## 4 Joint Test of _Sta_ and _Sttp_ in the City of Vienna
### Discussion of Results
**} & \multicolumn{2}{c}{**\(\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{\mathbf{ } }}}}}}}}}}}}}}\) & & & & & & \\ \hline \multirow{3}{*}{**A**} & \(a_{1}\)\(\rightarrow\)\(a_{2}\) & 15 & Car driver & 5 & 0.88 & 119 & 9.73 & 0.42 & 1.42 & 0.74 & 0.00 & 2.30 \\ \cline{2-13}  & \(a_{2}\)\(\rightarrow\)\(a_{3}\) & 15 & Car driver & 7 & 0 \({}^{*}\) & 0 \({}^{*}\) & 9.73 & 0.42 & 2.41 & 1.18 & 0.00 & 4.64 \\ \cline{2-13}  & \(a_{3}\)\(\rightarrow\)\(a_{4}\) & 30 & Car driver & 5 & 6.32 & 779 & 9.73 & 0.42 & 1.81 & 0.86 & 0.00 & 3.16 \\ \hline \multirow{3}{*}{**B**} & \(a_{1}\)\(\rightarrow\)\(a_{2}\) & 30 & Car driver & 9 & 4.08 & 82 & 8.27 & 0.42 & 2.12 & 1.21 & 0.00 & 3.16 \\ \cline{2-13}  & \(a_{2}\)\(\rightarrow\)\(a_{3}\) & 30 & Car driver & 6 & 3.64 & 104 & 8.27 & 0.42 & 1.68 & 0.94 & 0.00 & 1.98 \\ \cline{2-13}  & \(a_{3}\)\(\rightarrow\)\(a_{4}\) & 30 & Car driver & 7 & 6.24 & 357 & 8.27 & 0.42 & 2.12 & 0.84 & 0.00 & 3.17 \\ \cline{2-13}  & \(a_{4}\)\(\rightarrow\)\(a_{5}\)** & 150 & PT, Walking & 45 & 70.56 & 8924 & - & - & - & - & - & - \\ \hline \multirow{3}{*}{**C**} & \(a_{1}\)\(\rightarrow\)\(a_{2}\) & 20 & Walking & 9 & 0.32 & 1 & 13.78 & 0.00 & 0.00 & 0.00 & 2.09 & 0.52 \\ \cline{2-13}  & \(a_{2}\)\(\rightarrow\)\(a_{3}\) & 30 & Walking & 9 & 0.32 & 1 & 13.78 & 0.00 & 0.00 & 0.00 & 2.09 & 0.52 \\ \cline{2-13}  & \(a_{3}\)\(\rightarrow\)\(a_{4}\)** & 150 & PT, Walking & 45 & 39.16 & 1227 & - & - & - & - & - & - \\ \cline{2-13}  & \(a_{4}\)\(\rightarrow\)\(a_{5}\) & 15 & Walking & 9 & 0.32 & 1 & 13.78 & 0.00 & 0.00 & 0.00 & 2.09 & 0.52 \\ \cline{2-13}  & \(a_{5}\)\(\rightarrow\)\(a_{6}\) & 15 & Walking & 9 & 0.32 & 1 & 13.78 & 0.00 & 0.00 & 0.00 & 2.09 & 0.52 \\ \cline{2-13}  & \(a_{6}\)\(\rightarrow\)\(a_{7}\) & 60 & PT & 43 & 2.32 & 373 & 6.20 & \({}^{*}\)\paragraphs first discuss the overall accessibility differences registered by _STA_ and _STTP_, and then explore the main reasons for these differences for each individual. **Overall accessibility differences:** Accessibility differences measured by _STA_ are sensibly higher than those registered by _STTP_ (CV equal to 153% and 19%, respectively). This is consistent with the different approaches of the two measures. The primary purpose of _STTP_ is to isolate the individual accessibility differences that are directly related to the performance of the transport system by excluding other variables not affected by changes in the transport system. Accordingly, _STTP_ varies depending on the travel-time and monetary costs incurred to travel between fixed activities (_ATC_ and _AKC_). Moreover, it depends on the level of the detour (_DE_), since travel costs are weighed according to the Euclidean (and not travelled) distance among fixed activities. Accordingly, the individuals with the lowest _rSTTP_ (B and C) register the highest average time cost (_ATC_ = \(\Theta\).18/min for individual C), monetary cost (_AKC_ = \(\Theta\).42/km for Individual B), detour effect (_DE_ = 182% for individual B), and one of the lowest average speeds between fixed activities (_AS_ = km11/h for individual C). In contrast, _STA_ considers a wider range of factors, including the availability and distribution of discretionary opportunities across space and the individual amount of constrained and free time on a daily basis. These two factors play a crucial role in determining the higher differences registered by _STA_. Indeed, the three individuals scoring the lowest _STA_ (E, A and C) also have the highest amount of daily constrained time (_CT_ equal to h23/day and h20/day for individuals A and E); and the lowest density of discretionary opportunities within their _DPPAs_ (_OD_ equal to 14.9/km2 and 31.3/km2 for individuals E and C). **Accessibility differences at the individual level:**  
* Individual A has the second highest _rSTTP_ value (88.09) and the second lowest _rSTA_ value (2.68).