Time-use data, analysis and modeling: toward the next generation of transportation planning methodologies

Kitamura, Ryuichi; Fujii, Satoshi; Pas, Eric I.

doi:10.1016/s0967-070x(97)00018-8

Cited by 155 publications

(57 citation statements)

References 5 publications

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“…In sum, the negativity of ε mm and ε dd found in this study is mostly consistent with a number of studies in the literature which identified a negative relationship between time allocation to different types of activities and travel (e.g., Levinson 1999;Golob and McNally 1997;Lu and Pas 1999;Fujii et al 1997, cited by Kitamura et al 1997;Kuppam and Pendyala 2001). The positivity of ε md and ε dm , while not surprising, identifies a substitution effect between activity types tied to a change in the travel time price of one type, which to our knowledge has not been previously identified in this form.…”

Section: Estimation and Statistical Resultssupporting

confidence: 92%

“…Instead of directly analyzing the relationships between travel time and activity duration as many researchers have done (Hamed and Mannering 1993;Pas 1985;1996;Fujii et al, 1997, cited by Kitamura et al 1997;Golob and McNally, 1997;Kitamura et al 1997;Ma and Goulias, 1998;Lu and Pas, 1999;Levinson, 1999;Pendyala and Goulias 2002;Kitamura, 2002;Kuppam and Pendyala, 2001;Pendyala, 2003), we utilize a measure called travel time price. A change in travel time is captured through a change in the travel time price, which is the ratio obtained by dividing the total amount of travel time to a particular type of activity by the actual time expenditure on the activity of the same type.…”

Section: Introductionmentioning

confidence: 99%

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Tradeoffs between Time Allocations to Maintenance Activities/Travel and Discretionary Activities/Travel

Chen

Mokhtarian

2006

Transportation

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This paper focuses on the tradeoff in time allocation between maintenance activities/travel and discretionary activities/travel. We recognize that people generally must travel a minimum amount of time in order to allocate one unit of time to the activity. This minimum amount of travel is represented by the travel time price, a ratio obtained by dividing the total amount of time traveling to maintenance or discretionary activities by the total amount of time spent on activities of the same type; it is the time equivalent of the monetary price for performing an activity. Using the San Francisco Bay Area 1996 Household Travel Survey data and applying the Almost Ideal Demand System (AIDS) of demand equations, we found that with respect to the time equivalent of income elasticities of maintenance and discretionary activities, the former is less than unity and the latter is greater than unity. In other words, maintenance activities are a necessity and discretionary activities are a luxury. With respect to the own travel time price elasticities, if the travel time price of performing a certain type of activity increases (for reasons such as traffic congestion), one would reduce the time allocated to that type of activity. Time spent on maintenance activities is less elastic than the time spent on discretionary activities. As for the cross travel time price elasticities (changes in time allocated to activity type i in responses to changes in the time price for activity type j), we found that ε dm > 0 and ε md > 0, suggesting a substitution effect between maintenance and discretionary activities.

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Section: Estimation and Statistical Resultssupporting

confidence: 92%

Section: Introductionmentioning

confidence: 99%

Tradeoffs between Time Allocations to Maintenance Activities/Travel and Discretionary Activities/Travel

Chen

Mokhtarian

2006

Transportation

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“…As lower-cost, higher-speed travel alternatives become available, will individuals take advantage of these improvements to travel the same distances but at less time and lower cost? To the contrary, some aggregate studies indicate that people increase the amount they travel under such circumstances (Bieber et al, 1994;Chlond and Zumkeller, 1997), although at least one disaggregate study (Kitamura et al, 1997) reported that only 3.6% of a 10-min savings in travel time would be spent on additional travel.…”

Section: Applying the Teleportation Testmentioning

confidence: 99%

How derived is the demand for travel? Some conceptual and measurement considerations

Kim

Salomon

2001

Transportation Research Part A: Policy and Practice

465

341

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This paper contests the conventional wisdom that travel is a derived demand, at least as an absolute. Rather, we suggest that under some circumstances, travel is desired for its own sake. We discuss the phenomenon of undirected travel ± cases in which travel is not a byproduct of the activity but itself constitutes the activity. The same reasons why people enjoy undirected travel (a sense of speed, motion, control, enjoyment of beauty) may motivate them to undertake excess travel even in the context of mandatory or maintenance trips. One characteristic of undirected travel is that the destination is ancillary to the travel rather than the converse which is usually assumed. We argue that the destination may be to some degree ancillary more often than is realized. Measuring a positive anity for travel is complex: in selfreports of attitudes toward travel, respondents are likely to confound their utility for the activities conducted at the destination, and for activities conducted while traveling, with their utility for traveling itself. Despite this measurement challenge, preliminary empirical results from a study of more than 1900 residents of the San Francisco Bay Area provide suggestive evidence for a positive utility for travel, and for a desired travel time budget (TTB). The issues raised here have clear policy implications: the way people will react to policies intended to reduce vehicle travel will depend in part on the relative weights they assign to the three components of a utility for travel. Improving our forecasts of travel behavior may require viewing travel literally as a``good'' as well as a``bad'' (disutility). Ó

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“…Transport policy measures are instruments to reduce car use and commonly referred to as travel demand management (TDM) measures on the political agenda (Kitamura, Fujii & Pas, 1997). TDM measures are of two types, which can be classified as hard or soft.…”

Section: What Are Transport Policy Measures?mentioning

confidence: 99%

Special Issue 2 : 2017

MARA¹

2017

PMJ

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Time-use data, analysis and modeling: toward the next generation of transportation planning methodologies

Cited by 155 publications

References 5 publications

Tradeoffs between Time Allocations to Maintenance Activities/Travel and Discretionary Activities/Travel

Tradeoffs between Time Allocations to Maintenance Activities/Travel and Discretionary Activities/Travel

How derived is the demand for travel? Some conceptual and measurement considerations

Special Issue 2 : 2017

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