Economic Impact Case Study Tool for Transit (2016) / Chapter Skim
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Pages 7-16
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7 C H A P T E R 2 The work scope for this study called for seven case studies to be developed as a pilot demonstration of the TPICS con cept for transit. These case studies are built upon the struc ture and process developed for SHRP 2 Project C03 (EDR Group et al., 2012)
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8study team decided to provide a 1year grace period and accept projects completed between 1999 and 2011. Six of the case study nominations fell outside of that period and, thus, were deleted from further consideration for this study.
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9 Another three station construction projects were deleted from further consideration because there was evidence indi cating that relatively little development had occurred to date within their vicinity. Again, they may still be reasonable can didates for a broader TPICS for Transit, but those cases would not be able to showcase the value of indepth case study analy sis in this pilot demonstration.
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10 • Mix of regions: MidAtlantic/Northeast (2) , Great Lakes/ Plains (1)
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11 of regions used was reduced to five by creating three combined regions: Rockies/West, Great Lakes/Plains, and MidAtlantic/ Northeast. The description in Impact Area is flexible and pro vides additional information on local area of impact for transit cases compared with the county perspective used for highways.
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12 factors that aided or impeded the project timeline, cost, or impact; 2. Project type -- bus, BRT, heavy rail (commuter or inter city)
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13 All transit impacts were documented in immediate station areas. A buffer distance was not predetermined to apply to all projects so that local context could be considered.
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14 the role any of the projects has had on increasing transit use may help in gauging its importance with regard to develop ment. Many of these projects also provided major transporta tion efficiency benefits that were not a focus of the case studies.
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15 examples of multiple strengths. Not surprisingly, some char acteristics are correlated; for instance, a supportive business community is likely to be able to encourage more open zoning rules.
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16 actually occur. They also show that economic development impacts are not always correlated with ridership changes.
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