Analysis of the Wider Economic Impact of a Transport Infrastructure Project Using an Integrated Land Use Transport Model

Wang, Wanle; Zhong, Ming; Hunt, John Douglas

doi:10.3390/su11020364

Cited by 18 publications

(7 citation statements)

References 24 publications

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“…TTS benefits seemingly intuitively sketch out how the proposed project would achieve transport-related objectives, which is typically the predominant gains evaluated when assessing the feasibility of transportation investment (Beesley, 1965). However, land use-related gains, which would have been supposed to be a key benefit but are perhaps less predictable and measurable (certainly they are not direct outputs of transport models, and are typically outside the domain of transport modelers), are generally swept off in the quantitative BCA analysis and thus fail to contribute during project prioritization and selection (Wang et al, 2019).…”

Section: Travel Time Savings Vs Access For Benefit-cost Analysismentioning

confidence: 99%

Time Savings vs. Access-Based Benefit Assessment of New York’s Second Avenue Subway

Wang

Levinson

2022

J. Benefit Cost Anal.

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Under the current practice of benefit-cost analysis, the direct economic benefits produced by a newly built transit facility are assessed based on how it affects travel time and various costs that are associated with transport needs and travel behavior. However, the time-saving-based benefit calculation approach has been questioned and criticized. Given the strong correlation between accessibility and land value, we propose the access-based land value benefit assessment as an alternative, and apply this assessment method to analyzing the Second Avenue Subway project in Manhattan, New York. The primary principle of the access-based method is that the economic value of a transport project’s intangible gains is largely capitalized by nearby properties’ value appreciation, which is directly caused by improved transport accessibility. We find that: (i) the actual travel time saving is lower than originally forecast; (ii) a strong positive correlation between residential property value and job accessibility by transit is observed; (iii) the appreciation in sold property value and rented property value both far exceed total project cost; and (iv) such results support the decision to approve and construct the Second Avenue Subway.

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Section: Travel Time Savings Vs Access For Benefit-cost Analysismentioning

confidence: 99%

Time Savings vs. Access-Based Benefit Assessment of New York’s Second Avenue Subway

Wang

Levinson

2022

J. Benefit Cost Anal.

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“…It is built on the theories and experiences of its pioneers, MEPLAN and TRANUS [ 24 , 25 , 26 ]. The PECAS approach has been implemented in various locations for urban and regional planning around the world over the last 15 years, including California, Caracas regions, Alberta, Oregon, and San Diego [ 27 ]. Such models are used to study the relationship between transport demand and changes in economic growth, spatial distribution/location choices of socio-economic activities, and resulting land use patterns, and to predict their changes in the future [ 26 , 28 ].…”

Section: Introductionmentioning

confidence: 99%

Evaluating Locational Preference of Urban Activities with the Time-Dependent Accessibility Using Integrated Spatial Economic Models

Raza

Zhong

Muhammad

2022

IJERPH

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In recent years, accessibility has been considered a vital policy objective in the development of a sustainable transportation system. Accessibility can make a significant contribution to quality of life. The accessibility of desirable locations, such as households and commercial locations, is usually underpinned by land use patterns and transportation infrastructure. The accessibility of different activities is largely determined by the spatial distribution of activities and associated transport networks in a metropolitan area. In order to examine how location choice behaviors of urban activities influence urban forms and land use patterns, accessibility has been used extensively to consider the impact of both the spatial distribution of opportunities (e.g., employment or services) and the transport cost of reaching them. However, in most cases, only those static/aggregate accessibility terms that are represented by the “logsum” of all available transport modes have traditionally been used in urban transport planning and modeling analysis. In this study, according to urban activities, several Integrated Spatial Economic (ISE) models i.e., PECAS (Production, Exchange, Consumption, Allocation, System) models were developed to study the relationship between dynamic, Time-Dependent Accessibility (TDA) and the location choice behavior of urban activities in the City of Wuhan, China. The developed models were then used as tools to investigate the impact of dynamic/disaggregate short-term TDA on location choice behaviors of various urban activities such as households and commercial. Regarding the household location choice, the ISE modeling results revealed that urban households living in the downtown area of the City of Wuhan were sensitive to TDA to employment centers, especially during the morning peak time. In addition, commercial services prefer locations that offer a high level of accessibility during off-peak times. Based on the results of this study, it is recommended that planning exercises, such as the development of zoning and the allocation of urban activities and public facilities, pay more attention to dynamic, short-term TDA, which is essential for urban sectors to carry out daily activities, than their static, composite accessibility counterparts.

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“…It does not answer the question of who will benefit and who will lose [7]. Wang et al [8] presented the reasons and the complex model of land use for transport purposes to assess the broader economic impacts of transport infrastructure projects. Semanjski and Gautama [9] stressed that cities are firmly based on efficient urban logistics to make them attractive for quality living and economic development.…”

Section: Introductionmentioning

confidence: 99%

Hybrid Group MCDM Model to Select the Most Effective Alternative of the Second Runway of the Airport

et al. 2019

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Sustainable and efficient development is one of the most critical challenges facing modern society if it wants to save the world for future generations. Airports are an integral part of human activity. They need to be adapted to meet current and future sustainable needs and provide useful services to the public, taking into account prospects and requirements. Many performance criteria need to be assessed to address issues that often conflict with each other and have different units of measurement. The importance of the criteria to evaluate the effectiveness of alternatives varies. Besides, the implementation of such decisions has different—not precisely described in advance—effects on the interests of different groups in society. Some criteria are defined using different scales. Stakeholders could only evaluate the implemented project alternatives for efficiency throughout the project life cycle. It is essential to find alternative assessment models and adapt them to the challenges. The use of hybrid group multi-criteria decision-making models is one of the most appropriate ways to model such problems. This article presents a real application of the original model to choose the best second runway alternative of the airport.

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Analysis of the Wider Economic Impact of a Transport Infrastructure Project Using an Integrated Land Use Transport Model

Cited by 18 publications

References 24 publications

Time Savings vs. Access-Based Benefit Assessment of New York’s Second Avenue Subway

Time Savings vs. Access-Based Benefit Assessment of New York’s Second Avenue Subway

Evaluating Locational Preference of Urban Activities with the Time-Dependent Accessibility Using Integrated Spatial Economic Models

Hybrid Group MCDM Model to Select the Most Effective Alternative of the Second Runway of the Airport

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