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• 1. [Article] An Activity-Related Land Use Mix Construct and its Connection to Pedestrian Travel

  Integrating a diverse set of land use types within a neighborhood is a central tenet of smart growth policy. Over a generation of urban planning research has heralded the transportation, land use, and ...

  Citation × Citation Citation Abstract Copy Title: An Activity-Related Land Use Mix Construct and its Connection to Pedestrian Travel Author: Gehrke, Steven R., Clifton, Kelly J. Year: 2017 Integrating a diverse set of land use types within a neighborhood is a central tenet of smart growth policy. Over a generation of urban planning research has heralded the transportation, land use, and public health benefits arising from a balanced supply of local land uses, including the improved feasibility for pedestrian travel. However, land use mixing has largely remained a transportation-land use planning goal without a conceptually valid set of environmental indicators quantifying this multifaceted spatial phenomenon. In this study, we incorporated activity-based transportation planning and landscape ecology theory within a confirmatory factor analysis framework to introduce a land use mix construct indicative of the paired landscape pattern aspects of composition and configuration. We found that our activity-related land use mix measure, and not the commonly adopted entropy-based index, predicted walk mode choice and home-based walk trip frequency when operationalized at three geographic scales. Title: An Activity-Related Land Use Mix Construct and its Connection to Pedestrian Travel Author: Gehrke, Steven R., Clifton, Kelly J. Year: 2017 Integrating a diverse set of land use types within a neighborhood is a central tenet of smart growth policy. Over a generation of urban planning research has heralded the transportation, land use, and public health benefits arising from a balanced supply of local land uses, including the improved feasibility for pedestrian travel. However, land use mixing has largely remained a transportation-land use planning goal without a conceptually valid set of environmental indicators quantifying this multifaceted spatial phenomenon. In this study, we incorporated activity-based transportation planning and landscape ecology theory within a confirmatory factor analysis framework to introduce a land use mix construct indicative of the paired landscape pattern aspects of composition and configuration. We found that our activity-related land use mix measure, and not the commonly adopted entropy-based index, predicted walk mode choice and home-based walk trip frequency when operationalized at three geographic scales. Close

• 2. [Article] Contextual Influences on Trip Generation

  There is national interest in building data that expands upon the existing Institute of Transportation Engineers (ITE) trip generation rates to include sites located in a multi-modal context. Current ITE ...

