- Collection:
- Georgia Government Publications
- Title:
- Estimated economic and transportation system impacts of selected Georgia Department of Transportation projects
- Creator:
- Clarke, Wes
Shepherd, Tommie
Kane, Sharon - Contributor to Resource:
- Georgia. Department of Transportation. Office of Performance-Based Management and Research
- Publisher:
- Forest Park, Ga. : Georgia. Department of Transportation. Office of Performance-Based Management and Research
- Date of Original:
- 2018-11
- Subject:
- Roads--Design and construction--Economic aspects--Georgia
Transportation construction industry--Economic aspects--Georgia
Infrastructure (Economics)
Roads--Design and construction--Economic aspects
Georgia
Chorochromatic maps - Location:
- United States, Georgia, 32.75042, -83.50018
- Medium:
- reports
chorochromatic maps - Type:
- Text
- Format:
- application/pdf
- Description:
- This study estimates the economic impact of $1.8 billion in spending for road and bridge construction and maintenance in Georgia.
- External Identifiers:
- OCLC 1086261357
NZ MMS ID 9916288552202931
Call Number T700.R4 M1 2018 E26 - Metadata URL:
- https://dlg.galileo.usg.edu/id:dlg_ggpd_s-ga-bt700-pr4-bm1-b2018-be26-belec-p-btext
- Digital Object URL:
- https://dlg.galileo.usg.edu/do:dlg_ggpd_s-ga-bt700-pr4-bm1-b2018-be26-belec-p-btext
- Language:
- eng
- Holding Institution:
- University of Georgia. Map and Government Information Library
- Rights:
-
GEORGIA DOT RESEARCH PROJECT 17-35
FINAL REPORT
ESTIMATED ECONOMIC AND TRANSPORTATION SYSTEM IMPACTS OF SELECTED GEORGIA
DEPARTMENT OF TRANSPORTATION PROJECTS
OFFICE OF PERFORMANCE-BASED MANAGEMENT AND RESEARCH
15 KENNEDY DRIVE FOREST PARK, GA 30297-2534
1.Report No.: FHWA-GA-19- 2. Government Accession No.: 3. Recipient's Catalog No.:
1735
4. Title and Subtitle:
5. Report Date: November 2018
Estimated Economic and Transportation System
Impacts of Selected Georgia Department of
6. Performing Organization Code:
Transportation Projects
7. Authors: Wes Clarke, Ph.D. Tommie Shepherd, Ph.D. Sharon Kane, Ph.D.
8. Performing Organ. Report No.:
9. Performing Organization Name and Address: University of Georgia Research Foundation 200 D.W. Brooks Drive Athens, GA 30602
10. Work Unit No.:
11. Contract or Grant No.: P.I.No. 0015954
12. Sponsoring Agency Name and Address: Georgia Department of Transportation Office of Performance-Based Management and Research 15 Kennedy Drive Forest Park, GA 30297-2534
13. Type of Report and Period Covered: Final; April 2018 November 2018
14. Sponsoring Agency Code:
15. Supplementary Notes:
16. Abstract: This study estimates the economic impact of $1.8 billion in spending for road and bridge construction and maintenance in Georgia. This spending supported a total of 21,428 jobs in the state and produced $3.35 billion in total economic output.
17. Key Words: construction, maintenance, economic impact
18. Distribution Statement:
19. Security Classification (of this report): Unclassified
20. Security Classification (of this page): Unclassified
21. Number of Pages: 100
22. Price:
Form DOT 1700.7 (8-69)
ii
GDOT Research Project No. 17-35
Final Report ESTIMATED ECONOMIC AND TRANSPORTATION SYSTEM IMPACTS OF SELECTED
GEORGIA DEPARTMENT OF TRANSPORTATION PROJECTS
By Wes Clarke, Ph.D. Senior Pubic Service Faculty Tommie Shepherd, Ph.D.
Economist Sharon Kane, Ph.D.
Economist
Carl Vinson Institute of Government University of Georgia Contract with
Georgia Department of Transportation In cooperation with
US Department of Transportation Federal Highway Administration
November 2018 The contents of this report reflect the views of the authors who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Georgia Department of Transportation or the Federal Highway
Administration. This report does not constitute a standard, specification, or regulation.
iii
TABLE OF CONTENTS
Page
LIST OF TABLES ..................................................................................................................................
v
LIST OF FIGURES ................................................................................................................................
viii
EXECUTIVE SUMMARY .....................................................................................................................
ix
ACKNOWLEDGMENTS ......................................................................................................................
xi
INTRODUCTION .................................................................................................................................
1
DATA ...................................................................................................................................................
4
METHODOLOGY ................................................................................................................................
6
IMPLAN INPUTS ................................................................................................................................
17
ESTIMATED ECONOMIC IMPACTS ..................................................................................................
19
ADDITIONAL BENEFITS OF TRANSPORTATION SYSTEM EFFICIENCY IMPROVEMENTS ..........
27
CONCLUSIONS ...................................................................................................................................
35
REFERENCES ......................................................................................................................................
37
APPENDICES
Appendix A Detailed Tables of Estimated Economic Impacts by GDOT District .............
38
Appendix B Detailed Tables of Estimated Economic Impacts by Rural-Urban Commuting Areas ......................................................................................................................
60
Appendix C Number of Projects and Expenditure Dollars by County ...............................
91
Appendix D The TREDIS Model ...............................................................................................
95
iv
LIST OF TABLES
Table
1. Georgia Motor Use Fuel Tax Rates and Revenue, FY 2013 to FY 2018 ...................
2. Distribution of FY 2017 Project Dollars Across GDOT Districts ................................
3. IMPLAN Inputs for FY 2017 Project Dollars - GDOT Districts ...................................
4. IMPLAN Inputs for FY 2017 Project Dollars Rural-Urban Commuting Areas .....
5.
Estimated Economic Impacts of GDOT Construction, Capital Maintenance, and Routine Maintenance Projects in Georgia ..................................................................
6.
Estimated Economic Impacts of Statewide Design, Engineering, and LMIG Expenditures ...................................................................................................................
7.
Estimated Economic Impacts of GDOT Construction, Capital Maintenance, Routine Maintenance, Design, and Engineering Services in Georgia .....................
8. GDOT District Jobs, Economic Output, and Multipliers ............................................
9. Rural-Urban Commuting Area Jobs, Economic Output, and Multipliers ...............
10.
Number and Cost of Projects Producing Transportation System Efficiency Improvements in Selected RUCAs ...............................................................................
11. Value of Transportation System Efficiency Improvements, 2019 to 2028 .............
12.
Monetized Value of Reduced Emissions Resulting from Transportation System Efficiency Improvements, 2019 to 2028 ......................................................................
13. Total Fatalities, Injuries, and Accidents Avoided, 2019 to 2028 ...................
14.
Transportation System Efficiency Improvement Contribution to Gross Regional Product, 2019 to 2028 ....................................................................................................
15.
Transportation System Efficiency Improvement Summary by Benefit Type 2019 to 2028 ...................................................................................................................
Page
3 5 18 19 21
22
23 25 26 29 30 31 32 33
34
Tables in Appendices
A1. Estimated Economic Impacts of Construction Projects in GDOT District 1 ...........
38
A2. Estimated Economic Impacts of Maintenance Projects in GDOT District 1 ..........
39
A3. Estimated Economic Impacts of All Projects in GDOT District 1 .............................
40
A4. Estimated Economic Impacts of Construction Projects in GDOT District 2 ............
41
A5. Estimated Economic Impacts of Maintenance Projects in GDOT District 2 ............
42
A6. Estimated Economic Impacts of All Projects in GDOT District 2 ...............................
43
A7. Estimated Economic Impacts of Construction Projects in GDOT District 3 .............
44
A8. Estimated Economic Impacts of Maintenance Projects in GDOT District 3 ............
45
A9. Estimated Economic Impacts of All Projects in GDOT District 3 ...............................
46
A10. Estimated Economic Impacts of Construction Projects in GDOT District 4 .............
47
A11. Estimated Economic Impacts of Maintenance Projects in GDOT District 4 ............
48
v
A12. Estimated Economic Impacts of All Projects in GDOT District 4 ...............................
49
A13. Estimated Economic Impacts of Construction Projects in GDOT District 5 .............
50
A14. Estimated Economic Impacts of Maintenance Projects in GDOT District 5 ............
51
A15. Estimated Economic Impacts of All Projects in GDOT District 5 ...............................
51
A16. Estimated Economic Impacts of Construction Projects in GDOT District 6 ............
53
A17. Estimated Economic Impacts of Maintenance Projects in GDOT District 6 ...........
54
A18. Estimated Economic Impacts of All Projects in GDOT District 6 ..............................
55
A19. Estimated Economic Impacts of Construction Projects in GDOT District 7 ............
56
A20. Estimated Economic Impacts of Maintenance Projects in GDOT District 7 ...........
57
A21. Estimated Economic Impacts of All Projects in GDOT District 7 ..............................
58
A22. Estimated Economic Impacts of All Projects in Georgia ............................................
59
B1.
Estimated Economic Impacts of Construction Projects in the Albany Rural-Urban Commuting Area .............................................................................................................
60
B2.
Estimated Economic Impacts of Maintenance Projects in the Albany RuralUrban Commuting Area ................................................................................................
61
B3.
Estimated Economic Impacts of All Projects in the Albany Rural-Urban Commuting Area ...........................................................................................................
62
B4.
Estimated Economic Impacts of Construction Projects in the Athens Rural-Urban Commuting Area ............................................................................................................
63
B5.
Estimated Economic Impacts of Maintenance Projects in the Athens RuralUrban Commuting Area ................................................................................................
64
B6.
Estimated Economic Impacts of All Projects in the Athens Rural-Urban Commuting Area ............................................................................................................
64
B7.
Estimated Economic Impacts of Construction Projects in the Atlanta RuralUrban Commuting Area ...............................................................................................
66
B8.
Estimated Economic Impacts of Maintenance Projects in the Atlanta RuralUrban Commuting Area ...............................................................................................
67
B9.
Estimated Economic Impacts of All Projects in the Atlanta Rural-Urban Commuting Area ...........................................................................................................
68
B10.
Estimated Economic Impacts of Construction Projects in the Augusta RuralUrban Commuting Area ...............................................................................................
69
B11.
Estimated Economic Impacts of Maintenance Projects in the Augusta RuralUrban Commuting Area ...............................................................................................
70
B12.
Estimated Economic Impacts of All Projects in the Augusta Rural-Urban Commuting Area ..........................................................................................................
71
B13.
Estimated Economic Impacts of Construction Projects in the Columbus RuralUrban Commuting Area .............................................................................................
72
B14.
Estimated Economic Impacts of Maintenance Projects in the Columbus RuralUrban Commuting Area ..............................................................................................
73
B15.
Estimated Economic Impacts of All Projects in the Columbus Rural-Urban Commuting Area ...........................................................................................................
74
B16.
Estimated Economic Impacts of Construction Projects in the Macon Rural-Urban Commuting Area ............................................................................................................
75
vi
B17.
Estimated Economic Impacts of Maintenance Projects in the Macon RuralUrban Commuting Area ................................................................................................
76
B18.
Estimated Economic Impacts of All Projects in the Macon Rural-Urban Commuting Area ..............................................................................................................
77
B19.
Estimated Economic Impacts of Construction Projects in the Rome-Chattanooga Rural-Urban Commuting Area ......................................................................................
78
B20.
Estimated Economic Impacts of Maintenance Projects in the Rome-Chattanooga Rural-Urban Commuting Area .....................................................................................
79
B21.
Estimated Economic Impacts of All Projects in the Rome-Chattanooga RuralUrban Commuting Area ...............................................................................................
80
B22.
Estimated Economic Impacts of Construction Projects in the StatesboroSavannah-Brunswick Rural-Urban Commuting Area ................................................
81
B23.
Estimated Economic Impacts of Maintenance Projects in the StatesboroSavannah-Brunswick Rural-Urban Commuting Area ................................................
82
B24.
Estimated Economic Impacts of All Projects in the Statesboro-SavannahBrunswick Rural-Urban Commuting Area ..................................................................
83
B25.
Estimated Economic Impacts of Construction Projects in the Valdosta RuralUrban Commuting Area ...............................................................................................
84
B26.
Estimated Economic Impacts of Maintenance Projects in the Valdosta RuralUrban Commuting Area .................................................................................................
85
B27.
Estimated Economic Impacts of All Projects in the Valdosta Rural-Urban Commuting Area ............................................................................................................
86
B28.
Estimated Economic Impacts of Construction Projects in the Rural Areas (NonRUCA) ...............................................................................................................................
87
B29.
Estimated Economic Impacts of Maintenance Projects in the Rural Areas (NonRUCA) ..............................................................................................................................
88
B30. Estimated Economic Impacts of All Projects in the Rural Areas (Non-RUCA) .......
89
B31. Estimated Economic Impacts of All GDOT Projects in the RUCAs ..........................
90
C1. Number of Projects and Expenditure Dollars by County ..........................................
91
vii
LIST OF FIGURES
Figure
1. Georgia Department of Transportation Districts ...................................................... 2. IMPLAN Modeling for GDOT District 1 ....................................................................... 3. Economic Research Service Rural-Urban Commuting Areas (USDA) ..................... 4. IMPLAN Modeling Regions Approximating ERS RUCAs ............................................
Page
10 12 15 16
viii
EXECUTIVE SUMMARY
Georgia changed its motor use fuel tax (MUFT) on July 1, 2015, from a 7 cent excise tax per gallon coupled with a 3% sales tax on the wholesale price of gasoline and diesel fuel to an excise tax that was initially set at 26 cents and 29 cents on gasoline and diesel fuel, respectively. The excise tax rates have since been increased to 26.8 cents and 30 cents. This change resulted in an increase in state MUFT from about $1 billion in fiscal year (FY) 2015 to $1.6 billion in FY 2016 and nearly $1.8 billion in fiscal year (FY) 2018, allowing the Georgia Department of Transportation (GDOT) to make significant increases to the dollar value of road and bridge projects contracted annually.
In FY 2017, GDOT awarded contracts for 383 major construction and capital maintenance projects totaling $1,459,516,458, plus 259 routine maintenance projects for $105,512,335. GDOT made expenditures of $108,163,822 in design and engineering costs associated with these projects, bringing the total expenditure to $1.67 billion. In addition, $156,562,234 in Local Maintenance and Improvement Grants (LMIG) were made from the state's MUFT. These funds went directly to 688 county and municipal governments to help fund projects on roads and bridges maintained by local governments. According to GDOT officials, the majority of LMIG funds were expended for resurfacing.1 Including the LMIG funds, total expenditures for FY 2017 for these purposes were $1,829,754,849.
This study measures the economic impact of these expenditures in terms of jobs, labor income, value added to the state's economy, and total economic output. Economic impacts were estimated using IMPLAN, an input-output county-level model of the US economy widely used for this type of research.
1 Personal conversation with Mr. Marc Mastronardi, October 17, 2018.
ix
Major findings: The new tax rates increased annual state MUFT revenue from approximately $1.0 billion to nearly $1.8 billion by FY 2018. $1.83 billion in total expenditures2 resulted in $3.35 billion in total economic activity. GDOT projects in FY 2017 supported an estimated 21,428 jobs in Georgia with labor income of more than $1.02 billion. The jobs multiplier statewide for road and bridge construction and maintenance is 1.85 and ranges from 1.67 to 1.91 in the GDOT districts. Each direct employment job in the road and bridge construction and maintenance industry sectors supports nearly one (0.8) additional job in the state. The economic output multiplier effect for road and bridge construction and maintenance spending is 1.85 statewide, and ranges from 1.66 to 1.92 in the seven GDOT districts. Every $1 billion spent on road and bridge construction and maintenance results in another $850 million of economic activity in the state. The estimated value of benefits from transportation system efficiency improvements from 29 projects that enhanced capacity in metropolitan areas is $5.7 billion over the ten-year period 2019 to 2028. These benefits accrue from an estimated reduction in congestion, travel times, emissions, accidents, injuries, and fatalities, plus increased productivity.
2 Includes $1.46 billion in construction and capital maintenance, $105 million in routine maintenance, $108 million in design and engineering expenditures, and $156 million in Local Maintenance and Improvement Grants.
x
AKNOWLEDGMENTS
The Carl Vinson Institute of Government would like to acknowledge Representative Kevin Tanner, Chairman of the House Transportation Committee, for his request for this study and his guidance in developing a plan for the research; Mr. Josh Waller, Director of Policy and Government Affairs at the Georgia Department of Transportation, for helping coordinate the resources needed to do the work; Mr. Marc Mastronardi, Mr. Rich Williams, Mr. Habte Kassa, Ms. Sarah Lamothe, Mr. Paul Tanner, Mr. Michael Hopkins, and many others at the Georgia Department of Transportation who provided data, answered our many questions, and reviewed various versions of the report; and Mrs. Supriya Kamatkar at the Georgia Department of Transportation, who managed the project from the Office of Performance-Based Management and Research.
