Identification of latent modal attributes which affect mode choice for work trips

Project report

Submitted in partial fulfillment of the requirements for the award of M.Tech Degree in Civil Engineering of University of Kerala

Submitted by

VARUN V.
M1 Traffic and Transportation Engineering Roll No: 120271

DEPARTMENT OF CIVIL ENGINEERING

COLLEGE OF ENGINEERING
TRIVANDRUM
2013

DEPARTMENT OF CIVIL ENGINEERING

COLLEGE OF ENGINEERING
TRIVANDRUM
2013

CERTIFICATE
This is to certify that this project report entitled IDENTIFICATION OF LATENT MODAL ATTRIBUTES WHICH AFFECT MODE CHOICE FOR WORK TRIPS is a bonafide record of the project done by Varun V. under my guidance towards the partial fulfillment of the requirements for the award of M.Tech Degree in Civil Engineering (Traffic and Transportation Engineering) under the University of Kerala during the year 2013.

Guided by

Professor (PG Studies)

Prof. Anu P. Alex Professor Department of Civil Engg. College of Engineering Trivandrum

Dr. M Satyakumar Professor Department of Civil Engg. College of Engineering Trivandrum

ACKNOWLEDGEMENT

I am sincerely indebted to my guide Prof Anu P. Alex, Professor, Department of Civil Engineering, College of Engineering Trivandrum for her valuable guidance and suggestions in doing this project. I would also like to thank Dr. Syam Prakash, Professor and Head, Department of Civil Engineering, Dr. M. Satyakumar, Professor (PG Studies), Prof. Jayaprakash Jain, Staff Advisor and Prof. Leema Peter, Assistant Professor (Project coordinator), Department of Civil Engineering, for their encouragement and support. I would also like to express my sincere gratitude to all my friends who helped me in completing this seminar. Above all, I thank the Lord Almighty for blessing me to complete this project on time.

VARUN V.

ABSTRACT

The choice of transport mode is probably one of the most important classic models in transport planning. In designing a socially desirable and environmentally sustainable transportation system in line with peoples preferences, transportation planners must increase their understanding of the hierarchy of preferences that drive individuals choice of transportation. Understanding mode choice is important since it aects how eciently we can travel, how much urban space is devoted to transportation functions as well as the range of alternatives available to the traveler. In the empirical literature on travel mode choice, most choice models use modal attributes to explain choice. Individual specic variables are included to control for individual dierences in preferences and unobservable modal attributes. The present study made an attempt to identify the latent modal attributes which affect mode choice which addresses the problem of unobservable factors in mode choice for work trips that are able to provide insights into the individuals decision making and to help to set priorities in governmental policy and decision making. In their applications, the latent variables are measured through attitudes towards the chosen travel mode. A survey was conducted on the respondents mode choice and on the attitudinal and behavioral indicator variables that are used to construct preferences for safety, flexibility, comfort and convenience. The construction of safety is based on behavioral indicator variables and the construction of comfort, convenience and flexibility variables is based on attitudinal indicator variables. The data collected were analyzed by conducting a factor analysis by principal component method.

CONTENTS
Page No. 1. INTRODUCTION 1.1 General 1.2 Need for the study 1.3 Objectives and scope 2. LITERATURE REVIEW 2.1 General 2.2 Review of literature 2.3 Summary of literature 3. METHODOLOGY 3.1 General 3.2 Study area 1 1 2 2 3 3 3 4 5 5 6

4. IDENTIFICATION OF LATENT MODAL ATTRIBUTES FOR THE PROJECT 4.1 General 4.2 Latent variables identified from previous literature 5. DATA COLLECTION 5.1 General 5.2 Questionnaire 5.3 Survey 5.3.1 Latent variables 6. DATA ANALYSIS 7 7 7 9 9 10 9 9 11

6.1 General 6.2 Sample stratification 6.3. Factor Analysis 6.4. Steps involved in Factor Analysis 7. RESULTS AND INTERPRETATION 8. CONCLUSION REFERENCES

11 11 14 15 18 25

LIST OF FIGURES
Figure No. Title Page No.

