Modelling mode choice in passenger transport with integrated hierarchical information integration

The Integrated Hierarchical Information Integration (HII-I) approach allows to include a larger number of attributes in choice experiments by summarising similar attributes into constructs. In separate sub-experiments, one construct is described by its attributes while the other constructs are included by summarising construct values. This approach allows for testing of process equality in order to know if the different sub-experiments may be concatenated into an overall model. In this paper, the HII-I approach is applied to model the mode choice between a regional train, a (hypothetical) regional bus and a car (only available for car users). Test results show that process equality is given when analysing only the data of the bi-modal sub-experiments whereas the assumption of process equality is rejected for data of the tri-modal sub-experiments, where differences in error variances between the sub-experiments are found. This empirical finding suggests that it is possible to construct separate sub-experiments while arriving at a single concatenated model

Deriving Constructs for Hierarchical Information Integration Experiments in Regional Public Transport

With the (Integrated) Hierarchical Information Integration approach a larger number of attributes can be included in choice or rating experiments since similar attributes are summarised by higher order constructs. The aim of the paper is to derive such constructs in the context of service quality in regional transport and to determine indicators of validity. To that end sorting data is collected in interviews with train users and analysed at aggregate level using Multidimensional Scaling, leading to five clusters. Rand indices are calculated to compare the aggregate solution with data at individual level. Results show that the sorting performed by both train and car users is rather well represented by the aggregate solution

Applying Integrated Hierarchical Information Integration to Mode Choice Modelling in Public Transport

To analyse in detail the influence of many attributes of service quality on mode choice in public transport the Integrated Hierarchical Information Integration approach suggested by Oppewal, Louviere, and Timmermans (1994) was applied. Data were collected with separate stated choice sub-experiments in which service quality was described by several constructs. In each sub-experiment one of the constructs was replaced by several represented attributes. In this paper, results of a small sample of commuters and students are reported. Validity tests of the assumed hierarchical structure suggest that it seems possible to concatenate the sub-experiments into a single model

Political views on a further deregulation of the European road haulage market

Within the broad ongoing review of the legislation of the European road haulage market the European Commission presented in May 2017 several proposals to clarify the regulation of the market, especially market access, driving and rest periods, and the application of the posted workers directive. The paper aims to show economic implications of the suggested regulation on the basis of two round trip models and to outline the differences of political and regional interests by analysing the ammendments to the proposals handed in by members of the political groups of the different Member States. The proposed regulation can be viewed as a further deregulation of the market with further shifts of markets shares in international and cabotage markets. This in turn is reflected by distinct regional differences of amendments of members within the different political groups

