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• 11. [Article] Equity Analysis of Portland’s Draft Bicycle Master Plan – Findings

  Portland's current bicycle network has brought the city into the national spotlight as a leader in the provision of cycling infrastructure. As the city looks forward to 2030 with ambitions of becoming ...

  Citation × Citation Citation Abstract Copy Title: Equity Analysis of Portland’s Draft Bicycle Master Plan – Findings Author: Dill, Jennifer, Haggerty, Brendon Year: 2009 Portland's current bicycle network has brought the city into the national spotlight as a leader in the provision of cycling infrastructure. As the city looks forward to 2030 with ambitions of becoming a truly world-class bicycling city, it is clear that if the Draft Plan is fully implemented, nearly all of the city will be covered by a dense network of bikeways. The question of equity in the future is therefore not so much one of network coverage or lack of coverage, but of project priority and timing of implementation. The current network, while outstanding relative to other cities, nevertheless has certain service gaps where network coverage is sparse. Identifying where service gaps overlap with disadvantaged populations can help the city prioritize projects from the Draft Plan to serve these groups. The approach of this study was guided by a Public Health/Equity Objective developed during the planning process. This objective urged action to "perform equity gap analysis that includes demographic/income indicators overlaid with existing bike facility gap analysis to inform priority settings where people live, learn, work, and play." In addition to these four categories, we also address bicycle access to transit in recognition of the reality that many outlying neighborhoods are not within a 3-mile bikeable distance to important destinations. Title: Equity Analysis of Portland’s Draft Bicycle Master Plan – Findings Author: Dill, Jennifer, Haggerty, Brendon Year: 2009 Portland's current bicycle network has brought the city into the national spotlight as a leader in the provision of cycling infrastructure. As the city looks forward to 2030 with ambitions of becoming a truly world-class bicycling city, it is clear that if the Draft Plan is fully implemented, nearly all of the city will be covered by a dense network of bikeways. The question of equity in the future is therefore not so much one of network coverage or lack of coverage, but of project priority and timing of implementation. The current network, while outstanding relative to other cities, nevertheless has certain service gaps where network coverage is sparse. Identifying where service gaps overlap with disadvantaged populations can help the city prioritize projects from the Draft Plan to serve these groups. The approach of this study was guided by a Public Health/Equity Objective developed during the planning process. This objective urged action to "perform equity gap analysis that includes demographic/income indicators overlaid with existing bike facility gap analysis to inform priority settings where people live, learn, work, and play." In addition to these four categories, we also address bicycle access to transit in recognition of the reality that many outlying neighborhoods are not within a 3-mile bikeable distance to important destinations. Close

• 12. [Article] Development of a Pedestrian Demand Estimation Tool: a Destination Choice Model

  There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Planners, engineers, and others seek improved tools to estimate ...

