Search

Search Results

• 31. [Article] Portland Notice of Adopted Amendment A (2014-13-08)

  Citation × Citation Citation Abstract Copy Title: Portland Notice of Adopted Amendment A (2014-13-08) Author: City of Portland Year: 2015 Title: Portland Notice of Adopted Amendment A (2014-13-08) Author: City of Portland Year: 2015 Close

• 32. [Article] Portland Notice of Adopted Amendment B (2015-11-02)

  Citation × Citation Citation Abstract Copy Title: Portland Notice of Adopted Amendment B (2015-11-02) Author: City of Portland Year: 2015 Title: Portland Notice of Adopted Amendment B (2015-11-02) Author: City of Portland Year: 2015 Close

• 33. [Article] Salem Notice of Adopted Amendment (2015-16-01)

  Citation × Citation Citation Abstract Copy Title: Salem Notice of Adopted Amendment (2015-16-01) Author: City of Salem Year: 2015 Title: Salem Notice of Adopted Amendment (2015-16-01) Author: City of Salem Year: 2015 Close

• 34. [Article] How Does Transportation Affordability Vary Among TODs, TADs, and Other Areas?

  Transit-oriented development (TOD) has gained popularity worldwide as a sustainable form of urbanism; it concentrates development near a transit station so as to reduce auto-dependency and increase ridership. ...

  Citation × Citation Citation Abstract Copy Title: How Does Transportation Affordability Vary Among TODs, TADs, and Other Areas? Author: Scheer, Brenda, Ewing, Reid, Park, Keunhyun, Khan, Shabnam Sifat Ara Year: 2017 Transit-oriented development (TOD) has gained popularity worldwide as a sustainable form of urbanism; it concentrates development near a transit station so as to reduce auto-dependency and increase ridership. Existing travel behavior studies in the context of TOD, however, are limited in terms of small sample size, inconsistent TOD classification methods, and failure to control for residential self-selection. Thus, this study has three research questions. First, how can we distinguish between Transit-oriented development (TOD) and Transit-adjacent development (TAD)? Second, how do travel behaviors vary between TODs and TADs? Third, how does transportation affordability vary between TODs and TADs? This study utilizes cluster analysis to classify station area types and propensity score matching to control residential self-selection. From cluster analysis with built-environment factors—density, diversity, and walkability—in a half-mile buffer, this study classifies existing station areas as TOD, TAD or Hybrid types. After controlling for residential self-selection, it shows that a TOD motivates its residents to walk more and take transit more while using personal vehicles less. The significant difference between TOD and TAD in both VMT and the number of auto trips demonstrates that TODs make the personal vehicle trips shorter and fewer. Travel behavior in the Hybrid type demonstrates the possibility of gradual and practical change. Finally, the percentage of household income spent on transportation is lower in TOD households than TAD households. This shows that a TOD household is likely to save enough money on vehicle ownership and use that, while it likely spends more on transit, the final result is a significantly lower financial burden from transportation. Title: How Does Transportation Affordability Vary Among TODs, TADs, and Other Areas? Author: Scheer, Brenda, Ewing, Reid, Park, Keunhyun, Khan, Shabnam Sifat Ara Year: 2017 Transit-oriented development (TOD) has gained popularity worldwide as a sustainable form of urbanism; it concentrates development near a transit station so as to reduce auto-dependency and increase ridership. Existing travel behavior studies in the context of TOD, however, are limited in terms of small sample size, inconsistent TOD classification methods, and failure to control for residential self-selection. Thus, this study has three research questions. First, how can we distinguish between Transit-oriented development (TOD) and Transit-adjacent development (TAD)? Second, how do travel behaviors vary between TODs and TADs? Third, how does transportation affordability vary between TODs and TADs? This study utilizes cluster analysis to classify station area types and propensity score matching to control residential self-selection. From cluster analysis with built-environment factors—density, diversity, and walkability—in a half-mile buffer, this study classifies existing station areas as TOD, TAD or Hybrid types. After controlling for residential self-selection, it shows that a TOD motivates its residents to walk more and take transit more while using personal vehicles less. The significant difference between TOD and TAD in both VMT and the number of auto trips demonstrates that TODs make the personal vehicle trips shorter and fewer. Travel behavior in the Hybrid type demonstrates the possibility of gradual and practical change. Finally, the percentage of household income spent on transportation is lower in TOD households than TAD households. This shows that a TOD household is likely to save enough money on vehicle ownership and use that, while it likely spends more on transit, the final result is a significantly lower financial burden from transportation. Close

• 35. [Article] Graduate-Level Civil Engineering Transportation Course Development – Oregon Tech

  Three civil engineering professors at the Oregon Institute of Technology (Oregon Tech) undertook a project during the 2014-15 academic year to develop a series of transportation-related graduate courses ...