  Citation × Citation Citation Abstract Copy Title: Contextual Influences on Trip Generation Author: Clifton, Kelly J., Currans, Kristina Marie, Muhs, Christopher D. Year: 2012 There is national interest in building data that expands upon the existing Institute of Transportation Engineers (ITE) trip generation rates to include sites located in a multi-modal context. Current ITE rates represent travel behavior for development in single lots and uses, primarily measured in low-density suburban areas. Despite evidence that a more compact urban form, access to transit and a greater mix of uses generates fewer and shorter vehicle trips, local governments are often compelled to use current ITE trip generation rates to evaluate transportation impacts and calculate transportation system development charges (TSDCs). This is due to: a) the expense of collecting local data, b) lack of alternative sources of information, c) the strong industry bias toward using ITE published rates and d) the absence of a empirically tested methodology for adjusting those rates for development occurring in different land use and transportation contexts. Compounding these challenges, cities in Oregon are required to demonstrate that planning and zoning changes will not degrade the performance of state-owned transportation facilities compared to the levels of service documented in the Regional Transportation Plan under the Oregon Transportation Planning Rule, section -0060, and Oregon Highway Plan, Policy 1.F.6. These requirements can conflict with regional policies in Metro's 2040 Growth Concept that call for development of mixed-use centers and corridors to support jobs and freight reliability, a compact urban form and leverage transportation investments such as high capacity transit. Thus, there are gaps in the understanding about how best to evaluate, mitigate and plan for growth under these conditions. This research proposes to develop multi-modal trip generation rates that better reflect the relationship between land use, transportation and travel demand for specific land use types located in various urban settings. The project aims to collect local data (using multi-modal counts and establishment surveys) on a few specific land uses (deemed most problematic to estimate demand and occurring across the spectrum of urban conditions) to develop trip generation rates that are sensitive to demographic, land use and transportation contexts. These new trip rates will be compared to the ITE rates for the same land use category and a methodology for adjusting the ITE rates will be developed. This adjustment methodology will be validated, using additional data collected in this research. The research will be documented and made available to local partners and disseminated widely to reach out to other communities across the country. The research conducted for this project would account for how the built environment (e.g., both land use and transportation) influences travel behavior (number of trips, trip length, mode choice), and determine trip rates that reflect the entire activity spectrum of different development/place typologies. This is extremely important in determining the impact of different development types on the transportation system to: 1) avoid over-planning the system for the surrounding land uses; (2) suggest strategies and investment priorities to encourage more compact, mixed-use areas with more transportation choices and 3) avoid creating regulatory and/or financial barriers to compact form envisioned by local, regional and statewide plans (i.e. uniform TSDCs can result in lower impact development paying the same rates, and thus subsidizing development with higher impact costs to the transportation system). The documentation of the findings and methodology will be applicable to current and future growth and be transferable to other communities, locally and nationally, beyond the Portland region. Title: Contextual Influences on Trip Generation Author: Clifton, Kelly J., Currans, Kristina Marie, Muhs, Christopher D. Year: 2012 There is national interest in building data that expands upon the existing Institute of Transportation Engineers (ITE) trip generation rates to include sites located in a multi-modal context. Current ITE rates represent travel behavior for development in single lots and uses, primarily measured in low-density suburban areas. Despite evidence that a more compact urban form, access to transit and a greater mix of uses generates fewer and shorter vehicle trips, local governments are often compelled to use current ITE trip generation rates to evaluate transportation impacts and calculate transportation system development charges (TSDCs). This is due to: a) the expense of collecting local data, b) lack of alternative sources of information, c) the strong industry bias toward using ITE published rates and d) the absence of a empirically tested methodology for adjusting those rates for development occurring in different land use and transportation contexts. Compounding these challenges, cities in Oregon are required to demonstrate that planning and zoning changes will not degrade the performance of state-owned transportation facilities compared to the levels of service documented in the Regional Transportation Plan under the Oregon Transportation Planning Rule, section -0060, and Oregon Highway Plan, Policy 1.F.6. These requirements can conflict with regional policies in Metro's 2040 Growth Concept that call for development of mixed-use centers and corridors to support jobs and freight reliability, a compact urban form and leverage transportation investments such as high capacity transit. Thus, there are gaps in the understanding about how best to evaluate, mitigate and plan for growth under these conditions. This research proposes to develop multi-modal trip generation rates that better reflect the relationship between land use, transportation and travel demand for specific land use types located in various urban settings. The project aims to collect local data (using multi-modal counts and establishment surveys) on a few specific land uses (deemed most problematic to estimate demand and occurring across the spectrum of urban conditions) to develop trip generation rates that are sensitive to demographic, land use and transportation contexts. These new trip rates will be compared to the ITE rates for the same land use category and a methodology for adjusting the ITE rates will be developed. This adjustment methodology will be validated, using additional data collected in this research. The research will be documented and made available to local partners and disseminated widely to reach out to other communities across the country. The research conducted for this project would account for how the built environment (e.g., both land use and transportation) influences travel behavior (number of trips, trip length, mode choice), and determine trip rates that reflect the entire activity spectrum of different development/place typologies. This is extremely important in determining the impact of different development types on the transportation system to: 1) avoid over-planning the system for the surrounding land uses; (2) suggest strategies and investment priorities to encourage more compact, mixed-use areas with more transportation choices and 3) avoid creating regulatory and/or financial barriers to compact form envisioned by local, regional and statewide plans (i.e. uniform TSDCs can result in lower impact development paying the same rates, and thus subsidizing development with higher impact costs to the transportation system). The documentation of the findings and methodology will be applicable to current and future growth and be transferable to other communities, locally and nationally, beyond the Portland region. Close

• 3. [Article] A Pathway Linking Smart Growth Neighborhoods to Home-Based Pedestrian Travel

  Land development patterns, urban design, and transportation system features are inextricably linked to pedestrian travel. Accordingly, planners and decision-makers have turned to integrated transportation-land ...

