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| (Un)conditional distribution of compensating variation in discrete choice models |
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0 |
31 |
2 |
3 |
4 |
140 |
| A Clockwork Orange |
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0 |
0 |
8 |
1 |
4 |
9 |
34 |
| A Modular Architecture for Dynamic Traffic Simulation |
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0 |
0 |
0 |
1 |
5 |
7 |
1,367 |
| A Monocentric City With Discrete Transit Stations |
0 |
0 |
0 |
55 |
1 |
2 |
3 |
124 |
| A New Evaluation and Decision Making Framework Investigating the Elimination-by-Aspects Model in the Context of Transportation Projects’ Investment Choices |
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1 |
6 |
78 |
5 |
7 |
14 |
203 |
| A Normative Analysis of Transport Policies in a Footloose Capital Model with Interregional and Intraregional Transportation Costs |
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3 |
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9 |
60 |
| A Normative Analysis of Transport Policies in a Footloose Capital Model with Interregional and Intraregional Transportation Costs |
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3 |
8 |
8 |
29 |
| A cost-benefit analysis of tunnel investment and tolling alternatives in Antwerp |
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2 |
4 |
4 |
36 |
| A cost-benefit analysis of tunnel investment and tolling alternatives in Antwerp |
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2 |
3 |
6 |
7 |
25 |
| A cost-benefit analysis of tunnel investment and tolling alternatives in Antwerp |
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355 |
3 |
10 |
12 |
1,545 |
| A cost-benefit analysis of tunnel investment and tolling alternatives in Antwerp |
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0 |
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187 |
4 |
6 |
7 |
695 |
| A new Evaluation and Decision Making Framework Investigating the Elimination-by-Aspects Model in the Context of Transportation Projects' Investment Choices |
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1 |
4 |
48 |
1 |
4 |
11 |
98 |
| A new evaluation and decision making framework investigating the elimination-by-aspects model in the context of transportation projects' investment choices |
0 |
1 |
3 |
25 |
2 |
6 |
10 |
53 |
| A new evaluation and decision making framework investigating the elimination-by-aspects model in the context of transportation projects' investment choices |
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0 |
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4 |
6 |
7 |
18 |
| A new evaluation and decision making framework investigating the elimination-by-aspects model in the context of transportation projects' investment choices |
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0 |
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6 |
10 |
13 |
47 |
| A new evaluation and decision making framework investigating the elimination-by-aspects model in the context of transportation projects' investment choices |
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1 |
2 |
41 |
2 |
4 |
7 |
51 |
| A representative consumer theory of the logit model |
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0 |
0 |
0 |
2 |
2 |
7 |
193 |
| A representative consumer theory of the logit model |
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0 |
0 |
0 |
2 |
3 |
5 |
92 |
| A small model of equilibrium mechanisms in a city |
0 |
0 |
0 |
43 |
1 |
2 |
4 |
55 |
| A small model of equilibrium mechanisms in a city |
0 |
0 |
0 |
9 |
3 |
5 |
7 |
37 |
| About the Origin of Cities |
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0 |
0 |
84 |
1 |
6 |
9 |
66 |
| About the Origin of Cities |
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40 |
3 |
12 |
15 |
137 |
| About the Origin of Cities |
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0 |
0 |
40 |
0 |
3 |
7 |
127 |
| About the origin of cities |
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0 |
0 |
0 |
3 |
4 |
6 |
21 |
| Accessibilite dans un systeme de transport en environnement concurrentiel |
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0 |
0 |
0 |
0 |
2 |
4 |
530 |
| Accessibility and Environmental Quality: Inequality in the Paris Housing Market |
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1 |
1 |
109 |
0 |
4 |
6 |
391 |
| Accessibilité dans un système de transport en environnement concurrentiel |
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0 |
0 |
55 |
4 |
7 |
8 |
260 |
| Activity and Transportation Decisions within Households |
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0 |
2 |
33 |
6 |
11 |
15 |
93 |
| Activity and Transportation Decisions within Households |
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0 |
3 |
25 |
3 |
6 |
14 |
40 |
| An analytical model for residential location choices of heterogeneous households in a monocentric city with stochastic bottleneck congestion |
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2 |
2 |
31 |
2 |
6 |
13 |
71 |
| An integrated Land use – Transportation model for Paris area |
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0 |
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506 |
0 |
1 |
3 |
3,096 |
| An overview of effects of COVID-19 on mobility and lifestyle: 18 months since the outbreak |
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0 |
2 |
17 |
6 |
11 |
17 |
28 |
| Analysis of Travel Cost Components using Large-Scale Dynamic Traffic Models |
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2 |
4 |
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623 |
| Analysis of travel cost components using large-scale dynamic traffic models |
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3 |
5 |
6 |
198 |
| Analytical and Numeral Solutions for a Simple Dynamic Network Equilibirum Model |
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0 |
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1 |
1 |
3 |
436 |
| Analytical and numerical solutions for a simple dynamic network equilibrium model |
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0 |
0 |
0 |
2 |
3 |
3 |
107 |
| Are users better-off with new transit lines? |
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18 |
2 |
4 |
4 |
25 |
| Are users better-off with new transit lines? |
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13 |
| Are users better-off with new transit lines? |
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27 |
4 |
7 |
8 |
44 |
| Are users better-off with new transit lines? |
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0 |
0 |
0 |
1 |
2 |
2 |
33 |
| Assessing the Economic Costs of Road Traffic-Related Air Pollution in La Reunion |
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0 |
2 |
33 |
1 |
4 |
8 |
22 |
| Assessing the Economic Costs of Road Traffic-Related Air Pollution in La Réunion |
1 |
1 |
2 |
2 |
2 |
2 |
4 |
5 |
| Asymmetric Duopoly in Space - what policies work? |
0 |
0 |
0 |
25 |
2 |
2 |
3 |
136 |
| Asymmetric Duopoly in Space - what policies work? |
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0 |
0 |
29 |
6 |
8 |
12 |
248 |
| Asymmetric duopoly in space - what policies work? |
0 |
0 |
0 |
21 |
1 |
3 |
3 |
112 |
| Autonomous vehicles, urban deployment, and welfare effects |
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0 |
8 |
8 |
5 |
9 |
31 |
31 |
| Availability Constraints in the House Market |
0 |
0 |
0 |
0 |
3 |
4 |
5 |
700 |
| Availability constraints in the housing market |
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0 |
0 |
1 |
3 |
4 |
4 |
155 |
| BEWARE OF BLACK SWANS AND DO NOT IGNORE WHITE ONES? |
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0 |
1 |
30 |
1 |
4 |
7 |
112 |
| Best and worst choices |
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0 |
0 |
47 |
4 |
6 |
8 |
85 |