  Citation × Citation Citation Abstract Copy Title: Graduate-Level Civil Engineering Transportation Course Development – Oregon Tech Author: Lindgren, Roger, Thaemert, David, Riley, Charles Year: 2016 Three civil engineering professors at the Oregon Institute of Technology (Oregon Tech) undertook a project during the 2014-15 academic year to develop a series of transportation-related graduate courses and to modernize Oregon Tech’s Traffic Engineering Laboratory. Courses were developed in the areas of transportation water resources, transportation structures and traffic engineering. At the completion of this project, Oregon Tech is now capable of increasing the number of students educated in three key civil engineering sub-disciplines that are directly related to transportation. This project, therefore, contributes to all three U.S. Department of Transportation University Transportation Center (UTC) purpose statements: Advance transportation expertise and technology in the many disciplines that comprise transportation through research, education and workforce development, and technology transfer; Provide a critical transportation knowledge base outside the USDOT; and Address vital workforce needs and educate the next generation of transportation leaders. A total of eight graduate-level courses were developed or significantly revised; one course in transportation water resources, three courses in transportation structures, and four courses in traffic engineering. Oregon Tech’s Traffic Engineering was modernized with the purchase of 16 dual-screen computer workstations and traffic planning and engineering software licenses. Title: Graduate-Level Civil Engineering Transportation Course Development – Oregon Tech Author: Lindgren, Roger, Thaemert, David, Riley, Charles Year: 2016 Three civil engineering professors at the Oregon Institute of Technology (Oregon Tech) undertook a project during the 2014-15 academic year to develop a series of transportation-related graduate courses and to modernize Oregon Tech’s Traffic Engineering Laboratory. Courses were developed in the areas of transportation water resources, transportation structures and traffic engineering. At the completion of this project, Oregon Tech is now capable of increasing the number of students educated in three key civil engineering sub-disciplines that are directly related to transportation. This project, therefore, contributes to all three U.S. Department of Transportation University Transportation Center (UTC) purpose statements: Advance transportation expertise and technology in the many disciplines that comprise transportation through research, education and workforce development, and technology transfer; Provide a critical transportation knowledge base outside the USDOT; and Address vital workforce needs and educate the next generation of transportation leaders. A total of eight graduate-level courses were developed or significantly revised; one course in transportation water resources, three courses in transportation structures, and four courses in traffic engineering. Oregon Tech’s Traffic Engineering was modernized with the purchase of 16 dual-screen computer workstations and traffic planning and engineering software licenses. Close

• 36. [Article] Developing a model for Transit Oriented Development in Latino Immigrant Communities: A National Study of Equity and TOD

  This research project is a continuation of a previous NITC-funded study. The first study compared the MacArthur Park TOD in Los Angeles to the Fruitvale Village TOD in Oakland. The findings from this new ...

