health and economic impact Exploration is the engine that drives innovation. Innovation drives economic growth. So let’s all go exploring. - Edith Widder
health and economic impacts 5-1
introduction Constructing d’trail Lafourche will connect communities from Golden Meadow, Galliano, and Larose to Lockport, Raceland, and Thibodaux, providing residents and tourists a fun and healthy way to experience the culture and nature of Bayou Lafourche. Planned for active transportation and outdoor recreation, the trail will extend a total of 56 miles, linking shopping, restaurants, and homes to schools, parks, and employment centers. Trails have a direct impact on many facets of a community. The full build-out of d’trail Lafourche will impact a variety of health, environmental, tourism, property value, transportation, and access factors that will affect the lives of Lafourche Parish residents and visitors. Quantifying these factors and understanding the magnitude of their impact on the region enables a more informed policy discussion on whether and how best to invest in the trail network.
Lafourche Multiuse Path Economic Analysis
Study Area
The selected study areas are a one-half mile buffer and a three-mile buffer around the proposed segments of d’trail Lafourche. The distance of one-half mile was chosen because it is a conservative estimate of the average distance an able-bodied person can travel by foot in 10 minutes.1 The distance of three miles was chosen because it is a conservative estimate of the average distance an able-bodied person can travel by bicycle in 15 minutes. 2 Benefits related to walking were calculated for residents living within one-half mile of the proposed trail, as well as property value benefits. Benefits related to bicycling were calculated for residents living within three miles of the proposed trail. Figure 1 shows a map of the study area on the next page, Figure 2 at right shows the total and employed population living within one-half and three miles of d’trail Lafourche, and Appendix A details socio-demographic data within the two buffer areas.
Figure 2: Population with 0.5 Mile and 3 Miles of d’trail Lafourche
77,121 21,924
32,290 8,749
TOTAL
EMPLOYED
0.5 Mile [10-minute walk] 3 Miles [15-minute bike ride]
Methods
The health and economic impact analysis uses a standard methodology for calculating health, environmental, economic, and transportation-related benefits. All projections are based on the most recent five-year estimates from the American Community Survey (ACS), which are then extrapolated through the use of various multipliers derived from national studies and quantified in terms of monetary value where appropriate. The estimated monetary values are then calibrated to baseline values and compared to bicycle and walk mode commute splits of peer locations.
health and economic impacts 5-2
5-3
health and economic impacts
Figure 1: One-Half-Mile and 3-Mile Study Areas around Proposed d’trail Lafourche
NEW ORLEANS
THIBODAUX
RACELAND
LOCKPORT
LAROSE
GALLIANO
STUDY AREA D’TRAIL LAFOURCHE
GOLDEN MEADOW
1/2-MILE BUFFER 3-MILE BUFFER
0
5
10 Miles
N
Lafourche Multiuse Path Economic Analysis
Selecting Peer Locations Fayetteville Conway Oxford Athens
Wilmington
Savannah Lafourche Parish
Tallahassee
Tybee Is.
In order to estimate potential future increases in bicycling and walking that may result from the implementation of d’trail Lafourche, the consultant team examined travel patterns in ten peer locations with existing active transportation networks. Conway and Fayetteville (AR), Boca Raton, St. Petersburg, and Tallahassee (FL), and Athens-Clark County (GA) were chosen as peer locations (see Figure 3) based on similarities in the design of their roadway networks, regional proximity, climates, terrain, population size and demographics, and existing bicycle and pedestrian infrastructure (see Table 1).
St. Petersburg Figure 3: Peer Locations
Boca Raton
health and economic impacts 5-4
Region
Climate3
Elevation4
Population5
Population Density6
Percent Minority Population7
Bicycle Friendly Community Award8
Walk Friendly Community Award9
health and economic impacts 5-5
Table 1: Peer Location Comparison
Lafourche Parish
W.S. Central
Cfa
0 ft
98,020
90/ sq. mile
20.6%
None
None
Conway (AR)
W. S. Central
Cfa
312 ft
64,490
1,299/ sq. mile
22.6%
Bronze
None
Fayetteville (AR)
W. S. Central
Cfa
1,401 ft
80,621
1,366/ sq. mile
16.2%
Bronze
None
Boca Raton (FL)
S. Atlantic
Af
13 ft
91,332
2,877/ sq. mile
11.5%
Bronze
None
St. Petersburg (FL)
S. Atlantic
Cfa
16 ft
253,693
3,964/ sq. mile
31.3%
Bronze
None
Tallahassee (FL)
S. Atlantic
Cfa
430 ft
188,107
1,809/ sq. mile
57.4%
Bronze
Silver
Athens-Clark County (GA)
S. Atlantic
Cfa
203 ft
119,648
992/ sq. mile
38.2%
Bronze
None
Savannah (GA)
S. Atlantic
Cfa
95 ft
144,352
1,321/ sq. mile
61.7%
Bronze
None
Tybee Island (GA)
S. Atlantic
Cfa
10 ft
3,044
1,190/ sq. mile
6.5%
Bronze
None
E. S. Central
Cfa
420 ft
21,757
1,195/ sq. mile
27.7%
Bronze
Honorable Mention
S. Atlantic
Cfa
43 ft
113,657
2,068/ sq. mile
26.5%
Bronze
None
Locations
Oxford (MS) Wilmington (NC)
Lafourche Multiuse Path Economic Analysis
After the identification of peer locations based on general characteristics, the consultant team analyzed the bicycle and walk commute data from each city. Compared to the selected peer locations, Lafourche Parish has the second lowest bicycle commute mode share (0.4 percent), according to 2009-2013 ACS data. Table 2 shows the existing bicycle commute mode shares for Lafourche Parish and its ten peer locations, as well as the range of forecasted bicycle commute mode shares for the study area. If Lafourche Parish increased its bicycle mode share to: • The 25th percentile of its ten peer locations, it would see a 125.0 percent increase in the number of bicycle commuters (0.4 percent to 0.9 percent). • The 50th percentile of its ten peer locations, it would see a 175.0 percent increase in the number of bicycle commuters (0.4 percent to 1.1 percent).
