The aim of this research is to investigate the effects of environmental conditions in a given area on the residential location and the consequences on urban sprawl and accessibility. In particular, ...the study focuses on the effects of environmental quality and landscaping on property values. To this aim, the paper presents some hedonic Multiple Linear Regression models (MLR) estimating the housing price in metropolitan areas as a function of real-estate, environmental and accessibility variables.
The hedonic models have been estimated using data collected in the province of Taranto (South-Italy) where the biggest steel factory in Europe (namely, ILVA), and one of the most important industrial port in the Mediterranean Sea are located. The set of considered variables were carried out from a location choice survey and hedonic regression estimators are presented to verify to what extent a relationship between the accessibility conditions, environmental context and the dwelling market values does exist. The results indicate that the inclusion, in the model specification, of the environmental variables between zones fit the data significantly better.
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.
La présente thèse de doctorat a pour objectif d'examiner la place et l'importance de l'accessibilité dans les modèles de choix de localisation des ménages et des entreprises. Ces modèles sont deux ...éléments clés de la conception et la construction des modèles d'interaction transport – usages du sol. Il s’agit, plus précisément, d’analyser l’effet de divers choix méthodologiques d’un point de vue théorique et empirique afin de donner des réponses à des interrogations tout aussi théoriques, méthodologiques, empiriques et politiques. Pour y répondre, quatre articles de recherche constituent le travail principal de la thèse. Les quatre travaux produits ont pour objet l’étude de l’aire urbaine lyonnaise et utilisant des modèles de choix discrets pour expliquer les choix de localisation.Dans le premier article, l’objectif est d’analyser l’effet de la mesure d’accessibilité sur les résultats du modèle de choix de localisation résidentielle. Alors que l'accessibilité a toujours été importante au niveau théorique, certains travaux relativisent son importance au niveau empirique, considérant que d'autres attribues de localisation sont plus influentes. Cet article analyse si différentes méthodes de mesure de l'accessibilité peuvent conduire à des résultats divergents. La conclusion principale estque l'accessibilité est une variable indispensable pour les modèles de choix localisation résidentielle et ce quelle que soit la mesure. Sans la variable de l’accessibilité, le modèle donne des résultats incohérents.Dans le deuxième article, l’objectif est d’analyser les différences de préférences en matière d’accessibilité entre les entreprises nouvellement créées et les entreprises qui se relocalisent. L'accessibilité est l'un des facteurs les plus importants du choix de localisation d’une entreprise. Cependant, même si cela semble intuitif, les travaux analysant les différences entre les créations et les relocalisations sont peu nombreux. En utilisant des données pour huit secteurs d’activités économiques et en confrontant les créations aux relocalisations, les résultats démontrent que l’effet de l’accessibilité diffère d’un secteur économique à l’autre. Cette différence dépend du type d’activité économique du secteur mais aussi du type d’accessibilité.Dans le troisième article, l’objectif est d’évaluer la différence d’impact de l’accessibilité sur les choix de localisation des entreprises du secteur des services aux entreprises. En distinguant les services entre Front Office et Back Office selon leur fonction dans un modèle de choix de localisation, les résultats démontrent que l'effet de l'accessibilité diffère d'un sous-secteur économique à l'autre. Dans le quatrième papier, l'objectif est d'analyser l'évolution temporelle des préférences en matièred'accessibilité des choix résidentiels. De plus en plus de ménages choisissent d’acheter une résidence en banlieue, profitant ainsi de l’augmentation de l’accessibilité. En opposition, les jeunes ménages, appelés aussi «millennials», choisissent de louer dans les zones centrales. Distinguant les locataires des propriétaires, l'analyse des élasticités de périodes 1999, 2006 et 2013 confirme l'intuition initiale qui est que les locataires sont plus sensibles à l'accessibilité à l'emploi. Plus important encore, lapréférence des locataires évolue et croit au cours de la période analysée, alors que celle des propriétaires évolue de façon inverse. Nous suggérons aux planificateurs et aux concepteurs de modèles d’intégrer la dynamique temporelle dans leurs modèles afin d'anticiper au mieux les tendances futures.