  Citation × Citation Citation Abstract Copy Title: Developing a model for Transit Oriented Development in Latino Immigrant Communities: A National Study of Equity and TOD Author: Sandoval, Gerardo Francisco Year: 2016 This research project is a continuation of a previous NITC-funded study. The first study compared the MacArthur Park TOD in Los Angeles to the Fruitvale Village TOD in Oakland. The findings from this new study further validate the key findings from the first study. This new comparative case study analyzed the extension of Los Angeles’ Gold Line into Boyle Heights and the revitalization linked to Boyle Heights due to two TODs built in that neighborhood. I conclude from all four cases that TODs can help serve as catalysts for neighborhood revitalization in low-income communities by paying attention and building upon endogenous forms of cultural, political, financial and built capital that exist in these neighborhoods. Residents and neighborhood activists should play a meaningful role in the development process in order to make the new investments in these communities beneficial to these barrios. The new transportation infrastructure investments will increase pressures of gentrification and, hence, I offer specific strategies and tools that urban planners and transportation policymakers can implement to help create more equitable outcomes in these barrios while mitigating for gentrification risks. Strategies learned from these case studies include building affordable housing, supporting Latino culturally relevant public spaces (Latino/barrio placemaking), investing in community-based public arts, and collaborating with activists in the neighborhoods to make these TODs more community oriented. Title: Developing a model for Transit Oriented Development in Latino Immigrant Communities: A National Study of Equity and TOD Author: Sandoval, Gerardo Francisco Year: 2016 This research project is a continuation of a previous NITC-funded study. The first study compared the MacArthur Park TOD in Los Angeles to the Fruitvale Village TOD in Oakland. The findings from this new study further validate the key findings from the first study. This new comparative case study analyzed the extension of Los Angeles’ Gold Line into Boyle Heights and the revitalization linked to Boyle Heights due to two TODs built in that neighborhood. I conclude from all four cases that TODs can help serve as catalysts for neighborhood revitalization in low-income communities by paying attention and building upon endogenous forms of cultural, political, financial and built capital that exist in these neighborhoods. Residents and neighborhood activists should play a meaningful role in the development process in order to make the new investments in these communities beneficial to these barrios. The new transportation infrastructure investments will increase pressures of gentrification and, hence, I offer specific strategies and tools that urban planners and transportation policymakers can implement to help create more equitable outcomes in these barrios while mitigating for gentrification risks. Strategies learned from these case studies include building affordable housing, supporting Latino culturally relevant public spaces (Latino/barrio placemaking), investing in community-based public arts, and collaborating with activists in the neighborhoods to make these TODs more community oriented. Close

• 37. [Article] The "ADaM Cube" : Categorizing Portland, Oregon's Urbanization Using GIS and Spatial Statistics

  Transportation availability and land use intensity demonstrate a strong relationship, with intense development concentrated near significant transportation investment. Transportation networks evolved in ...

  Citation × Citation Citation Abstract Copy Title: The "ADaM Cube" : Categorizing Portland, Oregon's Urbanization Using GIS and Spatial Statistics Author: Grotbo, Jeremy Year: 2016 Transportation availability and land use intensity demonstrate a strong relationship, with intense development concentrated near significant transportation investment. Transportation networks evolved in response to emergent transportation technologies and changing urban land uses. The irregular distribution of transportation systems reinforced patterns of land use development, shaping urban form. Understanding the relationships between transportation and the intensity of land uses allows urban geographers and city planners to explain the urbanization processes, as well as to identify areas historically susceptible to future development. The goal of this research is to develop a quantitative framework for the analysis of the development of urban form and its relationship to urban transportation systems. This research focuses on transportation accessibility, building density, and the structural massing as the basic metrics in the categorization of urban form. Portland, Oregon serves as the case study environment, while the research methodology examines the spatial and statistical relationship between these metrics for much of the city's urban area. Applying geographic information systems (GIS) and k-means cluster analysis, urban form metrics are compared within the ADaM (Accessibility, Density, and Massing) cube, a model demonstrating comparative relationships, as well as the geographic distribution and patterns of urban form in Portland, Oregon's neighborhoods. A finalized urban form catalog describes existing urban environments, but also indicates areas of impending transition, places having the strong potential for reorganization with respect to higher levels of transportation accessibility. The ADaM Cube is a tool for characterizing Portland's existing urban form, and describing the vulnerabilities of urban neighborhoods to the pressure of redevelopment. Title: The "ADaM Cube" : Categorizing Portland, Oregon's Urbanization Using GIS and Spatial Statistics Author: Grotbo, Jeremy Year: 2016 Transportation availability and land use intensity demonstrate a strong relationship, with intense development concentrated near significant transportation investment. Transportation networks evolved in response to emergent transportation technologies and changing urban land uses. The irregular distribution of transportation systems reinforced patterns of land use development, shaping urban form. Understanding the relationships between transportation and the intensity of land uses allows urban geographers and city planners to explain the urbanization processes, as well as to identify areas historically susceptible to future development. The goal of this research is to develop a quantitative framework for the analysis of the development of urban form and its relationship to urban transportation systems. This research focuses on transportation accessibility, building density, and the structural massing as the basic metrics in the categorization of urban form. Portland, Oregon serves as the case study environment, while the research methodology examines the spatial and statistical relationship between these metrics for much of the city's urban area. Applying geographic information systems (GIS) and k-means cluster analysis, urban form metrics are compared within the ADaM (Accessibility, Density, and Massing) cube, a model demonstrating comparative relationships, as well as the geographic distribution and patterns of urban form in Portland, Oregon's neighborhoods. A finalized urban form catalog describes existing urban environments, but also indicates areas of impending transition, places having the strong potential for reorganization with respect to higher levels of transportation accessibility. The ADaM Cube is a tool for characterizing Portland's existing urban form, and describing the vulnerabilities of urban neighborhoods to the pressure of redevelopment. Close

