Search

Search Results

• 1. [Article] Factors Associated with the Bicycle Commute Use of Newcomers: Analysis of the 70 Largest U.S. Cities

  Bicycling is known to produce benefits for cities, in regards to reducing levels of congestion, generating positive health outcomes, and providing affordable transportation options to low-income families. ...

  Citation × Citation Citation Abstract Copy Title: Factors Associated with the Bicycle Commute Use of Newcomers: Analysis of the 70 Largest U.S. Cities Author: Dann, Ryan Year: 2015 Bicycling is known to produce benefits for cities, in regards to reducing levels of congestion, generating positive health outcomes, and providing affordable transportation options to low-income families. Conventional analysis of urban bicycle commuting does not currently consider the importance of separating migrant, or “newcomer,” bicycle commute use from pre-existing resident bicycle commute use. The goal of this paper is to provide additional information on individual, social, and environmental factors that influence newcomer bicycle use for commuting purposes. This cross-sectional study used data from the 2007-2011 American Community Survey (5-year Estimates) to analyze the bicycle commute use of newcomers in the 70 largest U.S. cities. Relationships between newcomer bicycle commute use and socio-demographic, physical environment, and social environment factors were explored. Newcomer bicycle commute use has a strong positive association with pre-existing city-wide levels of bicycle commute use and a weak positive association with city-wide levels of bicycle infrastructure. After controlling for the built environment, cities with very high levels of pre-existing bicycle use are associated with a 690% higher likelihood of a newcomer’s bicycle commute use when compared to cities with low levels of pre-existing bicycle use. The results suggest that a newcomer’s bicycle use is related to demographics characteristics and pre-existing bicycle use, and that bicycle infrastructure has a relatively negligible influence. The findings may be useful for city planners and policymakers attempting to attract bicycle users to their cities. Title: Factors Associated with the Bicycle Commute Use of Newcomers: Analysis of the 70 Largest U.S. Cities Author: Dann, Ryan Year: 2015 Bicycling is known to produce benefits for cities, in regards to reducing levels of congestion, generating positive health outcomes, and providing affordable transportation options to low-income families. Conventional analysis of urban bicycle commuting does not currently consider the importance of separating migrant, or “newcomer,” bicycle commute use from pre-existing resident bicycle commute use. The goal of this paper is to provide additional information on individual, social, and environmental factors that influence newcomer bicycle use for commuting purposes. This cross-sectional study used data from the 2007-2011 American Community Survey (5-year Estimates) to analyze the bicycle commute use of newcomers in the 70 largest U.S. cities. Relationships between newcomer bicycle commute use and socio-demographic, physical environment, and social environment factors were explored. Newcomer bicycle commute use has a strong positive association with pre-existing city-wide levels of bicycle commute use and a weak positive association with city-wide levels of bicycle infrastructure. After controlling for the built environment, cities with very high levels of pre-existing bicycle use are associated with a 690% higher likelihood of a newcomer’s bicycle commute use when compared to cities with low levels of pre-existing bicycle use. The results suggest that a newcomer’s bicycle use is related to demographics characteristics and pre-existing bicycle use, and that bicycle infrastructure has a relatively negligible influence. The findings may be useful for city planners and policymakers attempting to attract bicycle users to their cities. Close

• 2. [Article] Metropolitan Centers Mean Smart Growth

  In this study, a multidisciplinary team from the University of Oregon and the University of Utah examined regional metropolitan center programs and policies in the Salt Lake City and Denver regions. The ...

  Citation × Citation Citation Abstract Copy Title: Metropolitan Centers Mean Smart Growth Author: Margerum, Richard D., Lewis, Rebecca, Bartholomew, Keith Year: 2017 In this study, a multidisciplinary team from the University of Oregon and the University of Utah examined regional metropolitan center programs and policies in the Salt Lake City and Denver regions. The goal of the study was to examine this topic on two levels. First, to learn how and why local governments have adopted the concepts of metropolitan centers over time and the related supporting and constraining factors. Second, to understand how demographics, land use, and transportation choices have changed over time in the designated centers. Title: Metropolitan Centers Mean Smart Growth Author: Margerum, Richard D., Lewis, Rebecca, Bartholomew, Keith Year: 2017 In this study, a multidisciplinary team from the University of Oregon and the University of Utah examined regional metropolitan center programs and policies in the Salt Lake City and Denver regions. The goal of the study was to examine this topic on two levels. First, to learn how and why local governments have adopted the concepts of metropolitan centers over time and the related supporting and constraining factors. Second, to understand how demographics, land use, and transportation choices have changed over time in the designated centers. Close

