Oregon's transportation and land use model integration program: A retrospective

Abstract

An ambitious and innovative integrated land use-transport modeling system has been developed in Oregon over the past two decades. is work, completed under the Transportation and Land Use Model Integration Program (TLUMIP), included the development of two generations of models and the data required to build and use them and spawned the development of two others that have continued independently. An outreach program and collaborative development of freight data and forecasts were also included, as well as system testing and applications. A brief description of the motivation behind TLUMIP and the resulting modeling systems are presented. Perhaps more interesting is the story behind the models, describing several major model design, institutional, and methodology issues that were overcome. Using an integrated model in practice also entailed addressing a wider range of analytical requirements and stakeholder expectations about usability, accuracy, and extensibility than typically considered in academic pursuits. e key lessons learned through development and use of the models are discussed, with the hope that they will inform the development of similar large-scale modeling systems.

GIS-based identification and visualization of multimodal freight transportation catchment areas

“…If a statewide freight TDM exists, the OD pairs and paths served by a freight facility might be estimated by performing a 'select link analysis' (Alliance Transportation Group and Cambridge Systematics 2015). However, although TDMs contain representative models of the roadway network, they often do not provide robust depictions of water and rail networks and are thus unsuitable for multimodal freight catchment analyses (Alliance Transportation Group and Cambridge Systematics 2015; Donnelly et al 2018). For example, the statewide TDM in Arkansas (ARSTDM) contains a multimodal mode choice model, but only performs trip assignment for highway flows and not vessel flows because waterways are not part of the model network (Alliance Transportation Group and Cambridge Systematics 2015).…”

MetroScan: A Quick Scan Appraisal Capability to Identify Value Adding Sustainable Transport Initiatives

“…As with any modelling system there will be limitations [17]; however, what we have developed in MetroScan is a comprehensive way of accommodating both passenger and freight activity (including light commercial vehicles), as well as an endogenous treatment of residential and firm location choices. Areas worthy of further research to embed inn this rich behaviour system are mobility as a service (Maas), autonomous cars and trucks and buses, and a real estate agent property advisory choice model for both private dwellings and business accommodation.…”

Can increased accessibility from emerging mobility services create a car-lite future? Evidence from Singapore using LUTI microsimulation

“…LUTI models can be useful tools in exploring this research direction, as they integrate location and mobility choices using accessibility. Operationalization of this accessibility link varies widely across applications, ranging from logsum-based accessibilities from only the mode choice model in SWIM (Donnelly et al, 2018) to zone-level accessibility using shortest path-based travel costs in an UrbanSim -MATSim integration (Nicolai and Nagel, 2012). Although the concept of activity-based accessibility (ABA) proposed by Ben-Akiva and Bowman (1998) has gained significant popularity in practice-ready implementation of transportation models, we were unable to find LUTI models that use the full economic information represented through the logsum of an activity-based travel demand model for integration.…”