Land Use Transport Interaction Research Articles

Modeling the population and industry distribution impacts of urban land use policies in Beijing

Capable tools are desired for urban spatial policies planning in China to safeguard its sustainable development strategy. This study develops an activity-based Land Use/Transport Interaction (LUTI) model to forecast the urban activity impacts of the land-use policies. Essentially, its endogenized and interactive features in residential and employment distribution modeling mark it out from the traditional Lowry models. The LUTI model proposed consists of four models, i.e., a transport sub-model, a residential location model, an employment location model and a real estate rent model. It is then applied to the Beijing metropolitan area to characterize the urban activity evolution trend under the land use policies of recent years. The results show that with the increasing number of floorspace developed on the outskirts, more residents and employers are relocating there and sub-centers are formed to divide the service of central Beijing. This trend is consistent with the objective of government planning to develop more sub-centers around central Beijing by decentralizing industries to guide residential population growth patterns. The model provides a capable planning tool for urban spatial policy makers and demonstrates its first success in Beijing scenario.

Integration of LUTI models into sustainable urban mobility plans (SUMPs)

A literature review indicates that there is an increasing number of Land Use/Transport Interaction (LUTI) models being used in policy analysis and support of urban land use, transport and environmental planning. In this context, LUTI models are considered to be useful for the development of scenarios during the preparatory stage of Sustainable Urban Mobility Plans (SUMPs). A SUMP can be defined as a strategic planning framework, proposed by the European Commission, for planning and design of an urban multimodal transport system, which combines multi-disciplinary policy analysis and decision making. The objective of a SUMP is to achieve sustainable urban mobility, i.e. accessibility for all, safety and security, reduction in emissions and energy consumption, efficient and cost-effective transport and an improvement in the urban environment. Based on the overall conceptual and methodological framework of LUTI models (Geurs and van Wee 2004), the scope of the proposed research is to fully integrate a LUTI model into a contemporary transport planning framework and, more specifically, into the SUMP structure. This paper focuses on the configuration of the integration pattern, according to which a LUTI model may evolve and interact with the planning process throughout the eleven elements of the SUMP, as well as the evaluation of the benefits and drawbacks from the implementation of the proposed pattern for the enhancement of SUMP and overall promotion of sustainable urban planning.

Vulnerability to heat waves: Impact of urban expansion scenarios on urban heat island and heat stress in Paris (France)

The evolution of heat-wave risk in cities is related to regional climate change in interaction with urban heat island. Land planning and urban transport policies, due to their long-lasting impact on city’s size and shape, can also have an influence. However, these combined effects are complex and strongly depend on the indicators used to quantify heat-wave risk. With Paris area as a case study and using an interdisciplinary modelling chain, including a socio-economic model of land-use transport interaction and a physically-based model of urban climate, air temperature in the city during heat waves is simulated for five urban expansion scenarios. The urban heat island is always higher at night and affects preferentially the city centre. Its intensity and spatial extension are moderately impacted by densification process and choice in urban form. But the variation of heat-wave risk with the densification dynamics is not limited to the effect on urban heat island, and also depends on exposure to heat of population. Spatial distribution of population in the city differs according to urban expansion scenarios. The results show that the compact city, by concentrating the inhabitants in areas the most impacted by heat island effect, amplifies the overall vulnerability of population.

Land use–transport interaction modeling: A review of the literature and future research directions

The aim of this review paper is to provide comprehensive and up-to-date material for both researchers and practitioners interested in land-use-transport interaction (LUTI) modeling. The paper brings together some 60 years of published research on the subject. The review discusses the dominant theoretical and conceptual propositions underpinning research in the field and the existing operational LUTI modeling frameworks as well as the modeling methodologies that have been applied over the years. On the basis of these, the paper discusses the challenges, on-going progress and future research directions around the following thematic areas: 1) the challenges imposed by disaggregation—data availability, computation time, stochastic variation and output uncertainty; 2) the challenges of and progress in integrating activity-based travel demand models into LUTI models; 3) the quest for a satisfactory measure of accessibility; and 4) progress and challenges toward integrating the environment into LUTI models.

