10.

7 COM MPONENT TS OF A TR RANSPORT TATION / LAND L USE SYSTEM

Figure e 10.1: Com mponents of Transporta T ation Land U Use System

A transpo ortation / lan nd use system m can be div vided in three e subcategor ries of mode els:

L Land use models are ge enerally con ncerned abou ut the spatia al structure of o macro an nd m micro-econom mic compo onents, which are oft ften correlated with transportatio t on re equirements. . For instan nce, by using a set of economic e ac ctivity varia ables, such a as population an nd level of consumption c n it becomes s possible to o calculate th he generatio on an nd attraction n of passenge ers and freig ght flows.

Spatial inter ractions mo odels are mo ostly concern ned about the spatial distribution d o of m movements, a function of land use u (demand d) and tran nsportation infrastructur re (s supply). The ey produce flow fl estimate es between spatial s entities, symboliz zed by origin ndestination pa airs, which can c be disagg gregated by nature, mod de and time of o the day.

T Transportati ion network k models are e trying to ev valuate how w movements s are allocate ed ov ver a transp portation network, often n of several l modes, no otably privat te and public tr ransportation n. They pr rovide traff ffic estimate es for any y given se egment of a tr ransportation n network. T provide a comprehe To ensive mode eling framew work, all th hese models s must shar re

informati ion to form an a integrate ed transpor rtation / land d use model l. For instan nce, a land us se model ca an calculate e traffic gen neration and d attraction, which can be inputted d in a spatial interactio on model. Th he origin-de estination ma atrix provide ed by a spat tial interactio on model ca an

be inputt ted in a traff fic assignme ent model, re esulting in s simulated flo ows on the transportatio t on network.

10.8 ME EASURING THE TRAN NSPORTAT TION / LAN ND USE SY YSTEM

e 10.2: Measuring the Transportat T tion Land Use U System Figure

Four maj jor categorie es of variable es are measu uring the tran nsportation / land use system:

A Administrati ive Division ns. Most dat ta is gathere ed along a spatial s frame ework, whic ch co orresponds to t administra ative divisio ons. Since the space over r which the transportatio t on / land use mo odeling proce ess is undert taken is adm ministered in n one way or r another (is it possible to fin nd any porti ion of space that is not claimed c to b be administer red by a form m of institution n?), this po olitical attrib bute is of significant consequenc ce. The data co ollection pro ocess inherit ts the established zoning g, such as cen nsus districts s, counties, or o m municipalitie s, to name a few. In som me cases, ad dministrative e divisions are a politicall ly co onvenient and a structur red, but may m underm mine the va alidity or relevance o of tr ransportation n / land use modeling. On O the abov ve figure, se ection A rep presents a cit ty di ivided in si ix administr rative divisi ions (i1 to i6), in whi ich data is acquired an nd m maintained by b governme ental agenci ies. It is po ossible for t the modelin ng process t to re edefine the divisions d of space, but costs c are also o significant tly increased d, because th he data gathering g process wo ould have to be started fr from scratch. .

L Land Use. This type of information i is commonl ly maintaine ed as zoning g maps, wher re th he formal or o functiona al (preferabl ly) characte eristics of th he territory are defined d. A Although this s data is mo ostly qualitat tive, it is of f high releva ance since it t links spatial in nformation, such as administrativ a ve division-related info ormation, to o a tangible geographic re eality. In sec ction B, the city c is charac cterized by f four types of f land use (L L1

to L4). If we assume that land use type L1 is commercial, it is logical to conclude that any commercially related data concerning administrative division i4 involves a very specific area.

Traffic. This type of information pertains to maintain, validate and update a spatial interaction matrix. Commonly, the centroid of an origin-destination matrix, is an abstraction of an administrative division, as centroid T6 is an abstraction of administrative division i6 (section C). It is "assumed" that all traffic coming from or going to i6 is generated or attracted by centroid T6. Traffic between centroids is also a component of this matrix, where T32 would represent traffic between zone i3 and i2 and T32 would present the opposite. It is also possible to use an index k identifying a mode, if the transportation system is multimodal, which is almost always the case.

Transportation Network. This type of information is related to the characteristics and structure of transportation infrastructures. The network is commonly represented as a geometric construct composed of nodes and segments. In the case of a multimodal network, such as the one portrayed on section D, there are two types of segments and intermodal nodes (Ikl) are possible.

10.9 THE LOWRY MODEL The model can be singly constrained, that is the only constraint is the fixed location of basic employment, as it is the case for the below set of equations. It can also be doubly constrained, where the location of basic employment and housing are fixed. The Lowry model structure may be expressed in terms of the following system of equations :
p eA

(1) (2) (3)

e s pB
e eb e s

where

p a row vector of the population or households within each of the n

zones.
e a row vector of the total employment in each zone

e s a row vector of the population-serving employment in each zone

e b a row vector of the basic employment in each zone
A an n n matrix of the workplace-to-household accessibilities. B an n n matrix of the household-to-service centre accessibilities

The A accessibility matrix may be expanded as follows :

111

' A [aij ][a j ]

(4)

Where
[ a 'ij ] n n square matrix of the probabilities of an employee working in i and

living in j .
[ a j ] an n n diagonal matrix of the inverse of the labor participation rates,

expressed either as population per employee, or households employee. The B accessibility matrix be expanded as follows:
B [b 'ij ] [bi ]

(5)

Where

[b 'ij ] an n n square matrix of the probabilities that the population in j

will be serviced by population service employment in t

[bi ] an n n diagonal matrix of the population serving employment-topopulation ratios. The Lowry model has obviously several limitations. It is notably a static model, which does not tell anything about the evolution of the transportation / land use system. Furthermore, current economic changes are in the service (non-basic) sectors, forming the foundation of urban productivity and dynamics in many metropolitan areas. Under such circumstances the model is likely to be inaccurate in the major service-oriented metropolitan areas of today. A way to overcome this issue is to consider some non-basic service employment as basic. The Lowry model does not consider movements of freight in urban areas, which are very significant and have impacts on the friction of distance.

112