Search

Search Results

• 1. [Article] The World Health Organization Age-Friendly Cities Project in Portland, Oregon, USA

  The older population is increasing in size in Portland, the state of Oregon, the United States, and the rest of the world. Our cities and regions are vital to the support of this demographic shift through ...

  Citation × Citation Citation Abstract Copy Title: The World Health Organization Age-Friendly Cities Project in Portland, Oregon, USA Author: Neal, Margaret B., DeLaTorre, Alan Kenneth Year: 2007 The older population is increasing in size in Portland, the state of Oregon, the United States, and the rest of the world. Our cities and regions are vital to the support of this demographic shift through the provision of quality built environments, services, and social, cultural, and civic engagement opportunities promote healthy and active aging. Over the next 30 years, the Portland-Vancouver metropolitan area will see dramatic growth in the proportion of the population that is aged 65 and older. Although the total population will increase by 47 percent, the 65+ population will more than double, growing by over 137 percent, to comprise 17 percent of the population in 2030, compared to 10.5 percent in 2000. Fueling this increase will be the aging of the baby boomers. As a city and a region, changes that will enhance the quality of life, independence, and well-being of our aging population can be made. These include addressing important needs that are identified, and taking advantage of assets and resources that an older and experienced population provides. Title: The World Health Organization Age-Friendly Cities Project in Portland, Oregon, USA Author: Neal, Margaret B., DeLaTorre, Alan Kenneth Year: 2007 The older population is increasing in size in Portland, the state of Oregon, the United States, and the rest of the world. Our cities and regions are vital to the support of this demographic shift through the provision of quality built environments, services, and social, cultural, and civic engagement opportunities promote healthy and active aging. Over the next 30 years, the Portland-Vancouver metropolitan area will see dramatic growth in the proportion of the population that is aged 65 and older. Although the total population will increase by 47 percent, the 65+ population will more than double, growing by over 137 percent, to comprise 17 percent of the population in 2030, compared to 10.5 percent in 2000. Fueling this increase will be the aging of the baby boomers. As a city and a region, changes that will enhance the quality of life, independence, and well-being of our aging population can be made. These include addressing important needs that are identified, and taking advantage of assets and resources that an older and experienced population provides. Close

• 2. [Article] Demonstrating the Benefits of Green Streets for Active Aging: Initial Findings

  This project will help demonstrate how sustainable ("green") streets contribute to the well-being of a community, including the physical and mental health of older and younger adults, along with the environment ...

  Citation × Citation Citation Abstract Copy Title: Demonstrating the Benefits of Green Streets for Active Aging: Initial Findings Author: Dill, Jennifer, Neal, Margaret B., Shandas, Vivek, Luhr, Gretchen, Adkins, Arlie Steven, Lund, Darin Year: 2010 This project will help demonstrate how sustainable ("green") streets contribute to the well-being of a community, including the physical and mental health of older and younger adults, along with the environment and economy. The project will collect data in Portland, OR neighborhoods to answer the following research questions: Are residents living near sustainable streets more physically active in their neighborhood? Do residents living near sustainable streets interact with neighbors more and demonstrate higher levels of neighborhood social capital? What are residents’ opinions of sustainable streets? Are there variations in responses to sustainable streets by age or other demographics? In particular, how to older adults differ from younger adults? Does the implementation process and design affect green street outcomes? Do sustainable streets affect home values? How do green streets affect stormwater flows, urban heat island, and carbon sequestration in Portland neighborhoods? The project includes a survey of residents in two neighborhoods with green street features and two control neighborhoods; an environmental assessment of the green street treatments; and an analysis of housing values using a hedonic modeling approach. The project will be guided by an Advisory council of members of various stakeholder organizations and representing different types of expertise. Members will include representatives of the city of Portland’s Bureau of the Environmental Services and Office of Transportation, Multnomah County Aging and Disability Services (the local area agency on aging), Elders in Action, (a statewide advocacy group for elders), AARP Oregon, and the neighborhood associations of the four study neighborhoods. Title: Demonstrating the Benefits of Green Streets for Active Aging: Initial Findings Author: Dill, Jennifer, Neal, Margaret B., Shandas, Vivek, Luhr, Gretchen, Adkins, Arlie Steven, Lund, Darin Year: 2010 This project will help demonstrate how sustainable ("green") streets contribute to the well-being of a community, including the physical and mental health of older and younger adults, along with the environment and economy. The project will collect data in Portland, OR neighborhoods to answer the following research questions: Are residents living near sustainable streets more physically active in their neighborhood? Do residents living near sustainable streets interact with neighbors more and demonstrate higher levels of neighborhood social capital? What are residents’ opinions of sustainable streets? Are there variations in responses to sustainable streets by age or other demographics? In particular, how to older adults differ from younger adults? Does the implementation process and design affect green street outcomes? Do sustainable streets affect home values? How do green streets affect stormwater flows, urban heat island, and carbon sequestration in Portland neighborhoods? The project includes a survey of residents in two neighborhoods with green street features and two control neighborhoods; an environmental assessment of the green street treatments; and an analysis of housing values using a hedonic modeling approach. The project will be guided by an Advisory council of members of various stakeholder organizations and representing different types of expertise. Members will include representatives of the city of Portland’s Bureau of the Environmental Services and Office of Transportation, Multnomah County Aging and Disability Services (the local area agency on aging), Elders in Action, (a statewide advocacy group for elders), AARP Oregon, and the neighborhood associations of the four study neighborhoods. Close

