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This chapter provides an overview of the history of modelling residential location choice. Models of residential mobility typically have developed for illuminating the nature of location choice at different territorial scales or as part of an integrated model of land-use and transport. The latter tend to be more comprehensive in nature, though certain other investigations do consider interactions...
The City of Edmonton in Canada conducted a stated preference survey where over 1,200 respondents were asked to consider tradeoffs involving a wide range of elements of urban form and transportation, including mobility, air quality, traffic noise, treatment of neighbourhood streets, development densities and funding sources such as taxes. Respondents were to imagine moving to a new home location and...
The DRAM residential model was one of the earliest to be developed and applied, with work beginning in 1971 and with applications in planning agencies continuing to this day. It was developed with the expectation that it would be applied together with an employment model (EMPAL), and with both being linked to a suite of transportation models. This chapter describes the development path of DRAM as...
This paper describes the residential location component of the DELTA package. The introduction puts this in context, by very briefly describing the objectives and scope of the package, and the set of sub-models which it contains. The second section presents the residential location model itself. Subsequent sections discuss the calibration of the model, its applications, and current developments.
In this chapter the description of a new version of the MUSSA model is presented. The supply side of the model leading to new equilibrium problems and a solution algorithm that enhances the model performance has been significantly improved. The model is designed to forecast the expected location of agents, residents and firms, in an urban area. The model stands upon the paradigm of static market equilibrium.
The objectives of this chapter are to assess the extent to which transport impacts on residential location decisions and hence on housing occupancy rates and house prices and to assess the extent to which transport policy decisions (such as road user charging, changes to fuel duties or the provision of light rapid transit systems) affect housing markets. This was achieved by undertaking two Stated...
The focus of this paper is on modeling the influence of accessibility on the household’s location decision. Our main theoretical contribution is an elaborate specification of what we should mean by “accessibility” in this context. This is done by assuming that households make a joint choice of location and activity pattern subject to income and time constraints. This activity pattern implies a stochastic...
This chapter provides a description of the residential location component of UrbanSim, drawing on applications of UrbanSim in numerous metropolitan areas. The first section provides an overview of the UrbanSim system, with particular attention to the role of the residential location choice model within it. The second section describes the Open Platform for Urban Simulation, and explains how choice...
The Oregon2 Model represents the spatial activity system in the State of Oregon in the United States. It uses a set of seven connected modules representing different components of the full system, each running in turn for each year of simulation. Two of the module concern elements of household behaviour. The Household Allocations Module provides an agent-based microsimulation of each household and...
The focus of this chapter is on the residential choice component in the Albatross and Ramblas model systems. Both models are primarily activity-based models of transport demand. Their prime goal is to predict activity–travel patterns and associated traffic flows. The distribution of residential land use, in terms of households and persons, is exogenously given. Most progress to date in terms...
This chapter describes the development of a new microsimulation model of individual and household changes and choices within a land-use/transport interaction modelling structure. The major strength of the model is naturally its disaggregate and dynamic nature, which means that the user can aggregate the output at any desired level of household or person characteristics, and that it is possible...
This chapter reports the models presented in the previous chapters, comparing them through the identification of some criteria. The latter are factors influencing residential choice; the treatment of dynamics; issues of interdependence and representation of planning policies or zoning controls. The final point is to stress the variety of ways in which residential location modeling (and urban modeling...
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