Effective Methods for Environmental Justice Assessment (2004) / Chapter Skim
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Pages 212-225
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Inner city mayors and downtown business interests have often expressed concern that outlying highway projects can draw jobs and economic development away from central areas, but the distributive effects of highway projects are much more general. Many highway and road projects can generate differential economic impacts across places, and if those differential impacts correlate with the spatial pattern of lowincome or minority populations, this can require an environmental justice analysis.
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In this chapter, we discuss methods for assessing the spatial extent of positive or negative economic impacts from highway projects. Methods for analyzing the locations of low-income or minority populations and for overlaying spatial impacts with demographic characteristics are described in Chapter 2.
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Method 1. Map and GIS assessment The simplest method for assessing the environmental justice impacts of highways related to economic development is to map businesses around the project.
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220 the after-construction period to identify which firms might benefit from improved access and which might be negatively affected by the loss of business to those firms. Table 9-1.
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Surveys or focus groups Understanding attitudes and reactions of parties affected by transportation projects is important in assessing environmental justice. Surveys or focus groups are a useful tool to acquire information about the characteristics of the affected parties, as well as their expectations regarding the project.
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222 groups both as a means of outreach and as an analytical tool. In some instances, the perceptions of persons and businesses affected by a project might be more accurate than analytical methods, and surveys and focus groups are an excellent way to get information that otherwise might not be available.
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Results of these methods of interacting with protected populations can be used to help assess whether the project would have a generally positive or negative effect on the economic well-being of these populations. The results also can be used to identify changes in the project or measures that could be taken to mitigate undesirable effects.
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They can help answer questions about how a proposed transportation project would affect the ability of businesses operated by or serving minority populations to be competitive. Agencies with an operational transportation planning model can make some adjustments to the model to analyze environmental justice impacts.
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Origin TAZ Destination TAZ A B C A 5 15 25 B 15 5 10 C 25 10 5 Travel times during the construction (minutes) Origin TAZ Destination TAZ A B C A 10 15 30 B 15 5 10 C 30 10 10 Travel times after the opening of the highway (minutes)
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Initial network travel times between TAZs A B 12 8 10 C Figure 9-2. Network travel times between TAZs after the opening of the highway
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This information can be used to construct a map of distributive impacts. The overlaying technique, as discussed earlier, can then be used for further analysis to determine how distribution impacts may differentially affect protected populations.
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This facilitates an assessment of the economic development effects on lowincome or minority activity spaces of the community. Assessment.
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2000. "Guidance on Using Economic Analysis Tools for Evaluating Transport Investments." National Cooperative Highway Research Program, Project 2-19(2)
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230 REFERENCES American Association of State Highway and Transportation Officials (AASHTO)
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