• 3. [Article] Periodic Atlas of the Metroscape: Seeing the Past in the Present - A Snapshot of the Relationship between Urban Growth and Transportation

  With this edition of the periodic atlas, we explore the waves of growth and changes in urban form that have occurred over the last century in Metro's tri-county region using historic maps and the year-built ...

  Citation × Citation Citation Abstract Copy Title: Periodic Atlas of the Metroscape: Seeing the Past in the Present - A Snapshot of the Relationship between Urban Growth and Transportation Author: Merrick, Meg Year: 2011 With this edition of the periodic atlas, we explore the waves of growth and changes in urban form that have occurred over the last century in Metro's tri-county region using historic maps and the year-built information provided by Metro's Regional Land Information System (RLIS) for tax lots. Title: Periodic Atlas of the Metroscape: Seeing the Past in the Present - A Snapshot of the Relationship between Urban Growth and Transportation Author: Merrick, Meg Year: 2011 With this edition of the periodic atlas, we explore the waves of growth and changes in urban form that have occurred over the last century in Metro's tri-county region using historic maps and the year-built information provided by Metro's Regional Land Information System (RLIS) for tax lots. Close

• 4. [Article] Webinar, Part I: Americans' Views of Transportation and Livable Communities

  The National Association of Realtors® and Portland State University conducted a nationwide survey in the 50 largest metropolitan areas, asking Americans about where they live, where they want to live, ...

  Citation × Citation Citation Abstract Copy Title: Webinar, Part I: Americans' Views of Transportation and Livable Communities Author: Dill, Jennifer, Morris, Hugh Year: 2015 The National Association of Realtors® and Portland State University conducted a nationwide survey in the 50 largest metropolitan areas, asking Americans about where they live, where they want to live, and their travel habits. This webinar will present the key findings from that survey, including people’s preferences to live in mixed-use, walkable communities and what may help them walk, bicycle, and take transit more. The large sample (3,000) allows us to look at demographic differences, including between the generations (Millennials, Baby Boomers, etc.). Title: Webinar, Part I: Americans' Views of Transportation and Livable Communities Author: Dill, Jennifer, Morris, Hugh Year: 2015 The National Association of Realtors® and Portland State University conducted a nationwide survey in the 50 largest metropolitan areas, asking Americans about where they live, where they want to live, and their travel habits. This webinar will present the key findings from that survey, including people’s preferences to live in mixed-use, walkable communities and what may help them walk, bicycle, and take transit more. The large sample (3,000) allows us to look at demographic differences, including between the generations (Millennials, Baby Boomers, etc.). Close

• 5. [Article] Travel Behavior, Residential Preference, and Urban Design: A Multi-Disciplinary National Analysis

  This report summarizes the findings of a national project to examine the travel behavior, social capital, health, and lifestyle preferences of residents of neotraditional developments (NTD) compared to ...

