Engineering"},{"id":422,"name":"Computer Science","url":"https://www.academia.edu/Documents/in/Computer_Science"},{"id":2535,"name":"Operations Research","url":"https://www.academia.edu/Documents/in/Operations_Research"},{"id":1222385,"name":"service Business","url":"https://www.academia.edu/Documents/in/service_Business"}],"urls":[{"id":47273525,"url":"https://api.elsevier.com/content/article/PII:S0968090X21000115?httpAccept=text/xml"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391341-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391340"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" rel="nofollow" href="https://www.academia.edu/128391340/Bikeability_in_Basel"><img alt="Research paper thumbnail of Bikeability in Basel" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title">Bikeability in Basel</div><div class="wp-workCard_item"><span>Transportation Research Record: Journal of the Transportation Research Board</span><span>, 2019</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">“Bikeability” is becoming increasingly relevant in the field of transport- and urban planning. Ho...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">“Bikeability” is becoming increasingly relevant in the field of transport- and urban planning. However, it is often unclear how bikeability is defined, let alone how it can be modeled. The goal of this project was to develop a quantitative method to model bikeability. A case study area in the city of Basel, Switzerland was selected for assessing the model. Here “bikeability” is understood as a measure of the ability and convenience in reaching important destinations by bike, based on the travel distance weighted by the perceived safety, -comfort, and -attractiveness of the streets and intersections along the routes. The underlying assumption was that cyclists try to minimize the distance traveled and maximize the perceived safety, -comfort, and -attractiveness of their route of choice. Unlike most of the previous bikeability assessments we reviewed, our method used existing route choice studies to identify attributes for quantifying cycling quality, which presumably results in a model that more accurately reflects real-life behavior. Many relevant attributes that have not been captured by previous models are included in this work, such as the high curbs of tram stops, tram tracks, and the turn direction at intersections. The method is suitable for several applications in urban planning, such as the identification of locations that need improvement and the comparison of planning measures. The current model covers conventional bikes used by commuting cyclists. However, the method could be used for E-bikes and non-commuting cyclists by applying the appropriate input values.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391340"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391340"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391340; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391340]").text(description); $(".js-view-count[data-work-id=128391340]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391340; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391340']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=128391340]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391340,"title":"Bikeability in Basel","translated_title":"","metadata":{"abstract":"“Bikeability” is becoming increasingly relevant in the field of transport- and urban planning. However, it is often unclear how bikeability is defined, let alone how it can be modeled. The goal of this project was to develop a quantitative method to model bikeability. A case study area in the city of Basel, Switzerland was selected for assessing the model. Here “bikeability” is understood as a measure of the ability and convenience in reaching important destinations by bike, based on the travel distance weighted by the perceived safety, -comfort, and -attractiveness of the streets and intersections along the routes. The underlying assumption was that cyclists try to minimize the distance traveled and maximize the perceived safety, -comfort, and -attractiveness of their route of choice. Unlike most of the previous bikeability assessments we reviewed, our method used existing route choice studies to identify attributes for quantifying cycling quality, which presumably results in a model that more accurately reflects real-life behavior. Many relevant attributes that have not been captured by previous models are included in this work, such as the high curbs of tram stops, tram tracks, and the turn direction at intersections. The method is suitable for several applications in urban planning, such as the identification of locations that need improvement and the comparison of planning measures. The current model covers conventional bikes used by commuting cyclists. However, the method could be used for E-bikes and non-commuting cyclists by applying the appropriate input values.","publisher":"SAGE Publications","publication_date":{"day":null,"month":null,"year":2019,"errors":{}},"publication_name":"Transportation Research Record: Journal of the Transportation Research Board"},"translated_abstract":"“Bikeability” is becoming increasingly relevant in the field of transport- and urban planning. However, it is often unclear how bikeability is defined, let alone how it can be modeled. The goal of this project was to develop a quantitative method to model bikeability. A case study area in the city of Basel, Switzerland was selected for assessing the model. Here “bikeability” is understood as a measure of the ability and convenience in reaching important destinations by bike, based on the travel distance weighted by the perceived safety, -comfort, and -attractiveness of the streets and intersections along the routes. The underlying assumption was that cyclists try to minimize the distance traveled and maximize the perceived safety, -comfort, and -attractiveness of their route of choice. Unlike most of the previous bikeability assessments we reviewed, our method used existing route choice studies to identify attributes for quantifying cycling quality, which presumably results in a model that more accurately reflects real-life behavior. Many relevant attributes that have not been captured by previous models are included in this work, such as the high curbs of tram stops, tram tracks, and the turn direction at intersections. The method is suitable for several applications in urban planning, such as the identification of locations that need improvement and the comparison of planning measures. The current model covers conventional bikes used by commuting cyclists. However, the method could be used for E-bikes and non-commuting cyclists by applying the appropriate input values.","internal_url":"https://www.academia.edu/128391340/Bikeability_in_Basel","translated_internal_url":"","created_at":"2025-03-24T02:46:19.894-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":164150416,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Bikeability_in_Basel","translated_slug":"","page_count":null,"language":"en","content_type":"Work","summary":"“Bikeability” is becoming increasingly relevant in the field of transport- and urban planning. However, it is often unclear how bikeability is defined, let alone how it can be modeled. The goal of this project was to develop a quantitative method to model bikeability. A case study area in the city of Basel, Switzerland was selected for assessing the model. Here “bikeability” is understood as a measure of the ability and convenience in reaching important destinations by bike, based on the travel distance weighted by the perceived safety, -comfort, and -attractiveness of the streets and intersections along the routes. The underlying assumption was that cyclists try to minimize the distance traveled and maximize the perceived safety, -comfort, and -attractiveness of their route of choice. Unlike most of the previous bikeability assessments we reviewed, our method used existing route choice studies to identify attributes for quantifying cycling quality, which presumably results in a model that more accurately reflects real-life behavior. Many relevant attributes that have not been captured by previous models are included in this work, such as the high curbs of tram stops, tram tracks, and the turn direction at intersections. The method is suitable for several applications in urban planning, such as the identification of locations that need improvement and the comparison of planning measures. The current model covers conventional bikes used by commuting cyclists. However, the method could be used for E-bikes and non-commuting cyclists by applying the appropriate input values.","owner":{"id":164150416,"first_name":"Kay","middle_initials":null,"last_name":"Axhausen","page_name":"KayAxhausen","domain_name":"ethz","created_at":"2020-07-21T03:01:57.030-07:00","display_name":"Kay Axhausen","url":"https://ethz.academia.edu/KayAxhausen"},"attachments":[],"research_interests":[{"id":26,"name":"Business","url":"https://www.academia.edu/Documents/in/Business"},{"id":73,"name":"Civil Engineering","url":"https://www.academia.edu/Documents/in/Civil_Engineering"},{"id":2387,"name":"Transport Engineering","url":"https://www.academia.edu/Documents/in/Transport_Engineering"},{"id":20436,"name":"Urban And Regional Planning","url":"https://www.academia.edu/Documents/in/Urban_And_Regional_Planning"},{"id":142119,"name":"Attractiveness","url":"https://www.academia.edu/Documents/in/Attractiveness"}],"urls":[{"id":47273524,"url":"http://journals.sagepub.com/doi/pdf/10.1177/0361198119839982"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391340-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391339"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/128391339/Fleet_operational_policies_for_automated_mobility_A_simulation_assessment_for_Zurich"><img alt="Research paper thumbnail of Fleet operational policies for automated mobility: A simulation assessment for Zurich" class="work-thumbnail" src="https://attachments.academia-assets.com/121980362/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391339/Fleet_operational_policies_for_automated_mobility_A_simulation_assessment_for_Zurich">Fleet operational policies for automated mobility: A simulation assessment for Zurich</a></div><div class="wp-workCard_item"><span>Transportation Research Part C: Emerging Technologies</span><span>, 2019</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">We evaluate performance of four different operational policies to control an automated mobilityon...