  Citation × Citation Citation Abstract Copy Title: Development of a Pedestrian Demand Estimation Tool: a Destination Choice Model Author: Muhs, Christopher D., Clifton, Kelly, Singleton, Patrick Allen, Schneider, Robert J. Year: 2015 There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Planners, engineers, and others seek improved tools to estimate pedestrian demand that are sensitive to environmental and demographic factors at the appropriate scale in order to aid policy-relevant issues like air quality, public health, and smart allocation of infrastructure and other resources. Further, in the travel demand forecasting realm, tools of this kind are difficult to implement due to the use of spatial scales of analysis that are oriented towards motorized modes, vast data requirements, and computer processing limitations. To address these issues, a two-phase project between Portland State University and Oregon Metro is underway to develop a robust pedestrian planning method for use in regional travel demand models. The first phase, completed in 2013, utilizes a tool that predicts the number of walking trips generated with spatial acuity, based on a new measure of the pedestrian environment and a micro-level unit of analysis. Currently, phase two is building upon this tool to predict the distribution of walking trips, connecting the origins predicted in phase one to destinations. This presentation will focus on phase two, which is one of the first studies to focus on destination choices among pedestrians separately from other modes. The approach can be extended to identify the spatial extent of potential pedestrian paths to these destinations. Ultimately, the products developed from the research can estimate various aspects of pedestrian demand – trip generation, trip distribution, and areas of potential pedestrian activity. These tools will add to the analytical methods available for transportation modeling, pedestrian and safety analysis, health assessments, and other pedestrian planning applications. Title: Development of a Pedestrian Demand Estimation Tool: a Destination Choice Model Author: Muhs, Christopher D., Clifton, Kelly, Singleton, Patrick Allen, Schneider, Robert J. Year: 2015 There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Planners, engineers, and others seek improved tools to estimate pedestrian demand that are sensitive to environmental and demographic factors at the appropriate scale in order to aid policy-relevant issues like air quality, public health, and smart allocation of infrastructure and other resources. Further, in the travel demand forecasting realm, tools of this kind are difficult to implement due to the use of spatial scales of analysis that are oriented towards motorized modes, vast data requirements, and computer processing limitations. To address these issues, a two-phase project between Portland State University and Oregon Metro is underway to develop a robust pedestrian planning method for use in regional travel demand models. The first phase, completed in 2013, utilizes a tool that predicts the number of walking trips generated with spatial acuity, based on a new measure of the pedestrian environment and a micro-level unit of analysis. Currently, phase two is building upon this tool to predict the distribution of walking trips, connecting the origins predicted in phase one to destinations. This presentation will focus on phase two, which is one of the first studies to focus on destination choices among pedestrians separately from other modes. The approach can be extended to identify the spatial extent of potential pedestrian paths to these destinations. Ultimately, the products developed from the research can estimate various aspects of pedestrian demand – trip generation, trip distribution, and areas of potential pedestrian activity. These tools will add to the analytical methods available for transportation modeling, pedestrian and safety analysis, health assessments, and other pedestrian planning applications. Close

• 13. [Article] Narratives of Marginalized Cyclists: Understanding Obstacles to Utilitarian Cycling Among Women and Minorities in Portland, OR

  Research has demonstrated that everyday or utilitarian forms of cycling are most likely to generate positive population-level health impacts (Garrard et al., 2012), yet significant deterrents to routine ...

  Citation × Citation Citation Abstract Copy Title: Narratives of Marginalized Cyclists: Understanding Obstacles to Utilitarian Cycling Among Women and Minorities in Portland, OR Author: Lubitow, Amy Year: 2017 Research has demonstrated that everyday or utilitarian forms of cycling are most likely to generate positive population-level health impacts (Garrard et al., 2012), yet significant deterrents to routine cycling remain, particularly for women and minorities. The primary aim of this project was to conduct a qualitative interview study that generated rich, narrative data regarding obstacles to routine or utilitarian cycling for women and minorities who already see biking as a viable form of transit, but who make relatively few bike trips. A secondary aim of the project was to develop a set of specific interventions that have the potential to increase cycling trips within these demographic groups. Findings suggest that barriers for marginalized cyclists range from concerns about infrastructure limitations to overt racial and gender discrimination experienced while riding. Data also shed light on the unique social position of mothers, who often face challenges transporting children. These findings suggest that cycling mobilities are critically linked to intersecting and overlapping identities, and that efforts to increase diversity in bike ridership must acknowledge the unique challenges experienced by marginalized groups. Title: Narratives of Marginalized Cyclists: Understanding Obstacles to Utilitarian Cycling Among Women and Minorities in Portland, OR Author: Lubitow, Amy Year: 2017 Research has demonstrated that everyday or utilitarian forms of cycling are most likely to generate positive population-level health impacts (Garrard et al., 2012), yet significant deterrents to routine cycling remain, particularly for women and minorities. The primary aim of this project was to conduct a qualitative interview study that generated rich, narrative data regarding obstacles to routine or utilitarian cycling for women and minorities who already see biking as a viable form of transit, but who make relatively few bike trips. A secondary aim of the project was to develop a set of specific interventions that have the potential to increase cycling trips within these demographic groups. Findings suggest that barriers for marginalized cyclists range from concerns about infrastructure limitations to overt racial and gender discrimination experienced while riding. Data also shed light on the unique social position of mothers, who often face challenges transporting children. These findings suggest that cycling mobilities are critically linked to intersecting and overlapping identities, and that efforts to increase diversity in bike ridership must acknowledge the unique challenges experienced by marginalized groups. Close

• 14. [Article] Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies

  The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current ...

