PWL INTERAKSI SPASIAL DAN

DITSL IPB - 2020

STRUKTUR RUANG
Spatial Interaction and Spatial Structure
DRP
 PWL
TERMINOLOGY “All things are related, but nearby things are more related
Contextua l to geography than distant ones” --- First Tobler Law ---

SPATIAL INTERACTION DISTANCE DECAY

• The aggregate movement of individuals, • The degree to which distance (physical,
commodities, capital, or information over economic, cultural, environmental, etc.)
(usually geographic) space resulting from a
decision process. affects SI. It is assumed that the level of
• This definition could be extended to include SI between two locations decreases as
more abstract concepts, such as influences the distance increases.
among interacting places (Farmer and
Oshan, 2017).
• Realized flow of passengers or freight
between an origin and a destination. It is a
transport demand/supply relationship
expressed over a geographical space.
(Rodrigue, 2020)

https://gistbok.ucgis.org/bok-topics/spatial-interaction-0 https://transportgeography.org/?page_id=8565 2
 PWL

Keyword s :

• Decision making process: background

• Between at least two locations: differ in characteristics.
• Mobility requires infrastructures.
• Limits by frictions (constraints) between locations

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 Scopes
• Migration, shopping, recreation, the
flow of commodity and capital,
communications, transportation
networks and infrastructure,
commutation.
• May include animal mobility, spatial
dependency (e.g., plats compete for
sun, water and nutrients), or any
biophysical/environmental
phenomena.

Farmer and Oshan (2017). 4

 Prasyarat interaksi spasial PWL
Ilustrasi
• Tingkat komplementaritas: Jika B
memproduksi barang/jasa yang
dibutuhkan A, maka interaksi AB karena
faktor permintaan-penawaran. Interaksi
berwujud komutasi, perdagangan, atau
pertukaran informasi (kab/prov/negara).
• Peluang lain: Jika lokasi C memproduksi
komoditas = B, A akan memilih
berinteraksi dg C dibandingkan dg B.
• Kemudahan transfer: Infrastruktur
(moda dan terminal) diperlukan untuk Model interaksi spasial sebagai representasi kondisi riil aliran
mendukung terjadinya interaksi. Biaya spasial. Model IS menggambarkan dan menduga perubahan
aliran akibat perubahan variabel proksinya. Jika karakteristik
transportasi harus lebih rendah dari aliran diketahui, alokasi prasarana transportasi bisa
manfaat interaksi. direncanakan lebih baik misalnya kendaraan, jaringan jalan,
dan terminal.
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 REPRESENTASI MOBILITAS SBG BENTUK INTERAKSI SPASIAL
Lokasi. Pergerakan antara lokasi asal (origin-O) dan lokasi
tujuan (destination-D). i representasi O sedangkan j adalah D.
O dan D wilayah dengan titik centroid.
Centroid. Abstraksi karakteristik suatu zona, relevan ketika
sumber asal mobilitas mencakup zona (e.g. Kode Pos, Kota,
Provinsi, etc.), penanda lokasi asal dan tujuan tertentu.
Aliran. Aliran umumnya dinyatakan oleh nilai vektor Tij sebagai
gambaran besaran interaksi antara lokasi i and j.
Vektor. Dua lokasi, zona i dan zona j, diilustrasikan sebagai dua
centroids, i and j. Vektor Tij terkait dengan 2 centroid dan
bernilai tertentu (50) yang menggambarkan aliran, misalnya
tonase barang, jumlah penumpang, atau jumlah panggilan
telepon per satuan waktu.
https://transportgeography.org/?page_id=8584
MEMBANGUN MATRIKS OD
MODEL INTERAKSI SPASIAL
• Model Umum: model interaksi spasial
menggambarkan bahwa aliran interaksi
merupakan fungsi dari karakteristik
daerah asal (O) dan karakteristik daerah
tujuan (D) serta gaya gesekan jarak
antara OD.
𝑇𝑖𝑗 = 𝑓(𝑉𝑖 , 𝑊𝑗 , 𝑆𝑖𝑗 )
• Tij: interaksi spasial antara lokasi i dan j.
• Vi: karakteristik daerah asal
• Wj: karakteristik daerah tujuan Pola penurunan pengaruh jarak dan populasi cenderung
• Sij: friksi transportasi, faktor penghambat berbeda antara fenomena migrasi, belanja atau komutasi.
 THREE BASIC MODELS OF SPATIAL INTERACTION