250% 175% 125%
25th percentile
50th percentile
75th percentile
• The 75th percentile of its ten peer locations, it would see a 250.0 percent increase in the number of bicycle commuters (0.4 percent to 1.4 percent).
Table 2: Existing and Forecasted Commute Bicycle Mode Share
Cities
Employed Population
Existing Bicycle Commute Trips per Day
Existing Bicycle Commute Mode Split
Forecasted Future Bicycle Mode Split Low10
Mid11
High12
Lafourche Parish
42,145
157
0.4%
0.9%
1.1%
1.4%
Conway (AR)
29,726
102
0.3%
–
–
–
Fayetteville (AR)
37,020
297
0.8%
–
–
–
Boca Raton (FL)
40,751
597
1.5%
–
–
–
St. Petersburg (FL)
115,530
1,457
1.3%
–
–
–
Tallahassee (FL)
87,592
843
1.0%
–
–
–
Athens-Clark County (GA)
50,065
741
1.5%
–
–
–
Savannah (GA)
58,548
499
0.9%
–
–
–
Tybee Island (GA)
1,296
59
4.6%
–
–
–
Oxford (MS)
8,596
74
0.9%
–
–
–
Wilmington (NC)
51,637
700
1.4%
–
–
–
129.4%
88.2%
29.4%
25th percentile
50th percentile
75th percentile
health and economic impacts 5-6
250% 175%
5-7
health and economic impacts
125%
Table 3: Existing and Forecasted Commute Walk Mode Share Cities
Employed Population
Existing Walk Commute Trips per Day
Existing Walk Commute Mode Split
Forecasted Future Walk Mode Split Low13
Mid14
High15
Lafourche Parish
42,145
722
1.7%
2.2%
3.2%
3.9%
Conway (AR)
29,726
591
2.0%
Fayetteville (AR)
37,020
2,027
5.5%
Boca Raton (FL)
40,751
693
1.7%
St. Petersburg (FL)
115,530
2,526
2.2%
Tallahassee (FL)
87,592
2,582
3.0%
Athens-Clark County (GA)
50,065
2,576
5.2%
Savannah (GA)
58,548
2,065
3.5%
Tybee Island (GA)
1,296
51
3.9%
Oxford (MS)
8,596
234
2.7%
Wilmington (NC)
51,637
1,866
3.6%
– – – – – – – – – –
– – – – – – – – – –
– – – – – – – – – –
LIMITATIONS The primary purpose of the analysis is to enable a more informed policy discussion on whether and how best to invest in a trail system in Lafourche Parish. Even with extensive primary and secondary research incorporated into the impact analysis model, it is impossible to accurately predict the exact impacts of various factors. Accordingly, all estimated benefit values are rounded and should be considered order of magnitude estimates, rather than exact amounts.
Table 3 shows the existing walk commute mode share for Lafourche Parish and 25th 50th 75th its ten peer locations, as well as the range of forecasted commute mode percentilebicycle percentile percentile share for the study area. Compared to its peer locations, Lafourche Parish has the second lowest walk commute mode share (1.7 percent), according to 20092013 ACS data. If Lafourche Parish increased its walk mode share to: 129.4%
• The 25th percentile of its ten peer locations, it would see a 29.4 percent increase in the number of walking commuters (1.7 percent to 2.2 percent). • The 50th percentile of its ten peer locations, it would see an 88.2 percent increase in the number of walk commuters (1.7 percent to 3.2 percent).
88.2%
29.4%
25th percentile
50th percentile
75th percentile
• The 75th percentile of its ten peer locations, it would see a 129.4 percent increase in the number of walk commuters (1.7 percent to 3.9 percent).