Fig 1 Fig 2 Fig 3 Fig 4 Fig 5 Fig 6 Fig 7 Fig 8 Fig 9 Fig 10 Fig 11 Fig 12

Methodology of the study

Map of Thiruvananthapuram city

5
6

Gender wise classification of total work trips Age classification of total work trips Income stratification of total work trips Vehicle ownership classification of total work trips Distance travelled classification of total work trips Procedure for Factor analysis Factor analysis dialogue box Factor Analysis Extraction dialogue box Factor Analysis Scores dialogue box Factor Analysis Option dialogue box

12 12 12 13 13 15 16 17 17 18

Fig 13 Fig 14

Scree plot Final latent variables obtained from Factor analysis

22 25

LIST OF TABLES

Table No.

Title

Page No.

Table 1 Table 2 Table 3 Table 4 Table 5

Descriptive Statistics Communalities Total variance explained Component matrix Component score coefficient matrix

19 20 21 23 24

Chapter 1 INTRODUCTION
1.1 General Urban transportation modelling system is a four-step process with trip generation, trip distribution, mode choice and trip/route assignment. In trip generation, the region is subdivided into a large number of smaller units of analysis called traffic analysis zones. Based on the number and characteristics of the households in each zone, a certain number of trips are generated. In the second step, trip distribution, trips are separated out into categories based on their origin and purpose. Generally, these categories are home-based work, home-based other and non-home based. In each of three categories, trips are matched to origin and destination zones using the data that has been collected. In mode choice, trips are assigned to a mode based on whats available in a particular zone, the characteristics of the household within that zone and the cost of the mode for each mode in terms of money and time. Since most trips by bicycle or walking are generally shorter, they are assumed to have stayed within one zone and are not included in the analysis. Finally, in route assignment, trips are assigned to the network. As particular parts of the network are assigned trips, the vehicle speed slows down, so some trips are assigned to alternate routes in such a way that all trip times are equal. This is important because the ultimate goal is system-wide optimization, not optimization for any one individual. The choice of transport mode is probably one of the most important classic models in transport planning. This is because of the key role played by public transport in policy making. Public transport modes make use of road space more efficiently than private transport. Also they have more social benefits like if more people begin to use public transport, there will be less congestion on the roads and the accidents will be less. Again in public transport, travel can be made to low cost. In addition, the fuel is used more efficiently. Main characteristics of public transport are that they will have some particular schedule, frequency etc. On the other hand, private transport is highly flexible. It provides more comfortable and convenient travel. It has better accessibility also. The issue of mode choice, therefore, is probably the single most important element in transport planning and policy making. It affects the general efficiency of travel in urban areas. It is important then to develop and use models which are sensitive to those travel attributes that influence individual choices of mode.

In designing a socially desirable and environmentally sustainable transportation system in line with peoples preferences, transportation planners must increase their understanding of the hierarchy of preferences that drive individuals choice of transportation. Understanding mode choice is important since it aects how eciently we can travel, how much urban space is devoted to transportation functions as well as the range of alternatives available to the traveller. In the empirical literature on travel mode choice, most choice models use modal attributes to explain choice. Individual specic variables are included to control for individual dierences in preferences and unobservable modal attributes. The present study made an attempt to identify the latent modal attributes which affect mode choice which addresses the problem of unobservable factors in mode choice for work trips that are able to provide insights into the individuals decision making and to help to set priorities in governmental policy and decision making. In their applications, the latent variables are measured through attitudes towards the chosen travel mode. A survey was conducted on the respondents mode choice and on the attitudinal and behavioural indicator variables that are used to construct preferences for safety, flexibility, comfort and convenience. The construction of safety is based on behavioural indicator variables and the construction of comfort, convenience and flexibility variables is based on attitudinal indicator variables. The data collected were analysed by conducting a factor analysis by principal component method.
1.2 Need for the Study

1. Travellers attitudinal behavioural factors and latent modal factors are important while choosing a mode. 2. Traditional choice models do not consider latent modal attributes. 3. To improve service quality of Public transport, conventional mode choice modal has to be enriched with latent modal attributes. 1.3 Objectives and Scope of the study The objectives of the study are; 1. To recognize the latent variables which affect mode choice from the previous literature 2. To identify the latent modal attributes which affect mode choice for work trips in Trivandrum city. The study is limited to works trip in Thiruvananthapuram city.

Chapter 2 LITERATURE REVIEW

2.1 General

In the literature review, most of the choice models use modal attributes to explain choice. Individual specic variables are also often included to control for individual dierences in preferences and unobservable modal attributes. The papers reviewed below specically addresses the problem of unobservable, or latent, preferences in mode choice models.