Toward a new generation of land use transport interaction models: a viewpoint

Land use transport interaction (LUTI) models are often developed to model the interaction between the land use and trans- port systems for relatively large-scale spatial developments, like new residential or office areas, new main roads, or railway lines. In this paper I argue that we need a next generation of LUTI models that model trends such as peak car; decline in population, shops, services, etc.; impact of information and communications technology (ICT) on activity patterns and travel; and cycling policies. The current genera- tion of LUTI models cannot adequately answer the policy questions raised by these trends. However, a major problem is that the future of these trends is uncertain, and we lack empirical research into the dynamics between these trends and their wider impact on land use and transport systems. Nevertheless, LUTI models can, by utilizing what-if calculations, help explore future trends and their implications. Other challenges for LUTI models include the calculation of a wider set of accessibility indicators, the inclusion of interactions between key ac- tors in the transport and land-use system—serious gaming may prove a useful way to explore these interactions—and the development of dynamic visualizations.

Development of an Integrated Transport-land Use Model for the Activities Relocation in Urban Areas

The study presents a new Land Use – Transport Interaction (LUTI) planning model to provide an effective decision support system tool for the Urban Planning Administrations and to promote the use of the public transport system in urban areas.The idea is to relocate a subset of activities from urban zones with strong attraction, but poorly connected by the existing mass transit system, to urban zones close to the existing mass transit links with available residual capacity. This residual capacity is the main variable that indicates location and intensity of activities to be moved.The model has been applied for the real case study of the city of Rome in Italy. Results demonstrated the capability of the model to be a useful support system to suggest activities relocation pursuing the goal of sustainability for a short-term horizon.

Land use transport interaction models: Application perspectives for the city of Thessaloniki

Land use patterns and transport system are considered to be the two basic components of the urban development process, and as such they have been in the core of spatial planning policies for the last 4 decades. Land use transport interaction models are computer tools that could help us understand land use changes and organization of human activities in relation to existing or planned transport infrastructure. In this context this paper examines the perspectives of applying a land use transport interaction model for the city of Thessaloniki. Obtaining, preparing and validating socioeconomic data is a crucial part of the modeling process, therefore an extensive search of the required data was performed. The quest for appropriate and suitable data concluded with a detailed recording of emerged problems. In response to the inability of finding suitable data to perform the first step of the modeling process i.e. calibration, the paper concludes with some thoughts related to data availability, organization and standardization issues. Last but not least, the paper stresses out the significance of data availability for utilization of land use transport models, so as not to remain purely academic products but tools with practical value in planning.

Toward integrated land use and transport planning in fast-growing cities: The case of Jeddah, Saudi Arabia

Integrated land use and transportation planning is vital in rapidly growing cities, such as Jeddah, Saudi Arabia. The current land use and transport planning policies and practice in Jeddah focus on different visions, such that neither land use nor transport issues are managed effectively or efficiently. To prevent managing these issues in isolation, Jeddah's urban planners require methods of integrated land use and transport planning that can contend with the dynamics of Jeddah's urban growth. Dynamic land use and transport interaction models are a valuable method to address this growth. This study uses a cellular automata-based Land-Use Transport Interaction (LUTI) model to assess and simulate different (proposed) land use and transport policy interventions in Jeddah over a 20 year period (2011–2031). The impact of both isolated and integrated policy interventions on land use and transportation were explicitly simulated in the model. Local planners and experts assessed the results of the model. The results show that the dynamic model provides a useful tool for simulating the various planning visions in the city. As such, the model provides a new, valid, proactive land use and transport planning approach to address land use and transportation challenges in the early planning stages and facilitates shared visions of planners. Policies and integrated strategies that stem from this model may provide a sustainable land use and transportation future for Jeddah.

A Sustainable Road Network Design Problem with Land Use Transportation Interaction over Time

Sustainability has three dimensions, including social, economic, and environmental dimensions. However, existing road network design studies only focus on one or at most two dimensions, which do not allow decision makers to consider social, economic, and environmental impacts on human simultaneously. This paper proposes a multi-objective bilevel optimization model to consider all three dimensions in road network design. To examine the effect of road network design on landowner inequity and intergeneration inequity, land-use transportation interaction over time is also captured in the model. The variance of discounted landowner profit and the variance of discounted generalized user cost over time are proposed as sustainability indicators of landowner inequity and intergeneration inequity respectively. Artificial bee colony algorithm (ABC) is proposed to search the network design solutions of the upper level problem, while the method of successive averages (MSA) and the Frank-Wolfe algorithm are adopted to solve the lower-level time-dependent land-use transportation problem. Numerical studies are set up to illustrate the tradeoff between the three dimensions of sustainability objectives, the performance of the proposed algorithm, and the existence of landowner inequity and spatial inequity of residents.

