# Research of Park and Ride Parking Spaces Tiered Pricing Methodology Based on Subway Ride Distance
## 3 Results and Discussion
### Factor Analysis
#### 3.1.2 Daily Travel Habits  
Table 4 displays the fitted outcomes, illustrating the impact of daily travel habits on preferences for transportation modes. By querying respondents about their customary travel methods, travelers were categorized into four groups based on their habitual choices: the \"C\" group, consisting of those who primarily engage in driving for their daily commuting; the \"T\" group, consisting individuals with a habitual preference for taxis; the \"P\" group, consisting those who mainly utilize public transportation; and the \"W\" group, consisting of travelers who opt for walking or cycling. This categorization offers insights into the connections between habitual behaviors and mode preferences for travel. The results revealed that individuals who habitually choose walking or cycling for their daily travel demonstrate a more neutral mode preference in the scenario-based survey section. Hence, we incorporated the W group as a control variable for model fitting. Within the FP model, the preference coefficient for the metro among individuals categorized as the \"C\" group exhibits a negative value. Conversely, the coefficients for preferences towards car and taxi travel are positive. However, under the TP model, the \"C\" group display negative preference coefficients across all three travel modes. This indicates that under a fixed pricing strategy, the \"C\" group remains inclined towards car or taxi travel, displaying limited motivation to transition to the P&R mode. Nevertheless, with the introduction of a tiered pricing structure, the \"C\" group demonstrates a pronounced interest in the P&R mode. Their inclination towards the P&R mode outstrips preferences for all other three transportation modes. This phenomenon could be attributed to the prevailing traffic congestion in urban areas of China and the state of P&R parking facilities. The exceptionally high population density and the abundance of motor vehicles have led to profound road congestion issues in Chinese cities. Consequently, driving often consumes a substantial amount of time due to traffic bottlenecks. While the original intent behind establishing P&R facilities was to provide car users with an alternative route to bypass congestion and reach their destinations more expediently, the fixed pricing strategy has led to an overwhelming demand for many P&R parking lots. The limited availability of parking spaces has perpetuated the \"C\" group's travelers towards car travel. The tiered pricing strategy regulates prices to decrease the parking demand for travelers with shorter subway ride distances. This reduction in demand enhances the likelihood of available parking spaces at P&R facilities, providing assurance for the \"C\" group to efficiently and promptly reach their destinations. Consequently, this encourages the \"C\" group to choose the P&R mode of travel under the tiered pricing scheme. The \"T\" group strongly favors taxi travel in both pricing models, with fitted coefficients of 2.819 in the FP model and 1.542 in the TP model. This signifies that under the fixed pricing strategy, the likelihood of the \"T\" group opting for taxi travel is nearly 17 times higher than that of choosing the P&R mode and nearing 5 times under the tiered pricing strategy. This suggests the \"T\" group is exceptionally persistent, showcasing a resounding choice of their established daily travel routines. Within the fixed pricing strategy, the \"P\" group demonstrates a favorable inclination towards PT travel. Simultaneously, this group displays a disinclination towards car travel. Transition to the tiered pricing strategy, the \"P\" group reveals a negative preference for both car and taxi travel. This observed pattern aligns seamlessly with the tendency of \"P\" users to opt for environmentally conscious and budget-friendly public transportation alternatives. Of particular interest, the \"P\" group's response in the FP model yields a fitted coefficient of \(-\)1.054 for private car travel, a value lower than the \(-\)0.860 derived from the TP model.