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">We evaluate performance of four different operational policies to control an automated mobilityon-demand system with sequential vehicle-sharing in one public open-source-accessible, agentbased, high fidelity simulation environment. Detailed network dynamics on a road level of precision are taken into account. The case study is conducted in a simulation scenario of Zurich city. The results indicate that automated vehicles' shared mobility systems can provide approximately six times higher occupancy rates than conventional private cars, but that their costs -in Switzerland -are considerably higher than those of subsidized public transport or private cars in the short term. However, these services are predicted to be considerably cheaper than the full costs of owning and using a private car, which makes the long-term adoption of automated taxi services likely. Simulations demonstrate that choice of fleet operational policy determining customer-vehicle assignment and repositioning of empty vehicles (rebalancing) heavily influences system performance, e.g., wait times and cost. This aspect must thus be regarded as an important factor in the interpretation of existing and future simulation studies.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="62d6262a0afe88344263c699cd9cda0b" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980362,"asset_id":128391339,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980362/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391339"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391339"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391339; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391339]").text(description); $(".js-view-count[data-work-id=128391339]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391339; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391339']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "62d6262a0afe88344263c699cd9cda0b" } } $('.js-work-strip[data-work-id=128391339]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391339,"title":"Fleet operational policies for automated mobility: A simulation assessment for Zurich","translated_title":"","metadata":{"publisher":"Elsevier BV","grobid_abstract":"We evaluate performance of four different operational policies to control an automated mobilityon-demand system with sequential vehicle-sharing in one public open-source-accessible, agentbased, high fidelity simulation environment. 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Our results show that 39% of studies explained model results exclusively based on the sign of the coefficient, 67% of studies did not distinguish statistical significance from economic, policy or scientific significance in their conclusions, and none of the reviewed studies considered the statistical power of the tests. Based on these results we put forth a set of recommendations aimed at shifting the focus away from statistical significance towards proper and comprehensive assessment of effect magnitudes and other policy relevant quantities.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="5849e8947e2f89e3b7b5ff447fa96d1e" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980340,"asset_id":128391358,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980340/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391358"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391358"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391358; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391358]").text(description); $(".js-view-count[data-work-id=128391358]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391358; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391358']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "5849e8947e2f89e3b7b5ff447fa96d1e" } } $('.js-work-strip[data-work-id=128391358]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391358,"title":"Size matters: the use and misuse of statistical significance in discrete choice models in the transportation academic literature","translated_title":"","metadata":{"publisher":"Springer Science+Business Media","grobid_abstract":"In this paper we review the academic transportation literature published between 2014 and 2018 to evaluate where the field stands regarding the use and misuse of statistical significance in empirical analysis, with a focus on discrete choice models. 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Based on these results we put forth a set of recommendations aimed at shifting the focus away from statistical significance towards proper and comprehensive assessment of effect magnitudes and other policy relevant quantities.","publication_date":{"day":27,"month":9,"year":2023,"errors":{}},"publication_name":"Transportation","grobid_abstract_attachment_id":121980338},"translated_abstract":null,"internal_url":"https://www.academia.edu/128391358/Size_matters_the_use_and_misuse_of_statistical_significance_in_discrete_choice_models_in_the_transportation_academic_literature","translated_internal_url":"","created_at":"2025-03-24T02:46:26.296-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":164150416,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":121980340,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/121980340/thumbnails/1.jpg","file_name":"s11116-023-10423-y.pdf","download_url":"https://www.academia.edu/attachments/121980340/download_file","bulk_download_file_name":"Size_matters_the_use_and_misuse_of_stati.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/121980340/s11116-023-10423-y-libre.pdf?1742810164=\u0026response-content-disposition=attachment%3B+filename%3DSize_matters_the_use_and_misuse_of_stati.pdf\u0026Expires=1743431508\u0026Signature=TmWHBykAwHxlB19hfxhFFVq~YxNnXrBjpBb3qO5WJJIGXlJ9ykgkReF6~CLaVAzgR6IxuRwUU0i6XgbWgpYjOMd3FL-8xjAJyPCSbPDCZzW1plRbqv5MTjepbxxLgl40gk1k6mJ2zRNsB59WH7bkMXfR9XozR0nTkzNNvs~K1Eexp4ylTsW2jRKO~srw0TKU02NM6vibyEwxzIuet7PTwduEfHKQtos0RRH7yaLoVK2N59v5QYhV8E5ENaN1bX2Ueh14Qgq4imTOul~Wtvtw5EHvnypSLpl8avu7O6WYuuwhvG8Ww-RCwPgH3CyXmah0zsYcvPCNeqfEVwNJciIqEg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"Size_matters_the_use_and_misuse_of_statistical_significance_in_discrete_choice_models_in_the_transportation_academic_literature","translated_slug":"","page_count":33,"language":"en","content_type":"Work","summary":"In this paper we review the academic transportation literature published between 2014 and 2018 to evaluate where the field stands regarding the use and misuse of statistical significance in empirical analysis, with a focus on discrete choice models. Our results show that 39% of studies explained model results exclusively based on the sign of the coefficient, 67% of studies did not distinguish statistical significance from economic, policy or scientific significance in their conclusions, and none of the reviewed studies considered the statistical power of the tests. Based on these results we put forth a set of recommendations aimed at shifting the focus away from statistical significance towards proper and comprehensive assessment of effect magnitudes and other policy relevant quantities.","owner":{"id":164150416,"first_name":"Kay","middle_initials":null,"last_name":"Axhausen","page_name":"KayAxhausen","domain_name":"ethz","created_at":"2020-07-21T03:01:57.030-07:00","display_name":"Kay Axhausen","url":"https://ethz.academia.edu/KayAxhausen"},"attachments":[{"id":121980340,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/121980340/thumbnails/1.jpg","file_name":"s11116-023-10423-y.pdf","download_url":"https://www.academia.edu/attachments/121980340/download_file","bulk_download_file_name":"Size_matters_the_use_and_misuse_of_stati.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/121980340/s11116-023-10423-y-libre.pdf?1742810164=\u0026response-content-disposition=attachment%3B+filename%3DSize_matters_the_use_and_misuse_of_stati.pdf\u0026Expires=1743431508\u0026Signature=TmWHBykAwHxlB19hfxhFFVq~YxNnXrBjpBb3qO5WJJIGXlJ9ykgkReF6~CLaVAzgR6IxuRwUU0i6XgbWgpYjOMd3FL-8xjAJyPCSbPDCZzW1plRbqv5MTjepbxxLgl40gk1k6mJ2zRNsB59WH7bkMXfR9XozR0nTkzNNvs~K1Eexp4ylTsW2jRKO~srw0TKU02NM6vibyEwxzIuet7PTwduEfHKQtos0RRH7yaLoVK2N59v5QYhV8E5ENaN1bX2Ueh14Qgq4imTOul~Wtvtw5EHvnypSLpl8avu7O6WYuuwhvG8Ww-RCwPgH3CyXmah0zsYcvPCNeqfEVwNJciIqEg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"},{"id":121980338,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/121980338/thumbnails/1.jpg","file_name":"s11116-023-10423-y.pdf","download_url":"https://www.academia.edu/attachments/121980338/download_file","bulk_download_file_name":"Size_matters_the_use_and_misuse_of_stati.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/121980338/s11116-023-10423-y-libre.pdf?1742810173=\u0026response-content-disposition=attachment%3B+filename%3DSize_matters_the_use_and_misuse_of_stati.pdf\u0026Expires=1743431508\u0026Signature=FeBWmoAYnVbMcylJCBtaZ9gsKMpMxok2JTjbxlxD0SnHCAXJGAQ6myVaQ0sU9OJcXM3~SGirnrEqvI0~VvI6fP2Xy6WI1n80p0SI5fzmy1AnhH8VCephfk1J-CDf0lMTea5QqKvr7zx-EmjpueQQz~fAggtVn-071Jgm5wW7azEe-edFwOW57xNvjxVcOCE~0vXzKtsNHMbpGX7s8ltnPQOUqPTr6run0LeL~V24Ctr9FhP7S2ZnyvT8ATD6D83PwLBzLJVXp3tKiVl7ujvYOHxemw3rEI95O-g~dTChUwt5gViQ1MrjNwa3v7b7skXM~vDCrh-K6r0PzP8kGILD9w__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"research_interests":[{"id":184,"name":"Sociology","url":"https://www.academia.edu/Documents/in/Sociology"},{"id":300,"name":"Mathematics","url":"https://www.academia.edu/Documents/in/Mathematics"},{"id":498,"name":"Physics","url":"https://www.academia.edu/Documents/in/Physics"},{"id":516,"name":"Optics","url":"https://www.academia.edu/Documents/in/Optics"},{"id":724,"name":"Economics","url":"https://www.academia.edu/Documents/in/Economics"},{"id":747,"name":"Econometrics","url":"https://www.academia.edu/Documents/in/Econometrics"},{"id":892,"name":"Statistics","url":"https://www.academia.edu/Documents/in/Statistics"},{"id":2535,"name":"Operations Research","url":"https://www.academia.edu/Documents/in/Operations_Research"},{"id":3265,"name":"Regional Science","url":"https://www.academia.edu/Documents/in/Regional_Science"},{"id":5187,"name":"Statistical Analysis","url":"https://www.academia.edu/Documents/in/Statistical_Analysis"},{"id":8001,"name":"Management Science","url":"https://www.academia.edu/Documents/in/Management_Science"},{"id":10432,"name":"Transportation","url":"https://www.academia.edu/Documents/in/Transportation"},{"id":19997,"name":"Pure Mathematics","url":"https://www.academia.edu/Documents/in/Pure_Mathematics"},{"id":86034,"name":"Mathematical Analysis","url":"https://www.academia.edu/Documents/in/Mathematical_Analysis"},{"id":125564,"name":"Statistical Significance","url":"https://www.academia.edu/Documents/in/Statistical_Significance"},{"id":171933,"name":"Statistical Power","url":"https://www.academia.edu/Documents/in/Statistical_Power"},{"id":186492,"name":"Empirical Research","url":"https://www.academia.edu/Documents/in/Empirical_Research"},{"id":664700,"name":"Statistical Model","url":"https://www.academia.edu/Documents/in/Statistical_Model"}],"urls":[{"id":47273540,"url":"https://link.springer.com/content/pdf/10.1007/s11116-023-10423-y.pdf"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391358-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391357"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/128391357/Combining_urban_scaling_and_polycentricity_to_explain_socio_economic_status_of_urban_regions"><img alt="Research paper thumbnail of Combining urban scaling and polycentricity to explain socio-economic status of urban regions" class="work-thumbnail" src="https://attachments.academia-assets.com/121980339/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391357/Combining_urban_scaling_and_polycentricity_to_explain_socio_economic_status_of_urban_regions">Combining urban scaling and polycentricity to explain socio-economic status of urban regions</a></div><div class="wp-workCard_item"><span>PLOS ONE</span><span>, Jun 14, 2019</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The fast pace of urbanisation may benefit or be detrimental to the socio-economic status of urban...