  Citation × Citation Citation Abstract Copy Title: A Pathway Linking Smart Growth Neighborhoods to Home-Based Pedestrian Travel Author: Gehrke, Steven R., Clifton, Kelly J. Year: 2017 Land development patterns, urban design, and transportation system features are inextricably linked to pedestrian travel. Accordingly, planners and decision-makers have turned to integrated transportation-land use policies and investments to address the pressing need for improvements in physical activity levels via the creation of walkable communities. However, policy questions regarding the identification of smart growth indicators and their connection to walking remain unanswered, because most studies of the built environment determinants of pedestrian travel: (a) represent the built environment with isolated metrics instead of as a multidimensional construct and (b) model this transportation-land use relationship outside of a multidirectional analytic framework. Using structural equation modeling, this Portland, Oregon study identifies a second-order latent construct of the built environment indicated by land use mix, employment concentration, and pedestrian-oriented design features. Study findings suggest this construct has a strong positive effect on the household-level decision to walk for transportation and discretionary trip purposes. Title: A Pathway Linking Smart Growth Neighborhoods to Home-Based Pedestrian Travel Author: Gehrke, Steven R., Clifton, Kelly J. Year: 2017 Land development patterns, urban design, and transportation system features are inextricably linked to pedestrian travel. Accordingly, planners and decision-makers have turned to integrated transportation-land use policies and investments to address the pressing need for improvements in physical activity levels via the creation of walkable communities. However, policy questions regarding the identification of smart growth indicators and their connection to walking remain unanswered, because most studies of the built environment determinants of pedestrian travel: (a) represent the built environment with isolated metrics instead of as a multidimensional construct and (b) model this transportation-land use relationship outside of a multidirectional analytic framework. Using structural equation modeling, this Portland, Oregon study identifies a second-order latent construct of the built environment indicated by land use mix, employment concentration, and pedestrian-oriented design features. Study findings suggest this construct has a strong positive effect on the household-level decision to walk for transportation and discretionary trip purposes. Close

• 4. [Article] A Pathway Linking Smart Growth Neighborhoods to Home-Based Pedestrian Travel

  Land development patterns, urban design, and transportation system features are inextricably linked to pedestrian travel. Accordingly, planners and decision-makers have turned to integrated transportation-land ...

  Citation × Citation Citation Abstract Copy Title: A Pathway Linking Smart Growth Neighborhoods to Home-Based Pedestrian Travel Author: Gehrke, Steven R., Clifton, Kelly J. Year: 2017 Land development patterns, urban design, and transportation system features are inextricably linked to pedestrian travel. Accordingly, planners and decision-makers have turned to integrated transportation-land use policies and investments to address the pressing need for improvements in physical activity levels via the creation of walkable communities. However, policy questions regarding the identification of smart growth indicators and their connection to walking remain unanswered, because most studies of the built environment determinants of pedestrian travel: (a) represent the built environment with isolated metrics instead of as a multidimensional construct and (b) model this transportation-land use relationship outside of a multidirectional analytic framework. Using structural equation modeling, this Portland, Oregon study identifies a second-order latent construct of the built environment indicated by land use mix, density, and urban design and transportation system features. Study findings suggest this construct has a strong effect on the household-level decision to walk for transport and discretionary travel. The video of the presentation is located here: https://echo360.pdx.edu/ess/echo/presentation/3b8a6987-6c8e-4407-bace-e4e627520a97 Title: A Pathway Linking Smart Growth Neighborhoods to Home-Based Pedestrian Travel Author: Gehrke, Steven R., Clifton, Kelly J. Year: 2017 Land development patterns, urban design, and transportation system features are inextricably linked to pedestrian travel. Accordingly, planners and decision-makers have turned to integrated transportation-land use policies and investments to address the pressing need for improvements in physical activity levels via the creation of walkable communities. However, policy questions regarding the identification of smart growth indicators and their connection to walking remain unanswered, because most studies of the built environment determinants of pedestrian travel: (a) represent the built environment with isolated metrics instead of as a multidimensional construct and (b) model this transportation-land use relationship outside of a multidirectional analytic framework. Using structural equation modeling, this Portland, Oregon study identifies a second-order latent construct of the built environment indicated by land use mix, density, and urban design and transportation system features. Study findings suggest this construct has a strong effect on the household-level decision to walk for transport and discretionary travel. The video of the presentation is located here: https://echo360.pdx.edu/ess/echo/presentation/3b8a6987-6c8e-4407-bace-e4e627520a97 Close

• 5. [Article] Using Household Travel Surveys to Adjust ITE Trip Generation Rates

  The Institute of Transportation Engineers (ITE) Trip Generation Handbook has become the predominant method for estimating vehicle trips generated by development. The handbook is often criticized for its ...

