Integrated Urban Models for Simulation of Transit and Land-Use Policies Final Report (1998) / Chapter Skim
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5.0 Review of Current Models
5.0 Review of Current Models
Pages 117-156
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The TCRP Research Project Statement for this work specified that three integrated urban models were to be considered: ITEUP (also often referred to as DRAM/EMPAL) , MEPLAN arid TRANUS.
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As indicated by Me Wegener and Sou~wor~ reviews, many other integrated urban models exist. Noteworthy examples include examples of microsimulation models tMackett.
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we examine the six models from the perspective of the design issues listed in Table 4.
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The MEPLAN package draws on 25 years of practical integrated urban - 96
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with consumption patterns expressed using technical coefficients. Spatial disaggregation is accomplished by having the further production arising to satisfy consumption allocated among the spatial zones according to discrete choice models reacting to the prices for such production.
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Building stock is supplied by developers so as to maximize profits, given the apparent demand. Building stock prices are endogenously determined within the equilibration process.
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uses traffic analysis zones as its spatial urut of analysis (up to 3,500 zones in the blew York application) , thereby providing a very fine level of spatial disaggregation relative to many other current models.
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Notable features of UrbanSim include: It is consistently based throughout on an extremely rigorous and compelling application of microeconomic theory, following a similar framework to that used in MUSSA, but diffenug in significant aspects such as the assumption of equilibnum. It is a disequilibrium model of building stock supply and demand with annual time increments.
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is highly disag~are~ated relative to most other currently operational models. The Eugene-Springfield implementation has ~ ~ ~ household types and could be run using a large weighted sample of observed households (and their associated detailed attributes)
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depends on the quality and capabilities of the four-stage travel Remarry mode} being used, rather than on He integrated modeling system per se. All six models explicitly include trar~sit although He large-area zones typically used in the older models (ITEUP, MEPL`AN~, TRANUS)
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Private establishments are further sub-divided into general developers arid carriers with the latter two categories being explicitly identified due to the special roles which they play within the transportation - land-use interaction. None of the models deals explicitly wit ndividual persons, except to Me extent that individual trips are eventually generated on the transportation networks: all six of the models are household-based.
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- c' 3 be.
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NYMTC- Exogenous supply. Exogenous travel demand model could include auto ownership LUM Demand is implicit in the travel demand forecasting choice su~model.
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Table 5.6 also discusses Me treatment of demographic processes in the six models. In general, none of the models handles demographic processes endogenously, although UrbanSim appears to be moving In this direction.
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These limitations primarily reflect well known weaknesses in the four-stage travel demand modeling system, upon which these integrated models heavily rely, rather than any fundamental problem with land-use models per se. Thus, as operational travel demand models continue to improve (through the efforts of TMIP and other research and development initiatives)
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plus general improvements in travel demand modeling mesons. bode well for improved Posit sensitivity in integrated urban models.
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MUSSA experimenting with micro-level analysis capabilities. Building Stock: Building stock is explicitly represented.
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in sufficient detail tO model the various processes of interest. All models are household-based, with very little explicit representation of individuals are separate decision makers.
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These economic markets must be explicitly modeled if their behavior over time is to be captured properly. Most models have explicit supply-demand market interaction models for land development and building stock allocation.
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Strengths include: generally strong microeconomic formulations of land and housing/floorspace market processes; coherent frameworks for dealing with transportation - Arouse interactions; multimodal transportation network analysis capabilities; and experience with developing and using large-scale integrated models. · Despite the scope for significant evolutionary development among existing models, a "new generation" of integrated models drill need to be developed in order to fully achieve the ideal model.
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ACRE H-12 Final Report - 1~2
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