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land use interactions
Book Reviews and each firm produces a distinct commodity. In the model, only between-sector interactions are considered. Given the spatial distribution of households, each firm chooses its optimal location and f.o.b. price of its product so as to maximize its .orofit. Similarlv., eiven the soatial distribution of firms, each household chooses its re’sidential location and consumption-trip pattern so as to maximize its utility. As we will show later, the equilibrium land use pattern is governed by the nature of trip distribution function of households. In this dissertation, the linear-trip distribution will be examined. Finally, a general equilibrium model which combines the above two models is presented. The between-sector interactions to be considered are labor-wage interactions and goods-price interactions, while the within-sector interactions are nonprice interactions within the firm sector. It is assumed that both households and firms occupy floor space. It is shown that three types of urban configurations exist in equilibrium corresponding to the different values of parameters. Y
Implementation and evaluation of network equilibrium models of urban residential location and travel choices. Lee, Chi-Kang, Ph.D. University of Illinois at UrbanaChampaign, 1987. 197pp. Adviser: David E. Boyce Order Number DA8803108 This thesis focuses on questions of developing and evaluating network equilibrium models for combining urban residential location and travel choices. Three models are formulated for consideration of travelers’ behavior; each of them represents a specific decision structure of travelers’ location and mode choices on the basis of the deterministic user equilibrium travel costs. Solution algorithms and estimation methods are developed to solve and calibrate models of practical size. In order to evaluate their performance, the models are estimated with Chicago data using (1) CATS’ generalized cost coefficients and observed entropy constants, and (2) the maximum likelihood method and 1980 census trip data. The estimation and sensitivity results are presented and discussed from both the statistical and practical points-of-view. An interactive model for strategic land use-transport planning: A case study of the greater Toronto area. Kumar, Ram Krishna, Ph.D. University of Waterloo (Canada), 1987. A microcomputer-based urban activity model is developed. This model consists of three interacting submodels forpredictintr spatial distributions of: (i) future emolovment. fii1 labouifdrce, and (iii) associatediansport llows.%he model is intended as a tool that would aid the planner in exploring the impacts of assumptions on structural and spatial changes in the employment and household sectors on the related activities and consequently on the linkages between the places of work and residence. To this end, the model is menu driven. It allows inputs to be changed interactively, and allows the user to display the results of the analyses eraohicallv. To the extent uossible. the model uses readilv &ilable &d published d&a from the Census of Canada and from local planning agencies. The model is recursive and works in increments of user specified periods. Both positive and negative changes in zonal activity magnitudes can be predicted by the model. The model allocates employment, categorized by seven industry sectors and eight occupation groups; to zones based on the zonal location potential and the accessibility to industry-sector-specific labour markets. Residential location choice is based on the life styles of households categorized by four age-of-household-head classes and explicitly includes processes of residential mobility, housing
405
stock supply and market clearing. Population estimates in a zone are derived from household locations. The labour force, categorized into eight occupation groups, is estimated by explicitly incorporating increases in female labour force participation rates and zonal attractions to the specific occupation group. The transport linkages between the place of residence and place of work can be estimated using one of three methods. These are the Fratar model, the gravity model, and a combined model that attempts to overcome the Fratar expansion errors for high-growth zones. Modal split calculations are based on exogenously input transit trip shares between origin-destination pairs. The graphics module allows the display of five transport related characteristics, such as the road network, zonal productions and attractions, desire lines, patterns of zonal characteristics and trip length frequency distributions. The different submodels were calibrated using available data for the Greater Toronto Area for the pe;ods 1971, 1976 or 1981. The results of each submodel calibration were tested separately against observed information for the specified period and the errors were found to be within acceptable limits. The ,iob and residence location decisions of two-earner housiholds-an analysis of commuting and earnings effects for husbands and wives. Chiu. Lee-in Chen. Ph.D. University of Pennsylvania, 1988. ‘199 pp. Supervisor: Janice Fanning Madden Order Number DA8816160 This dissertation examines the relationship between earnings and commuting disparities by gender. Applying a revealed preference framework, this study derives simultaneous job and residence location decision model. I use a consumption good index, which is the “full” annual income earned by husband and wife minus commuting time evaluated at the hourly wage rate and minus housing rent. I derive the first order conditions for maximizing the composite good level with respect to three location choice variables, namely husband’s job location, wife’s job location, and household residence location. I develop five alternative location decision sequences and a spatial immobility index to empirically investigate welfare differences by gender arising from the job and residence location decisions within two-earner households. Two metropolitan areas are used to empirically investigate how urban form (macro job and housing markets) influences the economic welfare for workers in two-earner households. The Philadelphia SMSA has more concentrated and inward clustered job and housing markets. The Detroit SMSA has more even and outward scattered job and housing markets, Regardless of the sequence of job and residence location decisions, wives are unable to decrease the earnings gaps with husbands by changing residence or job locations or by commuting longer. Women earn less and their wage variation is less everywhere so that neither commuting nor residence adjustment can significantly narrow the gender earnings disparity. All sequences of location decisions show that wives (regardless of race and SMSA) have less incentive to commute longer than they actually do. The twoearner households select residential locations closer to wives’ job sites, resulting in wives’ shorter commutes. This study finds no significant wage loss from any spatial immobility imposed by employed spouses for both husbands and wives in two SMSAs. But there is evidence that husbands and wives in the Philadelphia SMSA encounter greater costs when the immobility index is measured by commuting time. However,the different commuting time needed with and without locational constraints from spouse’s job location is much lower and insignificant in the Detroit SMSA. I conclude that two-earner households are one source of urban overcommuting. However, an employment decentralized or dispersed urban form (case of
