Analysis and simulation of employment and income impacts of infrastructure investments in a state-wide GIS framework

2021

Land

Transportation is the second-largest expenditure category for households, accounting for nearly 20 cents of every dollar spent annually across the U.S. Only housing costs exceed transportation, and combined they represent a substantial burden on households. A primary economic connection between housing and transportation costs is related to the tradeoffs that households make in terms of residential location and what they have left of their household budget to spend on other needs. Families are forced to spend thousands of dollars annually on owning and operating private vehicles, forego wealth creation, and the ability to enjoy other benefits of homeownership. This analysis examines combined housing and transportation costs at the state level to regional economic performance. It contributes to the literature by testing the geographic scope of household expenditure burdens at this scale. Along with previous literature, this analysis provides evidence about the connection between the local and regional economic vitality and the burden of the combined effects of housing and transport on households. Overall, the results suggest that, from 2008 to 2018, these household cost burdens were a function of economic activity, household characteristics, and location in the state of Virginia.

Section: Literature Reviewmentioning

confidence: 99%

Exploring the Relationship between Combined Household Housing and Transportation Costs and Regional Economic Activity in Virginia

2021

Land

“…Although there is widespread acknowledgment that the provision of roads opens land up to development and that land close to road access points is more valuable than land further from access points, there is relatively little analysis of whether this is due to increased levels of development or simply the movement of activity that would have occurred in any case. Academic literature has analyzed the effect of road improvements on state and regional economic development, and the results help to provide some context for the analysis of the effect of specific road improvements (6)(7)(8)(9). This review will focus largely on the urban impacts, although it is recognized that there are substantial possibilities for road improvements to affect rural economic development.…”

Section: Literature Reviewmentioning

confidence: 99%

Geographic Information System Methodology for Assessing Growth Effects of Highway Improvements

Transportation Research Record

Dueker

Rufolo

1999

A methodology is presented to assess the induced land use effects of state highway improvements on urban development patterns. The methodology is applied to the case study city of Hillsboro, Oregon, and illustrates a framework for data management and analysis. Temporal land use characteristics and spatial measures are used as predictors of urban development activities resulting from highway accessibility improvements. A logit regression analysis tests the significance of these variables in predicting the locations of urban development over time. The primary objective of this research is to identify the relationship between capacity-increasing highway improvements and changes in urban development. The analysis provides quantifiable indicators that describe the urban development trends associated with the city of Hillsboro.

Land Use and Growth Impacts from Highway Capacity Increases

2004

J. Urban Plann. Dev.

This analysis examined the historical relationship between land use changes and the location of capacity increasing highway projects in the State of Oregon from 1970 to 1990. Aerial photography for 18 cities was used to delineate the extent of urban development in each time period. A geographic information system (GIS) was used to assemble the data. Using this data, a logit regression model tested the significance of geographic variables such as proximity to highway projects, land use zoning classification, city size, and other spatial characteristics. The analytical methods used in this study incorporated a set of commonly used techniques to assess highway impacts on urban development patterns. The results suggest that for the 18 selected cities, the spatial measures performed well in predicting the location of urban development from 1970 to 1990. In addition, the results of the logit regression model indicated that controlling for other location factors, urban development had not clustered along state high project corridors as was suspected. In troduction Similar to other states, Oregon has experienced significant rates of growth in and around its urbanized areas. The growth has not been limited to metropolitan areas, with many non-metropolitan cities having experienced new w•ban development resulting from population increases in the range of 4 to 9 percent annually between 1970 and 1997 (Center for Population Research and Census. 1998). In an attempt to manage growth impacts, Oregon instituted a statewide policy of urban growth boundaries (UGBs). These boundaries are used to contain and direct urban development and provide coordination between jurisdictions (Knaap and Nelson 1992). As urban areas grow in size, road and highway construction projects are used to facilitate vehicular travel patterns. In the period from 1975 to 1995, per capita vehicle miles traveled (VMT) increased by more than 50 percent within Oregon's Willamette Valley, with much of this increase being attributed to an increase in the number of single-occupancy conunuters (Gregor 1998). The challenge has been to accommodate local and regional travel demand with highway projects whi le not encouraging dispersed development, especially at the urban fringe. It has been shown that, while new development generates demand for new transportation facilities, increased accessibility from new highway facilities can also induce urban development (Moore and Thorsnes 1994). In this dynamic relationship between