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The fast pace of urbanisation may benefit or be detrimental to the socio-economic status of urban areas. Understanding how the configuration of urban areas influences the socio-economic status of their inhabitants is of crucial importance for urban planning. In theory, urban scaling laws and polycentric development are two well-known concepts developed to increase our understanding of urbanisation and its socio-economic effects. In practice, however, they fall short to explain the socio-economic status of urban regions. The urban scaling concept is constructed from a theoretical perspective, but functional relationships between urban centres are not taken into account in scaling models. In contrast, the concept of polycentricity is developed from a practical perspective and incorporates the socio-economic effect of relationships between urban centres in the process of urban development. However, polycentricity lacks a theoretical foundation, which would explain the socio-economic status of urban regions. In this study, we assess whether combining both concepts improves the ability to explain personal incomes in metropolitan areas in Switzerland. We first delineated metropolitan areas by implementing a modularity maximisation algorithm on the settlement network. Nodes in this network are Swiss municipalities and links are intermunicipal commuter flows. We found a strong relationship between the hierarchical organisation of functional connections within metropolitan areas and the socio-economic status of these areas. Both concepts were complementary and combining them proved to enhance the ability to explain socio-economic status. The combined model is a theoretical progress, which complements the traditional approaches and increases our understanding of cities and urbanisation processes.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="790fc70b245e467ad802d97c694c59f4" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980339,"asset_id":128391357,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980339/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391357"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391357"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391357; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391357]").text(description); $(".js-view-count[data-work-id=128391357]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391357; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391357']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "790fc70b245e467ad802d97c694c59f4" } } $('.js-work-strip[data-work-id=128391357]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391357,"title":"Combining urban scaling and polycentricity to explain socio-economic status of urban regions","translated_title":"","metadata":{"publisher":"Public Library of Science","grobid_abstract":"The fast pace of urbanisation may benefit or be detrimental to the socio-economic status of urban areas. Understanding how the configuration of urban areas influences the socio-economic status of their inhabitants is of crucial importance for urban planning. In theory, urban scaling laws and polycentric development are two well-known concepts developed to increase our understanding of urbanisation and its socio-economic effects. In practice, however, they fall short to explain the socio-economic status of urban regions. The urban scaling concept is constructed from a theoretical perspective, but functional relationships between urban centres are not taken into account in scaling models. In contrast, the concept of polycentricity is developed from a practical perspective and incorporates the socio-economic effect of relationships between urban centres in the process of urban development. However, polycentricity lacks a theoretical foundation, which would explain the socio-economic status of urban regions. In this study, we assess whether combining both concepts improves the ability to explain personal incomes in metropolitan areas in Switzerland. We first delineated metropolitan areas by implementing a modularity maximisation algorithm on the settlement network. Nodes in this network are Swiss municipalities and links are intermunicipal commuter flows. We found a strong relationship between the hierarchical organisation of functional connections within metropolitan areas and the socio-economic status of these areas. Both concepts were complementary and combining them proved to enhance the ability to explain socio-economic status. The combined model is a theoretical progress, which complements the traditional approaches and increases our understanding of cities and urbanisation processes.","publication_date":{"day":14,"month":6,"year":2019,"errors":{}},"publication_name":"PLOS ONE","grobid_abstract_attachment_id":121980341},"translated_abstract":null,"internal_url":"https://www.academia.edu/128391357/Combining_urban_scaling_and_polycentricity_to_explain_socio_economic_status_of_urban_regions","translated_internal_url":"","created_at":"2025-03-24T02:46:25.998-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":164150416,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":121980339,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/121980339/thumbnails/1.jpg","file_name":"file.pdf","download_url":"https://www.academia.edu/attachments/121980339/download_file","bulk_download_file_name":"Combining_urban_scaling_and_polycentrici.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/121980339/file-libre.pdf?1742810176=\u0026response-content-disposition=attachment%3B+filename%3DCombining_urban_scaling_and_polycentrici.pdf\u0026Expires=1743431508\u0026Signature=GMAhIk~DMSet2x-EbKEsNtVvHiKxct4Ik9NChKSRxlRDaOLlm56UL2gSQQ5Wn1RPG-sOB71F70LXtWlHiHVkOh34DAt0gJGZ22PXEREWTMytY~azqRTeMqslxrGB5lCBO0F6FAESyr4bkAENlz989-V8TgyTVXfAzHfo4zivEwqAccIs22ZwOoTa378YYZuYv5zriBkaCr4DB45bq4aAm~qDKjM8eFPp5NVmomW84JP0DSEC9d4h9c8S45r4SaG42kisUgcxZw-cwPXrcn1S4qifn-~3sCg2ONsrHbSgYjTV4xV3MzN8QwzxEQGHdeEvgFCbRJsuozfbmufc-oFwCg__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"Combining_urban_scaling_and_polycentricity_to_explain_socio_economic_status_of_urban_regions","translated_slug":"","page_count":23,"language":"en","content_type":"Work","summary":"The fast pace of urbanisation may benefit or be detrimental to the socio-economic status of urban areas. Understanding how the configuration of urban areas influences the socio-economic status of their inhabitants is of crucial importance for urban planning. In theory, urban scaling laws and polycentric development are two well-known concepts developed to increase our understanding of urbanisation and its socio-economic effects. In practice, however, they fall short to explain the socio-economic status of urban regions. The urban scaling concept is constructed from a theoretical perspective, but functional relationships between urban centres are not taken into account in scaling models. In contrast, the concept of polycentricity is developed from a practical perspective and incorporates the socio-economic effect of relationships between urban centres in the process of urban development. However, polycentricity lacks a theoretical foundation, which would explain the socio-economic status of urban regions. In this study, we assess whether combining both concepts improves the ability to explain personal incomes in metropolitan areas in Switzerland. We first delineated metropolitan areas by implementing a modularity maximisation algorithm on the settlement network. Nodes in this network are Swiss municipalities and links are intermunicipal commuter flows. We found a strong relationship between the hierarchical organisation of functional connections within metropolitan areas and the socio-economic status of these areas. Both concepts were complementary and combining them proved to enhance the ability to explain socio-economic status. The combined model is a theoretical progress, which complements the traditional approaches and increases our understanding of cities and urbanisation processes.","owner":{"id":164150416,"first_name":"Kay","middle_initials":null,"last_name":"Axhausen","page_name":"KayAxhausen","domain_name":"ethz","created_at":"2020-07-21T03:01:57.030-07:00","display_name":"Kay 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href="https://www.academia.edu/128391356/Expanding_a_n_electric_bicycle_sharing_system_to_a_new_city_Prediction_of_demand_with_spatial_regression_and_random_forests"><img alt="Research paper thumbnail of Expanding a(n) (electric) bicycle-sharing system to a new city: Prediction of demand with spatial regression and random forests" class="work-thumbnail" src="https://attachments.academia-assets.com/121980337/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391356/Expanding_a_n_electric_bicycle_sharing_system_to_a_new_city_Prediction_of_demand_with_spatial_regression_and_random_forests">Expanding a(n) (electric) bicycle-sharing system to a new city: Prediction of demand with spatial regression and random forests</a></div><div class="wp-workCard_item"><span>Journal of Transport Geography</span><span>, Apr 1, 2020</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="62767e64a6cc6ed749f940401c285daa" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980337,"asset_id":128391356,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980337/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391356"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count 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data-work-id="128391355"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/128391355/Geographies_of_somewhere_Review_essay_for_urban_studies"><img alt="Research paper thumbnail of Geographies of somewhere: Review essay for urban studies" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391355/Geographies_of_somewhere_Review_essay_for_urban_studies">Geographies of somewhere: Review essay for urban studies</a></div><div class="wp-workCard_item"><span>Arbeitsberichte Verkehrs- und Raumplanung</span><span>, Feb 1, 2000</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">The last ten years have seen the publication of a whole range of US books dealing with the loss o...