Journal of the Transportation Research Board

TRANSPORTATION RESEARCH RECORD

NO.

1725

Freight Travel Behavior,

Route Choice Behavior, and
Advanced Traveler
Information Systems
Planning and Administration

Click on article title to reach abstract; abstracts link to full textclick on Full Text icon.

CONTENTS
Foreword

Framework for the Analysis of Grocery Teleshopping

John T. Marker, Jr., and Konstadinos Goulias

Freight Travel Demand Modeling: Synthesis of Approaches and Development of a Framework

Ram M. Pendyala, Venky N. Shankar, and Robert G. McCullough

Modeling Behavioral Aspects of Urban Freight Movement in Supply Chains

Jeroen H. K. Boerkamps, Arjan J. van Binsbergen, and Piet H. L. Bovy

Value of Time in Freight Transport in Finland

Jari Kurri, Ari Sirki, and Juha Mikola

Perceived Value of Time for Truck Operators

Kazuya Kawamura

Using Global Positioning System Data to Understand Variations in Path Choice

Oliver Jan, Alan J. Horowitz, and Zhong-Ren Peng

Modeling Inertia and Compliance Mechanisms in Route Choice Behavior Under Real-Time Information
Karthik K. Srinivasan and Hani S. Mahmassani

Bicriterion Traffic Equilibrium: T2 Model, Algorithm, and Software Overview

Robert B. Dial

Route Choice Model with Inductive Learning

Shoichiro Nakayama and Ryuichi Kitamura

Route and Scheduling Choice Under Travel Time Uncertainty

Terence Lam

Anticipated Travel Time, Information Acquisition, and Actual Experience: Hanshin Expressway
Route Closure, Osaka-Sakai, Japan
Satoshi Fujii and Ryuichi Kitamura

Aggregate- and Disaggregate-Based Travel Time Estimation: Comparison of Applications to

Sustainability Analysis and Advanced Traveler Information Systems
Josias Zietsman and Laurence R. Rilett

Analysis of Time Allocation, Departure Time, and Route Choice Behavior Under Congestion Pricing
Toshiyuki Yamamoto, Satoshi Fujii, Ryuichi Kitamura, and Hiroshi Yoshida

Content of Variable Message Signs and On-Line Driver Behavior

Srinivas Peeta, Jorge L. Ramos, and Raghubhushan Pasupathy

Anticipatory Optimization of Traffic Control

Henk J. van Zuylen and Henk Taale

Traveler Responses to Advanced Traveler Information Systems for Shopping Trips:

Interactive Survey Approach
Maritte Kraan, Hani S. Mahmassani, and Nhan Huynh

Transportation Research Record 1725

ISSN 0361-1981
ISBN 0-309-06728-6
Subscriber Category
IA planning and administration
Printed in the United States of America
Sponsorship of Transportation Research Record 1725
GROUP 1TRANSPORTATION SYSTEMS PLANNING AND ADMINISTRATION
Michael S. Bronzini, George Mason University (Chairman)
Transportation Forecasting, Data, and Economics Section
Gordon A. Shunk, Texas Transportation Institute (Chairman)

Committee on Traveler Behavior and Values

Konstadinos G. Goulias, Pennsylvania State University (Chairman), Jeffrey Adler, Julian M. Benjamin, Chandra R. Bhat,
Jin-Hyuk Chung, Thomas F. Golob, David T. Hartgen, Peter M. Jones, Nelly Kalfs, Ryuichi Kitamura, Lidia P. Kostyniuk,
Parviz A. Koushki, June Ma, Hani S. Mahmassani, Patricia L. Mokhtarian, Ram M. Pendyala, Panos D. Prevedouros,
Frank Southworth, Peter R. Stopher, Mary Lynn Tischer, Kenneth Vaughn, Simon P. Washington, Edward Weiner,
Chester G. Wilmot
Transportation Research Board Staff
James A. Scott, Transportation Planner
Freda R. Morgan, Administrative Assistant
The organizational units, officers, and members are as of December 31, 1999.