We extend our thanks and gratitude to Mr. Adam Winston at TREDIS for methodological help with the analysis of transportation system efficiency improvements, and to Ms. Kirsten Hughes for managing our account at TREDIS. Both have been helpful on a number of projects for several years.
xi
INTRODUCTION
The motor use fuel tax (MUFT) in Georgia prior to July 1, 2015, consisted of an excise tax of 7 cents per gallon on both gasoline and diesel fuels, plus a 3% state sales tax3 and any local sales taxes. To facilitate collection of the tax and to reduce compliance costs, the tax was imposed at the rack, meaning that it was prepaid prior to delivery of fuel to the retailer. The prepaid sales tax amount was calculated using an estimated wholesale price per gallon for each fuel type set by the Georgia Department of Revenue (DOR). Using the estimated wholesale price, DOR set a cents-per-gallon sales tax rate to be collected along with the 7 cent excise tax. The estimated price per gallon was set and made effective in January and July of each year for the subsequent six-month period. Table 1 shows these tax rates for fiscal year (FY) 2013, FY 2014, and FY 2015. Fiscal years for Georgia state government, including GDOT, begin on July 1 and end on June 30 the following calendar year. Fiscal years are labeled by the calendar year when they end, meaning FY 2017 began on July 1, 2016 and ended June 30, 2017.
During the 2015 legislative session, the Georgia General Assembly passed House Bill (HB) 170, which changed the method Georgia uses for taxing motor fuel effective July 1, 2015. The new method of taxation uses an excise tax only. The initial rates established on July 1, 2015, for gasoline and diesel fuel were 26 cents and 29 cents, respectively. The rate figures in Table 1 show a small increase over the last three years. The state no longer applies the state sales tax to motor fuel, but local sales taxes are still applied. DOR calculates the prepaid rates for local sales taxes using an estimated wholesale price per gallon established each January and July and imposes the tax at the rack following the established protocol.
3 The 4% state sales tax was split, with 3% going to MUFT and 1% to the general fund.
1
Revenue collections under the new excise rates have produced a higher level of funding for road and bridge construction and maintenance than under the old tax system. State MUFT revenues were approximately $1 billion annually from FY 2013 through FY 2015 but increased to $1.6 billion in FY 2016 and to nearly $1.75 billion in FY 2017. Revenues were anticipated to approach $1.8 billion in FY 2018. In addition to state dollars, Georgia received $1.4 billion in federal funds in FY 2017 for road projects and anticipates $1.6 billion in FY 2018.4
The Georgia Department of Transportation (GDOT) contracted with the University of Georgia's Carl Vinson Institute of Government to conduct a study estimating the economic impact of the state's investment in major construction, capital maintenance, and routine maintenance during FY 2017. At the request of GDOT and Georgia House of Representatives Transportation Committee Chair Kevin Tanner, researchers at the Institute of Government estimated the impacts in regions of the state defined by GDOT district as well as by urban and rural areas. Additionally, the research team estimated the monetary value of transportation system efficiency improvements for projects that increase the capacity of the state's road system.
4 The Governor's Budget Report, Fiscal year 2019, p. 279.
2
TABLE 1
Georgia Motor Use Fuel Tax Rates and Revenue, FY 2013 to FY 2018
Gasoline
Diesel
Fiscal Year
FY 2013 FY 2014 FY 2015 FY 2016 FY 2017 FY 2018
Tax Rate Effective
Date
1-Jul-12 1-Jan-13 1-Jul-13 1-Jan-14 1-Jul-14 1-Jan-15 1-Jul-15 1-Jan-16 1-Jul-16 1-Jan-17 1-Jul-17 1-Jan-18
Excise Tax
(Cents per
Gallon)
7.5 7.5 7.5 7.5 7.5 7.5
26.0
26.0
26.0 26.3 26.3 26.8
Sales Tax* (Cents per Gallon)
9.1 9.0 9.5 8.8 8.8 8.8 -
-
-
Total
16.6 16.5 17.0 16.3 16.3 16.3 26.0 26.0 26.0 26.3 26.3 26.8
Excise Tax
(Cents per
Gallon)
7.5 7.5 7.5 7.5 7.5 7.5 29.0
29.0
29.0 29.4 29.4 30.0
Sales Tax* (Cents per Gallon)
10.7 10.9 10.4 10.4 10.4 10.4
-
-
-
*3% prepaid state tax rate **FY 2018 estimate from Amended FY 2018 Budget in Brief Sources: Georgia Department of Revenue, Governor's Office of Planning and Budget
Total
18.2 18.4 17.9 17.9 17.9 17.9 29.0 29.0 29.0 29.4 29.4 30.0
State MUFT Revenues**
$1,000,625,732 $1,006,493,364
$997,333,000 $1,605,915,000 $1,747,347,000 $1,768,350,000
3
DATA
The Georgia Department of Transportation (GDOT) provided data for 383 major road and bridge construction and capital maintenance projects totaling $1,459,516,458 that were contracted during FY 2017, and for 259 routine maintenance projects totaling $105,512,335 (see Table 2). Capital maintenance involves some level of reconstruction or repaving, whereas routine maintenance might include restriping, crack sealing, traffic control system repair, or vegetation removal. For purposes that will be discussed in the Methodology section, the Carl Vinson Institute of Government research team allocated amounts from each project to one or more of Georgia's 159 counties. The data provided for the 383 major projects included the location of each project, which allowed the researchers to determine the GDOT district and the county or counties involved. Where a project involved work in multiple counties and the data were sufficient to determine the amount of work done in each county, the amount was allocated accordingly. If this was not possible, the amount was allocated equally to those counties. For the 259 routine maintenance projects, GDOT provided specific proportions for allocating each project across multiple counties when more than one county was involved. In those cases, dollars were allocated according to GDOT's distribution. The distribution of project dollars in each of the seven GDOT districts is shown in Table 2. A distribution by county is provided in Appendix C.
4
TABLE 2
Distribution of FY 2017 Project Dollars across GDOT Districts
District
Major Construction and Capital Maintenance
District 1
$205,180,212
District 2
$131,303,608
District 3
$404,232,370
District 4 District 5
$270,183,653 $132,196,829
District 6
$165,702,523
District 7
$150,717,263
SUBTOTAL
$1,459,516,458
Design and Engineering Local Maintenance and Improvement Grants
TOTAL Subtotals may not sum due to rounding. Source: GDOT
Routine Maintenance
$18,567,210 $17,985,297 $10,863,040 $13,745,456
$9,595,950 $16,291,430 $18,463,952 $105,512,335
Total
$223,747,422 $149,288,905 $415,095,410 $283,929,109 $141,792,779 $181,993,953 $169,181,215 $1,565,028,793 $108,163,822
$156,562,234
$1,829,754,849
Two other categories of expenditures were included in the analysis. Design and engineering expenditures associated with the construction and capital maintenance projects let and awarded in FY 2017 were $108,163,822. This work was performed largely by firms in the Atlanta area, but involved effort at various sites around the state. The second category is Local Maintenance and Improvement Grants (LMIG) made directly to 688 county and municipal governments. These funds are distributed according to a formula that uses population and the amount of the state's roads that each local government maintains. The total LMIG funds for FY 2017 were $156,562,234. The LMIG funds, as well as the design and engineering expenditures, were modeled as statewide expenditures. The total for all GDOT projects let and awarded in FY 2017 plus the design, engineering, and LMIG funds is $1,829,754,849. GDOT also made $171,728,468 in expenditures for right-of-way (ROW) acquisition associated with the projects that were let and awarded in FY 2017. The ROW acquisition expenditures
5
were omitted from the analysis used to determine economic impact because ROW acquisition transactions typically involve an exchange of assets by two parties.
METHODOLOGY
IMPLAN
To estimate the economic impacts of the construction and maintenance projects that GDOT let and awarded in FY 2017, the Institute of Government research team used IMPLAN (Economic Impact Analysis for Planning), a widely used and accepted county-based model of the US economy. Because the model uses data at the county level, a study region can be a single county, a group of counties, or the entire state. IMPLAN is an input-output model, meaning that it uses a baseline forecast of the economy and a user input in the form of a change, either positive or negative. IMPLAN estimates the overall change in economic activity resulting from the change. The economic measures reported by the model include the number of jobs supported; the labor income associated with those jobs; the value added (or lost) to the economy in the particular geographic region being studied; and the total economic output added (or lost) as a result of the change.
When firms produce goods and services, the inputs are labor, raw materials, and equipment. IMPLAN uses county-level data on 526 individual industry sectors, including one for new highway, road, and bridge construction and one for maintenance of highways, roads, and bridges. The model uses wage data from the US Bureau of Labor Statistics for each industry sector in the geographic region under study and data from the US Bureau of Economic Analysis, County Business Patterns (US Census) as well as other sources that indicate the presence and size of the industry sectors within the region.
6
IMPLAN uses data on the mix of raw materials a particular industry sector uses in its production. This socalled business spending pattern indicates which industry sectors provide the materials and the amounts used for a given amount of production. The model further estimates a percentage of those materials purchased locally based on the presence of the industries in the geographic region under study. For example, a firm engaged in road and bridge construction purchases a variety of raw materials, such as gravel, concrete, guardrail components, marking paint, and many other items. It also produces or purchases services including hauling, grading, transportation of materials, insurance, accounting, legal assistance, and a variety of human resource management activities. The amount of each input demanded is determined by the dollar value of the output produced, which is used to estimate the number of jobs supported by the activity.
The basic steps in modeling economic impacts using IMPLAN begin with creating a model for the specific geographic area being studied -- the "study model." As noted above, this may be a single county or a group of counties. The study model provides a baseline for the economy in the defined geography. The next step is to create an input that defines the change to the economy and then have the model evaluate the impacts resulting from the change. Typically, the input is either the number of jobs, as when a new firm enters the local economy, or a given amount of economic output, or both. If only one of those is used, IMPLAN estimates the other. For example, modeling the impact of $10 million in highway construction work, IMPLAN estimates the number of jobs in that sector needed to produce that amount of output. These are called direct jobs, the people employed directly by the firm producing the output.
7
Using estimates of the raw materials required for the level of production, the model estimates the number of jobs supported at firms supplying materials to the highway construction firm. These are referred to as indirect jobs. Indirect jobs will also include those in the transportation sectors involved in delivering materials and providing other services. Thus, we have estimates of both direct jobs and indirect jobs for a specific amount of economic output in the road and bridge construction sector. IMPLAN also models the jobs supported through an induced effect when employees in the direct and indirect jobs spend their salaries and wages. These induced jobs are primarily in the service sectors including retail and restaurant employees, barbers, dry cleaners, grocers, and landscapers, but also professional service providers like physicians, dentists, accountants, and attorneys.
IMPLAN produces two measures of the overall impact on the economy of the study region. The first is called value added, which is the sum of labor income (reported separately also), business profits, and taxes collected on behalf of government. This estimate is often viewed as the dollars that remain in the local economy the longest. Total economic output is the other measure of overall economic impact and is similar to gross domestic product (GDP) as measured on a national level, which is the total value of goods and services. Total economic output, in contrast, is the value of goods and services produced in the study region as a result of the input to the model.
STUDY GEOGRAPHIES GDOT Districts
The data provided by the GDOT allowed the Institute of Government research team to assign each project to a particular county, or when multiple counties were involved, to allocate an estimated proportion of the project to each county. The map in Figure 1 shows the seven GDOT districts.
8
Institute of Government researchers created a study model of each district to produce estimates of the impact of construction and maintenance projects in the district. IMPLAN estimated how much of the inputs (labor and materials) can be sourced within the local economy in the model. This local purchase percentage indicates the proportion of financial resources that stay within the local economy. The remaining proportion, called economic leakage, is used to obtain labor or materials not available locally. IMPLAN's local purchase percentages for construction projects in the GDOT districts were high. In fact, in three of the districts, the local purchase percentage for construction and capital maintenance projects was 100% (see Table 3). This indicates that all, or nearly all, of the labor, materials, and equipment needed for the projects in those districts could be sourced within the defined geography. For the routine maintenance projects, the local purchase percentage estimates were somewhat smaller. This is likely because of the data IMPLAN uses on the presence of that sector within each district. IMPLAN uses business location data from several sources at the US Department of Commerce including the Economic Census and County Business Patterns at the Bureau of the Census, and the Bureau of Labor Statistics at the US Department of Labor. These data indicate the extent to which more than 500 different industry sectors have a presence in each of the more than 3,000 US counties.
9
FIGURE 1
Georgia Department of Transportation Districts Source: GDOT, Carl Vinson Institute of Government
10
For each of the district models, the research team created a second linked model for the remainder of the state. For example, the map in Figure 2 highlights District 1 in the northeastern part of the state. The second linked model covers the remainder of the state, comprising the other six districts. If a firm doing work in a given district does not always purchase all of the labor and materials needed for the project within that district, IMPLAN allows researchers to capture those remaining amounts through a linked geography, in this case the rest of the state. An input into the second geography for dollars not spent in District 1 captures the impact that those dollars have on the remainder of the state. Even so, some of those dollars eventually leak out of the state's economy as the local purchase percentage in the linked geography is sometimes less than 100%. In other words, for some projects, a portion of the materials must be purchased outside of Georgia. The same methodology was used for each of the remaining six districts. This methodology results in a pair of models for each district: one for the district and one for the remainder of the state. Using these two models, the research team could model the impact of the estimated spending both within the district and elsewhere in the state.
11
FIGURE 2
IMPLAN Modeling for GDOT District 1 Source: Carl Vinson Institute of Government
12
Economic Research Service Rural-Urban Commuting Areas The analysis using the GDOT districts allows us to measure the economic impacts in large sections of the state. While District 7, which is completely within the Atlanta metropolitan area, is urban, the other districts contain a mix of urban and rural areas. To produce a better measure of the impact GDOT projects have in urban and rural areas, the Institute of Government research team created models using the rural-urban commuting areas (RUCAs) defined by the Economic Research Service (ERS) at the US Department of Agriculture (USDA). The RUCAs comprise census tracts that meet the USDA definitions for urban and rural areas based on population density and commuting pattern data from the 2010 US Census.5 The map in Figure 3 shows the nine rural-urban commuting areas in Georgia: Albany, Athens, Atlanta, Augusta, Columbus, MaconWarner Robins, Rome-Chattanooga, Statesboro-SavannahBrunswick, and Valdosta. Each RUCA includes a county or counties where the urban center is located, plus portions of adjacent counties where significant numbers of residents commute into the urban center. For example, the Valdosta RUCA includes Lowndes County as well as portions or the entirety of Brooks, Echols, and Lanier counties. Because the data from GDOT and the IMPLAN model are both county based, the research team constructed models containing the primary counties in each urban center and additional counties with large proportions included in the RUCA. Complementary models of the remainder of the state for each RUCA were also created and used in the same manner as described for the GDOT district models. The map in Figure 4 shows the altered models that approximate the ruralurban commuting areas.
Dollar amounts from the various projects were assigned to one of the urban areas or to the rural area depicted in light blue in Figure 4. For 7 projects totaling $8,012,762 in expenditures, no counties were
5 See catalog.data.gov/dataset/rural-urban-commuting-area-codes (accessed July 24, 2018).
13
specified, making it impossible to determine how much of the work was done in any one county or RUCA. The GDOT data for these projects allowed assignment to a GDOT district, but it was not possible to determine how much of the work was completed within one of the RUCAs. These projects are, therefore, assigned to the rural (non-RUCA) portion of the state for modeling purposes. None of the 7 projects were in District 7, the Atlanta metropolitan area, which is the only GDOT district that contains no area outside one of the RUCA boundaries.
14
FIGURE 3
Economic Research Service Rural-Urban Commuting Areas (USDA) Source: Economic Research Service (USDA), Carl Vinson Institute of Government
15
FIGURE 4
IMPLAN Modeling Regions Approximating ERS RUCAs Source: Carl Vinson Institute of Government
16
The State of Georgia As noted earlier, GDOT expended $108,163,822 in design and engineering costs for the work completed in FY 2017. This expenditure was modeled for the state as a whole even though much of the work and its impact was realized in the Atlanta metropolitan area.