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">The last ten years have seen the publication of a whole range of US books dealing with the loss of place in one way or the other. The books under review were, in general, written for broad audiences an are, in may cases also, campaign documents. Their success and substantial number indicates an unease, which many academic texts cannot formulate. They are in this way evidence, just as The Rise and Fall of the Great American City" or "Edge Cities" were. This European-based review will critically review these recent books trying to highlight their common threads. While the books are very concerned about the poverty of the current urban and suburban environments, the books lack a substantial discussion of the economic mechanisms reproducing the undesired results. They are also unaware of the recent developments in communications and transport technologies, which have a large potential to influence future trends, which will be discussed in the review. Included in the review are a number of transport oriented books, as they formulate a different aspect of the same concern about the built environment.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="7f50b0cc56f87153d6720b78fe446982" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980335,"asset_id":128391355,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980335/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391355"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391355"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391355; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391355]").text(description); $(".js-view-count[data-work-id=128391355]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391355; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391355']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "7f50b0cc56f87153d6720b78fe446982" } } $('.js-work-strip[data-work-id=128391355]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391355,"title":"Geographies of somewhere: Review essay for urban studies","translated_title":"","metadata":{"grobid_abstract":"The last ten years have seen the publication of a whole range of US books dealing with the loss of place in one way or the other. 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The paper describes how the required network models were developed and tested. Although the network models had to be simplified due to data problems, the overall quality of the travel time predictions is surprisingly good, when compared with the results of a user equilibrium assignment for the year 2000.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="574948c7e17a4e8de0bc6eb2495216ac" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980334,"asset_id":128391354,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980334/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391354"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391354"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391354; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391354]").text(description); $(".js-view-count[data-work-id=128391354]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391354; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391354']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "574948c7e17a4e8de0bc6eb2495216ac" } } $('.js-work-strip[data-work-id=128391354]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391354,"title":"Network models and Accessibility in Switzerland: 1950-2000","translated_title":"","metadata":{"grobid_abstract":"The accessibility of the Swiss municipalities has changed substantially in the last 50 years due to the extension of the road network, improvements of the public transport and population growth. 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As rebalancing is time and cost intensive, an important question that arises, is which bikes should be moved and which bikes are expected to be booked by the users within an acceptable period of time. In this paper, two survival analysis methods are used to analyze the time until the occurrence of the next booking event: the Cox proportional hazards model and random survival forests. Locational characteristics, weather data, day of the week, as well as the number of other bikes in the vicinity are used to model time to booking. Based on the results, the potential of survival analysis for improving operations of a freefloating (e-)bike sharing system is discussed.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="8ca3b0046bfb2d7e4804e04335de9cab" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980333,"asset_id":128391353,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980333/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391353"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391353"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391353; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391353]").text(description); $(".js-view-count[data-work-id=128391353]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391353; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391353']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "8ca3b0046bfb2d7e4804e04335de9cab" } } $('.js-work-strip[data-work-id=128391353]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391353,"title":"Avoiding stranded bicycles in free-floating bicycle-sharing systems: Using survival analysis to derive operational rules for rebalancing","translated_title":"","metadata":{"grobid_abstract":"In order to optimize operations and increase revenue, free-floating (electric) bicycle sharing operators periodically move bicycles to high demand areas (a process known as rebalancing). 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As rebalancing is time and cost intensive, an important question that arises, is which bikes should be moved and which bikes are expected to be booked by the users within an acceptable period of time. In this paper, two survival analysis methods are used to analyze the time until the occurrence of the next booking event: the Cox proportional hazards model and random survival forests. Locational characteristics, weather data, day of the week, as well as the number of other bikes in the vicinity are used to model time to booking. 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The es...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">This paper introduces mixl , a new R package for the estimation of advanced choice models. The estimation of such models typically relies on simulation methods with a large number of random draws to obtain stable results. mixl uses inherent properties of the loglikelihood problem structure to greatly reduce both the memory usage and runtime of the estimation procedure for specific types of mixed multinomial logit models. Functions for prediction and posterior analysis are included. Parallel computing is also supported, with near linear speedups observed on up to 24 cores. mixl is directly accessible from R, and easy to use. This paper presents the architecture and performance of the package, details its use, and presents some results using real world data and models.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="54dab61a8ce963428d2c178c606cf225" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980322,"asset_id":128391348,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980322/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391348"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391348"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391348; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391348]").text(description); $(".js-view-count[data-work-id=128391348]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391348; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391348']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "54dab61a8ce963428d2c178c606cf225" } } $('.js-work-strip[data-work-id=128391348]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391348,"title":"mixl: An open-source R package for estimating complex choice models on large datasets","translated_title":"","metadata":{"grobid_abstract":"This paper introduces mixl , a new R package for the estimation of advanced choice models. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391347-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391346"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/128391346/Haushaltsbefragung_zur_Wohnsituation_im_Grossraum_Z%C3%BCrich_Feldbericht"><img alt="Research paper thumbnail of Haushaltsbefragung zur Wohnsituation im Grossraum Zürich: Feldbericht" class="work-thumbnail" src="https://attachments.academia-assets.com/121980319/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391346/Haushaltsbefragung_zur_Wohnsituation_im_Grossraum_Z%C3%BCrich_Feldbericht">Haushaltsbefragung zur Wohnsituation im Grossraum Zürich: Feldbericht</a></div><div class="wp-workCard_item"><span>Arbeitsberichte Verkehrs- und Raumplanung</span><span>, Sep 1, 2005</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">This working paper is the field report of a household survey conducted in the Greater Zurich area...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">This working paper is the field report of a household survey conducted in the Greater Zurich area in spring 2005. The survey is part of the work for the project "Infrastructure, Accessibility und Spatial Development", which is carried out as part of the research focus "Future of Urbanised Landscapes" of ETH Zurich's Network City and Landscape from 2004 to 2006. The aim of the project is to develop an integrated land use -transport simulation for the Greater Zurich area. The survey's purpose was the collection of data required for the development of the simulation that could not be obtained from other sources. Especially data relating to real estate and land prices is not readily available, therefore the survey focussed on questions concerning location, equipment, condition and price of the households' dwelling units. Besides the survey aims, the working paper presents the organisation of the survey from the drawing of a sample of municipalities and households in these municipalities to the first steps towards first analytic efforts. The sample obtained through the survey will be used for hedonic modelling of real estate and land prices, so that prices can be modelled seamlessly for the whole Greater Zurich area.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="9d0e6a77305e8f1228d9a8554fba380f" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980319,"asset_id":128391346,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980319/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391346"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391346"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391346; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391346]").text(description); $(".js-view-count[data-work-id=128391346]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391346; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391346']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "9d0e6a77305e8f1228d9a8554fba380f" } } $('.js-work-strip[data-work-id=128391346]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391346,"title":"Haushaltsbefragung zur Wohnsituation im Grossraum Zürich: Feldbericht","translated_title":"","metadata":{"grobid_abstract":"This working paper is the field report of a household survey conducted in the Greater Zurich area in spring 2005. 