Choosing the Mode of Transport - Case Study of Bratislava Region - PowerPoint PPT Presentation

Choosing the Mode of Transport - Case Study of Bratislava Region Daniel Dujava 1 , Richard Kaliˇ s 2 2019 1 University of Economics in Bratislava 2 Masaryk University in Brno

Introduction Fast growing & sub-optimal Problems set-up: ◮ South-east part of Bratislava region Map ◮ one of the fastest growing sub-urban region of Bratislava. ◮ sub-optimal infrastructure (under capacitized or no train at all, problematic road 63, no bus lines) ◮ City of ˇ Samor´ ın (13 000, SO SR 2016) car journey to Bratislava 25km 39min off-peak and 68min peak time Map

Motivation Water service In 2018 Slovak Ministry of transportation proposed a solution - new water tranportation viac Danube river: ◮ Aim: expected profitability of service ◮ costs ◮ demand / revenue ◮ Results: ” In conclusion, given current conditions, we recommend not to establish a national company in water transport in any form . If mentioned conditions are met, we recommend variant to delegate a service of water transport to an existing firm , as a public service obligation, as is in other modes of transport. ” ◮ Political results:

Motivation Water and Air service Project for Ministry of Transportation results:

Aim Aim of the research Thanks to the project we were able to obtain survey on revealed preferences. ◮ The main aim of the paper is to provide an understanding of commuting patterns in a fast growing sub-urban region with sub-optimal developed infrastructure ◮ direct resp. cross price, time and income elasticities

Results Summary results Main results on commuting patterns: ◮ low rate of substitution between existing travel options ◮ low cross price and time elasticities ◮ inferiority of public modes ◮ negative elasticity for public modes with respect to income ◮ direct price elasticity for car transport very close to zero

Data Descriptive statistics Data on frequencies of travels, two options: ◮ by dominant mode (412) ◮ by individual journey (1464) Car Bus Train Obs. Dominant Freq. 275 64 73 412 mode Percent 66.75 15.53 17.72 100.00 Individual Freq. 956 283 225 1464 journey Percent 65.30 19.33 15.37 100.00 ◮ 2/3 of commuters use car ◮ more ind. commuters use train than bus, however bus is more frequently used

Data Descriptive statistics ◮ low tendency to switch ◮ dominant mode is truly dominant Dominant mode Car Bus Train Car usage (per week) 3.33 0.23 0.42 (2.03) (0.68) (0.86) Bus usage (per week) 0.14 3.89 0.11 (0.54) (1.92) (0.36) Train usage (per week) 0.11 0.13 2.66 (0.4) (0.49) (1.76)

Data Descriptive statistics Data on explanatory variables: Individual journey Car Bus Train In-Time (minutes) 69.48 65.99 40.99 (30.95) (27.81) (15.43) Out-Time (minutes) 0.00 26.22 23.26 (0.00) (25.96) (17.05) Costs (EUR) 0.46 1.55 1.33 (1.98) (1.06) (1.20) Income (category) 2.85 2.32 2.23 (1.68) (0.87) (0.75) Family traveling (numbers) 0.65 0.21 0.23 (1.04) (0.55) (0.66) Kids traveling (numbers) 0.15 0.02 0.13 (0.54) (0.17) (0.63)

Model Utility Assume that utility of consumer i of choosing alternative j can be expressed as: U i , j = z ′ i , j β + ǫ i , j , (1) where z i , j is a vector of characteristics, β is a vector of coefficients and ǫ i , j is random error term. z i , j typically includes: ◮ Time and costs of travel ◮ Socio-economic characteristics such as income which do not vary with j . ◮ Alternative-specific characteristics, to control for e.g. higher comfort of train over bus.

Model Multinominal logit model Probability of consumer i choosing alternative j is given by: exp( z ′ i , j β ) P ( Y i = j ) = , (2) � K k =1 exp( z ′ i , k β ) ◮ Assumption of independance of irrelevant alternatives (IIA)

Model Nested logit model Nested structure of NMNL model enables to relax IIA by allowing groups of alternatives: Figure: Transport choice scheme Choice Individual Public Car Bus Train

Model Nested logit model Utility of consumer i of choosing nest m is given by inclusive value IV i , m : � � z ′ i , j β � IV i , m = log exp , (3) τ m j ∈ B m Probability of consumer i choosing alternative j is given by exp( z ′ i , j β /τ n j ) exp( τ j IV i , n j ) P ( Y i = j ) = , (4) � M exp( IV i , n j ) m =1 exp( τ m IV i , m )