A proportion of the state's MUFT revenue is set aside each year to provide Local Maintenance and Improvement Grants (LMIG) funds to municipal and county governments for maintenance projects on locally maintained roads and streets. The level of funding is determined by a formula using population and the proportion of the state's road system mileage each local government must maintain. In FY 2017 the total amount of LMIG funding was $156,562,234. GDOT officials estimate that 98 percent of this grant funding was used for resurfacing projects on county roads and city streets. The economic impact of these dollars was estimated for the entire state rather than for individual GDOT districts. The amount of funding, by county, sent to local governments in FY 2017 is included in Appendix C.
IMPLAN INPUTS
GDOT Districts Using the IMPLAN local purchase percentage figures, estimates were calculated to allocate construction and capital maintenance expenditures to each region in each pair of models, that is, an amount expended in the GDOT district and an amount expended in the remainder of the state. The same was done for routine maintenance expenditures. These are the IMPLAN inputs and are shown in Table 3. Notice that the total amount for major construction and capital maintenance projects in Table 2 in the previous section was $1,459,516,458 while the total for the IMPLAN inputs is only $1,457,116,443. This decrease is due to the estimated economic leakage resulting from the local purchase percentage
17
estimates in the model. This leakage accounts for work completed by non-Georgia contractors and for materials sourced from vendors outside the state.
TABLE 3
IMPLAN Inputs for FY 2017 Project Dollars GDOT Districts
Major Construction and Capital
Maintenance
In District
Remainder of State
Routine Maintenance
In District
Remainder of State
Total
District 1
$205,180,212
$0 $18,177,299
$323,432 $223,680,943
District 2
$130,844,046
$459,563
$9,391,922
$7,852,626 $148,548,157
District 3
$403,504,752
$727,618
$6,685,115
$3,709,162 $414,626,647
District 4
$269,724,341
$459,312
$9,653,434
$3,749,111 $283,586,198
District 5
$131,443,307
$753,522
$5,469,692
$3,938,926 $141,605,447
District 6
$165,702,523
$0 $16,105,708
$164,903 $181,973,133
District 7
$150,717,263
$0 $17,609,071
$675,698 $169,002,032
TOTAL $1,457,116,443
$2,400,015 $83,092,240 $20,413,858 $1,563,022,555
Totals may not sum due to rounding. Source: Estimated from GDOT data using IMPLAN local purchase percentages for defined geographies.
Economic Research Service Rural-Urban Commuting Areas IMPLAN inputs for the geographic regions that approximate the ERS RUCAs are presented in Table 4. Because the RUCAs are smaller geographies than the GDOT districts, the economic leakage estimates for these areas are slightly different resulting in a total of $1,562,967,001 for inputs to the model compared to $1,563,022,555, a difference of $55,554. The construction and capital maintenance input of $432,843,009 for the non-RUCA area of the state (the rural area) includes $8.0 million for the 7 projects that were assigned to multiple unspecified counties within their respective GDOT districts. To the extent that some portion of these funds were for work within one of the RUCA counties, the impact for the rural area could be overstated. However, only GDOT District 7, the Atlanta metropolitan area, is wholly contained within an RUCA, and none of the 7 projects were in District 7. Assuming the projects were spread among all counties in their respective districts, the overstated amount would be negligible.
18
TABLE 4
IMPLAN Inputs for FY 2017 Project Dollars: RuralUrban Commuting Areas
RUCA
Major Construction and Capital Maintenance
In RUCA
Outside RUCA
Routine Maintenance
In RUCA
Outside RUCA
Total
RomeChattanooga
$90,785,467
$27,244
$5,280,560
$312,629 $96,405,900
Atlanta
$408,397,141
$0 $37,289,655
$8,990 $445,695,786
Athens
$2,388,922
$1,913
$273,474
$436,275
$3,100,584
Augusta
$8,533,509
$70,553
$432,863
$529,905
$9,566,830
Macon
Warner
$280,832,548
$1,439,588
$2,043,751
$2,545,284 $286,861,171
Robins
Columbus
$16,395,423
$162,265
$450,483
$751,994 $17,760,165
Albany
$34,763,487
$55,711
$262,199
$17,284 $35,098,681
Valdosta
$71,611,902
$309,261
$4,756,755
$908,276 $77,586,194
Statesboro-
Savannah-
$110,011,328
$887,188
$3,135,770
$2,490,702 $116,524,987
Brunswick
Remainder
of State (Non-RUCA
$432,843,009
$0 $30,150,973 $11,372,720 $474,366,703
areas)*
TOTAL $1,456,562,735
$2,953,723 $84,076,483 $19,374,060 $1,562,967,001
*Includes impacts from $8.0 million in expenditures for 7 projects assigned to "all counties."
Totals may not sum due to rounding.
Source: Estimated from GDOT data using IMPLAN local purchase percentages for defined geographies.
ESTIMATED ECONOMIC IMPACTS
The construction, capital maintenance, and routine maintenance projects let and awarded by GDOT in FY 2017 supported an estimated 17,985 jobs in Georgia for the year, with more than $824 million in labor income (see Table 5). Of this total, an estimated 9,988 direct jobs were supported in the road and bridge construction and maintenance sectors with an estimated $446 million in labor income. Approximately 3,965 jobs were supported indirectly at firms that provided materials, transportation services, and professional services to facilitate the work. The labor income of these direct and indirect
19
employees created economic demand for goods and services, thus supporting an additional 4,031 jobs in the retail and service sectors through an induced effect.
In terms of economic activity, the contracts let by GDOT produced a little more than $1.5 billion dollars in construction and maintenance activity plus nearly $1.3 billion in economic activity firms supplying material and providing services to the construction and maintenance sectors, and as a result of the induced effect. Overall, this resulted in $2.8 billion in economic output. The estimated value added to Georgia's economy (labor income, business profits, and taxes collected on behalf of government) was more than $1.3 billion.
Table 6 shows the estimated economic impacts from the design and engineering expenditures of $108,163,822. Design and engineering expenditures supported an estimated 664 jobs directly involved in producing these services for GDOT, plus 438 jobs indirectly in the sectors that supply and support the design and engineering services firms. Another 548 jobs were supported through an induced effect, for a total of 1,649 jobs with nearly $105 million in labor income.
Also included in Table 6 are estimated economic impacts from the Local Maintenance and Improvement Grants (LMIG) made to local governments. The projects funded with these grants supported an estimated 953 jobs in the road and bridge construction and maintenance sectors, and nearly 1,800 including the indirect and induced jobs, with more than $92 million in labor income. The total economic output from this work amounted to nearly $300 million.
20
Adding the impacts from design and engineering expenditures, and the LMIG funding to those from construction and maintenance activity associated with the 383 projects let and awarded by GDOT brings the number of direct jobs to 11,604 and the total number of jobs supported to 21,428 with just over $1 billion in labor income, and more than $3.3 billion in total economic output (see Table 7). The total value added to the Georgia economy is nearly $1.6 billion. Again, value added is the sum of estimated amounts for labor income, business profits, and taxes collected on behalf of government.
TABLE 5
Estimated Economic Impacts of GDOT Construction, Capital Maintenance, and Routine Maintenance Projects in Georgia
Economic Impacts of All Construction and Capital Maintenance Projects in Georgia
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Employment (Jobs)
9,382.3 3,719.6 3,777.3 16,879.2
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$417,190
$591,916
$1,456,908
$210,595
$364,706
$708,227
$143,624
$273,956
$483,648
$771,408
$1,230,578
$2,648,783
Economic Impacts of All Routine Maintenance Projects in Georgia
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Employment (Jobs)
605.8 245.9 253.9 1,105.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$28,877
$41,665
$87,873
$13,728
$21,742
$39,841
$10,459
$19,810
$34,057
$53,064
$83,217
$161,771
Economic Impacts of All Projects in Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
9,988.2
$446,066
$633,581
$1,544,781
Indirect Effect
3,965.5
$224,322
$386,448
$748,068
Induced Effect
4,031.2
$154,083
$293,766
$517,705
Total Effect
17,984.8
$824,471
$1,313,795
$2,810,554
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
21
TABLE 6
Estimated Economic Impacts of Statewide Design, Engineering, and LMIG Expenditures
Economic Impacts of All Design and Engineering Expenditures
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Employment (Jobs)
663.5 437.5 548.3 1,649.3
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$57,612
$56,801
$108,164
$23,731
$33,240
$55,037
$23,584
$44,250
$75,514
$104,927
$134,291
$238,715
Economic Impacts of Local Maintenance and Improvement Grants
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Employment (Jobs)
952.6 360.6 480.5 1,793.7
(000s of 2017 Dollars)
Labor Income Impact Type Economic Output
$48,534
$68,710
$156,562
$22,966
$39,955
$74,458
$20,656
$38,760
$66,133
$92,157
$147,424
$297,153
Totals may not sum due to rounding. Source: IMPLAN, Carl Vinson Institute of Government
22
TABLE 7
Estimated Economic Impacts of GDOT Construction, Capital Maintenance, Routine Maintenance, Design, and Engineering Services in Georgia
Economic Impacts of All Construction and Maintenance Projects in Georgia
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Employment (Jobs)
9,988.2 3,965.5 4,031.2 17,984.8
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$446,066
$633,581
$1,544,781
$224,322
$386,448
$748,068
$154,083
$293,766
$517,705
$824,471
$1,313,795
$2,810,554
Economic Impacts of Design and Engineering Services
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Employment (Jobs)
663.5 437.5 548.3 1,649.3
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$57,612
$56,801
$108,164
$23,731
$33,240
$55,037
$23,584
$44,250
$75,514
$104,927
$134,291
$238,715
Economic Impacts of Local Maintenance and Improvement Grants
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Employment (Jobs)
952.6 360.6 480.5 1,793.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$48,534
$68,710
$156,562
$22,966
$39,955
$74,458
$20,656
$38,760
$66,133
$92,157
$147,424
$297,153
Total Impacts from Construction, Maintenance, Design, Engineering Services, and LMIG Funds
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
11,604.3
$552,212
$759,092
$1,809,507
Indirect Effect
4,763.6
$271,019
$459,643
$877,563
Induced Effect
5,060.0
$198,323
$376,776
$659,352
Total Effect
21,427.8
$1,021,555
$1,595,510
$3,346,422
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
23
Tables 8 and 9 present estimated multipliers for the impacts from the economic activity resulting from the construction, capital maintenance, and routine maintenance projects GDOT let and awarded in FY 2017 as well as the design and engineering services associated with those projects, and the LMIG expenditures. Table 8 shows jobs and economic output multipliers for each GDOT district. The multiplier is simply the ratio of the total to the direct input. The total of 11,604 direct jobs in the construction and maintenance sectors supported an additional 9,824 jobs indirectly and through an induced effect for a total of 21,428 jobs. The ratio is 1.85, meaning that the economic activity represented by one direct employment job supports nearly one additional job. The jobs multipliers within the GDOT districts for construction and maintenance activities range from 1.67 to 1.91. Design and engineering services has an estimated jobs multiplier of 2.49. The LMIG spending produced a jobs multiplier of 1.88.
For economic output, the multipliers are very similar because the districts are fairly large geographic regions and any variation in economic efficiency across counties is lost due to aggregation. Statewide, each $1.0 billion dollars in road and bridge construction and maintenance results in $1.85 billion in total economic activity. Design and engineering services has an estimated economic output multiplier of 2.21. The LMIG spending produced an economic output multiplier of 1.90.
Table 9 reports the jobs and economic output multipliers for the RUCAs and the rural area of the state. Because these geographic regions differ in terms of economic environment, workforce, wages, industry presence, population density, and other factors, their estimated multipliers also differ. The jobs multiplier for the urban areas (RUCAs) range from 1.59 to 2.14. The rural portion of the state has an estimated jobs multiplier of 1.74. The economic output multipliers range from 1.60 to 1.96 in the urban areas with 1.77 in the rural area. Including the design and engineering impacts increases the economic
24
output multiplier slightly over that estimated using the GDOT districts. The difference is due to variation in IMPLAN's local purchase percentage estimates for the different geographies.
District 1 District 2 District 3 District 4 District 5 District 6 District 7 Design and Engineering LMIG
Total State
TABLE 8
GDOT District Jobs, Economic Output, and Multipliers
Jobs
Economic Output (000s of 2017 Dollars)
Direct
Total
Multiplier
Direct
Total
Multiplier
1,389.7
2,660.4
1.91
$223,077
$428,291
1.92
949.6
1,683.2
1.77
$142,931
$260,478
1.82
2,708.8
5,103.1
1.88
$410,693
$782,244
1.90
1,882.8
3,156.1
1.68
$279,935
$465,817
1.66
923.8
1,541.9
1.67
$138,329
$236,589
1.71
1,207.1
2,131.8
1.77
$181,770
$325,868
1.79
926.3
1,708.3
1.84
$168,045
$311,267
1.85
663.5
1,649.3
2.49
$108,164
$238,715
2.21
952.6
1,793.7
1.88
$156,562
$297,153
1.90
11,604.2 21,427.8
1.85
$1,809,507 $3,346,422
1.85
Totals may not sum due to rounding. Source: IMPLAN, Carl Vinson Institute of Government
25
TABLE 9
RuralUrban Commuting Area Jobs, Economic Output, and Multipliers
Jobs
Economic Output (000s of 2017 Dollars)
Direct
Total Multiplier
Direct
Total
Multiplier
Rome-
699.6
1,115.4
1.59
$96,024
$160,418
1.67
Chattanooga
Atlanta
2,580.7
5,049.4
1.96
$445,379
$874,200
1.96
Athens
16.6
35.6
2.14
$2,882
$5,444
1.89
Augusta
Macon Warner Robins
Columbus
53.6
101.4
1.89
$9,208
$16,287
1.77
1,856.6
3,592.4
1.93
$283,986
$553,147
1.95
108.7
192.0
1.77
$17,236
$29,136
1.69
Albany
221.2
408.9
1.85
$35,024
$62,085
1.77
Valdosta
457.9
780.0
1.70
$76,369
$122,053
1.60
Statesboro-
Savannah-
727.0
1,256.1
1.73
$114,089
$195,228
1.71
Brunswick
Remainder
of State
3,167.6
5,501.2
1.74
$464,218
$821,473
1.77
(Non-RUCA
areas)*
Design and
663.50 1,649.30
2.49
$108,164
$238,715
2.21
Engineering
LMIG
952.6
1,793.7
1.88
$156,562
$297,153
1.90
Total State
11,505.6 21,475.4
1.87 $1,809,141 $3,375,339
1.87
*Includes impacts from $8.0 million in expenditures for 7 projects assigned to "all counties." Source: IMPLAN, Carl Vinson Institute of Government
26
ADDITIONAL BENEFITS OF TRANSPORTATION SYSTEM IMPROVEMENTS
In addition to the economic impacts from construction of road and bridge projects, some transportation system improvements reduce vehicle operating costs, improve travel time reliability, and reduce vehicle accidents, injuries, and deaths. GDOT transportation planners identified 27 projects from FY 2017 and the first half of FY 2018 that produced transportation system enhancements. While most projects simply maintain the existing roads or replace bridges that have reached the end of their useful service, these 27 projects increased capacity by adding additional lanes; building new interchanges to facilitate the flow of traffic; or widening roads to improve safety and flow. Businesses receive the benefit of improved productivity and logistics cost savings, while both employers and employees benefit from increased labor mobility. Benefits also accrue to society as improved traffic flow reduces vehicle operating costs and emissions. This section analyzes these benefits and produces estimates of their value.
Data used in the analyses comes from several sources, including the Georgia Department of Transportation and its transportation modeling consultants, HNTB Corporation, and data used by the Transportation Economic Development Impact System (TREDIS), a transportation system modeling software package. Many of the data sets used by TREDIS are from federal agencies within the US Department of Transportation. Appendix D provides a detailed discussion of the TREDIS model.
The GDOT/HNTB travel demand model analyzes transportation system capacity and efficiency under various scenarios. Results from the travel demand model indicate how transportation improvement projects affect overall system performance. The model estimates changes in automobile trips and freight trips, along with vehicle miles traveled (VMT) and vehicle hours traveled (VHT), for both "build" and "no-build" road improvement project scenarios. These alternative scenarios were used to calculate
27
the impacts of road improvement projects let and awarded by GDOT. As noted, GDOT's planning office identified 27 projects from FY 2017 and early FY 2018 that increased capacity. HNTB Corporation, acting on behalf of GDOT, estimated the number of traffic trips at the county level and their associated VMT and VHT for these projects, for the state of Georgia as a whole, as well as for a hypothetical scenario in which the projects were not built.