  Citation × Citation Citation Abstract Copy Title: Using Household Travel Surveys to Adjust ITE Trip Generation Rates Author: Currans, Kristina Marie, Clifton, Kelly J. Year: 2015 The Institute of Transportation Engineers (ITE) Trip Generation Handbook has become the predominant method for estimating vehicle trips generated by development. The handbook is often criticized for its inability to account for multimodal behavior in urban contexts, often overestimating vehicle traffic. The purpose of this research is to develop and test a ready-to-use method for adjusting the ITE handbook vehicle trip generation estimates for urban context. This method was created using household travel surveys from Oregon, Washington, and Maryland, as well as nationally available built environment data. Three adjustments were estimated for eight general land-use categories, including a “pooled” category considering all travel survey data. The performance of three adjustments were tested using 195 establishment-level vehicle trip generation datasets compiled from three independent sources. Using this data, the performances of four land-use categories were tested. The overall findings suggest that the simplest of the three adjustments developed provided similar results to the more complex adjustment methods. Moreover, adjustments applied using the “pooled” land-uses category also provided similar results to the more detailed segmentation of travel survey data. Both of these findings punctuate the need for a simple, urban adjustment for trip generation estimates. Title: Using Household Travel Surveys to Adjust ITE Trip Generation Rates Author: Currans, Kristina Marie, Clifton, Kelly J. Year: 2015 The Institute of Transportation Engineers (ITE) Trip Generation Handbook has become the predominant method for estimating vehicle trips generated by development. The handbook is often criticized for its inability to account for multimodal behavior in urban contexts, often overestimating vehicle traffic. The purpose of this research is to develop and test a ready-to-use method for adjusting the ITE handbook vehicle trip generation estimates for urban context. This method was created using household travel surveys from Oregon, Washington, and Maryland, as well as nationally available built environment data. Three adjustments were estimated for eight general land-use categories, including a “pooled” category considering all travel survey data. The performance of three adjustments were tested using 195 establishment-level vehicle trip generation datasets compiled from three independent sources. Using this data, the performances of four land-use categories were tested. The overall findings suggest that the simplest of the three adjustments developed provided similar results to the more complex adjustment methods. Moreover, adjustments applied using the “pooled” land-uses category also provided similar results to the more detailed segmentation of travel survey data. Both of these findings punctuate the need for a simple, urban adjustment for trip generation estimates. Close

• 6. [Article] More Urban Form, Fewer Auto Trips

  Trip generation refers to the number of vehicle trips that are predicted to originate in a given zone. The Institute of Transportation Engineers (ITE) publishes standard trip generation rates for various ...

  Citation × Citation Citation Abstract Copy Title: More Urban Form, Fewer Auto Trips Author: Clifton, Kelly J. Year: 2014 Trip generation refers to the number of vehicle trips that are predicted to originate in a given zone. The Institute of Transportation Engineers (ITE) publishes standard trip generation rates for various land use types, but these rates are primarily measured in low-density suburban areas. There is national interest in building data that expands upon the existing ITE trip generation rates to include sites located in a multi-modal context. In areas that have a more compact urban form, better access to transit and a greater mix of land uses, fewer vehicle trips may be generated there than ITE rates indicate. However, there is a strong industry bias toward using ITE-published rates, so that when local governments are evaluating transportation impacts and calculating transportation system development charges, they are often compelled to use ITE rates instead of local data, especially in the absence of an empirically tested methodology for adjusting the ITE standard rates. An OTREC project headed by Kelly Clifton, of Portland State University, examines the ways in which urban context affects vehicle trip-generation rates across a variety of land uses. In the study, Clifton developed a model to adjust ITE’s trip generation rates for urban contexts Title: More Urban Form, Fewer Auto Trips Author: Clifton, Kelly J. Year: 2014 Trip generation refers to the number of vehicle trips that are predicted to originate in a given zone. The Institute of Transportation Engineers (ITE) publishes standard trip generation rates for various land use types, but these rates are primarily measured in low-density suburban areas. There is national interest in building data that expands upon the existing ITE trip generation rates to include sites located in a multi-modal context. In areas that have a more compact urban form, better access to transit and a greater mix of land uses, fewer vehicle trips may be generated there than ITE rates indicate. However, there is a strong industry bias toward using ITE-published rates, so that when local governments are evaluating transportation impacts and calculating transportation system development charges, they are often compelled to use ITE rates instead of local data, especially in the absence of an empirically tested methodology for adjusting the ITE standard rates. An OTREC project headed by Kelly Clifton, of Portland State University, examines the ways in which urban context affects vehicle trip-generation rates across a variety of land uses. In the study, Clifton developed a model to adjust ITE’s trip generation rates for urban contexts Close

• 7. [Article] Improving Trip Generation Methods for Livable Communities

  Recent efforts to improve trip generation data available for transportation impact analysis of new development include the collection of multimodal trip generation data, development of models that account ...