FOREWORD
The papers contained in this volume were among those presented at the 79th Annual Meeting of the Transportation Research
Board in January 2000. Nearly 1,600 papers were submitted by authors; more than 1,000 were presented at the meeting; and
approximately 600 were accepted for publication in the 2000 Transportation Research Record series. The published papers will
also be issued on CD-ROM, which will be available for purchase in late 2000. It should be noted that the preprint CD-ROM
distributed at the 2000 meeting contains unedited, draft versions of presented papers, whereas the papers published in the
2000 Records include author revisions made in response to review comments.
Starting with the 1999 volumes, the title of the Record series has included Journal of the Transportation Research Board to
reflect more accurately the nature of this publication series and the peer-review process conducted in the acceptance of papers
for publication. Each paper published in this volume was peer reviewed by members of the sponsoring committee listed on
page ii. Additional information about the Transportation Research Record series and the peer-review process can be found on
the inside front cover. The Transportation Research Board appreciates the interest shown by authors in offering their papers and
looks forward to future submissions.

Framework for the Analysis of

Grocery Teleshopping
John T. Marker, Jr., and Konstadinos Goulias
J. T. Marker, Jr., Department of Civil and Environmental Engineering, Pennsylvania Transportation Institute, Pennsylvania State
University, 201 Research Office Building, University Park, PA 16802. K. Goulias, Department of Civil and Environmental
Engineering, Pennsylvania Transportation Institute, Pennsylvania State University, 205 Research Office Building,
University Park, PA 16802.

FULL
TEXT

Household replenishment and consumer directtwo closely related and developing forms of
teleshopping that are emerging as strategies within the broader realm of supply chain management
could have an impact on behavior related to grocery shopping trips, as well as on commercial
development. In concept, household replenishment and consumer direct are the businesses of
delivering groceries to households through various means. These grocery delivery systems have the
potential to change household activity behavior, which could result in numerous changes throughout
the transportation network. An examination of the relevant issues surrounding implementation
of household replenishment and consumer direct, and an analysis of their potential impact on
transportation systems planning, are provided. A conceptual framework for modeling changes
in business and household behavior is also offered.

Freight Travel Demand Modeling

Synthesis of Approaches and Development of a Framework
Ram M. Pendyala, Venky N. Shankar, and Robert G. McCullough
R. M. Pendyala, Department of Civil and Environmental Engineering, University of South Florida, 4202 East Fowler Avenue,
ENB 118, Tampa, FL 33620-5350. V. N. Shankar, Department of Civil and Environmental Engineering, University of Washington,
P.O. Box 352700, Seattle, WA 98195. R. G. McCullough, Systems Planning Office, Florida Department of Transportation,
605 Suwannee Street, MS 19, Tallahassee, FL 32399-0450.

FULL
TEXT

It is increasingly being recognized at all levels of decision making that freight transportation and
economic development are inextricably linked. As a result, many urban entities and states are
embarking upon comprehensive freight transportation planning efforts aimed at ensuring safe,
efficient, and smooth movement of freight along multimodal and intermodal networks. Over the past
few decades there has been considerable published research on (1) freight transportation factors,
(2) freight travel demand modeling methods, (3) freight transportation planning issues, and (4) freight
data needs, deficiencies, and collection methods. A synthesis of the body of knowledge in these four areas
is provided with a view to developing a comprehensive statewide freight transportation planning
framework. The proposed framework consists of two interrelated components that facilitate demand
estimation and decision making in the freight transportation sector.

Modeling Behavioral Aspects of Urban

Freight Movement in Supply Chains
Jeroen H. K. Boerkamps, Arjan J. van Binsbergen, and Piet H. L. Bovy
Faculty of Civil Engineering and Geosciences, Transportation Planning and Traffic Engineering Section, Delft University of
Technology, P.O. Box 5048, 2600 GA Delft, Netherlands.

FULL
TEXT

Decision makers in freight transportation need to assess new distribution systems and the impacts
of changes in the freight distribution environment on infrastructure needs and usage, logistical
performance, emissions, and energy use. There is a need, therefore, for behavioral models that can
predict goods flows and vehicle flows in both current and future situations. This research outlines
a conceptual framework consisting of the markets, actors, and supply chain elements of freight
movement. Supply chains are constructed by linking distribution channels (of different logistics
characteristics) between different activity types, such as consumers, supermarkets, stores, offices,
distribution centers, and factories. The framework outlined in this research was used to develop the
GoodTrip modela demand-driven, commodity-based freight movement model that incorporates
supply chains. Starting with consumer demand, the model estimates goods flows and simulates vehicle
tours. The open architecture of the model allows mixed use of empirical data, behavioral models, and
scenario-type assumptions. The behavioral models will be developed in future research. In its first
application, the GoodTrip model was used to compare the logistical performance and external impacts
of three types of urban distribution systems: the traditional system and two concepts using urban
distribution centers (one using vans, the other using automated underground vehicles). The results show
considerable differences in the performance and effects of the alternatives, especially when they are
applied to different types of distribution channels, such as food retail stores or bookstores.