The Transportation Economic Development Impact System (TREDIS), a transportation economic suite developed by the TREDIS software group, was used to perform economic and transportation modeling. The tool uses a variety of data from sources including the US Department of Transportation, the US Department of Commerce, IMPLAN, the Environmental Systems Research Institute (ESRI), and Moody's Economy. ESRI is an international supplier of geographic information software. Moody's Economy provides economic, financial, and industry data. Federal agency sources include the Bureau of the Census, the Bureau of Labor Statistics, the Bureau of Transportation Statistics, and the Bureau of Economic Analysis. The TREDIS modeling system enables transportation planners and consultants to conduct economic development impact analyses for transportation investments such as highway improvement projects. Appendix D presents a more detailed overview of TREDIS, its data sources, and key assumptions.
Researchers at the Carl Vinson Institute of Government modeled the benefits of these transportation projects at the Rural-Urban Commuting Area (RUCA) level in order to achieve consistency with the IMPAN analysis conducted elsewhere in this study, as well as to reflect the fact that transportation system improvements are predominantly realized by drivers in and around metropolitan areas. Four of the nine RUCAs were found to receive significant benefits from the added capacity produced by 15
28
projects located within their boundaries: Atlanta, Augusta, Macon-Warner Robins, and StatesboroSavannah-Brunswick. The 15 projects had a total investment of $475 million in the four urban areas as shown in Table 10. While the remaining 12 projects provided some system efficiency improvements in Columbus, Valdosta, and the Rome-Chattanooga RUCAs, the benefits were small and had little economic impact. Two of the RUCAs (Albany and Athens) had no added capacity projects in FY 2017 or early FY 2018.
TABLE 10
Number and Cost of Projects Producing Transportation System Efficiency Improvements in Selected RUCAs
RUCA
Number of Projects*
Investment (Millions of 2017 Dollars)
Atlanta
7
$139.5
Augusta
1
$11.0
Macon-Warner Robins
5
$236.4
Statesboro-Savannah-Brunswick
2
$88.5
Total
15
$475.4
Source: TREDIS, Carl Vinson Institute of Government
*Includes two projects from the first half of FY2018
The total value of benefits over ten years beginning in 2019 for the four RUCAs modeled in this section are shown in Table 11. These values represent the total, monetized value of benefits received from vehicle operating costs, business time and reliability costs, the value of personal time and reliability, safety cost savings, shipping and logistics costs, and social and environmental benefits. Table 15 presents benefits by type over the ten-year period.
29
TABLE 11
Value of Transportation System Efficiency Improvements, 2019 to 2028
RUCA
2019 2020 2021 2022 2023 2024 2025 2026
(Millions of 2018 Dollars)
Atlanta
$43.2 $85.0 $125.5 $164.7 $202.6 $239.3 $274.7 $309.1
Augusta
$1.2
$2.4
$3.6
$4.7
$5.8
$6.9
$8.0
$9.0
Macon-Warner Robins
$32.1 $68.4 $109.7 $156.8 $210.8 $272.7 $344.0 $426.1
Statesboro-
Savannah-
$13.5 $26.9 $39.9 $52.8 $65.4 $77.8 $90.0 $101.9
Brunswick
Total
$90.0 $182.7 $278.7 $379.0 $484.6 $596.7 $716.7 $846.1
Source: TREDIS, Carl Vinson Institute of Government
Totals may not sum due to rounding.
2027
$342.3 $10.0
$520.9
$113.7 $986.9
2028
$374.4 $11.0
$630.5
$125.2 $1,141.1
Total
$2,160.8 $62.6
$2,772.0
$707.1 $5,702.5
Environmental Benefits Highway improvement projects that add capacity to existing roadways may speed traffic flow and offer alternative routes thereby reducing the number of miles driven, traffic congestion, and consequently, vehicle emissions. One way to look at the impact of road improvement projects on the environment is to monetize these benefits. TREDIS derives the costs associated with air pollutants from the National Highway Traffic Safety Administration's Corporate Average Fuel Economy (CAFE) standards and the costs associated with carbon dioxide emissions from the Office of Management and Budget publication, Technical Update of the Social Cost of Carbon for Regulatory Analysis. Table 12 summarizes the monetized impact of reduced emissions from passenger car trips, freight trips and passenger buses for a ten year period beginning in 2019, for each of the four RUCAs exhibiting significant system impacts.
30
TABLE 12
Monetized Value of Reduced Emissions Resulting from Transportation System Efficiency Improvements, 2019 to 2028
RUCA
2019 2020 2021 2022 2023 2024 2025 2026
(Millions of 2018 Dollars)
Atlanta
$4.5 $9.0 $13.7 $18.4 $23.1 $28.1 $33.0 $38.1
Augusta
$0.0 $0.0 $0.0 $0.0 $0.1 $0.1 $0.1 $0.1
Macon-Warner Robins
$2.0 $4.4 $7.3 $10.7 $14.8 $19.6 $25.4 $32.2
Statesboro-
Savannah-
$0.4 $0.8 $1.1 $1.5 $1.9 $2.4 $2.8 $3.2
Brunswick a
Total
$6.9 $14.2 $22.1 $30.6 $39.9 $50.2 $61.3 $73.6
Source: TREDIS, Carl Vinson Institute of Government
These benefits are included in the total estimated benefits in Table 11.
Totals may not sum due to rounding.
2027
$43.3 $0.1
$40.4
$3.7 $87.5
2028
$48.5 $0.1
$50.0
$4.1 $102.7
Total
$259.7 $0.6
$206.8
$21.8 $488.9
Life and Safety Improvements Highway improvement projects that reduce miles traveled and traffic congestion, as well as incorporating updated safety features, result in safety improvements for all drivers. The result is an expected reduction in the number of accidents, fatalities, and injuries that would likely occur in the absence of these improvements. Table 13 presents the annual safety impacts as estimated by TREDIS. The monetized value of these safety improvements is shown in Table 15 for the ten years 2019 through 2028. These calculations are based on national averages of fatalities, property damage, and injury data maintained by the Bureau of Transportation Statistics. See Appendix D for additional information on these calculations and data sources.
31
TABLE 13
Total Fatalities, Injuries, and Accidents Avoided, 2019 to 2028
RUCA
Fatality Collisions
Injury Collisions
Atlanta
53
3,443
Augusta
0
1
Macon-Warner Robins
6
242
Statesboro-SavannahBrunswick
4
287
Total
63
3,973
Source: TREDIS, Carl Vinson Institute of Government
Property Damage Collisions
8,542 3
2,723
716
11,984
Total
12,038 4
2,971 1,007 16,020
Addition to Gross Regional Product Gross regional product (GRP) is a monetary measure of the market value of all final goods and services produced in a region or subdivision of a country during a specified time period, typically quarterly or yearly. A metropolitan area's GRP (gross metropolitan product, GMP), is one of several measures of the size of its economy. Gross Regional Product may be influenced by several factors related to a region's transportation system, including the ability of workers to commute more easily to higher paying jobs, and the efficiency with which inputs to production and finished goods may be transported in and out of the region. TREDIS was used to estimate the contribution of added capacity highway improvements to GRP for each RUCA included in the analysis. The results are shown in Table 14 for the ten-year period beginning in 2019, following the completion of the projects.
32
TABLE 14
Transportation System Efficiency Improvement Contribution to Gross Regional Product, 2019 to 2028
RUCA
2019 2020 2021 2022 2023 2024 2025 2026
(Millions of 2018 Dollars)
Atlanta
$22.0 $45.0 $68.0 $92.0 $117.0 $144.0 $170.0 $198.0
Augusta
$0.5
$1.0
$1.0
$1.0
$1.0
$2.0
$2.0
$2.0
Macon-Warner Robins
$9.0 $20.0 $33.0 $49.0 $67.0 $89.0 $116.0 $147.0
Statesboro-
Savannah-
$3.0
$5.0
$8.0 $11.0 $14.0 $17.0 $20.0 $24.0
Brunswick
Total
$34.5 $71.0 $110.0 $153.0 $199.0 $252.0 $308.0 $371.0
Source: TREDIS, Carl Vinson Institute of Government
Note: These benefits are included in the total estimated benefits in Table 11.
2027
$227.0 $3.0
$185.0
$27.0 $442.0
2028 Total
$257.0 $1,340.0
$3.0
$16.5
$230.0 $945.0
$31.0 $160.0 $521.0 $2,461.5
Total Benefits The benefits calculated by TREDIS include savings from more efficient vehicle operation and consumer surplus such as time saved or spent in more productive activities; environmental benefits from reduced emissions, largely from reduced trip times; greater business productivity from reduced trip times and a reduction in shipping costs; and those attributable to increased safety. Table 15 presents benefits from these 15 construction projects over ten years of operation by benefit type.
33
TABLE 15
Transportation System Efficiency Improvement Summary by Benefit Type 2019 to 2028
Vehicle
Increase to
Benefits and
Operating Cost Value of
Business
Cost Savings
Year
Savings Plus
Reduced Productivity and
from
Consumer
Emissions Reduced Shipping Increased
Surplus
Costs
Safety
(Millions of 2018 Dollars)
2019
$35.9
$6.9
$8.1
$38.9
2020
$73.8
$14.2
$17.7
$76.8
2021
$113.8
$22.1
$29.1
$113.8
2022
$156.4
$30.6
$42.1
$149.9
2023
$202.2
$39.9
$57.4
$185.0
2024
$251.8
$50.2
$75.3
$219.5
2025
$306.3
$61.3
$96.1
$253.0
2026
$366.6
$73.3
$120.3
$285.7
2027
$433.5
$87.5
$148.6
$317.7
2028
$508.4
$102.7
$181.4
$349.0
Total
$2,448.7
$488.9
$776.1 $1,989.3
Source: TREDIS, Carl Vinson Institute of Government
Totals may not sum due to rounding.
Total
$90.0 $182.7 $278.7 $379.0 $484.6 $596.7 $716.7 $846.1 $986.9 $1,141.1 $5,702.5
34
CONCLUSIONS
The increased motor use fuel tax revenue generated by the change to the rates Georgia imposes on gasoline and diesel fuels beginning July 2015 has provided significant additional financial resources to maintain and expand the road and bridge system in the state. This study measures the economic impact of the projects that the Georgia Department of Transportation planned and contracted for during FY 2017, the second fiscal year under the new tax rates.
The construction, capital maintenance, routine maintenance, and LMIG funded projects that were let and awarded during FY 2017 totaled more than $1.8 billion dollars including design and engineering costs, and Local Maintenance and Improvement Grants (see Table 2). These projects were funded with both state and federal motor use fuel tax revenues and supported an estimated 21,428 jobs in the state with more than $1 billion in labor income, producing a total of $3.35 billion in economic activity (see Table 7).
Each $1 billion investment in road and bridge projects supports approximately 11,840 jobs in Georgia. The number of additional jobs supported outside the state was not estimated in this analysis, but the finding is consistent with a report from the President's Council of Economic Advisors in 2011 that reported a $1 billion investment supported just over 13,000 nationally. The small difference between the national impact of 13,000 and the 11,840 found at the state level in this analysis suggests that the impacts from the GDOT expenditures are realized primarily in the state.
35
The multiplier effect of the projects contracted in FY 2017, a measure of job support and economic activity, is 1.85 statewide (see Table 8), which is in line with a 2014 report from the Federal Reserve Bank of San Francisco that indicated a national multiplier of 2.0 for road and bridge projects. The state multiplier is within two-tenths of the national multiplier. This also suggests that a great deal of economic activity associated with road and bridge construction and maintenance stays at home. Each dollar spent on these projects results in nearly one additional dollar of economic activity.
Officials at GDOT estimated that 27 construction and capital maintenance projects from FY 2017 and early FY 2018 produced transportation system efficiency improvements from increased capacity. We found that four RUCAs will realize significant benefits from 15 of these projects. The estimated benefits of $5.7 billion dollars over ten years result from reduced travel times and reduced emissions, safety improvements, and increased productivity. As GDOT continues to reduce the backlog of capital maintenance projects, a greater number of projects in the next few years would yield even greater system efficiency improvements (see Tables 11 and 15).
36
REFERENCES
1. President's Council of Economic Advisors, A State by State Look at the American Jobs Act, 2011. 2. Wilson, Daniel, "Estimating the Economic Impacts of Highway Infrastructure," Federal Reserve Bank of San Francisco, 2014.