| Best, worst, and Best&worst choice probabilities for logit and reverse logit models |
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0 |
0 |
8 |
1 |
3 |
6 |
13 |
| Best, worst, and Best&worst choice probabilities for logit and reverse logit models |
0 |
0 |
0 |
12 |
0 |
1 |
3 |
16 |
| Best, worst, and best&worst choice probabilities for logit and reverse logit models |
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0 |
0 |
0 |
0 |
2 |
4 |
4 |
| Best, worst, and best&worst choice probabilities for logit and reverse logit models |
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0 |
0 |
3 |
1 |
6 |
8 |
16 |
| Big Data et politiques publiques dans les transports |
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0 |
0 |
0 |
2 |
3 |
4 |
43 |
| Bottleneck Congestion with Elastic Demand |
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0 |
0 |
2 |
3 |
5 |
9 |
393 |
| Bottleneck congestion and urban spatial structure with heterogeneous households: Equilibrium, capacity expansion and congestion tolling |
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0 |
2 |
14 |
2 |
5 |
12 |
44 |
| Bottleneck models and departure time problems |
0 |
0 |
1 |
58 |
0 |
5 |
6 |
77 |
| CHAPTER 4.2: APPLICATION OF URBANSIM IN PARIS (ILE-DE-FRANCE) CASE STUDY |
1 |
1 |
1 |
25 |
4 |
7 |
8 |
90 |
| Choix modal et valeur du temps en Ile-de-France |
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0 |
0 |
120 |
0 |
2 |
3 |
457 |
| Collective Contributions in the Honor of Richard Arnott |
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0 |
0 |
0 |
0 |
0 |
0 |
15 |
| Collective Contributions in the Honor of Richard Arnott |
0 |
0 |
0 |
0 |
0 |
1 |
2 |
10 |
| Commuters' Paths With Penalties for Early or Late Arrival Time |
0 |
0 |
0 |
29 |
1 |
5 |
7 |
174 |
| Commuters' departure time decisions in Brussels |
0 |
0 |
0 |
1 |
1 |
1 |
2 |
287 |
| Commuting Time and Accessibility in a Joint Residential Location, Workplace, and Job Type Choice Model |
0 |
0 |
0 |
81 |
2 |
4 |
8 |
182 |
| Commuting Time and Accessibility in a Joint Residential Location, Workplace, and Job Type Choice Model |
0 |
0 |
0 |
36 |
4 |
6 |
12 |
80 |
| Comparison of two dynamic transportation models: The case of Stockholm congestion charging |
0 |
0 |
2 |
38 |
3 |
6 |
12 |
111 |
| Compensating Variation for Discrete Choice Models |
0 |
0 |
0 |
159 |
3 |
4 |
4 |
310 |
| Competition for attention in the information (overload) age |
1 |
1 |
6 |
50 |
4 |
9 |
22 |
190 |
| Competition for attention in the information (overload) age |
0 |
0 |
2 |
4 |
0 |
3 |
8 |
37 |
| Competition for attention in the information (overload) age |
0 |
0 |
1 |
129 |
4 |
9 |
16 |
681 |
| Competitive location with random utilities |
0 |
0 |
0 |
4 |
3 |
7 |
7 |
35 |
| Computers’ paths with penalties for early or late arrival time |
0 |
0 |
0 |
0 |
2 |
4 |
5 |
40 |
| Congestion Tolling−Dollars versus Tokens: Within-day Dynamics |
0 |
0 |
0 |
12 |
2 |
4 |
6 |
49 |
| Congestion in a city with a central bottleneck |
0 |
0 |
0 |
0 |
1 |
1 |
2 |
8 |
| Congestion in a city with a central bottleneck |
0 |
0 |
0 |
57 |
0 |
2 |
4 |
122 |
| Congestion in a city with a central bottleneck |
0 |
0 |
0 |
11 |
7 |
7 |
9 |
57 |
| Congestion in a city with a central bottleneck |
0 |
0 |
0 |
0 |
3 |
6 |
9 |
31 |
| Congestion on risky routes with risk adverse drivers |
0 |
0 |
0 |
85 |
8 |
11 |
12 |
471 |
| Congestion pricing and long term urban form: Application to Ile-de-France |
0 |
0 |
0 |
83 |
1 |
7 |
12 |
274 |
| Congestion pricing and long term urban form: Application to Paris region |
0 |
0 |
0 |
0 |
6 |
9 |
11 |
49 |
| Congestion pricing and long term urban form: Application to Paris region |
0 |
0 |
0 |
0 |
5 |
6 |
10 |
19 |
| Congestion, risk aversion and the value of information |
0 |
0 |
0 |
89 |
4 |
4 |
6 |
221 |
| Consumers' welfare and compensating variation: survey and mode choice application |
0 |
0 |
0 |
4 |
1 |
3 |
3 |
15 |
| Consumers’ welfare and compensating variation: survey and mode choice application |
0 |
0 |
0 |
36 |
4 |
9 |
20 |
118 |
| Cordon pricing in the Monocentric city model: Theory and application to Ile-de- France |
0 |
0 |
0 |
31 |
0 |
2 |
4 |
160 |
| Cordon pricing in the monocentric city: theory and application to Paris region |
0 |
0 |
0 |
27 |
3 |
5 |
10 |
59 |
| Cost Recovery from Congestion Tolls with Long-run Uncertainty |
0 |
0 |
0 |
30 |
4 |
7 |
9 |
91 |
| Cost recovery from congestion tolls with long-run uncertainty |
0 |
0 |
0 |
0 |
3 |
3 |
4 |
11 |
| Cost recovery from congestion tolls with long-run uncertainty |
0 |
0 |
0 |
0 |
2 |
3 |
3 |
18 |
| Credit Crunch a Model of Banking Industry |
0 |
0 |
0 |
1 |
2 |
6 |
6 |
460 |
| Decarbonizing the buildings sector: Global opportunities and challenges |
0 |
0 |
0 |
0 |
3 |
5 |
5 |
5 |
| Decoupling the CES distribution circle with quality and beyond: equilibrium distributions and the CES-Logit nexus |
0 |
0 |
0 |
14 |
4 |
9 |
10 |
45 |
| Demand Models for Differentiated Goods with Complementarity and Substitutability |
0 |
0 |
0 |
111 |
3 |
6 |
9 |
225 |
| Demand for Differentiated Products |
0 |
0 |
0 |
75 |
1 |
5 |
6 |
611 |
| Demand for differentiated products, discrete choice models, and the address appoach |
0 |
0 |
0 |
0 |
1 |
3 |
5 |
85 |
| Demand for differentiated products, discrete choice models, and the characteristics approach |
0 |
0 |
0 |
14 |
2 |
7 |
12 |
70 |
| Demand systems for market shares |
0 |
0 |
2 |
126 |
3 |
4 |
6 |
164 |
| Departure Time and Route Choice |
0 |
0 |
0 |
1 |
2 |
4 |
6 |
208 |
| Discomfort in mass transit and its implication for scheduling and pricing |
0 |
0 |
0 |
60 |
1 |
4 |
8 |
130 |
| Discomfort in mass transit and its implication for scheduling and pricing |
0 |
0 |
0 |
0 |
0 |
1 |
1 |
24 |
| Discomfort in mass transit and its implication for scheduling and pricing |
0 |
0 |
0 |
0 |
1 |
3 |
3 |
9 |
| Discomfort in mass transit and its implication for scheduling and pricing |
0 |
0 |
0 |
45 |
1 |
2 |
3 |
120 |
| Discrete Choice Decision-Making with Multiple Decision Makers within the Household |
0 |
0 |
3 |
105 |
4 |
4 |
9 |
234 |
| Discrete Choice Decision-Making with Multiple Decision Makers within the Household |
0 |
0 |
1 |
49 |
4 |
8 |
9 |
129 |
| Discrete Choice Decision-Making with Multiple Decision Makers within the Household |
0 |
0 |
1 |
53 |
3 |
6 |
10 |
112 |
| Discrete Choice and Rational Inattention: A General Equivalence Result |
0 |
0 |
0 |
40 |
6 |
11 |
12 |
76 |
| Discrete Choice and Rational Inattention: a General Equivalence Result |
0 |
0 |
0 |
29 |
6 |
8 |
11 |
74 |
| Discrete Choice and Rational Inattention: a General Equivalence Result |
0 |
0 |
1 |
53 |
2 |
9 |
11 |
58 |
| Discrete choice models with availability constraints |
0 |
0 |
0 |
19 |
3 |
3 |
4 |
53 |
| Discrete choice models with capacity constraints: an empirical analysis of the housing market of the greater Paris region |
0 |
0 |
1 |
210 |
2 |
6 |
8 |
471 |
| Discrete choice models with income effects |
0 |
1 |
2 |
194 |
2 |
4 |
7 |
373 |
| Do new transit lines necessarily improve user cost in the transit system? |
0 |
0 |
0 |
3 |
3 |
5 |
7 |
30 |
| Dynamic Model of Peak Period Traffic Congestion with Elastic Arrival Rates |
0 |
0 |
0 |
0 |
2 |
5 |
8 |
439 |
| Dynamic and Static congestion models: A review |
0 |
0 |
2 |
125 |
3 |
5 |
9 |
268 |
| Dynamic traffic analysis with static data: some guidelines with an application to Paris |
0 |
0 |
0 |
90 |
1 |
3 |
3 |
262 |
| Economic distributions and primitive distributions in monopolistic competition |
0 |
0 |
0 |
74 |
1 |
4 |
8 |
202 |
| Economic distributions, primitive distributions, and demand recovery in Monopolistic Competition |
0 |
0 |
2 |
33 |
2 |
3 |
9 |
79 |
| Economic distributions, primitive distributions, and demand recovery in monopolistic competition |
0 |
0 |
0 |
10 |
2 |
5 |
7 |
25 |
| Economics of a Bottleneck |
0 |
0 |
0 |
7 |
3 |
5 |
13 |
1,295 |
