## 4 Joint Test of _Sta_ and _Sttp_ in the City of Vienna
### STA and STTP Calculation

Table 3: The _STPAs_ of individuals A–E. The transfer time between lines or modes is not yet available for the city of Vienna. Therefore, we assume an average value of one minute for buses and light rail and three minutes for the subway, plus the related waiting time. Finally, \(t_{a,a+1}\) by walking is estimated based on the existing network of sidewalks and an assumed walking speed of 5 km/h. 2. **Discretionary opportunities (O\({}_{w}\)):** The set of \(O_{w}\) available in the study area is geo-referenced using OpenStreetMap as a core data source. These comprise all the study areas' amenities apart from workplaces, schools, and other educational facilities. Therefore, they mainly include groceries, shopping facilities, healthcare facilities, leisure facilities and other services such as post offices and banks. We consider all \(O_{w}\) to have the same importance for all individuals for the _STA_ computation. Additionally, we assume that all \(O_{w}\) need at least a 10-min stay to be considered in the _PPAs_. To calculate _STTP_, it is necessary to estimate (A) the unitary value of travel time for both \(C\)_citt\({}^{k}_{a,a+1}\)_ and \(C\)_cott\({}^{k}_{a,a+1}\)_; (B) the unitary monetary cost for \(C\)_ctt\({}^{k}_{a,a+1}\)_; and (C) the Euclidean distances among fixed activities, i.e., \(D_{a,a+1}\). Even these components are implemented in ArcGIS through the Network Analyst extension by calculating different route analyses and described below in detail. 1. **Unitary value of travel time (_VTT_):**_VTT_ is estimated with the wage rate method [44]. According to this approach, the value of travel time outside working hours (called Off-The-Clock Travel Time) for the driver is empirically found to be approximately 60% of the wage rate, excluding benefits. This percentage tends to decreases to 45% for passengers (of cars and PT) and increases to 100% when considering any kinds of out-of-vehicle travel time (i.e., walk-access, waiting, and transfer times). These differences depend on the perceptions of disutility of travel time for different modes of transport. Generally, travel time by PT or as car passenger has a higher utility since it is possible to make a profitable use of that time (e.g., to read, work or relax). When focusing on travel time during working hours (called On-The-Clock Travel Time), a percentage of 100% is considered for any kind of in-vehicle and out-of-vehicle travel time. Since we do not have individual income data at our disposal, we rely on the average hourly wage rates registered in Austria in 2018 for four different categories of people relevant for our case study, i.e., full-time workers (\(\xi\)16.22/h), part-time workers (\(\xi\)13.78/h), pupils (\(\xi\)9.88/h) and pensioners (\(\xi\)8.89/h) [49]. Accordingly, _VTT_ is calculated for each individual and transport mode as summarised in Table 4. Combining these values with the travel-time performances, we obtain the \(C\)_citt\({}^{k}_{a,a+1}\)_ and \(C\)_cott\({}^{k}_{a,a+1}\)_ figures for each individual. 2. **Unitary monetary cost (_UMC_):**_UMC_ is estimated for private cars and PT in two different ways. For private vehicles, we rely on the average kilometric Vehicle Operating Cost (VOC) for passenger cars in Austria. This includes the average cost of fuel and oil, maintenance and repair, tyres, and kilometric-dependent depreciation. According to the EU report by Infras [50] and the yearly values provided by ACEA for all EU countries, [51], a VOC of \(\xi\)0.42/km is assumed for Austria. This is multiplied by the distance travelled to obtain \(C\)_ctt\({}^{k}_{a,a+1}\)_ figures for each individual travelling by car. As