37
Appendix A Detailed Tables of Estimated Economic Impacts by GDOT District
Table A1 Estimated Economic Impacts of Construction Projects in GDOT District 1
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 1
Employment (Jobs)
1,266.4 420.3 524.5
2,211.2
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$63,418
$88,394
$205,180
$24,390
$41,712
$76,664
$20,200
$38,794
$67,553
$108,007
$168,900
$349,397
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
0.0 120.1
93.9 214.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$0
$0
$0
$8,021
$14,753
$29,836
$4,506
$8,610
$14,782
$12,527
$23,363
$44,619
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
1,266.4
$63,418
$88,394
$205,180
Indirect Effect
540.4
$32,411
$56,465
$106,501
Induced Effect
618.4
$24,706
$47,404
$82,335
Total Effect
2,425.2
$120,534
$192,263
$394,016
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
38
Table A2 Estimated Economic Impacts of Maintenance Projects in GDOT District 1
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 1
Employment (Jobs) 121.5 45.1 49.6 216.1
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$5,878
$8,364
$17,628
$2,418
$3,711
$6,657
$1,908
$3,665
$6,381
$10,203
$15,740
$30,666
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 1.8 8.9 8.3
19.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$89
$131
$268
$570
$1,028
$2,028
$399
$764
$1,313
$1,059
$1,923
$3,609
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
123.3
$5,967
$8,495
$17,896
Indirect Effect
54.1
$2,988
$4,739
$8,685
Induced Effect
57.8
$2,307
$4,429
$7,694
Total Effect
235.1
$11,262
$17,663
$34,275
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
39
TABLE A3 Estimated Economic Impacts of All Projects in GDOT District 1
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 1
Employment (Jobs)
1,387.9 465.4 574.0
2,427.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$69,296
$96,758
$222,808
$26,807
$45,423
$83,321
$22,108
$42,459
$73,934
$118,210
$184,640
$380,064
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
1.8 129.0 102.2 233.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$89
$131
$268
$8,592
$15,782
$31,864
$4,905
$9,374
$16,095
$13,586
$25,286
$48,228
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
1,389.7
$69,385
$96,889
$223,077
Indirect Effect
594.4
$35,399
$61,205
$115,185
Induced Effect
676.2
$27,013
$51,833
$90,029
Total Effect
2,660.4
$131,796
$209,927
$428,291
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
40
TABLE A4 Estimated Economic Impacts of Construction Projects in GDOT District 2
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 2
Employment (Jobs)
862.3 225.1 241.6 1,329.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$35,959
$50,907
$130,391
$11,380
$19,936
$39,672
$7,830
$15,490
$28,265
$55,170
$86,333
$198,329
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
2.8 118.7
78.5 200.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$144
$203
$460
$8,137
$14,302
$27,702
$3,707
$6,767
$11,633
$11,988
$21,273
$39,794
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
865.0
$36,102
$51,110
$130,851
Indirect Effect
343.8
$19,517
$34,238
$67,374
Induced Effect
320.1
$11,538
$22,258
$39,898
Total Effect
1,529.0
$67,157
$107,606
$238,123
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
41
TABLE A5 Estimated Economic Impacts of Maintenance Projects in GDOT District 2
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 2
Employment (Jobs) 36.3 11.0 10.2 57.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,470
$2,136
$4,905
$512
$798
$1,507
$331
$654
$1,196
$2,313
$3,588
$7,608
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 48.2 22.4 26.0 96.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$2,404
$3,496
$7,176
$1,359
$2,171
$3,939
$1,142
$2,136
$3,632
$4,905
$7,803
$14,747
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
84.6
$3,874
$5,632
$12,081
Indirect Effect
33.5
$1,871
$2,969
$5,446
Induced Effect
36.2
$1,473
$2,790
$4,828
Total Effect
154.2
$7,218
$11,391
$22,355
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
42
TABLE A6 Estimated Economic Impacts of All Projects in GDOT District 2
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 2
Employment (Jobs)
898.6 236.2 251.8 1,386.6
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$37,429
$53,043
$135,296
$11,892
$20,734
$41,179
$8,161
$16,145
$29,462
$57,482
$89,922
$205,937
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
51.0 141.1 104.5 296.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$2,548
$3,699
$7,636
$9,496
$16,473
$31,641
$4,850
$8,903
$15,264
$16,893
$29,075
$54,541
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
949.6
$39,976
$56,742
$142,931
Indirect Effect
377.3
$21,388
$37,207
$72,821
Induced Effect
356.4
$13,011
$25,048
$44,726
Total Effect
1,683.2
$74,375
$118,997
$260,478
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
43
TABLE A7 Estimated Economic Impacts of Construction Projects in GDOT District 3
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 3
Employment (Jobs)
2,653.1 811.3 883.5
4,347.9
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$110,430
$158,209
$402,779
$38,764
$70,033
$142,317
$28,734
$56,092
$103,900
$177,927
$284,333
$648,997
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
3.1 370.0 284.1 657.2
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$159
$225
$507
$24,968
$40,508
$75,615
$14,089
$25,262
$43,158
$39,216
$65,995
$119,280
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
2,656.2
$110,589
$158,434
$403,286
Indirect Effect
1,181.3
$63,732
$110,541
$217,932
Induced Effect
1,167.6
$42,822
$81,354
$147,058
Total Effect
5,005.0
$217,143
$350,329
$768,277
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
44
TABLE A8 Estimated Economic Impacts of Maintenance Projects in GDOT District 3
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 3
Employment (Jobs) 30.6 10.3 9.8 50.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,207
$1,783
$4,114
$439
$733
$1,457
$319
$622
$1,155
$1,965
$3,138
$6,725
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 22.0 12.1 13.2 47.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,111
$1,613
$3,293
$758
$1,162
$2,076
$598
$1,109
$1,874
$2,467
$3,884
$7,242
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
52.6
$2,318
$3,396
$7,407
Indirect Effect
22.5
$1,197
$1,895
$3,532
Induced Effect
23.0
$916
$1,731
$3,028
Total Effect
98.1
$4,432
$7,022
$13,967
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
45
TABLE A9 Estimated Economic Impacts of All Projects in GDOT District 3
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 3
Employment (Jobs)
2,683.7 821.6 893.3
4,398.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$111,636
$159,992
$406,893
$39,203
$70,765
$143,774
$29,052
$56,714
$105,055
$179,892
$287,471
$655,722
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
25.1 382.1 297.3 704.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,271
$1,838
$3,800
$25,726
$41,670
$77,691
$14,686
$26,371
$45,031
$41,683
$69,880
$126,522
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
2,708.8
$112,907
$161,830
$410,693
Indirect Effect
1,203.7
$64,929
$112,436
$221,465
Induced Effect
1,190.6
$43,739
$83,085
$150,086
Total Effect
5,103.1
$221,574
$357,351
$782,244
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
46
TABLE A10 Estimated Economic Impacts of Construction Projects in GDOT District 4
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 4
Employment (Jobs)
1,805.7 515.2 511.7
2,832.6
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$70,906
$102,822
$269,260
$23,296
$38,576
$80,178
$15,853
$31,278
$57,589
$110,054
$172,675
$407,027
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
2.8 113.5
78.3 194.6
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$143
$203
$459
$8,381
$15,074
$28,700
$3,785
$6,826
$11,973
$12,309
$22,103
$41,133
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
1,808.5
$71,049
$103,025
$269,720
Indirect Effect
628.7
$31,677
$53,649
$108,878
Induced Effect
590.0
$19,638
$38,104
$69,562
Total Effect
3,027.2
$122,364
$194,778
$448,160
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
47
TABLE A11 Estimated Economic Impacts of Maintenance Projects in GDOT District 4
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 4
Employment (Jobs) 51.2 15.7 13.8 80.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,914
$2,875
$6,780
$626
$958
$1,864
$428
$845
$1,556
$2,968
$4,678
$10,200
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 23.1 11.8 13.3 48.2
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,152
$1,673
$3,435
$741
$1,185
$2,150
$589
$1,097
$1,873
$2,482
$3,954
$7,457
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
74.3
$3,066
$4,547
$10,215
Indirect Effect
27.4
$1,367
$2,143
$4,013
Induced Effect
27.1
$1,018
$1,942
$3,429
Total Effect
128.9
$5,451
$8,632
$17,657
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
48
TABLE A12 Estimated Economic Impacts of All Projects in GDOT District 4
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 4
Employment (Jobs)
1,856.9 530.9 525.5
2,913.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$72,819
$105,697
$276,040
$23,922
$39,534
$82,042
$16,281
$32,123
$59,145
$113,023
$177,353
$417,227
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
25.9 125.2
91.6 242.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,295
$1,875
$3,894
$9,121
$16,258
$30,850
$4,375
$7,923
$13,846
$14,792
$26,057
$48,590
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
1,882.8
$74,115
$107,572
$279,935
Indirect Effect
656.1
$33,044
$55,792
$112,892
Induced Effect
617.2
$20,656
$40,046
$72,991
Total Effect
3,156.1
$127,814
$203,410
$465,817
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
49
TABLE A13 Estimated Economic Impacts of Construction Projects in GDOT District 5
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 5
Employment (Jobs)
870.7 229.0 261.0 1,360.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$35,321
$50,438
$130,698
$12,327
$21,427
$42,627
$9,231
$17,801
$31,417
$56,879
$89,666
$204,742
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
4.6 54.9 34.7 94.2
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$236
$334
$754
$3,904
$6,817
$13,459
$1,605
$2,931
$5,122
$5,745
$10,082
$19,335
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
875.3
$35,557
$50,772
$131,452
Indirect Effect
284.0
$16,231
$28,244
$56,087
Induced Effect
295.7
$10,836
$20,732
$36,539
Total Effect
1,455.0
$62,624
$99,748
$224,077
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
50
TABLE A14 Estimated Economic Impacts of Maintenance Projects in GDOT District 5
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 5
Employment (Jobs) 23.3 6.6 6.7 36.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$911
$1,339
$3,118
$301
$492
$934
$236
$454
$802
$1,447
$2,286
$4,854
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 25.2 11.6 13.6 50.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,262
$1,834
$3,760
$715
$1,111
$2,011
$592
$1,108
$1,887
$2,569
$4,053
$7,658
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
48.6
$2,173
$3,174
$6,878
Indirect Effect
18.2
$1,015
$1,602
$2,945
Induced Effect
20.2
$828
$1,563
$2,690
Total Effect
87.0
$4,016
$6,339
$12,512
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
51
TABLE A15 Estimated Economic Impacts of All Projects in GDOT District 5
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 5
Employment (Jobs)
894.0 235.6 267.6 1,397.3
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$36,232
$51,777
$133,816
$12,627
$21,919
$43,561
$9,467
$18,255
$32,219
$58,326
$91,952
$209,596
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
29.8 66.5 48.3 144.6
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,498
$2,168
$4,513
$4,619
$7,928
$15,470
$2,198
$4,039
$7,009
$8,315
$14,135
$26,993
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
923.8
$37,730
$53,945
$138,329
Indirect Effect
302.1
$17,246
$29,847
$59,031
Induced Effect
315.9
$11,664
$22,294
$39,228
Total Effect
1,541.9
$66,641
$106,086
$236,589
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
52
TABLE A16 Estimated Economic Impacts of Construction Projects in GDOT District 6
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 6
Employment (Jobs)
1,088.4 268.2 286.9
1,643.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$48,300
$65,365
$165,703
$12,904
$23,474
$46,721
$9,501
$18,919
$34,297
$70,705
$107,758
$246,721
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
0.0 160.6 115.1 275.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$0
$0
$0
$10,782
$17,895
$32,524
$5,534
$10,188
$17,316
$16,316
$28,083
$49,841
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
1,088.4
$48,300
$65,365
$165,703
Indirect Effect
428.8
$23,685
$41,369
$79,246
Induced Effect
402.0
$15,035
$29,107
$51,614
Total Effect
1,919.3
$87,020
$135,841
$296,562
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
53
TABLE A17 Estimated Economic Impacts of Maintenance Projects in GDOT District 6
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 6
Employment (Jobs) 117.7 32.4 30.0 180.1
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$5,081
$6,952
$15,921
$1,299
$2,241
$4,463
$992
$1,976
$3,582
$7,372
$11,169
$23,966
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 1.0
18.6 12.9 32.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$49
$72
$146
$1,219
$1,805
$3,259
$617
$1,138
$1,934
$1,885
$3,014
$5,339
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
118.6
$5,130
$7,023
$16,068
Indirect Effect
51.0
$2,518
$4,046
$7,722
Induced Effect
42.9
$1,609
$3,114
$5,516
Total Effect
212.6
$9,257
$14,183
$29,305
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
54
TABLE A18 Estimated Economic Impacts of All Projects in GDOT District 6
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 6
Employment (Jobs)
1,206.1 300.6 316.9
1,823.6
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$53,381
$72,317
$181,624
$14,203
$25,715
$51,184
$10,493
$20,895
$37,879
$78,077
$118,927
$270,688
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
1.0 179.2 128.0 308.2
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$49
$72
$146
$12,001
$19,699
$35,783
$6,151
$11,326
$19,250
$18,201
$31,097
$55,180
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
1,207.1
$53,430
$72,388
$181,770
Indirect Effect
479.9
$26,203
$45,414
$86,968
Induced Effect
444.9
$16,644
$32,221
$57,129
Total Effect
2,131.8
$96,277
$150,023
$325,868
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
55
TABLE A19 Estimated Economic Impacts of Construction Projects in GDOT District 7
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 7
Employment (Jobs)
822.5 264.9 359.8 1,447.2
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$52,174
$74,816
$150,717
$20,393
$34,548
$58,644
$18,142
$33,296
$53,243
$90,710
$142,660
$262,604
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
0.0 47.6 23.6 71.3
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$0
$0
$0
$2,949
$5,652
$13,565
$907
$1,701
$3,400
$3,856
$7,353
$16,965
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
822.5
$52,174
$74,816
$150,717
Indirect Effect
312.6
$23,342
$40,200
$72,209
Induced Effect
383.4
$19,049
$34,997
$56,642
Total Effect
1,518.5
$94,565
$150,013
$279,568
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
56
TABLE A20 Estimated Economic Impacts of Maintenance Projects in GDOT District 7
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 7
Employment (Jobs) 100.0 33.7 43.1 176.8
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$6,182
$9,159
$16,794
$2,456
$3,777
$6,195
$2,172
$3,986
$6,374
$10,810
$16,923
$29,363
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 3.9 5.6 3.6
13.1
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$167
$239
$534
$316
$571
$1,303
$135
$254
$499
$617
$1,065
$2,336
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
103.9
$6,349
$9,399
$17,328
Indirect Effect
39.3
$2,772
$4,348
$7,498
Induced Effect
46.7
$2,307
$4,241
$6,873
Total Effect
189.8
$11,428
$17,987
$31,699
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
57
TABLE A21 Estimated Economic Impacts of All Projects in GDOT District 7
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
District 7
Employment (Jobs)
922.5 298.6 402.9 1,624.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$58,357
$83,975
$167,511
$22,849
$38,326
$64,839
$20,314
$37,282
$59,616
$101,520
$159,583
$291,966
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
3.9 53.2 27.2 84.3
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$167
$239
$534
$3,265
$6,222
$14,868
$1,041
$1,955
$3,899
$4,473
$8,417
$19,301
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
926.3
$58,523
$84,215
$168,045
Indirect Effect
351.9
$26,114
$44,548
$79,707
Induced Effect
430.1
$21,356
$39,238
$63,515
Total Effect
1,708.3
$105,993
$168,000
$311,267
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
58
TABLE A22 Estimated Economic Impacts of All Projects in Georgia
Economic Impacts of All Construction Projects in Georgia
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Employment (Jobs)
9,382.3 3,719.6 3,777.3 16,879.2
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$417,190
$591,916
$1,456,908
$210,595
$364,706
$708,227
$143,624
$273,956
$483,648
$771,408
$1,230,578
$2,648,783
Economic Impacts of All Maintenance Projects in Georgia
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Employment (Jobs)
605.8 245.9 253.9 1,105.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$28,877
$41,665
$87,873
$13,728
$21,742
$39,841
$10,459
$19,810
$34,057
$53,064
$83,217
$161,771
Economic Impacts of All Projects in Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
9,988.2
$446,066
$633,581
$1,544,781
Indirect Effect
3,965.5
$224,322
$386,448
$748,068
Induced Effect
4,031.2
$154,083
$293,766
$517,705
Total Effect
17,984.8
$824,471
$1,313,795
$2,810,554
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
This table does not include impacts from design and engineering, or LMIG expenditures.