| Effect of an Accessibility Measure in a Model for Choice of Residential Location, Workplace, and Type of Employment |
0 |
0 |
0 |
0 |
3 |
4 |
7 |
39 |
| Effect of an Accessibility Measure in a Model for Choice of Residential Location, Workplace, and Type of Employment |
0 |
1 |
4 |
181 |
1 |
3 |
11 |
161 |
| Effect of an Accessibility Measure in a Model for Choice of Residential Location, Workplace, and Type of Employment |
0 |
0 |
0 |
0 |
1 |
1 |
6 |
16 |
| Effects of Capacity Constraints on Peak Period Traffic Congestion |
0 |
0 |
0 |
2 |
4 |
5 |
6 |
220 |
| Eliciting Utility for (Non)Expected Utility Preferences Using Invariance Transformations |
0 |
0 |
0 |
56 |
1 |
3 |
4 |
176 |
| Employment and Business Evolution and Location Choice in Paris Area Firmographics approach |
0 |
0 |
0 |
42 |
0 |
3 |
3 |
137 |
| Equilibria in multi-party competition under uncertainty |
0 |
0 |
0 |
4 |
3 |
3 |
3 |
29 |
| Equilibria in multi-party competition under uncertainty |
0 |
0 |
0 |
0 |
3 |
5 |
7 |
313 |
| Equilibrium in Competing Networks with Differentiated Products |
0 |
0 |
0 |
110 |
1 |
5 |
7 |
357 |
| Equilibrium in a dynamic model of congestion with large and small users |
0 |
0 |
0 |
1 |
2 |
5 |
5 |
22 |
| Equilibrium in a dynamic model of congestion with large and small users |
0 |
0 |
0 |
16 |
3 |
6 |
8 |
21 |
| Equilibrium in a dynamic model of congestion with large and small users |
0 |
0 |
0 |
50 |
5 |
8 |
11 |
75 |
| Estimation of Logit and Probit models using best, worst and best-worst choices |
2 |
2 |
2 |
29 |
6 |
10 |
18 |
74 |
| Estimation of consistent Logit and Probit models using best, worst and best–worst choices |
0 |
0 |
0 |
0 |
1 |
6 |
9 |
10 |
| Etude Empirique du Choix de l'Heure de Depart au Travail |
0 |
0 |
0 |
2 |
1 |
1 |
1 |
438 |
| Evaluation of New Transport Demand Management Measures on the City of Geneva with the Use of Innovative Dynamic Traffic Models |
0 |
0 |
0 |
2 |
2 |
5 |
7 |
1,021 |
| Evaluation of new transport demand management measures on the city of Geneva with the use of innovative dynamic traffic models |
0 |
0 |
0 |
0 |
0 |
2 |
2 |
226 |
| Exploring the congested parallel route problem with variable substitutability |
0 |
0 |
0 |
48 |
1 |
3 |
3 |
49 |
| From Local to Global Competition |
0 |
0 |
1 |
449 |
40 |
42 |
44 |
1,641 |
| From Local to Global Competition |
0 |
0 |
0 |
123 |
2 |
5 |
8 |
819 |
| From local to global competition |
0 |
0 |
0 |
0 |
6 |
9 |
9 |
346 |
| Generalized entropy models |
0 |
0 |
0 |
34 |
1 |
5 |
7 |
77 |
| Generalized entropy models |
0 |
0 |
1 |
48 |
5 |
7 |
10 |
92 |
| Handbook Of Transport Economics |
0 |
0 |
0 |
0 |
5 |
13 |
16 |
35 |
| Handbook Of Transport Economics |
0 |
0 |
0 |
0 |
4 |
7 |
9 |
124 |
| Hedging global environment risks: An option based portfolio insurance |
0 |
0 |
0 |
315 |
2 |
4 |
5 |
785 |
| Hedging global environment risks: An option based portfolio insurance |
0 |
0 |
0 |
0 |
0 |
2 |
2 |
2 |
| Identities for maximum, minimum, and maxmin random utility models |
0 |
0 |
0 |
0 |
3 |
4 |
5 |
8 |
| Impact of Adverse Weather Conditions on Travel Decisions: Experience from a Behavioral Survey in Geneva |
0 |
0 |
0 |
0 |
1 |
3 |
4 |
795 |
| Impact of adverse weather conditions on travel decisions: experience from a behavioral survey in geneva |
0 |
0 |
0 |
1 |
5 |
8 |
15 |
324 |
| Impacts of Metering-Based Dynamic Priority Schemes |
0 |
0 |
0 |
5 |
1 |
2 |
5 |
22 |
| Imperfect Competition and Congestion in a City with asymmetric subcenters |
0 |
0 |
0 |
2 |
2 |
2 |
2 |
20 |
| Imperfect Competition and Congestion in a City with asymmetric subcenters |
0 |
0 |
0 |
90 |
4 |
6 |
7 |
328 |
| Imperfect Public Choice |
0 |
0 |
0 |
13 |
2 |
2 |
6 |
61 |
| Imperfect Public Choice |
0 |
0 |
0 |
7 |
0 |
5 |
9 |
29 |
| Imperfect competition and congestion in a city with asymmetric subcentres |
0 |
0 |
0 |
0 |
2 |
3 |
3 |
17 |
| Imperfect competition and congestion in the City |
0 |
0 |
0 |
129 |
2 |
2 |
3 |
424 |
| Imperfect competition and congestion in the City |
0 |
0 |
0 |
2 |
4 |
6 |
7 |
18 |
| Imperfect competition and congestion in the city |
0 |
0 |
0 |
24 |
4 |
8 |
9 |
117 |
| Imperfect competition and congestion in the city |
0 |
0 |
0 |
3 |
1 |
1 |
3 |
19 |
| Implementation of a Dynamic Traffic Simulator to the Paris Area |
0 |
0 |
0 |
129 |
2 |
4 |
6 |
621 |
| Implications of the lerning curve for the diffusion of consumer durable innovations |
0 |
0 |
0 |
0 |
0 |
0 |
1 |
40 |
| In Memoriam William |
0 |
0 |
0 |
0 |
1 |
2 |
2 |
153 |
| Individual and Couple Decision Behavior under Risk: The Power of Ultimate Control |
0 |
0 |
0 |
71 |
2 |
3 |
6 |
269 |
| Individual and Couple Decision Behavior under Risk:The Power of Ultimate Control |
0 |
0 |
0 |
97 |
1 |
3 |
6 |
294 |
| Individual and couple decision behavior under risk: Evidence on the dynamics of power balance |
0 |
1 |
4 |
194 |
4 |
6 |
15 |
319 |
| Individual and couple decision behavior under risk: evidence on the dynamics of power balance |
0 |
0 |
0 |
0 |
2 |
4 |
8 |
52 |
| Individual and couple decision behavior under risk: evidence on the dynamics of power balance |
0 |
0 |
0 |
0 |
3 |
6 |
9 |
20 |
| Influence of Dynamic Congestion on Carpooling Matching |
0 |
0 |
0 |
17 |
3 |
7 |
9 |
56 |
| Information And Usage Of Free-Access Congestible Facilities |
0 |
0 |
0 |
1 |
0 |
2 |
4 |
179 |
| Information Congestion |
0 |
0 |
0 |
179 |
5 |
10 |
15 |
749 |
| Information Congestion |
0 |
0 |
0 |
23 |
7 |
12 |
16 |
167 |
| Information Congestion: open access in a two-sided market |
0 |
0 |
0 |
128 |
1 |
3 |
5 |
380 |
| Information and Time-of-Usage Decisions in the Bottleneck Model with Stochastic Capacity and Demand |
0 |
0 |
0 |
0 |
5 |
5 |
9 |
881 |
| Information and time-of-usage decisions in the bottleneck model with stochastic capacity and demand |
0 |
0 |
0 |
0 |
3 |
4 |
8 |
224 |
| Interpretations of the logit discrete choice models and the theory of product differentiation |
0 |
0 |
0 |
0 |
3 |
12 |
23 |
83 |
| Intra-household Decision Models of Residential and Job Location |
0 |
0 |
2 |
88 |
4 |
7 |
14 |
237 |
| Intra-household Decision Models of Residential and Job Location |
0 |
1 |
1 |
72 |
4 |
7 |
10 |
139 |
| Intra-household Discrete Choice Models of Mode Choice and Residential Location |
0 |
0 |
0 |
0 |
3 |
3 |
4 |
9 |
| Intra-household Discrete Choice Models of Mode Choice and Residential Location |
0 |
0 |
0 |
0 |
5 |
9 |
9 |
51 |
| Intra-household discrete choice models of mode choice and residential location |
0 |
0 |
0 |
0 |
4 |
6 |
7 |
12 |
| Intra-household discrete choice models of mode choice and residential location |
0 |
0 |
1 |
54 |
4 |
7 |
8 |
149 |
| Intra-household discrete choice models of mode choice and residential location |
0 |
0 |
1 |
65 |
2 |
7 |
9 |
123 |
| Introduction to the Special Issue on Funding Transportation Infrastructure |
0 |
0 |
0 |
0 |
4 |
6 |
7 |
32 |
| Introduction to the Special Issue on Funding Transportation Infrastructure |
0 |
0 |
0 |
0 |
2 |
2 |
3 |
10 |
| Invariance of Conditional Maximum Utility |
1 |
1 |
1 |
60 |
5 |
7 |
8 |
257 |
| Invariance of conditional maximum utility |
0 |
0 |
0 |
0 |
0 |
0 |
0 |
0 |
| Invest locally or globally? A normative analysis of transport policies in a footloose capital model with interregional intraregional transportation costs |
0 |
0 |
0 |
11 |
2 |
3 |
6 |
76 |
| La tarification des transports: enjeux et défis |
0 |
0 |
0 |
0 |
0 |
0 |
2 |
34 |
| Large-Scale Allocation of Personalized Incentives |
0 |
0 |
0 |
20 |
6 |
8 |
11 |
50 |
| Large-scale allocation of personalized incentives |
0 |
0 |
0 |
2 |
2 |
6 |
7 |
11 |
| Le Grand Paris: Quels outils, quels enjeux ? |
0 |
0 |
0 |
2 |
1 |
1 |
3 |
17 |
| Le calcul économique dans le processus de choix collectif des investissements de transport |
0 |
0 |
0 |
4 |
2 |
3 |
3 |
56 |
| Le calcul économique dans le processus de choix collectif des investissements de transport |
0 |
0 |
0 |
1 |
2 |
3 |
4 |
27 |
| Les modeles de decision et la politique comme processus collectif. Application aux systemes de tranport urbains |