• 38. [Article] On Both Sides of the Tracks: Light Rail and Gentrification in Portland, Oregon

  This study draws on census data and geographic information systems (GIS) to investigate the relationship between light rail transit (LRT) infrastructure development and gentrification in Portland, Oregon. ...

  Citation × Citation Citation Abstract Copy Title: On Both Sides of the Tracks: Light Rail and Gentrification in Portland, Oregon Author: Rochester, Nathan Eric Year: 2016 This study draws on census data and geographic information systems (GIS) to investigate the relationship between light rail transit (LRT) infrastructure development and gentrification in Portland, Oregon. While recent research using comprehensive measures of neighborhood socioeconomic status (SES) supports a potentially causal link between transit development and gentrification, research into the effects of transit on property values alone tends to dominate the discourse. This study therefore seeks to build on previous research to develop an index measure of neighborhood SES and SES change based on measures of education, occupation, and income, using census data from 1980-2010. This multifaceted measure of neighborhood SES is analyzed in relation to LRT access using correlation, OLS regression, and GIS hot spot and choropleth mapping. Findings: Throughout the study period, low SES neighborhoods largely disappeared from the City of Portland, while low-income households were gradually priced out. Simultaneously, the easternmost suburb of Gresham became more highly concentrated in low SES neighborhoods. No definitive relationship between LRT and SES is found along the Eastside Blue or Westside Blue Lines, but strong evidence is found supporting a positive effect of Yellow Line MAX development on the rapid gentrification of North Portland from 2000-2010. Regressions run on neighborhoods along the Yellow Line indicate that SES change was greatest for those that began the decade with large Black populations, low rents, and close proximity to stations. Findings are discussed through the theoretical framework of the urban growth machine, which suggests the differential relationship between LRT and neighborhood SES relates to the distinct values of different parts of the region for the pursuit of general growth goals. Title: On Both Sides of the Tracks: Light Rail and Gentrification in Portland, Oregon Author: Rochester, Nathan Eric Year: 2016 This study draws on census data and geographic information systems (GIS) to investigate the relationship between light rail transit (LRT) infrastructure development and gentrification in Portland, Oregon. While recent research using comprehensive measures of neighborhood socioeconomic status (SES) supports a potentially causal link between transit development and gentrification, research into the effects of transit on property values alone tends to dominate the discourse. This study therefore seeks to build on previous research to develop an index measure of neighborhood SES and SES change based on measures of education, occupation, and income, using census data from 1980-2010. This multifaceted measure of neighborhood SES is analyzed in relation to LRT access using correlation, OLS regression, and GIS hot spot and choropleth mapping. Findings: Throughout the study period, low SES neighborhoods largely disappeared from the City of Portland, while low-income households were gradually priced out. Simultaneously, the easternmost suburb of Gresham became more highly concentrated in low SES neighborhoods. No definitive relationship between LRT and SES is found along the Eastside Blue or Westside Blue Lines, but strong evidence is found supporting a positive effect of Yellow Line MAX development on the rapid gentrification of North Portland from 2000-2010. Regressions run on neighborhoods along the Yellow Line indicate that SES change was greatest for those that began the decade with large Black populations, low rents, and close proximity to stations. Findings are discussed through the theoretical framework of the urban growth machine, which suggests the differential relationship between LRT and neighborhood SES relates to the distinct values of different parts of the region for the pursuit of general growth goals. Close

• 39. [Article] Webinar: The Association Between Light Rail Transit, Streetcars and Bus Rapid Transit on Jobs, People and Rents

  What are the job, residential development and market rent outcomes of Light Rail Transit (LRT), Streetcar Transit (SCT) and Bus Rapid Transit (BRT)? LRT, SCR and BRT investments are spreading rapidly across ...