https://transportgeography.org/?page_id=8596
 TIGA MODEL DASAR INTERAKSI SPASIAL
1. Gravity model. Besarnya interaksi antar dua lokasi adalah fungsi dari karakteristik dan
keterpisahan 2 lokasi. Keterpisahan biasanya bernilai pangkat 2 ~ friksi jarak tidak linier, namun
nilai pangkat bisa diuji sesuai kondisi riil. Pada gambar, dua lokasi (i and j) memiliki “bobot”
(tingkat kepentingan) 35 dan 20 dengan jarak 8. Nilai interaksi sebesar 10.9, dan bersifat dua
arah.
2. Potential model. Besarnya interaksi antar dua lokasi dihitung dari penjumlahan nilai karakteristik
setiap lokasi dengan mempertimbangkan keterpisahannya, sebesar kuadrat jarak antar 2 lokasi.
Nilai interaksi potensial lokasi i (Ti) dihitung dari penjumlahan rasio antara bobot dengan kuadrat
jarak antar lokasi (j, k dan l). Pada gambar nilai interaksi = 3.8, dan tidak bersifat dua arah.
3. Retail model. Model ini terkait dengan penentuan jangkauan. Diasumsikan batas jangkauan
pasar antar dua lokasi adalah fungsi keterpisahan dan mempertimbangkan rasio bobotnya. Jika
dua lokasi sama penting, jangkauan pasarnya adalah titik tengah antar keduanya. Dalam ilustrasi,
jangkauan pasar antara lokasi i dan j (Bij), yang terpisah dengan jarak 7 km, adalah 4.9 km dari i,
atau 2.1 km dari j.
 Model Interaksi Spasial
Berbasis hukum gravitasi Newton:
Mi dan
Newton (1687)
Mj pada jarak Dij.→Gravity Model

Reilly (1931) 𝐷𝑖𝑗 dari lokasi i ke lokasi

𝐵𝑃𝑖 =
“Social physics” 𝑃𝑖 pelayanan j (breaking point) → Retail
1+ ൘𝑃
𝑗 model

Pola aliran dijelaskan melalui

Huff (1964)
→Probability model
“Probability”
S = massa di lokasi j, j=1, 2, …, n
D = jarak
GRAVITATION MODEL
A N D R E TA I L M O D E L
 GRAVITATION MODEL:
“The gravitational force between any two bodies is directly proportional to their masses, and inversely
proportional to the square of the distance between them .” (Sir Isaac Newton)
• The most common model for illustrating spatial
interaction.
• It has been applied for studying migration,
commodity flows, traffic flows, commuting, and
evaluating boundaries between market areas.
• The attraction between two objects is
proportional to their mass and inversely
proportional to their respective distance.
𝑃𝑖 𝑃𝑗
𝑇𝑖𝑗 =
𝑑𝑖𝑗
𝑃𝑖𝜆 𝑃𝑗𝛼
𝑇𝑖𝑗 = 𝛽
𝑑𝑖𝑗
• Pi and Pj : The importance of origin and destination.
• dij : Distance between origin and destination.
• k is a constant related to the rate of the event. For instance, for
particular system of spatial interactions, the value of k will be
higher if interactions represent for a year compared to the value
of k for a week.
• β (beta): A parameter of transport friction related to the
efficiency of the transport system between two locations.
• λ (lambda) : Potential to generate movements (emissivity). For
movements of people, lambda is often related to an overall level
of welfare.
• α (alpha) : Potential to attract movements (attractiveness).
Related to the nature of economic activities at the destination.
For instance, a center having important commercial activities will
attract more movements.
Gravitation Model:
the change of parameters
The parameters can change by time
due to:
• technological innovations.
• new transport infrastructure
• economic development.
For instance,
Improvements in transportation
efficiency may reduce the value of the
beta exponent (friction of distance).
Economic development can influence https://transportgeography.org/?page_id=8605
the values of alpha and lambda,
reflecting growth in mobility.
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An example of Retail Model

• In this case, two cities, (a) and (b), are 75

km apart.
• City a's population is 250,000 and city b
has a population of 100,000.
• Given the formula above, the break point
between the two cities is at 45.9 km from
city a and 29.1 km from city b.
• Assuming that there are no intervening
opportunities, and the friction of distance
at all points along the way is of equal
intensity. It also assumes that the price
structures in both cities are the same.

