NYC-WTC_000187725

NYC 9/11 Public Portal Document

h 26 o A unified microeconomic formulation of the mode choice, residential location and shopping destination choices of travelers ! is developed. o Equilibrium rent determination in the markets for residential and commercial real estate is modeled, allowing for a spatially disaggregated representation of these markets. o The design of an algorithm for solving the model on the computer is presented. In this section, it will be useful to describe the model in two different ways. First, we will enumerate the model's input and output capabilities. Second, we will give two examples of how the model may be used to analyze a realistic transportation planning problem. For purposes of describing the model, we will recall that an urban area is subdivided into a potentially large number of land use zones which are mutually exclusive and collectively exhaust the metropolitan land. A zone may be a Census tract, an aggregation of contiguous Census tracts, a traffic zone or some other geographic delineation. The generic term "zone" will be used for clarity. On the input side, the model must be provided with the following data: o A matrix of zone to zone travel times and travel costs for each relevant travel mode and for peak and off-peak travel periods. It is assumed that these zone to zone travel times and costs can be generated outside the model from changes in the transportation networks, using TRANSCAD software or other comparable procedures. Some examples of changes in transportation networks which can create new travel times and travel costs are actions such as the opening or closing of transit stations, bus reroutings, changes in headways of buses and trains, and changes in gasoline prices or changes in transit fares. o The number of existing housing units by type (i.e. single family houses, apartments in multifamily buildings, and the like) in each zone. o Recent real estate sales prices for the market value

Although the model is designed to accept both travel time and travel cost inputs, NYREG is currently calibrated on travel time differences by mode, with travel cost set equal to zero. Although subway travel costs can be assumed to be flat in the New York Metropolitan Area, auto travel cost differerences are considerable and would bias model results if similarly assumed flat. Further model development will focus on calibrating NYREG by travel cost, as well as travel time, differences by mode.

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CITY_21MC100_006662257

NYC-WTC_000187757