  Citation × Citation Citation Abstract Copy Title: Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies Author: Margerum, Richard D., Bartholomew, Keith, Lewis, Rebecca, Parker, Robert, Dobrinich, Stephen Year: 2017 The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current or future access to transit. This study examines the programs and policies in the Salt Lake City and Denver regions to examine regional vision influence on local planning and the opportunities and constraints facing centers. The research team analyzed local plans over the past several decades, interviewed planners, and examined demographic, land use and transportation characteristics in select centers across the region. We found that the regional vision had a moderate influence on local planning, due to vague definitions and criteria. However, light rail investment and market forces have had a more substantial influence—resulting in cities developing supportive transit oriented development policies. While over 100 centers have been designated, many face significant challenges to support regional goals, particularly because many light rail lines were located along rail and freeway alignments. A limited number of “tipping point centers” already contain the necessary elements to be successful with city and private investment. Many “greenfield centers” offer significant future opportunity for development, but their suburban location and infrastructure needs present significant costs and challenges. Many other “redevelopment centers” are dominated by industrial, commercial or office development, and the land use and transportation patterns within these centers present substantial hurdles that may limit their potential to achieve regional goals. Title: Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies Author: Margerum, Richard D., Bartholomew, Keith, Lewis, Rebecca, Parker, Robert, Dobrinich, Stephen Year: 2017 The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current or future access to transit. This study examines the programs and policies in the Salt Lake City and Denver regions to examine regional vision influence on local planning and the opportunities and constraints facing centers. The research team analyzed local plans over the past several decades, interviewed planners, and examined demographic, land use and transportation characteristics in select centers across the region. We found that the regional vision had a moderate influence on local planning, due to vague definitions and criteria. However, light rail investment and market forces have had a more substantial influence—resulting in cities developing supportive transit oriented development policies. While over 100 centers have been designated, many face significant challenges to support regional goals, particularly because many light rail lines were located along rail and freeway alignments. A limited number of “tipping point centers” already contain the necessary elements to be successful with city and private investment. Many “greenfield centers” offer significant future opportunity for development, but their suburban location and infrastructure needs present significant costs and challenges. Many other “redevelopment centers” are dominated by industrial, commercial or office development, and the land use and transportation patterns within these centers present substantial hurdles that may limit their potential to achieve regional goals. Close

• 15. [Article] Understanding Social Media Program Usage in Public Transit Agencies

  Social media has been gaining prominence in public transit agencies in their communication strategies and daily management. This study aims to better understand recent trends in social media usage in public ...

