This project evaluates the benefit that programs like the Ohio Balanced Growth Program could bring to transportation agencies in Ohio

Date, Kirby

Hexter, Kathryn W.

Jenkins, Jacqueline

Kellogg, Wendy A.

Post, Charlie

Rhodes, Suzann

English

Cleveland-Marshall College of Law

Cleveland State UniversityEngagedScholarship@CSUUrban Publications Maxine Goodman Levin College of Urban Affairs12-2014The Value of Balanced Growth for Transportation:Executive SummaryKirby DateCleveland State University, k.date@csuohio.eduJacqueline JenkinsCleveland State University, J.M.JENKINS41@csuohio.eduWendy A. KelloggCleveland State University, w.kellogg@csuohio.eduSuzann RhodesKathryn W. HexterCleveland State University, k.hexter@csuohio.eduSee next page for additional authorsHow does access to this work benefit you? Let us know!Follow this and additional works at: https://engagedscholarship.csuohio.edu/urban_facpubPart of the Urban Studies and Planning CommonsThis Report is brought to you for free and open access by the Maxine Goodman Levin College of Urban Affairs at EngagedScholarship@CSU. It hasbeen accepted for inclusion in Urban Publications by an authorized administrator of EngagedScholarship@CSU. For more information, please contactlibrary.es@csuohio.edu.Repository CitationDate, Kirby; Jenkins, Jacqueline; Kellogg, Wendy A.; Rhodes, Suzann; Hexter, Kathryn W.; and Post, Charlie, "The Value of BalancedGrowth for Transportation: Executive Summary" (2014). Urban Publications. 0 1 2 3 1302.https://engagedscholarship.csuohio.edu/urban_facpub/1302AuthorsKirby Date, Jacqueline Jenkins, Wendy A. Kellogg, Suzann Rhodes, Kathryn W. Hexter, and Charlie PostThis report is available at EngagedScholarship@CSU: https://engagedscholarship.csuohio.edu/urban_facpub/1302 1 Ohio Department of Transportation Office of Statewide Planning & Research Research Section 1980 West Broad Street, Mail Stop 3280 Columbus, OH  43223 614-644-8135 Research@dot.state.oh.us www.dot.state.oh.us/Research   The Value of Balanced Growth for Transportation  FHWA Report Number: FHWA/OH-2014/17 Report Publication Date: December 2014 ODOT State Job Number: 134819 Project Duration: 16 months Start Date: August 20, 2013 Completion Date: December 20, 2014 Total Project Funding: $244,701.00 Research Agency: Cleveland State University, Maxine Goodman Levin College of Urban Affairs, Washkewicz College of Engineering; CDM Smith Researchers: Kirby Date, AICP; Jacqueline Jenkins, PhD, PEng; Wendy Kellogg, PhD; Suzann Rhodes, FAICP; Kathryn Hexter; Charles Post; student assistants ODOT Technical Liaisons: Andrew Hurst; Cynthia Gerst; Scott Phinney; Sandra Kosek-Sills  For copies of this final report go to http://www.dot.state.oh.us/research.  Project Background This project evaluates the benefit that programs like the Ohio Balanced Growth Program could bring to transportation agencies in Ohio.  Much has been written and observed about the decades-long pattern of outmigration from urban areas into suburban and exurban areas in the United States.  Known as “sprawl”, this pattern is widespread, affecting metropolitan areas in both high-growth and low-growth regions of the country.   With the national economic challenges since 2008, municipal, regional and state transportation budgets are constricted, and many government entities are exploring ways to reduce their costs for both capital improvements and maintenance. For transportation agencies, an obvious question is the role that the pattern of development plays in transportation benefits involving cost, efficiency, effectiveness, and safety, as well as related social factors such as emissions and transportation access.   There is much research that documents the connection between land use patterns and transportation benefits. In particular, land use patterns that reflect higher densities, and a “nodal” character with mixed development located around “activity centers”, have been shown to provide transportation benefits through reduced, more efficient, more effective, and more cost-effective transportation infrastructure.  Compact (higher density) development and focused (nodal) development areas are strong candidates for the wider use of alternative modes of transportation, including bicycling, public transit and walking.   Transportation benefits that result include:  Transportation Effectiveness:  reduced construction, maintenance and operations costs  Transportation Efficiency:  increased transportation mode choice (public transit, bicycle and pedestrian, as well as auto); reduced travel times, delay and congestion; reduced peak travel demand and vehicle miles traveled per capita.  2  Transportation-Related Social and Community Benefits:  improved access to transportation for all, especially those who don’t drive; increased safety; reduced air pollution; reduced transportation costs for citizens, businesses and governments; reduced fuel consumption; and increased property values, and economic development, in redevelopment areas.  