MULTIPLIERS Multipliers were developed through an analysis of the relationship between two or more model inputs, such as the number of vehicle-miles traveled and the cost of road maintenance. The model used for this study includes over 50 multipliers in order to extrapolate annual trip rates, trip distance, vehicle trips replaced, emission rates, physical activity rates, and other externalities linked to an increase in bicycling and walking trips and to a decrease in motor vehicle trips.
Lafourche Multiuse Path Economic Analysis
Health and Environmental Benefits Constructing a well-designed, connected trail system across Lafourche Parish will encourage a shift from energy-intensive modes of transportation such as cars and trucks to active modes of transportation such as bicycling and walking. While many of the active living-related benefits of a trail network can be difficult to quantify – such as improved mental health, educational growth, connection to nature, and sense of place – a growing body literature links parks and trails to increased physical activity, decreased healthcare costs, and improved air quality.16 In addition, studies show that increased physical activity helps seniors stay mentally fit,17 reduces the risk of coronary heart disease, and even decreases the amount of insulin needed by people with Type I diabetes.18
HEALTH CALCULATIONS The Benefit Impact Model evaluated and quantified the estimated increase in bicycling and walking trips, the estimated increase in hours of physical activity, and the annual savings resulting from reduced healthcare costs. The primary inputs into the health component of the Benefit Impact Model derived from 2009-2013 ACS journey to work data,19 2009 National Household Travel Survey, and historic Safe Routes to School data. Existing bicycle and walk commute data was multiplied by national trip purpose ratios to generate mode split data that includes all trip purposes. This balanced mode split data was indexed against the mode split data of Lafourche Parish’s ten peer locations, and multiplied by various health factors.
Adults need at least
30 MINUTES
of moderate physical activity to stay healthy
5
DAYS PER WEEK
The completed d’trail Lafourche will dramatically shape the ability of residents in Lafourche Parish to get out and live more active, healthier lifestyles. It will help to generate between 1,094,000 and 2,862,000 more bicycling and walking trips, spur between 109,000 and 276,000 new hours of physical activity, and encourage between 800 and 2,100 more people to meet the Centers for Disease Control and Prevention’s recommended hours of physical activity. This boost to wellness will save between $82,000 and $203,000 in regional healthcare expenses per year. Table 4 summarizes the annual health benefits for Lafourche Parish.
health and economic impacts 5-8
health and economic impacts 5-9
Table 4: Annual Health Benefits Baseline
Low Estimate
Mid Estimate
High Estimate
Total
Total
Difference
Total
Difference
Total
Difference
Annual Bicycle Trips
282,000
1,038,000
756,000
1,442,000
1,160,000
1,953,000
1,671,000
Annual Walk Trips
668,000
1,006,000
338,000
1,516,000
848,000
1,859,000
1,191,000
Annual Miles Bicycled
584,000
1,403,000
819,000
1,840,000
1,256,000
2,394,000
286,000
Annual Miles Walked
416,000
498,000
82,000
620,000
204,000
239,000
95,000
Annual Hours of Physical Activity
197,000
306,000
109,000
391,000
194,000
473,000
276,000
People Getting Enough Exercise20
1,515
2,354
838
3,008
1,492
3,638
2,123
Exercise Need Met through Biking/ Walking
5.5%
7.2%
1.8%
9.1%
3.6%
10.6%
5.1%
$57,000
$139,000
$82,000
$199,000
$142,000
$260,000
$203,000
Annual Healthcare Cost Savings from Bicycling and Walking
Lafourche Multiuse Path Economic Analysis
ENVIRONMENTAL CALCULATIONS Using the estimates of VMT reductions calculated in the health benefits analysis, changes in hydrocarbon, particulate matter, nitrous oxides, carbon monoxide, and carbon dioxide were analyzed. In total, the replacement of motor vehicle trips with active transportation trips may result in between 2,270,000 to 5,179,000 fewer pounds of CO2 emissions per year and between 24,000 and 58,000 fewer pounds of other vehicle emissions. Based on a review of air emissions studies, each pound of emissions was assigned an equivalent dollar amount based on how much it would cost to clean up the pollutant or the cost equivalent of how much damage the pollutant causes to the environment. The total reduction in vehicle emissions is equal to a savings between $25,000 and $60,000 in additional environmental benefits per year. Other potential ecological services associated with the bicycle projects such as water regulation, carbon sequestration, carbon storage, and waste treatment exist, but the quantifiable value of these services are negligible on the overall impact of the recommended project list. Table 5 summarizes the annual environmental benefits for Lafourche Parish.