A New Method of Adaptive Zoning for Spatial Interaction Models

Spatial interaction models commonly use discrete zones to represent locations. The computational requirements of the models normally arise with the square of the number of zones or worse. For computationally intensive models, such as land use–transport interaction models and activity‐based models for city regions, this dependency of zone size is a long‐standing problem that has not disappeared even with increasing computation speed in PCs—it still forces modelers to compromise on the spatial resolution and extent of model coverage as well as on the rigor and depth of model‐based analysis. This article introduces a new type of discrete zone system, with the objective of reducing the time for estimating and applying spatial interaction models while maintaining their accuracy. The premise of the new system is that the appropriate size of destination zones depends on the distance to their origin zone: at short distances, spatial accuracy is important and destination zones must be small; at longer distances, knowing the precise location becomes less important and zones can be larger. The new method defines a specific zone map for every origin zone; each origin zone becomes the focus of its own map, surrounded by small zones nearby and large zones farther away. We present the theoretical formulation of the new method and test it with a model of commuting in England. The results of the new method are equivalent to those of the conventional model, despite reducing the number of zone pairs by 96% and the computation time by 70%.Los modelos de interacción espacial suelen utilizar zonas discretas para representar áreas o puntos de interés. Los requisitos computacionales de estos modelos normalmente aumentan a razón del número de zonas elevadas al cuadrado o más. Para modelos computacionalmente intensivos como los modelos de interacción entre uso de suelo y transporte y los modelos basados en actividades para ciudades‐región, el impacto del tamaño de la zona es un problema persistente no superado aun. Esta limitación persiste a pesar de los grandes avances en la velocidad de procesamiento en computadoras, pues obliga a los modeladores a hacer concesiones entre la resolución espacial y la extensión que abarca el modelo, así como en el rigor y profundidad del análisis. En este artículo se presenta un nuevo tipo de sistema de zonas discretas que: a) tienen como objetivo reducir el tiempo de estimación de la aplicación de modelos de interacción espacial; y b) al mismo tiempo mantienen su nivel de precisión. La premisa que gobierna este nuevo sistema es que el tamaño apropiado de las zonas de destino depende de la distancia a su zona de origen: a distancias cortas, la precisión espacial es importante y las zonas de destino deben ser pequeño; a distancias mas largas, conocer la ubicación precisa es progresivamente menos importante y las zonas pueden ser mayores. El nuevo método define un mapa específico de zonas para cada zona de origen; cada zona de origen se convierte en el foco de su propio mapa, rodeada de zonas cercanas pequeñas y zonas grandes a mayor distancia. El estudio presenta la formulación teórica del nuevo método y su demostración vía un modelo de desplazamientos residencia‐trabajo en Inglaterra. Los resultados del nuevo método son equivalentes a las del modelo convencional, a pesar de reducir del número de pares de zonas en un 96% y el tiempo de cálculo en un 70%.空间相互作用模型通常采用离散区域代表区位。模型的计算量往往与区域数量呈平方甚至更高阶增长。对于可计算的精细模型，如土地利用‐交通相互作用模型和基于行为的城市区域模型，区域尺度的依赖性是长期存在的问题，即使计算机的计算速度增加，该问题仍无法消除。因此，建模者需在模型空间分辨率和覆盖范围以及模型分析的严谨性和深度上做出权衡。本文介绍了一种新型的离散分区系统，目的在于减少空间相互作用模型估算和计算时间，同时维持其精度。新系统的前提是目标区域的适当尺度取决于与初始区域的距离：在短距离范围内，空间精确性是重要的，且目标区域必须是小的；在更远距离上，位置精度的重要性降低，目标区域可以变大。该方法为每个初始区域制定了具体的尺度地图。每个初始区域成为其自身地图的中心，被近邻的小区域和更远距离的大区域所包围。本文给出了新方法的理论公式，并以英格兰地区的通勤模型进行检验。结果显示，尽管区域对的数量减少了96%，计算时间缩短了70%，但新方法的计算结果等效于常规模型。

Correlation between Underground Space Intensity and Land-Use Transport Interaction

Urban planning for vertical space use must consider underground space form and intensity. But little researches and investigations about it have been done. Planners have little knowledge about quantitative mechanism of underground space developing and evolution. Advanced countries developed experienced data of underground space distribution. Modern statistical analysis method provides an efficient tool for this kind of quantitative and empirical research of spatial correlation. This paper selected some of the major characteristic indexes of land-use transport interaction and induces spatial statistical model to analyze the correlation between intensity of underground space use and the indexes of land-use transport interaction in central four districts of Tokyo City. Results show that the intensity of underground space use has positive and stable quantitative correlations with land use function (LT), land price (LP) and floor area ratio (FAR), especially significant in commercial and mixed land-use areas. The influencing factors of land-use transport interaction could be used as external indexes for forecasting the intensity and spatial distribution of underground space in urban central areas.

