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With mobile activity loggers (MoALs) and the adop- tion of an agent- type system, a system in which input from a mobile phone was easy, and viewing, recording, and correcting trip records was made possible for sub- jects anywhere was developed by instantly sharing data via the web diary. Figure 3 shows travel- activity data from a subject that was collected by MoALs. It is clear that the trip- activity and path- selection patterns that var- ied daily were simultaneously measured. In GPS- based probe vehicle surveys, it is possible to collect successive day- to- day activity data for a long period, if only for the path variations. However, it is difficult to collect trip- activity data and analyze activities after trips that are related to path changes at the same time. However, simple web or paper questionnaires can be a great burden in successive surveys, and it has been sur- mised that simultaneously collecting path data is difficult even when diary data can be obtained. As shown in the Figure 3, MoALs enable the observation of perturbation phenomena such as path changes and rechanges that can occur over the long term, along with concurrent time variations for the trip- activity patterns. It suggests that the collection of individual trip- activity data is possible over a long period by combining mobile phones and a web diary. To verify the validity of MoALs, the Matsuyama probe person (MPP) survey was implemented for 3 years starting in 2003. The MPP survey is a panel- type survey, and a successive diary survey was implemented for the same subjects by using MoALs for about a month. A new panel was added each wave. The rate of subject withdrawal in the course of the survey by using these methods was 2% and 9.3%, respectively, for MPP2003 and MPP2004. The rate was higher for MPP2004 than for MPP2003. In implementing the survey, measures to protect personal information were taken and included the preparation of a privacy policy that documented the limited methods of personal information usage and the like and its presentation to subjects to obtain a data pro- vision contract. The survey results were compared with those from both the national transportation census and a person trip survey implemented within the same region in the past. The survey periods for the national trans- portation census and person trip survey were both a day long. Upon comparison of the average number of trips, it is clear that MPP showed a larger value. In addition, the average number of trips for one day drastically increased when compared with the conventional national trans- portation census or person trip survey. It has been sur- mised that trip omission occurs less frequently with this method than with conventional surveys that use paper. Furthermore, the number of trips for one person on 1 day increased from 3.61 in MPP2003 to 3.80 in MPP2004. Trip omission was considered to decrease due to the reduction in the reply- flow burden on test subjects. The system configuration varied in MPP2003, MPP2004, and MPP2005. Because MPP2003 had no facility registration function, the reason for omission may have been test subject reluctance. Moreover, there were no facility attributes, transportation means, or purpose of trip omissions in MPP2004. The reason for this seemed to be the systemâs preventing of test sub- jects from completing editing work if any of the report is blank when editing the web diary. The cost for con- verting the information into data in MoALs is negligi- ble. In contrast, data coding costs can be enormous for censuses or person trip surveys if implemented on a large scale, as it can take from 1 to 10 min per slip. In such a system, attempts are made to enhance the function of making subjects themselves complete activity records by using a blog function, as well as by simply asking them to record trip data. Interactive Surveys: Applications of Survey Techniques by Using RFID Tags In the probe person survey, the origin and destination of travel behavior in a wide area are collected by means of GPS information. Because the accuracy of position infor- mation from a GPS is about 5 to 15 m, it cannot be said that the origin and destination are accurately and reliably authenticated. In particular, it is difficult to acquire indoor position information, and there are such problems as the inability to identify with accuracy travel to different facil- ities in the same building and the difficulty of identifying an automobile and a bus traveling the same path. However, in a behavior survey using RFID tags, sub- jects are asked to carry a card with an IC chip that trans- mits weak radio waves, and the radio waves are transmitted by RFID tags to readers installed in specific locations, making it possible to record an individualâs 191 DATA- ORIENTED TRAVEL BEHAVIOR ANALYSIS FIGURE 3 Incentive systems for pedestrians based on probe person systems.