This PhD thesis has as objective to examine the place and the importance of accessibility in location choice models of households and firms, two key construction elements of Land-Use Transport Interaction models. More specifically, the aim is to analyse the effect of various methodological choices from a theoretical and empirical point of view in order to give some answers to theoretical, methodological, empirical and policy issues. Having as a case study the urban area of Lyon and using discrete models to explain the location choices of households and firms, four research papers comprise the main work of this dissertation.In the first paper, the objective was to analyse the effect of the accessibility measure on the results of residential location choice model. While accessibility has always been important at theoretical level, at empirical level, some works questioned its importance, considering other location characteristics as more influential. This paper examines whether different accessibility measurement methods can lead to divergent results. The conclusion is that accessibility is an indispensable variable for residential location choice models and the conclusion remains the same whatever is the measure. Without accessibility, the model gives inconsistent results. Complex accessibility measures give better results, especially for predictions, but simple measures are also relevant for residential location choices modelling.In the second paper, the objective was to analyse the differences of accessibility preferences between new and relocating firms. Accessibility is one of the most important attributes of a location choice of an economic establishment. However, even if it seems intuitive, works analysing any differences between creations and relocations are scarce. Using data from eighteconomic sectors and comparing creations to relocations, the results demonstrate that the effect of accessibility differs between in the same economic sector.In the third paper, the objective was to evaluate the difference of the accessibility impact on the location choices of firms of the business services sector. Distinguishing between Front Office and Back Office business services in a location choice model, the results demonstrate that the effect of accessibility differs between economic subsectors.In the fourth paper, the objective was to analyse the temporal evolution of the preferences for accessibility for residential choices. More and more people choose to buy a residence at the suburbs taking advantage of the accessibility increase. At the same time, young households, the so called millennials, choose to rent in central areas. Distinguishing between renters andowners, the analysis of the elasticities for 1999, 2006 and 2013 confirm the initial intuition. Renters were always more sensitive to accessibility to employment. More importantly, renters show an increasing preference for accessibility during the analysis period, while the owners the opposite. We suggest that planners and model developers should integrate temporal dynamics into their models in order to anticipate better future tendencies.
We are building a series of fast, visually accessible, cross-sectional, hence static urban models for large metropolitan areas that will enable us to rapidly test many different scenarios pertaining ...to both short-term and long-term urban futures. We call this framework SIMULACRA which is a forum for developing many different model variants which can be finely tuned to different problem contexts and future scenarios. The models are multisector, dealing with residential, retail/service, and employment location, are highly disaggregate, and subject to constraints on land availability and transport capacities. They have an explicit urban economic focus around transport costs, incomes, and house prices and thus encapsulate simple market-clearing mechanisms. Here we will briefly outline this class of models, paying particular attention to their structure and the way physical flows and locations are mirrored by economic flows in terms of costs and prices. Several versions of the model now exist, but we will focus, first, on the simplest 'one-window' desktop pilot version with the most obvious graphical interface; and, second, on a much more elaborated framework developed for web access, extensible to web service architectures and other related services. To demonstrate its flexibility and intelligibility, we define the various interfaces and demonstrate how the aggregate model can be calibrated to the wider London region to which it is applied. We will demonstrate the model, albeit briefly with respect to the rapid assessment of different urban futures-"what-if" scenarios, based on the impact of new London airports in the Thames Estuary. The key feature of this entire project is that the model and its variants can be run in a matter of seconds, thus entirely changing the traditional dialogue associated with their use and experimentation.
Since the accession to the EU, Hungary came at huge sum of development resources. These resources should serve the sustainable development of the economy of the country and its people. However, joint ...planning between land-use planning, regional planning and transportation planning is lacking, disendowing the utilization of possible synergies. LUTI models represent a way to deal with this problem, but Hungarian research in this field is in hiatus, and governmental interest is missing. This paper aims to draw attention to this field. It is in Hungary's best interest to develop or adopt some kind of LUTI model to enhance its developmental capability.
Emerging mobility services are being increasingly regulated, with several cities testing car-lite policy interventions in pilot study areas before a metro-wide implementation. This study uses an ...agent-based LUTI microsimulation model to examine the effect of accessibility improvements on private mobility holdings, both directly and through the mediating effect of housing choice. Different market responses to acar-lite pilot are modeled through various assumptions of changes in model parameters. Three study areas with different characteristics are chosen to explore the spatial variation in policy effects. Our findings indicate that in-movers are more likely to be higher-income households with a comparatively higher car ownership rate. Unintended negative consequences like gentrification can significantly undermine the potential boosts to vehicle-free behavior inside the study area. As a possible step to mitigate such consequences, we suggest that emerging mobility regulation strategies anticipate and address the likely response of the housing market and urban redevelopment opportunities.
•LUTI models can be useful for testing the impacts of car-lite policies on cities.•We conceptualize the car-lite policy through the lens of increased accessibility.•Study areas are chosen to tease ...out the effect of neighborhood characteristics.•Various scenarios are designed to model different market reactions to the policy.•Accessibility-induced gentrification side-effects may cause unintended policy outcomes.