• 3. [Article] Forcasting Senior Populations

  This project seeks to: Improve population forecasts for senior populations; Increase awareness of issues related to forecasting senior populations; Provide support to corecasters

  Citation × Citation Citation Abstract Copy Title: Forcasting Senior Populations Author: Lycan, Richard Year: 2014 This project seeks to: Improve population forecasts for senior populations; Increase awareness of issues related to forecasting senior populations; Provide support to corecasters Title: Forcasting Senior Populations Author: Lycan, Richard Year: 2014 This project seeks to: Improve population forecasts for senior populations; Increase awareness of issues related to forecasting senior populations; Provide support to corecasters Close

• 4. [Article] The Older Driver in Oregon: A Survey of Driving Behavior and Cessation

  In a study of older adults and their travel patterns in Oregon, a statewide mail survey and telephone interviews were conducted with older drivers and older adults who had voluntarily chosen to stop driving. ...

  Citation × Citation Citation Abstract Copy Title: The Older Driver in Oregon: A Survey of Driving Behavior and Cessation Author: Neal, Margaret B., Baggett, Sharon, Sullivan, Kathleen A., Mahan, Tyrae Year: 2008 In a study of older adults and their travel patterns in Oregon, a statewide mail survey and telephone interviews were conducted with older drivers and older adults who had voluntarily chosen to stop driving. The purpose of the study was to determine: (1) the factors that influence driving cessation; (2) the physical and emotional barriers that delay driving cessation; (3) what opportunities exist for alternative transportation after driving cessation; (4) whether drivers make relocation decisions on the basis of driving cessation; (5) the warning signs that make a driver stop driving; and (6) whether a crisis situation generally forces a driver to stop driving. Completed mail surveys included those from 342 respondents who were current drivers (184 urban and 141 rural, plus 17 who did not report whether they lived in an urban or rural area) and 158 respondents who had voluntarily ceased driving (110 urban and 37 rural, plus 11 who did not report their urban/rural status). Telephone interviews were completed with 33 urban drivers, 36 rural drivers, 25 urban ceasers, and 6 rural ceasers. Changes in driving patterns, occurred gradually and late, mostly for respondents in their late 70’s or early 80’s. Among the results of the study was the finding that those most likely to have chosen to stop driving were older, depressed females in poorer health who were living in senior housing, using alternative transportation when available, making fewer trips, and seeing fewer limitations associated with using alternative transportation. Relocation to improve access to transportation alternatives was not seen by most respondents as a viable option. Because this study was a cross-sectional, not longitudinal, analysis, it was not possible to determine causality (e.g., to know whether people became depressed as a result of ceasing to drive or being depressed led them to cease driving, or to know whether poor health was the result or cause of driving cessation). Additional research is needed to establish causality, ideally following groups of individuals in particular age cohorts over time, including individuals forced to stop driving through the Medically-At-Risk Program. Such research would enable better understanding of the factors affecting driving decisions and the effects of those decisions, and help to signal possible strategies to implement to encourage the use of alternative transportation. Title: The Older Driver in Oregon: A Survey of Driving Behavior and Cessation Author: Neal, Margaret B., Baggett, Sharon, Sullivan, Kathleen A., Mahan, Tyrae Year: 2008 In a study of older adults and their travel patterns in Oregon, a statewide mail survey and telephone interviews were conducted with older drivers and older adults who had voluntarily chosen to stop driving. The purpose of the study was to determine: (1) the factors that influence driving cessation; (2) the physical and emotional barriers that delay driving cessation; (3) what opportunities exist for alternative transportation after driving cessation; (4) whether drivers make relocation decisions on the basis of driving cessation; (5) the warning signs that make a driver stop driving; and (6) whether a crisis situation generally forces a driver to stop driving. Completed mail surveys included those from 342 respondents who were current drivers (184 urban and 141 rural, plus 17 who did not report whether they lived in an urban or rural area) and 158 respondents who had voluntarily ceased driving (110 urban and 37 rural, plus 11 who did not report their urban/rural status). Telephone interviews were completed with 33 urban drivers, 36 rural drivers, 25 urban ceasers, and 6 rural ceasers. Changes in driving patterns, occurred gradually and late, mostly for respondents in their late 70’s or early 80’s. Among the results of the study was the finding that those most likely to have chosen to stop driving were older, depressed females in poorer health who were living in senior housing, using alternative transportation when available, making fewer trips, and seeing fewer limitations associated with using alternative transportation. Relocation to improve access to transportation alternatives was not seen by most respondents as a viable option. Because this study was a cross-sectional, not longitudinal, analysis, it was not possible to determine causality (e.g., to know whether people became depressed as a result of ceasing to drive or being depressed led them to cease driving, or to know whether poor health was the result or cause of driving cessation). Additional research is needed to establish causality, ideally following groups of individuals in particular age cohorts over time, including individuals forced to stop driving through the Medically-At-Risk Program. Such research would enable better understanding of the factors affecting driving decisions and the effects of those decisions, and help to signal possible strategies to implement to encourage the use of alternative transportation. Close