  Citation × Citation Citation Abstract Copy Title: Understanding Social Media Program Usage in Public Transit Agencies Author: Liu, Jenny H., Shi, Wei, Elrahman, O. A., Ban, Xuegang, Reilly, Jack M. Year: 2016 Social media has been gaining prominence in public transit agencies in their communication strategies and daily management. This study aims to better understand recent trends in social media usage in public transit agencies, to examine which agencies use what kind of social media programs for what purposes, and how they measure their programs. A survey was conducted of the top transit agencies in the nation, and results are examined through descriptive statistical analysis, correlation analysis and regression modeling. We found that while most agencies still lack clearly-defined goals and performance metrics to guide their social media development, many are increasing their social media capacity with more structural components. Public transit service usage and the level of transit service provision are the most significant determinants of agencies’ social media programming and resource investments. In contrast, the measurement of social media usage and outcomes is more significantly related to city attributes and demographic characteristics. We anticipate an increase in the usage of social media to convey transit related stories and livability benefits, such as environmental sensitivity or safety improvements, as these programs expand. Public transit agencies’ commitment to measuring social media outcomes underscores the future research need to develop best practices for measuring the impacts and performance of social media communications and investments. Title: Understanding Social Media Program Usage in Public Transit Agencies Author: Liu, Jenny H., Shi, Wei, Elrahman, O. A., Ban, Xuegang, Reilly, Jack M. Year: 2016 Social media has been gaining prominence in public transit agencies in their communication strategies and daily management. This study aims to better understand recent trends in social media usage in public transit agencies, to examine which agencies use what kind of social media programs for what purposes, and how they measure their programs. A survey was conducted of the top transit agencies in the nation, and results are examined through descriptive statistical analysis, correlation analysis and regression modeling. We found that while most agencies still lack clearly-defined goals and performance metrics to guide their social media development, many are increasing their social media capacity with more structural components. Public transit service usage and the level of transit service provision are the most significant determinants of agencies’ social media programming and resource investments. In contrast, the measurement of social media usage and outcomes is more significantly related to city attributes and demographic characteristics. We anticipate an increase in the usage of social media to convey transit related stories and livability benefits, such as environmental sensitivity or safety improvements, as these programs expand. Public transit agencies’ commitment to measuring social media outcomes underscores the future research need to develop best practices for measuring the impacts and performance of social media communications and investments. Close

• 16. [Article] The Bridge and the City

  Daniel Biau, international consultant, civil engineer and author of The Bridge and the City: A Universal Love Story, will share insights on urbanization and bridges. Across countries and centuries, the ...

  Citation × Citation Citation Abstract Copy Title: The Bridge and the City Author: Biau, Daniel Year: 2016 Daniel Biau, international consultant, civil engineer and author of The Bridge and the City: A Universal Love Story, will share insights on urbanization and bridges. Across countries and centuries, the session will explore a fundamental social and demographic change: the emergence of a planet of towns and cities. But it will look at this densification of human and economic relations through a specific lens, the increased connectivity triggered by strategic urban bridges. As places of encounters and exchanges, bridges have played a major role in the urbanization of our planet. With reference to twenty-four world cities, the presentation will explain how these monuments have influenced urban development over all continents. The most fascinating cities in Europe (Paris, Rome, Istanbul, Saint-Petersburg, London) all possess fantastic bridges. The same could be said about North American cities (New York, San Francisco, Portland, Chicago) and cities in other regions of the world. Besides, the most famous bridges have almost always been erected at a critical juncture in the history of their host cities. It could be argued that “the bridge makes the city” because, in history, the city reaches a new dimension when its “grand” bridge is inaugurated. Bridges can be seen as founding milestones, buttonholes and laces of the urban fabric, as well as signatures of the built environment. As architectural objects and engineering feats, they directly reflect the technical achievements and aesthetical values of their time, as well as the socio-cultural and economic context of their construction. The lecture will illustrate a universal relationship, over space and time, from Rome and its Ponte Sant’Angelo (134) and Paris and its Pont-Neuf (1607) to New York and its Brooklyn Bridge (1883) and Shanghai and its Nanpu Da Qiao (1991). It will also draw lessons from that history for contemporary urban planning. Title: The Bridge and the City Author: Biau, Daniel Year: 2016 Daniel Biau, international consultant, civil engineer and author of The Bridge and the City: A Universal Love Story, will share insights on urbanization and bridges. Across countries and centuries, the session will explore a fundamental social and demographic change: the emergence of a planet of towns and cities. But it will look at this densification of human and economic relations through a specific lens, the increased connectivity triggered by strategic urban bridges. As places of encounters and exchanges, bridges have played a major role in the urbanization of our planet. With reference to twenty-four world cities, the presentation will explain how these monuments have influenced urban development over all continents. The most fascinating cities in Europe (Paris, Rome, Istanbul, Saint-Petersburg, London) all possess fantastic bridges. The same could be said about North American cities (New York, San Francisco, Portland, Chicago) and cities in other regions of the world. Besides, the most famous bridges have almost always been erected at a critical juncture in the history of their host cities. It could be argued that “the bridge makes the city” because, in history, the city reaches a new dimension when its “grand” bridge is inaugurated. Bridges can be seen as founding milestones, buttonholes and laces of the urban fabric, as well as signatures of the built environment. As architectural objects and engineering feats, they directly reflect the technical achievements and aesthetical values of their time, as well as the socio-cultural and economic context of their construction. The lecture will illustrate a universal relationship, over space and time, from Rome and its Ponte Sant’Angelo (134) and Paris and its Pont-Neuf (1607) to New York and its Brooklyn Bridge (1883) and Shanghai and its Nanpu Da Qiao (1991). It will also draw lessons from that history for contemporary urban planning. Close