Across the United States, states, regions and municipalities are implementing a wide range of policies and programs intended to encourage compact, nodal development patterns. The Ohio Balanced Growth Program is one such program.  Voluntary and locally driven, it involves local collaborative watershed plans that designate priority areas for development and conservation investment.  State and local policies and programs are then aligned with those locally-determined priorities through incentives in state programs, grants and loans. The goal is to encourage more infill and development in designated Priority Development Areas; and more conservation in designated Priority Conservation and Priority Agricultural areas.  Study Objectives The overall purpose of the research project was to assist ODOT with understanding the relationship of transportation decisions to land use policy that supports transportation benefits, namely increased transportation efficiency and effectiveness.  Specific Project Objectives included:  Literature Review.  Understand the full range of Balanced Growth programs in the nation, and existing research, modeling methods, and policy recommendations related to their effect on transportation planning, efficiency and effectiveness.    Data Collection. Collect and develop data that documents the relationship of incentives and policy in Balanced Growth programs to transportation investment, efficiency and effectiveness.  Data Analysis. Synthesize the new data, for use by state, regional MPO, and local governments in understanding the potential effects of Balanced Growth land use policy decisions on transportation investment, efficiency and effectiveness.  Policy Review. Develop recommendations for state, regional MPO, and local government policy related to land use that will improve transportation efficiency and effectiveness.  Description of Work Aligning with the project objectives above, the following steps were followed:  1. Literature Review.  A literature review was completed which included a scan of policies and programs in use across the United States and an inventory of state-level programs in all 50 states; and research documenting the connection between land use patterns and transportation outcomes. Information on modeling methods, ODOT policy and programs, and the Ohio Balanced Growth Program was also investigated.  2. Data Collection.  26 metropolitan areas (including 5 in Ohio) were selected as focus areas across the country, using selection criteria designed to create a group that was both representative of the range of policy and land use characteristics in the US, and relevant to Ohio communities.  Quantitative and qualitative data was then collected for each metropolitan area at the Metropolitan Statistical Area (MSA) level, as defined by the US Census Bureau.  Data ranged from political, demographic, and economic, to land use and development characteristics and patterns, to transportation measures.  After evaluation of several alternatives, consolidated land use measures were used as classified by the Sprawl Index, a composite measure developed by Ewing et al in 2002 and expanded in 2014 (1).  Transportation measures were obtained through the Texas A&M Transportation Institute Urban Mobility Study.  All quantitative data used were from 2010.  Policy information for each MSA area was also collected, and classified into four Policy Tiers, based on the policy that was likely to have had an effect by 2010, which most often was policy enacted before 2004:  Tier 0 – states/regions with no policy related to Balanced-Growth-type development patterns;   3 Tier 1 – states/regions with voluntary BG-type policy that encourages both public and private investment decisions to align with Balanced-Growth-Type principles, through incentives, technical assistance, education, and resources; Tier 2 – states/regions with mandatory or rigorous BG-type policy that affects state/regional (as applicable) public investment.  This most often takes the form of a state policy plan that drives state and regional public commitments and investment. Tier 3 – states/regions with mandatory or rigorous BG-type policy that requires all levels of government align with compact, nodal development patterns, affecting both public and private investment. These policies most often take the form of urban growth boundaries, or rigorous open space dedication and acquisition policies that effectively create a boundary for development.  3. Data Analysis.  Using the sprawl index as the land use composite measure, the relationship between land use patterns and 14 transportation outcomes was evaluated via linear regression and scatterplot analysis.  Visual evaluation of policy patterns was done per MSA using symbols for designation of each MSA’s effective policy.  Conclusions were drawn based on visual analysis of the scatterplots and maps of each MSA, combined with supplemental socio-economic and other data.  The Sprawl Index composite used in the analysis is a scale measure with a median of 100, and a range of approximately 45 to 425 in the MSAs used to define the index.  