2.2 Review of literature

Some of the previous studies conducted on effect of latent factors on mode choice are given below, Morikawa et al. (2002) presents the incorporation of the latent variables of convenience and comfort in a mode choice model. The model uses data collected in 1987 for the Netherlands Railways to assess factors that influence the choice between rail and car for intercity travel. The data contain revealed choices between rail and auto for an intercity trip. In addition to revealed choices, the data also include subjective evaluation of trip attributes for both the chosen and unchosen modes, which were obtained by asking questions from questionnaire. The resulting subjective ratings are used as indicators for latent attributes. It is presumed that relatively few latent variables may underlie the resulting ratings data, and two latent variables, ride comfort and convenience, were identified through exploratory factor analysis. Camila et al. (2010) explored the role of psychological factors on mode choice models using a latent variables approach. The aim of this work is to study the role of psychological factors on the mode choice process. Measurement of these factors was made by mean of psychometric tools, fitting them in the discrete choice models through a latent variables approach, using path analysis. The Theory of the Interpersonal Behaviour, by Triandis, was used as the theoretical framework. This theory states that observed behaviour corresponds to an intention which is mediated by habit and facilitating conditions, intention being depending on three factors: attitude, affect, and social aspects. Data come from a survey designed and collected in 2007 and 2008. Respondents were lectures, researchers and clerical officers from a university, which were contacted and interviewed in their working place with respect to their morning trip to work. Modes level of service and cost attributes, and users socioeconomic and psychometric data were gathered as well. A total sample of 409 records
3

was initially available for the estimation process. Inclusion of psychological factors through a latent variables approach indeed helped to improve the fitness level of revealed preference models, and to understand the role of level of service and cost attributes on the decision process. Maria et al. (2006) studied peoples attitudes and personality traits to attribute the varying importance of environmental consideration, safety, comfort, convenience and flexibility. The data for this research comes from a 1998 mail-out/mail-back survey of 1,904 residents in three neighbourhoods in the San Francisco Bay Area: Concord and Pleasant Hill represent two different kinds of suburban neighbourhoods comprising about half the sample, and an area defined as North San Francisco represents an urban neighbourhood comprising the remainder. The survey contained questions about objective and perceived mobility, attitudes toward travel, lifestyle, personality, relative desired mobility, travel liking, and demographic characteristics. The dependent variable, make and model of the vehicle the respondent drives most often, is classified into nine vehicle type categories: small, compact, mid-sized, large, luxury, sports, minivan/van, pickup, and sport utility vehicle (SUV). The explanatory variables used in the vehicle type choice model are travel-related attitudes, personality, lifestyle, mobility, travel liking, and demographic variables and found that both attitude towards flexibility and comfort influence the individuals choice of mode. Choo et al. (2004) used attitudes to explain vehicle type choice. They used several latent variables distilled from a number of attitudinal indicator variables as explanatory in a discrete vehicle type choice model. Vehicle types was related to latent variables factors like attitudes, personality, lifestyle, mobility and demographic variables individually using ANOVA and chi-squared test. Then a multinomial model for vehicle type choice was estimated. 2.3 Summary of literature Based on the previous literatures latent variables enriched choice model outperforms a traditional choice model and provides insights into the importance of unobservable individual specic variables in mode choice such as environmental preferences, preferences for safety, comfort, convenience and flexibility. Although modal time and cost still are important, to attract individuals to the desirable public modes of transport, the latent modal attributes such as safety, comfort, convenience and flexibility need to be considered. The results will provide useful information to policy-makers and transportation planners developing sustainable transportation systems.

Chapter 3 METHODOLOGY
3.1 General A survey was conducted under the context of a commuter and data was collected based on their response. Data were collected on respondents mode choice, on their attitudinal and behavioural indicator and a series of Socio demographics. The raw data collected from the respondents are coded based on their ordinal value. Those variables which are called the indicator variables are transferred to SPSS software to conduct factor analysis. From the results of factor analysis such as scores and factor loadings the exact Latent variables are identified. The methodology of the study is shown below in figure 1;

LITERATURE REVIEW Recognition of LATENT variables which affect mode choice from the previous literature SELECTION OF STUDY AREA

DATA COLLECTION DATA ANALYSIS Factor analysis Principal component method Design of Questionnaire form Pilot survey Modification of questionnaire Final Survey

