A passenger travel demand model for Copenhagen

Jovicic, Goran; Hansen, Christian Overgaard

doi:10.1016/s0965-8564(02)00019-8

Cited by 45 publications

(27 citation statements)

References 3 publications

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“…This procedure is in accordance with current practice (10,11,12,13,14) and has been successfully applied in former Swiss studies on the impact of tilting trains (15,16) and mobility pricing schemes (3,4). The values for the variables used in the mode choice SP experiment were derived from the trip chosen according to the abovementioned criteria.…”

Section: Design Of the Stated Preference Experimentsmentioning

confidence: 85%

Models of Mode Choice and Mobility Tool Ownership beyond 2008 Fuel Prices

Weis

Axhausen

Schlich

et al. 2010

Transportation Research Record: Journal of the Transportation R

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A recent project addressed how travelers would react to fuel prices rising above the high levels that were reached in mid 2008. Study participants were recruited during phone interviews, in the course of which trips made on a specified day were recorded. On the basis of one of those trips and the respondents’ possession of mobility tools, stated preference (SP) experiments were constructed. The first part consisted of a mode choice situation under modified price (and travel time) settings (tactical decisions). The second part focused on long-term (strategic) choices between the current and an alternative fleet, including a redistribution of yearly mileage. From the SP data, multinomial logit models for mode and fleet choice were estimated. The mode choice models were estimated by using income- and distance-dependent nonlinear utility functions and separately for the various trip purposes (as was the practice in earlier Swiss studies on similar topics) and controlled for all relevant trip characteristics. The models for mobility tool ownership, which were formulated by using a new approach, aimed to yield trade-offs between the various attributes of the offered fleets and to forecast the distribution of annual transit passes under modified settings. The findings suggest that inertia is present in both mode choice and mobility tool ownership. Elasticities do not change much from previous studies, where more-conservative price increases were assumed. Transit pass ownership is expected to grow only when increasing fuel prices coincide with stable public transport fares.

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Section: Design Of the Stated Preference Experimentsmentioning

confidence: 85%

Models of Mode Choice and Mobility Tool Ownership beyond 2008 Fuel Prices

Weis

Axhausen

Schlich

et al. 2010

Transportation Research Record: Journal of the Transportation R

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“…In line with current practice (see Louviere et al 2000 or recent European studies such as HCG 1990, 1999, Algers et al 1995, Kurri and Pursula 1995, Ramjerdi et al 1997, Jovicic and Hansen 2003and Mackie et al 2003, the SP (stated preference) survey was based on information from observed trips, with the SP attributes being obtained through variations to either side of observed RP (revealed preference) attributes. This information was readily available because the basis of recruitment was the ongoing and continuous survey (KEP 3 ) of the Swiss Federal Railways (SBB).…”

Section: Data 21 Survey Designmentioning

confidence: 95%

Income and distance elasticities of values of travel time savings: New Swiss results

et al. 2008

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This paper presents the findings of a study looking into the valuation of travel time savings (VTTS) in Switzerland, across modes as well as across purpose groups. The study makes several departures from the usual practice in VTTS studies, with the main one being a direct representation of the income and distance elasticity of the VTTS measures. Here, important gains in model performance and significantly different results are obtained through this approach. Additionally, the analysis shows that the estimation of robust coefficients for congested car travel time is hampered by the low share of congested time in the overall travel time, and the use of an additional rate-of-congestion coefficient, in addition to a generic car travel time coefficient, is preferable. Finally, the analysis demonstrates that the population mean of the indicators calculated is quite different from the sample means and presents methods to calculate those, along with the associated variances. These variances are of great interest as they allow the generation of confidence intervals, which can be extremely useful in cost-benefit analyses. * Institute for Transport Planning and Systems, ETH Zürich, axhausen@ivt.baug.ethz.ch, Tel: +41 (0)

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“…This is an important practical point since the simulation model iterates many times and recomputing all link-by-hour combinations at each iteration would be very time consuming. 4 For group 2 (Copenhagen) the volume-delay relationships are computed using a detailed assignment model for the Copenhagen region (Jovicic & Hansen, 2003). The relationships express the change in travel time per kilometre resulting from a proportional change in demand in all OD-relations.…”

Section: Implementation Of Simulation Modelmentioning

confidence: 99%

A green reform is not always green

Fosgerau

Jensen

2013

Transportation Research Part C: Emerging Technologies

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This paper analyses a tax reform, explicitly conceived by policy makers to be climate-friendly, that partly replaces a high vehicle registration tax by road user charging and allows for differentiation of the remaining registration tax by fuel efficiency. A microeconomic framework is proposed to analyze such a reform. For the case of Denmark, the analysis shows that the reform is likely to yield a significant and robust welfare gain. However, it seems not unlikely that CO 2 emissions from passenger cars may increase as a result of the reform.

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A passenger travel demand model for Copenhagen

Cited by 45 publications

References 3 publications

Models of Mode Choice and Mobility Tool Ownership beyond 2008 Fuel Prices

Models of Mode Choice and Mobility Tool Ownership beyond 2008 Fuel Prices

Income and distance elasticities of values of travel time savings: New Swiss results

A green reform is not always green

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