Transformative technologies like automated vehicles, and emerging services like mobility-on-demand and ride-sharing, are changing the ecosystem of urban mobility. Land use-transport interaction (LUTI) models provide appropriate platforms to test the impacts of such services on cities. Although these services are purported to have mixed effects on cities, there is a general consensus that these services will increase accessibility. We approach the ‘car-lite’ policy through this lens of increased accessibility, and base this study in the city-state of Singapore. Different study areas are chosen in a manner similar to the differences-in-differences approach, in order to tease out the effects of initial neighborhood vacancy rate, vehicle-free behavior, and tight markets on policy impacts. We also design different scenarios that represent varying market reactions to the policy, and compare them to a baseline where the car-lite policy is never implemented. Study areas that are initially less ‘tight’ (i.e., have higher vacancy rates and lower vehicle-free rates) are found to have significantly larger transitions to vehicle-free behavior. Additionally, our finding of accessibility-induced gentrification speaks to the importance of considering the endogeneity in housing and mobility choices while formulating policies that may seemingly feel relevant only to the transportation realm. Providing appropriate mixes of housing typologies with adequate affordable housing, in addition to restricting car use for higher-income car-owning households, are suggested as strategies for designing car-lite neighborhoods.
Autonomous vehicles (AVs) can generate major changes in urban systems due to their ability to use road infrastructures more efficiently and shorten trip times. However, there is great uncertainty ...about these effects and about whether the use of these vehicles will continue to be private, in continuity with the current paradigm, or whether they will become shared (carsharing/ridesharing). In order to try to shed light on these matters, the use of a scenario-based methodology and the evaluation of the scenarios using a land use–transport interaction model (LUTI model TRANSPACE) is proposed. This model allows simulating the impacts that changes in the transport system can generate on the location of households and companies oriented to local demand and accessibility conditions. The obtained results allow us to state that, if AVs would generate a significant increase in the capacity of urban and interurban road infrastructures, the impacts on mobility and on the location of activities could be positive, with a decrease in the distances traveled, trip times, and no evidence of significant urban sprawl processes. However, if these increases in capacity are accompanied by a large augment in the demand for shared journeys by new users (young, elderly) or empty journeys, the positive effects could disappear. Thus, this scenario would imply an increase in trip times, reduced accessibilities, and longer average distances traveled, all of which could cause the unwanted effect of expelling activities from the consolidated urban center.
•Comparison of two accessibility indicators (potential and adapted) for assessing different policy scenarios.•Use of land use and transport interaction model, MARS, to find the optimal policy ...implementation value.•The introduction of the adapted accessibility indicator detects the highest accessibility in competitive areas.
Accessibility is an essential concept widely used to evaluate the impact of transport and land-use strategies in urban planning and policy making. Accessibility is typically evaluated by using separately a transport model or a land-use model. This paper embeds two accessibility indicators (i.e., potential and adaptive accessibility) in a land use and transport interaction (LUTI) model in order to assess transport policies implementation. The first aim is to define the adaptive accessibility, considering the competition factor at territorial level (e.g. workplaces and workers). The second aim is to identify the optimal implementation scenario of policy measures using potential and adaptive accessibility indicators. The analysis of the results in terms of social welfare and accessibility changes closes the paper.
Two transport policy measures are applied in Madrid region: a cordon toll and increase bus frequency. They have been simulated through the MARS model (Metropolitan Activity Relocation Simulator, i.e. LUTI model). An optimisation procedure is performed by MARS for maximizing the value of the objective function in order to find the optimal policy implementation (first best). Both policy measures are evaluated in terms of accessibility.
Results show that the introduction of the accessibility indicators (potential and adaptive) influence the optimal value of the toll price and bus frequency level, generating different results in terms of social welfare. Mapping the difference between potential and adaptive accessibility indicator shows that the main changes occur in areas where there is a strong competition among different land-use opportunities.
The objective of this paper is to gain a clearer understanding of the strategic relationship between a series of studies addressing the sustainability agenda. The analysis uses qualitative and ...quantitative data derived from two studies: the regional (macro) integrated transport and land-use model data and the micro-analysis of ten selected neighbourhoods, both of which have taken place in the North East of England. The interview with local authorities demonstrated that, despite the sustainability agenda being high on their list, there are issues with embracing social, economic and environmental aspects in equal manner, relating to transport. The macro-analysis shows that different land-use scenarios influence only a small part of travel behaviour. The main argument was that the changes in land-uses and transport provision are relatively marginal, compared to the existing development. The micro-study, on the other hand, demonstrated that it is the attitudes of citizens, rather than the neighbourhood characteristics, which play the bigger role in influencing the patterns of car travel, thus suggesting that future policy work on attitudes may have a bigger impact in influencing travel behaviour.
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