Table 5: Annual Environmental Benefits Baseline
Low Estimate
Mid Estimate
High Estimate
Total
Total
Difference
Total
Difference
Total
Difference
1,045,000
3,315,000
2,270,000
4,648,000
3,603,000
6,224,000
5,179,000
Other Vehicle Emissions Diverted (lbs)21
15,000
39,000
24,000
55,000
40,000
73,000
58,000
Total Environmental Cost Savings
$15,000
$40,000
$25,000
$57,000
$42,000
$75,000
$60,000
CO2 Emissions Diverted (lbs)
health and economic impacts 5-10
health and economic impacts 5-11
$
6.7m
The Outer Banks of North Carolina
spent $6.7 million
to improve local bicycle facilities
60m
$
and reaped the
benefit of $60 million of annual economic activity associated with bicycling
SOURCE: NORTH CAROLINA DEPARTMENT OF TRANSPORTATION DIVISION OF BICYCLE AND PEDESTRIAN TRANSPORTATION, 2004
Tourism and Property Value Benefits
While it is difficult to accurately forecast the change in tourism spending resulting from the construction of d’trail Lafourche, an analysis of similar trails and the U.S.’s Bureau of Economic Analysis RIMS II multipliers shows that the region can anticipate an estimated $20.9 million increase in tourism spending per year. The same amenities that will draw tourists to the area also appeal to residents looking to buy new homes or open new businesses. Property value studies of similar trail systems show that nearby property owners can expect a minimum increase of 3.5 percent in the value of their properties after d’trail Lafourche is completed, with a collective property value increase of nearly $7.5 million across the region for homes and businesses directly adjacent to the proposed trail.
TOURISM CALCULATIONS The primary inputs into the tourism component of the impact analysis model are domestic tourism data from the Bayou Lafourche Area Convention and Visitors Bureau and comparative trail visitor data from various large-scale trails in the eastern and southeastern United States (see Table 6). 22 Based on data from similar trail projects, a conservative estimate of 1,500 non-resident visits to d’trail Lafourche per mile per year was assumed, resulting in an estimated 844,000 non-resident visits per year. A second, conservative estimate of $166 of tourism-related spending per visit per day was assumed resulting in an estimated $20.9 million in increase tourism spending per year. Based on the current proportion of the number of visitors and the number of jobs supported by tourism-related spending in Lafourche Parish, d’trail Lafourche is estimated to directly and indirectly support an additional 70 jobs in the leisure and hospitality industry (see Table 7).
Lafourche Multiuse Path Economic Analysis
Table 6: Estimated Number of Outside Users
Trails Virginia Creeper Trail23 New River Trail
24
Little Miami Scenic Trail Catawba Regional Greenway26 The Great Allegheny Trail27
Estimated Outside Users per Mile per Year
State
Length (Mile)
Estimated Outside Users per Year
Virginia
33
50,339
1,507
Virginia
39
66,331
1,701
Ohio
72
150,000
2,083
North Carolina
150
62,000
413
Maryland Pennsylvania
141
500,000
3,546
87
219,00028
1,850
56
84,000
1,500
25
Average d’trail Lafourche (Estimate)
Table 7: Annual Tourism Benefits
Louisiana
Estimated increase in tourism spending per year:
d’trail Lafourche Estimated Number of Non-Resident Visits per Mile Per Year
1,500
Estimated Number of Non-Resident Visits per Year
84,000
Estimated Average Spending per Visit Average Length of Trip Estimated Increase in Tourism-related Spending per Year Estimated Increase in Tourism-related Earnings Impact per Year (Direct/Indirect) Jobs to Spending Ratio Estimated Number of Jobs Supported by an Increase in Tourism Spending (Direct/Indirect)
$166 per day1 1.5 days2 $20,916,0003 $2,489,000 4 / $1,227,000 1 : 0.000006445 16 / 54
1
Number of visitors per year to Lafourche Parish was not available. Estimate calculated by looking at the average amount spent per visitor to New Orleans ($6.47 billion / 9.28 million visitors in 2013) and dividing by the average length of visit (4.2 nights). http://www.nola.com/business/index.ssf/2014/04/new_orleans_inched_up_its_tour.html
2
Source: Bayou Lafourche Area Convention and Visitors Bureau
3
(84,000 visitors per year) x ($166 per day) x (1.5 days per visit) = $20,916,000
4
Bayou Lafourche Area Convention and Visitors Bureau reported that tourism industry workers earned $10 million in 2013 relative to the $83.9 million in tourism spending the parish experienced.
5
Bayou Lafourche Area Convention and Visitors Bureau reported that $83.9 million in tourism spending led to 540 tourism-related jobs in 2013.
20.9
$
million
health and economic impacts 5-12
5-13
health and economic impacts
Figure 4: Properties within 0.5 Miles of the d’trail Lafourche
NEW ORLEANS
THIBODAUX
RACELAND
LOCKPORT
LAROSE
GALLIANO GOLDEN MEADOW
STUDY AREA D’TRAIL LAFOURCHE PROPERTY BOUNDARIES WITHIN 0.5 MILE OF TRAIL
0
5
10 Miles
N
Lafourche Multiuse Path Economic Analysis
PROPERTY VALUE CALCULATIONS The primary inputs into the property value component of the impacts model analysis are tax parcel data Government (See Figure 4) and estimated property value impacts from trail studies around the country. Using tax parcel data provided by the Lafourche Parish Government, the number of parcels and assessed property value within one-half mile of the proposed trail were calculated. Using the most conservative estimated property value increase identified in the literature review (3.5 percent)29, the value of properties within one-half mile of d’trail Lafourche is estimated to increase by $7,569,000 (See Table 8).