• 17. [Article] Factors Affecting Behavioral Changes in Response to Road Fees: Some Analyses of the Effect of Attitudes, Transit Access, and Fuel Efficiency on Changes in Miles Driven

  Objective The Oregon Department of Transportation conducted a test of an innovative technology to replace fuel taxes with mileage fees. In the test, some vehicles were charged a flat fee per mile and others ...

  Citation × Citation Citation Abstract Copy Title: Factors Affecting Behavioral Changes in Response to Road Fees: Some Analyses of the Effect of Attitudes, Transit Access, and Fuel Efficiency on Changes in Miles Driven Author: Rufolo, Anthony M. Year: 2009 Objective The Oregon Department of Transportation conducted a test of an innovative technology to replace fuel taxes with mileage fees. In the test, some vehicles were charged a flat fee per mile and others were charged differential fees that were higher for travel in the Portland metropolitan area during weekday peak hours and lower for other travel. I was charged with developing the database for the project and analyzing the behavioral responses of the participants. The database is quite extensive, including responses to three surveys as well as information on mileage in various categories. The experiment ended on April 1, 2007 and the final report on the project is due June 30, 2007. This is also the time when funding for the project will end. The final report will include information on key behavioral changes, such as the reduction in miles traveled per day during the peak for the congestion charge group. However, the database has the potential for much more extensive analysis. In addition, a different type of congestion charging experiment was conducted by the Puget Sound Regional Council, and a public use dataset from that experiment is expected to become available within the next six months. The objective of this proposal is to extend the analysis of changes in behavior by subjects in the ODOT Road User Fee Pilot Project, and to draw on other sources, such as the Puget Sound project, to compare the behavioral changes observed in this experiment with those found in other contexts. Scope A substantial amount of data was collected on participants in the Oregon Road User Fee Pilot Project. Basic analysis of the data is being conducted as part of the project. However, there is potential to gain further information on characteristics that caused or prevented changes in participants’ driving patterns. For example, participants were asked the distance from their home to the nearest transit stop, but that was the only information on transit service that was available for analysis. It would be possible to use the participant’s address to generate much more comprehensive measures of transit service availability to determine whether these other dimensions of transit service affected the response to road pricing. In addition, information on day of week and morning versus evening peak travel is being aggregated for the existing study, but this data holds the potential for further information on the nature of the responses. Methodology A variety of statistical analyses will be conducted to evaluate both the extent of response to a vehicle mileage fee and the interaction with both demographic and attitudinal characteristics of the participants. A GIS analysis will be used to link household location with better measures of transit service. Results Results would include a better understanding of how pricing interacts with other factors in affecting driving patterns and in particular in affecting driving during peak periods. It would also provide a better understanding of the revenue potential from such charges. Title: Factors Affecting Behavioral Changes in Response to Road Fees: Some Analyses of the Effect of Attitudes, Transit Access, and Fuel Efficiency on Changes in Miles Driven Author: Rufolo, Anthony M. Year: 2009 Objective The Oregon Department of Transportation conducted a test of an innovative technology to replace fuel taxes with mileage fees. In the test, some vehicles were charged a flat fee per mile and others were charged differential fees that were higher for travel in the Portland metropolitan area during weekday peak hours and lower for other travel. I was charged with developing the database for the project and analyzing the behavioral responses of the participants. The database is quite extensive, including responses to three surveys as well as information on mileage in various categories. The experiment ended on April 1, 2007 and the final report on the project is due June 30, 2007. This is also the time when funding for the project will end. The final report will include information on key behavioral changes, such as the reduction in miles traveled per day during the peak for the congestion charge group. However, the database has the potential for much more extensive analysis. In addition, a different type of congestion charging experiment was conducted by the Puget Sound Regional Council, and a public use dataset from that experiment is expected to become available within the next six months. The objective of this proposal is to extend the analysis of changes in behavior by subjects in the ODOT Road User Fee Pilot Project, and to draw on other sources, such as the Puget Sound project, to compare the behavioral changes observed in this experiment with those found in other contexts. Scope A substantial amount of data was collected on participants in the Oregon Road User Fee Pilot Project. Basic analysis of the data is being conducted as part of the project. However, there is potential to gain further information on characteristics that caused or prevented changes in participants’ driving patterns. For example, participants were asked the distance from their home to the nearest transit stop, but that was the only information on transit service that was available for analysis. It would be possible to use the participant’s address to generate much more comprehensive measures of transit service availability to determine whether these other dimensions of transit service affected the response to road pricing. In addition, information on day of week and morning versus evening peak travel is being aggregated for the existing study, but this data holds the potential for further information on the nature of the responses. Methodology A variety of statistical analyses will be conducted to evaluate both the extent of response to a vehicle mileage fee and the interaction with both demographic and attitudinal characteristics of the participants. A GIS analysis will be used to link household location with better measures of transit service. Results Results would include a better understanding of how pricing interacts with other factors in affecting driving patterns and in particular in affecting driving during peak periods. It would also provide a better understanding of the revenue potential from such charges. Close

