effects would always be lower than an increasing in the service of urban transport like is
confirmed by the highest elasticities that shows this way of transport.
Chart 4. Private and urban transport elasticities.
|
Elasticities |
N=331 |
N=262 |
N=192 |
|
Private Transport | |||
|
Time |
-0,46 |
-0,48 |
-0,44 |
|
Price |
-2,81 |
-2,71 |
-1,83 |
|
E. crossed time |
0,73 |
0,76 |
0,32 |
|
E. crossed price |
0,89 |
0,87 |
0,35 |
|
Public Transport | |||
|
Time |
-1,25 |
-1,19 |
-3,38 |
|
Price |
-1,52 |
-1,36 |
-3,03 |
|
E. crossed time |
0,79 |
0,75 |
1,93 |
|
E. crossed price |
4,79 |
1,12 |
7,92 |
Source:Own Elaboration
6.- Conclusions
In this essay we have esteemed the function of demand for private transport in Cadiz with
the objective of knowing the varibles that determine the individual behaviours in the modal
choice when they make motorized displacements, moreover we have determined the added
effects that discrete changes in these variables price and time, have over the modal
distribution between urban and private transport.
The esteem of the demand for private transport in Cadiz through a model of discrete choice
proves that the possibility for the displacements, private transport increases with the
difference in cost and time between private and urban transport, although the urban
transport has a bigger influence what is consistent with similar studies. On the other hand,
although the socioeconomic variables resulted with a hoped sign, they are not determinant
for the choice between the alternatives. The calculated elasticities for the private transport
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