IDENTIFYING THE LATENT MODEL ATTRIBUTES WHICH ARE AFFECTING THE MODE CHOICE

Figure 1. Methodology of the study

3.2 Study area

Figure 2. Map of Thiruvananthapuram City Thiruvananthapuram city is governed by Municipal Corporation which comes under Thiruvananthapuram Metropolitan Region. As per provisional reports of Census India, population of Thiruvananthapuram in 2011 is 752,490; of which male and female are 364,657 and 387,833 respectively. Although Thiruvananthapuram city has population of 752,490; its urban / metropolitan population is 1,687,406 of which 815,200 are males and 872,206 are females. The sex ratio of Thiruvananthapuram city is 1064 per 1000 males. Child sex ratio of girls is 978 per 1000 boys.

CHAPTER 4 IDENTIFICATION OF LATENT VARIABLES FROM PREVIOUS LITERATURE

4.1 General Unmeasured variables, factors, unobserved variables, constructs, or true scores are just a few of the terms that researchers used to refer to variables in the model that are not present in the data set. The latent variables has a vital role in determining the mode choice. Latent variables which are affecting the mode choice were identified from the previous literatures. The latent variables identified from previous literatures are; Personality, Attitude, Lifestyle, Safety, Comfort, Flexibility, Reliability, Convenience and Environmental factors. Latent variables can be classified as Latent commuter attributes and Latent modal attributes. 4.2 Latent variables identified from previous literatures The latent variables affecting the mode choice identified from previous literatures are listed below; 4.2.1 Latent commuter attributes 1. Personality 2. Attitude 3. Lifestyle 4.2.2 Latent modal attributes 1. Safety 2. Comfort 3. Flexibility 4. Reliability 5. Protection 6. Convenience 7. Environmental factors Personality The complex of all the attributes - behavioural, temperamental, emotional and mental, that characterize a unique individual. Personality is the totality of qualities and traits, as of character or behaviour that are peculiar to a specific person.
7

Attitude A complex mental state involving beliefs and feelings and values and dispositions to act in certain ways. Lifestyle When lifestyle became popular a generation ago, a number of critics objected to it as voguish and superficial, perhaps because it appeared to elevate habits of consumption, dress, and recreation to categories in a system of social classification. Nonetheless, the word has proved durable and useful, if only because such categories do in fact figure importantly in the schemes that Americans commonly invoke when explaining social values and behaviour Safety The condition of being safe; freedom from danger, risk, or injury. Comfort A state of being relaxed and feeling no pain. For example, "he is a man who enjoys his comfort", "she longed for the comfortableness of her armchair". Flexibility The quality of being adaptable or variable. For example, "he enjoyed the flexibility of his working arrangement". Reliability A form of trustworthiness. The trait of being answerable to someone for something or being responsible for one's conduct. For example, "he holds a position of great responsibility". Protection The activity of protecting someone or something. For example, "the witnesses demanded for police protection. Convenience The quality of being suitable to one's comfort, purposes, or needs.

CHAPTER 5 DATA COLLECTION

5.1 General The data collection was conducted by distributing the questionnaire to the commuters of Thiruvananthapuram City. The question regarding the latent variables were developed from the identified latent variables from previous literatures. The model attributes that are identified from previous literatures are comfort, convenience, flexibility and safety. Firstly, a pilot survey was conducted by distributing the questionnaire among 60 commuters and before the final preparation of the questionnaire, modifications were done. Then, the final survey was conducted. 5.2 Questionnaire See page 10 5.3 Survey The data collected in this study comes from a 2-page self-descriptive questionnaire survey containing questions about safety, convenience, comfort and flexibility of the chosen mode and a series of demographic questions. The questions were set and given to 234 commuters in Thiruvananthapuram city. Information obtained includes gender, age, educational background, employment status, occupation, number of vehicles, and personal income, questions related to commute time/distance, cost of commute and personal use of specific modes for work trips. 5.2.1 Latent variables Safety The questionnaire survey contains 5 statements expressing safety on various issues related to travel and residential location. Respondents were asked to rate each statement using a five-point likert type scale from Dont agree to strongly agree or No effect to Very strong effect. The loading variables used are unsafe while switching from one mode to another, Walking to the bus stop and Travelling on the bus. Comfort The Comfort section of the survey asks how well each of 8 phrases describes your mode, on a five-point scale from very important to very unimportant. The loading variables used are vehicle with foldable and cushioned seat, choose a mode with AC etc. Flexibility

The Flexibility section of the survey asks how you utilize the mode other than travelling on a five point likert scale from strongly disagree to strongly agree. The loading variables used are to shop, to pick or drop children or wife etc. Convenience The convenience section of the survey asks the accessibility of the particular mode on a five point likert scale from strongly disagree to strongly agree. The loading variables used are to reach the destination on time and to avoid queues and congestion.

