Economic benefits of a corridor highway investment

Forkenbrock, David J.; Foster, Norman S.J.

doi:10.1016/0191-2607(90)90007-s

Cited by 56 publications

(33 citation statements)

References 6 publications

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“…The second point is that, if infrastructure is productive, it is because of the services that the stock of capital produces (Forkenbrock 1990;Kessides 1993). Those services could be increased not only by building more stock, but also by using the existing stock more efficiently.…”

Section: G Summary Of Econometric Production Function Studiesmentioning

confidence: 99%

“…As of 1986, 36 states included an assessment of economic benefits as part of their highway benefit-cost analysis (Forkenbrock and Plazah 1986). States such as Iowa (Forkenbrock and Foster 1990) and Minnesota (Dalton 1991;Weisbrod and Beckwith 1992) have adopted highway polMes with the explicit purpose of furthering economic development. Highway benefit-cost analyses have documented economic gains (Dalton 1991;Forkenbrock and Foster 1990;Seskin 1990).…”

Section: Highways and Economic Growthmentioning

confidence: 99%

“…States such as Iowa (Forkenbrock and Foster 1990) and Minnesota (Dalton 1991;Weisbrod and Beckwith 1992) have adopted highway polMes with the explicit purpose of furthering economic development. Highway benefit-cost analyses have documented economic gains (Dalton 1991;Forkenbrock and Foster 1990;Seskin 1990). Lastly, a large number of studies have found that highways are a statistically significant factor in explaining growth patterns within and across U.S. metropolitan areas.…”

Section: Highways and Economic Growthmentioning

confidence: 99%

“…Thus some of the growth that is observed near highways could be a shift of economic activity that would have occurred elsewhere (Forkenbrock and Foster 1990). …”

mentioning

confidence: 99%

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Highways and Economic Productivity: Interpreting Recent Evidence

Boarnet¹

1997

Journal of Planning Literature

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This paper reviews the recent literature on public infrastructure and economic productivity, with special attention to the particular case of highway infrastructure. Recent evidence suggests that, at the margin, highway infrastructure contributes little to state or national productivity. This is consistent with studies that show relatively small land use impacts from modem highways. Yet the idea that highways erahance economic health is common in the policy and planning communities. Two explanations can help reconcile this divergence between academic research and popular perception. First, some of the economic development observed near highways might not actually be caused by the highway. Second, some of the economic development near highways might be a shift of economic activity away from other areas. Either explanation suggests the need for reforms in highway project analysis and funding. Appropriate policy reforms and directions for future research are suggested.

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Section: G Summary Of Econometric Production Function Studiesmentioning

confidence: 99%

Section: Highways and Economic Growthmentioning

confidence: 99%

Section: Highways and Economic Growthmentioning

confidence: 99%

“…Thus some of the growth that is observed near highways could be a shift of economic activity that would have occurred elsewhere (Forkenbrock and Foster 1990). …”

mentioning

confidence: 99%

See 2 more Smart Citations

Highways and Economic Productivity: Interpreting Recent Evidence

Boarnet¹

1997

Journal of Planning Literature

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“…In an assessment of the influence of road investment on economic development, Forkenbrock et al (1990) reviewed a number of studies that reached the following conclusions (also listed by Parker, 199 1):…”

Section: Transportation Infrastructure Investment Impactsmentioning

confidence: 99%

A technical review of urban land use - transportation models as tools for evaluating vehicle travel reduction strategies

Southworth¹

1995

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This report has been reproduced directly from the best available copy.Available to DOE EXECUTIVE SUMMARYThe continued growth of highway traffic in the United States has led to unwanted urban traffic congestion as well as to noticeable urban air quality problems. These problems include emissions covered by the 1990 Clean Air Act Amendments (CAAA) and 199 1 Internodal Surface Transportation Efficiency Act (ISTEA), as well as carbon dioxide and related "greenhouse gas" emissions. Urban travel also creates a major demand for imported oil. Therefore, for economic as well as environmental reasons, transportation planning agencies at both the state and metropolitan area level are focussing a good deal of attention on urban travel reduction policies. Much discussed policy instruments include those that encourage fewer trip starts, shorter trip distances, shifts to higher-occupancy vehicles or to nonvehicular modes, and shifts in the timing of trips from the more to the less congested periods of the day or week. Some analysts have concluded that in order to bring about sustainable reductions in urban traffic volumes, significant changes will be necessary in the way our households and businesses engage in daily travel. Such changes are likely to involve changes in the ways we organize and use traffic-generating and-attracting land within our urban areas. The purpose of this review is to evaluate the ability of current analytic methods and models to support both the evaluation and possibly the design of such vehicle travel reduction strategies, including those strategies involving the reorganization and use of urban land.The review is organized into three sections. Section 1 describes the nature of the problem we are trying to model, Section 2 reviews the state of the art in operational urban land use-transportation simulation models, and Section 3 provides a critical assessment of such models as useful urban transportation planning tools. A number of areas are identified where further model development or testing is required. The following is a synopsis of each section of the review.Section 1 of the review describes the considerable technical difficulties associated with identifying the causes and directions of urban traffic growth. It is concluded that to be effective, transportation planning needs to bring together an understanding of (1) how the transportation sector operates, (2) how trfic-generating and attracting land is developed, (3) how other technologies affect the demands for travel, (4) how modem companies make their siting and site relocation decisions, and (5) how the modem industrial lifestyles of today's households affect, and are in turn affected by, each of the above. Besides the complex conceptual issues involved, challenging practical issues result from the need to handle large amounts of spatially explicit data, and the need to consider a wide range of possible, and sometimes competing transportation control measures (TCM). Significant, sustainable, and socially acceptable travel reduction strategi...

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Essays on Transport Economics

Coto-Millán¹,

Inglada²

2007

Contributions to Economics

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Economic benefits of a corridor highway investment

Cited by 56 publications

References 6 publications

Highways and Economic Productivity: Interpreting Recent Evidence

Highways and Economic Productivity: Interpreting Recent Evidence

A technical review of urban land use - transportation models as tools for evaluating vehicle travel reduction strategies

Essays on Transport Economics

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