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The sample obtained through the survey will be used for hedonic modelling of real estate and land prices, so that prices can be modelled seamlessly for the whole Greater Zurich area.","publication_date":{"day":1,"month":9,"year":2005,"errors":{}},"publication_name":"Arbeitsberichte Verkehrs- und Raumplanung","grobid_abstract_attachment_id":121980318},"translated_abstract":null,"internal_url":"https://www.academia.edu/128391346/Haushaltsbefragung_zur_Wohnsituation_im_Grossraum_Z%C3%BCrich_Feldbericht","translated_internal_url":"","created_at":"2025-03-24T02:46:21.911-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":164150416,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[{"id":121980319,"title":"","file_type":"pdf","scribd_thumbnail_url":"https://attachments.academia-assets.com/121980319/thumbnails/1.jpg","file_name":"eth-28943-01.pdf","download_url":"https://www.academia.edu/attachments/121980319/download_file","bulk_download_file_name":"Haushaltsbefragung_zur_Wohnsituation_im.pdf","bulk_download_url":"https://d1wqtxts1xzle7.cloudfront.net/121980319/eth-28943-01-libre.pdf?1742810216=\u0026response-content-disposition=attachment%3B+filename%3DHaushaltsbefragung_zur_Wohnsituation_im.pdf\u0026Expires=1743431509\u0026Signature=L-2mu3WMEmjpLLLS7fayaGgbx77BQYFpPkJCEP4GBn~N-8~grxbwGjlgkkXEFaMJXRNIOVCiV0uLd5k0hrS0Bo3Tw2s4IPnM9p54dHZYXckXl~p9zCe-ugvmItuddRCS66qKOoswBXG5~-pWUNuay1QEY5ybVp~wlneLwB1fhdr4k3LdmKL0VG816eZCQ5zq~6TLH~3XE4v3m3Huv8qxJVPQwm7uezrxaIqedrQPS~wSo-jUaBgcKo6HXcXwHwQCTV1NEeecrjRdzEI7sLJ~x0~iXzgJ0rtR6PokKSnk4m--vWx1A-m1heFZvU~pxsDFbiNHqubUwUjwjKeKwHpU5A__\u0026Key-Pair-Id=APKAJLOHF5GGSLRBV4ZA"}],"slug":"Haushaltsbefragung_zur_Wohnsituation_im_Grossraum_Zürich_Feldbericht","translated_slug":"","page_count":58,"language":"de","content_type":"Work","summary":"This working paper is the field report of a household survey conducted in the Greater Zurich area in spring 2005. 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Yet, many policies continue to be enacted and implemented at the local level (e.g. in municipalities), leading to a mismatch in geographical scope. Our research thus speaks to the debate on how residents' increased spatial mobility has prompted a disjunction between residents' preferences in terms of governance and how governance is organized in reality. This conjectures that residents with a larger mobility space are more likely to prefer local governance reforms creating larger units for the sake of greater efficiency. In this study, we examine how variation in spatial mobility, mediated by place attachment, affects residents' preferences concerning municipal reforms, in particular upscaling of jurisdictional territories. Moreover, we assess these claims with an empirical focus on Switzerland, a particularly interesting case due to its strong tradition of political decentralization and local governance. The analysis is based on data from a two-stage survey with a representative sample of 1506 adult residents from the Canton of Zurich, the most populous Swiss subnational unit. We measured individuals' spatial mobility by calculating the individual social (network) geography for each of the study participants and examined how it relates to preferences concerning municipal reforms. Altogether, our results provide support for a negative correlation between service satisfaction and spatial mobility, but a positive correlation between spatial mobility and municipal attachment. Contrary to our theoretical expectations, larger social network geographies do not lead to more support for municipal reforms.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="acdef7cb01f6dcebef34917ac8f109bb" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980317,"asset_id":128391345,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980317/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391345"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391345"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391345; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391345]").text(description); $(".js-view-count[data-work-id=128391345]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391345; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391345']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "acdef7cb01f6dcebef34917ac8f109bb" } } $('.js-work-strip[data-work-id=128391345]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391345,"title":"Does variation in residents’ spatial mobility affect their preferences concerning local governance?","translated_title":"","metadata":{"publisher":"Elsevier BV","grobid_abstract":"The geographic scope of people's mobility behaviour has generally increased over recent decades. 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Die Beschreibung der raeumlichen und zeitlichen Ungleichgewichte, die zu Ueberlastungen im ruhenden Verkehr fuehren, erfordern, dass ein geeignetes Modell zumindest zwei Anforderungen erfuellen muss: a) Abbildung der Entscheidungen der Verkehrsteilnehmer unter Beruecksichtigung ihrer inneren Logik und b) Abbildung der Wechselwirkungen zwischen den Verkehrsteilnehmern im Strassenraum unter Einschluss der Konkurrenz um den Parkraum. Die Arbeit beschreibt einen Modellansatz, der diese Anforderungen erfuellt. Der Ansatz vereinigt ein Aktivitaetenkettenmodell mit einer Verkehrsflusssimulation zu einer ereignisorientierten Simulation des taeglichen Verkehrsverhaltens. Die Verwendbarkeit des Ansatzes wird durch eine erste ausfuehrlich beschriebene Implementierung nachgewiesen und an Hand eines Beispielnetzes getestet. 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$(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391343-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391342"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" rel="nofollow" href="https://www.academia.edu/128391342/Studying_bicyclists_perceived_level_of_safety_using_a_bicycle_simulator_combined_with_immersive_virtual_reality"><img alt="Research paper thumbnail of Studying bicyclists’ perceived level of safety using a bicycle simulator combined with immersive virtual reality" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title">Studying bicyclists’ perceived level of safety using a bicycle simulator combined with immersive virtual reality</div><div class="wp-workCard_item"><span>Accident Analysis &amp; Prevention</span><span>, 2021</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">There is a need for methods that provide a better understanding of bicyclists&#39; perceived safe...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">There is a need for methods that provide a better understanding of bicyclists&#39; perceived safety and preferences on currently unavailable and/or unknown bicycle facilities. Different survey methods have been used to study bicyclists&#39; behavior, experiences, and preferences; ranging from verbally described facilities to surveys including images and videos. Virtual Reality (VR) experiments blur the boundaries between stated preference (SP) surveys and revealed preference (RP) surveys and provide a realistic sense of design. This research introduces a novel research method in bicycling research and discusses the results of an experiment using a bicycle simulator combined with immersive VR. In total, 150 participants participated in this experiment and were asked about demographics and perceptions and preferences after bicycling in five different environments with an instrumented bicycle in VR. A 5 × 2 mixed design was used with bicycling environment as within-subject factor and pedestrian / traffic volume as between-subject factor. ANOVA tests revealed how each environment and ambient pedestrian / traffic volume affected perceived level of safety (PLOS) and willingness to bicycle (WTB). Pairwise comparison showed that participants felt safer bicycling on the segregated bicycle path compared to bicycling on the painted bicycle path on the road and roadside. There was no meaningful difference between WTB for less than 10 min and WTB for more than 10 min between bicycling on a painted bicycle path on the sidewalk and painted bicycle path on the road. PLOS and WTB ratings of men and women were not significantly different from each other. The older segment of the sample was more worried about roadside bicycling and bicycle commuters were more confident to ride on the roadside. Despite having several limitations, immersive 360-degree VR was found a powerful presentation tool to evaluate future street designs which can inform transport and urban planning.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391342"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391342"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391342; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391342]").text(description); $(".js-view-count[data-work-id=128391342]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391342; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391342']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=128391342]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391342,"title":"Studying bicyclists’ perceived level of safety using a bicycle simulator combined with immersive virtual reality","translated_title":"","metadata":{"abstract":"There is a need for methods that provide a better understanding of bicyclists\u0026#39; perceived safety and preferences on currently unavailable and/or unknown bicycle facilities. 