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Determining parameters and notes to SI model
Parameter estimation
• Transform the equation: estimating linear
model could be easier.
• Transform all variable by natural log
• Employ regression to estimate
parameters.
• When the parameters have been found,
retransform into exponential form, so it
returns to original formula.
• Interpret the result
Notes to SI model
The scientific research in transport and regional
planning aims at finding accurate parameters for
spatial interaction models.
• generally costly,
• time-consuming,
• But, very useful.
Upon validated for a city or a region, SI model
can be used for simulation and prediction
purposes, e.g.
• how many additional flows would be generated
• if the population increased or
• if better transport infrastructures were
provided.
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Determining parameters and notes to SI model
• Notes to GM
• Destination choice models are an extension of the gravity model providing a more
extensive range of factors explaining spatial interactions. The additional factors to consider
behavioral attributes to mobility:
• income,
• walkability,
• the availability of parking,
• psychological barriers.
• The main goal is to explain flows that the standard gravity model does not capture well.

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MANAGING SPATIAL INTERACTION: The drop of airfare
Various factors Beta value for Chicago
• Technology: affects economic of scale, e.g.
improving capacity of aircraft. Jet plane introduces

• Economic development: higher income

ignites traffic volume.
• Deregulation: enables industries to
compete, frequent services and flexible
schedules would increase traffic. Airfare ticket from NY to London

Higher capacity of aircraft

Higher income Flexible schedule
Deregulation

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Spatial interaction and population density

• Distance decay model was found in

almost all metropolitan, describing
significant decrease of population by the
distance to CBD.

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Population density and distance to Jakarta
 M odel Dugaan In M igrasi Ke Jakarta
Y=(56919,35)+(-19050,8)*X+(3701,746)*x**2+(-209,1875)*X**3+(3,609075)*x**4
Using in-migration from
2
R = 0,86 many provinces in Indonesia between
1e5
1974 - 2000
C:12 C:14
90000
C:13
80000 C:9 C:10
The result:
C:11
C:15 C:17
70000 C:16
The peak of in-migration occurred in
Inmigrasi

60000
C:8
C:21
late 1980s
50000 C:18
C:4
C:1 C:19C:20
40000 C:23
C:3 C:5
C:6 C:7 C:22
30000
C:2

20000

10000
5 10 15 20 25
Tahun (1974-2000)
 from and to
in 2001
• Commuting was dominated
by mobility from Botabek to
Jakarta.
affect
mobility and resources
distribution, and vice versa.
increase average
time/distance/ consumption
of energy (fuel), as well as
congestion, the need of
infrastructure (per capita)
in the area of
• The procedure of
estimation:

administrative
boundary
of mobility

per destination

location (region)

between locations
LANDUSE , SPATIAL
STRUCTURES, AND
TRANSPORTATION
NETWORKS

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Transportation affect LU or LU dictates transportation systems?

Road networks generate interactions and affect land use pattern

25
 Transportation system, spatial interaction and land use pattern
• Transport system. The transport infrastructures and
modes support the mobility of passengers and freight
expressing the level of accessibility.
• Spatial interactions. The nature, extent, origins, and
destinations of passengers and freight consider the
attributes of the transport system and the land use
factors that generate and attracts movements.
• Land use. Land use is commonly linked with demographic
and economic attributes represent spatial accumulation
of activities and levels of mobility requirements.

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https://transportgeography.org/?page_id=4860 https://transportgeography.org/?page_id=4882
Core concepts of spatial structure and transportation
• Location implies the setting of an absolute system of
reference (coordinate system).
• Distance. A measure of the friction of space to evaluate
movement between two locations. Can be expressed by
length, time, cost, effort, energy or even the
psychological perception of distance.
• Fixedness. Fixed (absolute) disparities are incurred, due
to economic, technological, social and political
conditions change in space and time. The main reason
of differing rates of change in space.
• Attributes. Differs by location, esp. relates to available
resources, such as land, capital and labor (qualifications
and costs). An important factor behind the generation
and attraction of movements.
• Relativity. All locations are relative to another. The
importance of a location changes to its importance Dynamics involves three major issues: (1) changes at a location
relative to other locations and to the scale of impact linked locations, (2) if a new link is created, the
comparison (local, regional or global) due to the importance locations bound to this link will change, (3)
development of activities. Periphery can become centre whatever the nature of change, the effect will be positive or
through socioeconomic changes (and vice versa). negative.
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https://transportgeography.org/?page_id=4842
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Transportation and the formation of urban land uses
• The evolution of urban landscapes
from pre-historic to present shows
an evolving
• Pattern → simple to complicated
• Scale → getting bigger
• Complexity → more complex
structure
• Affected by:
• Mode of transportation
• Development of infrastructure
• Impedance
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The evolution of spatial structure of a city
• (A) Preindustrial city. Cities that existed before the
industrial revolution, the CBD was limited to a small
section of the city generally nearby the waterfront, the
market, and/or a site of religious or political importance.
• (B) Mechanized city. With the industrial revolution came
mass production and mass consumption. This permitted
the emergence of a distinct retailing and wholesaling
part of the CBD while manufacturing located outside the
core.
• (C) Mobile city. In the second half of the 20th century,
industries massively relocated away from central areas
to suburban areas, leaving room for the expansion of
administrative and financial activities. The CBD was an
important accumulation of financial and administrative
activities, particularly in the largest cities as several
corporations became multinational enterprises.
https://transportgeography.org/?page_id=4760

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Flows pattern and transportation networks
Centrifugal vs centripetal
• A centripetal network favors a limited number of
locations, while a centrifugal network tends not to
convey any specific locational advantages.
• Network structures can also be direct or indirect in
their connectivity.

