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Land-Use Transport Interaction: State of the Art
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This paper investigates innovative approaches to the integration of land-use and transport planning in urban regions. Engineering, economic and social-science based theories and empirical studies are analyzed regarding their ability to explain the interaction between land use and transport - that land use determines traffic flows and that transport infrastructure changes land-use patterns. In addition, this paper provides an overview of the state of the art of computer models for the simulation of land use and transport. Based on these theories and models the effectiveness of policies to influence land use and transport in urban regions is assessed.
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... It is impossible to present here all operational LUTI models existing in the world today; comprehensive reviews are available in Wegener (1994Wegener ( , 2014, and Lopes et al. (2018). Instead, a broad twofold classification of LUTI models by the way they implement the feedback from transport to land use proposed by the author (Wegener 2014) are used. ...
... It is impossible to present here all operational LUTI models existing in the world today; comprehensive reviews are available in Wegener (1994Wegener ( , 2014, and Lopes et al. (2018). Instead, a broad twofold classification of LUTI models by the way they implement the feedback from transport to land use proposed by the author (Wegener 2014) are used. ...
... In terms of the ripple model of Milakis et al. (2017), these choices are not directly relevant for first-layer implications of automated driving, but focus on the second layer. Incorporation of location choice would contribute towards closing the land use-transport interaction circle (Wegener & Fürst, 1999). Gelauff et al. (2017) focus on commuter trips and include a home location choice within the same nested logit model as destination (i.e. ...
This paper presents a model specifically developed to explore the mobility impacts of connected and automated driving and shared mobility. It is an explorative iterative model that uses an elasticity model for destination choice, a multinomial logit model for mode choice and a network fundamental diagram to assess traffic impacts. To the best of the authors’ knowledge, it is the first model that combines a network fundamental diagram with choice models. A second contribution is the inclusion of automated vehicles, automated (shared) taxis, automated shared vans and new parking concepts in the model as well as the way in which they affect mobility choices and traffic conditions. The insights into the direct mobility impacts are the third contribution. The short computation time of the model enables exploration of large numbers of scenarios, sensitivity analyses and assessments of the impacts of interventions. The model was applied in a case study of the Dutch Province of North-Holland, in which the potential impacts of automated and shared vehicles and mitigating interventions were explored. In this case study, four extreme scenarios were explored, in which 100% of the vehicles have SAE-level 3/4 or 5 and people have a low or high willingness to share. The extremes were chosen to get insights into maximum effects. The results show that if automated vehicles and sharing are accepted, it is likely that there will be considerable changes in mobility patterns and traffic performance, with both positive and problematic effects.
... trips and, by providing accessibility to land, can influence location decisions (Wegener & Fuerst, 2004). The interdependency between land-use and transport inspires the development of land-use/transport interaction (LUTI) models, which incorporate feedback between the land-use and transport systems. ...
The land-use/transport interaction (LUTI) modeling framework has become the current state of best practice for analyzing the interdependency between the land-use and transportation systems. This paper presents a comprehensive review of the housing market-clearing mechanisms used in operational LUTI models. Market clearing is a critical component of modeling housing markets, but a systematic review and critique of the current state of the art have not previously been undertaken. In the review paper, the theoretical foundations for modeling household location choice are reviewed, including bid-rent and random utility theories. Five LUTI models are discussed in detail: two equilibrium models, MUSSA and RELU-TRAN, and three dynamic disequilibrium models, UrbanSim, ILUTE, and SimMobility. The discussion focuses on the following key points: the assumptions embedded in the models, the aggregation level of households and locations, computational cost and operationalization of the models. One of the challenges is that there are rarely any empirical studies that compare the performance of equilibrium and dynamic models in the same study context. Future research is recommended to empirically investigate the pros and cons of the two modeling approaches and compare the model performances for their representativeness of real-world behavior, computational efficiencies, and abilities for policy analysis. More sophisticated studies about the impacts of agents’ behavior on the housing market-clearing process are also recommended.
... 19. Wegener & Fuerst, 2004;Bertolini, 2012 The more activities and the easier to reach them, the more accessible is the area. ...
The Cross Domain City of the Future Graduation Lab, situated in the Faculty of Architecture and the Built Environment at TU Delft, has been a pioneer in experimenting with a multidisciplinary approach to education on the built environment. Drawing upon this expertise over the past years, this book reflects on multidisciplinarity in the built environment and its implementation in education on the built environment. How should one approach multidisciplinarity in education and practice? What encompasses its core elements, benefits, and challenges? By addressing these questions, the book aims to inform students and practitioners within the realm of the built environment by sharing insights from experiences in multidisciplinary education. It presents eight conclusions regarding the future of multidisciplinary education and, thereby, seeks to contribute to a more humane and sustainable future for cities: 1. Process is central to multidisciplinary collaboration. Negotiating positions, ensuring an environment of respect, balance and open-mindedness, and setting a common vocabulary. 2. Multidisciplinarity can be a way to foster innovation. It triggers complementarity and confrontation. As with any innovation, there is potential for greater outcomes, but, at the same time, extra risks emerge. These need to be managed. 3. Multidisciplinarity could be better integrated into organisational structures. 4. Disciplinarity and multidisciplinarity are in mutual coexistence. They are inseparable. They can complement and contradict each other. 5. Problem precedes solution, not the opposite. Framing the problem, or ‘problematizing’, is a considerable share of the actual solution. This is particularly applicable to multidisciplinarity. 6. Multidisciplinarity is by nature composed of fluid boundaries. Navigating through an enormous diversity of perspectives requires agility, flexibility, independence, spirit of adventure and embracing uncertainty. 7. Professionals should be trained as ‘T-shape’: grounded in their field while able to dialogue with other fields. 8. Both generalists and specialists are needed. Education should provide opportunities for both.