Car-sharing in small and medium-sized municipalities

Im Forschungsbericht wird das Car-Sharing, also das organisierte Teilen von Kraftfahrzeugen, in Gemeinden unter 100.000 Einwohnern betrachtet. Nach einer begrifflichen Abgrenzung der verschiedenen Formen von Mobilitätsdienstleistungen auf Basis flexibler Autonutzung werden die Konkurrenzbeziehungen zwischen den beiden bedeutendsten Mobilitätsdienstleistungen - dem Car-Sharing und der Autovermietung - untersucht. Es stellt sich heraus, dass in einzelnen Marktsegmenten eine solche besteht. Darauf folgend wird eine umfassende Marktanalyse vorgestellt. Für die kleinen Gemeinden mit weniger als 20.000 Einwohnern wurde eine schriftliche Befragung zum Thema durchgeführt, zu den mittleren Gemeinden zwischen 20.000 und 100.000 Einwohnern eine entsprechende Internetrecherche. Die Untersuchung zeigt, dass Car-Sharing in kleinen und mittleren Gemeinden im Vergleich zu den Großstädten geringer verbreitet ist. Eine Analyse der Wirtschaftlichkeit von Car-Sharing in kleinen und mittleren Gemeinden ergab, dass vor allem in den kleinen Gemeinden häufig die Rahmenbedingungen für Car-Sharing ungünstig sind. Dies betrifft vor allem die Siedlungsstruktur, welche mit abnehmender Gemeindegröße das Entstehen und Wachsen von Car-Sharing behindert. Auch der Öffentliche Personennahverkehr (ÖPNV) ist häufig mangelhaft. Weiterhin können Kostenvorteile größerer Organisationen identifiziert werden. Sie kommen vor allem in kleineren Gemeinden nur dann zum Tragen, wenn das Car-Sharing vor Ort als Filialbetrieb organisiert wird. Kostennachteile kleiner Organisationen können allerdings durch ehrenamtliche Tätigkeit zum Teil kompensiert werden. Auch das in Großstädten häufig praktizierte Eingehen von Kooperationen mit Verkehrsbetrieben kann vor allem in den kleineren Gemeinden aus Mangel an Möglichkeiten kaum praktiziert werden. Darüber hinaus gibt es bestimmte kritische Unternehmensphasen, die in kleinen und mittleren Gemeinden eine relativ große Rolle spielen. Im Rahmen von Fallstudien wurden Expertengespräche bei Vertretern von Car-Sharing-Organisationen geführt. Dabei wurden die zuvor erarbeiteten Erkenntnisse auf ihre Praxisrelevanz hin überprüft. Es zeigt sich, dass die aufgezeigten Probleme in kleinen und mittleren Gemeinden in der Praxis relevant sind. Die Fallstudien zeigen aber auch, dass auch in kleinen und mittleren Gemeinden Car-Sharing wirtschaftlich und zum Teil mit beachtlichen Nutzerzahlen betrieben werden kann. Für kleine Gemeinden sind spezielle Modelle entwickelt worden, die Car-Sharing auch mit sehr geringen Nutzerzahlen ermöglichen. Die Nutzung von Car-Sharing durch Gemeindeverwaltungen oder Firmen kann für eine bestimmte Grundauslastung der Fahrzeuge sorgen und so einen Standort sichern. Schließlich wird aufgezeigt, welche vielfältigen Möglichkeiten Gemeindeverwaltungen haben, das Car-Sharing in ihrem Gemeindegebiet zu unterstützen. Neben der eigenen Teilnahme am Car-Sharing, die auch für die Gemeindeverwaltung vorteilhaft sein kann, ist hier auch die Bereitstellung von Infrastruktur (zum Beispiel von Stellplätzen) oder die Bestellung von Car-Sharing-Leistungen in Orientierung an der Aufgabenträgerschaft des öffentlichen Personennahverkehrs denkbar. Eine Bestätigung der bis dahin gewonnenen Erkenntnisse liefert die Auswertung einer schriftlichen Befragung sämtlicher deutscher Car-Sharing-Organisationen, welche in Zusammenarbeit mit den Bearbeitern eines Parallelprojektes durchgeführt wurde (FE 77.461/2001: Bestandsaufnahme und Möglichkeiten der Weiterentwicklung des Car-Sharing). Auf der geschaffenen Wissensgrundlage werden vier Car-Sharing-Modelle dargestellt, die den besonderen Erfordernissen in kleinen und mittleren Gemeinden angepasst sind. Es handelt sich dabei um herkömmliches Car-Sharing, das sog. Einbringermodell, Car-Sharing mit Deckungsgarantie sowie privates Autoteilen auf vertraglicher Basis. Die Modelle werden im Forschungsbericht erläutert und mit Beispielen aus der Praxis belegt. Abschließend wird weiterer Forschungsbedarf aus Sicht der Projektbearbeiter aufgezeigt.The research report discusses car-sharing, i.e. the organized sharing of vehicles, in municipalities of fewer than 100,000 inhabitants. The report first gives definitions of the different forms which mobility services based on flexible car-use may take, and then investigates the competition between the two most significant mobility services - car-sharing and car-hire. This investigation shows that such competition does indeed exist in some market segments. The report then presents a comprehensive market analysis. A written survey focusing on this subject was carried out in the small municipalities of fewer than 20,000 inhabitants, and Internet research was conducted on the medium-sized municipalities of between 20,000 and 100,000 inhabitants. The investigation shows that car-sharing is less common in small and medium-sized municipalities than it is in cities. An analysis of the economic efficiency of car-sharing in small and medium-sized municipalities showed that conditions for car-sharing are unfavourable, particularly in small municipalities. This relates especially to the settlement structure, which hinders the creation and growth of car-sharing; the extent of this hindrance increases as the size of the municipality decreases. Public transport is often inadequate. There are also cost advantages for larger organisations. Such cost advantages can only be gained in smaller municipalities when the local car-sharing business is organised as a branch operation. Some of the cost disadvantages of smaller organisations can, however, be compensated by means of honorary work. Due to a lack of opportunities, it is also seldom possible in smaller municipalities to make cooperative agreements with transport companies, a practice which is common in cities. In addition to this, there are certain critical company phases which play a relatively large role in small and medium-sized municipalities. During case studies, discussions were held with experts from car-sharing organisations. This stage was also used to check the practical relevance of previous findings. It was seen that the problems shown were relevant in small and medium-sized municipalities. However, the case studies also show that it is possible to run car-sharing operations efficiently, and in some cases with an impressive number of users, in small and medium-sized municipalities as well. Special models have been developed for small municipalities which enable car-sharing operations to be run with a very small user base. The use of car-sharing by municipal administrations or firms can ensure a certain basic utilisation level of the vehicles and therefore secure the viability of a location. Finally, the report shows the large variety of ways in which municipal administrations can support car-sharing in their area. As well as the municipal administration participating in car-sharing itself, which can also be to its advantage, other conceivable steps include making infrastructure available (e.g. parking spaces) or ordering car-sharing services, based on the approach used for commissioning agencies to provide public transport. The evaluation of a written survey of all German car-sharing organisations provides confirmation of previous findings; the survey was carried out in collaboration with colleagues working on a parallel project (FE 77.461/2001: Current state and opportunities for further development of car-sharing (Bestandsaufnahme and Möglichkeiten der Weiterentwicklung des Car-Sharing)). The knowledge and findings gained are then used as a basis for presenting four car-sharing models adapted to the special requirements of small and medium-sized municipalities. These models comprise a conventional car-sharing system, the so-called contribution model (Einbringermodell), car-sharing with guaranteed coverage and private car-sharing based on a contractual agreement. The models are explained in the research report and supported with practical examples. In conclusion, the authors of the project indicate areas where they consider there to be a need for further research