0 |
0 |
0 |
1 |
1 |
4 |
4 |
714 |
| Les modèles de choix discret |
0 |
0 |
0 |
0 |
3 |
7 |
9 |
37 |
| Les modèles de décision et la politique comme processus collectif. Application aux systèmes de transports urbains |
0 |
0 |
0 |
0 |
0 |
1 |
2 |
234 |
| Long, medium, and short-term effects of COVID-19 on mobility and lifestyle |
0 |
0 |
0 |
73 |
3 |
11 |
14 |
348 |
| Lower-order logsums |
0 |
0 |
0 |
38 |
4 |
5 |
5 |
87 |
| MARKET PERFORMANCE WITH MULTIPRODUCT FIRMS |
0 |
0 |
0 |
265 |
2 |
4 |
8 |
764 |
| METROPOLIS - A Dynamic Simulation Model Designed for ATIS Applications |
0 |
0 |
0 |
1 |
1 |
4 |
5 |
1,190 |
| METROPOLIS - A dynamic simulation model designed for ATIS applications |
0 |
0 |
0 |
0 |
1 |
2 |
3 |
309 |
| METROPOLIS2: Bridging Theory and Simulation in Agent-Based Transport Modeling |
3 |
8 |
15 |
44 |
10 |
19 |
32 |
86 |
| METROPOLIS: A modular architecture for dynamic traffic simulation |
0 |
0 |
0 |
0 |
3 |
3 |
7 |
456 |
| METROPOLIS: Un outil de simulation du trafic urbain |
0 |
0 |
0 |
0 |
0 |
6 |
16 |
352 |
| MODELING REAL ESTATE INVESTMENT DECISIONS IN HOUSEHOLDS |
0 |
0 |
0 |
19 |
4 |
6 |
8 |
42 |
| Managing Road Capacity: Maintenance, Tolls, and Multi-Level Governance |
0 |
2 |
14 |
14 |
2 |
7 |
18 |
18 |
| Market Equilibrium and Optimal Product Diversity: A Logit Specification |
0 |
0 |
0 |
0 |
2 |
2 |
5 |
241 |
| Market equilibrium and optimal product diversity: a logit specification |
0 |
0 |
0 |
0 |
0 |
2 |
6 |
101 |
| Matching and fair pricing of socially optimal, stable and financially sustainable ride-sharing in congestible networks |
0 |
0 |
6 |
16 |
6 |
9 |
20 |
48 |
| Measurement of Uncertainty Costs with Dynamic Traffic Simulations |
0 |
0 |
0 |
0 |
0 |
2 |
2 |
10 |
| Measurement of uncertainty costs with dynamic traffic simulations |
0 |
0 |
0 |
62 |
2 |
3 |
3 |
196 |
| Metropolis: un outil de simulation de trafic urbain |
0 |
0 |
0 |
0 |
3 |
5 |
8 |
676 |
| Mobility decisions within couples |
0 |
0 |
0 |
0 |
3 |
4 |
5 |
18 |
| Modelling Ridesharing in a Large Network with Dynamic Congestion |
0 |
0 |
0 |
33 |
2 |
3 |
4 |
75 |
| Modelling mode choice within couples |
0 |
0 |
0 |
18 |
1 |
2 |
5 |
62 |
| Modelling mode choice within couples |
0 |
0 |
0 |
22 |
4 |
6 |
8 |
45 |
| Models of Imperfect Public Choice |
0 |
0 |
0 |
31 |
0 |
10 |
17 |
92 |
| Monétarisation des externalités de transport: un état de l'art |
0 |
0 |
1 |
178 |
6 |
9 |
12 |
473 |
| Multi-player, Multi-prize, Imperfectly Discriminating Contests |
2 |
2 |
2 |
32 |
5 |
6 |
7 |
88 |
| Multiproduct Firms: A Nested Logit Approach |
0 |
0 |
0 |
418 |
2 |
5 |
8 |
1,211 |
| Natural Monopoly in Transport |
0 |
0 |
4 |
110 |
1 |
3 |
16 |
254 |
| Network development under a strict self-financing constraint |
0 |
0 |
0 |
34 |
2 |
4 |
6 |
154 |
| Network externalities and the Polya-Logit model |
0 |
0 |
0 |
0 |
0 |
1 |
3 |
217 |
| Oligopolistic Competition and the Optimal Provision of Products |
0 |
0 |
0 |
19 |
3 |
6 |
9 |
173 |
| Oligopolistic competition and the optimal provision of products |
0 |
0 |
0 |
0 |
3 |
6 |
9 |
40 |
| Oligopoly and Luce's Choice Axiom |
0 |
0 |
0 |
0 |
1 |
3 |
4 |
25 |
| Oligopoly and Luce's Choice Axiom |
0 |
0 |
0 |
0 |
3 |
3 |
6 |
18 |
| On existence of Location equilibria in the 3-firm Hotelling problem |
0 |
0 |
0 |
16 |
4 |
6 |
6 |
61 |
| On existence of location equilibria in the 3-firm hotelling problem |
0 |
0 |
0 |
19 |
3 |
6 |
7 |
138 |
| On the Existence and Uniqueness of Equilibrium in the Bottleneck Model with Atomic Users |
0 |
0 |
0 |
31 |
6 |
12 |
14 |
149 |
| On the Existence and Uniqueness of Equilibrium in the Bottleneck Model with Atomic Users |
0 |
0 |
0 |
38 |
4 |
9 |
14 |
83 |
| Optimal Bus Timetables and Trip Timing Preference |
0 |
0 |
0 |
72 |
1 |
4 |
6 |
268 |
| Optimal Localisations on A Line with Random Utilities |
0 |
0 |
0 |
0 |
0 |
3 |
4 |
195 |
| Optimal Product Diversity With Income Effects |
0 |
0 |
0 |
26 |
0 |
0 |
1 |
178 |
| Optimal Timetables for Public Transportation |
0 |
0 |
0 |
137 |
3 |
4 |
6 |
362 |
| Optimal Transit Pricing with Crowding and Traffic Congestion: A Dynamic Equilibrium Analysis |
0 |
0 |
0 |
4 |
2 |
2 |
3 |
9 |
| Optimal fares and capacity decisions for crowded public transport systems |
0 |
0 |
0 |
26 |
4 |
7 |
10 |
61 |
| Optimal locations on line with random utilities |
0 |
0 |
0 |
2 |
1 |
3 |
4 |
19 |
| Optimal portfolio positioning |
0 |
0 |
0 |
25 |
1 |
3 |
5 |
298 |
| Optimal portfolio: towards an operational decision support system |
0 |
0 |
0 |
17 |
0 |
1 |
3 |
134 |
| Optimal timetable under unreliable conditions |
0 |
0 |
0 |
0 |
1 |
1 |
2 |
22 |
| Optimization formulations and static equilibrium in congested transportation networks |
0 |
0 |
0 |
57 |
0 |
2 |
5 |
860 |
| Optimization formulations and static equilibrium in congested transportation networks |
0 |
0 |
0 |
0 |
1 |
1 |
6 |
331 |
| Ordered choice probabilities in random utility models |
0 |
1 |
1 |
26 |
2 |
5 |
7 |
67 |
| Park and Ride for the Morning and Evening Commute |
0 |
0 |
0 |
94 |
1 |
2 |
3 |
261 |
| Personalised incentives with constrained regulator's budget |
0 |
0 |
0 |
0 |
1 |
2 |
3 |
3 |
| Personalized Incentives with Constrained Regulator’s Budget |
0 |
0 |
0 |
3 |
1 |
5 |
8 |
18 |
| Policy insights from the urban road pricing case sudies |
0 |
0 |
0 |
5 |
9 |
14 |
14 |
40 |
| PoolLines: Imperfect Public Choice |
0 |
0 |
0 |
9 |
1 |
2 |
5 |
27 |
| PoolLines: Modeling Carpooling as Ephemeral Lines in GTFS for Effective Integration with Public Transit |
0 |
0 |
0 |
9 |
0 |
2 |
6 |
14 |
| Pooling for First and Last Mile: Integrating Carpooling and Transit |
0 |
0 |
0 |
8 |
3 |
5 |
10 |
14 |
| Pooling for First and Last Mile: Integrating Carpooling and Transit |
0 |
0 |
0 |
5 |
2 |
2 |
3 |
15 |
| Pour en finir avec les encombrements: Du nouveau dans le traitement de la congestion |
0 |
0 |
0 |
0 |
1 |
3 |
5 |
34 |
| Pour en finir avec les encombrements: du nouveau dans le traitement de la congestion |
0 |
0 |
0 |
0 |
1 |
1 |
2 |
26 |
| Preface: Risk management decisions and wealth management in Financial Economics |
0 |
0 |
0 |
0 |
2 |
3 |
4 |
4 |
| Price Dispersion |
0 |
0 |
0 |
410 |
3 |
6 |
12 |
1,536 |
| Price Dispersion and Consumer Reservation Prices |
0 |
0 |
0 |
155 |
5 |
9 |
12 |
701 |
| Price dispersion |
0 |
0 |
0 |
43 |
3 |
6 |
8 |
276 |
| Pricing vehicle emissions and congestion externalities using a dynamic traffic network simulator |
0 |
0 |
1 |
22 |
4 |
9 |
12 |
36 |
| Pricing vehicle emissions and congestion using a dynamic traffic network simulator |
0 |
0 |
1 |
37 |
3 |
6 |
11 |
94 |
| Prise en compte de l'attitude face au risque dans le cadre de la directive MiFID |
0 |
0 |
0 |
89 |
2 |
4 |
4 |
303 |
| Private Toll Roads: A Dynamic Equilibrium Analysis |
0 |
0 |
0 |
591 |
1 |
2 |
3 |
2,103 |
| Private operators and time-of-day tolling on a congested road network |
0 |
0 |
0 |
122 |
0 |
2 |
8 |
345 |
| Privatization and Efficiency in a Differentiated Industry |
0 |
0 |
0 |
182 |
0 |
6 |
9 |
719 |
| Privatization and Efficiency in a Differentiated Industry |
0 |
0 |
0 |
31 |
7 |
11 |
12 |
783 |
| Privatization and Efficiency in a Differentiated Industry |
0 |
0 |
0 |
0 |
5 |
8 |
9 |
429 |
| Privatization and efficiency in a differentiated industry |
0 |
0 |
0 |
9 |
4 |
8 |
12 |
84 |
| Product Diversity in Asymmetric Oligopoly: Is the Quality of Consumer Goods too Low? |
0 |
0 |
1 |
120 |
7 |
10 |
16 |
533 |
| Product Diversity in Asymmetric Oligopoly:Is the Quality of Consumer Goods Too Low? |
0 |
0 |
0 |
0 |
1 |
3 |
4 |
670 |
| Properties of Dynamic Traffic Equilibrium Involving Bottlenecks, Including A Paradox and Metering |
0 |
0 |
0 |
1 |
2 |
8 |
9 |
347 |
| Public transport reliability and commuter strategy |
0 |
0 |
0 |
61 |
1 |
2 |
5 |
88 |
| Public-Private Partnerships in Transport |
0 |
0 |
0 |
0 |
0 |
4 |
6 |
79 |
| Queuing May Be First-Best Efficient |
0 |
0 |
0 |