The Index combines 22 land use measures into four factors:  density, land use mix, activity centering (nodality), and street accessibility, which are then combined into a composite.  A high rating indicates less sprawl; a low rating indicates more sprawl. (1)  Transportation outcomes evaluated included the following: Transportation Effectiveness:  Lane Miles. Freeway Lane Miles Per Million People, and Arterial Lane Miles Per Million People. It was felt that total lane miles would be an effective surrogate for cost in both construction and maintenance/operations. Transportation Efficiency:  Mode Choice. Public Transportation Annual Passenger Miles Per Capita.  Vehicle Miles Traveled (VMT).  Daily Vehicle Miles Traveled Per Capita, Freeway Vehicle Miles Traveled Per Capita, and Arterial Daily Vehicle Miles Traveled Per Capita.  Travel Delay.  Annual Hours of Delay Per Capita, Annual Hours of Delay Per Commuter. Transportation-Related Community and Economic Benefits.  Emissions.  Sulfur Dioxides per Million People, Nitrogen Oxides per Million People, and Volatile Organic Compounds per Million People.  Safety.  Annual Fatal Collisions per Million People, Annual Injury Collisions per Million People, and Annual Property-Damage-Only Collisions per Million People.  4. Policy Review. A final step in the method was to understand the potential implications in Ohio of existing and potential policy elements that characterize Balanced-Growth-Type programs.  As the transportation benefits of land use policy are identified in the literature and going forward, it will be important for ODOT to have a “road map” for approaches to supporting these policies through their existing programs and processes, and through future research and collaboration.  Initial concepts about this “road map” were outlined in terms of local, regional and state-level policy; potential outcomes; and potential benefits.  Research Findings & Conclusions Significant relationships were demonstrated in the scatterplot analysis for many of the measures listed above.  It was noted that while significant relationships are demonstrated, causality is not demonstrated, due to the likelihood of complex, confounding factors affecting land use and transportation patterns. Some possible factors include market demand, property values, geographic characteristics of the MSA, population and household characteristics, locations of jobs and housing, external travel demand, convenience of transit, and total transportation and transit investment.  Policy patterns were less clear, likely due to confounding factors.  Some general trends noted included  4 Tier 3 metros clustering high on the sprawl index (less sprawl), and on the transportation axis for many of the transportation measures.  MSAs in the same state tended to cluster along the sprawl index.  Geographic, political and land conditions, including urban growth boundaries, significant public open space, water bodies, geographic barriers, and international boundaries, all of which spatially constrict development, tended to raise the sprawl index and the favorability of transportation outcomes.  It was noted that many of the policies in effect at the state-level are fairly recent; more time is likely needed to see the effects of policies implemented in the 2000s and later.  The policy review study demonstrated that there are well-documented opportunities for ODOT to accrue transportation benefits through encouragement of compact, nodal development patterns at the local, regional, and state level, and within its own programs and processes.    EXAMPLE SCATTERPLOT ANALYSIS:  Freeway Lane Miles Per Million People       P<0.01  Adjusted R2=0.30          Alpha symbols indicate the state (first two letters) and the city (third letter) of the MSA.      In summary, general conclusions are: • Transportation benefits of compact, nodal development are demonstrated in the literature • This study’s technical analysis demonstrates a relationship between land use patterns and transportation benefits, but causality is unknown • Policy review demonstrates benefits to local, regional and state governments that result from policy approaches fostering density and nodal development patterns • More work is needed to control for external and complex confounding factors • Time especially is needed to allow policies to demonstrate effect    Recommendations for Implementation of Research Findings Three general recommendations for future study are outlined: • Design a model, and identify associated data needs, to control for external and complex factors as noted above • Develop case studies to evaluate change and transportation benefits of site-level projects • Conduct long-term research to evaluate Tier policy effects over longer periods of time  References:(1) Ewing, R., Hamidi, S. (2014) Measuring Sprawl 2014, Smart Growth America, Washington, DC. Tier 0 Tier 1 Tier 2 Tier 3 OH-A TX-B NY-B OH-Cl OH-Co TX-C OH-D MI-G TX-L AR-L OH-T TX-A CO-B CO-C WI-Ma WI-Mi PA-P UT-P NY-A CT-B TN-K CT-N CA-S OR-E OR-S WA-S 300 500 700 900 1100 1300 1500 65 75 85 95 105 115 125 135 145 Freeway Lane Miles per Million People Sprawl Index 

