JTLU Volume 4, No. 1 (2011)
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Table of Contents:
Introduction: The Journal of Transport and Land Use Enters Year Four, pp. 1-3
Agglomeration economies, accessibility, and the spatial choice behavior of relocating firms, pp. 5-24
‘New urbanism’ or metropolitan-level centralization? A comparison of the influences of metropolitan-level and neighborhood-level urban form characteristics on travel behavior, pp. 25-44
An application of the node place model to explore the spatial development dynamics of station areas in Tokyo, pp. 45-58
Defining land use intensity based on roadway level-of-service targets, pp. 59-69
Impacts of ethanol plants on highway networks , pp. 71-81
Book Review: Gridlock: Why We're Stuck in Traffic and What to Do About It, pp. 83-85
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Item Introduction: The Journal of Transport and Land Use Enters Year Four(Journal of Transport and Land Use, 2011) Levinson, DavidThis article introduces vol. 4, no. 1 issue of Journal of Transport and Land Use.Item Agglomeration economies, accessibility, and the spatial choice behavior of relocating firms(Journal of Transport and Land Use, 2011) de Bok, Michiel; van Oort, FrankA growing body of empirical urban economic studies suggests that agglomeration and accessibility externalities are important sources of the uneven distribution of economic activities across cities and regions. At the same time, little is known about the importance of agglomeration economies for the actual location behavior of firms. This is remarkable, since theories that underlie agglomeration economies are microeconomic in nature. In a case study of the Dutch province of South Holland, we analyze micro-level data to determine the extent to which relocation decisions are dependent on accessibility and agglomeration externalities when controlling for firm characteristics. These externalities are measured with location attributes for both own-sector localization and urbanization economies and for proximity to transport infrastructures. The results confirm that firm relocation behavior is affected much more by firm-level attributes (size, age, and growth rate) than by agglomeration and accessibility attributes. Still, accessibility and agglomeration are significantly attached to firm relocations, though their effects vary over sectors. Own-sector and generalized external economies are more important for a firm’s location choices than proximity to transport infrastructure.Item ‘New urbanism’ or metropolitan-level centralization? A comparison of the influences of metropolitan-level and neighborhood-level urban form characteristics on travel behavior(Journal of Transport and Land Use, 2011) Naess, PetterBased on a study in the Copenhagen Metropolitan Area, this paper compares the influences of macro-level and micro-level urban form characteristics on the respondents’ traveling distance by car on weekdays. The Copenhagen study shows that metropolitan-scale urban- structural variables generally exert stronger influences than neighborhood-scale built-environment characteristics on the amount of car travel. In particular, the location of the residence relative to the main city center of the metropolitan region shows a strong effect. Some local scale variables often described as influential in the literature, such as neighborhood street pattern, show no significant effect on car travel when provisions are made to control for the location of the dwelling relative to the city center.Item An application of the node-place model to explore the spatial development dynamics of station areas in Tokyo(Journal of Transport and Land Use, 2011) Chorus, Paul; Bertolini, LucaThe high level of integration between railway and real estate development in Tokyo makes the city an interesting example for other metropolitan areas looking for ways to promote transit-oriented development. To successfully promote such a development pattern, an understanding of development dynamics in station areas is crucial. In this paper, a node place model is used to determine which transport and land use factors are responsible for structuring station area redevelopments in Tokyo, and to what extent. The interaction between specific transport and land use features—most importantly, proximity by train to the central business district and the number of train connections versus workforce concentration—is a powerful force structuring developments in Tokyo. However, other factors—most notably government policies—should also be taken into account.Item Defining land use intensity based on roadway level of service targets(Journal of Transport and Land Use, 2011) Iravani, Hamid; Mirhoseini, Arash; Rasoolzadeh, MaziarTraditionally, master planners develop an initial land use scenario for an undeveloped site, which is then forwarded to transportation planners for modeling purposes. On the basis of travel demand forecast, several alternatives are provided to master planners and, accordingly, different land use proposals are examined until, finally, a preferred option is chosen. Such trial and error process is inherently cumbersome, time consuming and an optimal outcome is rarely achieved. Usually, by increasing land use intensity, roads will be overly congested, beyond acceptable levels, and under-utilized when lower levels of land use intensity is planned. Hence, defining optimum land use intensity to target traffic level of service on roads is never achieved. The aim of this paper is to introduce an innovative approach, based on a “reverse engineering” process, to define final land use intensity based on desired target volume on roads. This method significantly reduces the number of model runs required for “what if” analysis. It also brings the results of travel demand forecast models closer to the desired outcome.Item Impacts of ethanol plants on highway networks(Journal of Transport and Land Use, 2011) Mitra, Subhor; Dybing, Alan; Tolliver, DenverThis paper describes the impacts of the ethanol industry on existing highway infrastructure in the vicinity of an ethanol production plant. To determine the impacts of plant location, the corn and soybean draw areas are estimated on the basis of crop prices. Crop production data are extracted from satellite imagery of the crop data layer produced by National Agricultural Statistics Service and the United States Department of Agriculture. The increase in truck traffic attributable to the ethanol plant is estimated for the changed flow of feedstock. A model is run for two scenarios: i) existing corn and soybean production; and, ii) increased corn and soybean production. Based on existing pavement condition and incremental traffic changes, the funds required to maintain the affected roads at their present service levels are quantified.Item Book Review: Gridlock: Why We're Stuck in Traffic and What to Do About It(Journal of Transport and Land Use, 2011) Levinson, DavidThe author reviews the book Gridlock: Why We're Stuck in Traffic and What to Do About It by Randal O'Toole (Cato Institute Press, 2010).