The value of balanced growth for transportation.

PDFTech ReportFHWA/OH-2014/17SJN 134819Sustainable developmentLand use planningTransportation planningLiterature reviewsMetropolitan areasCase studiesSmart growthPolicyUrban sprawlOregonOhio. Dept. of TransportationDate, KirbyJenkins, JacquelineKellogg, WendyHexter, KathrynRhodes, SuzannCleveland State University. College of Urban AffairsUnited States. Federal Highway AdministrationUS Transportation CollectionThe Ohio Balanced Growth Program is a voluntary, locally-driven, incentive-driven program which aims to encouragecompact, nodal development patterns. The Ohio Department of Transportation provided support for this research to evaluatepotential links between Balanced Growth-type policy, land use and development patterns, and transportation benefits.A literature review was completed to understand the existing body of knowledge regarding the connection betweenpolicy, land use, and transportation. This included a scan of Balanced Growth-type programs across the US. Twenty-six USMetropolitan Statistical Areas (MSAs) were selected and reviewed for general geographic and policy characteristics. Landuse and transportation outcome data were examined via scatterplot and linear regression across all of the MSAs. The resultswere evaluated broadly in light of policy frameworks in effect in each MSA, by categorizing land use policy into \ue2\u20ac\u153tiers\ue2\u20ac? basedon voluntary vs. mandatory provisions, and applicability to private and public investment. Finally, a policy review wascompleted to understand the potential benefits of policy change at the state, regional, and local agency levels.Significant relationships were found between land use patterns, measured in terms of a sprawl composite index, andtransportation outcomes for freeway lane miles, hours of delay, vehicle miles traveled, emissions, and safety. MSAs with \ue2\u20ac\u153Tier3\ue2\u20ac? policies (mandatory, rigorous policy affecting both public and private investment) clustered together on both axes(transportation outcomes and sprawl); and MSAs within states clustered together along the sprawl score axis. Otherwise,there was no apparent pattern in the location of policy tiers along either the transportation or land use axes. Possiblealternative explanations that could be evaluated in the future include overall transportation investment levels; inter-state andinter-regional travel demand; size and shape of the MSA; and market, economic and social factors. Conclusions includedpolicy recommendations for ODOT in supporting compact, nodal development at the local, regional and state levels. Futurestudy recommendations include pursuing future data collection, monitoring and evaluation over tim