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ANOVA tests revealed how each environment and ambient pedestrian / traffic volume affected perceived level of safety (PLOS) and willingness to bicycle (WTB). Pairwise comparison showed that participants felt safer bicycling on the segregated bicycle path compared to bicycling on the painted bicycle path on the road and roadside. There was no meaningful difference between WTB for less than 10 min and WTB for more than 10 min between bicycling on a painted bicycle path on the sidewalk and painted bicycle path on the road. PLOS and WTB ratings of men and women were not significantly different from each other. The older segment of the sample was more worried about roadside bicycling and bicycle commuters were more confident to ride on the roadside. Despite having several limitations, immersive 360-degree VR was found a powerful presentation tool to evaluate future street designs which can inform transport and urban planning.","publisher":"Elsevier BV","publication_date":{"day":null,"month":null,"year":2021,"errors":{}},"publication_name":"Accident Analysis \u0026amp; Prevention"},"translated_abstract":"There is a need for methods that provide a better understanding of bicyclists\u0026#39; perceived safety and preferences on currently unavailable and/or unknown bicycle facilities. Different survey methods have been used to study bicyclists\u0026#39; behavior, experiences, and preferences; ranging from verbally described facilities to surveys including images and videos. Virtual Reality (VR) experiments blur the boundaries between stated preference (SP) surveys and revealed preference (RP) surveys and provide a realistic sense of design. This research introduces a novel research method in bicycling research and discusses the results of an experiment using a bicycle simulator combined with immersive VR. In total, 150 participants participated in this experiment and were asked about demographics and perceptions and preferences after bicycling in five different environments with an instrumented bicycle in VR. A 5 × 2 mixed design was used with bicycling environment as within-subject factor and pedestrian / traffic volume as between-subject factor. ANOVA tests revealed how each environment and ambient pedestrian / traffic volume affected perceived level of safety (PLOS) and willingness to bicycle (WTB). Pairwise comparison showed that participants felt safer bicycling on the segregated bicycle path compared to bicycling on the painted bicycle path on the road and roadside. There was no meaningful difference between WTB for less than 10 min and WTB for more than 10 min between bicycling on a painted bicycle path on the sidewalk and painted bicycle path on the road. PLOS and WTB ratings of men and women were not significantly different from each other. The older segment of the sample was more worried about roadside bicycling and bicycle commuters were more confident to ride on the roadside. Despite having several limitations, immersive 360-degree VR was found a powerful presentation tool to evaluate future street designs which can inform transport and urban planning.","internal_url":"https://www.academia.edu/128391342/Studying_bicyclists_perceived_level_of_safety_using_a_bicycle_simulator_combined_with_immersive_virtual_reality","translated_internal_url":"","created_at":"2025-03-24T02:46:20.953-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":164150416,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Studying_bicyclists_perceived_level_of_safety_using_a_bicycle_simulator_combined_with_immersive_virtual_reality","translated_slug":"","page_count":null,"language":"en","content_type":"Work","summary":"There is a need for methods that provide a better understanding of bicyclists\u0026#39; perceived safety and preferences on currently unavailable and/or unknown bicycle facilities. Different survey methods have been used to study bicyclists\u0026#39; behavior, experiences, and preferences; ranging from verbally described facilities to surveys including images and videos. Virtual Reality (VR) experiments blur the boundaries between stated preference (SP) surveys and revealed preference (RP) surveys and provide a realistic sense of design. This research introduces a novel research method in bicycling research and discusses the results of an experiment using a bicycle simulator combined with immersive VR. In total, 150 participants participated in this experiment and were asked about demographics and perceptions and preferences after bicycling in five different environments with an instrumented bicycle in VR. A 5 × 2 mixed design was used with bicycling environment as within-subject factor and pedestrian / traffic volume as between-subject factor. ANOVA tests revealed how each environment and ambient pedestrian / traffic volume affected perceived level of safety (PLOS) and willingness to bicycle (WTB). Pairwise comparison showed that participants felt safer bicycling on the segregated bicycle path compared to bicycling on the painted bicycle path on the road and roadside. There was no meaningful difference between WTB for less than 10 min and WTB for more than 10 min between bicycling on a painted bicycle path on the sidewalk and painted bicycle path on the road. PLOS and WTB ratings of men and women were not significantly different from each other. The older segment of the sample was more worried about roadside bicycling and bicycle commuters were more confident to ride on the roadside. Despite having several limitations, immersive 360-degree VR was found a powerful presentation tool to evaluate future street designs which can inform transport and urban planning.","owner":{"id":164150416,"first_name":"Kay","middle_initials":null,"last_name":"Axhausen","page_name":"KayAxhausen","domain_name":"ethz","created_at":"2020-07-21T03:01:57.030-07:00","display_name":"Kay Axhausen","url":"https://ethz.academia.edu/KayAxhausen"},"attachments":[],"research_interests":[{"id":48,"name":"Engineering","url":"https://www.academia.edu/Documents/in/Engineering"},{"id":221,"name":"Psychology","url":"https://www.academia.edu/Documents/in/Psychology"},{"id":26327,"name":"Medicine","url":"https://www.academia.edu/Documents/in/Medicine"},{"id":48636,"name":"Simulation","url":"https://www.academia.edu/Documents/in/Simulation"},{"id":50642,"name":"Virtual Reality","url":"https://www.academia.edu/Documents/in/Virtual_Reality"},{"id":399641,"name":"Accident analysis and prevention","url":"https://www.academia.edu/Documents/in/Accident_analysis_and_prevention"},{"id":410370,"name":"Public health systems and services research","url":"https://www.academia.edu/Documents/in/Public_health_systems_and_services_research-1"},{"id":758966,"name":"Poison Control","url":"https://www.academia.edu/Documents/in/Poison_Control"}],"urls":[{"id":47273526,"url":"https://api.elsevier.com/content/article/PII:S0001457520317632?httpAccept=text/xml"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391342-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391341"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" rel="nofollow" href="https://www.academia.edu/128391341/Simulation_of_price_customer_behaviour_and_system_impact_for_a_cost_covering_automated_taxi_system_in_Zurich"><img alt="Research paper thumbnail of Simulation of price, customer behaviour and system impact for a cost-covering automated taxi system in Zurich" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title">Simulation of price, customer behaviour and system impact for a cost-covering automated taxi system in Zurich</div><div class="wp-workCard_item"><span>Transportation Research Part C: Emerging Technologies</span><span>, 2021</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">Abstract Automated Mobility on Demand (AMoD) is a concept that has recently generated much discus...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">Abstract Automated Mobility on Demand (AMoD) is a concept that has recently generated much discussion. In cases where large-scale adoption of an automated taxi service is anticipated, the service’s impacts may become relevant to key transport system metrics, and thus to transport planners and policy-makers as well. In light of this increasingly important question, this paper presents an agent-based transport simulation with (single passenger) AMoD. In contrast to earlier studies, all scenario data (including demand patterns, cost assumptions and customer behaviour) is obtained for one specific area, the city of Zurich, Switzerland. The simulation study fuses information from a detailed bottom-up cost analysis of mobility services in Switzerland, a specifically tailored Stated-Preferences survey about automated mobility services conducted in the canton of Zurich, and a detailed agent-based transport simulation for the city, based on MATSim. Methodologically, a comprehensive approach is presented that iteratively runs these components to derive states in which service cost, waiting times and demand are in equilibrium for a cost-covering AMoD operator with predefined fleet size. For Zurich, several cases are examined, with 4,000 AMoD vehicles leading to the maximum demand of around 150,000 requests per day that can be attracted by the system. Within these parameters, the simulation results show that customers are willing to accept average waiting times of around 4 min at a price of 0.75 CHF/km. Further cost-covering cases with lower demand are presented, where either smaller fleet sizes lead to higher waiting times, or larger fleet sizes lead to higher costs. While our simulations indicate that an AMoD system in Zurich can bring benefits to the users, they show that the system impact is largely negative. Caused by modal shifts, our simulations show an increase of driven distance of up to 100%. All examined fleet configurations of the unregulated, cost-covering, single-passenger, door-to-door AMoD service are found to be highly counter-productive on a path towards a more shared and active transport system. Accordingly, policy recommendations for regulation are discussed.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391341"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391341"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391341; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391341]").text(description); $(".js-view-count[data-work-id=128391341]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391341; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391341']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=128391341]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391341,"title":"Simulation of price, customer behaviour and system impact for a cost-covering automated taxi system in Zurich","translated_title":"","metadata":{"abstract":"Abstract Automated Mobility on Demand (AMoD) is a concept that has recently generated much discussion. In cases where large-scale adoption of an automated taxi service is anticipated, the service’s impacts may become relevant to key transport system metrics, and thus to transport planners and policy-makers as well. In light of this increasingly important question, this paper presents an agent-based transport simulation with (single passenger) AMoD. In contrast to earlier studies, all scenario data (including demand patterns, cost assumptions and customer behaviour) is obtained for one specific area, the city of Zurich, Switzerland. The simulation study fuses information from a detailed bottom-up cost analysis of mobility services in Switzerland, a specifically tailored Stated-Preferences survey about automated mobility services conducted in the canton of Zurich, and a detailed agent-based transport simulation for the city, based on MATSim. Methodologically, a comprehensive approach is presented that iteratively runs these components to derive states in which service cost, waiting times and demand are in equilibrium for a cost-covering AMoD operator with predefined fleet size. For Zurich, several cases are examined, with 4,000 AMoD vehicles leading to the maximum demand of around 150,000 requests per day that can be attracted by the system. Within these parameters, the simulation results show that customers are willing to accept average waiting times of around 4 min at a price of 0.75 CHF/km. Further cost-covering cases with lower demand are presented, where either smaller fleet sizes lead to higher waiting times, or