... Transport is inextricably linked with spatial economic and social development since it enables the flow of goods, people and information (Priemus et al., 2001;Rietveld and Bruinsma, 1998;Rodrigue, 2020;Wegener and Fürst, 1999). Being able to access spatially dispersed activities is increasingly acknowledged as an important prerequisite for social inclusion and, consequently, well-being (De Vos et al., 2013;Lucas, 2012;Lyons, 2003;SEU, 2003). ...
With increased mobility and the pursuit of economies of scale, the provision of local services and opportunities in rural areas decreases. But just how problematic is this? This dissertation examines perceived accessibility to daily activities in rural areas in the Netherlands, contributing to the normative evaluation of spatial inequalities in accessibility. 12% of rural residents report being dissatisfied with their potential to access desired activities, compared to 8% in more urbanized areas. Despite this difference, the spatial variation in perceived accessibility is not as pronounced as disparities in the number of opportunities would suggest. Rural satisfaction levels are similar to urban areas because rural residents generally demand less in terms of local access to services, and additional activity locations in more urbanized regions only provide limited incremental benefits. However, diminishing gains from more opportunities also imply a tipping point below which a further loss of facilities in rural areas can quickly lead to insufficiency for larger population segments. Additionally, rural accessibility currently relies heavily on car use, influencing social norms and potentially evoking a sense of injustice towards places with more opportunities. It follows that reflecting on subjective experiences improves the assessment of rural accessibility challenges, helping to achieve a balance between social, environmental and economic policy goals. Evaluations of accessibility should, therefore, explicitly draw on how it is perceived to ensure effective, efficient and fair rural accessibility policies.
ResumenHoy en día la tendencia de la movilidad sostenible orienta la ciudad hacia el urbanismo de proximidad, promoviendo los viajes a pie y en bicicleta. Los investigadores han puesto el foco en el centro de las ciudades; sin embargo, la extensión de las grandes metrópolis va más allá de su centro y se crean pequeños centros periféricos que hacen que los tiempos y las distancias en estas ciudades dispersas se multipliquen. El reto está, por tanto, en conseguir la proximidad en las ciudades en su conjunto, y no únicamente en sus centros. En este contexto juega un papel fundamental el transporte multimodal, es decir, la combinación de varios modos de transporte en un único viaje. En este artículo se demuestra el potencial de la bicicleta pública dentro del mismo. Como casos de estudio se toman cinco municipios del área metropolitana de Madrid que cuentan con sistemas de bicicletas públicas, para poder extrapolar conclusiones y ayudar a la toma de decisiones de posibles políticas e infraestructuras a promover y desarrollar.Abstract Nowadays, the tendency in terms of sustainable mobility orients the city towards urban proximity, promoting walking and cycling. Researchers have focused on the city centres; however, the extension of the large metropolises is much greater than just their centre and small peripheral centres are created, which makes the times and distances in these dispersed cities multiply. The challenge therefore is to achieve proximity in the cities as a whole, not only in their centres. In this context, multimodal transport, so the combination of several transport modes in a single trip, plays a fundamental role. This article demonstrates the potential of the public bicycle within it. The case studies are five municipalities in Madrid metropolitan area that have public bicycle systems, in order to be able to extrapolate the conclusions and help decision-making, to evaluate the possible policies and infrastructures to promote and develop.
Declining household size, spreading of single detached houses, increased car ownership, population ageing, declining household density in central areas, development of secondary business areas… In reply to those well known trends, we propose a framework for the analysis and measure of varied signs of urban sprawl.Our approach draws on a formalization of the urban planning system in ten interactions providing guidance for the analysis, measure and, in the long run, modelling of the system. Our research relies on high definition household travel surveys combined, according to totally disaggregate standards, to census data reflecting the historical dynamics of settlements. The urban sprawl phenomenon is furthermore revealed through the spatio-temporal behaviour of various urban objects: dwelling units, households, individuals and locations allowing the participation in several activities. Given that foremost trends are well known, our interest relies on the spatial refinement of those analyses, now feasible on the one hand by the totally disaggregate nature of the available data and, on the other hand, by the use of new indicators revealing the evolution of the several urban objects exposing the urban sprawl phenomenon.