Table 8: Estimated Property Value Increase Properties within 0.5 Miles of the d’trail Lafourche Number of Parcels
26,154
Estimated Assessed Property Value
$216,259,279
Estimated Change in Property Value
+ 3.5%
Estimated Increase in Property Value
$7,569,000
Estimated increase in property value within one-half mile of the trail:
7.5
$
million
health and economic impacts 5-14
health and economic impacts 5-15
Most trips Americans make are short:
28
%
1 mile
40
%
2 miles
50 % 3 miles SOURCE: US DEPARTMENT OF TRANSPORTATION, 2009
Table 9: Annual Transportation Benefits Baseline
Low Estimate
Mid Estimate
High Estimate
Total
Total
Difference
Total
Difference
Total
Difference
Annual VMT Reduced
446,000
1,195,000
749,000
1,697,000
1,251,000
2,239,000
1,793,000
Reduced Traffic Congestion Costs
$31,000
$84,000
$53,000
$119,000
$88,000
$157,000
$126,000
$223,000
$597,000
$374,000
$849,000
$626,000
$1,120,000
$897,000
Reduced Road Maintenance Costs
$67,000
$180,000
$113,000
$254,000
$187,000
$336,000
$269,000
Household Vehicle Cost Savings
$254,000
$681,000
$427,000
$968,000
$714,000
$1,276,000
$1,022,000
Total Vehicle Cost Savings
$575,000
$1,542,000
$967,000
$2,190,000
$1,615,000
$2,889,000
$2,314,000
Reduced Vehicle Collision Costs
Lafourche Multiuse Path Economic Analysis
Transportation and Access Benefits
The most readily-identifiable benefits of d’trail Lafourche or any trail project derive from their use as a connection between activity center and residences. While no money changes hands, real savings can be estimated from the reduced costs associated with congestion, vehicle crashes, road maintenance, and household vehicle operations.
TRANSPORTATION CALCULATIONS Using the same annual VMT reduction estimates highlighted in the health and environmental components, transportation-related cost savings were calculated. By multiplying the amount of VMT reduced by established multipliers for traffic congestion, vehicle collisions, road maintenance, and vehicle operating costs, monetary values were assigned to the transportation-related benefits. In total, an annual transportation cost savings between $967,000 and $2,314,000 is estimated for the parish. Table 9 summarizes the annual transportation benefits for Lafourche Parish.
ACCESS CALCULATIONS Figure 5 shows a series of three buffers: a three-mile buffer around the proposed trail (pink), a three-mile buffer around existing bicycle and trail infrastructure (yellow), and the overlap between the two buffers (orange). According to the most recent five-year ACS data, 28,000 people within three miles of the proposed trail do not have access to bicycle facilities or trails, 5,600 people are living below the poverty line, and 700 people do not have access to a motor vehicle (See Table 10). Table 10: One-time Access Benefits Number of Residents within 3 Miles of d’trail Lafourche…
Estimate
…that do not currently have access to a trail or bicycle facility (all)
28,000
…that do not currently have access to a trail or bicycle facility (students) …living below the poverty line30 …without access to a motor vehicle
600 5,600 700
health and economic impacts 5-16
5-17
health and economic impacts
Figure 5: Access to Bikeways and Trail Facilities
ACCESS D’TRAIL LAFOURCHE EXISTING BIKEWAYS AND TRAILS 3-MILE TRAIL BUFFER 3-MILE EXISTING BIKEWAY BUFFER BUFFER OVERLAP 0
5
10 Miles
N
Lafourche Multiuse Path Economic Analysis
Total Benefits
Table 11 summarizes the total health, environmental, tourism, property value, and transportation benefits estimated to result from the construction of d’trail Lafourche. In total, the trail is expected to produce between $21,990,000 and $23,493,000 in additional benefits per year. Table 12 summarizes the indirect or non-reoccurring benefits associated with construction of d’trail Lafourche. Construction of d’trail Lafourche is expected to result in the creation of 70 direct and indirect jobs, increase combined property values within 0.5 mile of the trail by $7.5 million, and provide 28,000 people with new access to a trail facility. Table 11: Total Annual Benefits Baseline
