Integrated Urban Models for Simulation of Transit and Land-Use Policies Final Report (1998) / Chapter Skim
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2.0 Planning Context for Integrated Urban Modeling
2.0 Planning Context for Integrated Urban Modeling
Pages 35-50
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From page 35... ...
ISTEA's key requirement with respect to integrated transportation - land-use planning was that transportation planning consider "the likely effect of transportation policy decisions on land use and development and the consistency of transportation plans and programs with provisions of all applicable short- and long-term land use and development piers." Cited in Shuck et al.
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From page 36... ...
non-highway focussed) improvements intennodal connectivity, i.e., promoting improved coordination among the services and facilities provided by transportation and transit agencies, and Improved coordination of an MPO's transportation plans with those of adjacent urban areas.
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From page 37... ...
Marshall notes that the authority given to larger MPOs in selecting project priorities has forced them to become better consensus builders among all levels of government. The relevance to integrated transportation - land-use planning is that this consensus can allow land development (which is within the mandate of local governments)
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From page 38... ...
. "...recogn~ze reductions in local infrastructure costs achieved through compact land use development," "identify and consider mass transportation supportive existing land use policies and fixture patterns, and the cost of urban sprawl;" arid · "consider the degree to which the project promotes economic development.
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From page 39... ...
, and the relationship between travel and land-use. However, even before the enactment of ISTEA and CAAA, the transportation modeling community had begun to question He internal consistency of the traditional four-step travel demand forecasting process.
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From page 40... ...
. Track E explicitly recognizes the importance of feedback loops between Arouse and travel demand forecasting models, and the need to provide improved land-use inputs to the travel demand forecasting process Chunk et al., 19953.
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From page 41... ...
Existing land-use models are not sufficiently- well linked to travel demand or environmental models to allow a valid assessment of Me interaction among land-use, transportation and environmental impacts. There is little agreement on the theoretical underpinnings of existing integrated models and on their application.
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From page 42... ...
Simulation of transit ridership. Many commercially-ava~lable travel demand forecasting models allow transit demand to be simulated in considerable detail.
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From page 43... ...
. transit- or auto-onentation, integration of land-use and transportation planning arid the role of moclels in planning decisions (land-use and/or travel demand models)
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From page 44... ...
The questions were deliberately openended. They were designed to gain a perspective of We relationship between transit accessibility and land-use decision-making, and how (or ill integrated -- or other -- models could be used to develop and explain this relationship.
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From page 45... ...
high density zoning near stations and integrated transportation links to the station. Most respondents noted that transit accessibility, however, was not a high-ranking factor in a developer s decision to build at a particular location (or what to build)
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From page 46... ...
Some respondents noted that Gavel demand forecasting models were not responsive to current issues (such as air quality, demand managements etc.) nor could they simulate non-~aditional modes or the overall trip chain well.
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From page 47... ...
(On the other hand, this suggests Mat it is not too late to incorporate integrated models with the other four tracks.) When asked if Integrated land-use models could serve as one of these tools, one respondent noted that the ability to simulate household behavior and attributes at a disaggregate level, and the need for appropriate data, were of more use to him than integrated models.
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From page 48... ...
These reflect the need for Unproved measurement of transit demand. These may be considered most appropriately in travel demand forecasting models (existing and TRANSIMS)
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From page 49... ...
9. The travel demand component of the integrated models should be consistent with current dlelJelopments, including activity based modeling, replication of individual traveler's choices and time-of-day variations In Ravel pattems; in addition to the TRANSIMS microsimulation approach.
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From page 50... ...
It also allows direct integration =d coordination, at the appropriate time, of similar tracks (for examples near-term improvements in integrated models with near-term improvements in travel demand forecasting procedures, etc.~.
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