Investigation of the Impacts of Shared Autonomous Vehicle Operation in Halifax, Canada Using a Dynamic Traffic Microsimulation Model

Shared autonomous vehicle services: A comprehensive review

“…Independent systems can be further divided into two, based on who owns the vehicles. Systems similar to current mobility-on-demand (MOD) service providers (like Uber & Lyft) fall into one category (Alam & Habib, 2018;Bauer et al, 2018;Bischoff & Maciejewski, 2016;Bischoff et al, 2017;Bösch et al, 2016;Bösch et al, 2018a;Brownell & Kornhauser, 2014;Childress et al, 2015;Dia & Javanshour, 2017;Fagnant & Kockelman, 2014Gelauff et al, 2017;Hörl, 2017;Jäger et al, 2017;Kondor et al, 2018;Liu et al, 2017;Loeb et al, 2018;Lokhandwala & Cai, 2018;Ma et al, 2017;Martinez & Viegas, 2017;Mendes et al, 2017;Moreno et al, 2018;Zhang et al, 2015;Zhang & Guhathakurta, 2018;Zhao & Kockelman, 2018), while the other category is a fractionally owned system, wherein e.g. a group of households share an autonomous vehicle (e.g., Allahviranloo & Chow, 2019;Masoud & Jayakrishnan, 2017).…”

“…Mode choice/simple rules The component Demand involves estimation of demand in the study area and mode share for SAV services. With regards to the former, trips are generated based on travel survey data Dia & Javanshour, 2017;Fagnant & Kockelman, 2014Martinez & Viegas, 2017;Zhang et al, 2015), data from existing land-use and transport models (Alam & Habib, 2018;Bischoff & Maciejewski, 2016;Bösch et al, 2016;Childress et al, 2015;Gelauff et al, 2017;Jäger et al, 2017;Meyer et al, 2017;Moreno et al, 2018;Zhao & Kockelman, 2018;Iacobucci et al, 2019), travel records from transit smart card (Shen et al, 2018), cell phone data (Gurumurthy & Kockelman, 2018;Kondor et al, 2018) or a taxi dataset (Chicago taxi dataset in Hyland & Mahmassani, 2018 and New York taxi dataset in Alonso-Mora et al, 2017;Bauer et al, 2018;Lokhandwala & Cai, 2018;Ma et al, 2017;Rossi et al, 2018;Yi et al, 2018;Zhang & Pavone, 2016. In case exact trip times are not available but only hourly or daily averages (usually the case when using travel survey data), a distribution (e.g. a Poisson distribution) is used to randomly generate trip requests (e.g., Fagnant & Kockelman, 2014;Zhang et al, 2015).…”

“…The transit and time-dependent SAV demands from the lower level are used to determine the fleet size for SAV service and to modify transit network frequency, allowing removal of certain transit routes. Assuming a fixed fleet size (single or multiple values) for SAV service is also commonly found in literature (Alam & Habib, 2018;Lokhandwala & Cai, 2018;Moreno et al, 2018;Shen et al, 2018). Initial fleet placement can be fixed (Vosooghi et al, 2019), random (Bösch et al, 2016;Zhang et al, 2015), based on the population density (Bischoff & Maciejewski, 2016;Bösch et al, 2018b) or based on warm-start (Fagnant & Kockelman, 2014).…”

“…As the name implies, the former category involves a simulation system, while in the latter, an equilibrium assignment model based on Wardrop's principles is used. For modelling on-demand SAV services, majority of the studies use simulation systems (e.g., Alam & Habib, 2018;Alazzawi et al, 2018;Bischoff & Maciejewski, 2016;Bösch et al, 2016;Fagnant & Kockelman, 2018;Hörl, 2017;Liu et al, 2017;Lokhandwala & Cai, 2018;Mahmassani, 2018;Moreno et al, 2018). For a list of simulation models being used in the reviewed studies, the readers are referred to Table A1 in the Appendix.…”

Exploring the Factors Affecting Mode Choice Intention of Autonomous Vehicle Based on an Extended Theory of Planned Behavior—A Case Study in China

“…AV technology has received considerable attention in major car manufacturers and IT companies. Under the background of the sharing economy, the advent of AV technology will bring a novel mobility pattern such as SAV, which could transform vehicles from an owned product to an on-demand service [3][4][5]. SAVs can drive to pick up passengers autonomously without moving to a waiting spot.…”