Low Estimate
Mid Estimate
High Estimate
Total
Total
Difference
Total
Difference
Total
Difference
Health
$57,000
$139,000
$82,000
$199,000
$142,000
$260,000
$203,000
Environmental
$15,000
$40,000
$25,000
$57,000
$42,000
$75,000
$60,000
$83,900,000
$104,816,000
$20,916,000
$104,816,000
$20,916,000
$104,816,000
$20,916,000
Transportation
$575,000
$1,542,000
$967,000
$2,190,000
$1,615,000
$2,889,000
$2,314,000
Total Benefits
$84,547,000
$106,537,000
$21,990,000
$107,262,000
$22,715,000
$108,040,000
$23,493,000
Tourism
Creation of direct and indirect jobs
70
Increase property value
7.5
$
million
Provide access for
28,000 people
Table 12: Total Indirect or Non-Reoccuring Benefits Estimate [Post-Construction] Employment (direct and indirect) Property Value New Resident Access to Trails
70 jobs $7,569,000 28,000 people
health and economic impacts 5-18
health and economic impacts 5-19
Appendix A
• Table 13: Age and Gender
Table 13: Age and Gender
Table 14: Self-identified Race of Individuals
Within 0.5 Mile of Trail
Within 3 Miles of Trail
Within 0.5 Mile of Trail
Within 3 Miles of Trail
18,047 (82.3%)
62,722 (81.3%)
1,808 (8.2%)
7,555 (9.8%)
58 (0.3%)
323 (0.4%)
1,082 (4.9%)
2,837 (3.7%)
Hawaiian Native or other Pacific Islander, alone
69 (0.3%)
474 (0.6%)
Some other race
279 (1.3%)
921 (1.2%)
Two or more races
581 (2.6%)
2,289 (3.0%)
21,924 (100.0%)
77,121 (100.0%)
Race
Age
Male
Female
Male
Female
• Table 14: Self-identified Race of Individuals
Under 5
885 (4.0%)
634 (2.9%)
2,801 (3.6%)
2,167 (2.8%)
White, alone
5 to 9
755 (3.4%)
647 (2.9%)
2,569 (3.3%)
2,160 (2.8%)
Black or African American, alone
• Table 15: Commute Mode Split of Employed Individuals (16 years or older)
10 to 14
759 (3.5%)
711 (3.2%)
2,759 (3.6%)
2,568 (3.3%)
American Indian or Alaska Native, alone
15 to 19
894 (4.1%)
722 (3.3%)
3,230 (4.2%)
2,476 (3.2%)
Asian, alone
20 to 24
741 (3.4%)
728 (3.3%)
2,515 (3.3%)
2,451 (3.2%)
• Table 16: Average Travel Time of Commute Trips
25 to 29
615 (2.8%)
649 (3.0%)
2,300 (3.0%)
2,271 (2.9%)
30 to 34
643 (2.9%)
570 (2.6%)
2,417 (3.1%)
2,243 (2.9%)
35 to 39
599 (2.7%)
680 (3.1%)
2,113 (2.7%)
2,339 (3.0%)
• Table 17: Household Size
40 to 44
709 (3.2%)
938 (4.3%)
2,485 (3.2%)
2,866 (3.7%)
• Table 18: Educational Attainment
45 to 49
717 (3.3%)
825 (3.8%)
2,868 (3.7%)
2,976 (3.9%)
50 to 54
903 (4.1%)
792 (3.6%)
3,011 (3.9%)
2,936 (3.8%)
55 to 59
644 (2.9%)
779 (3.6%)
2,325 (3.0%)
2,778 (3.6%)
60 to 64
606 (2.8%)
620 (2.8%)
2,030 (2.6%)
2,168 (2.8%)
65 to 69
492 (2.2%)
535 (2.4%)
1,532 (2.0%)
1,895 (2.5%)
70 to 74
337 (1.5%)
498 (2.3%)
1,263 (1.6%)
1,754 (2.3%)
75 to 79
278 (1.3%)
342 (1.6%)
1,103 (1.4%)
1,265 (1.6%)
80 to 84
159 (0.7%)
228 (1.0%)
560 (0.7%)
817 (1.1%)
Over 84
93 (0.4%)
196 (0.9%)
383 (0.5%)
727 (0.9%)
Subtotal
10,830 (49.4%)
11,094 (50.6%)
38,265 (49.6%)
38,856 (50.4%)
• Table 19: Income • Table 20: Citizenship Status
Total
21,924 (100.0%)
77,121 (100.0%)
Total
Lafourche Multiuse Path Economic Analysis
Table 15: Commute Mode Split of Employed Individuals (16 years or older)
Table 16: Average Travel Time of Commute Trips
Within 0.5 Mile of Trail
Within 3 Miles of Trail
Travel Time
Commuters within 0.5 Mile of Trail
Commuters within 3 Miles of Trail
1,473 (4.1%)
1,800 (3.8%)
Mode Choice
Commuters
Average Travel Time
Commuters
Average Travel Time
Drive Alone
7,337 (83.9%)
33 minutes
27,562 (85.4%)
13 minutes
5 to 9 minutes
3,836 (10.6%)
4,912 (10.3%)
Carpool
808 (9.2%)
41 minutes
2,841 (8.8%)
21 minutes
10 to 14 minutes
5,551 (15.3%)
6,337 (13.2%)
Transit
114 (1.3%)
1 minute
229 (0.7%)
23 minutes
15 to 19 minutes
4,817 (13.3%)
6,415 (13.4%)
Under 5 minutes
Taxi
1 (0.0%)
9 (0.0%)
