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The focus of this chapter is an examination of the relationship between cognitive maps and travel behavior in urban environments. We do this examination incrementally, beginning with clarifications of terms relating to cognitive maps, cognitive mapping and wayfinding. We then emphasize transportation-related issues such as cognizing of transportation networks, path selection, wayfinding and navigation. We further examine problems of selecting paths to destinations by using existing transport networks. We also introduce concerns relating to the role of trip purpose in path selection and discuss how different purposes spawn different path or route selection strategies. In a final section we briefly examine the interaction between cognitive maps, cognitive mapping, and current practice of travel choice modeling.

The authors present an examination of the relationship between cognitive maps and travel behavior in urban environments. They discuss transportation-related issues such as the cognition of transportation networks, path selection, wayfinding and navigation. They examine problems of selecting paths to destinations through the use of existing transportation networks. The authors discuss concerns relating to the role of trip purpose in path selection, looking at how different purposes spawn different path or route selection strategies. The authors conclude with a look at how cognitive maps, cognitive mapping, and travel choice modeling interact.

The demand for transportation services is a derived demand based on the needs of people to perform daily and other episodic activities. There have been two dominant approaches to investigating this derived demand: (a) studies focused on the spatial behavior of people, that is, the recorded behavior of people as they move between origins and destinations (e.g., Hanson & Schwab, 1995), and (b) an examination of the decision-making and choice processes that result in spatially manifest behaviors (e.g. Ben-Akiva & Lerman, 1985: Ortuzar & Willumsen, 1994). The former approach has been typified by the development of methods for describing and analyzing activity/travel patterns. The latter is typified both by the development of methods for describing and modeling the final outcomes of decision processes but paying little attention to the cognitive processes involved in determining the final decision concerning movement in space, and behavioral process models paying particular attention to the cognitive factors involved in decision-making as well as to the final choice act (Golledge & Stimson, 1997).

The demand for transportation services is a derived demand based on the needs of people to perform daily and other episodic activities. There have been two dominant approaches to investigating this derived demand: (a) studies focused on the spatial behavior of people, that is, the recorded behavior of people as they move between origins and destinations (e.g., Hanson & Schwab, 1995), and (b) an examination of the decision-making and choice processes that result in spatially manifest behaviors (e.g. Ben-Akiva & Lerman, 1985: Ortuzar & Willumsen, 1994). The former approach has been typified by the development of methods for describing and analyzing activity/travel patterns. The latter is typified both by the development of methods for describing and modeling the final outcomes of decision processes but paying little attention to the cognitive processes involved in determining the final decision concerning movement in space, and behavioral process models paying particular attention to the cognitive factors involved in decision-making as well as to the final choice act

Household travel behavior entails interdependent deliberate decisions, as well as the execution of routines not preceded by deliberate decisions. Furthermore, travel decisions are dependent on choices to participate in activities. Because of the complexity of the decision-making process in which individuals are engaged, computational-process models (CPMs) are promising means of implementing behavioral principles which unlike other disaggregate modelling approaches do not rely on a utility-maximizing framework. A conceptual framework is proposed as the basis of a CPM interfaced with the geographical information system ARC/INFO. How to model households' travel behavior is illustrated in a case study of a single household in which one member started telecommuting.

Models of households' travel choices are an important focus of research. For some time it has been realized that such models need to incorporate how travel depends on activity choices. It is argued that production system models constitute an alternative or necessary complementary approach if the goal is to develop models of interdependent activity and travel choices, or activity scheduling, which are based on behavioral-science theories of higher cognitive processes. Several computational-process models (CPMs) which implement production systems as computer programs are reviewed. Currently, no encompassing CPM exists but some may be possible to integrate in a descriptive model of activity scheduling.

Travel behavior entails several interrelated decisions made by people, as well as the execution of routines not preceded by deliberate decisions. Furthermore, travel decisions are dependent on choices to participate in activities. A conceptual framework is proposed as the basis of a computational-process model (CPM). Because of the complexity of the decision-making process in which individuals are engaged, CPMs are promising alternatives to disaggregate discrete choice modelling with its limited ability to account for interrelated decisions and its reliance on an unrealistic utility-maximizing framework. Empirical support for the proposed conceptual framework is presented in the paper from case studies of telecommuting households in Sacramento, CA. The value of geographical information systems (GIS) in these empirical tests is demonstrated.

Travel behavior entails several interrelated decisions made by people, as well as the execution of routines not preceded by deliberate decisions. Furthermore, travel decisions are dependent on choices to participate in activities. After a brief review of research aiming at describing activity/travel patterns and approaches in which activity/travel decisions are modelled by means of discrete-choice modelling techniques, a conceptual framework is proposed as a background to an evaluation of several computational-process models. Further needed developments of these models are discussed, as well as the use of geographical information systems in their operationalization and application to traffic planning.

