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ItemThe Weight of Administrative Burden: The Distributive Consequences of Federal Disaster Assistance on Recovery after Hurricane Harvey(Georgia Institute of Technology, 2021-03-30) Malmin, NatashaDisasters have severe implications for life and property, often requiring large-scale collective action to facilitate recovery. One key determinant of recovery is access to resources that mitigate the losses and damages associated with disasters. Marginalized groups such as those with disabilities often face uneven recovery trajectories with administrative burden theory lends insight into the observed phenomena. My dissertation identifies the impacts of administrative burden on individuals and communities through differential federal recovery assistance allocation. I present four essays that evaluate the Federal Emergency Management Agency (FEMA) direct-to-households grant program and the Small Business Administration (SBA) disaster home loan program. These are large federal programs directed at providing recovery assistance to individuals. I also utilize the Kaiser Family Foundation/Episcopal Health Foundation Harvey Anniversary Survey to assess perceptions of recovery by individuals who applied to FEMA and/or SBA for disaster assistance. I find that disparities in funding exist for specific demographic profiles, particularly persons with disabilities. Moreover, administrative burdens vary along the process of interacting with federal agencies. Such burdens result in the lower allocation of federal resources, self-reported recovery, and negative perceptions of fairness and equity. Lastly, communities that experience lower administrative burdens in acquiring federal recovery dollars see faster growth in home equity after the disaster, presenting implications for burden presence and future wealth generation. My findings expand administrative burden theory by pointing to nuanced forms of onerous experiences which impact citizen outcomes. These experiences include procedural, exclusion, and delivery burdens at strategic points within the administrative process. These distinct forms of administrative burdens influence allocation of federal assistance, recovery, wealth, and perceptions of the broader society.
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ItemEvaluation of the effect of rail intra-urban transit stations on neighborhood change(Georgia Institute of Technology, 2017-06-26) Wyczalkowski, Christopher KajetanDevelopment of heavy rail intra-urban public transportation systems is an economically expensive policy tool for State and Local Governments that is often justified with the promise of economic development and neighborhood revitalization around station areas. However, the literature on the effects of rail intra-urban transit stations on neighborhoods is relatively thin, particularly on the socioeconomic effects. This quasi-experimental study evaluated the effect of heavy rail intra-urban transit stations on surrounding neighborhoods, using Atlanta, Georgia and its transit authority, the Metropolitan Atlanta Rapid Transit Authority (MARTA), as a case study. Atlanta is an expansive American city, with a large public transportation system, but low population density and no large-scale policies promoting growth around MARTA rail stations. The study period, 1970 to 2014, covers the entire period of MARTA’s existence – stations opened between 1979 and 2000. Neighborhood change was operationalized with a neighborhood change index (NCI), built on the Neighborhood Life-Cycle framework, with an adaptation that incorporates both the filtering (negative NCI) and gentrification (positive NCI) models of neighborhood change. The study differentiates between an initial effect of new MARTA rail stations, and a long-term effect. Control groups were formed using one and three mile buffers, as well as a matching strategy. Difference-in-difference (DID) models find very little evidence of a positive relationship of NCI with the opening of new MARTA rail stations. The economic recovery that began in 2010 is of special interest for housing research. To address this time-period this study utilized two models, with mixed results. The DID model suggested a negative effect of stations on the NCI. To control for selection bias in the 2010 to 2014 economic time-period, this study utilized propensity score matching to balance the treatment and control group on observed characteristics. A time and tract fixed effects model using the matched treatment and control groups found a significant positive effect of stations on neighborhood change. To test the long-term effect, a time and tract fixed effects model (1970-2014) with the NCI as the dependent variable found a positive NCI effect of MARTA stations on neighborhoods. Therefore, overall, positive neighborhood change (on the NCI scale) can be attributed to MARTA transit stations. Since 2002 MARTA ridership has slightly declined; therefore, the study concludes that given stagnant ridership, lack of supporting policy, and the finding of a positive relationship between MARTA transit stations and gentrification, the stations are a positive amenity, and are a significant contributor to neighborhood change. However, neighborhoods are heterogeneous on many dimensions, and the effect of rail intra-urban transit stations on neighborhoods may depend on the tract’s location, service characteristics, accessibility, and many other unobserved characteristics. Future research will supplement this methodology with additional data and compare the effect of intra-urban transit stations on neighborhood change in other cities to better address potential neighborhood heterogeneity.