11

CHAPTER 6 DATA ANALYSIS

6.1 General The questions distributed among the commuters were fed into the computer for analysis. The responses to each questions were coded based on their ordinal values. The questions were reduced into indicator variables, and their values were imported into SPSS software. The indicator variables were initially highlighted and given to the software. The output from the SPSS software were interpreted to give the final results. 6.2 Sample stratification The sample was classified based on; 1. Gender 2. Age 3. Vehicle ownership 4. Income 5. Mode 6. Distance travelled 6.2.1 Classification based on Gender

Total number of work trips (Gender wise)

female 40% male 60%

male

female

Figure 3 Gender-wise classification of total work trips

12

6.2.2 Classification based on Age

Total number of female commuters

50 65 7% 65 80 0% 2% < 20 1%

Total number of male commuters

50 65 65 80 < 20 1% 2% 14% 20 35 45%

35 50 42%

20 35 48%

35 50 38%

Figure 4. Age stratification of total number of work trips 6.2.3 Classification based on Income

Females
> 60000 45000 17% 60000 11% < 5000 5000 5% 15000 8% > 60000 45000 18% 60000 13%

Males
5000 < 5000 15000 6% 9%

15000 30000 38% 30000 45000 21% 30000 45000 22%

15000 30000 32%

Figure 5. Income stratification of total number of work trips

13

6.2.4 Classification based on Vehicle ownership percentage of vehicles

Auto rickshaw 3% Bus / Lorry Cycle 2% 2%

Car 48% Two wheeler 45%

Figure 6. Vehicle ownership stratification of total number of work trips

6.2.5 Classification based on Distance travelled % of Commuter

25 30 0% 20 25 9% <5 10% 30 35 1%

15 20 19% 10 15 9%

5 10 52%

Figure 7. Distance travelled stratification of total number of work trips

14

6.3 Factor Analysis

Analysis of data was done by Factor analysis with Principal Component method. The procedure for Factor analysis is shown in the Figure 8.

FACTOR ANALYSIS

PRINCIPAL COMPONENT ANALYSIS: UNITIES IN DIAGONAL OF CORRELATION MATRIX

FACTOR ROTATION

HOW MANY FACTORS TO BE RETAINED?

RESULTS FROM FACTOR ANALYSIS FACTOR LOADINGS FACTOR SCORES

INTERPRETATION OF THE RESULTS

Figure 8. Procedure for Factor analysis

Factor Analysis and Principal Components Analysis are both used to reduce a large set of items to a smaller number of dimensions and components. These techniques are commonly used when developing a questionnaire to see the relationship between the items in the questionnaire and underlying dimensions. It is also used in general to reduce a larger set of variables to a smaller set of variables that explain the important dimensions of variability. Specifically, Factor analysis aims to find underlying latent factors, whereas principal components analysis aims to summarise observed variability by a smaller number of components. There are three stages in factor analysis: 1. First, a correlation matrix was generated for all the variables. A correlation matrix was a rectangular array of the correlation coefficients of the variables with each other.

15

2. Second, factors are extracted from the correlation matrix based on the correlation coefficients of the variables. 3. Third, the factors are rotated in order to maximize the relationship between the variables and some of the factors. 6.4 Steps involved in Factor Analysis 1. From the menu bar select ANALYSE and choose DATA REDUCTION and then click on FACTOR. Highlight related variables and send them to variables lists. The Figure 9 shown below shows the factor analysis dialogue box.

Figure 9. Factor analysis: Dialogue box

2. Click on the DESCRIPTIVES button and its dialogue box will be loaded on the screen. Within this dialogue box select the following check boxes Initial solution, Coefficients, and Significance level. Click on Continue to return to the Factor Analysis dialogue box. The Factor Analysis: Descriptives dialogue box is completed.