Centralized, decentralized and distributed networks

• Centralized. One center has high accessibility,
dominant element of the network and the spatial
structure. Common characteristic of hub and spoke
networks.
• Decentralized. The center is the point of highest
accessibility, the network is structured so that sub-
centers have also significant levels of accessibility.
• Distributed. No center has a level of accessibility
significantly different from the others, which implies
a high connectivity levels and redundancy.
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Spatial Flows Pattern
• International (trade) patterns occur between nations and
include entities such as trading blocks (European Union,
NAFTA) or dependent territories (colonialism). These
flows mainly reflect the nature of the transactional
environment. They can take place through networks
such as for air and maritime transportation or be more
diffused as for overland flows.
• Hinterland patterns generally occur between a service
center (e.g. city or a transport terminal such as a port)
and it’s market area. They are of a regional scale and
reflect the organization of markets.
• Hierarchical patterns are mostly found within the
industrial or commercial sectors and include
distribution-related movements through a supply chain
(from suppliers to customers). These flows reflect the
spatial organization of distribution.

https://transportgeography.org/?page_id=231
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Accessibility and Spatial Structure

• (A) Uniform distribution. For a spatial structure where

locations are uniformly distributed, locations 1 and 2
have different accessibility levels, with location 1 being
the most accessible. As distance (Euclidean) increases,
location 1 has access to a larger number of locations
than location 2. To access all locations, location 2 would
require about double the traveled distance than location
1.
• (B) Clustering in central area. This reflects the
distribution of urban populations, the number of
locations that can be reached by location 1 increase
rapidly and then peaks. Location 1 has a clear
accessibility advantage over location 2.
• (C) Clustering in periphery. Although the number of
locations that can be reached from location 2 initially
increases faster than for location 1, it catches up and is
actually the most accessible, but by a lesser margin. https://transportgeography.org/?page_id=6962

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• Mobility of people depends
on:
• Number of center
• Number of hinterland
• Network pattern
• How to alter disorganized to
more organized pattern?

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The Rationale of a Ring Road

Avoiding the congested

central area

City
Center
Secondary
Center

Structuring suburban
development
• Type I – Completely Motorized
Network. Representing an
automobile-dependent city with
limited centrality and dispersed
activities.
• Type II – Weak Center. Representing
the spatial structure where many
activities are located in the
periphery.
• Type III – Strong Center.
Representing high-density urban
centers with well developed public
transit systems.
• Type IV – Traffic Limitation.
Representing urban areas that
have implemented traffic control
and modal preference in their
spatial structure. Commonly, the
central area is dominated by public
transit.
https://transportgeography.org/?page_id=4817

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Density and Car Use in North American Cities, 1991
40
Urban density (pers./ha)

35
Montreal

Urban density (pers./ha) 30

25
Los Angeles
Toronto

20

New York
15
Chicago

10

Houston
5
5,000 6,000 7,000 8,000 9,000 10,000 11,000 12,000 13,000 14,000 15,000

Car use per capita (km)

Space Consumption by Different Urban Transport Modes
1/3 full ligh rail/metro

Full light rail/metro

1/3 full bus

Full bus

Car with 1 person

Fully occupied car

Cyclist

Pedestrian Space required per person (in sqr m) Speed (km/hr)

0 10 20 30 40 50 60
 Land values in Chicago over years
Negative exponential function estimate
What can be learnt from the result?
Year 1836 1857 1873 1892 1910 1928
“The streetcar and automobile
Constant 7.036 9.707 10.842 11.579 11.719 11.752
moderated the gradient of bid-rent”
(45.141) (60.764) (63.277) (44.114) (44.324) (48.373)
D_CBD -0.610 -0.641 -0.483 -0.489 -0.479 -0.195
(26.118) (26.663) (18.681) (12.669) (0.029) (5.329)
R2 0.828 0.837 0.705 0.583 0.611 0.236
Absolute t values are in parentheses

