This paper weights the relative advantages of multiple factors that lead to the success of professional sports stadiums in major markets, though a discussion of the arguments for and against public subsidies towards these projects. Using a logit statistical model, the paper determines that the two factors determining the highest likelihood of venue success include multiple tenants and access to mass transit. The analysis demonstrates that public subsidies towards stadiums don’t generate sufficient economic returns, and that successful stadiums can be created without using taxpayer funds.

The transport and urban economics literature applies different labor supply approaches when studying economic or planning instruments. Some studies assume that working hours are endogenous while the number of workdays is given, whereas others model only decisions on workdays. Unfortunately, empirical evidence does hardly exist on account of missing data. Against this background, we provide an assessment of whether general effects of transport policies are robust against the modeling of leisure demand and labor supply. We introduce different labor supply approaches into a spatial general equilibrium model and discuss how they affect the welfare implication of congestion policies. We, then, perform simulations and find that in many cases the choice of labor supply modeling not only affects the magnitude of the policy impact but also its direction. While planning instruments are suggested to be quite robust to different labor supply approaches, the way of modeling labor supply may crucially affect the overall welfare implications of economic instruments such as congestion tolls. Based on these findings it becomes clear which labor supply approach is the most appropriate given specific conditions. Our study also emphasizes the need for better micro labor market data that also feature days of sickness, overtime work used to reduce workdays, the actual number of leave days, part-time work, days with telecommuting etc.

The recent passage of the Swing-Johnson bill by Congress and its approval by the President has been the signal for a general rejoicing throughout the West, and especially in Southern California, the section to be meet directly benefited by this legislation. There has been a widespread feeling that the long fight for Federal development of this great western river is over, and that we may begin shortly to realize some concrete returns upon our investment. Press reports indicate that many are already seeking work on the construction of the dam at Black Canyon, in anticipation of the immediate launching of the project. · "Wild cat" employment agencies have sprung up and are extorting fees from work-seekers by promises of good positions on the construction job. Real estate "sharks" are already active and have promoted the sale of much land which they represent as being situated in a favorable spot for irrigation from water to be impounded by the dam. Much of this land is said by the government to be situated several hundred feet above the level of the proposed dam to be unfit for use even if water were available. To forestall this exploitation of men and land the government has recently issued a timely warning to the effect that it will be at least eighteen months before work on the construction of the dam is actually begun and that no homesteading claims on land under the project will be allowed until its completion which will be about eight years. !his announcement may come as somewhat of a shock to many optimists unacquainted with the actual provisions of the bill, for them it may be said that much depends upon the possibility of reaching a satisfactory solution of the problem of water allocation between California and Arizona. To date such a solution has not been reached and unless Arizona is satisfied it is highly probable that the question will be carried to the courts and long months of litigation ensue. If a satisfactory compromise is reached, the launching of the work will not be· long delayed. Of the ultimate outcome there can be no doubt, and the future seems to hold a very rich promise for the great Southwest. As this subject is approached for study one is somewhat overwhelmed by its many ramifications. The engineering problems alone are of tremendous scope. The legal aspects of the question furnish material for exhaustive study. The political issues tend to claim a greater place than their real merit would seem to justify. While all the different phases of the question are somewhat closely bound together, it has been the purpose of the writer in this study to draw at least a faint line of demarcation and confine it as much as possible to the economic aspects. The Boulder Canyon Project Act proposes a four fold plan of economic development; namely, flood-control, irrigation, power development and domestic water-supply. It is to these features that most attention will be given, together with the historical background of the program. It would be only just at this point to acknowledge the very generous response to calls sent out by the writer for reference material. More than a score of individuals and organizations responded with most gratifying results. Included in these were the governors of the seven states in the Colorado River basin, Senator Hiram W. Johnson and Congressman Philip Swing of California, co-authors of the Swing-Johnson bill; the Chairmen of the Senate and House committees on Irrigation and Reclamation; the Pacific Gas and Electric Company; the Southern California Edison Company; the Boulder Dam Association, and many others.

<div>This research analyzes over 60,000 awarded highway contracts from 18 states throughout the United States. Analysis was performed on the state and aggregate level. The contracts were awarded from the years 2008 through 2018. Statistical analysis utilizing Pearson's Correlation and Ordinary Least Squares regression for each sample was performed to identify each variables relationship between the budget and awarded values.</div><div>The research examined effects of economic indicators, contractor descriptors and yearly/seasonal adjustments These variables included DBE Participation Goal, Number of Bidders, Project Dollar Value, Project Duration, Unemployment Rate, S&P 500 Index, Volatility Index, quarter, and year of project award. The results were examined by using a combination of simple statistical summaries and econometric coefficients called a cost vector. <br></div><div>Summary statistics observed Bid Difference at 8.5% below the Engineer's Estimate. The study observed DBE Participation Goals averaged 3.74% of the value of contracts, with an observed average of 4.5 bidders per contract. <br></div><div>The research determined that 55% of observed states had a positive significant correlation with DBE Participation Goal and Bid Difference. This correlation translated to nearly $80 million in additional cost. In addition, the research determined that all 19 groups in this study had a negative significant correlation with the Number of Bidders. The correlation translated to a savings of nearly $500 million. <br></div>

<p>Since the 1960’s, post industrial downtowns across North America and Europe have suffered economic and population losses. Downtown revitalization theory is now a major subject in urban geography. Although each city is unique and requires customized revitalization techniques, certain approaches have worked better than others. Hamilton, Ontario, is a city of roughly 520,000 located just outside the Greater Toronto Area. Its downtown has struggled since the 1970’s. In the last ten years, however, certain areas of downtown have shown signs of revitalization. Conversation about this change has largely focused on attracting creative industries. King Street, Hamilton’s most downtown street, has yet to experience significant improvement, but is surrounded by changing areas and expected to follow suit. This study looks at two theories of revitalization: the Creative Capital theory, and the Main Street approach. It also discusses commercial gentrification. City officials and business owners along King Street were interviewed about what they expect for King Street downtown. Business owners, this study found, are underutilized agents of revitalization in the area. They want and expect the area to improve, but have yet to make significant changes to their own establishments. More could be done to include incumbent business owners in King Street's revitalization processes in Hamilton, and to acknowledge them as agents of change within the commercial gentrification literature.</p> / Master of Arts (MA)