59
Appendix B Detailed Tables of Estimated Economic Impacts by Rural-Urban Commuting Areas
TABLE B1 Estimated Economic Impacts of Construction Projects in the Albany Rural-
Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Albany RUCA
Employment (Jobs)
219.4 72.8 76.2
368.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$9,688
$14,475
$34,708
$2,844
$4,841
$10,366
$2,508
$4,774
$8,719
$15,040
$24,089
$53,793
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
0.3 21.1 15.6 37.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$17
$24
$56
$1,542
$2,793
$5,396
$758
$1,345
$2,381
$2,317
$4,162
$7,832
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
219.8
$9,705
$14,499
$34,764
Indirect Effect
93.9
$4,386
$7,634
$15,762
Induced Effect
91.8
$3,266
$6,119
$11,099
Total Effect
405.5
$17,357
$28,251
$61,625
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
60
TABLE B2 Estimated Economic Impacts of Maintenance Projects in the Albany Rural-
Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Albany RUCA
Employment (Jobs) 1.7 0.6 0.6 2.9
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$72
$113
$244
$23
$35
$72
$19
$36
$66
$114
$184
$382
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 0.1 0.2 0.2 0.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$5
$8
$16
$12
$20
$39
$7
$13
$23
$24
$41
$77
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
1.8
$77
$121
$260
Indirect Effect
0.8
$35
$55
$111
Induced Effect
0.7
$26
$49
$89
Total Effect
3.4
$138
$225
$459
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
61
TABLE B3 Estimated Economic Impacts of All Projects in the Albany Rural-Urban
Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Albany RUCA
Employment (Jobs)
221.2 73.5 76.8
371.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$9,760
$14,588
$34,953
$2,867
$4,876
$10,438
$2,527
$4,810
$8,785
$15,154
$24,273
$54,175
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
0.4 21.2 15.7 37.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$23
$32
$71
$1,554
$2,813
$5,435
$765
$1,358
$2,403
$2,341
$4,203
$7,909
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
221.6
$9,782
$14,620
$35,024
Indirect Effect
94.7
$4,420
$7,689
$15,873
Induced Effect
92.5
$3,292
$6,168
$11,188
Total Effect
408.9
$17,495
$28,476
$62,085
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
62
TABLE B4 Estimated Economic Impacts of Construction Projects in the Athens Rural-
Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Athens RUCA
Employment (Jobs)
15.8 4.6 4.5
24.9
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$647
$928
$2,387
$220
$390
$740
$160
$300
$528
$1,028
$1,618
$3,655
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
0.0 2.6 1.8 4.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1
$1
$2
$173
$284
$592
$85
$152
$264
$259
$437
$858
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
15.8
$648
$929
$2,389
Indirect Effect
7.1
$393
$674
$1,332
Induced Effect
6.3
$245
$452
$792
Total Effect
29.2
$1,286
$2,055
$4,513
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
63
TABLE B5 Estimated Economic Impacts of Maintenance Projects in the Athens Rural-
Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Athens RUCA
Employment (Jobs) 0.7 0.2 0.2 1.2
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$29
$43
$99
$9
$16
$30
$7
$13
$23
$45
$72
$152
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 2.7 1.1 1.4 5.2
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$131
$191
$394
$69
$108
$196
$59
$111
$189
$260
$410
$779
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
3.4
$160
$234
$493
Indirect Effect
1.4
$78
$124
$226
Induced Effect
1.6
$66
$124
$212
Total Effect
6.3
$305
$482
$932
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
64
TABLE B6 Estimated Economic Impacts of All Projects in the Athens Rural-Urban
Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Athens RUCA
Employment (Jobs)
16.6 4.8 4.7
26.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$676
$971
$2,486
$230
$405
$770
$167
$314
$551
$1,073
$1,690
$3,807
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
2.7 3.7 3.2 9.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$132
$192
$396
$242
$392
$788
$145
$263
$453
$519
$847
$1,637
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
19.2
$808
$1,163
$2,882
Indirect Effect
8.5
$472
$798
$1,558
Induced Effect
7.8
$312
$576
$1,004
Total Effect
35.6
$1,591
$2,537
$5,444
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
65
TABLE B7 Estimated Economic Impacts of Construction Projects in the Atlanta Rural-
Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Atlanta RUCA
Employment (Jobs)
2,344.8 846.8
1,291.4 4,483.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$135,510
$192,078
$408,397
$59,940
$102,964
$181,907
$60,588
$112,676
$185,053
$256,038
$407,718
$775,357
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
0.0 72.1 35.9 108.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$0
$0
$0
$4,184
$8,327
$20,245
$1,408
$2,721
$5,803
$5,592
$11,048
$26,048
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
2,344.8
$135,510
$192,078
$408,397
Indirect Effect
918.9
$64,123
$111,290
$202,152
Induced Effect
1,327.3
$61,997
$115,398
$190,856
Total Effect
4,591.0
$261,630
$418,766
$801,406
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
66
TABLE B8 Estimated Economic Impacts of Maintenance Projects in the Atlanta Rural-
Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Atlanta RUCA
Employment (Jobs) 235.9 88.6 126.0 450.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$13,230
$19,277
$37,276
$5,882
$9,205
$15,779
$5,907
$10,985
$18,040
$25,018
$39,467
$71,096
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 0.0 5.3 2.7 8.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$2
$2
$5
$267
$510
$1,220
$111
$214
$473
$380
$726
$1,699
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
235.9
$13,232
$19,279
$37,282
Indirect Effect
93.9
$6,149
$9,714
$17,000
Induced Effect
128.7
$6,018
$11,200
$18,513
Total Effect
458.4
$25,398
$40,193
$72,794
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
67
TABLE B9 Estimated Economic Impacts of All Projects in the Atlanta Rural-Urban
Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Atlanta RUCA
Employment (Jobs)
2,580.7 935.4
1,417.3 4,933.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$148,740
$211,355
$445,673
$65,821
$112,168
$197,686
$66,495
$123,662
$203,093
$281,056
$447,185
$846,453
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
0.0 77.3 38.6 116.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$2
$2
$5
$4,451
$8,836
$21,466
$1,519
$2,936
$6,276
$5,972
$11,774
$27,747
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
2,580.7
$148,741
$211,357
$445,679
Indirect Effect
1,012.8
$70,272
$121,005
$219,152
Induced Effect
1,456.0
$68,014
$126,597
$209,369
Total Effect
5,049.4
$287,028
$458,959
$874,200
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
68
TABLE B10 Estimated Economic Impacts of Construction Projects in the Augusta Rural-
Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Augusta RUCA
Employment (Jobs)
52.3 13.3 17.5 83.1
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$2,559
$3,638
$8,464
$742
$1,284
$2,353
$659
$1,217
$2,124
$3,961
$6,139
$12,941
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
0.4 5.8 3.7 9.9
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$22
$31
$71
$408
$720
$1,480
$172
$315
$552
$602
$1,067
$2,102
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
52.8
$2,581
$3,669
$8,534
Indirect Effect
19.1
$1,151
$2,004
$3,834
Induced Effect
21.2
$831
$1,533
$2,676
Total Effect
93.0
$4,562
$7,205
$15,044
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
69
TABLE B11 Estimated Economic Impacts of Maintenance Projects in the Augusta Rural-
Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Augusta RUCA
Employment (Jobs) 1.3 0.4 0.4 2.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$61
$90
$186
$17
$27
$47
$16
$29
$51
$94
$145
$283
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 3.3 1.4 1.7 6.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$162
$236
$488
$84
$132
$240
$72
$136
$232
$318
$504
$960
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
4.6
$224
$326
$674
Indirect Effect
1.7
$100
$159
$287
Induced Effect
2.1
$88
$165
$282
Total Effect
8.4
$412
$649
$1,243
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
70
TABLE B12 Estimated Economic Impacts of All Projects in the Augusta Rural-Urban
Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Augusta RUCA
Employment (Jobs)
53.6 13.6 17.9 85.1
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$2,621
$3,727
$8,650
$759
$1,310
$2,400
$675
$1,246
$2,175
$4,054
$6,284
$13,225
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
3.7 7.2 5.3 16.3
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$184
$267
$558
$492
$852
$1,721
$244
$451
$783
$920
$1,571
$3,062
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
57.3
$2,805
$3,994
$9,208
Indirect Effect
20.8
$1,251
$2,163
$4,121
Induced Effect
23.2
$919
$1,697
$2,958
Total Effect
101.4
$4,975
$7,855
$16,287
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
71
TABLE B13 Estimated Economic Impacts of Construction Projects in the Columbus
Rural-Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Columbus RUCA
Employment (Jobs)
107.5 28.0 23.1
158.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$4,299
$6,324
$16,235
$1,355
$2,415
$4,573
$817
$1,558
$2,770
$6,470
$10,297
$23,579
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
1.0 13.1
8.7 22.8
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$50
$71
$161
$878
$1,386
$2,580
$408
$728
$1,257
$1,336
$2,185
$3,998
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
108.5
$4,349
$6,394
$16,396
Indirect Effect
41.1
$2,233
$3,801
$7,153
Induced Effect
31.7
$1,225
$2,287
$4,027
Total Effect
181.3
$7,806
$12,483
$27,576
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
72
TABLE B14 Estimated Economic Impacts of Maintenance Projects in the Columbus
Rural-Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Columbus RUCA
Employment (Jobs) 1.2 0.3 0.2 1.8
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$45
$69
$160
$14
$23
$43
$9
$17
$30
$68
$109
$233
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 4.6 1.9 2.3 8.8
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$227
$330
$680
$116
$181
$327
$100
$188
$320
$443
$699
$1,327
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
5.8
$272
$398
$840
Indirect Effect
2.3
$130
$205
$370
Induced Effect
2.6
$109
$205
$350
Total Effect
10.6
$511
$808
$1,560
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
73
TABLE B15 Estimated Economic Impacts of All Projects in the Columbus Rural-Urban
Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Columbus RUCA
Employment (Jobs)
108.7 28.3 23.3
160.3
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$4,343
$6,393
$16,395
$1,369
$2,438
$4,617
$825
$1,575
$2,800
$6,538
$10,406
$23,811
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
5.6 15.1 11.0 31.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$277
$400
$841
$994
$1,567
$2,906
$508
$916
$1,577
$1,779
$2,884
$5,325
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
114.3
$4,620
$6,793
$17,236
Indirect Effect
43.4
$2,363
$4,006
$7,523
Induced Effect
34.3
$1,334
$2,491
$4,377
Total Effect
192.0
$8,317
$13,290
$29,136
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
74
TABLE B16 Estimated Economic Impacts of Construction Projects in the MaconWarner
Robins Rural-Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Macon-Warner Robins RUCA
Employment (Jobs)
1,850.2 600.1 644.5
3,094.8
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$76,248
$108,847
$279,395
$29,668
$50,385
$99,852
$21,818
$42,142
$76,035
$127,734
$201,373
$455,282
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
8.7 249.2 198.7 456.6
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$448
$634
$1,440
$17,274
$30,561
$60,739
$9,655
$17,016
$29,716
$27,377
$48,211
$91,895
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
1,858.9
$76,695
$109,480
$280,834
Indirect Effect
849.4
$46,942
$80,946
$160,591
Induced Effect
843.1
$31,473
$59,157
$105,751
Total Effect
3,551.4
$155,111
$249,584
$547,177
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
75
TABLE B17 Estimated Economic Impacts of Maintenance Projects in the MaconWarner
Robins Rural-Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Macon-Warner Robins RUCA
Employment (Jobs) 6.4 2.3 2.2
11.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$251
$369
$858
$107
$165
$311
$75
$144
$261
$433
$678
$1,430
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 15.5 6.6 8.0 30.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$766
$1,113
$2,293
$396
$630
$1,145
$346
$647
$1,102
$1,508
$2,390
$4,540
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
21.9
$1,017
$1,482
$3,152
Indirect Effect
9.0
$503
$795
$1,455
Induced Effect
10.1
$421
$791
$1,363
Total Effect
41.0
$1,941
$3,068
$5,970
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
76
TABLE B18 Estimated Economic Impacts of All Projects in the MaconWarner Robins
RuralUrban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Macon-Warner Robins RUCA
Employment (Jobs)
1,856.6 602.5 646.7
3,105.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$76,498
$109,216
$280,253
$29,776
$50,549
$100,162
$21,893
$42,286
$76,296
$128,167
$202,051
$456,712
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
24.2 255.9 206.6 486.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,213
$1,747
$3,733
$17,670
$31,191
$61,884
$10,002
$17,663
$30,818
$28,885
$50,601
$96,435
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
1,880.8
$77,712
$110,962
$283,986
Indirect Effect
858.4
$47,445
$81,741
$162,046
Induced Effect
853.3
$31,894
$59,949
$107,115
Total Effect
3,592.4
$157,052
$252,652
$553,147
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
77
TABLE B19 Estimated Economic Impacts of Construction Projects in the Rome
Chattanooga RuralUrban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
RomeChattanooga RUCA
Employment (Jobs)
658.4 137.8 128.7 924.9
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$22,326
$30,092
$90,757
$6,870
$11,874
$22,433
$4,591
$9,075
$15,983
$33,787
$51,041
$129,172
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
0.2 72.1 48.3 120.6
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$8
$12
$27
$4,918
$8,164
$15,156
$2,285
$4,126
$7,050
$7,211
$12,302
$22,234
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
658.6
$22,334
$30,104
$90,784
Indirect Effect
209.9
$11,787
$20,038
$37,589
Induced Effect
177.0
$6,876
$13,201
$23,033
Total Effect
1,045.5
$40,998
$63,343
$151,406
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
78
TABLE B20 Estimated Economic Impacts of Maintenance Projects in the Rome-
Chattanooga Rural-Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rome-Chattanooga RUCA
Employment (Jobs) 41.2 10.1 7.7 59.0
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,338
$1,820
$4,957
$405
$679
$1,322
$274
$543
$955
$2,018
$3,041
$7,234
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 1.9 5.1 3.9
10.9
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$95
$138
$283
$343
$510
$941
$178
$324
$554
$616
$972
$1,779
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
43.1
$1,433
$1,957
$5,240
Indirect Effect
15.3
$748
$1,189
$2,263
Induced Effect
11.5
$452
$867
$1,509
Total Effect
69.9
$2,634
$4,013
$9,012
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
79
TABLE B21 Estimated Economic Impacts of All Projects in the Rome-Chattanooga
Rural-Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rome-Chattanooga RUCA
Employment (Jobs)
699.6 148.0 136.4 983.9
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$23,664
$31,912
$95,714
$7,275
$12,553
$23,754
$4,866
$9,617
$16,938
$35,805
$54,082
$136,406
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
2.1 77.2 52.2 131.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$103
$150
$311
$5,261
$8,674
$16,097
$2,463
$4,450
$7,604
$7,827
$13,274
$24,012
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
701.7
$23,767
$32,061
$96,024
Indirect Effect
225.2
$12,536
$21,227
$39,852
Induced Effect
188.5
$7,328
$14,068
$24,542
Total Effect
1,115.4
$43,631
$67,356
$160,418
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
80
TABLE B22 Estimated Economic Impacts of Construction Projects in the Statesboro-
Savannah-Brunswick Rural-Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Statesboro-Savannah-Brunswick RUCA
Employment (Jobs)
714.5 186.0 223.0 1,123.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$30,173
$43,268
$109,131
$10,532
$18,293
$34,917
$8,133
$15,516
$26,808
$48,837
$77,077
$170,855
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
5.4 46.9 29.1 81.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$277
$391
$887
$3,306
$5,763
$11,672
$1,343
$2,489
$4,391
$4,926
$8,644
$16,951
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
719.8
$30,449
$43,659
$110,018
Indirect Effect
232.9
$13,837
$24,056
$46,589
Induced Effect
252.1
$9,476
$18,005
$31,199
Total Effect
1,204.9
$53,763
$85,720
$187,806
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
81
TABLE B23 Estimated Economic Impacts of Maintenance Projects in the Statesboro-
Savannah-Brunswick Rural-Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Statesboro-Savannah-Brunswick RUCA
Employment (Jobs) 12.5 3.6 3.7 19.8
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$508
$752
$1,707
$169
$274
$504
$136
$259
$448
$813
$1,285
$2,659
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 15.9 7.1 8.4 31.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$791
$1,149
$2,364
$435
$679
$1,235
$364
$682
$1,164
$1,590
$2,511
$4,763
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
28.5
$1,299
$1,901
$4,071
Indirect Effect
10.7
$604
$954
$1,739
Induced Effect
12.1
$500
$941
$1,612
Total Effect
51.2
$2,403
$3,796
$7,422
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
82
TABLE B24 Estimated Economic Impacts of All Projects in the Statesboro-Savannah-
Brunswick Rural-Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Statesboro-Savannah-Brunswick RUCA
Employment (Jobs)
727.0 189.5 226.7 1,143.3
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$30,681
$44,019
$110,838
$10,701
$18,567
$35,421
$8,269
$15,775
$27,255
$49,650
$78,361
$173,514
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
21.3 54.1 37.5 112.8
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,068
$1,541
$3,251
$3,741
$6,442
$12,907
$1,707
$3,171
$5,555
$6,516
$11,154
$21,714
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
748.3
$31,749
$45,560
$114,089
Indirect Effect
243.6
$14,441
$25,009
$48,328
Induced Effect
264.2
$9,976
$18,946
$32,810
Total Effect
1,256.1
$56,166
$89,516
$195,228
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
83
TABLE B25 Estimated Economic Impacts of Construction Projects in the Valdosta Rural-
Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Valdosta RUCA
Employment (Jobs)
431.7 109.8 132.8 674.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$21,120
$31,488
$71,302
$4,935
$8,732
$17,515
$4,111
$8,353
$14,976
$30,166
$48,573
$103,793
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
1.9 30.4 19.2 51.6
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$96
$136
$309
$2,154
$3,938
$7,468
$872
$1,598
$2,803
$3,121
$5,672
$10,581
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
433.6
$21,216
$31,623
$71,611
Indirect Effect
140.3
$7,088
$12,670
$24,983
Induced Effect
152.1
$4,983
$9,951
$17,780
Total Effect
725.9
$33,287
$54,245
$114,374
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
84
TABLE B26 Estimated Economic Impacts of Maintenance Projects in the Valdosta Rural-
Urban Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Valdosta RUCA
Employment (Jobs) 26.2 7.2 7.7 41.2
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$1,233
$1,930
$3,931
$275
$448
$828
$238
$485
$869
$1,747
$2,862
$5,628
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 5.6 3.7 3.7
12.9
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$275
$400
$826
$235
$387
$711
$160
$299
$513
$670
$1,085
$2,051
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
31.8
$1,508
$2,330
$4,757
Indirect Effect
10.9
$510
$835
$1,539
Induced Effect
11.4
$399
$783
$1,382
Total Effect
54.1
$2,417
$3,947
$7,679
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
85
TABLE B27 Estimated Economic Impacts of All Projects in the Valdosta Rural-Urban
Commuting Area
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Valdosta RUCA
Employment (Jobs)
457.9 117.1 140.5 715.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$22,354
$33,418
$75,233
$5,210
$9,180
$18,343
$4,349
$8,838
$15,845
$31,913
$51,435
$109,421
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
7.5 34.1 22.9 64.5
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$371
$535
$1,135
$2,388
$4,326
$8,179
$1,032
$1,896
$3,317
$3,791
$6,757
$12,631
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
465.4
$22,725
$33,953
$76,369
Indirect Effect
151.2
$7,598
$13,505
$26,523
Induced Effect
163.4
$5,382
$10,734
$19,162
Total Effect
780.0
$35,704
$58,192
$122,053
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
86
TABLE B28 Estimated Economic Impacts of Construction Projects in the Rural Areas
(Non-RUCA)*
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rural Areas (Non-RUCA)
Employment (Jobs)
3,000.9 713.7 662.8
4,377.3
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$112,911
$156,289
$432,843
$32,207
$57,835
$118,973
$19,764
$41,189
$76,822
$164,881
$255,313
$628,638
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
0.0 435.5 279.5 714.9
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$0
$0
$0
$30,177
$50,583
$94,722
$13,499
$24,512
$41,329
$43,676
$75,095
$136,052
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
3,000.9
$112,911
$156,289
$432,843
Indirect Effect
1,149.1
$62,384
$108,418
$213,696
Induced Effect
942.2
$33,263
$65,702
$118,151
Total Effect
5,092.2
$208,557
$330,409
$764,690
*Includes impacts from $8.0 million in expenditures for 7 projects assigned to "all counties."