  Citation × Citation Citation Abstract Copy Title: Travel Behavior, Residential Preference, and Urban Design: A Multi-Disciplinary National Analysis Author: Greene, Jessica, Larco, Nico, Yang, Yizhao, Schlossberg, Marc, Rodriguez, Daniel, McDonald, Noreen, Combs, Tabitha Year: 2011 This report summarizes the findings of a national project to examine the travel behavior, social capital, health, and lifestyle preferences of residents of neotraditional developments (NTD) compared to more standard suburban developments. We compare survey results from residents of matched pairs of neighborhoods in seventeen U.S. cities and towns, with each pair comprised of one NTD and one typical suburban neighborhood of similar size, age, and socio-demographic composition. The study addresses salient themes in the transportation, planning and health literatures: a national study, surveying populations of diverse incomes, collecting resident information on preferences for and attitudes towards neighborhood qualities, and addressing transportation and health outcomes for diverse community designs. Title: Travel Behavior, Residential Preference, and Urban Design: A Multi-Disciplinary National Analysis Author: Greene, Jessica, Larco, Nico, Yang, Yizhao, Schlossberg, Marc, Rodriguez, Daniel, McDonald, Noreen, Combs, Tabitha Year: 2011 This report summarizes the findings of a national project to examine the travel behavior, social capital, health, and lifestyle preferences of residents of neotraditional developments (NTD) compared to more standard suburban developments. We compare survey results from residents of matched pairs of neighborhoods in seventeen U.S. cities and towns, with each pair comprised of one NTD and one typical suburban neighborhood of similar size, age, and socio-demographic composition. The study addresses salient themes in the transportation, planning and health literatures: a national study, surveying populations of diverse incomes, collecting resident information on preferences for and attitudes towards neighborhood qualities, and addressing transportation and health outcomes for diverse community designs. Close

• 6. [Article] Analysis of Bus Collision Incidents Using Transit ITS and other Archived Operations Data

  This report analyzes factors contributing to bus operations safety incidents at TriMet, the transit provider for the Portland Oregon metropolitan region. The analysis focuses on 4,631 collision and non-collision ...

  Citation × Citation Citation Abstract Copy Title: Analysis of Bus Collision Incidents Using Transit ITS and other Archived Operations Data Author: Strathman, James G., Wachana, Paul Herman, Callas, Steve Year: 2010 This report analyzes factors contributing to bus operations safety incidents at TriMet, the transit provider for the Portland Oregon metropolitan region. The analysis focuses on 4,631 collision and non-collision incidents that occurred between 2006 and 2009. Empirical analysis of these incidents draws on a wide array of operator-level data recovered by transit ITS technologies in combination with information from TriMet’s human resources, scheduling, and customer relations databases. Incident frequencies are estimated in relation to operators’ demographic characteristics, employment status, assigned work characteristics, service delivery and performance indicators, temporal factors, and customer information. Apart from identifying factors that are empirically related to the frequency of safety incidents, the findings offer insights into operations policies and practices that hold promise for improving safety. Title: Analysis of Bus Collision Incidents Using Transit ITS and other Archived Operations Data Author: Strathman, James G., Wachana, Paul Herman, Callas, Steve Year: 2010 This report analyzes factors contributing to bus operations safety incidents at TriMet, the transit provider for the Portland Oregon metropolitan region. The analysis focuses on 4,631 collision and non-collision incidents that occurred between 2006 and 2009. Empirical analysis of these incidents draws on a wide array of operator-level data recovered by transit ITS technologies in combination with information from TriMet’s human resources, scheduling, and customer relations databases. Incident frequencies are estimated in relation to operators’ demographic characteristics, employment status, assigned work characteristics, service delivery and performance indicators, temporal factors, and customer information. Apart from identifying factors that are empirically related to the frequency of safety incidents, the findings offer insights into operations policies and practices that hold promise for improving safety. Close

• 7. [Article] Do People’s Perceptions of Neighborhood Bikeability Match “Reality”?

  Do people perceive the built environment the same as we objectively measure it? If not, what are the relative roles of the objective versus the perceived environment on bicycling behavior? This study, ...

