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As our environment becomes increasingly urban, the governance of urban regions faces multifaceted challenges. There is growing recognition that studying the governance of urban regions requires looking beyond individual plans and examining networks of plans. Existing work on plan networks focuses on documents, neglecting the agency of the people and governments who create and implement the plans. To help fill this gap, we develop and test an analytical framework for assessing urban governance within a network of plans, focusing on the alignment of plan content, interactions, and the relative efficacy of the plans. We apply this framework in metropolitan Austin, Texas (USA), studying five strategic plans that address the region's built environments, transportation systems, and natural areas over a 20 year-period. The analysis reveals how voluntary regional scenario-planning conducted decades earlier continues to shape city and regional development goals; how alignment between plans on paper can belie poor cross-jurisdictional coordination in practice; and how plans addressing transportation and natural areas are more efficacious for implementation than plans for the built environment. In addition to making plan dynamics visible, the framework thus allows for rigorous, empirical assessment of regional governance through a network of plans. • A framework is proposed to analyze urban-region governance with a network of plans. • The framework is tested with five strategic plans in Austin, Texas (USA). • Evidence is found of a network consisting of documents and agency. • Network-of-plan research benefits from the framework. [ABSTRACT FROM AUTHOR]

This paper explores the relationship between the stock of interstate highways on employment growth of counties in Texas between 1983 and 2012. Using the Chernozhukov-Hansen instrumental variables quantile regression (IVQR) method, we examine the heterogeneous impact that highways have on employment growth at different quantiles of the conditional distribution while at the same time controlling for potential endogeneity. The results show that the employment growth effect monotonically increases as one shifts from the lower tail to the upper tail of the distribution. The range is 0.15 to 0.44, with the highest at the 95th quantile, compared to 0.189 for OLS and 0.213 for 2SLS. A 10 percent increase in interstate highway kilometers in 1983 led to about a 1.5 to 4.4 percentage point increase in county employment over a 29-year period. Our results also indicate that the counties with low initial levels of employment grew faster than those with a high initial level of employment and that this convergence monotonically decreases from the lower tail to the upper tail of the growth distribution. [ABSTRACT FROM AUTHOR]

Recently, a structural condition index (SCI) was developed for the Texas Department of Transportation as a screening tool to discriminate between pavements that need structural reinforcement from those that do not. For the successful implementation of the SCI concept at the network level, one of the critical issues is to determine the minimum falling weight deflectometer (FWD) testing frequency. The paper discusses how to determine the required FWD testing frequency, or the required FWD test spacing needed for implementing the SCI at the network level. In this study, the risk-based method was employed, where the variance of the SCI at the network level was assessed by randomly selecting a small sample of the pavement sections that were representative of the whole network. Due to the limited number of such sections and the lack of knowledge of underlying distribution of the SCI variances at the network level, the bootstrap method was used to obtain the mean and the confidence intervals on the mean of the SCI variances at the network level. [ABSTRACT FROM AUTHOR]