  Citation × Citation Citation Abstract Copy Title: Improving Trip Generation Methods for Livable Communities Author: Clifton, Kelly J., Larco, Nico, Currans, Kristina Marie, Wettach-Glosser, Jael Year: 2017 Recent efforts to improve trip generation data available for transportation impact analysis of new development include the collection of multimodal trip generation data, development of models that account for the built environment, and new recommendations for practice. Building on a long line of research on transportation and built environment, many studies have identified important features of the surrounding built environment that most impact trip rates and mode shares, building on a long line of research on transportation and the built environment. Despite these improvements in data and methods, less attention is placed on identifying the conditions of the site itself and the immediate surrounding environment that influence trip generation and mode choice. To fill this gap, this study builds upon previous work (Contextual Influences on Trip Generation (Project Number: OTREC 2011-407), 2012), re-examines the information collected in that study, and includes new site-level observations. The objective of this study is to examine establishment multimodal trip generation more closely from a finer-grained scale and identify site-level attributes of the built environment that help explain multimodal trip generation. From this, we have the additional objective of developing a framework for trip generation analysis that takes findings from this study into consideration. We placed emphasis on those sites in our previous study with a discord between the expected travel patterns, based upon the larger urban context and built environment of the site, and the observed. The research approach will make use of mixed methods. In addition to using archived data from the previous study, site visits provided direct observation of the overall performance of the site, including travel patterns on and around the site as well as specific site configuration, urban design details and traffic operations. The analysis of this combination of data provided a more complete picture of site-level trip generation and our findings highlight the influence of: people living nearby and using the site; the nature of the land use on the site; the development along arterial roadways; site permeability and access; and the local culture around walking and cycling. Finally, this report ends by reflecting on the numerous concerns identified from practice, the research findings from various recent studies, and the need for a sustainable process for evaluating the transportation impacts of new land development. We present a potential framework to advance the methods for how site plans fit into neighborhood and regional planning, using locally defined standards and goals. Here, we de-emphasize the site and its immediate environs as the primary (and only) scale of analysis and lessen the reliance on the problematic methodologies for estimating site-level travel demand. Rather, we argue that transportation impact analysis would benefit by first taking a district, neighborhood or area-wide approach with attention to the urban context—the built and social environment—where a site is located. At this larger scale, there is a better ability to understand the various elements that work together to shape travel demand and allows for a better assessment of how a specific site proposal will integrate into this larger context. This effort involves several faculty from across the country, including Kelly Clifton (PSU Engineering) and Nico Larco (UO Architecture) from our consortium and Susan Handy (UC Davis Environmental Studies) and Robert Schneider (UW Milwaukee Planning) as consultants/advisors. Title: Improving Trip Generation Methods for Livable Communities Author: Clifton, Kelly J., Larco, Nico, Currans, Kristina Marie, Wettach-Glosser, Jael Year: 2017 Recent efforts to improve trip generation data available for transportation impact analysis of new development include the collection of multimodal trip generation data, development of models that account for the built environment, and new recommendations for practice. Building on a long line of research on transportation and built environment, many studies have identified important features of the surrounding built environment that most impact trip rates and mode shares, building on a long line of research on transportation and the built environment. Despite these improvements in data and methods, less attention is placed on identifying the conditions of the site itself and the immediate surrounding environment that influence trip generation and mode choice. To fill this gap, this study builds upon previous work (Contextual Influences on Trip Generation (Project Number: OTREC 2011-407), 2012), re-examines the information collected in that study, and includes new site-level observations. The objective of this study is to examine establishment multimodal trip generation more closely from a finer-grained scale and identify site-level attributes of the built environment that help explain multimodal trip generation. From this, we have the additional objective of developing a framework for trip generation analysis that takes findings from this study into consideration. We placed emphasis on those sites in our previous study with a discord between the expected travel patterns, based upon the larger urban context and built environment of the site, and the observed. The research approach will make use of mixed methods. In addition to using archived data from the previous study, site visits provided direct observation of the overall performance of the site, including travel patterns on and around the site as well as specific site configuration, urban design details and traffic operations. The analysis of this combination of data provided a more complete picture of site-level trip generation and our findings highlight the influence of: people living nearby and using the site; the nature of the land use on the site; the development along arterial roadways; site permeability and access; and the local culture around walking and cycling. Finally, this report ends by reflecting on the numerous concerns identified from practice, the research findings from various recent studies, and the need for a sustainable process for evaluating the transportation impacts of new land development. We present a potential framework to advance the methods for how site plans fit into neighborhood and regional planning, using locally defined standards and goals. Here, we de-emphasize the site and its immediate environs as the primary (and only) scale of analysis and lessen the reliance on the problematic methodologies for estimating site-level travel demand. Rather, we argue that transportation impact analysis would benefit by first taking a district, neighborhood or area-wide approach with attention to the urban context—the built and social environment—where a site is located. At this larger scale, there is a better ability to understand the various elements that work together to shape travel demand and allows for a better assessment of how a specific site proposal will integrate into this larger context. This effort involves several faculty from across the country, including Kelly Clifton (PSU Engineering) and Nico Larco (UO Architecture) from our consortium and Susan Handy (UC Davis Environmental Studies) and Robert Schneider (UW Milwaukee Planning) as consultants/advisors. Close