  Citation × Citation Citation Abstract Copy Title: Webinar: The Association Between Light Rail Transit, Streetcars and Bus Rapid Transit on Jobs, People and Rents Author: Nelson, Arthur C. Year: 2016 What are the job, residential development and market rent outcomes of Light Rail Transit (LRT), Streetcar Transit (SCT) and Bus Rapid Transit (BRT)? LRT, SCR and BRT investments are spreading rapidly across the country but there is scant evidence of their effect on where people work and live, and effects on market rents as an indicator of value. This webinar will summarize several years of NITC-sponsored research into development outcomes associated with these transit investments. The webinar will be led by NITC researcher Arthur C. Nelson who was the principal investigator of two projects: Do TODs Make a Difference? and National Study of Bus Rapid Transit Development Outcomes. Using a common database and analytic methods applied to 11 LRT systems, 8 BRT systems, and 3 SCT systems, Nelson will summarize key findings relating to: The extent to which these transit systems shifted job and population patterns, How these systems are shaping the real estate rental market for office, retail and apartment developments, Their influence on job attractiveness by wage categories, and, The spatial interactions between transit and land use patterns. This webinar will also raise questions for future research. Title: Webinar: The Association Between Light Rail Transit, Streetcars and Bus Rapid Transit on Jobs, People and Rents Author: Nelson, Arthur C. Year: 2016 What are the job, residential development and market rent outcomes of Light Rail Transit (LRT), Streetcar Transit (SCT) and Bus Rapid Transit (BRT)? LRT, SCR and BRT investments are spreading rapidly across the country but there is scant evidence of their effect on where people work and live, and effects on market rents as an indicator of value. This webinar will summarize several years of NITC-sponsored research into development outcomes associated with these transit investments. The webinar will be led by NITC researcher Arthur C. Nelson who was the principal investigator of two projects: Do TODs Make a Difference? and National Study of Bus Rapid Transit Development Outcomes. Using a common database and analytic methods applied to 11 LRT systems, 8 BRT systems, and 3 SCT systems, Nelson will summarize key findings relating to: The extent to which these transit systems shifted job and population patterns, How these systems are shaping the real estate rental market for office, retail and apartment developments, Their influence on job attractiveness by wage categories, and, The spatial interactions between transit and land use patterns. This webinar will also raise questions for future research. Close

• 40. [Article] The Development of Low-/No-Emission Electric Vehicle Infrastructure in the Portland Metro Region: A Roadmap

  The shift from combustion engines to low- and no-emission electric vehicles is underway and gaining momentum. During the last year, Oregon has become an active player in the electric vehicle arena, with ...