• 5. [Article] Needs, Costs, and Funding Alternatives for Transportation Services for Older Adults and People with Disabilities in Urban and Rural Oregon

  Portland State University's Institute on Aging and Center for Transportation Studies, along with the Population Research Center, were contracted by the Oregon Department of Transportation (ODOT), via the ...

  Citation × Citation Citation Abstract Copy Title: Needs, Costs, and Funding Alternatives for Transportation Services for Older Adults and People with Disabilities in Urban and Rural Oregon Author: Dill, Jennifer, Neal, Margaret B., Lycan, Richard, Delahanty, Ray, Jacobson, Talia, Smith, Kelly, Tipper, Ariana Year: 2008 Portland State University's Institute on Aging and Center for Transportation Studies, along with the Population Research Center, were contracted by the Oregon Department of Transportation (ODOT), via the Association of Counties, to project the transportation needs and associated costs for elders and people with disabilities from now to 2030. The study also identified and assessed the feasibility of funding alternatives to address the needs identified. Conducted by a multidisciplinary team of faculty and graduate students, the project was guided by a work group whose membership consisted of ODOT and Department of Human Services (DHS) employees and other stakeholders, and by a steering committee composed of various other stakeholders. Both groups provided feedback, ensured the interests of affected parties were addressed, and provided a forum for public input. There also was a public comment period. Existing sources of information were used, including census data, studies identified through an extensive review of the literature, statewide reports such as the Oregon DHS report on the Future of Long Term Care, locally adopted transportation plans, and ODOT public transit operations data. Once the use of and costs pertaining to existing transit service were established, the gap between the current level of service delivery and unmet needs for service was determined, and cost projections were made based on both, using an inflation factor determined in concert with the advisory groups. The findings and policy implications of the study are described, along with future research needs. Title: Needs, Costs, and Funding Alternatives for Transportation Services for Older Adults and People with Disabilities in Urban and Rural Oregon Author: Dill, Jennifer, Neal, Margaret B., Lycan, Richard, Delahanty, Ray, Jacobson, Talia, Smith, Kelly, Tipper, Ariana Year: 2008 Portland State University's Institute on Aging and Center for Transportation Studies, along with the Population Research Center, were contracted by the Oregon Department of Transportation (ODOT), via the Association of Counties, to project the transportation needs and associated costs for elders and people with disabilities from now to 2030. The study also identified and assessed the feasibility of funding alternatives to address the needs identified. Conducted by a multidisciplinary team of faculty and graduate students, the project was guided by a work group whose membership consisted of ODOT and Department of Human Services (DHS) employees and other stakeholders, and by a steering committee composed of various other stakeholders. Both groups provided feedback, ensured the interests of affected parties were addressed, and provided a forum for public input. There also was a public comment period. Existing sources of information were used, including census data, studies identified through an extensive review of the literature, statewide reports such as the Oregon DHS report on the Future of Long Term Care, locally adopted transportation plans, and ODOT public transit operations data. Once the use of and costs pertaining to existing transit service were established, the gap between the current level of service delivery and unmet needs for service was determined, and cost projections were made based on both, using an inflation factor determined in concert with the advisory groups. The findings and policy implications of the study are described, along with future research needs. Close

• 6. [Article] Lane Transit District Integrated Functional Transportation Assessment Project: Findings from a Case Study and Developmental Evaluation

  This report describes the results of a case study and developmental evaluation of Lane Transit District's innovative project to develop an integrated functional assessment for transportation services, ...