Land-Use Transport Interaction: A Comparison of Melbourne,Riyadh

This paper compares the land use transport interactions in Melbourne, Australia and Riyadh, Saudi Arabia. The relationship between the urban form and commuters’ travel patterns are analysed and compared. Although these two cities are similar in area and population size, they have significantly different transport systems. Melbourne has a functioning public transport system consisting of train, tram and bus networks, while Riyadh is heavily car-dependent with very limited public transport services. Increases in car ownership and mixed land use on arterial roads in Riyadh create chronic congestion problems on the city's roads. Melbourne also faces these problems, despite good public transport and proper planning controls. This study attempts to identify the land use and socioeconomic determinants of travel patterns. Statistical analyses using Journey to Work (JTW) census data and origin and destination (OD) travel patterns at the suburb level are used to examine relationships between urban form and travel patterns. Comparisons of these relationships help to delineate the role of land use–transport interaction on the travel patterns.^p

The impact of residential growth patterns on vehicle travel and pollutant emissions

In light of the increasing reliance on compact growth as a fundamental strategy for reducing vehicle emissions, it is important to better understand how land use-transportation interactions influence the production of mobile source emissions. To date, research findings have produced mixed conclusions as to whether compact development as a strategy for accommodating urban growth significantly reduces vehicle travel and, by extension, mitigates environmental impacts, particularly in the area of air quality. Using an integrated simulation approach coupled with long-term land development scenarios, we conducted an assessment of the impacts of different long-term primarily residential growth patterns on vehicle travel and pollutant emissions in the eight counties of the San~Joaquin Valley region in central California. The results suggest that higher residential densities result in slightly decreased regional vehicle travel and emissions. Our comparative analysis also suggests that the effects of future land use growth patterns may vary among different spatial areas. That is, compact growth strategies can result in significantly more travel and emissions changes in already fairly urbanized counties. This work indicates a minimum density threshold of approximately \num{1500} households per square mile is necessary to achieve commensurate emissions reductions relative to existing densities.

Evaluating integrated land use and transport strategies in the urban regeneration projects toward sustainable urban structure: case studies of Hafen City in Germany and Shinagawa Station in Tokyo

Due to the emergence of urban regeneration, there have been many case studies on urban regeneration projects. However, there has been little research on a successful project that may be helpful for the execution of a sustainable urban structure policy. This study analyses the strategies and characteristics of two successful representative urban regeneration projects that aimed toward a sustainable urban structure, from the viewpoint of land-use transport interaction. For this purpose, we conducted a literature review on the theory of sustainable urban structures and land-use transport interaction and analysed the major strategies and planning characteristics of HafenCity and Shinagawa Station area. In this study, we found that two cases considered an integrated approach of land use and transport to achieve sustainable urban structures that also emphasized regional characteristics and planning factors based on the goal of the projects. As a result, we concluded that a sustainable urban regeneration project should be based on integrated consideration in local context, transport systems and regional characteristics.

Alternative approaches to spatial modelling

In discussion of the modelling methods that can be used to assess the impacts of transport change on regional and local economies, “land-use/transport interaction (LUTI) models” are often referred to as if all such models were examples of a single, homogeneous commodity. The first and major purpose of this paper is to correct this impression by comparing and contrasting some key features of the main models or modelling packages in the LUTI tradition, particularly those which are generally recognized as constituting the current “state-of-the-art”, or at least the “state of practice”. One particular point within the comparison will be the differing use which is made (or not made) of spatial input-output models in the different approaches. The second purpose of the paper is (more briefly) to compare LUTI modelling with alternative approaches and in particular with spatial computable general equilibrium (SGCE) modelling. One of the common features to emerge from the preceding comparison is that LUTI modelling has been mainly concerned with predicting the location of fixed totals of jobs and of households under different transport scenarios. This is a general feature, even though in some cases these totals are directly fixed by the user whilst in other cases they are the results of long chains of calculations that are insensitive to transport scenarios; in a few cases, the total levels of economic activity are variable according to accessibility-related variables. In contrast, the use of SCGE modelling in testing the impact of transport proposals is very much concerned with the consequences for the total size of the economy in question, usually with a less detailed concern for the spatial distribution of impacts. This comparison leads to a discussion of whether LUTI modelling and SCGE modelling are mutually exclusive or whether some form of synthesis or integration between the two may be theoretically appropriate and/or practically desirable. The requirements of project appraisal – i.e., the assessment of benefits – are also considered.