Value of Time in Freight

Transport in Finland
Jari Kurri, Ari Sirki, and Juha Mikola
J. Kurri and A. Sirki, Transportation Engineering, Helsinki University of Technology, P.O. Box 2100, Fin-02015 Hut, Finland.
J. Mikola, Mobile Networks, Nokia Research Center, P.O. Box 407, Fin-00045 Nokia Group, Finland.

FULL
TEXT

In the socioeconomic evaluation of transportation investments affecting freight transport in Finland,

no value of time is currently attributable to the freight itself. In order to estimate freight-specific values
of time for road and rail transport, two separate studies using the same methodology were carried
out. Stated preference techniquein which hypothetical choice situations between two road or rail
transport alternatives were presented to transport managers in manufacturing companies in Finland
was used. Values of the attributes presented were based on the present transport in question. Level
of service was characterized by three variables: transport time, transport cost, and reliability of the
service (frequency and duration of unexpected delays). Personal interviews were carried out using a
portable computer. The relative importance of the factors (i.e., values of transport time and delays) was
derived from logit models. According to the survey, the average value of time for road transport for the
selected commodity groups is about $1.5 per metric ton per hour, and the value of average delay is
about $47 per metric ton per hour. For rail transport and different commodity groups, the average
value of transport time is about $0.10, and the value of average delay is about $0.5 per metric ton per
hour. These results stress the importance of the reliability of transport time. The values of transport
time were considerably higher than those in the corresponding Swedish studies but lower than the
values in several other studies.

Perceived Value of Time for

Truck Operators
Kazuya Kawamura
Urban Planning and Policy Program (MC348), College of Urban Planning and Public Affairs, University of Illinois, Chicago,
412 S. Peoria St., 215 ALHS, Chicago, IL 60607-7065.

FULL
TEXT

Value of time for trucks was estimated from stated preference data collected in California. Truckers
were asked about a choice between an existing free road versus a toll facility for different combinations
of travel time and cost. Estimation was based on the point of diversion at which the switch of facility
occurred in the stated preference questions and also on the use of a modified logit model in which
the coefficients to be estimated were assumed to be distributed lognormally across the population.
Comparisons between data sets that were segmented according to business type, shipment size, and the
method of driver compensation indicated that for-hire trucks tend to have higher values of time than
private ones and the companies that pay drivers hourly wages have higher values of time than those
who pay commissions or fixed salary.

Using Global Positioning System Data to

Understand Variations in Path Choice
Oliver Jan, Alan J. Horowitz, and Zhong-Ren Peng
O. Jan, Department of Civil Engineering and Mechanics, and A. J. Horowitz, Center for Urban Transportation Studies,
University of WisconsinMilwaukee, P.O. Box 784, Milwaukee, WI 53201. Z.-R. Peng, Department of
Urban Planning, University of WisconsinMilwaukee, P.O. Box 413, Milwaukee, WI 53201.

FULL
TEXT

A comprehensive set of Global Positioning System (GPS) vehicle location data from Lexington, Kentucky,
households was analyzed to determine if such data can be helpful in improving path choice assumptions in
traffic assignment models. The portion of the data used consisted primarily of a reconstruction of the
street network and the lists of street segments in each path. Analysis was based on matches of trips
(e.g., pairs of trips with similar origins and destinations). Matches were obtained for trips within
households and for trips across households. Statistics used to compare trips in matches were a path
deviation index and the percentage of identical links. It was found that the path chosen on a trip was
quite sensitive to the location of the origin and destination and that the chosen path most often differed
considerably from the shortest time path across the network. Paths for trips made by the same driver were
very consistent over time; paths by different drivers showed more deviations even when the trip ends were
the same or very similar. As a result of this research, recommendations are made as to how GPS data on
path choice can be better collected in the future for improvement of traffic assignment models.

Modeling Inertia and Compliance

Mechanisms in Route Choice Behavior
Under Real-Time Information
Karthik K. Srinivasan and Hani S. Mahmassani
Department of Civil Engineering, The University of Texas at Austin, ECJ Hall, Suite 6.2, Austin, TX 78712. Current affiliation
for K. K. Srinivasan: Department of Civil and Environmental Engineering, Vanderbilt University, 306A, Jacobs Hall,
Nashville, TN 37235.