  Citation × Citation Citation Abstract Copy Title: Do People’s Perceptions of Neighborhood Bikeability Match “Reality”? Author: Ma, Liang, Dill, Jennifer Year: 2017 Do people perceive the built environment the same as we objectively measure it? If not, what are the relative roles of the objective versus the perceived environment on bicycling behavior? This study, based on data from Portland, Oregon, explored the match or mismatch between the objective and perceived bicycling environment and how it affects people’s bicycling behavior. The descriptive analysis indicated a fair agreement between perceived and objective measures. Older adults, women having children, less-educated and lower-income persons, and those who bicycle less tended to perceive their high-bikeable environment (measured objectively) as being a low-bikeable environment. In addition to the socio-demographics, this study also found that the social environment can play a role in the relationship between the objective and perceived environment. Finally, results of this study indicated that both the actual and perceived built environment are associated with bicycling behavior, particularly for utilitarian bicycling. For recreational bicycling, the objective environment attributes measured in this study are not significant factors, while perceptions do matter Title: Do People’s Perceptions of Neighborhood Bikeability Match “Reality”? Author: Ma, Liang, Dill, Jennifer Year: 2017 Do people perceive the built environment the same as we objectively measure it? If not, what are the relative roles of the objective versus the perceived environment on bicycling behavior? This study, based on data from Portland, Oregon, explored the match or mismatch between the objective and perceived bicycling environment and how it affects people’s bicycling behavior. The descriptive analysis indicated a fair agreement between perceived and objective measures. Older adults, women having children, less-educated and lower-income persons, and those who bicycle less tended to perceive their high-bikeable environment (measured objectively) as being a low-bikeable environment. In addition to the socio-demographics, this study also found that the social environment can play a role in the relationship between the objective and perceived environment. Finally, results of this study indicated that both the actual and perceived built environment are associated with bicycling behavior, particularly for utilitarian bicycling. For recreational bicycling, the objective environment attributes measured in this study are not significant factors, while perceptions do matter Close

• 8. [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

• 9. [Article] The Theory of Travel Decision-Making: A Conceptual Framework of Active Travel Behavior

  We present a unifying conceptual framework of active travel behavior called the theory of travel decision-making. It integrates seminal travel-related concepts from economics, geography, and psychology ...

  Citation × Citation Citation Abstract Copy Title: The Theory of Travel Decision-Making: A Conceptual Framework of Active Travel Behavior Author: Singleton, Patrick Allen Year: 2015 We present a unifying conceptual framework of active travel behavior called the theory of travel decision-making. It integrates seminal travel-related concepts from economics, geography, and psychology with active travel behavior theories and empirical research. The framework abstracts an individual’s thought process around short-term travel decisions and explains the roles of activities, built environment factors, socio-demographics, attitudes and perceptions, and habit. Our primary objective is to inform travel behavior research by meeting the need for a theoretical framework capable of guiding studies on active transportation. The framework could also support active transportation planning and analysis methods by informing the development of travel forecasting tools that better represent the unique influences on walking and bicycling. This presentation summarizes the theoretical foundations of active travel behavior; presents and describes the conceptual framework and its components in detail; notes research needs; and assesses the contributions of the framework to active travel behavior theory, research, and practice. Title: The Theory of Travel Decision-Making: A Conceptual Framework of Active Travel Behavior Author: Singleton, Patrick Allen Year: 2015 We present a unifying conceptual framework of active travel behavior called the theory of travel decision-making. It integrates seminal travel-related concepts from economics, geography, and psychology with active travel behavior theories and empirical research. The framework abstracts an individual’s thought process around short-term travel decisions and explains the roles of activities, built environment factors, socio-demographics, attitudes and perceptions, and habit. Our primary objective is to inform travel behavior research by meeting the need for a theoretical framework capable of guiding studies on active transportation. The framework could also support active transportation planning and analysis methods by informing the development of travel forecasting tools that better represent the unique influences on walking and bicycling. This presentation summarizes the theoretical foundations of active travel behavior; presents and describes the conceptual framework and its components in detail; notes research needs; and assesses the contributions of the framework to active travel behavior theory, research, and practice. Close

• 10. [Article] Examining Consumer Behavior and Travel Choices

  This study represents a first attempt to answer a few of the questions that have arisen concerning multimodal transportation investments and the impacts of mode shifts on the business community. This research ...

