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Graduate Report Presentation on
Land Use – Transport Relationship
ME – TCP, Year – I, Semester – I
Under the subject of
INFRASTRUCTURE & TRANSPORTATION PLANNING
(Subject Code : 3714803)
SARVAJANIK COLLEGE OF ENGINEERING & TECHNOLOGY, SURAT
FACULTY OF CIVIL ENGINEERING
MASTER OF ENGINEERING (TOWN AND COUNTRY PLANNING)
Affiliated with
GUJARAT TECHNOLOGICAL UNIVERSITY

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CONTENTS
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 Introduction
 Relationship between Land Use and Transportation
 Compact City
 Transit - Oriented Development(tod)
 Land Use – Transport Models
 Conclusion
 References

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INTRODUCTION
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• The connection between transportation and land use is a fundamental concept in transportation.
Transportation and land use are inexorably connected.
• Everything that happens to land use has transportation implications and every transportation
action affects land use.
• Land development generates travel, and travel generates the need for new facilities, which in turn
increases accessibility and attracts further development.
• Accessibility can be measured by the number of travel opportunities or destinations within a
particular travel radius, measured in terms of either travel time or distance.
• Mobility is a measure of the ability to move efficiently between origins and the destinations.
• Mobility is directly influenced by the layout of the transportation network and the level of service
it offers.

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Source : Indirect and Cumulative Effects Analysis for Project Induced Land Development WisDOT 1996
Fig.1 : Transportation’s Role in Land Use

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RELATIONSHIP BETWEEN LAND USE AND
TRANSPORTATION
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• Effective utilization of land stimulates urban activities, roads and other transportation facilities are
maintained so as to follow for new transportation related activity.
• When cities are growing slowly, it is easy for land utilization and traffic planning to match pace.
• In times of rapid economic growth, demand for land use accelerates and development of
transportation facilities may be unable to keep up.
• Many cities experience a high degree of economic growth will therefore experience heavy
congestion and other transportation problems.
• When transportation facilities are poor, the floor area ratio can be kept low and then the ratio can
be increased according to the progress of transportation infrastructure development.
• During the time when its impossible to expand the road networks and other transportation facility
with rise in demand, policies to regulate demand is implemented, called as Transportation
Demand Management.

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Source : Chapter 2, Transportation and Land Use, Akinori Morimoto, Faculty of Science and Engineering, Waseda University
Fig. 2 : Relationship between Land use and Transportation

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Direction Factor Impact on Expected Impacts
Land Use
⇓
Transport
Residential
Density
Trip Length
Higher residential density alone will not lead to
shorter trips. A mixture of workplaces and residences
can lead to shorter trips if travel costs are increased
Trip frequency
Little impact expected. If trips are shorter, more trips
may be made.
Mode choice
Minimum residential densities are a prerequisite for
efficient public transport. More walking and cycling
trips will be made only if trips become shorter
Employment
density
Trip length
Concentration of workplaces in few employment
centres tends to increase average trip lengths. A
balance of workplaces and residences in an area
would lead to shorter work trips only if travel
becomes more expensive.
Trip frequency
Little impact expected. If trips are shorter, more trips
may be made.
Mode choice
Concentration of workplaces in few employment
centres may reduce car use if supported by efficient
public transport. More walking and cycling trips will be
made only if trips become shorter
Table 1 : Theoretical expected Impacts of Land-Use

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8Table 1 : Theoretical expected Impacts of Land-Use
Direction Factor Impact on Expected Impacts
Land Use
⇓
Transport
Neighbourhood
design
Trip Length
Attractive public spaces and a variety of shops and
services can induce more local trips.
Trip frequency If trips are shorter, more trips may be made.
Mode choice
Street layout, pedestrian spaces and cycling lanes
could lead to more walking and cycling.
Location
Trip Length More peripheral locations tend to have longer trips.
Trip frequency No impact expected
Mode choice
Locations close to public transport stations should
have more public transport trips

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Direction Factor Impact on Expected Impacts
Transport
⇓
Landuse
Accessibility
Residential location
Locations with better accessibility to
workplaces, shops, education and leisure
facilities will be more attractive for residential
development
Industrial location
Locations with better accessibility to
motorways and railway freight terminals will
be more attractive for industrial development
and be developed faster.
Office location
Locations with better accessibility to airports,
high-speed rail railway stations and
motorways will be more attractive for office
development
Retail location
Locations with better accessibility to
customers and competing retail firms will be
more attractive for retail development, have
higher land prices and be faster developed.
Table 2 : Theoretical expected Impacts of Transport

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Direction Factor Impact on Expected Impacts
Transport
⇓
Transport
Accessibility
Trip length
Locations with good accessibility to many destinations will
produce longer trips
Trip Frequency
Locations with good accessibility to many destinations will
produce more trips.
Mode Choice
Locations with good accessibility by public transport will
produce more public transport trips.
Travel Cost
Trip length
There is a strong inverse relationship between travel cost
and trip length
Trip Frequency
There is a strong inverse relationship between travel cost
and trip frequency.
Mode Choice
There is a strong relationship between travel cost and choice
of travel mode.
Travel Time
Trip length
There is a strong inverse relationship between travel time
and trip length
Trip Frequency
There is a strong inverse relationship between travel time
and trip frequency.
Mode Choice
There is a strong relationship between travel time and choice
of travel mode.
Table 2 : Theoretical expected Impacts of Transport

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COMPACT CITY
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What is Compact city ?
A compact city is one in which functions required for daily life are aggregated in the city centre, and
one with a maintain- able city structure that retains an appropriate population density while remaining
resident-friendly and environmentally friendly.
• It is important that aggregation along public transportation lines strikes a proper balance between
the use of automobiles and public transportation.
• In periods of population growth there is a tendency for urban areas to encroach on green spaces,
while in periods of population decline there is a tendency for green space to expand into urban
areas.