The Value of Balanced Growth for Transportation: Executive Summary

EngagedScholarship @ Cleveland State University

Cleveland State University
EngagedScholarship@CSU
Urban Publications Maxine Goodman Levin College of Urban Affairs
12-2014
The Value of Balanced Growth for Transportation:
Executive Summary
Kirby Date
Cleveland State University, k.date@csuohio.edu
Jacqueline Jenkins
Cleveland State University, J.M.JENKINS41@csuohio.edu
Wendy A. Kellogg
Cleveland State University, w.kellogg@csuohio.edu
Suzann Rhodes
Kathryn W. Hexter
Cleveland State University, k.hexter@csuohio.edu
See next page for additional authors
How does access to this work benefit you? Let us know!
Follow this and additional works at: https://engagedscholarship.csuohio.edu/urban_facpub
Part of the Urban Studies and Planning Commons
This Report is brought to you for free and open access by the Maxine Goodman Levin College of Urban Affairs at EngagedScholarship@CSU. It has
been accepted for inclusion in Urban Publications by an authorized administrator of EngagedScholarship@CSU. For more information, please contact
library.es@csuohio.edu.
Repository Citation
Date, Kirby; Jenkins, Jacqueline; Kellogg, Wendy A.; Rhodes, Suzann; Hexter, Kathryn W.; and Post, Charlie, "The Value of Balanced
Growth for Transportation: Executive Summary" (2014). Urban Publications. 0 1 2 3 1302.
https://engagedscholarship.csuohio.edu/urban_facpub/1302
Authors
Kirby Date, Jacqueline Jenkins, Wendy A. Kellogg, Suzann Rhodes, Kathryn W. Hexter, and Charlie Post
This report is available at EngagedScholarship@CSU: https://engagedscholarship.csuohio.edu/urban_facpub/1302
 1 
Ohio Department of Transportation 
Office of Statewide Planning & Research 
Research Section 
1980 West Broad Street, Mail Stop 3280 
Columbus, OH  43223 
614-644-8135 
Research@dot.state.oh.us 
www.dot.state.oh.us/Research  
 
The Value of Balanced Growth for Transportation 
 
FHWA Report Number: FHWA/OH-2014/17 
Report Publication Date: December 2014 
ODOT State Job Number: 134819 
Project Duration: 16 months 
Start Date: August 20, 2013 
Completion Date: December 20, 2014 
Total Project Funding: $244,701.00 
Research Agency: 
Cleveland State University, Maxine Goodman Levin College of Urban 
Affairs, Washkewicz College of Engineering; CDM Smith 
Researchers: 
Kirby Date, AICP; Jacqueline Jenkins, PhD, PEng; Wendy Kellogg, 
PhD; Suzann Rhodes, FAICP; Kathryn Hexter; Charles Post; student 
assistants 
ODOT Technical Liaisons: Andrew Hurst; Cynthia Gerst; Scott Phinney; Sandra Kosek-Sills 
 
For copies of this final report go to http://www.dot.state.oh.us/research. 
 