Implementation and evaluation of network equilibrium models of urban residential location and travel choices. Lee, Chi-Kang, Ph.D. University of Illinois at UrbanaChampaign, 1987. 197pp. Adviser: David E. Boyce Order Number DA8803108 This thesis focuses on questions of developing and evaluating network equilibrium models for combining urban residential location and travel choices. Three models are formulated for consideration of travelers’ behavior; each of them represents a specific decision structure of travelers’ location and mode choices on the basis of the deterministic user equilibrium travel costs. Solution algorithms and estimation methods are developed to solve and calibrate models of practical size. In order to evaluate their performance, the models are estimated with Chicago data using (1) CATS’ generalized cost coefficients and observed entropy constants, and (2) the maximum likelihood method and 1980 census trip data. The estimation and sensitivity results are presented and discussed from both the statistical and practical points-of-view. An interactive model for strategic land use-transport planning: A case study of the greater Toronto area. Kumar, Ram Krishna, Ph.D. University of Waterloo (Canada), 1987. A microcomputer-based urban activity model is developed. This model consists of three interacting submodels forpredictintr spatial distributions of: (i) future emolovment. fii1 labouifdrce, and (iii) associatediansport llows.%he model is intended as a tool that would aid the planner in exploring the impacts of assumptions on structural and spatial changes in the employment and household sectors on the related activities and consequently on the linkages between the places of work and residence. To this end, the model is menu driven. It allows inputs to be changed interactively, and allows the user to display the results of the analyses eraohicallv. To the extent uossible. the model uses readilv &ilable &d published d&a from the Census of Canada and from local planning agencies. The model is recursive and works in increments of user specified periods. Both positive and negative changes in zonal activity magnitudes can be predicted by the model. The model allocates employment, categorized by seven industry sectors and eight occupation groups; to zones based on the zonal location potential and the accessibility to industry-sector-specific labour markets. Residential location choice is based on the life styles of households categorized by four age-of-household-head classes and explicitly includes processes of residential mobility, housing
405
stock supply and market clearing. Population estimates in a zone are derived from household locations. The labour force, categorized into eight occupation groups, is estimated by explicitly incorporating increases in female labour force participation rates and zonal attractions to the specific occupation group. The transport linkages between the place of residence and place of work can be estimated using one of three methods. These are the Fratar model, the gravity model, and a combined model that attempts to overcome the Fratar expansion errors for high-growth zones. Modal split calculations are based on exogenously input transit trip shares between origin-destination pairs. The graphics module allows the display of five transport related characteristics, such as the road network, zonal productions and attractions, desire lines, patterns of zonal characteristics and trip length frequency distributions. The different submodels were calibrated using available data for the Greater Toronto Area for the pe;ods 1971, 1976 or 1981. The results of each submodel calibration were tested separately against observed information for the specified period and the errors were found to be within acceptable limits. The ,iob and residence location decisions of two-earner housiholds-an analysis of commuting and earnings effects for husbands and wives. Chiu. Lee-in Chen. Ph.D. University of Pennsylvania, 1988. ‘199 pp. Supervisor: Janice Fanning Madden Order Number DA8816160 This dissertation examines the relationship between earnings and commuting disparities by gender. Applying a revealed preference framework, this study derives simultaneous job and residence location decision model. I use a consumption good index, which is the “full” annual income earned by husband and wife minus commuting time evaluated at the hourly wage rate and minus housing rent. I derive the first order conditions for maximizing the composite good level with respect to three location choice variables, namely husband’s job location, wife’s job location, and household residence location. I develop five alternative location decision sequences and a spatial immobility index to empirically investigate welfare differences by gender arising from the job and residence location decisions within two-earner households. Two metropolitan areas are used to empirically investigate how urban form (macro job and housing markets) influences the economic welfare for workers in two-earner households. The Philadelphia SMSA has more concentrated and inward clustered job and housing markets. The Detroit SMSA has more even and outward scattered job and housing markets, Regardless of the sequence of job and residence location decisions, wives are unable to decrease the earnings gaps with husbands by changing residence or job locations or by commuting longer. Women earn less and their wage variation is less everywhere so that neither commuting nor residence adjustment can significantly narrow the gender earnings disparity. All sequences of location decisions show that wives (regardless of race and SMSA) have less incentive to commute longer than they actually do. The twoearner households select residential locations closer to wives’ job sites, resulting in wives’ shorter commutes. This study finds no significant wage loss from any spatial immobility imposed by employed spouses for both husbands and wives in two SMSAs. But there is evidence that husbands and wives in the Philadelphia SMSA encounter greater costs when the immobility index is measured by commuting time. However,the different commuting time needed with and without locational constraints from spouse’s job location is much lower and insignificant in the Detroit SMSA. I conclude that two-earner households are one source of urban overcommuting. However, an employment decentralized or dispersed urban form (case of