• 8. [Article] Adjusting ITE’s Trip Generation Handbook for Urban Context

  This study examines the ways in which urban context affects vehicle trip generation rates across three land uses. An intercept travel survey was administered at 78 establishments (high-turnover restaurants, ...

  Citation × Citation Citation Abstract Copy Title: Adjusting ITE’s Trip Generation Handbook for Urban Context Author: Clifton, Kelly J., Currans, Kristina Marie, Muhs, Christopher D. Year: 2015 This study examines the ways in which urban context affects vehicle trip generation rates across three land uses. An intercept travel survey was administered at 78 establishments (high-turnover restaurants, convenience markets, and drinking places) in the Portland, Oregon, region during 2011. This approach was developed to adjust the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip rates based on built environment characteristics where the establishments were located. A number of policy-relevant built environment measures were used to estimate a set of nine models predicting an adjustment to ITE trip rates. Each model was estimated as a single measure: activity density, number of transit corridors, number of high-frequency bus lines, employment density, lot coverage, length of bicycle facilities, presence of rail transit, retail and service employment index, and intersection density. All of these models perform similarly (Adj. R2 0.76-0.77) in estimating trip rate adjustments. Data from 34 additional sites were collected to verify the adjustments. For convenience markets and drinking places, the adjustment models were an improvement to the ITE’s handbook method, while adjustments for restaurants tended to perform similarly to those from ITE’s estimation. The approach here is useful in guiding plans and policies for a short-term improvement to the ITE’s Trip Generation Handbook. The measures are useful for communities seeking to develop local adjustments to vehicle trip rate estimates, and all could be calculated from spatial data available in most locations. The paper concludes with a discussion on what long-term improvements to the ITE’s Trip Generation Handbook might entail, with further implications in planning and practice. Title: Adjusting ITE’s Trip Generation Handbook for Urban Context Author: Clifton, Kelly J., Currans, Kristina Marie, Muhs, Christopher D. Year: 2015 This study examines the ways in which urban context affects vehicle trip generation rates across three land uses. An intercept travel survey was administered at 78 establishments (high-turnover restaurants, convenience markets, and drinking places) in the Portland, Oregon, region during 2011. This approach was developed to adjust the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip rates based on built environment characteristics where the establishments were located. A number of policy-relevant built environment measures were used to estimate a set of nine models predicting an adjustment to ITE trip rates. Each model was estimated as a single measure: activity density, number of transit corridors, number of high-frequency bus lines, employment density, lot coverage, length of bicycle facilities, presence of rail transit, retail and service employment index, and intersection density. All of these models perform similarly (Adj. R2 0.76-0.77) in estimating trip rate adjustments. Data from 34 additional sites were collected to verify the adjustments. For convenience markets and drinking places, the adjustment models were an improvement to the ITE’s handbook method, while adjustments for restaurants tended to perform similarly to those from ITE’s estimation. The approach here is useful in guiding plans and policies for a short-term improvement to the ITE’s Trip Generation Handbook. The measures are useful for communities seeking to develop local adjustments to vehicle trip rate estimates, and all could be calculated from spatial data available in most locations. The paper concludes with a discussion on what long-term improvements to the ITE’s Trip Generation Handbook might entail, with further implications in planning and practice. Close

• 9. [Article] Development of Destination Choice Models for Pedestrian Travel

  Most research on walking behavior has focused on mode choice or walk trip frequency. In contrast, this study is one of the first to analyze and model the destination choice behaviors of pedestrians within ...