Diminution de la taille des ménages, propagation des unités de logement de type unifamilial, motorisation accrue, vieillissement de la population, diminution de la densité résidentielle dans les secteurs centraux, apparition de pôles d’emplois secondaires… En réplique à ces tendances lourdes maintes fois évoquées, nous proposons une démarche d’analyse et de mesure de diverses expressions du phénomène d’étalement urbain.Notre approche s’articule autour d’une formalisation du système mobilité-urbanisme en dix interactions urbaines cadrant l’exercice d’analyse, de mesure et éventuellement de modélisation. Notre recherche s’appuie sur les enquêtes ménages transport de haute définition, couplées, de manière désagrégée, à des données de recensement reflétant notamment la dynamique historique de la spatialisation des unités résidentielles. L’étalement urbain se manifeste en outre à travers l’évolution spatio-temporelle de multiples objets urbains : unités de logement, ménages, personnes et lieux soutenant la réalisation des activités urbaines. Les grandes tendances étant bien connues, notre intérêt porte sur le raffinement spatial de ces analyses rendu possible d’une part par la nature totalement désagrégée des données disponibles et d’autre part par la mise à contribution de nouveaux indicateurs permettant d’apprécier la grande diversité d’évolution des différents objets urbains témoignant de l’étalement urbain.
Major transport projects can alter the distribution of population and employment as households and firms respond to changes in accessibility. These land use changes can affect the distribution and scale of benefits delivered. However, models used in transport project appraisal often assume fixed land uses. A dynamic spatial model (DSM) of the economy can quantify land use changes and the level and spatial distribution of welfare impacts resulting from changed travel times. Effects of project expenditures, funding and financing are also accounted for.
This paper presents a DSM featuring internal migration, commuting and trade, and an illustrative application to a hypothetical rail upgrade in South East Queensland, Australia. Internal migration proves critical to the distribution of benefits within and beyond the metropolitan region. Travel time changes are exogenous in the simulation, but linking the DSM to a conventional transport model would enable a comprehensive account of land use–transport interactions.
Today's suburban metropolitan development of single-family homes, shopping centers, corporate offices, and roadway systems constitute what Peter Rowe calls a "middle landscape" between the city and the country. Looking closely at suburban America in terms of design and physical planning, Rowe builds a case for a new way of seeing and building suburbia - complete with theoretical underpinnings and a basis for design.
MUSSA is a land use model developed to interact with the Santiago four-stage transport model called ESTRAUS. It was developed as an application of the BID-CHOICE theory of the competitive urban land market, where land rents are endogenous and consistent with equilibrium conditions, including land availability and developers’ behavior. Interaction with transport occurs through economic access measures obtained from the ESTRAUS model; in turn, MUSSA provides the locations of activities (households and firms). Total activity volumes and population forecasts are exogenously provided by a region input-output model. The whole system interacts through a central data base with a graphic interface (geographic information system) under Windows. MUSSA is able to forecast location choices of 65 household clusters into 264 zones and six dwelling types plus five firm types allocated to lot sizes; residents and firms compete for the available land. It is a fully disaggregated behavioral location model that is applied in a static equilibrium approach. The package and the model are presented; its capacities and limitations, data requirements, software, and outputs are described; and some performance indexes are presented.
In part I of this book a dynamic migratory model connecting the microlevel of individual migration trends with the macrolevel of interregional migration is developed. Its derivation makes use of the master equation method. Applying a ranking regression analysis, the trend parameters of the model are correlated to regional socio-economic key factors. In part II the model is applied to interregional migration within the countries Federal Republic of Germany, Canada, France, Israel, Italy and Sweden. In part III a comparative analysis of the results is given. In part IV a selfcontained derivation of the master equation and of solutions relevant for the migratory system is given, the ranking regression analysis is exemplified and a computer program for the estimation of trendparameters is added.
'l'he papers contained in this volume were originally presented at the International symposium on New Directions in Urban Systems Modelling held at the University of Waterloo in July, 1983. The papers have been reviewed and rewritten since that time. The exception is the introductory paper written specially by Manfred Fischer and Peter Nijkamp as an introduction to this volume. The manuscript was prepared in the word processing unit in the nepartment of Civil Engineering, university of Waterloo. The sustained work of Mrs. I. Steffler in preparing this manuscript is gratefully acknowledged. "'r. R. K. Kumar provided excellent assistance with the editorial process. The svrnposium and the preparation of this manuscript were supporteö financially by the Natural Sciences and Engineering Research Council of Canada, The Academic Development Fund and the Department of Civil Engineering, TTniversity of waterloo. TABLE OF CONTENTS PREFACE •....••...•..•...•..........•..••.•....•.•••.••.••.•..•••••.•.••.. III Categorical Data and Choice Analysis in a Spatial Context Manfred Fischer and Peter Nijkamp .•••....•.......•.•.....•.......•.......
Despite the significant potential afforded to model based geography by microsimulation methods they are still largely ignored by spatial analysts. In the worse case there is the possibility of the method being reinvented by different researchers independently. In this paper we attempt to describe the main features of the method and to briefly review some of the more important applications. We also speculate on some future developments of the methodology in the area of social and economic geography.