20 to 24 minutes
4,868 (13.4%)
6,614 (13.8%)
Motorcycle
55 (0.6%)
135 (0.4%)
25 to 29 minutes
2,148 (5.9%)
3,259 (6.8%)
Bicycle
24 (0.3%)
30 to 34 minutes
5,281 (14.6%)
7,694 (16.1%)
Other
131 (1.5%)
327 (1.0%)
35 to 39 minutes
1,367 (3.8%)
1,745 (3.6%)
Work at Home
175 (2.0%)
757 (2.3%)
40 to 44 minutes
967 (2.7%)
1,640 (3.4%)
45 to 59 minutes
3,490 (9.6%)
4,369 (9.1%)
Walk
105 (1.2%)
60 to 89 minutes
1,679 (4.6%)
1,977 (4.1%)
Over 89 minutes
739 (2.0%)
1,093 (2.3%)
36,216 (100.0%)
47,855 (100.0%)
Employed Population
8,749 (100.0%)
7 minutes
17 minutes
58 (0.2%)
371 (1.1%) 32,290 (100.0%)
21 minutes
5 minutes
Total
health and economic impacts 5-20
health and economic impacts 5-21
Table 17: Household Size
Table 18: Educational Attainment
Within 0.5 Mile of Trail
Within 3 Miles of Trail
Household Size
Family
Non-Family
Family
Non-Family
1 person
N/A
2,005 (25.1%)
N/A
7,820 (26.9%)
2 people
2,437 (30.5%)
237 (3.0%)
8,923 (30.7%)
1,037 (3.6%)
3 people
1,414 (17.7%)
42 (0.5%)
4,738 (16.3%)
106 (0.4%)
4 people
1,007 (12.6%)
4 (0.0%)
3,978 (13.7%)
10 (0.0%)
5 people
580 (7.3%)
8 (0.1%)
1,637 (5.6%)
25 (0.1%)
6 people
129 (1.6%)
0 (0.0%)
428 (1.5%)
0 (0.0%)
7 or more people
116 (1.4%)
2 (0.0%)
367 (1.3%)
11 (0.0%)
Subtotal
5,682 (71.2%)
2,298 (28.8%)
20,070 (69.0%)
9,009 (31.0%)
Total
7,981 (100.0%)
29,079 (100.0%)
Highest Grade Level
Within 0.5 Mile of Trail
Within 3 Miles of Trail
No Formal Education
329 (2.3%)
852 (1.7%)
Nursery
0 (0.0%)
0 (0.0%)
Kindergarten
0 (0.0%)
0 (0.0%)
1st Grade
27 (0.2%)
43 (0.1%)
2nd Grade
8 (0.1%)
22 (0.0%)
3rd Grade
58 (0.4%)
126 (0.2%)
4th Grade
41 (0.3%)
79 (0.2%)
5th Grade
49 (0.3%)
139 (0.3%)
6th Grade
188 (1.3%)
464 (0.9%)
7th Grade
152 (1.1%)
422 (0.8%)
8th Grade
283 (2.0%)
783 (1.5%)
9th Grade
396 (2.7%)
1,152 (2.2%)
10th Grade
422 (2.9%)
1,358 (2.6%)
11th Grade
512 (3.5%)
1,596 (3.1%)
12th Grade
281 (1.9%)
831 (1.6%)
High School
3,999 (27.7%)
13,294 (25.9%)
GED or Equivalent
991 (6.9%)
3,108 (6.0%)
Some College
3,288 (22.8%)
12,101 (23.5%)
Associate’s Degree
1,029 (7.1%)
4,102 (8.0%)
Bachelor’s Degree
1,446 (10.0%)
7,015 (13.6%)
Master’s Degree
742 (5.1%)
2,998 (5.8%)
Professional Degree
114 (0.8%)
588 (1.1%)
Doctorate
92 (0.6%)
352 (0.7%)
Total
14,448 (100.0%)
51,425 (100.0%)
Lafourche Multiuse Path Economic Analysis
Table 19: Income and Equity
Table 20: Citizenship Status
Income/Equity Measure
Within 0.5 Mile of Trail
Within 3 Miles of Trail
Individuals below poverty level
5,100 (14.6%)
5,631 (12.7%)
US Citizens, born
29,948 (85.4%)
38,631 (873%)
Median Household Income
$47,588
Per Capita Income
Individuals at or above poverty level
Within 0.5 Mile of Trail
Within 3 Miles of Trail
20,163 (92.0%)
72,882 (94.5%)
US Citizens, naturalized
877 (4.0%)
2,015 (2.6%)
$54,288
Non US Citizens
884 (4.0%)
2,224 (2.9%)
$22,329
$26,304
Total
21,924 (100.0%)
77,121 (100.0%)
0.42
0.42
GINI Index
Income Measure
Endnotes and Sources 1
Regional Plan Association (1997). “Building Transit-Friendly Communities: A Design and Development Strategy for the Tri-State Metropolitan Region.” http://www.rpa.org/pdf/tfc01.pdf
2
Hunter, W. W., Srinivasan, R., and C. Martel (2009). “An Examination of Bicycle Counts and Speeds Associated with the Installation of Bike Lanes in St. Petersburg, Florida.” http://www.stpete.org/transportation/citytrails/docs/ Examination_of_bicycle_counts_and_speeds_associated_with_bike_lanes.pdf
3
Köppen Climate Classification System: Cfa (Humid Subtropical) and Af (Tropical Rainforest)
4
USGS, Geographic Names Information System (GNIS), <http://geonames.usgs.gov/>
5
US Census, American Community Survey, five-year estimates (2009-2013)
6
US Census, Quick Facts, Population Density (2010), <http://www.census.gov/quickfacts/table>
7
US Census (2010)
8
The League of American Bicyclists (2015), <http://www.bikeleague.org/sites/default/files/BFC_Master_Spring_2015. pdf>
9
