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Ohio Kentucky Indiana Regional Council of Governments (OKI) cannot guarantee the accuracy of data provided.
Freight Job Hubs were identified using the natural breaks method to identify traffic analysis zones (TAZs) or groups of contiguous TAZs that had the highest concentration of freight-related employment in the OKI region. Employment is based on Quarterly Census of Employment and Wages (QCEW) data from 2020. Freight-related employment was defined jobs related to distribution, production, or extraction based on the North American Industry Classification System (NAICS). In some instances, the identified Freight Job Hubs contained significant residential development alongside the employment centers. On a case-by-case basis, the Freight Job Hub polygons were adjusted, often following freight infrastructure corridors (i.e. highways and railroad tracks), to remove the exclusively residential areas and more precisely focus on freight employment centers.
Drive time estimates derived from OKI Travel Demand Model, 2015. Labor Force estimates from the U.S. Census Bureau; American Community Survey, 2017. Number of jobs in each job hub from 2015 OKI Employment Database. Bureau of Labor Statistics, Quarterly Census of Employment and Wages.
Areas served by transit vary depending on the time of day. Areas shown on the map to be accessible by transit represent an aggregation of transit-sheds created for each bus stop in or within 1/2 mile of the hub arriving at 8 am. An individual transit-shed represents the area accessible by transit towards a specific bus stop at a specific time of day. Note that some areas shown to not be accessible may in fact be accessible depending on the time of day, and vice versa. This analysis used the General Transit Feed Schedule (GTFS) from SORTA, TANK, and BCRTA paired with a street network created from Open Street Map using the process outlined here. Labor force estimates were created using simple area weighting of OKI TAZ labor force data. Area weighting is a method of interpolating numeric data from one geography to another (more information here).
Commuter percentages for Census blocks are sourced from the Longitudinal Employer-Household Dynamics (LEHD) program from the US Census Bureau and are accessed from the OnTheMap application. Those percentages are then applied to the jobs data utilized by the OKI Freight Job Hubs application to arrive at total in-commuter, out-commuter, and live/work populations. In a few cases, the job hub boundaries differ from the Census blocks boundaries and create a discrepancy in the data. In those cases, totals were adjusted on a case-by-case basis. In some cases, it was apparent that the job hub boundaries excluded residential development so the out-commuter and live/work totals were adjusted to zero. In other cases, residential units were counted and the totals were factored based on expected employees per household.
Freight Job Hubs were identified using the natural breaks method to identify traffic analysis zones (TAZs) or groups of contiguous TAZs that had the highest concentration of freight-related employment in the OKI region. Employment is based on Quarterly Census of Employment and Wages (QCEW) data from 2020. Freight-related employment was defined jobs related to distribution, production, or extraction based on the North American Industry Classification System (NAICS). In some instances, the identified Freight Job Hubs contained significant residential development alongside the employment centers. On a case-by-case basis, the Freight Job Hub polygons were adjusted, often following freight infrastructure corridors (i.e. highways and railroad tracks), to remove the exclusively residential areas and more precisely focus on freight employment centers.
Commuter percentages for Census blocks are sourced from the Longitudinal Employer-Household Dynamics (LEHD) program from the US Census Bureau and are accessed from the OnTheMap application. Those percentages are then applied to the jobs data utilized by the OKI Freight Job Hubs application to arrive at total in-commuter, out-commuter, and live/work populations. In a few cases, the job hub boundaries differ from the Census block boundaries and create a discrepancy in the data. In those cases, totals were adjusted on a case-by-case basis. In some cases, it was apparent that the job hub boundaries excluded residential development so the out-commuter and live/work totals were adjusted to zero. In other cases, residential units were counted and the totals were factored based on expected employees per household.
Drive time estimates derived from OKI Travel Demand Model, 2015. Labor Force estimates from the U.S. Census Bureau; American Community Survey, 2017. Number of jobs in each job hub from 2015 OKI Employment Database. Bureau of Labor Statistics, Quarterly Census of Employment and Wages.
Areas served by transit vary depending on the time of day. Areas shown on the map to be accessible by transit represent an aggregation of transit-sheds created for each bus stop in or within 1/2 mile of the hub arriving at 8 am. An individual transit-shed represents the area accessible by transit towards a specific bus stop at a specific time of day. Note that some areas shown to not be accessible may in fact be accessible depending on the time of day, and vice versa. This analysis used the General Transit Feed Schedule (GTFS) from SORTA, TANK, and BCRTA paired with a street network created from Open Street Map using the process outlined here. Labor force estimates were created using simple area weighting of OKI TAZ labor force data. Area weighting is a method of interpolating numeric data from one geography to another (more information here).