1 |
1 |
6 |
7 |
673 |
| Random queues and risk averse users |
0 |
0 |
1 |
50 |
2 |
6 |
12 |
146 |
| Rational Behaviour, Risk Aversion, High Stakes for Society |
0 |
0 |
0 |
16 |
4 |
4 |
7 |
89 |
| Rational behaviour, Risk aversion, High stakes for society |
0 |
0 |
0 |
24 |
2 |
3 |
4 |
59 |
| Rationalité, aversion au risque et enjeu sociétal majeur |
0 |
0 |
0 |
3 |
2 |
3 |
7 |
28 |
| Rationalité, aversion au risque et enjeu sociétal majeur |
0 |
0 |
0 |
18 |
3 |
3 |
3 |
92 |
| Real Cases Applications of the Fully Dynamic METROPOLIS Tool-Box: an Advocacy for Large-scale Mesoscopic Transportation Systems |
0 |
0 |
0 |
123 |
0 |
1 |
3 |
449 |
| Recent Developments in the Bottleneck Model |
0 |
0 |
0 |
3 |
1 |
2 |
3 |
1,245 |
| Recent Developments in the Bottleneck Model |
0 |
1 |
4 |
119 |
4 |
11 |
19 |
1,634 |
| Recovering Scheduling Preferences in Dynamic Departure Time Models |
2 |
9 |
10 |
10 |
8 |
19 |
20 |
20 |
| Regulating sovereign wealth funds operating overseas through an external fund manager |
0 |
0 |
0 |
29 |
1 |
3 |
4 |
85 |
| Research challenges in modelling urban road pricing: An overview |
0 |
0 |
0 |
2 |
2 |
2 |
4 |
28 |
| Research challenges in modelling urban road pricing: an overview |
0 |
0 |
0 |
198 |
6 |
10 |
12 |
496 |
| Research challenges in modelling urban road pricing: an overview |
0 |
0 |
0 |
2 |
2 |
2 |
3 |
20 |
| Residential Location Models: Analyzing Segregation, Borrowing Constraints, and Policy Implications |
0 |
2 |
19 |
19 |
5 |
11 |
16 |
16 |
| Restoring the principle of minimum differentiation in product positioning |
0 |
0 |
0 |
3 |
3 |
5 |
6 |
29 |
| Reverse discrete choice models |
0 |
0 |
0 |
0 |
1 |
3 |
5 |
421 |
| Ride-sharing with Inflexible Drivers in the Paris Metropolitan Area |
0 |
0 |
0 |
21 |
2 |
2 |
8 |
42 |
| Ride-sharing with inflexible drivers in the Paris metropolitan area |
0 |
0 |
0 |
0 |
0 |
0 |
3 |
7 |
| Ring road investment, cordon tolling, and urban spatial structure: Formulation and a case study |
0 |
0 |
0 |
17 |
5 |
8 |
11 |
40 |
| Risk Sharing in an Adverse Selection Model |
0 |
0 |
0 |
28 |
2 |
2 |
3 |
27 |
| Risk Sharing in an Adverse Selection Model |
0 |
0 |
0 |
30 |
3 |
4 |
5 |
20 |
| Risk and uncertainty in urban and transport economics |
0 |
0 |
0 |
0 |
0 |
0 |
1 |
4 |
| Risk aversion in expected intertemporal discounted utilities bandit problems |
0 |
0 |
0 |
31 |
0 |
3 |
4 |
78 |
| Risk aversion, the value of information and traffic equilibrium |
0 |
1 |
4 |
131 |
5 |
7 |
11 |
257 |
| Risk in Transport Investments |
0 |
0 |
0 |
0 |
1 |
3 |
5 |
13 |
| Risk in Transport Investments |
0 |
0 |
0 |
0 |
0 |
1 |
4 |
35 |
| Risk in Transport investments |
0 |
0 |
0 |
121 |
1 |
3 |
4 |
360 |
| Risk, Uncertainty and Discrete Choice Models |
1 |
2 |
5 |
600 |
4 |
9 |
15 |
1,130 |
| Risky Time Prospects and Travel Demand |
0 |
0 |
0 |
0 |
5 |
6 |
6 |
6 |
| Route Choice behavior with risk averse users |
0 |
0 |
0 |
111 |
2 |
4 |
5 |
244 |
| SCARE: When Economics Meets Epidemiology with Covid-19 |
0 |
0 |
0 |
41 |
3 |
7 |
10 |
103 |
| SCARE: when Economics meets Epidemiology with COVID-19, first wave |
0 |
0 |
0 |
26 |
1 |
1 |
2 |
55 |
| SOCIAL SURPLUS AND PROFITABILITY UNDER DIFFERENT SPACIAL PRICING POLICIES |
0 |
0 |
0 |
1 |
3 |
5 |
5 |
1,003 |
| Sharing the road: the economics of autonomous vehicles |
0 |
0 |
1 |
95 |
4 |
7 |
12 |
199 |
| Shouting to be Heard in Advertising |
0 |
0 |
0 |
49 |
4 |
6 |
6 |
172 |
| Social Crisis Prevention: A Political Alert Index for the Israel-Palestine Conflict |
0 |
0 |
0 |
37 |
1 |
7 |
8 |
233 |
| Social Crisis Prevention: A Political Alert Index for the Israel-Palestine Conflict |
0 |
0 |
0 |
30 |
2 |
4 |
4 |
102 |
| Social optimality and stability of matchings in peer-to-peer ridesharing |
0 |
1 |
4 |
48 |
0 |
4 |
12 |
106 |
| Social surplus and profitability under different spatial pricing policies |
0 |
0 |
0 |
0 |
2 |
2 |
2 |
25 |
| Some Circumstances in Which Vehicles Will Reach Destinations Earlier by Starting Later: Revisited |
0 |
0 |
0 |
0 |
1 |
3 |
3 |
78 |
| Spatial asymmetric duopoly with an application to Brussels' airports |
0 |
1 |
1 |
47 |
1 |
5 |
8 |
77 |
| Spatial asymmetric duopoly with an application to Brussels’ airports |
0 |
0 |
0 |
60 |
1 |
2 |
2 |
167 |
| Spatial competition under uniform delivered pricing |
0 |
0 |
0 |
1 |
2 |
5 |
7 |
20 |
| Spatial competition with differentiated products |
0 |
0 |
0 |
7 |
5 |
7 |
9 |
39 |
| Spatial competition with differentiated products |
0 |
0 |
0 |
0 |
2 |
4 |
9 |
75 |
| Spatial multiproduct competition |
0 |
0 |
0 |
28 |
0 |
1 |
4 |
32 |
| Spatial multiproduct competition |
0 |
0 |
1 |
17 |
4 |
6 |
11 |
26 |
| Spatial price policies and duopoly |
0 |
0 |
0 |
0 |
1 |
2 |
3 |
41 |
| Spatial price policies reconsidered |
0 |
0 |
0 |
0 |
2 |
7 |
8 |
40 |
| Special issue in the Honor of Daniel McFadden: Introduction |
0 |
1 |
4 |
4 |
3 |
6 |
9 |
31 |
| Speeding Towards Cleaner Air: An Evaluation of Maximum Speed Restrictions in Île-de-France during High Pollution Days |
1 |
1 |
1 |
1 |
1 |
1 |
2 |
3 |
| Stable Dynamics in Transportation Systems |
0 |
0 |
4 |
105 |
4 |
6 |
13 |
318 |
| Stable dynamics in transportation systems |
0 |
0 |
2 |
58 |
1 |
4 |
10 |
436 |
| Standardized versus customized portfolio: a compensating variation approach |
0 |
0 |
0 |
0 |
0 |
1 |
2 |
3 |
| Stationary Dynamic Solutions in Congested Transportation Networks: Summary and Perspectives |
0 |
0 |
0 |
94 |
0 |
2 |
3 |
252 |
| Stationary dynamic solutions in congested transportation networks: summary and perspectives |
0 |
0 |
0 |
6 |
4 |
5 |
7 |
38 |
| TOLLS VERSUS MOBILITY PERMITS: A COMPARATIVE ANALYSIS |
0 |
0 |
0 |
40 |
2 |
4 |
6 |
31 |
| TOLLS VERSUS MOBILITY PERMITS: A COMPARATIVE ANALYSIS |
0 |
0 |
0 |
23 |
3 |
6 |
8 |
31 |
| TRAFFIC CONGESTION CONTROL: TRADABLE PERMITS vs ROAD TOLLS |
0 |
0 |
0 |
31 |
7 |
10 |
12 |
56 |
| TRIP CHAINING: WHO WINS WHO LOSES? |
0 |
0 |
0 |
58 |
3 |
4 |
6 |
279 |
| Tax Incidence in Differentiated Product Oligopoly |
0 |
0 |
0 |
94 |
1 |
4 |
6 |
365 |
| Tax Incidence in Differentiated Product Oligopoly |
0 |
1 |
1 |
573 |
3 |
14 |
23 |
2,478 |
| Tax Incidence in Differentiated Product Oligopoly |
0 |
0 |
0 |
15 |
19 |
24 |
27 |
371 |
| Tax incidece in Differentiated product Oligopoly |
0 |
0 |
0 |
0 |
17 |
21 |
23 |
580 |
| Tax incidence in differentiated product oligopoly |
0 |
0 |
0 |
0 |
4 |
10 |
11 |
482 |
| The CES and the logit.Two related models of heterogeneity |
0 |
0 |
0 |
18 |
2 |
3 |
7 |
61 |
| The Diffusion of Consumer Durables in a Vertically Differentiated Oligopoly |
0 |
0 |
0 |
0 |
2 |
3 |
3 |
320 |
| The Diffusion of Consumer Durables in a vertically Differentiated Oligopoly |
0 |
0 |
0 |
18 |
2 |
3 |
3 |
160 |
| The Economics of Crowding in Public Transport |
1 |
1 |
1 |
29 |
2 |
2 |
7 |
63 |
| The Economics of Truck Toll Lanes |
0 |
0 |
0 |
93 |
4 |
6 |
6 |
446 |
| The Efficiency of Indirect Taxes Under Imperfect Competition |
0 |
0 |
0 |
6 |
4 |
8 |
11 |
215 |
| The Efficiency of Indirect Taxes Under Imperfect Competition |
0 |
0 |
0 |
0 |
3 |
6 |
6 |
435 |
| The Efficiency of Indirect Taxes under Imperfect Competition |
0 |
0 |
0 |
323 |
2 |
4 |
7 |
1,114 |
| The General Nesting Logit (GNL) Model using Aggregate Data |
0 |
0 |
1 |
59 |
2 |
7 |
35 |
613 |
| The Impact of Information Availability on Destination Choice |
0 |
0 |
0 |
0 |
0 |
0 |
2 |
20 |
| The Impact of Information Availability on Destination Choice |
0 |
0 |
0 |
0 |
3 |
4 |
4 |
12 |
| The Inverse Product Differentiation Logit Model |
0 |
0 |
1 |
48 |
4 |
4 |
8 |
129 |
| The Inverse Product Differentiation Logit Model |
1 |
1 |
3 |
44 |
7 |
10 |
18 |
58 |
| The Inverse Product Differentiation Logit Model |
0 |
0 |
0 |
89 |
2 |
7 |
16 |
178 |
| The Inverse Product Differentiation LogitModel |
0 |
0 |
1 |
12 |
1 |
3 |
6 |
18 |
| The Logit as a Model of Product Differentiation: Further Results and Extensions |
0 |
1 |
3 |
450 |
8 |
13 |
19 |
1,517 |
