Technical Appendix to Air Demand in a Dynamic Competitive Context with the Automobile (2019) / Chapter Skim
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Pages 16-25
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From page 17... ...
17 FIGURE 2-1: DISTRIBUTION OF AIR TRIPS BY ORIGIN-TO-DESTINATION DISTANCE Source: Federal Highway Administration's TAF Multimodal Interregional Passenger Travel Origin Destination Data project.
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18 FIGURE 2-2: MODE SHARES, BY DISTANCE (1995) Source: McGuckin from American Travel Survey, 1995 data THE IMPACT OF INCOME ON MODE SHARE, BY TRIP DISTANCE These highly aggregated travel statistics can be analyzed along several dimensions.
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19 FIGURE 2-3: EFFECT OF INCOME ON THE AUTOMOBILE SHARE OF TRAVEL FOR LEISURE, BY TRIP DISTANCE (1995) Source: McGuckin from American Travel Survey THE IMPACT OF PARTY SIZE AND INCOME ON MODE SHARE, BY DISTANCE Figure 2-3 illustrates the interaction between trip distance and income in the choice of mode for leisure travel, but additional variables affect the determination of mode share.
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20 FIGURE 2-4: THE EFFECT OF INCOME AND PARTY SIZE ON AUTOMOBILE SHARE, BY DISTANCE (1995) Source: McGuckin from American Travel Survey.
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21 FIGURE 2-5: EFFECT OF TRIP PURPOSE ON AIR SHARE, BY TRIP DISTANCE Source: rJourney output. VARIATION IN MODE SHARE, BY REGION AND TRIP PURPOSE The research team explored the difference between automobile and air travel behavior for four regions.
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22 The research team compared the impact of distance in the eastern United States to the Mountain States by using Washington, DC, as an example for the eastern region. Figure 2-7 shows that the difference between the two regions in their propensity to choose the automobile occurs most strongly for trips between 200 miles and 500 miles.
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23 FIGURE 2-8: EFFECT OF DISTANCE ON MODE SHARE, DENVER VS. DC FOR THE NONBUSINESS TRIP Source: rJourney database.
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24 Figure 2-9 (lower, orange line) shows that in 1995, trips around 900 miles had an automobile mode share of 40% of the air and automobile market.
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