Advanced continuous-discrete model for joint time-use expenditure and mode choice estimation (original) (raw)
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Transportation, 2019
Based on a time-use model with a sound theoretical basis and carefully collected data for Austria, the value of leisure (VoL) for different population segments has been estimated. Through the combination of these results with mode-specific values of travel time savings from a related study based on the same data, the first mode-specific values of time assigned to travel (VTAT) were calculated. Data was collected using a Mobility-Activity-Expenditure Diary, a novel survey format which gathers all activities, expenditures, and travel decisions from the same individuals for 1 week in a diary-based format. The average VoL is 8.17 €/h, which is below the mean wage of 12.14 €/h, indicating that the value of work is, on average, negative. Regarding the reliability of the VoL, we show its sensitivity to the variance of working time in a sample, something that has been ignored in previous studies and could be used to avoid inadequate segmentation. We controlled this effect in the analysis of the heterogeneity of the VoL across the population by estimating the parameters from the total (unsegmented) dataset with single interaction terms. We find that the VTAT is strictly negative for walking, predominantly negative for cycling and car, and predominantly positive for public transport with 0.27 €/h on average. The positive VTAT for public transport is a strong indication for the importance of travel conditions, in turn suggesting that improvements in travel conditions of public transport might be as important as investing in shorter travel times.
Transportation Research Part A: Policy and Practice
Being of great importance for transportation policy appraisals, we investigate mode and user-type effects in the value of travel time savings (VTTS) using a pooled RP/SP Mixed Logit modeling approach for mode, route and destination choice data. For a representative sample of Austrian workers, our analysis reveals population-weighted median VTTS estimates for car (12.3 Euro/h), public transportation (PT; 8.1 Euro/h), bike (11.7 Euro/h) and walk (10.2 Euro/h). Considering only those respondents who have used car and PT in the observation period (and thus are familiar with both modes), we find that four user characteristics are able to decompose this substantial difference in median VTTS between car and PT (i.e. the total mode effect) of about 4.9 Euro/h: Posterior means of individual and mode-specific VTTS distributions reveal a reduced mode effect for high income (4.6 Euro/h), female (4.5 Euro/h), low educated (4.3 Euro/h) and urban (3.0 Euro/h) user groups. Our results indicate that in the case of Austrian workers, characteristics of the mode are more important than characteristics of the users, and that the travel time spent in PT is valued less than in a car for all investigated user groups.
Journal of Transport Economics and Policy
Many travel choice models estimated throughout the world have been used to calculate the full value of travel time savings. Its components, however, have never been estimated quantitatively. This article takes into consideration the fact that travel (mode) choice and activity demand models come from a common microeconomic framework such that their specifications are linked. The authors show that estimating both types of models from the same population makes it possible to obtain all components of the subjective value of travel time savings empirically because the models share some common parameters. This novel approach is experimentally applied using information on travel choices and homework activities for two income groups collected in Santiago, Chile.
The study presented here makes use of Stated Preference (SP) data on mode choice collected as part of a recent survey on long distance travel undertaken in three European countries. The purpose of this article is twofold. It aims at exploring the impacts of the choice of probability distributions while accounting for unobserved taste heterogeneity and it aims at focusing on the derived estimation of the distributions of values of travel time savings (VTTS).
Changes in Variations of Travel Time Expenditure
Transportation Research Record: Journal of the Transportation Research Board, 2011
Word Count: 6,195 words + 5 tables/figures = 7,445 equivalent words (max. = 7,500) ABSTRACT This paper attempts to develop a method for capturing changes in variations of travel time expenditure, and show the empirical results by using German Mobility Panel data, a multi-day and multi-period panel data. This is intended to provide some useful information from observation side, bearing improvement of evaluation methods of the benefits from transport infrastructure investment in mind. The proposed methodology can deal with changes and variations simultaneously and explicitly, and it can be easily extended to other model types as long as the model defined as one kind of generalized linear model. The empirical analysis indicate that travel time expenditures become more dependent on the situational attributes, rather than their individual or household attributes, implying that the travel time expenditures change towards diversifications and that longer behavioral observation becomes more important to describe people's travel time expenditure. The results also imply that the understanding of dynamic aspects of behavior is still important and remain as a big challenging issue to be revisited, not only to improve forecasting models, but also to reconsider the benefits from transportation investment.