  Citation × Citation Citation Abstract Copy Title: Examining Consumer Behavior and Travel Choices Author: Clifton, Kelly J., Muhs, Christopher Devlin, Morrissey, Sara, Morrissey, Tomás, Currans, Kristina Marie, Ritter, Chloe Year: 2013 This study represents a first attempt to answer a few of the questions that have arisen concerning multimodal transportation investments and the impacts of mode shifts on the business community. This research aims to merge the long history of scholarly work that examines the impacts of the built environment on non-work travel with the relatively new interest in consumer spending by mode of travel. This empirical study of travel choices and consumer spending across 89 businesses in the Portland metropolitan area shows there are important differences between the amounts customers spend on average at various businesses by their mode of travel. However, these differences become less pronounced when we control for demographics of the customer and other attributes of the trip. This study of consumer spending and travel choices has some compelling findings that suggest some key spending and frequency differences by mode of travel that will likely invigorate the discussion of the economic impacts of these modes. Key findings are: 1) Bicyclists, pedestrians and transit riders are competitive consumers: When demographics and socioeconomics are controlled for, mode choice does not have a statistically significant impact on consumer spending at convenience stores, drinking establishments and restaurants. When trip frequency is accounted for, the average monthly expenditures by customer modes of travel reveal that bicyclists, transit users and pedestrians are competitive consumers and, for all businesses except supermarkets, spend more on average than those who drive and 2) The built environment matters: We support previous literature and find that residential and employment density, the proximity to rail transit, and the amount of automobile and bicycle parking are all important in explaining the use of non-automobile modes. In particular, provision of bike parking and bike corrals are significant predictors of bike mode share at the establishment level. Other findings lend more insight into the relationship between consumer behavior and travel choices. For the non-work destinations studied, the automobile remains the dominant mode of travel. Patrons are largely arriving by private vehicle to most of the destinations in this study, particularly to grocery stores where larger quantities of goods tend to be purchased. But, high non-automobile mode shares and short travel distances exist in areas of concentrated urban activity. In sum, this study provides some empirical evidence to answer the questions of business owners about how mode shifts might impact their market shares and revenues. More work is needed to better understand the implications of future changes and to provide a robust assessment of the returns on these investments and their economic impacts. Title: Examining Consumer Behavior and Travel Choices Author: Clifton, Kelly J., Muhs, Christopher Devlin, Morrissey, Sara, Morrissey, Tomás, Currans, Kristina Marie, Ritter, Chloe Year: 2013 This study represents a first attempt to answer a few of the questions that have arisen concerning multimodal transportation investments and the impacts of mode shifts on the business community. This research aims to merge the long history of scholarly work that examines the impacts of the built environment on non-work travel with the relatively new interest in consumer spending by mode of travel. This empirical study of travel choices and consumer spending across 89 businesses in the Portland metropolitan area shows there are important differences between the amounts customers spend on average at various businesses by their mode of travel. However, these differences become less pronounced when we control for demographics of the customer and other attributes of the trip. This study of consumer spending and travel choices has some compelling findings that suggest some key spending and frequency differences by mode of travel that will likely invigorate the discussion of the economic impacts of these modes. Key findings are: 1) Bicyclists, pedestrians and transit riders are competitive consumers: When demographics and socioeconomics are controlled for, mode choice does not have a statistically significant impact on consumer spending at convenience stores, drinking establishments and restaurants. When trip frequency is accounted for, the average monthly expenditures by customer modes of travel reveal that bicyclists, transit users and pedestrians are competitive consumers and, for all businesses except supermarkets, spend more on average than those who drive and 2) The built environment matters: We support previous literature and find that residential and employment density, the proximity to rail transit, and the amount of automobile and bicycle parking are all important in explaining the use of non-automobile modes. In particular, provision of bike parking and bike corrals are significant predictors of bike mode share at the establishment level. Other findings lend more insight into the relationship between consumer behavior and travel choices. For the non-work destinations studied, the automobile remains the dominant mode of travel. Patrons are largely arriving by private vehicle to most of the destinations in this study, particularly to grocery stores where larger quantities of goods tend to be purchased. But, high non-automobile mode shares and short travel distances exist in areas of concentrated urban activity. In sum, this study provides some empirical evidence to answer the questions of business owners about how mode shifts might impact their market shares and revenues. More work is needed to better understand the implications of future changes and to provide a robust assessment of the returns on these investments and their economic impacts. Close

• 11. [Article] The Objective vs. the Perceived Environment: What Matters for Active Travel

  This study aims to explore the relationship between the objective (actual) environment and people's perceptions of the environment, and their relative effects on active travel behavior, particularly bicycling ...