  Citation × Citation Citation Abstract Copy Title: The Development of Low-/No-Emission Electric Vehicle Infrastructure in the Portland Metro Region: A Roadmap Author: MacArthur, John, Murchie, Peter, Beard, George Year: 2014 The shift from combustion engines to low- and no-emission electric vehicles is underway and gaining momentum. During the last year, Oregon has become an active player in the electric vehicle arena, with a number of promising relationships and activities in the early stages of formalization. With additional thought, effort and strategy Oregon can seize the opportunity to become the national leader in the adoption and incorporation of new vehicle platforms and mobility strategies into the fabric of urban life and the built environment. Oregon is currently actively engaged in relationships with international automotive companies and local businesses and utilities interested in being part of the "Portland Experiment." This proposal seeks funding to support the creation of a comprehensive roadmap for the development of low/no emission vehicle infrastructure in the Portland Metro region. The roadmap will guide research, education, partnership initiatives, and community engagement activities at Portland State University (PSU) and the Portland Metro region. The project will build momentum on a number of efforts currently underway including the Governor's Alternative Fuels Infrastructure Working Group, Oregon Department of Transportation's Office of Innovative Partnerships & Alternative Funding activities, and local utility and international automotive industry interest in Portland and other national efforts through the U.S. Department of Transportation. This roadmap will truly have a multi-disciplinary, multi-partner, and multi-campus focus and outcomes. The roadmap will focus on developing a unifying strategy, plan, knowledge base for low and no-emission vehicles, alternative fuels infrastructure and other sustainable mobility innovations. The specific research objectives for this project are to: 1) Strengthening and broadening strategic partnerships that will provide financial and other continuing research, education, and community engagement opportunities in electric vehicle infrastructure. 2) Develop a strategic roadmap for Portland to achieve a plug-in readiness in the next two years. 3) Develop a comprehensive research agenda, to evaluate wide array of research and testing needs for the Region. 4) Coordinate with national efforts through the Rocky Mountain Institute’s Project Get Ready, sharing knowledge with other participating Project Get Ready cities and other Oregon cities. This project will be a joint effort between OTREC and the Hatfield School of Government through the National Policy Consensus Center's (NPCC) Oregon Solutions program and the Executive Leadership Institute. Methods include a thorough literature review (print and web); an inventory of state, local agencies and municipalities actions; interviews with key partners; and a consensus building initiative. NPCC's Oregon Solutions program will use its expertise and experience in collaborative governance practices to provide the convening and facilitation system support to bring diverse stakeholders to the table to inform, develop and initiate the implementation of the roadmap. Oregon Solutions staff will engage in information collection, interviews and other efforts to assess the interests and resources of the project partners, refine the vision, and design and support the collaborative convening for the project. This includes developing agendas, products and materials and providing facilitation, note taking and post meeting follow up leading to a declaration of cooperation that will codify the individual and group commitments, roles and responsibilities for implementing the roadmap. Title: The Development of Low-/No-Emission Electric Vehicle Infrastructure in the Portland Metro Region: A Roadmap Author: MacArthur, John, Murchie, Peter, Beard, George Year: 2014 The shift from combustion engines to low- and no-emission electric vehicles is underway and gaining momentum. During the last year, Oregon has become an active player in the electric vehicle arena, with a number of promising relationships and activities in the early stages of formalization. With additional thought, effort and strategy Oregon can seize the opportunity to become the national leader in the adoption and incorporation of new vehicle platforms and mobility strategies into the fabric of urban life and the built environment. Oregon is currently actively engaged in relationships with international automotive companies and local businesses and utilities interested in being part of the "Portland Experiment." This proposal seeks funding to support the creation of a comprehensive roadmap for the development of low/no emission vehicle infrastructure in the Portland Metro region. The roadmap will guide research, education, partnership initiatives, and community engagement activities at Portland State University (PSU) and the Portland Metro region. The project will build momentum on a number of efforts currently underway including the Governor's Alternative Fuels Infrastructure Working Group, Oregon Department of Transportation's Office of Innovative Partnerships & Alternative Funding activities, and local utility and international automotive industry interest in Portland and other national efforts through the U.S. Department of Transportation. This roadmap will truly have a multi-disciplinary, multi-partner, and multi-campus focus and outcomes. The roadmap will focus on developing a unifying strategy, plan, knowledge base for low and no-emission vehicles, alternative fuels infrastructure and other sustainable mobility innovations. The specific research objectives for this project are to: 1) Strengthening and broadening strategic partnerships that will provide financial and other continuing research, education, and community engagement opportunities in electric vehicle infrastructure. 2) Develop a strategic roadmap for Portland to achieve a plug-in readiness in the next two years. 3) Develop a comprehensive research agenda, to evaluate wide array of research and testing needs for the Region. 4) Coordinate with national efforts through the Rocky Mountain Institute’s Project Get Ready, sharing knowledge with other participating Project Get Ready cities and other Oregon cities. This project will be a joint effort between OTREC and the Hatfield School of Government through the National Policy Consensus Center's (NPCC) Oregon Solutions program and the Executive Leadership Institute. Methods include a thorough literature review (print and web); an inventory of state, local agencies and municipalities actions; interviews with key partners; and a consensus building initiative. NPCC's Oregon Solutions program will use its expertise and experience in collaborative governance practices to provide the convening and facilitation system support to bring diverse stakeholders to the table to inform, develop and initiate the implementation of the roadmap. Oregon Solutions staff will engage in information collection, interviews and other efforts to assess the interests and resources of the project partners, refine the vision, and design and support the collaborative convening for the project. This includes developing agendas, products and materials and providing facilitation, note taking and post meeting follow up leading to a declaration of cooperation that will codify the individual and group commitments, roles and responsibilities for implementing the roadmap. Close