• 18. [Article] The Effects of Commuter Rail on Population Deconcentration and Commuting: A Salt Lake City Case Study

  All transportation systems have the ability to transform human settlement patterns, which can affect a range of social, economic and environmental issues. Considering investments in rail infrastructure ...

  Citation × Citation Citation Abstract Copy Title: The Effects of Commuter Rail on Population Deconcentration and Commuting: A Salt Lake City Case Study Author: Ganning, Joanna, Beaudoin, Mercedes, Brewer, Simon, Kim, Keuntae, Park, Keunhyun Year: 2016 All transportation systems have the ability to transform human settlement patterns, which can affect a range of social, economic and environmental issues. Considering investments in rail infrastructure have increased in recent decades (Bureau of Transportation Statistics, 2007; Israel & Cohen-Blankshtain, 2010), it is important for planners and researchers to understand how these rail systems influence land use, metropolitan development patterns, and population migration. The following paragraphs summarize the studies and their findings. The Effects of Commuter Rail Establishment on the Relationships between the Built Environment, Travel Behavior, and Residential Self- Selection (RSS): To help regional and transportation planners better understand the role that commuter rail plays in directing intra-regional development, this chapter provides a longitudinal investigation of the influence of commuter rail on surrounding neighborhoods’ RSS, travel behavior and the built environment. We first analyze the role of commuter rail establishment in influencing change in neighborhood-level demographics, housing and economics (signs of RSS), and travel behavior. Second, we compare surveyed commuter rail riders to residents of the commuter rail stations’ host and neighboring areas. The results indicate that the development of commuter rail does not alter the host tracts in any of the characteristics observed, but rather suppresses population growth in neighboring tracts. Paired with direct evidence from a commuter rail user survey, we conclude that the use of commuter rail is more likely influenced by the built environment than by RSS. The Effects of Commuter Rail Establishment on Population Deconcentration: Research to date has not established the efficacy of commuter rail systems in attracting migrants most likely to use such an amenity. Through the application of a modified population deconcentration model, this chapter finds that the provision of a commuter rail station significantly increases neighborhood-level out-commuting and gross migration, which signals success in attracting migrants requiring commuting infrastructure. These findings also signal that commuter rail encourages regional population deconcentration, but the evidence is insufficient to form a conclusion and the evidence from Chapters 2 and 4 signal otherwise. Developing an Agent-Based Model (ABM) For Estimation of Land Use Changes around Commuter Rail Stations over Time: This chapter improves the understanding of commuter rails’ effect on future land use changes through spatial interaction modeling. In particular, we develop an innovative agent-based model (ABM) that allows us to estimate and visualize the probability of land use changes per parcel based on proximity to commuter rail stations, freeway exits, and the region’s central business district. Briefly, this chapter concludes that the development of a commuter rail station is statistically significantly associated with decreases in single-family residential land use near the station, which is met by increases in multifamily and mixed-use development. The spatial effects of stations on individual land uses vary by land use type, and no generalizable area of influence could be established. This report points to potential