FHWA, UNC – Highway Safety Research Center, and FedEx (2015), <http://www.bikeleague.org/sites/default/files/ BFC_Master_Spring_2015.pdf>
10 The low estimate for future bike commute mode share is the difference between Lafourche Parish’s existing bike commute mode share and the 25th percentile bike mode split of the ten selected peer locations 11 The mid estimate for future bike commute mode share is the difference between Lafourche Parish’s existing bike commute mode share and the 50th percentile bike mode split of the ten selected peer locations 12 The high estimate for future bike commute mode share is the difference between Lafourche Parish’s existing bike commute mode share and the 75th percentile bike mode share of the ten selected peer locations 13 The low estimate for future walk commute mode share is the difference between Lafourche Parish’s existing walk commute mode share and the 50th percentile walk mode share of the ten selected peer locations 14 The mid estimate for future walk commute mode share is the difference between Lafourche Parish’s existing walk commute mode share and the 50th percentile walk mode share of the ten selected peer locations 15 The high estimate for future walk commute mode share is the difference between Lafourche Parish’s existing walk commute mode share and the 75th percentile walk mode share of the ten selected peer locations
18 http://atfiles.org/files/pdf/AHShealthben.pdf 19 “When to use 1-year, 3-year, or 5-year estimates.” US Census Bureau. http://www.census.gov/acs/www/guidance_ for_data_users/estimates/ 20 The Centers for Disease Control and Prevention recommend 150 minutes of moderate intensity aerobic activity (i.e., brisk walking) for adults every week. <http://www.cdc.gov/physicalactivity/basics/adults/> 21 Other vehicle emissions include hydrocarbons, particulate matter, nitrous oxides, and carbon monoxide 22 Riddel. “A Dynamic Approach to Estimating Hedonic Prices for Environmental Goods: An Application to Open Space Purchase.” (2001); “Quantifying the Economic Value of Protected open Space in Southeastern Pennsylvania.” (2010). Econsult Corporation; Campbell and Monroe. “The Economic Impact of the Catawba Regional Trail.” (2004); “The Potential Economic Impacts of the Proposed Carolina Thread Trail.” (2007). Econsult Corporation; “Valuing the Conversion of Urban Green Space.” (2010). Econsult Corporation. 23 https://getd.libs.uga.edu/pdfs/gill_joshua_k_200408_ms.pdf 24 http://www.srs.fs.usda.gov/recreation/NR.pdf 25 https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=2&cad=rja&uact=8&ved=0CCUQFjABahUKE wiWxcue-93HAhVFlIgKHYj4Bvs&url=https%3A%2F%2Fwww.americantrails.org%2Fresources%2Feconomics%2FLittl eMiamiEcon.doc&usg=AFQjCNEReoRZhu4JpRExYgen3VPSbqILgw&sig2=xQ_n_0Gq11w7TUklri6ieQ 26 http://www.researchgate.net/publication/266407501_THE_ECONOMIC_IMPACT_OF_THE_CATAWBA_ REGIONAL_TRAIL 27 http://www.atatrail.org/docs/GAPeconomicImpactStudy200809.pdf 28 Weighted average, rounded to nearest thousandth. 29 Racca, D. and A. Dhanju. “Property Value/Desirability Effects of Bike Paths Adjacent to Residential Areas.” (2006). Delaware Center for Transportation, The State of Delaware Department of Transportation. <https://www. railstotrails.org/resourcehandler.ashx?id=4482>; Webel, S. “Trail Effects on Neighborhoods: Home Value, Safety, Quality of Life.” National Trails Training Partnership. http://www.americantrails.org/resources/adjacent/sumadjacent. html; “Economic Values of Greenways, Trails, and River Protection.”National Trails Training Partnership. <http:// www.americantrails.org/resources/economics/NPSeconStudy.html> 30 2009-2013 American Community Survey
16 http://atfiles.org/files/pdf/BenefitsPA2002.pdf; http://safety.fhwa.dot.gov/ped_bike/docs/case15.pdf 17 http://www.americantrails.org/resources/benefits/VAcognitive.html
health and economic impacts 5-22