FULL
TEXT

This research examines route choice, in the presence of real-time information, as a consequence of two
underlying behavioral mechanisms: compliance and inertia. The compliance mechanism reflects the
propensity of a user to comply with the information supplied by advanced traveler information systems
(ATIS). The inertial mechanism represents the tendency of users to continue on their current paths.
These two mechanisms in route choice are neither mutually exclusive nor collectively exhaustive. A
framework is proposed to model these mechanisms explicitly. The proposed framework decomposes the
route choice into two states by exploiting the users path choice structure (resulting from the current
choice prior to the decision of interest) and the information supplied by ATIS. In each state, the
mechanisms are incorporated by associating their utilities with those that reflect the specific attributes
of the alternative paths. The resulting nested choice structure is implemented using the multinomial
probit model. This framework is illustrated using route choice data obtained from dynamic interactive
simulator experiments. The empirical results strongly support the simultaneous presence of both the
compliance and inertia mechanisms in route choice behavior. The results also indicate that information
quality, network loading and day-to-day evolution, level-of-service measures, and trip-makers prior
experience are significant determinants of route choice through the inertial and compliance
mechanisms. These findings have important implications in travel behavior forecasting, ATIS design
and evaluation, demand management, and network state prediction.

Bicriterion Traffic Equilibrium

T2 Model, Algorithm, and Software Overview
Robert B. Dial
Volpe National Transportation Systems Center, U.S. Department of Transportation, 15510 Morning Drive, Lutz, FL 33549.

FULL
TEXT

T2 is a rational and rigorous bicriterion traffic assignment model developed around a stochastic linear
generalized cost model, which forecasts path choices and consequent equilibrium link volumes of trip
makers with diverse values of time. Its path choice criterion minimizes a disutility equaling a stochastic
sum of two link attributesusually time and costboth of which may be flow dependent. In contrast
with the classical traffic assignment model, T2 permits different travelers to respond differently (as a
result of factors such as travel time, tolls, congestion, taste, etc.) to the same path choices. This research
provides an overview of T2s mathematical model, solution algorithm, and implementing software.

Route Choice Model with

Inductive Learning
Shoichiro Nakayama and Ryuichi Kitamura
Department of Civil Engineering Systems, Kyoto University, Sakyo-ku, Kyoto 606-8501, Japan.

FULL
TEXT

In this study drivers are assumed to reason and learn inductively based on the theory of cognitive
psychology. The model system is basically a production system, a compilation of if-then rules in which
the rules are revised by applying genetic algorithms. The behavior of drivers and network flow through
Monte Carlo simulation using the model system is examined. The intention of this research is to shed
light on the behavior of a driver-network system from a new standpoint, one different from that of
equilibrium analysis. This research views drivers behaviors as psychological and heterogeneous rather
than economical and homogeneous. The results of the numerical experiments can be summarized as
follows: (1) network flow does not necessarily converge to the user equilibrium; (2) drivers form a
delusion, an extremely biased perception of travel time as a result of experiencing excessive travel times
on early parts of the simulation in which little experience had been gained; (3) the delusion is dissolved
by switching routes capriciously; and (4) without caprice drivers continue to travel on the same route
because of their delusions and develop the habit of choosing the same route, thus freezing their behaviors.
These results indicate that system behavior is much more complex and dynamic than implied by
equilibrium analysis.

Route and Scheduling Choice Under

Travel Time Uncertainty
Terence Lam
Department of Economics, University of California, Irvine, CA 92697-5100.

FULL
TEXT

This research develops a theoretical model to analyze commuters joint decisions of route and departure
time in a simple network with two parallel routes: one with free but congested lanes, the other with freeflowing tolled lanes with time-varying tolls. By accounting for trip distance, the theoretical model is able
to examine the two different sources of travel time uncertainties: length of commute and type of route.
Length of commute causes long-distance commuters to leave home earlier, but type of route may lead
to a change of route as well as of departure time to compensate for the higher risk of arriving late for
work. Results show that long-distance commuters are less likely to take toll lanes than people with short
commutes; that travelers who plan to take toll lanes are unlikely to switch to free lanes en route because
their later departure times reflect the savings and reduced uncertainty in travel time; and that provision
of pretrip information favors the use of toll lanes and may result in commuters leaving home later, even
in heavier-than-normal traffic. The theoretical model provides more flexible demand specification for
simulation studies. In addition it has important policy implications because it allows a better understanding
of commuters travel behaviors on roads with value-pricing schemes, such as the express lanes on CA-91
and high-occupancy toll lanes on I-15 in California.