Land Use, Transport, and Carbon Futures: The Impact of Spatial Form Strategies in Three UK Urban Regions

Land-use and transport systems are an important determinant of carbon dioxide emissions from urban regions. It is often asserted that urban compaction is the spatial policy best able to constrain travel and emissions, but evidence supporting this assertion is limited, particularly with respect to the combined emission from transport and land use. Here, using land-use–transport interaction models, a residential dwelling type model, and transport and emission models, we forecast and assess carbon dioxide emissions from transport, dwellings, and commercial space to 2031 for a range of spatial strategies realistically investigated for three English regions of decreasing size (the Wider South East region, Tyne and Wear, and Cambridge). Our results reveal that compaction can reduce emission relative to other spatial scenarios but that the differences are small, about 5% between extremes, an order of magnitude less than emission growth observed over the trend period. Form has more influence for settlements where the pattern and proximity of employment, housing, and services can make cycling, walking, and public transport provision more feasible. We conclude that pricing and technology measures offer better prospects for combating the growth in carbon emissions of urban regions, but that the type of urban form delivered is likely to be a significant determinant in the type of clean energy technology that can be implemented.

Time-Dependent Discrete Network Design Frameworks Considering Land Use

Optimization frameworks for discrete road network design are proposed considering the land-use transport interaction over time. Unlike existing models, the optimization frameworks can determine optimal designs automatically without trial-and-error once the aims are clearly defined. Moreover, these frameworks allow evaluation of the impacts of optimal designs on related parties including landowners, toll road operators, transit operators, and road users, and help network planners and profit-makers with decisionmaking by eliminating many alternative designs. A numerical study is set up to examine road network design's effects on these related parties under 3 road building schemes: exact cost recovery, build-operate-transfer, and cross-subsidization. Results show that changes in landowner profits are not the same after implementing any scheme. These unequal changes raise the issue of the landowner equity, implying that the government must consider trade-offs between parties' objectives carefully.

Land-Use Transport Interaction: State of the Art

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.

The Effect of Oil Prices on Transport Policies for Europe

ABSTRACT The future energy supply and the projected scarcity of oil will play an ever-increasing role in the development of land-use and transport strategies within Europe. This article provides a scenario-based investigation using a world energy market model (POLES) linked to an EU-level model (ASTRA) and a regional land-use transport interaction model (MARS). All three models were used to investigate the effects of policies in technology, infrastructure, pricing, and regulation under different assumptions about energy supply. Our results suggest that changes in oil prices will have a small impact on fuel use but that demand regulation will be needed to tackle congestion, and technology improvements can reduce emissions. Hence, investments in technologies and some demand regulation will be required to meet targets on sustainability.

Introduction to and calibration of a conceptual LUTI model based on neural networks

This paper deals with Land-Use-Transport-Interaction (LUTI) and presents the background and the calibration of a conceptual data driven LUTI modeling tool which is based on neural networks. A literature survey reveals the opinion of experts on the state of the art LUTI models: currently used land use transport models are too aggregate in substance to match travel demand models. Therefore research is conducted into the refinement of the models; resulting in comprehensive models. Unfortunately lack of theoretical frameworks results in these models not being operational on a large scale. This paper looks for an alternative approach and therefore addresses the following questions: (i) what are solution methods to make LUTI models more applicable; (ii) is there a sound way to put into operation these solution methods; (iii) what modeling technique is suitable to be used in this context; (iv) how does the conceptual LUTI then look like; and finally (v) can we calibrate and test this model. This leads to a conceptual model with three building blocks; (i) accessibility; (ii) household location choice; and (iii) employer location choice. Based on the demands and the previously mentioned lack of clear theories, it is concluded that a data driven approach, using Artificial Neural Networks (ANNs), is suitable to fit the framework. The auto calibration of ANN(s) ensures that complex relationships are found without a theoretical framework. The calibration of the ANNs in the model shows good results. Further research has to result in the actual implementation of the model. For the covering abstract see ITRD E129315.