Abstract
With the resurgence of regions as key nodes in the global economy, there is a growing interest in better defining their competitive advantages, particularly those accrued through infrastructure provision. Two important components of this competitive landscape are information and communication technologies (ICTs) and commercial air passenger service. While the development of these two networks is frequently cited as being a critical factor in regional economic competitiveness, few empirical studies address the statistical relationship(s) between these infrastructures or the complexities associated with their spatial distribution. The purpose of this paper is to determine if an association exists between the provision of broadband telecommunication service and air passenger service in the United States. In addition, basic spatial statistical approaches are utilized to identify a suite of important social and economic determinants that play a central role in spurring infrastructure provision.
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Notes
Some airlines in the United States, such as Southwest, use hybrid systems where some routes are structured as point-to-point, while other routes utilize connections in focus airports/cities (e.g. Phoenix, Las Vegas, Chicago-Midway).
NPIAS airports are those considered as being vital to serving the public needs for air transportation (both directly and indirectly) in the United States (FAA 2008).
Between 1999 and 2008, broadband was defined as transfer rates greater than 200 kbps. Beginning in 2008, the FCC redefined broadband as transfer rates greater than 768 kbps for downloads. More importantly, the FCC has adopted a tiered system for rating broadband speeds. For more information, see http://hraunfoss.fcc.gov/edocs_public/attachmatch/FCC-08-89A1.pdf
The variance inflation factor (VIF) and tolerance indices indicate that multicollinearity was not a problem for the OLS models.
Although INFO is not included in the reported regression models due to multicollinearity problems with PST, sensitivity analysis indicates that when PST is replaced by INFO, it is also a positive and significant factor in both the ICT and air transport models.
Although simultaneity may be an issue in these models, it does not impact the overall interpretation of the results. Both simultaneous equation modeling and two-stage least squares regression may provide an interesting methodological avenue for future testing and research in this area.
For thoroughness, spatial error models were also fit for ICT and air transport. The results were virtually identical to the spatial lag models.
Idaho National Laboratory, located in Idaho Falls, employs approximately 8,000 people.
The Idaho Falls catchment area has over 11% of its workforce employed in PST.
The Moran’s I value for these residuals is 0.0824. This suggests that spatial autocorrelation is largely absent from these residuals.
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Appendices
Appendix 1: Specification of local spatial statistics
The following notation is used to specify the local spatial statistics utilized in this paper (Anselin et al. 2002):
W is typically a Euclidean (straight-line) row standardized spatial weights matrix with binary values of 0 or 1. However, W can also be specified using a simple spatial adjacency metric, such as queen’s contiguity. n is the number of observations.
The global Moran’s I statistic is specified as follows:
The local Moran’s I is specified as:
The bivariate global Moran’s I specified as follows:
Finally, the local version of the bivariate Moran’s I is:
Given specifications above, it is also important to note that since the spatial weights are row-standardized it is not necessary to account for the usual scaling factors, since \(S_{0}=\sum\nolimits_{i} {\sum\nolimits_{j} {w_{ij} = n}}\) and thus \(\left( {{n \mathord{\left/ {\vphantom {n {S_{0} }}} \right. \kern-\nulldelimiterspace} {S_{0} }}} \right)\left( {{{z_{k}^{\prime } Wz_{l} } \mathord{\left/ {\vphantom {{z_{k}^{\prime } Wz_{l} } {z_{k}^{\prime } zk}}} \right. \kern-\nulldelimiterspace} {z_{k}^{\prime } zk}}} \right) = {{z_{k}^{\prime } Wz_{l} } \mathord{\left/ {\vphantom {{z_{k}^{\prime } Wz_{l} } {z_{k}^{\prime } z_{k} }}} \right. \kern-\nulldelimiterspace} {z_{k}^{\prime } z_{k}}}\).
Appendix 2: Specification of regression models
The OLS model and the spatial lag model can be derived from the following general expression (Anselin 1988):
where
and
β is a k × l vector of parameters, X is a n × k matrix of exogenous variables, ρ coefficient of spatially lagged dependent variable y, λ coefficient in an error term with a spatial autoregressive structure, μ is a normally distributed error term with a diagonal covariance matrix, Ω, z are the diagonal elements of the covariance matrix which are a function of p +1 exogenous variables, including the constant term, W 1 and W 2 are n × n row standardized weights matrices.
In the event of homoskedasticity (α = 0) and no spatial dependence in values of the dependent variable (ρ = 0) or in the error term (λ = 0) Eq. 1 simplifies to a standard linear regression model which may be estimated with ordinary least squares (Anselin 1988):
If spatial autocorrelation is present in values of the dependent variable but the errors in the variance- covariance matrix are homoskedastic (α = 0) and there is no additional spatial autocorrelation in the error term (λ = 0), Eq. 1 becomes a spatial lag model:
where
The value of p in this model provides an estimate of the amount of spatial dependence in the dependent variable values.
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Grubesic, T.H. Spatial variations in broadband and air passenger service provision in the United States. GeoJournal 75, 57–77 (2010). https://doi.org/10.1007/s10708-009-9310-9
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DOI: https://doi.org/10.1007/s10708-009-9310-9