3. From the Factor Analysis dialogue box click on the EXTRACTION button and its dialogue box will be loaded on the screen. Select the check box for Scree Plot. Click on Continue to return to the Factor Analysis dialogue box. The Factor Analysis: Extraction dialogue box is completed as sown below in Figure 10

16

Figure 10. Factor analysis: Extraction Dialogue box

4. From the Factor Analysis dialogue box click on the ROTATION button and its dialogue box will be loaded on the screen. Click on the radio button next to VARIMAX to select it. Click on Continue to return to the Factor Analysis dialogue box. The Factor Analysis: Rotation dialogue box is completed.
5.

From the Factor Analysis dialogue box click on the SCORES button and its dialogue box will be loaded on the screen. Click on the radio button next to REGRESSION method to select it. Click on display factor score coefficient matrix to select it. The Factor Analysis: scores dialogue box is completed as shown below in Figure 11

Figure 11. Factor analysis: Scores Dialogue box

17

6. From the Factor Analysis dialogue box click on the OPTIONS button and its dialogue box will be loaded on the screen. Click on the check box of Suppress absolute values less than to select it. Type 0.50 in the text box. Click on Continue to return to the Factor Analysis dialogue box. Click on OK to run the procedure. The Factor Analysis: Options dialogue box should be completed as shown below in Figure 12

Figure 12. Factor analysis: Options Dialogue box

18

Chapter 7 Results and Discussions

7.1 Results 7.1.1 Descriptive Statistics The first output from the analysis is a table of descriptive statistics for all the variables under investigation. Typically, the mean, standard deviation and number of respondents (N) who had participated in the survey are given in Table 1. From the mean, it can be concluded that Time to reach the destination in stipulated time is the most important variable that influence the commuters mode choice. It has the highest mean of 4.45
Table 1. Descriptive Statistics

Mean DESTINATIONTIME DISLIKELATE SWITCHMODE WALKTOBUSSTOP WAITINGFORBUS TRAVELLINGONBUS FOLDABLESEAT ACMODE ADJUSTABLELEWINDOW MORESPACE HEARINGMUSIC CALM SPACIOUSVEHICLE TRAVELLINGWITHLUGGAGES DIRECTTODESTINATION SHOPWHILETRAVEL VARIATIONTIME PICKORDROP 4.4522 4.3000 3.9391 3.2217 3.1739 3.5043 3.5391 3.7217 3.8087 3.7217 3.8783 3.9565 3.9870 3.9087 3.8130 4.0348 4.2696 4.3043

Std. Deviation 1.07568 1.18266 1.44044 1.52088 1.52568 1.43185 1.21696 1.22598 1.19968 1.16760 .90267 .95663 1.10371 1.13130 1.10371 .97058 .90916 .82190

Analysis N 230 230 230 230 230 230 230 230 230 230 230 230 230 230 230 230 230 230

19

7.1.2 Communalities The next item from the output is a Table of communalities which was shown in Table 2 how much of the variance in the variables has been accounted for by the extracted factors. For instance over 86% of the variance in safety while switching the mode is accounted for while 57% of the variance in Time to reach the destination in stipulated time is accounted for.

Table 2. Communalities Initial DESTINATIONTIME DISLIKELATE SWITCHMODE WALKTOBUSSTOP WAITINGFORBUS TRAVELLINGONBUS FOLDABLESEAT ACMODE ADJUSTABLELEWINDOW MORESPACE HEARINGMUSIC CALM SPACIOUSVEHICLE TRAVELLINGWITHLUGGAGES DIRECTTODESTINATION SHOPWHILETRAVEL VARIATIONTIME PICKORDROP 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 Extraction .570 .715 .856 .836 .830 .827 .767 .806 .823 .695 .628 .732 .666 .728 .704 .691 .647 .723

Extraction Method: Principal Component Analysis.