  Citation × Citation Citation Abstract Copy Title: Lane Transit District Integrated Functional Transportation Assessment Project: Findings from a Case Study and Developmental Evaluation Author: Neal, Margaret B., Eliot, Susan, Person, Mark, Lottes, Jost Year: 2011 This report describes the results of a case study and developmental evaluation of Lane Transit District's innovative project to develop an integrated functional assessment for transportation services, referred to here simply as the Transportation Assessment Project (TAP). The TAP is unique in that it is a collaborative effort between a public transit agency and local human service agencies to blend traditionally separate assessments for eligibility for transportation services. Specifically, in the TAP, Lane Transit District subcontracts with human services agencies to conduct personalized in-home assessments with individuals with special transportation needs and who are requesting paratransit rides. While in the home assessing an individual’s transportation needs and abilities, human service workers act as a gateway to other social services, as well. The goal of the TAP is to provide access to the most appropriate transportation services when and where individuals need them, in the most personalized, streamlined, and cost-effective way. The TAP has been fully operational for one year following a development and start-up period. There has been considerable interest internally, in the state, and throughout the U.S. in how the project began and how it is working to date. As a result, the project's leaders boldly decided to commission a study. Conducted in the summer of 2011, this case study analysis generated a rich and multi-faceted picture, at one point in time, of this unique, collaborative project for assessing individuals’ transportation needs and capabilities while, at the same time, connecting people to the local human services network. Due to the early timing of the study (prior to the ability of the program to demonstrate attributable impacts), the study also serves as a process evaluation designed to document how the TAP was ideally supposed to work, how it is actuallyworking, and how it could be improved. In addition to the developmental findings, this report contains a detailed history and description of the TAP, an estimation of how easily the program can be replicated and recommendations for enhancement of this innovative human service-transportation delivery model. Because of the dynamic nature of the project, it is important to note that the findings reported here represent only a slice-in-time view. Already changes have been made in the project since the data were gathered and analyzed. Title: Lane Transit District Integrated Functional Transportation Assessment Project: Findings from a Case Study and Developmental Evaluation Author: Neal, Margaret B., Eliot, Susan, Person, Mark, Lottes, Jost Year: 2011 This report describes the results of a case study and developmental evaluation of Lane Transit District's innovative project to develop an integrated functional assessment for transportation services, referred to here simply as the Transportation Assessment Project (TAP). The TAP is unique in that it is a collaborative effort between a public transit agency and local human service agencies to blend traditionally separate assessments for eligibility for transportation services. Specifically, in the TAP, Lane Transit District subcontracts with human services agencies to conduct personalized in-home assessments with individuals with special transportation needs and who are requesting paratransit rides. While in the home assessing an individual’s transportation needs and abilities, human service workers act as a gateway to other social services, as well. The goal of the TAP is to provide access to the most appropriate transportation services when and where individuals need them, in the most personalized, streamlined, and cost-effective way. The TAP has been fully operational for one year following a development and start-up period. There has been considerable interest internally, in the state, and throughout the U.S. in how the project began and how it is working to date. As a result, the project's leaders boldly decided to commission a study. Conducted in the summer of 2011, this case study analysis generated a rich and multi-faceted picture, at one point in time, of this unique, collaborative project for assessing individuals’ transportation needs and capabilities while, at the same time, connecting people to the local human services network. Due to the early timing of the study (prior to the ability of the program to demonstrate attributable impacts), the study also serves as a process evaluation designed to document how the TAP was ideally supposed to work, how it is actuallyworking, and how it could be improved. In addition to the developmental findings, this report contains a detailed history and description of the TAP, an estimation of how easily the program can be replicated and recommendations for enhancement of this innovative human service-transportation delivery model. Because of the dynamic nature of the project, it is important to note that the findings reported here represent only a slice-in-time view. Already changes have been made in the project since the data were gathered and analyzed. Close