future research, as well as implications for planning practitioners. Title: The Effects of Commuter Rail on Population Deconcentration and Commuting: A Salt Lake City Case Study Author: Ganning, Joanna, Beaudoin, Mercedes, Brewer, Simon, Kim, Keuntae, Park, Keunhyun Year: 2016 All transportation systems have the ability to transform human settlement patterns, which can affect a range of social, economic and environmental issues. Considering investments in rail infrastructure have increased in recent decades (Bureau of Transportation Statistics, 2007; Israel & Cohen-Blankshtain, 2010), it is important for planners and researchers to understand how these rail systems influence land use, metropolitan development patterns, and population migration. The following paragraphs summarize the studies and their findings. The Effects of Commuter Rail Establishment on the Relationships between the Built Environment, Travel Behavior, and Residential Self- Selection (RSS): To help regional and transportation planners better understand the role that commuter rail plays in directing intra-regional development, this chapter provides a longitudinal investigation of the influence of commuter rail on surrounding neighborhoods’ RSS, travel behavior and the built environment. We first analyze the role of commuter rail establishment in influencing change in neighborhood-level demographics, housing and economics (signs of RSS), and travel behavior. Second, we compare surveyed commuter rail riders to residents of the commuter rail stations’ host and neighboring areas. The results indicate that the development of commuter rail does not alter the host tracts in any of the characteristics observed, but rather suppresses population growth in neighboring tracts. Paired with direct evidence from a commuter rail user survey, we conclude that the use of commuter rail is more likely influenced by the built environment than by RSS. The Effects of Commuter Rail Establishment on Population Deconcentration: Research to date has not established the efficacy of commuter rail systems in attracting migrants most likely to use such an amenity. Through the application of a modified population deconcentration model, this chapter finds that the provision of a commuter rail station significantly increases neighborhood-level out-commuting and gross migration, which signals success in attracting migrants requiring commuting infrastructure. These findings also signal that commuter rail encourages regional population deconcentration, but the evidence is insufficient to form a conclusion and the evidence from Chapters 2 and 4 signal otherwise. Developing an Agent-Based Model (ABM) For Estimation of Land Use Changes around Commuter Rail Stations over Time: This chapter improves the understanding of commuter rails’ effect on future land use changes through spatial interaction modeling. In particular, we develop an innovative agent-based model (ABM) that allows us to estimate and visualize the probability of land use changes per parcel based on proximity to commuter rail stations, freeway exits, and the region’s central business district. Briefly, this chapter concludes that the development of a commuter rail station is statistically significantly associated with decreases in single-family residential land use near the station, which is met by increases in multifamily and mixed-use development. The spatial effects of stations on individual land uses vary by land use type, and no generalizable area of influence could be established. This report points to potential future research, as well as implications for planning practitioners. Close

• 19. [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

• 20. [Article] Assessing Transit Fare Equity in Utah Using a Geographic Information System

  The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately ...