| The Logit as a Theoretical Model of Product Differentiation: Market Equilibrium and Social Optimum |
0 |
0 |
0 |
114 |
2 |
3 |
4 |
328 |
| The Missing Equilibria in Hotelling's Location Game |
0 |
0 |
0 |
3 |
3 |
4 |
4 |
34 |
| The Missing Equilibria in Hotelling's Location Game |
0 |
0 |
0 |
0 |
11 |
12 |
12 |
13 |
| The Missing Equilibria in Hotelling's Location Game |
0 |
0 |
0 |
0 |
14 |
16 |
16 |
462 |
| The Optimal of Provision of Products with Income Effects |
0 |
0 |
0 |
92 |
9 |
15 |
20 |
366 |
| The Welfare Effects Of Congestion Tolls With Heterogeneous Commuters |
0 |
0 |
1 |
31 |
2 |
7 |
11 |
812 |
| The dynamics of urban traffic congestion and the price of parking |
0 |
0 |
0 |
67 |
4 |
7 |
9 |
152 |
| The dynamics of urban traffic congestion and the price of parking� |
0 |
0 |
0 |
101 |
2 |
5 |
7 |
169 |
| The economics of crowding in rail transit |
0 |
0 |
0 |
0 |
2 |
5 |
6 |
42 |
| The economics of truck toll lanes |
0 |
0 |
0 |
81 |
2 |
4 |
4 |
330 |
| The efficiency of indirect taxes under imperfect competition |
0 |
0 |
0 |
0 |
2 |
4 |
5 |
309 |
| The impact of interregional and intraregional transportation costs on industrial location and efficient transport policies |
0 |
0 |
0 |
2 |
3 |
5 |
8 |
19 |
| The impact of interregional and intraregional transportation costs on industrial location and efficient transport policies |
0 |
0 |
0 |
105 |
5 |
5 |
6 |
211 |
| The influence of information availability on the choice of destination |
0 |
0 |
0 |
30 |
2 |
2 |
4 |
67 |
| The marginal social cost of travel time variability |
0 |
0 |
0 |
0 |
2 |
6 |
7 |
33 |
| The principle of Minimum Differentiation Holds under Sufficient Heterogeneity |
0 |
0 |
0 |
10 |
4 |
6 |
8 |
76 |
| The principle of minimum differentiation holds under sufficient heterogeneity |
0 |
0 |
0 |
0 |
8 |
11 |
12 |
123 |
| The principle of minimum differentiation holds under sufficient heterogeneity |
0 |
0 |
0 |
0 |
1 |
4 |
5 |
90 |
| The principle of minimum differentiation holds under sufficient heterogeneity |
0 |
0 |
0 |
0 |
3 |
3 |
4 |
61 |
| The valuation of travel time reliability: does congestion matter? |
0 |
0 |
0 |
0 |
3 |
5 |
5 |
49 |
| The ‘Grand Paris' Project: Tools and Challenges |
0 |
0 |
0 |
28 |
3 |
3 |
3 |
101 |
| Tolls vs tradable permits for managing travel on a bimodal congested network with variable capacities and demands |
1 |
1 |
1 |
15 |
17 |
21 |
25 |
43 |
| Toward an Endogenous Central Place Theory |
0 |
0 |
0 |
115 |
2 |
4 |
4 |
567 |
| Towards a Principal-Agent Based Typology of Risks in Public-Private Partnerships |
0 |
0 |
1 |
102 |
2 |
3 |
5 |
349 |
| Towards a Principal-Agent Based Typology of Risks in Public-Private Partnerships |
0 |
0 |
1 |
85 |
3 |
9 |
13 |
181 |
| Traffic Congestion Pricing Methods and Technologies |
0 |
0 |
0 |
196 |
4 |
6 |
17 |
602 |
| Transition choice probabilities and welfare analysis in additive random utility models |
0 |
0 |
0 |
0 |
2 |
5 |
7 |
38 |
| Transition choice probabilities and welfare analysis in additive random utility models |
0 |
0 |
0 |
0 |
3 |
4 |
5 |
9 |
| Transition choice probabilities and welfare analysis in random utility models |
0 |
0 |
0 |
55 |
0 |
4 |
5 |
142 |
| Transition choice probabilities and welfare in ARUM's |
0 |
0 |
0 |
36 |
1 |
2 |
3 |
102 |
| Trip Timing for Public Transportation: An Empirical Application |
0 |
0 |
0 |
80 |
4 |
6 |
6 |
265 |
| Trip chaining - who wins, who loses? |
0 |
0 |
0 |
42 |
2 |
5 |
5 |
212 |
| Trip chaining: Who wins who loses? |
0 |
0 |
0 |
11 |
3 |
11 |
13 |
70 |
| Trip chaining: who wins who loses? |
0 |
0 |
0 |
0 |
3 |
6 |
9 |
12 |
| Trip chaining: who wins who loses? |
0 |
0 |
0 |
31 |
2 |
4 |
6 |
184 |
| Trip timing and scheduling preferences |
0 |
0 |
0 |
55 |
6 |
8 |
8 |
137 |
| Trip-timing decisions and congestion with household scheduling preferences |
0 |
0 |
0 |
0 |
1 |
1 |
2 |
9 |
| Trip-timing decisions and congestion with household scheduling preferences |
0 |
0 |
0 |
0 |
1 |
1 |
1 |
10 |
| Trip-timing decisions and congestion with household scheduling preferences |
0 |
1 |
5 |
57 |
1 |
8 |
14 |
108 |
| Trip-timing decisions and congestion with household scheduling preferences |
0 |
0 |
3 |
54 |
4 |
6 |
11 |
110 |
| Trip-timing decisions and congestion with household scheduling preferences |
0 |
1 |
4 |
31 |
6 |
8 |
14 |
70 |
| Trip-timing decisions and congestion with household scheduling preferences |
0 |
0 |
0 |
0 |
5 |
7 |
7 |
45 |
| Understanding Individual Travel Decisions: Results from a Behavioral Survey in Geneva with Special Emphasis on Mode Choice |
0 |
0 |
0 |
1 |
2 |
3 |
4 |
564 |
| Understanding individual travel decisions: results from a behavioral survey in Geneva with special emphasis on mode choice |
0 |
0 |
0 |
1 |
2 |
3 |
4 |
258 |
| Urbanism, an overview |
0 |
0 |
0 |
63 |
2 |
3 |
4 |
114 |
| Utilitarianism and fairness in portfolio positioning |
0 |
0 |
0 |
0 |
2 |
3 |
6 |
10 |
| Variability of Travel Time, Congestion, and the Cost of Travel |
0 |
0 |
0 |
1 |
1 |
2 |
2 |
33 |
| Variety and size regulation in dicrete choice oligopoly |
0 |
0 |
0 |
0 |
2 |
2 |
2 |
259 |
| Variety and size regulation in discrete choice oligopoly |
0 |
0 |
0 |
0 |
1 |
1 |
3 |
26 |
| Veriety and Size Regulation in Discrete Choice Oligopoly |
0 |
0 |
0 |
0 |
2 |
2 |
3 |
389 |
| When Hotelling meets Vickrey Service timing and spatial asymmetry in the airline industry * |
0 |
0 |
1 |
41 |
4 |
6 |
9 |
77 |
| When Hotelling meets Vickrey: Service timing and spatial asymmetry in the airline industry |
0 |
0 |
0 |
86 |
4 |
7 |
10 |
103 |
| Why combating climate change is so challenging |
0 |
0 |
9 |
9 |
7 |
14 |
34 |
34 |
| Why combating climate change is so challenging |
0 |
1 |
3 |
3 |
1 |
5 |
13 |
13 |
| Total Working Papers |
18 |
57 |
233 |
18,100 |
1,130 |
2,117 |
3,199 |
91,687 |
| Journal Article |
File Downloads |
Abstract Views |
| Last month |
3 months |
12 months |
Total |
Last month |
3 months |
12 months |
Total |
| 5. TIME-VARYING ROAD PRICING AND CHOICE OF TOLL LOCATIONS |
0 |
1 |
1 |
39 |
0 |
2 |
2 |
93 |
| A Game-Theoretic Approach to the Analysis of Simple Congested Networks |
0 |
0 |
1 |
108 |
1 |
2 |
7 |
333 |
| A Noncooperative Analysis of Hotelling's Location Game |
0 |
0 |
0 |
199 |
3 |
6 |
6 |
473 |
| A Representative Consumer Theory of the Logit Model |
0 |
1 |
6 |
479 |
4 |
8 |
22 |
1,217 |
| A Structural Model of Peak-Period Congestion: A Traffic Bottleneck with Elastic Demand |
0 |
0 |
4 |
851 |
6 |
23 |
48 |
2,489 |
| A cost-benefit analysis of tunnel investment and tolling alternatives in Antwerp |
0 |
0 |
1 |
9 |
2 |
4 |
6 |
77 |
| A model of residential location choice with endogenous housing prices and traffic for the Paris region |
0 |
0 |
3 |
41 |
2 |
8 |
18 |
169 |
| A new evaluation and decision making framework investigating the elimination-by-aspects model in the context of transportation projects' investment choices |
0 |
1 |
6 |
56 |
5 |
9 |
17 |
125 |
| A normative analysis of transport policies in a footloose capital model with interregional and intraregional transportation costs |
0 |
0 |
0 |
8 |
2 |
4 |
7 |
73 |
| A temporal and spatial equilibrium analysis of commuter parking |
0 |
0 |
0 |
142 |
1 |
4 |
8 |
448 |
| About the origin of cities |
0 |
0 |
1 |
37 |
3 |
5 |
8 |
167 |
| Accessibility and environmental quality: inequality in the Paris housing market |
0 |
0 |
1 |
24 |
3 |
7 |
15 |
105 |
| An overview of effects of COVID-19 on mobility and lifestyle: 18 months since the outbreak |
0 |
0 |
0 |
4 |
4 |
8 |
11 |
29 |
| Analyzing work departure time variability in Brussels |
0 |
0 |
0 |
5 |
1 |
4 |
7 |
109 |
| Are users better-off with new transit lines? |
0 |
0 |
0 |
8 |
5 |
6 |
8 |
32 |
| Assessing transport investments - Towards a multi-purpose tool |
0 |
0 |
0 |
19 |
3 |
5 |
7 |
85 |
| Availability Constraints in the Housing Market |
0 |
0 |
1 |
44 |
3 |
3 |
4 |
120 |
| Best, worst, and best&worst choice probabilities for logit and reverse logit models |