20

7.1.3 Total Variance Explained The Table 3 shows all the factors extractable from the analysis along with their eigenvalues, the percent of variance attribute to each factor, and the cumulative variance of the factor and the previous factors. Table 3. Total Variance Explained Component 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Initial Eigenvalues Total % of Variance Cumulative % 8.107 45.041 45.041 2.747 15.262 60.303 2.388 13.268 73.571 .946 5.256 78.827 .646 3.586 82.414 .495 2.749 85.163 .464 2.578 87.741 .374 2.077 89.818 .323 1.794 91.613 .292 1.621 93.234 .232 1.289 94.522 .213 1.184 95.706 .204 1.132 96.838 .176 .978 97.816 .122 .679 98.495 .110 .612 99.107 .096 .532 99.639 .065 .361 100.000 Extraction Sums of Squared Loadings Total % of Variance Cumulative % 8.107 45.041 45.041 2.747 15.262 60.303 2.388 13.268 73.571 Rotation Sums of Squared Loadings Total % of Variance Cumulative % 4.747 26.371 26.371 4.361 24.226 50.597 4.135 22.974 73.571

21

7.1.4 Scree Plot The scree plot is a graph of the eigenvalues against all the factors. The graph shown in Figure 13 is useful for determining how many factors to retain.
The point of interest is where the curve starts to flatten. It can be seen that the curve begins to flatten between factors 3 and 4. Note also that factor 4

has an eigenvalue of less than 1, so only three factors have been retained.

Figure 13. Scree plot

22

7.1.5 Component (Factor) Matrix

The Table 4 below shows the loadings of the eight variables on the three factors extracted. The higher the absolute value of the loading, the more the factor contributes to the variable. The gap on the Table represent loadings that are less than 0.5, this makes reading the Table easier. We suppressed all loadings less than 0.5. Table 4. Component Matrix Component 1 DESTINATIONTIME DISLIKELATE SWITCHMODE WALKTOBUSSTOP WAITINGFORBUS TRAVELLINGONBUS FOLDABLESEAT ACMODE ADJUSTABLELEWINDOW MORESPACE HEARINGMUSIC CALM SPACIOUSVEHICLE TRAVELLINGWITHLUGGAGE S DIRECTTODESTINATION SHOPWHILETRAVEL VARIATIONTIME PICKORDROP .634 .636 .522 .656 .668 .726 .777 .747 .770 .731 .545 .540 .765 .681 .631 .582 .729 .656 2 3

.717 -.511

-.547

-.513 -.564

Extraction Method: Principal Component Analysis. a. 3 components extracted. 7.1.6 Component score coefficient Matrix The idea of rotation is to reduce the number factors on which the variables under investigation have high loadings. Rotation does not actually change anything but makes the interpretation of
23

the analysis easier. The Table 5 below, we can see that availability of product, and cost of product are substantially loaded on Factor (Component) 3 while experience with product, popularity of product, and quantity of product are substantially loaded on Factor 2. All the remaining variables are substantially loaded on Factor 1. These factors can be used as variables for further analysis. Table 5. Component Score Coefficient Matrix Component 2 .172 .221 .265 .036 .050 -.063 -.057 -.106 -.099 -.042 -.036 -.031 .143 .209 .218 .014 .060 -.017

1 DESTINATIONTIME DISLIKELATE SWITCHMODE WALKTOBUSSTOP WAITINGFORBUS TRAVELLINGONBUS FOLDABLESEAT ACMODE ADJUSTABLELEWINDOW MORESPACE HEARINGMUSIC CALM SPACIOUSVEHICLE TRAVELLINGWITHLUGGA GES DIRECTTODESTINATION SHOPWHILETRAVEL VARIATIONTIME PICKORDROP -.049 -.056 -.041 .217 .206 .233 .183 .163 .161 .185 -.042 -.071 .005 -.062 -.074 -.085 -.033 -.035

3 .025 -.018 -.112 -.152 -.149 -.047 .020 .090 .090 -.010 .220 .249 .021 .012 .005 .227 .149 .216

Extraction Method: Principal Component Analysis. Rotation Method: Varimax with Kaiser Normalization. Component Scores.

24

7.2 Latent variables obtained from factor analysis The Figure 141 shows the final latent variables obtained from Factor loading and indicator variables

Figure 14. Final latent variables obtained

The latent identified from factor analysis are; 1. Safety 2. Convenience 3. Flexibility

25

Chapter 8 CONCLUSION

1. The latent variables identified from previous literatures 2. The latent modal attributes identified for work trips in Trivandrum city are Safety, Convenience, and Flexibility 3. Commuters expresses the lack of SAFETY at waiting stops, walking to mode and travelling with public in stage carriers. 4. Commuters are less reluctant to SWITCH mode and prefers to reach the DESTINATION DIRECTLY by a single mode 5. Commuter give more importance to unexpected congestion that causes DELAY 6. The importance of SPACIOUSness in vehicle are also expressed by the commuters 7. Private mode are more flexible than public mode, helps the commuters to shop while travel, pick or drop children during work trips and prefers less variation to travel time. 8. Commuters give less importance to A/C, FOLDABLE SEAT, ADJUSTABLELE WINDOWS, and HEARING MUSIC etc. 9. Comfort was less significant due to : Due to individual heterogeneity Higher travel cost due to high fuel cost, Commuter giving greater importance to facilities provided at bus stops, spaciousness and calm environment