  Citation × Citation Citation Abstract Copy Title: Assessing Transit Fare Equity in Utah Using a Geographic Information System Author: Farber, Steven, Batholomew, Keith, Li, Xiao, Paez, Antonio, Nurul Habib, Khandker M. Year: 2014 The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately favor or penalize different subgroups of a population based on variations in settlement patterns, travel needs, and most importantly, transit use. According to federal law, such disparities must be evaluated by the transit agency, but the area-based techniques identified by the Federal Transit Authority for assessing discrimination fail to account for disparities in distances travelled by transit users. This means that transit agencies currently lack guidelines for assessing the social equity impacts of replacing flat fare with distance-based fare structures. Our solution is to incorporate a joint ordinal-continuous model of trip generation and distance travelled into a GIS Decision Support System. The system enables a transit planner to visualize and compare estimated distances travelled and transit-cost maps for different population profiles and fare structures. We apply the method to a case study in the Wasatch Front, Utah, where the Utah Transit Authority is exploring a switch to a distance-based fare structure. The analysis reveals that overall distance-based fares benefit low-income, elderly, and non-white populations. However, the effect is geographically uneven, and may be negative for members of these groups living on the urban fringe. The research discusses a potential conflict between policies designed to promote equity and those intended to increase discretionary ridership. For example, increasing fares for longdistance discretionary riders travelling from suburban light-rail stations to the central business district may have a negative impact on ridership, despite being economically more efficient through cost-recapturing. At the same time, reducing fares for short-distance trips that are currently too expensive compared to private automobile travel may attract new riders. A full cost-benefit analysis sensitive to heterogeneous price elasticity is recommended for future research. It is also noted that the research findings are dependent on the current spatial distributions of population segments and travel patterns. The equity benefits of distance-based fares are primarily derived from residential clustering of low-income and minority groups in more compact urban areas near the center of the city. Demographic trends, such as inner-city gentrification and suburban aging-in-place, may impose increased travel demands on low income and elderly riders, nullifying future equity gains made by a transition to distance-based fares. Title: Assessing Transit Fare Equity in Utah Using a Geographic Information System Author: Farber, Steven, Batholomew, Keith, Li, Xiao, Paez, Antonio, Nurul Habib, Khandker M. Year: 2014 The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately favor or penalize different subgroups of a population based on variations in settlement patterns, travel needs, and most importantly, transit use. According to federal law, such disparities must be evaluated by the transit agency, but the area-based techniques identified by the Federal Transit Authority for assessing discrimination fail to account for disparities in distances travelled by transit users. This means that transit agencies currently lack guidelines for assessing the social equity impacts of replacing flat fare with distance-based fare structures. Our solution is to incorporate a joint ordinal-continuous model of trip generation and distance travelled into a GIS Decision Support System. The system enables a transit planner to visualize and compare estimated distances travelled and transit-cost maps for different population profiles and fare structures. We apply the method to a case study in the Wasatch Front, Utah, where the Utah Transit Authority is exploring a switch to a distance-based fare structure. The analysis reveals that overall distance-based fares benefit low-income, elderly, and non-white populations. However, the effect is geographically uneven, and may be negative for members of these groups living on the urban fringe. The research discusses a potential conflict between policies designed to promote equity and those intended to increase discretionary ridership. For example, increasing fares for longdistance discretionary riders travelling from suburban light-rail stations to the central business district may have a negative impact on ridership, despite being economically more efficient through cost-recapturing. At the same time, reducing fares for short-distance trips that are currently too expensive compared to private automobile travel may attract new riders. A full cost-benefit analysis sensitive to heterogeneous price elasticity is recommended for future research. It is also noted that the research findings are dependent on the current spatial distributions of population segments and travel patterns. The equity benefits of distance-based fares are primarily derived from residential clustering of low-income and minority groups in more compact urban areas near the center of the city. Demographic trends, such as inner-city gentrification and suburban aging-in-place, may impose increased travel demands on low income and elderly riders, nullifying future equity gains made by a transition to distance-based fares. Close