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/ 95 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 96 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 97 (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. 98 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. 99 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). 100