Simultaneous estimation of a joint time use, expenditure allocation and mode choice model for Austrian workers (original) (raw)
Related papers
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...
Advanced continuous-discrete model for joint time-use expenditure and mode choice estimation
Transportation Research Part B: Methodological
This paper presents the joint time-use, expenditure and mode choice model, based on the theoretical framework of Jara-Díaz and Guevara (2003), for the first time estimated in panel setting while using surveyed expenditure data. This extended estimation takes into account multiple trips per individual, as well as mode availability. The model was estimated using the novel dataset gathered in Austria in 2015. It includes individual-specific information on time-use, expenditures and mode choice. As a result, we calculate the value of leisure (VoL), travel time savings (VTTS) and time assigned to travel (VTAT), that are relevant inputs to appraisals of transport policies. We also show that, at least for the Austrian working population, the omission of expenditures in the model might result in a significant overestimation of the value of leisure (16.83%); the VoL (9.29€/h) was estimated to be considerably lower than the wage rate (12.14€/h) and the VTTS varies strongly between the modes (9.98€/h for car, 3.91€/h for public transport, 9.25€/h for bike and 17.53€/h for walk). The joint estimation framework produced positive estimates of VTAT (5.38€/h) only for public transport, reflecting the favorable public transport conditions in Austria.
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.
Surveying and analysing mode and route choices in Switzerland 2010–2015
Travel Behaviour and Society, 2021
Every five years, the Mobility and Transport Microcensus (MTMC), a one-day CATI diary survey representative of the Swiss population in terms of socio-economics and trip characteristics, is carried out. In the year 2015, for the second time after 2010, an additional stated preference (SP) survey on respondents' mode and route choices was linked to the MTMC. The combination of revealed preferences (RP) from the MTMC interview and stated preferences from the follow-up survey provides a valid set of parameters for a new generation of regional and national transport demand models in Switzerland that are sensitive in terms of trip purposes, target groups and spatial patterns. These models, in turn, are needed for reliable transport forecasts and thus build the foundation of future transport policy in Switzerland. Willingness-to-pay indicators savings are found to be rather stable over time, which bodes well for their use in cost-benefit analyses.
Sustainability
In this paper, we present the effect of making too many private car journeys on city transport systems. A sustainable approach for the development of transport infrastructure is needed, which takes into account local conditions and needs, especially for areas with a high density of origins and destinations. The criteria for evaluating public transport and bicycle transport are presented, which, if acceptable to city residents, may lead to changes in transportation behaviors and, thus, a more efficient use of transport in daily travels. Factors affecting the mode of transport choice include the duration of particular stages of a journey, such as reaching the location where the first ride commences/driving from the travel origin, waiting for a vehicle (bus journeys) or ride/drive, and reaching the travel destination of the last ride/drive. Additionally, the possibility of using a car and having a seasonal ticket for public transport were taken into account. In this study, the results ...
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.
Quantifying Road User Costs with Heterogeneous Value of Motorists' Travel Time
2013
The state transportation agencies (STAs) in the United States are mandated by federal rule to carry out work-zone impact assessment for highway rehabilitation projects. The work zone impact assessment requires calculating road user costs (RUCs) which is the sum of vehicle operating costs, accident costs, and value of time (VOT). The term 'value of time' refers to monetary equivalent of travel time wasted due to rehabilitation projects. In current practice, STAs assume VOT as homogeneous within their respective states. This leads to inaccurate RUCs calculations and poses many misapplications. Research has found that VOT is influenced by socio-demographic variables which vary within the states. But there is a lack of framework to evaluate the extent to which these factors affect value of time. The major objective of this research is to develop and validate a model that predicts value of time heterogeneously. The data were collected to cover 20 major cities in California. The state of California was chosen for this study because most highway rehabilitation projects are carried out there. The data sources included the United States Census Bureau, the California Department of Transportation (Caltrans), and the Bureau of Labor Statistics. With these data, a predictive model was developed using multiple linear regression analysis. Lastly, the model was validated using PRESS statistic. The results reveal that iii age, annual average daily traffic, and effective hourly income were the most significant factors influencing value of time. This study developed a model which will help Caltrans in calculating value of time heterogeneously and therefore, improve the accuracy of RUCs calculations. Moreover, this research will serve as a guideline for other STAs to develop models for respective states. Therefore, this model has a potential to greatly improve the accuracy of value of time and therefore, RUCs. The future research should focus on the identified factors, especially cost-ofliving index and annual average daily traffic. Further research is required to account for heterogeneity due to other factors such as vehicle occupancy, frequency of travel, and educational qualifications.
2013
We here report the largest meta-analysis of values of time yet undertaken. It focuses on European values of time, building upon previous streams of work in this area. We collected 3109 monetary values from 389 studies and 26 European countries that reported between 1960 and 2011. Only passenger transport values of travel time are covered in this study. Whilst the main emphasis is on the value of in-vehicle time (the time spent in the car, train, bus or plane during the journey), and indeed this forms the majority of the data set, we have also covered valuations of other components of travel time that can be important in transport project appraisal and/or transport models. These are walk time, wait time, parking space search time, waiting at interchange, access to public transport time, free flow time, congested time, headway, departure time shift, schedule delay early and late, the standard deviation of travel time and late arrival time (for definitions, please see the Glossary of Terms on the next page). Method and Key Results A model has been developed to explain variations in values of time across studies, countries and time periods. This underpins our recommended values of time and takes the form of a single equation. We find that the value of travel time depends on a number of variables, including: • GDP per capita, with elasticities in the range 0.7 to 0.85 (so for instance a 10% higher GDP per capita leads to 7 to 8% higher values of travel time) • Distance of the overall journey, with elasticities in the range 0.14 to 0.20 and also some other effects for inter-urban journeys • Commuting trip values are 16% higher than leisure trips but somewhat lower than for business trips • Mode used, with bus users having somewhat lower values and air users having noticeably higher values, and mode valued, with train having slightly lower values regardless of user type and air being associated with very much larger values. The model also provides a number of methodological insights, such as how values vary with data type, means of presentation, estimation method, choice context, the dimensions of Stated Preference exercises, study aim, and the monetary numeraire in which the valuation is expressed. A series of multipliers have also been reported to enable the appraisal of changes in a wide range of time attributes other than IVT.