Research suggests that for many people happiness is being able to make the routines of everyday life work, such that positive feelings dominate over negative feelings resulting from daily hassles. In line with this, a survey of work commuters in the three largest urban areas of Sweden show that satisfaction with the work commute contributes to overall happiness. It is also found that feelings during the commutes are predominantly positive or neutral. Possible explanatory factors include desirable physical exercise from walking and biking, as well as that short commutes provide a buffer between the work and private spheres. For longer work commutes, social and entertainment activities either increase positive affects or counteract stress and boredom. Satisfaction with being employed in a recession may also spill over to positive experiences of work commutes. (Contains 5 tables and 3 footnotes.)

Knowledge and confidence in one's own knowledge of climate change was investigated among experts, journalists, politicians, and laypersons. Subsamples of 65 experts, 72 environmental journalists, 145 politicians being chairs of environmental committees, and 621 laypersons in Sweden responded to survey questions concerning current climate state, causes, and consequences of climate change. Experts presented the highest level of knowledge, followed by journalists, politicians, and laypersons. In all the groups, knowledge of causes was greater than that of climate state and of future consequences, and among the latter knowledge was less of health consequences than that of weather and sea/glacier consequences. Also, experts expressed the highest level of confidence in their own knowledge, followed by journalists, politicians, and laypersons. Nevertheless, the adjustment of confidence in one's own knowledge to actual knowledge was somewhat higher among journalists than among experts. Keywords: knowledge of climate change; confidence in knowledge

Three experiments were conducted on 247 students of Goteborg University to study the factor of money illusion in financial decision-making. The effects of nominal variables on the students' expectations of stock price shifts and on their trading decisions were studied.

The aim of this study was to investigate how cooperation can be facilitated in the real-world social dilemma of choosing to commute by automobile rather than by public transport. A survey of 335 drivers was carried out before and during an 8-day temporary freeway closure in Osaka, Japan. The results showed that the frequency of switching to public transport during the closure was inversely related to the frequency of automobile commuting before the closure. Furthermore, drivers who more frequently commuted by automobile overestimated commuting time by public transport to a larger extent than did drivers who commuted less frequently by automobile. At the same time, the larger the overestimation the more likely were drivers to change their perception of commute time. It is suggested that a temporary structural change, such as a freeway closure, may be an important catalyst that triggers cooperation in a social dilemma.

Byline: Moshe Ben-Akiva (1), Daniel McFadden (2), Tommy Garling (3), Dinesh Gopinath (4), Joan Walker (5), Denis Bolduc (6), Axel Borsch-Supan (7), Philippe Delquie (8), Oleg Larichev (9), Taka Morikawa (10), Amalia Polydoropoulou (11), Vithala Rao (12) Keywords: Rationality; behavioral decision theory; psychological factors; latent constructs; choice modeling Abstract: We review the case against the standard model of rational behavior and discuss the consequences of various 'anomalies' of preference elicitation. A general theoretical framework that attempts to disentangle the various psychological elements in the decision-making process is presented. We then present a rigorous and general methodology to model the theoretical framework, explicitly incorporating psychological factors and their influences on choices. This theme has long been deemed necessary by behavioral researchers, but is often ignored in demand models. The methodology requires the estimation of an integrated multi-equation model consisting of a discrete choice model and the latent variable model system. We conclude with a research agenda to bring the theoretical framework into fruition. Author Affiliation: (1) Massachusetts Institute of Technology, USA (2) University of California, Berkeley (3) Goteborg University, Sweden (4) Mercer Management Consulting, USA (5) Massachusetts Institute of Technology, USA (6) Universite Laval, Canada (7) Universitat Mannheim, Germany (8) Insead (9) Academy of Sciences, Moscow (10) Nagoya University, Japan (11) University of the Aegean, Greece (12) Cornell University, USA Article History: Registration Date: 14/10/2004

Several models of household saving behavior have been proposed during this century (e.g., Becker, 1976; Friedman, 1957; Keynes, 1936). As was discussed by Winner and Lewis (1995), one of the [...]

A survey of the taxicab industry in Sweden eight months after it underwent deregulation was conducted. Results indicated that during this time period, not all the expectations of the proponents of deregulation have been achieved. While the number of taxis had increased because of the relief of entry constraints, the demand for them has not. This shows a decreased productivity per taxicab. Furthermore, fares were raised by taxicab operators as a way of recovering from the decrease in revenue.