  Citation × Citation Citation Abstract Copy Title: Development of Destination Choice Models for Pedestrian Travel Author: Clifton, Kelly J., Singleton, Patrick A., Muhs, Christopher D., Schneider, Robert J. Year: 2016 Most research on walking behavior has focused on mode choice or walk trip frequency. In contrast, this study is one of the first to analyze and model the destination choice behaviors of pedestrians within an entire region. Using about 4500 walk trips from a 2011 household travel survey in the Portland, Oregon, region, we estimated multinomial logit pedestrian destination choice models for six trip purposes. Independent variables included terms for impedance (walk trip distance), size (employment by type, households), supportive pedestrian environments (parks, a pedestrian index of the environment variable called PIE), barriers to walking (terrain, industrial-type employment), and traveler characteristics. Unique to this study was the use of small-scale destination zone alternatives. Distance was a significant deterrent to pedestrian destination choice, and people in carless or childless households were less sensitive to distance for some purposes. Employment (especially retail) was a strong attractor: doubling the number of jobs nearly doubled the odds of choosing a destination for home-based shopping walk trips. More attractive pedestrian environments were also positively associated with pedestrian destination choice after controlling for other factors. These results shed light on determinants of pedestrian destination choice behaviors, and sensitivities in the models highlight potential policy-levers to increase walking activity. In addition, the destination choice models can be applied in practice within existing regional travel demand models or as pedestrian planning tools to evaluate land use and transportation policy and investment scenarios. Title: Development of Destination Choice Models for Pedestrian Travel Author: Clifton, Kelly J., Singleton, Patrick A., Muhs, Christopher D., Schneider, Robert J. Year: 2016 Most research on walking behavior has focused on mode choice or walk trip frequency. In contrast, this study is one of the first to analyze and model the destination choice behaviors of pedestrians within an entire region. Using about 4500 walk trips from a 2011 household travel survey in the Portland, Oregon, region, we estimated multinomial logit pedestrian destination choice models for six trip purposes. Independent variables included terms for impedance (walk trip distance), size (employment by type, households), supportive pedestrian environments (parks, a pedestrian index of the environment variable called PIE), barriers to walking (terrain, industrial-type employment), and traveler characteristics. Unique to this study was the use of small-scale destination zone alternatives. Distance was a significant deterrent to pedestrian destination choice, and people in carless or childless households were less sensitive to distance for some purposes. Employment (especially retail) was a strong attractor: doubling the number of jobs nearly doubled the odds of choosing a destination for home-based shopping walk trips. More attractive pedestrian environments were also positively associated with pedestrian destination choice after controlling for other factors. These results shed light on determinants of pedestrian destination choice behaviors, and sensitivities in the models highlight potential policy-levers to increase walking activity. In addition, the destination choice models can be applied in practice within existing regional travel demand models or as pedestrian planning tools to evaluate land use and transportation policy and investment scenarios. Close

• 10. [Article] Wider Dissemination of Household Travel Survey Data Using Geographical Perturbation Methods

  Public agencies spend vast amounts of money collecting information about passenger travel in household travel surveys. These data are valuable for the rich and detailed information they provide, which ...