0 |
0 |
0 |
0 |
0 |
2 |
2 |
4 |
| Beware of black swans: Taking stock of the description–experience gap in decision under uncertainty |
0 |
1 |
4 |
69 |
6 |
9 |
15 |
162 |
| Bibliographic Section |
0 |
0 |
0 |
0 |
1 |
1 |
3 |
13 |
| Bottleneck congestion and urban spatial structure with heterogeneous households: Equilibrium, capacity expansion and congestion tolling |
0 |
0 |
0 |
1 |
7 |
11 |
18 |
21 |
| Chapter 1 Investment and the use of tax and toll revenues in the transport sector: The research agenda |
0 |
0 |
0 |
25 |
1 |
2 |
3 |
120 |
| Chapter 12 Synthesis of case study results and future prospects |
0 |
0 |
1 |
19 |
2 |
4 |
5 |
119 |
| Chapter 2 Transport user charges and cost recovery |
1 |
1 |
1 |
120 |
14 |
53 |
60 |
555 |
| Chapter 5 Comparing alternative pricing and revenue use strategies with the MOLINO model |
0 |
0 |
0 |
19 |
4 |
5 |
6 |
90 |
| Commuters' Paths with Penalties for Early or Late Arrival Time |
0 |
0 |
0 |
2 |
1 |
1 |
2 |
14 |
| Competition for attention in the Information (overload) Age |
2 |
2 |
2 |
76 |
5 |
7 |
13 |
352 |
| Competition on Networks: Some Introductory Notes |
0 |
0 |
0 |
0 |
3 |
4 |
5 |
12 |
| Competitive Location with Random Utilities |
0 |
0 |
0 |
3 |
1 |
3 |
4 |
23 |
| Concurrence imparfaite et transmission de la politique monétaire sur les taux débiteurs |
0 |
0 |
0 |
4 |
0 |
2 |
3 |
25 |
| Congestion and Game in Capacity: a Duopoly Analysis in the Presence of Network Externalities |
0 |
1 |
1 |
16 |
1 |
2 |
3 |
81 |
| Congestion in a city with a central bottleneck |
0 |
0 |
1 |
33 |
2 |
7 |
11 |
139 |
| Congestion pricing and long term urban form: Application to Paris region |
0 |
0 |
2 |
36 |
5 |
5 |
13 |
153 |
| Congestion pricing on a road network: A study using the dynamic equilibrium simulator METROPOLIS |
0 |
0 |
1 |
60 |
0 |
1 |
4 |
208 |
| Congestion tolling - dollars versus tokens: A comparative analysis |
0 |
0 |
2 |
23 |
5 |
5 |
10 |
78 |
| Cordon pricing in the monocentric city: theory and application to Paris region |
0 |
0 |
0 |
25 |
4 |
5 |
10 |
156 |
| Cost recovery from congestion tolls with long-run uncertainty |
0 |
0 |
0 |
3 |
2 |
3 |
5 |
39 |
| DISCRETE CHOICE AND RATIONAL INATTENTION: A GENERAL EQUIVALENCE RESULT |
0 |
0 |
1 |
7 |
3 |
3 |
13 |
56 |
| Decoupling the CES Distribution Circle with Quality and Beyond: Equilibrium Distributions and the CES-Logit Nexus |
0 |
1 |
2 |
10 |
4 |
8 |
11 |
44 |
| Demand for Differentiated Products, Discrete Choice Models, and the Characteristics Approach |
0 |
2 |
5 |
334 |
8 |
16 |
24 |
836 |
| Departure time and route choice for the morning commute |
0 |
0 |
3 |
191 |
3 |
8 |
17 |
503 |
| Discomfort in mass transit and its implication for scheduling and pricing |
0 |
1 |
1 |
28 |
2 |
10 |
15 |
103 |
| Discrete choice models with capacity constraints: An empirical analysis of the housing market of the greater Paris region |
0 |
0 |
2 |
103 |
4 |
7 |
15 |
305 |
| Discrete choice theory of product differentiation: Simon P. Anderson, Andre de Palma and Jacques-Francois Thisse (The MIT press, Cambridge, 1992) pp. 423 |
3 |
5 |
19 |
1,689 |
5 |
8 |
39 |
3,338 |
| Dynamic Model of Peak Period Traffic Congestion with Elastic Arrival Rates |
0 |
0 |
0 |
9 |
2 |
4 |
4 |
37 |
| Dynamic Models of Competition between Transportation Modes |
0 |
0 |
0 |
18 |
0 |
2 |
3 |
76 |
| Dynamic model of peak period congestion |
0 |
0 |
0 |
49 |
0 |
1 |
4 |
153 |
| Dynamic network equilibrium: Some comments |
0 |
0 |
0 |
8 |
2 |
3 |
4 |
47 |
| Economic distributions, primitive distributions, and demand recovery in monopolistic competition |
0 |
0 |
3 |
5 |
5 |
13 |
21 |
31 |
| Economics of a bottleneck |
0 |
0 |
4 |
474 |
3 |
18 |
27 |
1,207 |
| Effect of an Accessibility Measure in a Model for Choice of Residential Location, Workplace, and Type of Employment |
0 |
1 |
4 |
75 |
3 |
5 |
10 |
110 |
| Employer-provided parking: Departure time choice, investment decision, and welfare effects |
0 |
0 |
4 |
4 |
2 |
6 |
18 |
21 |
| Equilibria and Information Provision in Risky Networks with Risk-Averse Drivers |
0 |
1 |
3 |
37 |
4 |
8 |
12 |
58 |
| Equilibrium in Competing Networks with Differentiated Products |
0 |
0 |
0 |
2 |
2 |
6 |
7 |
19 |
| Equilibrium in a dynamic model of congestion with large and small users |
0 |
0 |
0 |
6 |
3 |
8 |
12 |
36 |
| Estimation of consistent Logit and Probit models using best, worst and best–worst choices |
0 |
0 |
1 |
8 |
1 |
4 |
8 |
33 |
| Firm Mobility and Location Equilibrium |
0 |
0 |
1 |
29 |
2 |
3 |
7 |
356 |
| From local to global competition |
0 |
0 |
0 |
138 |
2 |
9 |
15 |
418 |
| Heterogeneity in states and urban structure |
0 |
0 |
0 |
10 |
1 |
4 |
5 |
58 |
| INTRA-HOUSEHOLD DISCRETE CHOICE MODELS OF MODE CHOICE AND RESIDENTIAL LOCATION |
0 |
0 |
0 |
0 |
7 |
9 |
13 |
122 |
| Identities for maximum, minimum, and maxmin random utility models |
0 |
0 |
0 |
5 |
0 |
1 |
3 |
43 |
| Impacts of Metering-Based Dynamic Priority Schemes |
0 |
0 |
0 |
0 |
1 |
2 |
2 |
2 |
| Imperfect competition and congestion in the City |
0 |
0 |
0 |
37 |
2 |
4 |
6 |
125 |
| Imperfect public choice |
0 |
0 |
1 |
2 |
2 |
4 |
6 |
8 |
| In Memoriam---William S. Vickrey, 1914--1996 |
0 |
0 |
0 |
2 |
4 |
5 |
5 |
14 |
| In Memoriam: Ilya Prigogine (1917–2003) |
0 |
0 |
0 |
2 |
1 |
1 |
2 |
14 |
| Incomplete Information, Expectation, and Subsequent Decisionmaking |
0 |
0 |
0 |
6 |
0 |
1 |
3 |
60 |
| Individual and couple decision behavior under risk: evidence on the dynamics of power balance |
0 |
1 |
4 |
123 |
6 |
7 |
13 |
301 |
| Influence of dynamic congestion with scheduling preferences on carpooling matching with heterogeneous users |
0 |
0 |
1 |
1 |
2 |
3 |
5 |
10 |
| Information and Usage of Congestible Facilities Under Different Pricing Regimes |
0 |
0 |
0 |
34 |
3 |
4 |
5 |
302 |
| Information and Usage of Free-Access Congestible Facilities with Stochastic Capacity and Demand |
0 |
0 |
0 |
1 |
2 |
5 |
10 |
218 |
| Information and time-of-usage decisions in the bottleneck model with stochastic capacity and demand |
0 |
0 |
1 |
89 |
2 |
6 |
12 |
226 |
| Information congestion |
0 |
0 |
0 |
77 |
2 |
5 |
9 |
287 |
| Introduction |
0 |
0 |
0 |
1 |
6 |
8 |
10 |
82 |
| Introduction |
0 |
0 |
0 |
1 |
1 |
3 |
3 |
90 |
| Introduction to the Special Issue on Funding Transportation Infrastructure |
0 |
0 |
0 |
7 |
1 |
3 |
7 |
51 |
| Introduction to the Special Issue on Pricing, Financing, Regulating Transport Infrastructures and Services |
0 |
0 |
0 |
8 |
1 |
2 |
5 |
81 |
| Invariance of conditional maximum utility |
0 |
0 |
0 |
40 |
4 |
5 |
6 |
156 |
| Les modéles de choix discret |
0 |
0 |
1 |
8 |
1 |
5 |
10 |
71 |
| MARKET PERFORMANCE WITH MULTIPRODUCT FIRMS* |
0 |
0 |
0 |
42 |
2 |
5 |
8 |
163 |
| Maintenance, service quality and congestion pricing with competing roads |
0 |
0 |
1 |
27 |
1 |
3 |
10 |
122 |
| Meeting the European Union’s zero-CO2-emissions target for cars in France |
0 |
0 |
0 |
0 |
1 |
2 |
3 |
3 |
| Modelling and evaluation of road pricing in Paris |
0 |
0 |
0 |
64 |
4 |
5 |
5 |
183 |
| Modélisation de la demande temporelle pour le téléphone |
0 |
0 |
0 |
0 |
4 |
7 |
8 |
29 |
| Multiproduct Firms: A Nested Logit Approach |
0 |
0 |
5 |
276 |
3 |
8 |
24 |
813 |
| Network Development Under a Strict Self-Financing Constraint |
0 |
0 |
0 |
6 |
5 |
6 |
8 |
68 |
| Noisy demand and mode choice |
0 |
0 |
0 |
4 |
0 |
0 |
1 |
36 |
| Oligopolistic Competition and the Optimal Provision of Products |
0 |
0 |
0 |
299 |
1 |
7 |
10 |
1,644 |
| Oligopoly and Luce's Choice Axiom |
0 |
0 |
0 |
15 |
3 |
4 |
8 |
134 |
| On Existence of Location Equilibria in the 3-Firm Hotelling Problem |
0 |
0 |
3 |
283 |
6 |
8 |
14 |
707 |
| On the Existence and Uniqueness of Equilibrium in the Bottleneck Model with Atomic Users |
0 |
0 |
0 |
0 |
3 |
4 |
6 |
18 |
| On the stochastic modelling of systems with non-local interactions |
0 |
0 |
0 |
3 |
6 |
6 |
7 |
23 |