Project Background 
This project evaluates the benefit that programs like the Ohio Balanced Growth Program could bring to 
transportation agencies in Ohio. 
 
Much has been written and observed about the decades-long pattern of outmigration from urban areas 
into suburban and exurban areas in the United States.  Known as “sprawl”, this pattern is widespread, 
affecting metropolitan areas in both high-growth and low-growth regions of the country.   With the national 
economic challenges since 2008, municipal, regional and state transportation budgets are constricted, 
and many government entities are exploring ways to reduce their costs for both capital improvements and 
maintenance. For transportation agencies, an obvious question is the role that the pattern of development 
plays in transportation benefits involving cost, efficiency, effectiveness, and safety, as well as related 
social factors such as emissions and transportation access.  
 
There is much research that documents the connection between land use patterns and transportation 
benefits. In particular, land use patterns that reflect higher densities, and a “nodal” character with mixed 
development located around “activity centers”, have been shown to provide transportation benefits 
through reduced, more efficient, more effective, and more cost-effective transportation infrastructure.  
Compact (higher density) development and focused (nodal) development areas are strong candidates for 
the wider use of alternative modes of transportation, including bicycling, public transit and walking.  
 
Transportation benefits that result include: 
 Transportation Effectiveness:  reduced construction, maintenance and operations costs 
 Transportation Efficiency:  increased transportation mode choice (public transit, bicycle and 
pedestrian, as well as auto); reduced travel times, delay and congestion; reduced peak travel 
demand and vehicle miles traveled per capita. 
 2 
 Transportation-Related Social and Community Benefits:  improved access to transportation for 
all, especially those who don’t drive; increased safety; reduced air pollution; reduced 
transportation costs for citizens, businesses and governments; reduced fuel consumption; and 
increased property values, and economic development, in redevelopment areas. 
 
Across the United States, states, regions and municipalities are implementing a wide range of policies 
and programs intended to encourage compact, nodal development patterns. The Ohio Balanced Growth 
Program is one such program.  Voluntary and locally driven, it involves local collaborative watershed 
plans that designate priority areas for development and conservation investment.  State and local policies 
and programs are then aligned with those locally-determined priorities through incentives in state 
programs, grants and loans. The goal is to encourage more infill and development in designated Priority 
Development Areas; and more conservation in designated Priority Conservation and Priority Agricultural 
areas. 
 
Study Objectives 
The overall purpose of the research project was to assist ODOT with understanding the relationship of 
transportation decisions to land use policy that supports transportation benefits, namely increased 
transportation efficiency and effectiveness. 
 
Specific Project Objectives included: 
 Literature Review.  Understand the full range of Balanced Growth programs in the nation, and 
existing research, modeling methods, and policy recommendations related to their effect on 
transportation planning, efficiency and effectiveness.   
 Data Collection. Collect and develop data that documents the relationship of incentives and policy 
in Balanced Growth programs to transportation investment, efficiency and effectiveness. 
 Data Analysis. Synthesize the new data, for use by state, regional MPO, and local governments 
in understanding the potential effects of Balanced Growth land use policy decisions on 
transportation investment, efficiency and effectiveness. 
 Policy Review. Develop recommendations for state, regional MPO, and local government policy 
related to land use that will improve transportation efficiency and effectiveness. 
 