26

REFERENCES
1. Sangho Choo, P. L. Mokhtarian (2004) What type of vehicle do people drive? The role of attitude and lifestyle in influencing vehicle type choice. Transportation Research Part A 38 (2004) 201 222. 2. Maria Vredin Johansson, Tobias Heldt, Per Johansson (2006) The effects of attitude and personality traits on mode choice. Transportation Research Part A 40 (2006) 507 525. 3. Bilge Atasoy, Aurelie Glerum, and Michel Bierlaire (2012) Attitudes towards mode choice in Switzerland. Report TRANSP-OR 110502, Transport and Mobility Laboratory Ecole Polytechnique Federale de Lausanne transp-or.epfl.ch 4. Camila Galdames, Alejandro Tudela, and Juan Antonio Carrasco (2010) Exploring the role of psychological factors on mode choice models using a latent variables approach Department of Civil Engineering, Universidad de Concepcin. 5. Choo et al. (2002) The relationship of vehicle type choice to personality, lifestyle, attitudinal, and demographic variables University of California, Davis, California.

27

COLLEGE OF ENGINEERING, TRIVANDRUM Department of Civil Engineering STATED PREFERENCE SURVEY

1. 4. 5. 6. 7. 8. Gender: M / F 2. Age: 3. Marital status: Married / Unmarried / Widowed Employment Status: Govt sector / Private Sector / Self-employed or Business / Student / Unemployed or Retired Monthly Income (Rs.): < 5000 / 5000 15000 / 15000 30000 / 30000 45000 / 45000 60000 / >60000 Driver Licence Status: 4-Wheeler / 2-Wheeler / Auto Rickshaw / Heavy vehicle Education: SSLC / Plus two / Degree / PG Vehicle Ownership No: Car/Jeep/Van Two Wheeler Auto rickshaw Cycle Bus / Lorry

9. Which is the usual mode you are choosing for your work trips : Car / Two Wheelers / Public Transport / Auto Rickshaw / Walk / Train 10. Distance to Work place: 11. Travelling Time to Work place: 12. What is the cost you usually pay for the trip: 13. Which is the usual mode you are choosing for your Shopping trips : Car / Two Wheeler / Public Transport / Auto Rickshaw / Walk / Train Si. no 1 2 3 4 Is it important for you to arrive at your destination before the stipulated time of work I dislike services that cause me to be late to my destination I felt unsafe while switching from one mode to another during work trips
Not at all important Quite important Neutral Important Very important Strongly agree Strongly agree

Dont agree

Slightly agree

Neutral

Agree

Dont agree

Slightly agree

Neutral

Agree

Please indicate the one stage in which you feel the least safe : a. Walking to the bus stop or from the bus stop
No effect Some effect neutral Strong effect Very strong effect Very strong effect Very strong effect Very important

b. Waiting at the bus stops

No effect

Some effect

neutral

Strong effect

c. Travelling on the bus

No effect

Some effect

neutral

Strong effect Somewhat important

Very unimportant

Somewhat unimportant

Neutral

5 6 7 8 9

Is the vehicle with foldable and cushioned seat important for you Is it important for you to choose a mode with AC Mode having proper adjustable windows that make me sightseeing without any hurdle is important for me Vehicle with more space is important for me Hearing music and watching videos is important for me while travelling

Very unimportant

Somewhat unimportant

Neutral

Somewhat important

Very important

10 11 12

It is important for me to travel in a calm , non noisy environment Vehicles spaciousness is important for me I must be comfortable while travelling with bags and luggages
Strongly agree Disagree Neutral Agree Strongly agree

13 14 15 16 17 18

It important for me to reach the destination directly rather than switching several modes It is important for me to shop on the way to / from work It is important for me to drop / pick children / wife in my way to / from work It is important for me to avoid queues and congestion while travelling It is important for me having little or no variation in my daily travel time It is important for me to travel in safer mode