It is a common belief that the integrated land use/transport planning policies are a means for maximising the benefits of investment in the Transport sectors, and for promoting the cohesion and the balanced territorial growth of the European cities, i.e. strategic planning objectives of the European Union. By integrated land use/transport policies is meant those policies which define the guidelines of the land use development together withthe mid- to long-term investments in transport infrastructures. A well-known example of integrated land use/transport policies is transit oriented development. Typically, these identify the area of development within a given area, to those places which have a very high accessibility to public transport. In doing so, it is expected that the modal split would change towards the transit modes and, accordingly, the negative externalities of the use of the car would decrease. In principle this is correct, but there could be cases in which counterintuitive and negative effects arise. For instance, when the objectives of a balanced territorial growth is achieved by locating some activities (e.g. an university or a business district) in a low accessible periphery of the city, the length and the duration of thetrips could increase over a threshold acceptable for the travellers. So, it is very important for the analyst to evaluate all the consequences of integrated land use/transport policies not only on the territorial variables, but also on the mobility (travel demand) and on the performance of the transportation system. A methodology to assess the benefits of integrated land use/transport policies is presented, based on a comprehensive modelling architecture consisting of three integrated modules. The travel demand module, which, given the land-use pattern and the level of service of transportation system, simulates individual travel choices (such as tour frequency, trip distribution and mode choice) enabling the estimation of generalized travel cost and zonal accessibility. The residential location modulewhich, given the generalized travel cost, the economic activities patternand the housing supply, simulates the residential location choice of eachworker of the study area. The activity location module which, given the accessibility of each zone and the residential location pattern estimates the amount of socioeconomic activities located in each zone. Then, two casestudies are presented where such a methodology has been applied: the cityof Rome and the Regione Campania, one of the 20 administrative Regions ofItaly. In both cases, but at different planning level (urban vs. regional) the Public Administration has been carrying on strategic policies to decongest the most crowded urban areas, relocating some administrative functions and the public services in those areas which, in the future, will be served by new high frequency railway services. The application of the proposed methodology has shown some interesting results and has allowed us to make some useful considerations for further strategic planning actions. Forthe covering abstract see ITRD E145999
Samenvatting