Model with direction (E, N, W) Simple model

R2 = 0.5135 R2 = 0.1691
Constant 311796.2** -26119.5 Constant 281222.1 -20650.6**
Distance -14831.0* -8676.9 Log(Dist) -38817.2 -12418.1**
Distance2 926.8 -647.8
E -80860.1** -17286.1
N -25917.6 -16766.4
W -65684.3** -1583.3
http://economics.uoregon.edu/wp-content/uploads/sites/4/2014/07/BenjaminTrussell.pdf DRP
FULLY MOTORIZED BUT STRONG CITY
• CANBERRA • WASHINGTON DC

PERENCANAAN WILAYAH
Your Logo or Name
DITSL-IPB Here 40
STRONG CENTER WITH TRAFFIC LIMITATION ?
• TOKYO • LONDON

PERENCANAAN WILAYAH
Your Logo or Name
DITSL-IPB Here 41
Factors affecting land use
and/or spatial structure

Various aspects relate to land uses.

Infrastructures and transportation
are part of those, and they seem
contributing significantly to form
spatial structure.
Transport policy and
land use implications

Any policy of transportation

influences the use of land.
A policy couple with relevant
activities would likely imply to
the behavior and type of uses.
Policy and activities
encourage for shifting and
forming functions.

Bertolini L, le Clercq F, Kapoen L. (2005) Sustainable accessibility: a conceptual framework to integrate

transport and land use plan-making. Two test-applications in the Netherlands and a reflection on the way
forward. Transport Policy, 12, 207-220.
Transport-Land Use relationship
Transportation intervention
New facilities
(i.e. highway, corridors)
Added lanes, intersections
System management
Congestion pricing
Parking pricing, management
Vehicle, fuel tax
Transportation demand management
Safety improvements
Modified from Parsons
Land use impact
• Redistribution of metropolitan growth to highway corridors
• Decentralization of population and employment
• Increased land values and concentration of development around
interchange
Same as above but lesser degree
None likely
• Unknown
• Possible shift of population and jobs toward more accessible location
• Possible shift of population and employment to exurban areas
• Unknown
• Possible increased development of major employment centers
• Likely increased development density
More compact development if cost of driving high enough to encourage
use of other modes
None likely
None likely
44

Elasticities impact of
transportation-policy
toward LU
Transportation system action Elasticity of impact
on LU
New facilities high
i.e. highway, corridors, interchanges

The highest elasticity should Added lanes, intersections high

be the most effective System management low
measure to control LU
Congestion pricing high

Parking pricing, management high

Vehicle, fuel tax moderate

Transportation demand low

management
Safety improvements low
Parsons, 1990
REFERENCES

• L Bertolini, F le Clercq, L Kapoen (2005) Sustainable accessibility: a conceptual framework to integrate transport and land
use plan-making. Two test-applications in the Netherlands and a reflection on the way forward. Transport Policy, 12,
207-220.
• C Farmer. and T Oshan (2017) Spatial interaction. The Geographic Information Science & Technology Body of
Knowledge (4th Quarter 2017 Edition), John P. Wilson (ed.). DOI: 10.22224/gistbok/2017.4.5. Accessed online at
14/10/2020 from https://gistbok.ucgis.org/bok-basic-page/welcome-gist-body-knowledge.
• JP Rodrigue (2020) The geography of transport systems. 5th edition. New York: Routledge, 456 pages. ISBN 978-0-367-
36463-2.
• B Trussell (2010) The bid rent gradient theory in Eugene, Oregon: An empirical investigation. Accesses at 08/10/2020.
Available from: http://economics.uoregon.edu/wp-content/uploads/sites/4/2014/07/BenjaminTrussell.pdf

46
HATUR NUHUN
Dyah Panuju
+62-251-8422322
panuju@apps.ipb.ac.id
www.soil.ipb.ac.id
Ringkasan

• Interaksi spasial berupa • Terdapat keterkaitan erat antara

pergerakan orang, barang, jasa
dan informasi berpengaruh
terhadap pola penggunaan lahan.
• Syarat terjadinya interaksi adalah
komplementaritas, alternatif, dan
kemudahan berpindah.
penggunaan lahan, struktur ruang
dan jaringan/sistem transportasi.
• Transportasi memfasilitasi aktifitas
antar lokasi, dan penggunaan lahan
adalah representasi aktifitas yang
berlangsung.

• Kemudahan proses interaksi

dipengaruhi oleh potensi
obyek/subyek pergerakan,
hambatan perjalanan, fasilitas
pendukung.
• Model pendugaan interaksi yang
sesuai tergantung target prediksi
yang diharapkan

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