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URBAN LANDUSE AND TRANSPORTATION PLANNING
DR. DEBAPRATIM PANDIT
ARCHITECTURE AND REGIONAL PLANNING, IIT KHARAGPUR
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Module 02:Landuse Transportation models and frameworks
Lecture 09 : Existing integrated landuse transportation models
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 Early land use transportation models

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 Lowry’s model of metropolis
 Urban simulation models in use
 ITLUP, MUSSA, URBANSIM
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 Land use transportation interaction
1950s USA Concept of interrelationship between transport and spatial development.

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Accessibility Model (Hansen, 1959)
“Locations with good accessibility had a higher chance of being developed, and at a higher density”
Washington DC

The Intervening Opportunities (Lathrop, et al, 1965) model

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Opportunity for activity : land area and intensity of land use,
highest at the point of maximum access
finite probability of the trip maker to stop at any possible
alternative opportunity

The Empiric Model (Hill, 1965) Boston Regional Planning Project

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Exogenously determined population and employment is allocated in zones considering
existing public services, transportation network and transition of local activities .
 Lowry's (1964) Model of Metropolis
Land-use transport feedback cycle. Iteration 1:
Two singly constrained spatial- Work trips to the workplaces of basic industries.

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interaction location models Assumptions:
1. People supported by each worker
Residential location model 2. Retail employees supported by one resident.
Ri exp (-β cij) Ej Workers and residents are updated until equilibrium is
Tij=
∑Ri exp (-β cij) achieved.
i

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Service and retail Where,
Tij = Work trips between residential zone i and work zone j
employment location model Ej = Workers in j
Wj exp (-β cij) Pi Ri = Dwellings in i
Sij= cij = Travel time between i and j.
∑Wj exp (-β cij)
i Sij = Shopping trips between residential zone i to retail
Source: Land-Use Transport Interaction Models by Michael facilities in zone j.
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Wegener, In M.M. Fischer, P. Nijkamp (eds.), Handbook of Pi = Population in i to be distributed,
Regional Science, DOI 10.1007/978-3-642-23430-9_41, Wj = Shopping facilities in j (destinations),
Springer-Verlag Berlin Heidelberg 2014
Urban Land use Transportation models in use
In the United States, the most widely used successor of the Lowry model are the Disaggregate Residential
allocation model (DRAM) and the Employment allocation model (EMPAL), developed by Putman and
colleagues in 1983

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 ITLUP (also often referred to as DRAM/EMPAL).
 MEPLAN. TRANUS and MEPLAN model developed respectively
 TRANUS. by De La Barra in 1989 and Echenique in 1990 uses
 MUSSA. interregional input output method (Europe)
 NYMTC-LUM.

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 UrbanSim
GIS-based California Urban Futures (CUF, CUF-2) Model (Landis, 1994, 1995;
Landis & Zhang, 1998a, 1998b)
The current research in land use transportation interaction has been able to successful
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combine entropy maximization and locational accessibility which are the basis of
spatial interaction theory with the economic notions of utility maximization and
consumer choice.
ITLUP (Integrated Transportation and Land Use Package) 1971
location and transportation models

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EMPAL (Employment Location) predicts employment location (five year period)
Based on access costs by population in different income groups for each zone

DRAM (Simultaneous household location and trip generation and distribution)

Modified version of the singly constrained spatial interaction model
Allocation depends on attractiveness and the access cost to employment to different hh types

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LANCON (estimates land consumption)

MSPLIT
Trip matrices are split into each mode using multinomial logit formulation
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NETWK
Trips are assigned to a capacity constrained highway network
The MEPLAN Model
 Input-output model predict the change in demand for space.
 Demand is allocated to spatial zones, using the concept of random utility.

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 An equilibrium model is derived by solving all the equations, subjected to constraints.
 Transport model predicts modal split and assignment using random utility model.
 Feedback loop (costs , travel time due to congestion) in the land use model to determine
accessibility

TRANUS

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 social, economic, financial, and environmental impacts of transport policies.
 land use/activity model and a transport model
MUSSA and RURBAN
 spatial allocation of land uses is handled using a bid function
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URBANSIM
 Population, land,
MUSSA(CUBE land) firms and land stock

MUSSA (land use model) + (ESTRAUS (Santiago four-

stage transport model) /TRANUS) Land use and rents

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MUSSA locations of activities (households and firms) Accessibility
Spatial location
BID-CHOICE (land rents are endogenous and
Mobility (Trip
consistent with equilibrium conditions, including land generation)
availability and developers’ behavior.
Trip rate Balancing factors

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Total population and firm forecasts (exogenous) Destination (Trip
distribution)
Regional input-output model.
Mode choice Route costs
and flow
GIS interface. O/D mode flows
Location choices:
Route choice
household clusters, zones, dwelling types, firm types
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allocated to lot sizes Model Structure ( Martinez, 1992)
Disaggregated behavioral model (static equilibrium)
UrbanSim(Paul Waddell,2002)
 Land use transportation interaction simulation system.
 Integrates several land use model components (individual agents).

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 Both demand and supply of real estate and their prices is endogenous.
 Dynamic(1 year period)
 Time lag between development decision and property availability.

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Capture the disequilibrium in real estate markets
Changes in rents, prices and vacancy rates.
 Sensitive to different policies.
 Manual input also allowed.
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 Discrete choice models using Random Utility Maximization (RUM)
models developed by McFadden (1974, 1981).
Exogenous models
 Macroeconomic model Process flow of
population Urban Sim
employment by sector Source: Incorporating land
use in metropolitan

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 Travel demand model (Feedback transportation planning, P.
on travel times and travel utility) Waddell et al.,
Transportation Research Part
A, 41, 382–410(2007).
Endogenous models:
 Accessibility model
 Economic and demographic

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transition models
 Household and employment
mobility (intra-urban relocation)
models,
 Household and employment
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location choice models,
 Real estate development model
 Land price model
 Comparison of
operational
urban models
Source:

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UrbanSim: Modeling Urban
Development for Land Use,
Transportation, and
Environmental Planning, By
Paul Waddell (2002), Journal
of the American Planning
Association, 68:3, 297-314.

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 M.M. Fischer, P. Nijkamp (eds.),2014, Handbook of Regional Science, DOI 10.1007/978-3-642-
23430-9_41, Springer-Verlag Berlin Heidelberg.
 Incorporating land use in metropolitan transportation planning, P. Waddell et al.,

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Transportation Research Part A, 41, 382–410(2007).
 MUSSA: A behavioural land use equilibrium model with location externalities, planning
regulations and pricing policies.” Working paper available at
https://pdfs.semanticscholar.org/256d/8ebb990066f4149897c681ae08424b731114.pdf
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Land use transportation modeling evolved from simple transport accessibility based models
to urban simulation systems incorporating various sub-models.

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Land use sub models included in the land use transportation modeling initially included only
the real estate demand side models such as residential and firm location choice but later
models like Urban sim included the supply side models as well.
Discrete choice models using Random Utility Maximization to determine choice behavior is
also being increasingly used in the land use transportation model systems currently in use.
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