Description of Work 
Aligning with the project objectives above, the following steps were followed: 
 
1. Literature Review.  A literature review was completed which included a scan of policies and 
programs in use across the United States and an inventory of state-level programs in all 50 states; and 
research documenting the connection between land use patterns and transportation outcomes. 
Information on modeling methods, ODOT policy and programs, and the Ohio Balanced Growth Program 
was also investigated. 
 
2. Data Collection.  26 metropolitan areas (including 5 in Ohio) were selected as focus areas 
across the country, using selection criteria designed to create a group that was both representative of the 
range of policy and land use characteristics in the US, and relevant to Ohio communities.  Quantitative 
and qualitative data was then collected for each metropolitan area at the Metropolitan Statistical Area 
(MSA) level, as defined by the US Census Bureau.  Data ranged from political, demographic, and 
economic, to land use and development characteristics and patterns, to transportation measures.  After 
evaluation of several alternatives, consolidated land use measures were used as classified by the Sprawl 
Index, a composite measure developed by Ewing et al in 2002 and expanded in 2014 (1).  Transportation 
measures were obtained through the Texas A&M Transportation Institute Urban Mobility Study.  All 
quantitative data used were from 2010.  Policy information for each MSA area was also collected, and 
classified into four Policy Tiers, based on the policy that was likely to have had an effect by 2010, which 
most often was policy enacted before 2004: 
 
Tier 0 – states/regions with no policy related to Balanced-Growth-type development patterns;  
 3 
Tier 1 – states/regions with voluntary BG-type policy that encourages both public and private investment 
decisions to align with Balanced-Growth-Type principles, through incentives, technical assistance, 
education, and resources; 
Tier 2 – states/regions with mandatory or rigorous BG-type policy that affects state/regional (as 
applicable) public investment.  This most often takes the form of a state policy plan that drives state and 
regional public commitments and investment. 
Tier 3 – states/regions with mandatory or rigorous BG-type policy that requires all levels of government 
align with compact, nodal development patterns, affecting both public and private investment. These 
policies most often take the form of urban growth boundaries, or rigorous open space dedication and 
acquisition policies that effectively create a boundary for development. 
 
3. Data Analysis.  Using the sprawl index as the land use composite measure, the relationship 
between land use patterns and 14 transportation outcomes was evaluated via linear regression and 
scatterplot analysis.  Visual evaluation of policy patterns was done per MSA using symbols for 
designation of each MSA’s effective policy.  Conclusions were drawn based on visual analysis of the 
scatterplots and maps of each MSA, combined with supplemental socio-economic and other data. 
 
The Sprawl Index composite used in the analysis is a scale measure with a median of 100, and a range 
of approximately 45 to 425 in the MSAs used to define the index.  The Index combines 22 land use 
measures into four factors:  density, land use mix, activity centering (nodality), and street accessibility, 
which are then combined into a composite.  A high rating indicates less sprawl; a low rating indicates 
more sprawl. (1) 
 
Transportation outcomes evaluated included the following: 
Transportation Effectiveness: 
 Lane Miles. Freeway Lane Miles Per Million People, and Arterial Lane Miles Per Million People. It 
was felt that total lane miles would be an effective surrogate for cost in both construction and 
maintenance/operations. 
Transportation Efficiency: 
 Mode Choice. Public Transportation Annual Passenger Miles Per Capita. 
 Vehicle Miles Traveled (VMT).  Daily Vehicle Miles Traveled Per Capita, Freeway Vehicle Miles 
Traveled Per Capita, and Arterial Daily Vehicle Miles Traveled Per Capita. 
 Travel Delay.  Annual Hours of Delay Per Capita, Annual Hours of Delay Per Commuter. 
Transportation-Related Community and Economic Benefits. 
 Emissions.  Sulfur Dioxides per Million People, Nitrogen Oxides per Million People, and Volatile 
Organic Compounds per Million People. 
 Safety.  Annual Fatal Collisions per Million People, Annual Injury Collisions per Million People, 
and Annual Property-Damage-Only Collisions per Million People. 
 