| On the use of reservation-based autonomous vehicles for demand management |
0 |
0 |
1 |
15 |
5 |
9 |
14 |
69 |
| Optimal timetables for public transportation |
0 |
0 |
0 |
55 |
6 |
9 |
10 |
155 |
| Parking in the city* |
0 |
0 |
0 |
49 |
2 |
4 |
4 |
167 |
| Partial compatibility with network externalities and double purchase |
0 |
0 |
0 |
85 |
3 |
4 |
6 |
315 |
| Policy insights from the urban road pricing case studies |
0 |
0 |
0 |
33 |
6 |
6 |
9 |
147 |
| Politique monétaire et concurrence bancaire |
0 |
0 |
1 |
6 |
2 |
2 |
5 |
20 |
| Price Dispersion and Consumer Reservation Prices |
1 |
1 |
1 |
113 |
5 |
11 |
15 |
413 |
| Pricing vehicle emissions and congestion externalities using a dynamic traffic network simulator |
0 |
0 |
3 |
8 |
0 |
1 |
9 |
33 |
| Private Operators and Time-of-Day Tolling on a Congested Road Network |
0 |
0 |
1 |
33 |
4 |
5 |
7 |
143 |
| Private roads, competition, and incentives to adopt time-based congestion tolling |
0 |
0 |
2 |
83 |
2 |
6 |
11 |
322 |
| Private toll roads: Competition under various ownership regimes |
0 |
0 |
1 |
341 |
7 |
10 |
13 |
1,708 |
| Privatization and efficiency in a differentiated industry |
0 |
1 |
1 |
99 |
1 |
8 |
16 |
400 |
| Process and context in choice models |
0 |
1 |
4 |
103 |
2 |
4 |
13 |
257 |
| Product Diversity in Asymmetric Oligopoly: Is the Quality of Consumer Goods too Low? |
0 |
1 |
1 |
2 |
4 |
11 |
14 |
27 |
| Properties of Dynamic Traffic Equilibrium Involving Bottlenecks, Including a Paradox and Metering |
0 |
0 |
0 |
8 |
0 |
3 |
7 |
37 |
| Public transport reliability and commuter strategy |
0 |
0 |
2 |
43 |
3 |
5 |
11 |
179 |
| RESTORING THE PRINCIPLE OF MINIMUM DIFFERENTIATION IN PRODUCT POSITIONING |
0 |
0 |
0 |
1 |
5 |
8 |
11 |
900 |
| Random queues and risk averse users |
0 |
0 |
0 |
5 |
6 |
8 |
10 |
49 |
| Rational Choice under an Imperfect Ability to Choose |
0 |
0 |
1 |
154 |
4 |
5 |
13 |
583 |
| Regulation in the automobile industry |
0 |
0 |
0 |
255 |
0 |
3 |
8 |
1,226 |
| Research challenges in modelling urban road pricing: An overview |
0 |
0 |
1 |
21 |
3 |
4 |
7 |
89 |
| Residential change and economic choice behavior |
0 |
0 |
0 |
10 |
1 |
1 |
3 |
55 |
| Reverse discrete choice models |
0 |
0 |
0 |
67 |
2 |
6 |
10 |
201 |
| Ring road investment, cordon tolling, and urban spatial structure |
0 |
0 |
2 |
3 |
1 |
3 |
8 |
12 |
| Risk Aversion, Road Choice, and the One-Armed Bandit Problem |
0 |
0 |
0 |
4 |
6 |
8 |
8 |
24 |
| Risk Aversion, the Value of Information, and Traffic Equilibrium |
0 |
1 |
5 |
42 |
2 |
7 |
12 |
71 |
| Risk and Uncertainty in Urban and Transport Economics |
0 |
0 |
0 |
19 |
2 |
3 |
4 |
56 |
| Risk aversion in expected intertemporal discounted utilities bandit problems |
0 |
0 |
0 |
5 |
2 |
5 |
9 |
38 |
| Risk in Transport Investments |
0 |
0 |
1 |
48 |
1 |
3 |
5 |
135 |
| Risk sharing in procurement |
0 |
1 |
2 |
14 |
5 |
7 |
10 |
103 |
| Risk, uncertainty and discrete choice models |
0 |
1 |
4 |
182 |
7 |
10 |
16 |
460 |
| Risky Time Prospects and Travel Demand |
0 |
0 |
0 |
10 |
2 |
2 |
6 |
54 |
| Route choice decision under travel time uncertainty |
0 |
1 |
4 |
174 |
2 |
5 |
12 |
407 |
| Route choice with heterogeneous drivers and group-specific congestion costs |
1 |
1 |
1 |
205 |
3 |
7 |
10 |
425 |
| SPATIAL ASYMMETRIC DUOPOLY WITH AN APPLICATION TO BRUSSELS' AIRPORTS* |
0 |
0 |
0 |
19 |
0 |
2 |
4 |
70 |
| Shouting to Be Heard in Advertising |
0 |
0 |
0 |
5 |
4 |
5 |
7 |
44 |
| Social Crisis Prevention: A Political Alert Index for the Israel-Palestine Conflict |
0 |
0 |
0 |
21 |
4 |
4 |
7 |
183 |
| Some Circumstances in Which Vehicles Will Reach Their Destinations Earlier by Starting Later: Revisited |
0 |
0 |
0 |
0 |
0 |
2 |
3 |
4 |
| Spatial Price Discrimination with Heterogeneous Products |
0 |
0 |
1 |
182 |
1 |
9 |
36 |
763 |
| Spatial Price Policies Reconsidered |
0 |
0 |
0 |
52 |
4 |
8 |
10 |
244 |
| Spatial competition under uniform delivered pricing |
0 |
0 |
1 |
15 |
2 |
3 |
6 |
112 |
| Spatial competition with differentiated products |
1 |
2 |
2 |
100 |
1 |
5 |
9 |
206 |
| Spatial price and variety competition in an urban retail market: A nested logit analysis |
1 |
1 |
1 |
162 |
3 |
4 |
6 |
375 |
| Special issue in the honor of Daniel McFadden: introduction |
0 |
1 |
6 |
47 |
1 |
5 |
12 |
74 |
| Stochastic Equilibrium Model of Peak Period Traffic Congestion |
0 |
0 |
0 |
4 |
1 |
3 |
4 |
21 |
| Stockholm congestion charging: an assessment with METROPOLIS and SILVESTER |
0 |
0 |
1 |
6 |
2 |
4 |
5 |
21 |
| Switching in the logit |
0 |
0 |
0 |
52 |
2 |
3 |
3 |
112 |
| Tailored priority allocation in the bottleneck model with general user heterogeneity |
0 |
0 |
0 |
0 |
2 |
6 |
8 |
9 |
| Tax incidence in differentiated product oligopoly |
0 |
1 |
9 |
216 |
85 |
131 |
147 |
799 |
| Technical Note—Optimal Locations on a Line with Random Utilities |
0 |
0 |
0 |
0 |
0 |
1 |
3 |
9 |
| The CES and the logit: Two related models of heterogeneity |
0 |
2 |
4 |
173 |
3 |
9 |
13 |
371 |
| The CES is a discrete choice model? |
0 |
1 |
15 |
304 |
3 |
5 |
36 |
586 |
| The Diffusion of Consumer Durables in a Vertically Differentiated Oligopoly |
0 |
0 |
0 |
32 |
4 |
6 |
6 |
208 |
| The Impact of Information Availability on Destination Choice |
0 |
0 |
0 |
10 |
2 |
4 |
5 |
36 |
| The Inverse Product Differentiation Logit Model |
0 |
1 |
2 |
3 |
3 |
6 |
11 |
12 |
| The Logit as a Model of Product Differentiation |
0 |
0 |
2 |
238 |
6 |
8 |
17 |
600 |
| The Principle of Minimum Differentiation Holds under Sufficient Heterogeneity |
0 |
0 |
2 |
321 |
1 |
5 |
14 |
1,032 |
| The dynamics of urban traffic congestion and the price of parking |
0 |
0 |
1 |
30 |
3 |
6 |
18 |
143 |
| The economics of crowding in rail transit |
0 |
0 |
0 |
23 |
4 |
7 |
11 |
145 |
| The economics of pricing parking |
0 |
0 |
1 |
433 |
3 |
5 |
9 |
1,123 |
| The efficiency of indirect taxes under imperfect competition |
0 |
0 |
1 |
112 |
3 |
14 |
21 |
335 |
| The impact of adverse weather conditions on the propensity to change travel decisions: A survey of Brussels commuters |
0 |
2 |
3 |
58 |
4 |
9 |
16 |
259 |
| The merits of separating cars and trucks |
0 |
0 |
1 |
61 |
5 |
12 |
20 |
289 |
| The temporal use of a telephone line |
0 |
0 |
0 |
16 |
2 |
3 |
3 |
120 |
| The valuation of travel time reliability: does congestion matter? |
0 |
1 |
2 |
12 |
4 |
9 |
10 |
54 |
| Towards a Principal-Agent Based Typology of Risks in Public-Private Partnerships |
0 |
0 |
0 |
24 |
3 |
4 |
8 |
103 |
| Tradable permit schemes for congestible facilities with uncertain supply and demand |
0 |
0 |
0 |
10 |
3 |
3 |
4 |
48 |
| Transition choice probabilities and welfare analysis in additive random utility models |
0 |
0 |
1 |
27 |
7 |
10 |
13 |
103 |
| Transportation Mode Choice |
0 |
0 |
0 |
52 |
4 |
4 |
5 |
252 |
| Transportation mode choice and city-suburban public transportation service |
0 |
0 |
0 |
23 |
2 |
3 |
4 |
92 |
| Trip Chaining: Who Wins Who Loses? |
0 |
0 |
0 |
14 |
3 |
3 |
6 |
96 |
| Trip-timing decisions and congestion with household scheduling preferences |
0 |
1 |
4 |
73 |
1 |
4 |
9 |
139 |
| Understanding individual travel decisions: results from a commuters survey in Geneva |
0 |
0 |
0 |
11 |
1 |
2 |
4 |
64 |
| Usage-dependent peak-load pricing |
0 |
0 |
1 |
31 |
2 |
2 |
5 |
108 |
| Utilitarianism and fairness in portfolio positioning |
0 |
0 |
1 |
27 |
5 |
9 |
10 |
140 |
| Variability of Travel Time, Congestion, and the Cost of Travel |
0 |
0 |
0 |
4 |
2 |
2 |
3 |
36 |
| Variable willingness to pay for network externalities with strategic standardization decisions |
0 |
0 |
0 |
77 |
1 |
3 |
7 |
223 |
| Variety and size regulation in discrete choice oligopoly |
0 |
0 |
1 |
40 |
2 |
2 |
5 |
147 |
| When Hotelling meets Vickrey. Service timing and spatial asymmetry in the airline industry |
0 |
0 |
1 |
13 |
4 |
6 |
9 |
78 |
| Total Journal Articles |
10 |
42 |
213 |
12,732 |
568 |
1,095 |
1,832 |
41,827 |
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