Anticipated Travel Time, Information

Acquisition, and Actual Experience
Hanshin Expressway Route Closure, Osaka-Sakai, Japan
Satoshi Fujii and Ryuichi Kitamura
Department of Civil Engineering Systems, Kyoto University, Sakyo-ku, Kyoto 606-8501, Japan.

FULL
TEXT

Travel time is one of the most fundamental and important determinants of travel behavior. However, the
travel time on which a travel decision is based is a subjective one (i.e., it is an anticipated travel time).
A conceptual model of the formation of an anticipated travel time through information acquisition and
initial driving experience is proposed. Day-to-day data of anticipated travel times were collected during a
closure of the Hanshin Expressway Sakai Route, a toll road connecting the central business districts of
Osaka and Sakai, which is located approximately 20 km south of the Osaka route closure. A test was
conducted of the information dominance hypothesis (i.e., as drivers acquire more information on travel
time, they can predict travel time more precisely and refer less to anticipated travel times used in the past
to anticipate travel times) and the experience dominance hypothesis (i.e., influences of information not
from driving experience on anticipated travel time is weaker with actual driving experience than without
actual experience). Although word of mouth information does not have impacts consistent with these
two hypotheses, results with other types of information support both hypotheses.

Aggregate- and Disaggregate-Based

Travel Time Estimations
Comparison of Applications to Sustainability Analysis and
Advanced Traveler Information Systems
Josias Zietsman and Laurence R. Rilett
J. Zietsman, Texas A&M University and Texas Transportation Institute, Texas A&M University System, College Station,
TX 77843. L. R. Rilett, Department of Civil Engineering and Texas Transportation Institute, Texas A&M University System,
College Station, TX 77843.

FULL
TEXT

Travel time estimation is important for a wide range of applications, including advanced traveler
information systems (ATIS), sustainability analysis, and discrete choice modeling. Approaches to travel
time estimation traditionally have been based on aggregate data sets that examine travel times over a
number of days or travel times in previous time intervals. Automatic vehicle identification data make
it possible to analyze travel time data at a totally disaggregate or individual commuter level. It is
postulated in this research that the capability of modeling travel characteristics on a disaggregate level
can improve the accuracy with which performance measures are quantified. The test beds examined
are a 22-km section of the I-10 corridor and a 21-km section of the US-290 corridor in Houston, Texas.
It was found that aggregation across days, which does not consider the effect of individual days, is
63 percent less accurate than aggregation by days, which does consider the effect of individual days.
Even though the latter technique was found to be more accurate, it was illustrated that 40 percent of
the regular commuters travel times are statistically different from these aggregate estimates. Similarly,
for travel time variability, it was found that for approximately 20 percent of the cases the travel time
standard deviations for regular commuters are statistically different from the aggregate estimates.
These results illustrate the uniqueness of an individual commuters travel patterns and emphasize the
benefit of conducting analyses at the level of the individual commuter for both ATIS and sustainable
transportation.

Analysis of Time Allocation, Departure

Time, and Route Choice Behavior
Under Congestion Pricing
Toshiyuki Yamamoto, Satoshi Fujii, Ryuichi Kitamura, and Hiroshi Yoshida
T. Yamamoto, S. Fujii, and R. Kitamura, Department of Civil Engineering Systems, Kyoto University, Yoshida-honmachi, Sakyo-ku,
Kyoto 606-8501, Japan. H. Yoshida, Toda Corporation, 1-7-1 Kyobashi, Chuo-ku, Tokyo 104-8388, Japan.

FULL
TEXT

Driver behavior under congestion pricing is analyzed to evaluate the effects of alternative congestion
pricing schemes. The analysis, which is based on stated preference survey results, focuses on time
allocation, departure time choice, and route choice when a congestion pricing scheme is implemented on
toll roads in Japan. A unique feature of the model system of this study is that departure time choice and
route choice are analyzed in conjunction with the activities before and after the trip. A time allocation
model is developed to describe departure time choice, and a route and departure time choice model is
developed as a multinomial logit model with alternatives representing the choice between freeways and
surface streets and, for departure time, the choice from among before, during, or after the period when
congestion pricing is in effect. The results of the empirical analysis suggest that departing during the
congestion pricing period tends to have higher utilities and that a worker and a nonworker have quite
different utility functions. The comparative analysis of different congestion pricing schemes is carried
out based on the estimated parameters. The results suggest that the probability of choosing each
alternative is stable even if the length of the congestion pricing period changes, but a higher congestion
price causes more drivers to change the departure time to before the congestion pricing period.