larger fleet sizes lead to higher costs. While our simulations indicate that an AMoD system in Zurich can bring benefits to the users, they show that the system impact is largely negative. Caused by modal shifts, our simulations show an increase of driven distance of up to 100%. All examined fleet configurations of the unregulated, cost-covering, single-passenger, door-to-door AMoD service are found to be highly counter-productive on a path towards a more shared and active transport system. Accordingly, policy recommendations for regulation are discussed.","publisher":"Elsevier BV","publication_date":{"day":null,"month":null,"year":2021,"errors":{}},"publication_name":"Transportation Research Part C: Emerging Technologies"},"translated_abstract":"Abstract Automated Mobility on Demand (AMoD) is a concept that has recently generated much discussion. In cases where large-scale adoption of an automated taxi service is anticipated, the service’s impacts may become relevant to key transport system metrics, and thus to transport planners and policy-makers as well. In light of this increasingly important question, this paper presents an agent-based transport simulation with (single passenger) AMoD. In contrast to earlier studies, all scenario data (including demand patterns, cost assumptions and customer behaviour) is obtained for one specific area, the city of Zurich, Switzerland. The simulation study fuses information from a detailed bottom-up cost analysis of mobility services in Switzerland, a specifically tailored Stated-Preferences survey about automated mobility services conducted in the canton of Zurich, and a detailed agent-based transport simulation for the city, based on MATSim. Methodologically, a comprehensive approach is presented that iteratively runs these components to derive states in which service cost, waiting times and demand are in equilibrium for a cost-covering AMoD operator with predefined fleet size. For Zurich, several cases are examined, with 4,000 AMoD vehicles leading to the maximum demand of around 150,000 requests per day that can be attracted by the system. Within these parameters, the simulation results show that customers are willing to accept average waiting times of around 4 min at a price of 0.75 CHF/km. Further cost-covering cases with lower demand are presented, where either smaller fleet sizes lead to higher waiting times, or larger fleet sizes lead to higher costs. While our simulations indicate that an AMoD system in Zurich can bring benefits to the users, they show that the system impact is largely negative. Caused by modal shifts, our simulations show an increase of driven distance of up to 100%. All examined fleet configurations of the unregulated, cost-covering, single-passenger, door-to-door AMoD service are found to be highly counter-productive on a path towards a more shared and active transport system. Accordingly, policy recommendations for regulation are discussed.","internal_url":"https://www.academia.edu/128391341/Simulation_of_price_customer_behaviour_and_system_impact_for_a_cost_covering_automated_taxi_system_in_Zurich","translated_internal_url":"","created_at":"2025-03-24T02:46:20.164-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":164150416,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Simulation_of_price_customer_behaviour_and_system_impact_for_a_cost_covering_automated_taxi_system_in_Zurich","translated_slug":"","page_count":null,"language":"en","content_type":"Work","summary":"Abstract Automated Mobility on Demand (AMoD) is a concept that has recently generated much discussion. In cases where large-scale adoption of an automated taxi service is anticipated, the service’s impacts may become relevant to key transport system metrics, and thus to transport planners and policy-makers as well. In light of this increasingly important question, this paper presents an agent-based transport simulation with (single passenger) AMoD. In contrast to earlier studies, all scenario data (including demand patterns, cost assumptions and customer behaviour) is obtained for one specific area, the city of Zurich, Switzerland. The simulation study fuses information from a detailed bottom-up cost analysis of mobility services in Switzerland, a specifically tailored Stated-Preferences survey about automated mobility services conducted in the canton of Zurich, and a detailed agent-based transport simulation for the city, based on MATSim. Methodologically, a comprehensive approach is presented that iteratively runs these components to derive states in which service cost, waiting times and demand are in equilibrium for a cost-covering AMoD operator with predefined fleet size. For Zurich, several cases are examined, with 4,000 AMoD vehicles leading to the maximum demand of around 150,000 requests per day that can be attracted by the system. Within these parameters, the simulation results show that customers are willing to accept average waiting times of around 4 min at a price of 0.75 CHF/km. Further cost-covering cases with lower demand are presented, where either smaller fleet sizes lead to higher waiting times, or larger fleet sizes lead to higher costs. While our simulations indicate that an AMoD system in Zurich can bring benefits to the users, they show that the system impact is largely negative. Caused by modal shifts, our simulations show an increase of driven distance of up to 100%. All examined fleet configurations of the unregulated, cost-covering, single-passenger, door-to-door AMoD service are found to be highly counter-productive on a path towards a more shared and active transport system. Accordingly, policy recommendations for regulation are discussed.","owner":{"id":164150416,"first_name":"Kay","middle_initials":null,"last_name":"Axhausen","page_name":"KayAxhausen","domain_name":"ethz","created_at":"2020-07-21T03:01:57.030-07:00","display_name":"Kay Axhausen","url":"https://ethz.academia.edu/KayAxhausen"},"attachments":[],"research_interests":[{"id":48,"name":"Engineering","url":"https://www.academia.edu/Documents/in/Engineering"},{"id":422,"name":"Computer Science","url":"https://www.academia.edu/Documents/in/Computer_Science"},{"id":2535,"name":"Operations Research","url":"https://www.academia.edu/Documents/in/Operations_Research"},{"id":1222385,"name":"service Business","url":"https://www.academia.edu/Documents/in/service_Business"}],"urls":[{"id":47273525,"url":"https://api.elsevier.com/content/article/PII:S0968090X21000115?httpAccept=text/xml"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391341-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391340"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" rel="nofollow" href="https://www.academia.edu/128391340/Bikeability_in_Basel"><img alt="Research paper thumbnail of Bikeability in Basel" class="work-thumbnail" src="https://a.academia-assets.com/images/blank-paper.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title">Bikeability in Basel</div><div class="wp-workCard_item"><span>Transportation Research Record: Journal of the Transportation Research Board</span><span>, 2019</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">“Bikeability” is becoming increasingly relevant in the field of transport- and urban planning. Ho...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">“Bikeability” is becoming increasingly relevant in the field of transport- and urban planning. However, it is often unclear how bikeability is defined, let alone how it can be modeled. The goal of this project was to develop a quantitative method to model bikeability. A case study area in the city of Basel, Switzerland was selected for assessing the model. Here “bikeability” is understood as a measure of the ability and convenience in reaching important destinations by bike, based on the travel distance weighted by the perceived safety, -comfort, and -attractiveness of the streets and intersections along the routes. The underlying assumption was that cyclists try to minimize the distance traveled and maximize the perceived safety, -comfort, and -attractiveness of their route of choice. Unlike most of the previous bikeability assessments we reviewed, our method used existing route choice studies to identify attributes for quantifying cycling quality, which presumably results in a model that more accurately reflects real-life behavior. Many relevant attributes that have not been captured by previous models are included in this work, such as the high curbs of tram stops, tram tracks, and the turn direction at intersections. The method is suitable for several applications in urban planning, such as the identification of locations that need improvement and the comparison of planning measures. The current model covers conventional bikes used by commuting cyclists. However, the method could be used for E-bikes and non-commuting cyclists by applying the appropriate input values.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391340"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391340"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391340; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391340]").text(description); $(".js-view-count[data-work-id=128391340]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391340; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391340']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (false){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "-1" } } $('.js-work-strip[data-work-id=128391340]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391340,"title":"Bikeability in Basel","translated_title":"","metadata":{"abstract":"“Bikeability” is becoming increasingly relevant in the field of transport- and urban planning. However, it is often unclear how bikeability is defined, let alone how it can be modeled. The goal of this project was to develop a quantitative method to model bikeability. A case study area in the city of Basel, Switzerland was selected for assessing the model. Here “bikeability” is understood as a measure of the ability and convenience in reaching important destinations by bike, based on the travel distance weighted by the perceived safety, -comfort, and -attractiveness of the streets and intersections along the routes. The underlying assumption was that cyclists try to minimize the distance traveled and maximize the perceived safety, -comfort, and -attractiveness of their route of choice. Unlike most of the previous bikeability assessments we reviewed, our method used existing route choice studies to identify attributes for quantifying cycling quality, which presumably results in a model that more accurately reflects real-life behavior. Many relevant attributes that have not been captured by previous models are included in this work, such as the high curbs of tram stops, tram tracks, and the turn direction at intersections. The method is suitable for several applications in urban planning, such as the identification of locations that need improvement and the comparison of planning measures. The current model covers conventional bikes used by commuting