Territories are defined by boundaries at scales ranging from countries and indeed alliances of countries) to neighbourhoods via regions and cities. These may be government or administrative boundaries, some formal, some less so; or they may be socially defined as in gang territories in cities. Much data relates to territories; some policies are defined by them – catchment areas of schools or health facilities for example. It is at this point that we start to see difficulties. Continue reading
The most famous equations with names – in one case by universal association – seem to come from physics: Newton’s Law of Gravity – the gravitational force between two objects is proportional to their masses and inversely proportional to the distance between them; Maxwell’s equations for electromagnetic fields; the Navier-Stokes’ equation in fluid dynamics; and E = mc2, Einstein’s equation which converts mass into energy. Continue reading
In the modern era, mathematical and computer models of cities have been in development for around sixty years – not surprisingly, mirroring the growth of computing power. Much has been achieved. We are pretty good at modelling the flows of people in cities for a variety of purposes and loading these trips on to transport networks; we are pretty good at estimating some activity totals at locations such as retail revenue or demand for housing. Much of this has been stitched together into comprehensive models, embracing demography and input-output economics. Continue reading
I was recruited to a post that was the start of my urban modelling career in the Autumn of 1964 by Christopher Foster (now Sir Christopher) to work on the cost-benefit analysis of major transport projects. My job was to do the computing and mathematics and at the same time to learn some economics. Of course, the project needed good transport models and at the time, all the experience was in the United States. Christopher had worked with Michael Beesley (LSE) on the pioneering cost-benefit analysis of the Victoria Line. To move forward on modelling, in 1965, Christopher, Michael and I embarked on a tour of the US. Continue reading
Much research follows the current fashion. This leads me to develop an argument around two questions. How does ‘fashion’ come about? How should we respond to it? I begin by reflecting on my personal experience.
My research career began in transport modelling (cf. ‘Serendipity’ entry) in the 1960s and was driven forward from an academic perspective by my work on entropy maximising and from a policy perspective by working in a group of economists on cost-benefit analysis. Both modelling and cost-benefit analysis were the height of fashion at the time. Continue reading