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
87
TABLE B29 Estimated Economic Impacts of Maintenance Projects in the Rural Areas
(Non-RUCA)
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rural Areas (Non-RUCA)
Employment (Jobs) 166.7 45.1 36.4 248.3
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$6,034
$8,499
$21,207
$1,865
$3,059
$6,021
$1,089
$2,267
$4,241
$8,989
$13,825
$31,469
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs) 66.6 47.4 46.7
160.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$3,481
$5,087
$10,168
$3,069
$4,740
$8,508
$2,138
$3,956
$6,638
$8,688
$13,783
$25,314
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
233.3
$9,515
$13,586
$31,375
Indirect Effect
92.5
$4,935
$7,799
$14,529
Induced Effect
83.1
$3,227
$6,223
$10,879
Total Effect
409.0
$17,677
$27,608
$56,783
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
88
TABLE B30 Estimated Economic Impacts of All Projects in the Rural Areas (Non-
RUCA)*
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rural Areas (Non-RUCA)
Employment (Jobs)
3,167.6 758.8 699.2
4,625.6
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$118,945
$164,788
$454,050
$34,072
$60,894
$124,995
$20,853
$43,456
$81,062
$173,870
$269,138
$660,107
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Rest of Georgia
Employment (Jobs)
66.6 482.9 326.2 875.7
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$3,481
$5,087
$10,168
$33,246
$55,323
$103,230
$15,637
$28,468
$47,967
$52,365
$88,879
$161,366
State of Georgia
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
3,234.2
$122,426
$169,875
$464,218
Indirect Effect
1,241.7
$67,318
$116,217
$228,225
Induced Effect
1,025.4
$36,490
$71,925
$129,030
Total Effect
5,501.2
$226,234
$358,017
$821,473
*Includes impacts from $8.0 million in expenditures for 7 construction projects assigned to "all counties."
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
89
TABLE B31 Estimated Economic Impacts of All GDOT Projects in the RUCAs*
Economic Impacts of All Construction Projects
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Employment (Jobs)
6,412.6 2,512.6 2,902.6 11,827.8
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$303,488
$432,436
$1,023,728
$151,941
$263,114
$499,986
$120,372
$226,103
$387,212
$575,801
$921,652
$1,910,926
Economic Impacts of All Maintenance Projects
Impact Summary Impact Type Direct Effect Indirect Effect Induced Effect Total Effect
Employment (Jobs)
376.7 145.9 180.8 703.4
(000s of 2017 Dollars)
Labor Income Value Added Economic Output
$19,222
$28,028
$56,768
$8,858
$14,028
$24,990
$8,079
$15,124
$25,312
$36,158
$57,181
$107,071
Economic Impacts of All Projects
Impact Summary
(000s of 2017 Dollars)
Impact Type
Employment (Jobs) Labor Income Value Added Economic Output
Direct Effect
6,789.3
$322,710
$460,464
$1,080,497
Indirect Effect
2,658.5
$160,799
$277,142
$524,976
Induced Effect
3,083.4
$128,451
$241,227
$412,525
Total Effect
12,531.2
$611,959
$978,833
$2,017,997
*This table does not include impacts in the rural area reported in Tables B28, B29, and B30, or the
impacts of design and engineering expenditures, and Local Maintenance and Improvement Grants.
Totals may not sum due to rounding.
Source: IMPLAN, Carl Vinson Institute of Government
90
Appendix C Number of FY 2017 Projects and Expenditure Dollars by County*
County
Appling Atkinson Bacon Baker Baldwin Banks Barrow Bartow Ben Hill Berrien Bibb Bleckley Brantley Brooks Bryan Bulloch Burke Butts Calhoun Camden Candler Carroll Catoosa Charlton Chatham Chattahoochee Chattooga Cherokee Clarke Clay Clayton Clinch Cobb Coffee Colquitt Columbia Cook Coweta Crawford Crisp Dade
Major Construction and
Capital Maintenance
Projects
Number Expenditures
5
$3,210,100.79
3
$1,396,908.14
1
$242,309.10
1
$2,184,487.99
5
$3,653,223.64
4
$6,530,663.47
3
$5,253,757.87
8 $47,105,570.62
17 $17,659,062.62
7
$7,540,296.76
11 $257,694,458.01
6 $26,644,596.47
2
$2,456,066.04
6
$9,681,498.54
9
$9,213,387.39
4
$4,009,746.25
7 $11,646,089.36
3
$1,945,908.12
2
$3,254,635.80
7 $50,479,607.14
2
$44,026.47
12
$8,832,201.70
5 $42,453,749.50
2
$1,608,038.24
7 $17,948,359.84
1
$266,313.10
2
$2,906,020.00
6
$9,566,498.15
0
$0
1
$3,004,016.80
4 $26,577,867.37
1
$2,047,633.60
18 $28,243,871.85
3
$1,139,165.53
8 $12,351,852.10
3
$4,772,744.34
2
$2,577,038.06
3
$1,613,478.74
4
$5,032,607.78
5 $32,705,468.05
3
$3,435,471.58
Routine Maintenance Projects
Number 1 0 2 0 2 1 1
10 0 1 4 3 1 0 2 3 2 2 0 0 4 4 6 1 7 0 2 4 1 0 4 0 5 1 0 1 3 0 2 5 5
Expenditures $446,950 $0 $163,702 $0 $301,670 $48,485 $901,066
$2,423,965 $0
$66,242 $1,652,853
$733,533 $205,553
$0 $635,018 $1,255,926 $797,855 $230,320
$0 $0 $1,522,559 $915,080 $896,416 $231,625 $2,556,543 $0 $92,460 $3,227,603 $194,500 $0 $2,425,099 $0 $566,741 $3,446 $0 $116,474 $87,303 $0 $661,243 $1,941,809 $1,793,808
91
Local Grants** (LMIG)
$1,055,613 $443,718 $575,548 $289,199 $680,305 $491,718 $992,882
$1,587,665 $458,915 $797,328
$1,878,081 $444,858 $625,816 $709,630 $574,418
$1,707,232 $975,119 $507,833 $275,294 $789,869 $445,269
$1,870,264 $767,137 $380,835
$2,858,960 $144,960 $599,555
$2,721,010 $1,249,657
$225,470 $2,509,016
$458,193 $6,768,366 $1,347,532 $1,279,983 $1,511,817
$565,816 $1,945,393
$401,876 $734,122 $357,415
Total Expenditures
$4,712,664 $1,840,626
$981,560 $2,473,687 $4,635,199 $7,070,867 $7,147,706 $51,117,201 $18,117,977 $8,403,867 $261,225,392 $27,822,987 $3,287,435 $10,391,128 $10,422,824 $6,972,905 $13,419,064 $2,684,062 $3,529,930 $51,269,477 $2,011,855 $11,617,545 $44,117,303 $2,220,498 $23,363,862
$411,273 $3,598,035 $15,515,111 $1,444,157 $3,229,487 $31,511,982 $2,505,827 $35,578,979 $2,490,144 $13,631,835 $6,401,035 $3,230,157 $3,558,872 $6,095,727 $35,381,399 $5,586,695
County
Dawson Decatur DeKalb Dodge Dooly Dougherty Douglas Early Echols Effingham Elbert Emanuel Evans Fannin Fayette Floyd Forsyth Franklin Fulton Gilmer Glascock Glynn Gordon Grady Greene Gwinnett Habersham Hall Hancock Haralson Harris Hart Heard Henry Houston Irwin Jackson Jasper Jeff Davis Jefferson Jenkins Johnson Jones Lamar Lanier Laurens Lee
Major Construction and
Capital Maintenance
Projects
Number Expenditures
1
$4,143,174.96
2
$5,791,648.22
17 $47,760,081.72
3
$2,726,572.31
1
$803,722.50
10 $10,373,026.48
5
$2,957,881.83
0
$0
3
$3,486,400.99
3 $11,537,198.43
1
$353,831.18
10
$3,553,843.88
11
$2,209,674.51
2
$881,044.10
2 $28,255,159.04
4 $35,981,228.64
10 $25,002,852.36
3
$7,171,530.93
28 $38,028,571.42
2
$728,157.66
0
$0
2
$4,813,534.80
2
$728,157.66
1
$3,847,341.48
3
$4,627,943.26
12 $42,409,221.10
3
$3,444,192.04
17 $92,182,940.20
1
$613,669.00
5
$4,836,052.52
2
$4,976,900.61
1
$1,167,556.97
0
$0
2 $11,679,445.66
5
$1,758,769.49
8
$3,978,768.49
4
$7,040,372.75
1
$343,744.00
0
$0
2
$1,110,799.53
0
$0
5
$2,749,898.48
2
$9,101,524.25
3
$1,706,126.66
5
$3,120,465.08
21
$3,010,402.64
4
$6,297,175.41
Routine Maintenance Projects
Number 1 1
11 2 0 2 0 0 2 3 0 2 2 6 0 4 2 4
37 1 1 2 3 0 6
11 1
24 1 5 3 0 0 3 1 0 5 6 0 0 2 2 0 2 1 6 1
Expenditures $912,408 $361,415
$2,436,491 $611,724 $0 $163,096 $0 $0
$2,210,079 $852,894 $0 $382,270 $225,121 $807,341 $0 $521,086 $331,592
$1,636,856 $12,122,295
$396,500 $184,100 $254,936 $318,262
$0 $1,014,559 $3,642,744
$674,323 $8,435,814
$199,625 $764,168 $1,147,686
$0 $0 $943,685 $819,350 $0 $1,517,376 $2,311,555 $0 $0 $669,371 $425,918 $0 $269,501 $95,758 $1,797,211 $57,394
92
Local Grants** (LMIG)
$393,230 $927,424 $7,771,403 $908,098 $690,782 $1,298,482 $1,626,774 $603,526 $178,475 $1,009,537 $685,070 $1,143,550 $346,356 $635,112 $1,417,872 $1,449,734 $2,227,346 $597,313 $7,143,998 $681,184 $199,886 $1,023,703 $947,856 $811,774 $555,428 $7,787,687 $827,281 $2,294,012 $538,206 $727,511 $774,777 $749,486 $431,509 $2,587,821 $1,296,169 $601,279 $1,105,619 $547,566 $633,048 $704,635 $475,698 $484,520 $627,776 $462,707 $292,939 $1,585,363 $581,832
Total Expenditures
$5,448,813 $7,080,487 $57,967,976 $4,246,394 $1,494,504 $11,834,604 $4,584,656
$603,526 $5,874,955 $13,399,630 $1,038,901 $5,079,664 $2,781,151 $2,323,497 $29,673,032 $37,952,049 $27,561,790 $9,405,700 $57,294,865 $1,805,841
$383,986 $6,092,174 $1,994,275 $4,659,116 $6,197,930 $53,839,652 $4,945,796 $102,912,766 $1,351,500 $6,327,731 $6,899,363 $1,917,043
$431,509 $15,210,952
$3,874,289 $4,580,048 $9,663,368 $3,202,865
$633,048 $1,815,435 $1,145,069 $3,660,337 $9,729,300 $2,438,335 $3,509,163 $6,392,977 $6,936,401
County
Liberty Lincoln Long Lowndes Lumpkin Macon Madison Marion McDuffie McIntosh Meriwether Miller Mitchell Monroe Montgomery Morgan Murray Muscogee Newton Oconee Oglethorpe Paulding Peach Pickens Pierce Pike Polk Pulaski Putnam Quitman Rabun Randolph Richmond Rockdale Schley Screven Seminole Spalding Stephens Stewart Sumter Talbot Taliaferro Tattnall Taylor Telfair Terrell
Major Construction and
Capital Maintenance
Projects
Number Expenditures
4
$8,749,098.58
0
$0
1
$1,772,640.94
8 $68,434,762.24
1
$324,712.32
5
$4,964,952.44
1
$1,408,989.49
3
$5,293,214.62
7
$8,308,292.55
2
$2,374,942.33
4
$3,670,000.65
4
$3,195,767.86
7 $19,785,214.67
5
$3,092,941.84
0
$0
3
$4,627,943.26
2
$728,157.66
3
$6,021,260.06
12 $40,744,268.03
1
$981,845.49
0
$0
5
$503,078.23
4
$5,591,834.57
5
$1,709,051.47
2
$3,660,531.13
2
$1,405,164.51
0
$0
3
$3,498,712.93
1
$391,758.00
0
$0
1
$1,218,984.15
1
$2,106,613.09
4
$3,831,317.59
4
$7,148,988.43
1
$1,446,139.97
0
$0
0
$0
1
$155,088.20
2
$1,355,423.06
1
$1,575,024.89
4 $29,521,792.01
2
$4,069,682.45
1
$522,404.69
3
$86,778.83
4
$3,003,052.02
1
$739,803.29
3
$6,605,708.34
Routine Maintenance Projects
Number 0 1 1 9 0 1 1 1 2 0 0 1 4 2 0 3 1 0 6 0 3 2 1 4 0 1 4 2 4 1 0 2 2 2 0 1 0 1 0 0 0 0 4 1 2 0 0
Expenditures $0
$503,200 $204,731 $3,545,220
$0 $256,650 $193,655 $134,280
$88,554 $0 $0
$3,446 $824,330 $516,448
$0 $487,815
$72,870 $0
$1,011,346 $0
$367,924 $281,674 $130,305 $1,126,545
$0 $27,497 $393,456 $575,774 $1,381,166 $390,000
$0 $1,270,200
$388,860 $924,765
$0 $236,258
$0 $26,166
$0 $0 $0 $0 $1,244,793 $39,565 $477,070 $0 $0
93
Local Grants** (LMIG)
$751,830 $330,176 $380,365 $1,681,600 $576,595 $537,356 $750,309 $398,260 $516,256 $344,368 $755,570 $407,880 $840,440 $638,818 $538,172 $591,079 $686,384 $1,951,969 $1,462,963 $628,473 $564,972 $1,812,824 $886,927 $601,623 $862,238 $464,873 $848,250 $351,359 $579,284 $153,233 $522,209 $451,945 $2,107,831 $1,020,631 $215,631 $720,121 $404,155 $981,403 $578,039 $343,968 $787,582 $405,701 $177,589 $946,737 $461,635 $543,765 $453,172
Total Expenditures
$9,500,929 $833,376
$2,357,737 $73,661,582
$901,307 $5,758,959 $2,352,953 $5,825,755 $8,913,102 $2,719,310 $4,425,570 $3,607,094 $21,449,985 $4,248,208
$538,172 $5,706,837 $1,487,411 $7,973,229 $43,218,577 $1,610,318
$932,896 $2,597,576 $6,609,066 $3,437,219 $4,522,769 $1,897,535 $1,241,706 $4,425,846 $2,352,208
$543,233 $1,741,193 $3,828,758 $6,328,009 $9,094,385 $1,661,771
$956,379 $404,155 $1,162,657 $1,933,462 $1,918,993 $30,309,374 $4,475,384 $1,944,787 $1,073,081 $3,941,757 $1,283,569 $7,058,881
County
Major Construction and Capital Maintenance Projects
Number Expenditures
Routine Maintenance Projects
Number Expenditures
Local Grants** (LMIG)
Total Expenditures
Thomas
5 $19,931,373.27
0
$0 $1,029,019 $20,960,392
Tift
3
$3,000,123.06
5 $1,947,663
$893,605
$5,841,391
Toombs
0
$0
0
$0
$716,328
$716,328
Towns
2
$4,217,079.35
0
$0
$291,380
$4,508,459
Treutlen
2
$391,667.65
3
$706,572
$332,889
$1,431,129
Troup
5
$4,878,102.92
5 $1,870,354 $1,101,619
$7,850,076
Turner
1
$1,857,436.01
3
$512,215
$468,021
$2,837,672
Twiggs
0
$0
3 $1,088,193
$370,312
$1,458,505
Union
0
$0
1
$78,392
$671,839
$750,231
Upson
0
$0
1
$35,665
$653,800
$689,465
Walker
5
$2,843,835.33
3 $1,028,973 $1,174,882
$5,047,691
Walton
1
$522,404.69
0
$0 $1,263,088
$1,785,493
Ware
2
$588,275.58
1
$219,020
$960,783
$1,768,079
Warren
2
$1,830,206.81
6 $1,362,540
$346,296
$3,539,042
Washington
4
$3,413,183.95
0
$0
$896,814
$4,309,998
Wayne
1
$365,839.17
2
$545,549 $1,023,206
$1,934,594
Webster
1
$1,210,992.01
0
$0
$216,116
$1,427,108
Wheeler
4
$2,470,444.26
0
$0
$420,144
$2,890,588
White
1
$450,680.00
0
$0
$449,354
$900,034
Whitfield
2
$2,464,247.87
3 $1,219,785 $1,426,899
$5,110,932
Wilcox
3
$2,644,348.67
1
$205,000
$541,169
$3,390,517
Wilkes
1
$1,473,955.67
3
$587,100
$517,571
$2,578,627
Wilkinson
0
$0
2
$309,562
$443,699
$753,261
Worth
6
$6,104,163.46
2
$60,840
$941,800
$7,106,803
Source: GDOT
Totals may not sum due to rounding.