cyclists. However, the method could be used for E-bikes and non-commuting cyclists by applying the appropriate input values.","publisher":"SAGE Publications","publication_date":{"day":null,"month":null,"year":2019,"errors":{}},"publication_name":"Transportation Research Record: Journal of the Transportation Research Board"},"translated_abstract":"“Bikeability” is becoming increasingly relevant in the field of transport- and urban planning. However, it is often unclear how bikeability is defined, let alone how it can be modeled. The goal of this project was to develop a quantitative method to model bikeability. A case study area in the city of Basel, Switzerland was selected for assessing the model. Here “bikeability” is understood as a measure of the ability and convenience in reaching important destinations by bike, based on the travel distance weighted by the perceived safety, -comfort, and -attractiveness of the streets and intersections along the routes. The underlying assumption was that cyclists try to minimize the distance traveled and maximize the perceived safety, -comfort, and -attractiveness of their route of choice. Unlike most of the previous bikeability assessments we reviewed, our method used existing route choice studies to identify attributes for quantifying cycling quality, which presumably results in a model that more accurately reflects real-life behavior. Many relevant attributes that have not been captured by previous models are included in this work, such as the high curbs of tram stops, tram tracks, and the turn direction at intersections. The method is suitable for several applications in urban planning, such as the identification of locations that need improvement and the comparison of planning measures. The current model covers conventional bikes used by commuting cyclists. However, the method could be used for E-bikes and non-commuting cyclists by applying the appropriate input values.","internal_url":"https://www.academia.edu/128391340/Bikeability_in_Basel","translated_internal_url":"","created_at":"2025-03-24T02:46:19.894-07:00","preview_url":null,"current_user_can_edit":null,"current_user_is_owner":null,"owner_id":164150416,"coauthors_can_edit":true,"document_type":"paper","co_author_tags":[],"downloadable_attachments":[],"slug":"Bikeability_in_Basel","translated_slug":"","page_count":null,"language":"en","content_type":"Work","summary":"“Bikeability” is becoming increasingly relevant in the field of transport- and urban planning. However, it is often unclear how bikeability is defined, let alone how it can be modeled. The goal of this project was to develop a quantitative method to model bikeability. A case study area in the city of Basel, Switzerland was selected for assessing the model. Here “bikeability” is understood as a measure of the ability and convenience in reaching important destinations by bike, based on the travel distance weighted by the perceived safety, -comfort, and -attractiveness of the streets and intersections along the routes. The underlying assumption was that cyclists try to minimize the distance traveled and maximize the perceived safety, -comfort, and -attractiveness of their route of choice. Unlike most of the previous bikeability assessments we reviewed, our method used existing route choice studies to identify attributes for quantifying cycling quality, which presumably results in a model that more accurately reflects real-life behavior. Many relevant attributes that have not been captured by previous models are included in this work, such as the high curbs of tram stops, tram tracks, and the turn direction at intersections. The method is suitable for several applications in urban planning, such as the identification of locations that need improvement and the comparison of planning measures. The current model covers conventional bikes used by commuting cyclists. However, the method could be used for E-bikes and non-commuting cyclists by applying the appropriate input values.","owner":{"id":164150416,"first_name":"Kay","middle_initials":null,"last_name":"Axhausen","page_name":"KayAxhausen","domain_name":"ethz","created_at":"2020-07-21T03:01:57.030-07:00","display_name":"Kay Axhausen","url":"https://ethz.academia.edu/KayAxhausen"},"attachments":[],"research_interests":[{"id":26,"name":"Business","url":"https://www.academia.edu/Documents/in/Business"},{"id":73,"name":"Civil Engineering","url":"https://www.academia.edu/Documents/in/Civil_Engineering"},{"id":2387,"name":"Transport Engineering","url":"https://www.academia.edu/Documents/in/Transport_Engineering"},{"id":20436,"name":"Urban And Regional Planning","url":"https://www.academia.edu/Documents/in/Urban_And_Regional_Planning"},{"id":142119,"name":"Attractiveness","url":"https://www.academia.edu/Documents/in/Attractiveness"}],"urls":[{"id":47273524,"url":"http://journals.sagepub.com/doi/pdf/10.1177/0361198119839982"}]}, dispatcherData: dispatcherData }); $(this).data('initialized', true); } }); $a.trackClickSource(".js-work-strip-work-link", "profile_work_strip") if (false) { Aedu.setUpFigureCarousel('profile-work-128391340-figures'); } }); </script> <div class="js-work-strip profile--work_container" data-work-id="128391339"><div class="profile--work_thumbnail hidden-xs"><a class="js-work-strip-work-link" data-click-track="profile-work-strip-thumbnail" href="https://www.academia.edu/128391339/Fleet_operational_policies_for_automated_mobility_A_simulation_assessment_for_Zurich"><img alt="Research paper thumbnail of Fleet operational policies for automated mobility: A simulation assessment for Zurich" class="work-thumbnail" src="https://attachments.academia-assets.com/121980362/thumbnails/1.jpg" /></a></div><div class="wp-workCard wp-workCard_itemContainer"><div class="wp-workCard_item wp-workCard--title"><a class="js-work-strip-work-link text-gray-darker" data-click-track="profile-work-strip-title" href="https://www.academia.edu/128391339/Fleet_operational_policies_for_automated_mobility_A_simulation_assessment_for_Zurich">Fleet operational policies for automated mobility: A simulation assessment for Zurich</a></div><div class="wp-workCard_item"><span>Transportation Research Part C: Emerging Technologies</span><span>, 2019</span></div><div class="wp-workCard_item"><span class="js-work-more-abstract-truncated">We evaluate performance of four different operational policies to control an automated mobilityon...</span><a class="js-work-more-abstract" data-broccoli-component="work_strip.more_abstract" data-click-track="profile-work-strip-more-abstract" href="javascript:;"><span> more </span><span><i class="fa fa-caret-down"></i></span></a><span class="js-work-more-abstract-untruncated hidden">We evaluate performance of four different operational policies to control an automated mobilityon-demand system with sequential vehicle-sharing in one public open-source-accessible, agentbased, high fidelity simulation environment. Detailed network dynamics on a road level of precision are taken into account. The case study is conducted in a simulation scenario of Zurich city. The results indicate that automated vehicles' shared mobility systems can provide approximately six times higher occupancy rates than conventional private cars, but that their costs -in Switzerland -are considerably higher than those of subsidized public transport or private cars in the short term. However, these services are predicted to be considerably cheaper than the full costs of owning and using a private car, which makes the long-term adoption of automated taxi services likely. Simulations demonstrate that choice of fleet operational policy determining customer-vehicle assignment and repositioning of empty vehicles (rebalancing) heavily influences system performance, e.g., wait times and cost. This aspect must thus be regarded as an important factor in the interpretation of existing and future simulation studies.</span></div><div class="wp-workCard_item wp-workCard--actions"><span class="work-strip-bookmark-button-container"></span><a id="62d6262a0afe88344263c699cd9cda0b" class="wp-workCard--action" rel="nofollow" data-click-track="profile-work-strip-download" data-download="{"attachment_id":121980362,"asset_id":128391339,"asset_type":"Work","button_location":"profile"}" href="https://www.academia.edu/attachments/121980362/download_file?s=profile"><span><i class="fa fa-arrow-down"></i></span><span>Download</span></a><span class="wp-workCard--action visible-if-viewed-by-owner inline-block" style="display: none;"><span class="js-profile-work-strip-edit-button-wrapper profile-work-strip-edit-button-wrapper" data-work-id="128391339"><a class="js-profile-work-strip-edit-button" tabindex="0"><span><i class="fa fa-pencil"></i></span><span>Edit</span></a></span></span></div><div class="wp-workCard_item wp-workCard--stats"><span><span><span class="js-view-count view-count u-mr2x" data-work-id="128391339"><i class="fa fa-spinner fa-spin"></i></span><script>$(function () { var workId = 128391339; window.Academia.workViewCountsFetcher.queue(workId, function (count) { var description = window.$h.commaizeInt(count) + " " + window.$h.pluralize(count, 'View'); $(".js-view-count[data-work-id=128391339]").text(description); $(".js-view-count[data-work-id=128391339]").attr('title', description).tooltip(); }); });</script></span></span><span><span class="percentile-widget hidden"><span class="u-mr2x work-percentile"></span></span><script>$(function () { var workId = 128391339; window.Academia.workPercentilesFetcher.queue(workId, function (percentileText) { var container = $(".js-work-strip[data-work-id='128391339']"); container.find('.work-percentile').text(percentileText.charAt(0).toUpperCase() + percentileText.slice(1)); container.find('.percentile-widget').show(); container.find('.percentile-widget').removeClass('hidden'); }); });</script></span></div><div id="work-strip-premium-row-container"></div></div></div><script> require.config({ waitSeconds: 90 })(["https://a.academia-assets.com/assets/wow_profile-a9bf3a2bc8c89fa2a77156577594264ee8a0f214d74241bc0fcd3f69f8d107ac.js","https://a.academia-assets.com/assets/work_edit-ad038b8c047c1a8d4fa01b402d530ff93c45fee2137a149a4a5398bc8ad67560.js"], function() { // from javascript_helper.rb var dispatcherData = {} if (true){ window.WowProfile.dispatcher = window.WowProfile.dispatcher || _.clone(Backbone.Events); dispatcherData = { dispatcher: window.WowProfile.dispatcher, downloadLinkId: "62d6262a0afe88344263c699cd9cda0b" } } $('.js-work-strip[data-work-id=128391339]').each(function() { if (!$(this).data('initialized')) { new WowProfile.WorkStripView({ el: this, workJSON: {"id":128391339,"title":"Fleet operational policies for automated mobility: A simulation assessment for Zurich","translated_title":"","metadata":{"publisher":"Elsevier BV","grobid_abstract":"We evaluate performance of four different operational policies to control an automated mobilityon-demand system with sequential vehicle-sharing in one public open-source-accessible, agentbased, high fidelity simulation environment. 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