Results Regression (1) (2) (3) (4) � 1 + time V � log -0.134 -0.131 -0.173** -0.170** i , j (-0.084) (-0.094) (-0.078) (-0.084) � 1 + time O � log -0.164*** -0.186*** -0.114*** -0.128*** i , j (-0.035) (-0.038) (-0.033) (-0.037) log (0 . 1 + price i , j ) -0.348*** -0.398*** -0.322*** -0.358*** (-0.041) (-0.046) (-0.042) (-0.047) change i , j -1.169*** -1.285*** -1.080*** -1.161*** (-0.153) (-0.169) (-0.145) (-0.155) - 1.227*** - 1.768*** bus j × school i (-0.405) (-0.408) train j × school i - 1.667*** - 2.050*** (-0.352) (-0.372) - 0.576** - 0.621** bus j × doctor i (-0.292) (-0.293) train j × doctor i - 0.706** - 0.519* (-0.302) (-0.291) - -0.538** - -0.653*** bus j × other i (-0.223) (-0.226) train j × other i - -0.939*** - -0.852*** (-0.255) (-0.245) bus j × locality 2 - - -0.395*** -0.517*** i (-0.153) (-0.159) bus j × locality 3 - - -0.625*** -0.671*** i (-0.237) (-0.242) bus j × locality 4 - - 0.940*** 0.972*** i (-0.215) (-0.222) bus j × locality 5 - - -0.509** -0.811*** i (-0.219) (-0.239) train j × locality 2 - - -0.742*** -0.867*** i (-0.158) (-0.166) train j × locality 3 - - -0.710*** -0.757*** i (-0.232) (-0.237) train j × locality 5 - - -0.796*** -1.029*** i -(0.229) (-0.247) public j × log( income i ) -1.070*** -1.137*** -1.117*** -1.162*** (-0.165) (-0.171) (-0.169) (-0.176) public j × family i -0.788*** -0.797*** -0.817*** -0.845*** (-0.095) (-0.099) (-0.097) (-0.101) public j × kids i -0.446*** -0.334** -0.429*** -0.293** (-0.145) (-0.150) (-0.142) (-0.148) bus j 1.445*** 0.983*** 1.563*** 1.290*** (-0.192) (-0.300) (-0.203) (-0.302) 2.009*** 1.704*** 2.238*** 1.910*** vlak j (-0.224) (-0.320) (-0.234) (-0.322) τ public 0.463*** 0.539*** 0.383*** 0.419*** (-0.071) (-0.084) (-0.064) (-0.072) 4371 4371 4371 4371 N

Results Elasticities Market elasticity of... Car Bus Train ..with respect to price car -0.095 0.194 0.160 price bus 0.056 -0.363 0.199 0.039 0.169 -0.359 price train time V -0.045 0.092 0.076 car time V 0.027 -0.173 0.095 bus time V 0.019 0.081 -0.171 train income 0.309 -0.628 -0.518

Results Counterfactuals 1. New parking policy and rising costs for car commuters 2. D4R7 highway and decreasing in-time for car and bus commuters Parking policy D4R7 Parking policy & D4R7 .8 .8 .8 .6 .6 .6 .4 .4 .4 .2 .2 .2 0 0 0 0 .2 .4 .6 .8 1 0 .2 .4 .6 .8 1 0 .2 .4 .6 .8 1 policy policy policy car bus car bus car bus train train train

Summary Conclusions: ◮ the model correctly predicts 71% of all journeys, ◮ shows low tendency to switch between modes, 76% commuters use only one of availible mode ◮ low direct elasticities (Even lower for car commuters) together with inferiority of public modes are hard obstacles for any ’quick and easy’ policy Suggestions: ◮ to fight with inferiority - increase quality ◮ drastic increase in costs for car commuters (e.g. parking policy in full application) ◮ reducing out-of-vehicle time (e.g. frequency or capacity of trains)

Summary Choosing the Mode of Transport - Case Study of Bratislava Region Daniel Dujava 3 , Richard Kaliˇ s 4 2019 3 University of Economics in Bratislava 4 Masaryk University in Brno

Introduction Fast growing & sub-optimal (2.25,3] (1.5,2.25] (.75,1.5] [0,.75] 1.slide

Introduction Fast growing & sub-optimal 1.slide