Content of Variable Message Signs and

On-Line Driver Behavior
Srinivas Peeta, Jorge L. Ramos, and Raghubhushan Pasupathy
School of Civil Engineering, Purdue University, West Lafayette, IN 47906.

FULL
TEXT

Variable message signs (VMS) are programmable traffic control devices that convey nonpersonalized
real-time information on network traffic conditions to drivers encountering them. Especially useful
under incidents, VMS aim to influence driver routing decisions to enhance network performance. This
study investigates the effect of different message contents on driver response under VMS. Presumably,
if the message content is a significant factor in driver response, the traffic controller can use it as a
control variable to influence network traffic conditions positively without compromising the integrity
of information. This issue is addressed through an on-site stated preference user survey. Logit models
are developed for drivers diversion decisions. The analysis suggests that content in terms of the level
of detail of relevant information significantly affects drivers willingness to divert. Other significant
factors include socioeconomic characteristics, network spatial knowledge, and confidence in the
displayed information. Results also indicate differences in the response attitudes of semitrailer truck
drivers compared to other travelers. They provide substantive insights for the design and operation
of VMS-based information systems.

Anticipatory Optimization of
Traffic Control
Henk J. van Zuylen and Henk Taale
H. J. van Zuylen, Delft University of Technology, P.O. Box 5048, 2600 GA Delft, Netherlands. H. Taale, Transport Research
Center AVV, Rijkswaterstaat, P.O. Box 1031, 3000 BA Rotterdam, Netherlands.

FULL
TEXT

Traffic control and travelers behavior are two mutually influential processes with different objectives.
Decisions made in traffic control influence travelers possibilities in choosing their preferred mode,
route, and time of departure; and the choices made by travelers influence the optimization possibilities
for traffic control. This research presents the results of simulation studies and a mathematical analysis
of this bilevel optimization problem. Under certain conditions, multiple stable situations are possible,
but some of these situations are sensitive to small disturbances by which the system moves away from
the original equilibrium state. There appears to be a nonlinear relationship between system parameters
and the character and location of the equilibrium situations. The details of the travel time model appear
to have a large influence. If road authorities want to optimize traffic control, they have to anticipate
the reaction of travelers. This makes the optimization process much more complicated. Iterative
optimization, where traffic control is adjusted as soon as traffic conditions change, generally does not
lead to a system optimum. Methods are therefore necessary that allow for the optimization of traffic
control while taking into account that traffic flows will change as a result of traffic control.

Traveler Responses to Advanced Traveler

Information Systems for Shopping Trips
Interactive Survey Approach
Maritte Kraan, Hani S. Mahmassani, and Nhan Huynh
M. Kraan, Goudappel Coffeng BV, P.O. Box 161, 7400 AD Deventer, Netherlands. H. S. Mahmassani and N. Huynh,
Department of Civil Engineering, The University of Texas at Austin, ECJ Hall, Suite 6.2, Austin, TX 78712.

FULL
TEXT

This survey research describes an experiment that addresses travel decisions of trip makers for
noncommuting trips. The survey considers recreational shopping trips for which trip makers can choose
both destination and desired arrival time. An interactive stated preference instrument, the survey was
designed and implemented for access and administration via the Internet. It was easily accessible and
completely self-administered; participants could run the survey without the help of a project staff
member. Data were also gathered automatically. Survey respondents were asked to make two shopping
trips. They were provided with pretrip and en route traffic information for trips to shopping malls by
predetermined routes. Respondents were asked their preferences concerning information items, factors
affecting their mall choice, demographics, and familiarity with their residence and the shopping malls.
The recruitment method by e-mail and the requirement to have Internet access led to a slightly biased
sampleyoung males, many with higher education, were overrepresented in the sample. Results showed
that respondents choose their shopping mall based on characteristics of the mall but that trip makers
divert from their route when provided with delay information during their trip. It was found that about
25 percent of respondents even change their destination. Of the respondents who did not change their
destination, nearly half chose to divert from their current route, whereas the other half stayed on the
current route. Despite its current sample bias, the interactive Internet survey has proven to be a
successful tool for gathering data on travel decisions. It is inexpensive, easy to administer, and provides
reliable responses.