*In the GDOT data, $8,012,762 for 7 construction projects were assigned to all counties. These projects are not
included in this table.
**The amount for each county includes amounts sent to municipal governments in the county. For municipal
governments that span more than one county, the amount was divided evenly among those counties.
94
Appendix D
TREDIS Overview6
General Information About TREDIS The Transportation Economic Development Impact System (TREDIS) provides economic impact analysis and benefit-cost analysis for transportation projects and programs, covering all modes: road, rail, aviation, marine, and bicycles. TREDIS generates information needed for project and program decisionmaking and for communication with government leaders, legislators, funding agencies, and the public.
TREDIS is a predictive impact model that uses information about future travel patterns, market access, and construction spending to estimate the costs, benefits, and economic impacts that flow from them. As such, results are based on comparisons between two alternative futures. These comparisons are built around a specific future snapshot year or "analysis year" that is used to project differences in benefits, costs, and economic activity in that year. In most cases, the comparison will be between two policy options such as "build a new facility" or "do not build the new facility." This approach means that TREDIS results are shown as differences in benefits, costs, and economic activity between the "build" and "no-build" scenarios in a given year (relative to the analysis year).
TREDIS uses an extensive database of information on the current characteristics of study area(s) and modes. This database is described below. For US applications, economic patterns are typically supplied by IMPLAN. Production is measured by four variables:
Output These are final sales, or total revenues, by industry. Depending on the industry, sales can be to any combination of other businesses, households, or the federal/state/local government.
Value Added This metric describes the value of goods sold by an industry over and above the value of goods purchased by it. It is generally used as a broad measure of value creation by an industry, including wage income, employee benefits, profits, and tax payments. Summed across all industries, total regional value added is precisely the gross regional product.
Income This is total compensation (including benefits) to all employees of an industry, including business owners (proprietors).
Employment This is the total head count of workers in an industry, including self-employed workers, railroad workers, and agricultural workers. Because employment is measured as employee head count, it is important to note that a single individual with two part-time jobs is counted twice, regardless of which industries those jobs are in. Therefore, the job count is typically higher than full-time-equivalent employment.
Beyond these industry metrics, IMPLAN data are used in a number of other places in TREDIS. These default data include the following:
Economic Multipliers These are region-specific factors that translate a direct economic change into total economic impacts, including indirect (inter-industry supply-chain) effects and induced (wage spending) effects. In IMPLAN, multiplier impacts are applied with source and target
6 For a complete list of the sources and references cited in this appendix, please see the TREDIS web site at http://tredis.com/
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industry detail, meaning that it is possible to determine the effect of direct spending in one sector (e.g. construction) on another (e.g. retail). Industry Make/Use Tables These are region-specific factors that indicate which commodities a single industry uses to produce its final goods, as well as which commodities are made by the industry. As such, they translate industry activity to commodity activity, which is used in TREDIS' Freight Module as well as in determining which industries are impacted by projects affecting freight modes. Tax Receipts For Tax Module subscribers, IMPLAN is used to determine how changes in economic activity lead to changes in federal and state/local tax revenues. These are based on the current pattern of transfer payments in IMPLAN's social accounting structure.
The TREDIS forecasting module is typically supplied with Moody's Economy Dot Com (MEDC) projections, which include employment and value added forecasts for each TREDIS industry. For simplicity, economic projections are shown in TREDIS as indexes from the base year for each region.
Moody's state and county forecasts are ultimately based on its US national economic model. This national forecast is combined with state, metro, and county data to allocate growth forecasts down to subnational regions. The benefit to this approach is geographic consistency: employment and value added always aggregates up (from counties to states and from states to national) without doublecounting.
Allocations of employment and value added to states and counties are made based on the same government data sources used by IMPLAN to develop current economic characteristics. These sources include the Bureau of Labor Statistics (BLS), the Current Employment Survey (CES), the Quarterly Census of Employment and Wages (QCEW), and the Bureau of Economic Analysis (BEA).
Description of Assumptions for Selected TREDIS Variables A. Crew wages are drawn from the BLS National Compensation Survey (issued May 2011) for applicable transport occupations, with 43.7 percent added for fringe benefits (national average in those occupations). Values for truck drivers, bus drivers, and train engineers are based on published BLS values for those occupations, plus fringe benefits. These values have been adjusted to reflect 2011 dollars using the Consumer Price Index (CPI). Values for aviation are based on weighted averages of $36.99/hr. for flight attendants and $94.74/hr. for pilots, plus fringe benefits. Values for marine (ferry or freighter) are based on weighted averages of $12.71 for sailors and $30.68 for ship engineers, plus fringe benefits. Source: http://www.bls.gov/ncs/ncswage2010.pdf
B. Default crew size for car, bus, and rail modes are drawn from typical values for New York City, San Francisco, and Chicago, as reported in Chester, Mikhail, Institute of Transportation Studies, UC Berkeley, 2008. Vehicle occupancy rates are estimated at 1.025 for single-unit trucks, and 1.12 for combination trucks, based on guidance from FHWA's Highway Economic Requirement System (HERS) State Version (see FHWA, Highway Economic Requirements System-State Version, Technical Report, Federal Highway Administration, Washington, DC, 2005.). The default crew size for all trucks is a weighted average based on an estimated mix of truck vehicles. Default crew sizes for aircraft are drawn from "Economic Values
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for FAA Investment and Regulatory Decisions, A Guide," US Federal Aviation Administration, Washington, DC, 2007 (produced by GRA Incorporated with Aviation Specialists Group, Inc. and Data Base Products). The default crew size for all aircraft is a weighted average based on an estimated mix of aircraft types.
C. Values of time are generally consistent with methods for valuing user travel time benefits as followed by the Highway Economic Requirements System (HERS) and BCA.Net software, as well as the Center for Urban Transportation Research (CUTR) and the US Department of Transportation (USDOT). However, values have also been updated to reflect 2011 wage rates (average of all occupations, not just transport occupations), based on BLS wage data. Also, additional long-term business costs (beyond the user value of travel time) have been added in the form of fringe benefit costs for "on-the-clock travel" and wage premiums paid by employers for commuting in higher-cost congested areas. As a result, car/light truck "on-the-clock" travel time is calculated as a business cost valued at 100 percent of the national average wage rate plus 30 percent fringe benefits. Both commuting and personal travel time are treated as a non-money user benefit with a value set at 50% of the wage rate (no fringe added). For economic impact analysis only, there is an additional allowance for the effect of higher commuting cost on employer cost in the form of a wage rate premium valued at another 50 percent of the wage rate per hour without fringe (per research by Zax et al.). For public transit, the wider range reflects possible variation in riding conditions, as noted by CUTR: "Transit travel time should be valued at 2535 percent of prevailing wage under comfortable conditions (when sitting), but can be significantly higher for crowded transit vehicles (100% of wage rate) or for waiting under unpleasant conditions (up to175% of wage rate)." For out-of-vehicle transit time, TREDIS uses 100 percent of the wage rate but allows for a wider range of values. In the TREDIS v4.0 release, these values have been updated according to wage growth. Specifically, a growth rate was applied that corresponds to the growth in all full-time worker hourly wages from 2007 to 2011, as reported by the National Compensation Survey.
D. The costs of travel time variability (non-recurring delay) is calculated using the concept of "buffer time," which is defined as the additional schedule time needed to ensure an on-time arrival 95 percent of the time (19 out of every 20 trips) versus the average travel time. For example, if a weekday commute normally (i.e., on average) takes 30 minutes to complete but unplanned congestion causes 5 percent of trips (about one per month) to take 45 minutes, then the commuter must schedule 45 minutes for the trip on the average day to ensure an on-time arrival (even though it is likely to only take 30 minutes). This trip therefore requires 15 minutes of "buffer time." For passenger travel, buffer time has been shown to be valued similarly to travel time unless a schedule constraint exists (see CUTR). For freight trucks, the value of buffer time can vary widely for carrier types and commodity, but is generally higher than passenger travel (relative to travel time). USDOT reports that the value of reliability can vary from 20 percent to 250 percent of the "standard" delay. As with the Value of Time factors, values have been updated according to wage growth.
E. Typical passenger loadings for car, bus, and rail modes are drawn from typical values for New York City, San Francisco, and Chicago, as reported in Chester, Mikhail, Institute of Transportation Studies, UC Berkeley, 2008. Passengers (excluding crew) on all trucks are estimated to be zero. Passenger capacity and load rates for cargo, regional jet, commercial airliner, and jumbo jet aircraft are drawn from the Bureau of Transportation Statistics' TranStats "Air Carrier Statistics (Form 41 Traffic)- All Carriers" database for aviation, and data from the Seat Guru website was used to determine passenger seating
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(see http://www.seatguru.com/) . Specific aircraft types were selected to represent each aircraft category, and 2011 data were used. Air taxi and general aviation passengers are estimated using "Economic Values for Federal Aviation Administration (FAA) Investment and Regulatory Decisions, A Guide," US Federal Aviation Administration, Washington, DC, 2007 (produced by GRA Incorporated with Aviation Specialists Group, Inc. and Data Base Products). The default passenger count for all aircraft is a weighted average based on an estimated mix of aircraft types.
F. Freight logistics cost is estimated on the basis of values assigned for recurring travel time delay from the Highway Economic Analysis Tool (HEAT) documentation, based on literature review and additional research by Cambridge Systematics and the Economic Development Research Group (EDR Group). These logistics cost values, added to crew cost and vehicle operating cost, yield total freight costs per hour in line with Texas A&M Transportation Institute (TTI) congestion studies.
G. Typical cargo loadings for truck types are drawn from mean payload weights for different truck configurations as collected by the Vehicle Inventory and Use System (2002). The value for single-unit trucks is based on mean payload weights for straight truck and straight truck plus trailer groups, while the value of combination trucks is based on mean payload weights for truck and trailer combination groups (see load.htm). Data for rail are from the Association of American Railroads; data for water transport are based on 1,000 twenty-foot equivalent units (TEUs) per ship at 14 tons per TEU from InfoMare and the Port Authority of New York and New Jersey; data for air transport are from Bureau of Transportation Statistics. Capacity and load factor data for air cargo aircraft were drawn from "Economic Values for FAA Investment and Regulatory Decisions, A Guide," US Federal Aviation Administration, Washington, DC, 2007 (produced by GRA Incorporated with Aviation Specialists Group, Inc. and Data Base Products) (see note C for link). Air cargo aircraft were assumed to be two-engine wide-bodied aircraft.
H. Vehicle operating cost per mile: for free flow conditions for cars is an average of small, medium, and large cars and sport utility vehicles (SUVs) as defined by the American Automobile Association. Vehicle operating costs per mile for trucks were calculated by multiplying estimated gallons per mile according to the Federal Highway Administration's Highway Statistics Series 2010 Data by applicable gasoline or diesel prices, and then adding in American Trucking Research Institute (ATRI) 2011 data on costs per mile for truck/trailer lease or purchase payments, repair and maintenance, truck insurance premiums, permits and licenses, tires, and tolls. ATRI supplementary data were held constant for all truck types. Diesel prices were drawn from 2011 figures from the US Energy Information Administration "Weekly Retail Gasoline and Diesel Prices." The default value for all trucks is a weighted average based on an estimated mix of truck types.
I. Vehicle operating cost per mile: for congested road conditions is based on auto fuel consumption estimates from the US Environmental Protection Agency (EPA) and truck fuel consumption estimates from Berwick and Farooq (2003), using an assumption of stop-and-go travel conditions (as defined by EPA) and with a long-term (30-year) fuel cost of $4.00 per gallon.
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J. Per hour operating cost is to be used for modes where vehicle operating cost is most easily measurable on a time-basis (air and marine). The operating cost/hour for water freight cost/mile ranges from $242/hour for 11,000 ton vessel to $491/hour for 265,000 ton vessel; the default represents a 90,000 ton vessel. Per hour operating costs for air freight, regional jets, commercial airliners, and jumbo jets are based on estimated fuel costs per hour plus a fixed amount for maintenance, aircraft ownership, and other costs based on 2011 data from Airlines for America. Per hour operating costs for general aviation and air taxi aircraft are based on estimated fuel costs per hour plus a fixed per-hour cost estimate developed using data from "Economic Values for FAA Investment and Regulatory Decisions, A Guide," US Federal Aviation Administration, Washington, DC, 2007 (produced by GRA Incorporated with Aviation Specialists Group, Inc. and Data Base Products) except for general aviation aircraft. The default per hour operating cost for all aircraft is a weighted average based on an estimated mix of types.
K. Estimates of typical passenger vehicle gallons per mile are based on EPA data (see http://www.epa.gov/oms/climate/documents/420f11041.pdf).Vehicle gallons consumed per mile (free flow): Data for trucks are drawn from Table MV-1 from the 2010 FHWA Highway Statistics Series (http://www.fhwa.dot.gov/policyinformation/statistics/2010/vm1.cfm).
L. Data for vehicle gallons consumed per hour (free flow) for cargo, regional jet, commercial airliner, and jumbo jet aircraft were drawn from the Bureau of Transportation Statistics' TranStats "Air Carrier Financial Reports (Form 41 Financial Data)" database for aviation. Specific aircraft types were selected to represent each aircraft category and 2011 data were used. Data for general aviation and air taxi aircraft were drawn from the FAA's General Aviation and Part 135 Activity Surveys for Calendar Year 2010. A specific aircraft group was selected to represent air taxi aircraft.
M. Accident costs are derived from the following sources: total fatality cost including both money costs and social value of lost life (lifetime earnings) is from "Treatment of the Economic Value of a Statistical Life in Departmental Analysis 2011 Interim Adjustment," USDOT, Memorandum to Modal Administrators, July 29, 2011. (http://www.dot.gov/sites/dot.dev/files/docs/Value_of_Life_July_29_2011.pdf)
N. Values for injury and property damage are drawn from Blincoe, L. et al. (2002). The Economic Cost of Motor Vehicle Crashes, 2000 (Table 2) were updated from 2000 dollars to 2008 dollars by the CPI change (25%). The difference between total fatality valuation and fatality cost is attributed to social valuation of lost life. Values have been converted to current dollars using CPI estimates for all urban consumer average prices.
O. Accident rates for car, truck, and air modes are from the Bureau of Transportation Statistics. For conversion purposes, general aviation and air taxi aircraft are assumed to travel at an average speed of 150 miles per hour.
P. Environmental costs per VMT can include a wide variety of air pollution, water pollution, noise pollution, and land quality/use impacts. However, the default values shown here include only costs associated with air pollutants defined by the Clean Air Act (NOx - nitrogen oxides, SO2 - sulfur dioxide, PM - particulate matter and VOC - volatile organic compounds) plus greenhouse gases.
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Q. For the Clean Air Act pollutants, the total cost per VMT is estimated to be 1.1c for cars and 3.9c for large trucks (source: FHWA: 1997 Federal Highway Cost Allocation Study Final Report Addendum, Federal Highway Administration, USDOT, 2000, Table 12). For greenhouse gases, the total cost per VMT is estimated to be 1.7c for cars and 2.4c for trucks based on Littman (Todd Littman: "Climate Change Emission Valuation for Transportation Economic Analysis," Victoria Transport Policy Institute (VTPI), 2009 and drawn from Transportation Energy Data Book, Oak Ridge National Laboratory, 2008). Also shown in Table 5.10.7-2 of Littman: Transportation Cost and Benefit Analysis II Air Pollution Costs, Victoria Transport Policy Institute, updated 2009. Note that some studies have derived values based on changing market values for emission credits; these sources have been used to derive estimates as high as 5c per VMT for cars and 26c/VMT for trucks. R. Mix of truck vehicles is defined using the following vehicle categories as described in the 2010 edition of FHWA's Highway Statistics Series. (See http://www.fhwa.dot.gov/policyinformation/statistics/2010/vm1.cfm). S. Mix of aircraft vehicles is determined using the ratio of air carrier aircraft to general aviation aircraft based on BTS's National Transportation Statistics for 2010. An estimate for air taxi aircraft as a portion of total general aviation aircraft was developed using data on general aviation aircraft reporting air taxi activity in "Economic Values for FAA Investment and Regulatory Decisions, A Guide," US Federal Aviation Administration, Washington, DC, 2007 (produced by GRA Incorporated with Aviation Specialists Group, Inc. and Data Base Products). The mix of the portions of air carrier aircraft made up by commercial airliners, regional jets, jumbo jets, and air cargo aircraft was developed using categories and aircraft count data from "Economic Values for FAA Investment and Regulatory Decisions, A Guide," US Federal Aviation Administration, Washington, DC, 2007 (produced by GRA Incorporated with Aviation Specialists Group, Inc. and Data Base Products).
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