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Network Compact City
A network-type compact city is one in which the various attractive features of the city are aggregated
(compacted) in multiple areas that are connected (networked) by various modes of transportation, with a
focus on highly convenient public transportation.
Fig. 3 : Network Compact City
Source : Chapter 2, Transportation and Land Use, Akinori Morimoto, Faculty of Science and Engineering, Waseda University

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TRANSIT - ORIENTED DEVELOPMENT(TOD)
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• TOD means urban development that is centred on public transportation and avoids overreliance on
automobiles. Its fundamental concepts were proposed in the 1980s by Calthorpe
• TOD is performed with an emphasis on three important elements, called the three D’s:
– Density : Maintenance of public transportation requires ensuring a certain degree of population
density. That degree will vary somewhat depending on regional characteristics.
– Diversity : It is important that commercial, medical, welfare, and other public functions be
aggregated around train stations, so that basic life activities can be performed within walking
distance.
– Design : Good spatial design is vital to inducing land use. Attractive spaces have an effect on
how people choose where to live.

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Fig. 4 : Conceptual diagram of TOD
Source : Calthorpe, Peter. 1993. The Next American Metropolis: Ecology, Community, and the American Dream. Princeton
Architectural Press

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Urban area aggregation through implementation of TOD
• Cities are connected with other cities by rapid rail systems and other forms of high-speed public
transportation, and the downtown areas of those cities are connected to their suburbs by light rail transit
(LRT) and bus rapid transit (BRT) systems, thus providing public transportation that is both punctual and
fast.
• TOD is mainly implemented along such public transportation routes. Providing high levels of public
transportation service in such areas over a long period of time and in a punctual manner promotes urban
aggregation.
• Elderly people are encouraged to live in TOD areas, while large families who most greatly benefit from
the utility of automobiles are encouraged to raise their children in the green-rich areas of the suburbs.
• Selection of residential areas according to lifestyle thus allows for urban planning that best
accommodates all generations.

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Fig. 5 : Urban Space Design implementing TOD
Source : Chapter 2, Transportation and Land Use, Akinori Morimoto, Faculty of Science and Engineering, Waseda University

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LAND USE – TRANSPORT MODELS
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• The purpose of land use transport models is to assess the policy impacts in terms of the implications
of the future growth patterns on both land use and travel related issues.
• From the early developments of land use transport models to the latest state of art, can be broadly
classified into three categories
1) Early Land Use Transport models
2) Intermediate era models
3) Modern era models.

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Early Land Use Transport models
• There are several techniques which are representatives of earliest efforts in the development of urban
development models and which continue to serve (either in original or modified form) a great number of
transportation studies.
• These are developed primarily for location of residential activities. In addition, many of these techniques
can be applied without using computer or simple programs can be prepared for use on a computer.
• These simple techniques are considered most practical use in smaller urban areas because they require
less time, cost and data.
Various Early Land Use Models
i) The Activity Weighted Technique iv) The Intervening Opportunities
ii) The Density Saturation Gradient Method v) The Delphi Technique
iii) The simple Accessibility Model

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Intermediate Era Models
• This was the golden era of developments in land use transport modelling.
• a special group of models like ‘empiric model’ has been developed and applied, the widest group of
models is led by the work of I. S. Lowry (1964).
Various Intermediate Era Models
i) Empiric Model (1965) v) Wilson Model
ii) The Lowry Model (Lowry, 1964) vi) Projective Land Use Model
iii) Garin Model vii) Hutchinson’s Model (1975)
iv) Time Oriented Metropolitan Model viii) Sarna’s Model (1979)

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Modern Era Models
• 1980s has seen a very interesting development in the area of land use transport modelling.
• The relationship between land use and transport means that any policy, relating to land use development
or transport facilities, will inevitably affect the other dimension though not necessarily on the same time
scale.
Various Modern Era Models
i) Amersfoot Model v) LILT Model
ii) CALUTAS Model vi) Osaka Model
iii) Dortmund Model vii) SALOC Model
iv) ITLUP Model viii) TOPAZ Model

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CONCLUSION
• Land use will result from investments into transport and that favourable public policy can promote
urban development of the city.
• Land use decisions directly impact the transportation system and its facilities in the region.
• The impacts of transport policies on transport patterns are clearer and stronger compared to the
interplay of land use and transport.
• Urban public transport plays a crucial role in the land use policy, particularly when the development
of new railway systems drastically reduces the costs of everyday commuting.
• Land Use generates vehicle trips leading to traffic congestion and costly roadway capacity
improvements. But, it can be avoided up to certain extent by proper land use planning.
• Mode choice is dependent upon the relative attractiveness of a mode compared to all other. The
fastest and cheapest mode is likely to have the highest modal share.

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REFERENCES
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• Akinori Morimoto, Transportation and Land Use, Faculty of Science and Engineering, Waseda
University
• Calthorpe, Peter. 1993. The Next American Metropolis: Ecology, Community, and the American
Dream. Princeton Architectural Press
• Indirect and Cumulative Effects Analysis for Project Induced Land Development WisDOT 1996
• IIT Bombay, Class Notes, Fall 2006, Module 4
• Wegener, Michael & Fuerst, Franz. (2004). Land-Use Transport Interaction: State of the Art. SSRN
Electronic Journal. 10.2139/ssrn.1434678.

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