2003
We develop in this paper several discrete choice models to describe the traveler's demand for transportation alternatives in a random utility framework. Our investigation is covering a wide range of issues when modeling the choice behavior: we focus here on choice set heteroskedasticity, taste unobservable heterogeneity and attribute specific variables specifications. Our models are using a wide range of explanatory variables and are providing along with intuition behavioral results. We derive contingent values of time depending on the individual characteristics, tastes and psychologics, and on the transportation market attributes. Their estimates using our sample provide consistent with practice values of travel times, but also with the presence of an income effect, values of travel times that suggest the need for higher absorption capacities of the parisian transportation networks during the morning peak hours.
2018
hEART 2018 Simultaneous estimation of a joint time use, expenditure allocation and mode choice model: A simulated maximum likelihood approach Basil Schmid PhD student at the Institute for Transport Planning and Systems, ETH Zurich, Switzerland E-Mail: basil.schmid@ivt.baug.ethz.ch Simona Jokubauskaite PhD student at the Institute of Applied Statistics and Computing, BOKU Vienna, Austria E-Mail: simona.jokubauskaite@boku.ac.at Florian Aschauer PhD student at the Department of Landscape, Spatial and Infrastructure Sciences, BOKU Vienna, Austria E-Mail: florian.aschauer@boku.ac.at Dr. Stefanie Peer Institute for Multi-Level Governance and Development, WU Vienna, Austria E-Mail: stefanie.peer@wu.ac.at Dr. Reinhard Hoessinger Institute for Transport Studies, BOKU Vienna, Austria E-Mail: reinhard.hoessinger@boku.ac.at Prof. Regine Gerike Institute of Transport Planning and Road Traffic, TU Dresden, Germany E-Mail: regine.gerike@tu-dresden.de Prof. Sergio Jara-Diaz Department of Civil Engi...
This paper analyses the sensitivity of the subjective value of travel time (SVT) by considering different models based on the microeconomic theory of time allocation, as well as different econometric specifications of discrete choice models, and provides empiri cal evidence of this. Thus, the objective is to estimate wage rate and expenditure rate models together with a model that includes cost-weighted income. For this purpose we use discrete choice econo metric models in which heterogeneity among individuals is introduced. Taking into account that the most important benefit of a transport infrastructure project is the value of the travel time saved, the subjective value of time (SVT), the results allow us to determine which microeconomic model and empirical specification are the most robusto In addition, we can obtain comparisons of the values obtained for different countries and areas of study. For estimates, data from an origin-destination survey conducted among students at the University of Cantabria in the city of Santander (Spain) have been used.
Transportation Research Part A: Policy and Practice, 2021
We use state-of-the art estimation approaches to obtain mode-specific values of travel time savings (VTTS) based on pooled RP/SP travel choice data of Zurich workers. Unlike the large majority of time valuation studies, we also have data on the respondents' time-use and expenditure allocation, which enables us to estimate their value of leisure (VoL), i.e. the opportunity value of liberated time when the duration of a committed activity, such as travel, is reduced. We use the estimates of the VoL and the VTTS to derive the value of time assigned to travel (VTAT)-the monetary value of the direct (dis-)utility derived from the conditions experienced while traveling. Linking the VTTS and VoL at the individual-level allows for a detailed analysis of VTAT distributions. We obtain median VTTS for car and motorbike (MIV) of 30.6 CHF/h, carpooling (CP) of 27.7 CHF/h, carsharing (CS) of 26.7 CHF/h, walk of 26.7 CHF/h, bike of 18.2 CHF/h and public transportation (PT) of 14.8 CHF/h. The median VoL amounts to 25.2 CHF/h. We find that MIV, CS and CP perform worst in terms of VTAT (as indicated by values smaller than zero), showing that the perceived travel comfort all in car modes (private, shared and pooled) is substantially lower than for PT and bike, where the VTAT are greater than zero. From a transportation policy perspective, our results suggest that travel comfort matters greatly and investing in the quality of travel should therefore obtain more attention. However, from a PT operator's point of view, our results indicate that in the case of Zurich, investing in faster connections may exhibit a higher marginal impact on user benefits, since the VoL is relatively high, while travel comfort is perceived as high already.
Behind the Subjective Value of Travel Time Savings
2003
Many travel choice models estimated throughout the world have been used to calculate the full value of travel time savings. Its components, however, have never been estimated quantitatively. This article takes into consideration the fact that travel (mode) choice and activity demand models come from a common microeconomic framework such that their specifications are linked. The authors show that estimating both types of models from the same population makes it possible to obtain all components of the subjective value of travel time savings empirically because the models share some common parameters. This novel approach is experimentally applied using information on travel choices and homework activities for two income groups collected in Santiago, Chile.