  Citation × Citation Citation Abstract Copy Title: Wider Dissemination of Household Travel Survey Data Using Geographical Perturbation Methods Author: Clifton, Kelly J., Gehrke, Steven R. Year: 2014 Public agencies spend vast amounts of money collecting information about passenger travel in household travel surveys. These data are valuable for the rich and detailed information they provide, which contribute to regional and statewide travel demand models. These data have utility beyond travel demand modeling in their application to transportation policy and travel behavior research. As the demand on these data increase, so have the quantity of information collected. Detailed geospatial referencing of the home, work and other travel destinations are common practice and permit the integration with other spatially archived data sources, such as land use characteristics, transportation system information, and other built environment, social and economic data. Other public agencies, private consultancies, non-profits and educational institutions may benefit from access to the original data with applications to areas such public health, equity, transportation safety and urban planning. Oregon Modeling Collaborative (OMC) has entered into an agreement with Oregon Modeling Steering Committee (OMSC) to host and make available Oregon Household Activity Survey (OHAS) datasets. But wide distribution of these important and expensive data is limited by the requirement to protect the confidentiality of survey participants, who are guaranteed anonymity in exchange for participation. Data are often aggregated to a geographic level such as Census tracts or transportation analysis zones (TAZs) before disseminating to the public, which limits the utility of this information. This project aims to develop a methodology to permit dissemination of these spatially-explicit data to a wider range of public constituents while at the same time, protecting the identities of study participants. Making use of these data, this project will use geographical perturbation methods to add noise to the original data to protect confidentiality while at the same time allowing the detailed geo-spatial referencing to be included in the disseminated data. The process includes: The coordinates (locations) will be geographically perturbed (masked) so that they do not reveal the identity of the traveler while at the same time retaining spatial relevance and resolution. Here the limits of the perturbation (minimum and maximum displacement) need to be determined that a) ensure confidentiality and b) minimize the errors introduced to the data. The original and perturbed (masked) data will be compared using various statistical approaches to develop a set of confidence measures for different types of transportation applications. For example, geographically perturbed (masked) may be more robust for automobile travel measures, such as vehicle miles traveled (VMT) or transit accessibility than for detailed pedestrian or bicycle trip attributes. This exercise will allow spatially-explicit OHAS data to be released to the public with some information about the confidence to which it can be applied. These data will be archived at Portland State University and made available to the public. The information and algorithms can be shared with other agencies collecting and archiving travel data, such as the National Household Travel Survey, metropolitan planning organizations and state departments of transportation, to permit wider dissemination of their data. Title: Wider Dissemination of Household Travel Survey Data Using Geographical Perturbation Methods Author: Clifton, Kelly J., Gehrke, Steven R. Year: 2014 Public agencies spend vast amounts of money collecting information about passenger travel in household travel surveys. These data are valuable for the rich and detailed information they provide, which contribute to regional and statewide travel demand models. These data have utility beyond travel demand modeling in their application to transportation policy and travel behavior research. As the demand on these data increase, so have the quantity of information collected. Detailed geospatial referencing of the home, work and other travel destinations are common practice and permit the integration with other spatially archived data sources, such as land use characteristics, transportation system information, and other built environment, social and economic data. Other public agencies, private consultancies, non-profits and educational institutions may benefit from access to the original data with applications to areas such public health, equity, transportation safety and urban planning. Oregon Modeling Collaborative (OMC) has entered into an agreement with Oregon Modeling Steering Committee (OMSC) to host and make available Oregon Household Activity Survey (OHAS) datasets. But wide distribution of these important and expensive data is limited by the requirement to protect the confidentiality of survey participants, who are guaranteed anonymity in exchange for participation. Data are often aggregated to a geographic level such as Census tracts or transportation analysis zones (TAZs) before disseminating to the public, which limits the utility of this information. This project aims to develop a methodology to permit dissemination of these spatially-explicit data to a wider range of public constituents while at the same time, protecting the identities of study participants. Making use of these data, this project will use geographical perturbation methods to add noise to the original data to protect confidentiality while at the same time allowing the detailed geo-spatial referencing to be included in the disseminated data. The process includes: The coordinates (locations) will be geographically perturbed (masked) so that they do not reveal the identity of the traveler while at the same time retaining spatial relevance and resolution. Here the limits of the perturbation (minimum and maximum displacement) need to be determined that a) ensure confidentiality and b) minimize the errors introduced to the data. The original and perturbed (masked) data will be compared using various statistical approaches to develop a set of confidence measures for different types of transportation applications. For example, geographically perturbed (masked) may be more robust for automobile travel measures, such as vehicle miles traveled (VMT) or transit accessibility than for detailed pedestrian or bicycle trip attributes. This exercise will allow spatially-explicit OHAS data to be released to the public with some information about the confidence to which it can be applied. These data will be archived at Portland State University and made available to the public. The information and algorithms can be shared with other agencies collecting and archiving travel data, such as the National Household Travel Survey, metropolitan planning organizations and state departments of transportation, to permit wider dissemination of their data. Close