4. Policy Review. A final step in the method was to understand the potential implications in Ohio of 
existing and potential policy elements that characterize Balanced-Growth-Type programs.  As the 
transportation benefits of land use policy are identified in the literature and going forward, it will be 
important for ODOT to have a “road map” for approaches to supporting these policies through their 
existing programs and processes, and through future research and collaboration.  Initial concepts about 
this “road map” were outlined in terms of local, regional and state-level policy; potential outcomes; and 
potential benefits. 
 
Research Findings & Conclusions 
Significant relationships were demonstrated in the scatterplot analysis for many of the measures listed 
above.  It was noted that while significant relationships are demonstrated, causality is not demonstrated, 
due to the likelihood of complex, confounding factors affecting land use and transportation patterns. 
Some possible factors include market demand, property values, geographic characteristics of the MSA, 
population and household characteristics, locations of jobs and housing, external travel demand, 
convenience of transit, and total transportation and transit investment. 
 
Policy patterns were less clear, likely due to confounding factors.  Some general trends noted included 
 4 
Tier 3 metros clustering high on the sprawl index (less sprawl), and on the transportation axis for many of 
the transportation measures.  MSAs in the same state tended to cluster along the sprawl index.  
Geographic, political and land conditions, including urban growth boundaries, significant public open 
space, water bodies, geographic barriers, and international boundaries, all of which spatially constrict 
development, tended to raise the sprawl index and the favorability of transportation outcomes.  It was 
noted that many of the policies in effect at the state-level are fairly recent; more time is likely needed to 
see the effects of policies implemented in the 2000s and later. 
 
The policy review study demonstrated that there are well-documented opportunities for ODOT to accrue 
transportation benefits through encouragement of compact, nodal development patterns at the local, 
regional, and state level, and within its own programs and processes.   
 
EXAMPLE SCATTERPLOT ANALYSIS:  Freeway Lane Miles Per Million People 
  
 
 
 
 
P<0.01  
Adjusted R
2
=0.30 
 
 
 
 
 
 
 
 
 
Alpha symbols indicate 
the state (first two 
letters) and the city (third 
letter) of the MSA. 
 
 
 
 
 
In summary, general conclusions are: 
• Transportation benefits of compact, nodal development are demonstrated in the literature 
• This study’s technical analysis demonstrates a relationship between land use patterns and 
transportation benefits, but causality is unknown 
• Policy review demonstrates benefits to local, regional and state governments that result from 
policy approaches fostering density and nodal development patterns 
• More work is needed to control for external and complex confounding factors 
• Time especially is needed to allow policies to demonstrate effect   
 
Recommendations for Implementation of Research Findings 
Three general recommendations for future study are outlined: 
• Design a model, and identify associated data needs, to control for external and complex factors 
as noted above 
• Develop case studies to evaluate change and transportation benefits of site-level projects 
• Conduct long-term research to evaluate Tier policy effects over longer periods of time 
 
References:(1) Ewing, R., Hamidi, S. (2014) Measuring Sprawl 2014, Smart Growth America, 
Washington, DC. 
Tier 0 Tier 1 Tier 2 Tier 3 
OH-A 
TX-B 
NY-B 
OH-Cl 
OH-Co 
TX-C 
OH-D 
MI-G 
TX-L 
AR-L 
OH-T 
TX-A 
CO-B 
CO-C WI-Ma 
WI-Mi 
PA-P 
UT-P 
NY-A 
CT-B TN-K 
CT-N 
CA-S 
OR-E 
OR-S 
WA-S 
300 
500 
700 
900 
1100 
1300 
1500 
65 75 85 95 105 115 125 135 145 
F
re
ew
ay
 L
an
e 
M
il
es
 p
er
 M
il
li
o
n
 P
eo
p
le
 
Sprawl Index 


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The Value of Balanced Growth for Transportation: Executive Summary

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