Airport Ground Access Mode Choice Models (2008) / Chapter Skim
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Pages 43-54
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From page 43... ...
43 Although the details of the different air passenger airport access mode choice models discussed in the literature review in chapter three vary widely, it is clear that a standard of best practice has evolved, although by no means is it always followed. This chapter summarizes that standard and identifies aspects where further improvement is needed.
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From page 44... ...
preference studies have been done to develop model coefficients for the planned modes or services that do not yet exist, and thus are not reflected in surveys of actual mode choice. Functional Form of the Model Although the MNL model continues to be used in airport access mode choice models, it is becoming accepted that the NL model is generally a more appropriate formulation.
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From page 45... ...
45 state their value of time, the functional form of the model needs to include some measure of household income so that the values of time implied by the model coefficients will vary by income. However, as noted elsewhere in this report, willingness to pay to save time is influenced not only by the total household income, but also by how many people that income has to support.
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From page 46... ...
their service levels in the interval and do not always maintain good records of past service levels. One potentially useful source of information on transportation provider service levels may be the ground transportation section of the airport website, where this provides the relevant level of detail, or websites of the transportation providers.
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From page 47... ...
47 Airport or Study ATL BOS CHI MIA OAK PDX SJC YYZ UK Year Model Developed 2002 1996 2004 1995 2001 1997 2002 2002 2002 Model Structure Binomial logit Multinomial logit Nested logit Estimation Data RP RP RP/SP RP RP RP/SP RP/SP RP/SP RP Modes in Model Private vehicle -- drop off Private vehicle -- park Private vehicle -- park ST Private vehicle -- park LT Private vehicle -- park OA Private vehicle -- combined Rental car Taxi Limousine Shared-ride van Scheduled airport bus Express bus from OAT Transit (all services) Transit (rail)
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From page 48... ...
from nearby hotels in the model. Visitors to the region may rent a car for local travel quite independently of their airport egress and access travel decisions.
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From page 49... ...
49 Airport or Study ATL BOS CHI MIA OAK PDX SJC YYZ UK Continuous Variables Off-peak highway time Travel time (private vehicle) In-vehicle time (all modes)
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From page 50... ...
making personal trips in the case of the San José International Airport model) will be less sensitive to travel cost than lower-income travelers, clearly the effect on travelers of a given income level varies significantly.
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From page 51... ...
51 the less the waiting time involved in making connections according to the published schedule, the higher the probability that the traveler may miss the connection, unless the outbound services at the connecting point wait for the inbound services to arrive. This issue is not unique to airport ground access trips and arises with all scheduled transportation services.
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From page 52... ...
52 Airport or Study ATL BOS ORD MD W MIA OAK PDX SJC YYZ Year of Cost Data a 1993 2003 2003 b c 1996 c 2002 Travel Times ($/hour) d e f Highway time g h h i Resident business trips 15 11 33 63 78 15 19 15 53 Resident non-business trips 13 17 25 22 78 16 29 10 29 Non-resident business trips 16 40 33 63 78 15 19 15 71 Non-resident non-business trips 12 13 25 22 78 16 30 10 34 Transit in-vehicle time j k k Resident business trips 11 26 33 63 78 11 19 11 53 Resident non-business trips 9 7 25 22 78 12 29 7 29 Non-resident business trips 12 15 33 63 78 11 19 11 71 Non-resident non-business trips 9 9 25 22 78 12 30 7 34 Travel time (other cases)
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From page 53... ...
53 In addition to the implied values of time, Table 4 shows the year for which the cost data were obtained where this is known. Because the implied value of time is obtained from the ratio of the travel time coefficient to the cost coefficient, it is expressed in dollars of the year for which the cost data were assembled from which the model was estimated.
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From page 54... ...
model coefficients; therefore, adding another market segment may actually improve the model fit with a given data sample size if indeed that better reflects differences in the underlying behavior of the travelers. However, consideration also has to be given to the number of travelers in each market segment.
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