  Citation × Citation Citation Abstract Copy Title: The Objective vs. the Perceived Environment: What Matters for Active Travel Author: Ma, Liang Year: 2014 This study aims to explore the relationship between the objective (actual) environment and people's perceptions of the environment, and their relative effects on active travel behavior, particularly bicycling behavior. This is an important research gap in the current literature linking the built environment and active travel. Better understanding this relationship will help to explore the mechanism underlying the built environment- behavior relationship and identify potential interventions to promote active travel. Relying on the data from Portland, OR, this study investigated the following four research questions: (1) How does the objectively measured environment correspond to the perceived environment? And what factors contribute to the mismatch between the objective and perceived environment? (2) What are the different effects of the perceived and objective environment on active travel behavior? (3) Do perceptions mediate the effects of the objective environment on active travel behavior? (4) Do changes in the built environment change perceptions, and in turn change travel behavior? Through various statistical methods, this study found that there was a mismatch between perceptions and objectively measured environment, and such factors as socio-demographics, attitudes, social environment, and behavior could contribute to this mismatch. This study also found the perceived environment and objective environment had independent effects on bicycling. Further, this study found the objectively measured bicycling environment had only an indirect effect on bicycling behavior through influencing one's perceptions of the environment. Finally, this study found changes in the actual built environment may change the perceptions of the walking environment, but not the perceptions of the bicycling environment, at least in the short term. Title: The Objective vs. the Perceived Environment: What Matters for Active Travel Author: Ma, Liang Year: 2014 This study aims to explore the relationship between the objective (actual) environment and people's perceptions of the environment, and their relative effects on active travel behavior, particularly bicycling behavior. This is an important research gap in the current literature linking the built environment and active travel. Better understanding this relationship will help to explore the mechanism underlying the built environment- behavior relationship and identify potential interventions to promote active travel. Relying on the data from Portland, OR, this study investigated the following four research questions: (1) How does the objectively measured environment correspond to the perceived environment? And what factors contribute to the mismatch between the objective and perceived environment? (2) What are the different effects of the perceived and objective environment on active travel behavior? (3) Do perceptions mediate the effects of the objective environment on active travel behavior? (4) Do changes in the built environment change perceptions, and in turn change travel behavior? Through various statistical methods, this study found that there was a mismatch between perceptions and objectively measured environment, and such factors as socio-demographics, attitudes, social environment, and behavior could contribute to this mismatch. This study also found the perceived environment and objective environment had independent effects on bicycling. Further, this study found the objectively measured bicycling environment had only an indirect effect on bicycling behavior through influencing one's perceptions of the environment. Finally, this study found changes in the actual built environment may change the perceptions of the walking environment, but not the perceptions of the bicycling environment, at least in the short term. Close

• 12. [Article] Issues in Trip Generation Methods for Transportation Impact Estimation of Land Use Development: A Review and Discussion of the State-of-the-Art Approaches

  As agencies develop more robust planning objectives for creating sustainable and livable communities, the research community has continued developing supportive tools and methods to provide more accurate ...

  Citation × Citation Citation Abstract Copy Title: Issues in Trip Generation Methods for Transportation Impact Estimation of Land Use Development: A Review and Discussion of the State-of-the-Art Approaches Author: Currans, Kristina Marie Year: 2017 As agencies develop more robust planning objectives for creating sustainable and livable communities, the research community has continued developing supportive tools and methods to provide more accurate and robust means for estimating transportation impacts for site-level development review. This paper is a review of the state-of-the-art trip generation methods for land use transportation impact estimation. First, it provides an overview of the more recent available and peer-reviewed estimation methods. Second, the authors offer a discussion of the successes of state-of-the-art approaches using common themes of research to identify corresponding consistency with theories of travel behavior and urban economics. These themes include: (a) the ability to estimate overall amounts of activity; (b) built environment and multimodal estimation; (c) socio-and economic demographics; (d) mixed and/or multiuse methods; and (e) land use (dis)aggregation. The main objective of this paper is to, throughout the discussion and conclusions, identify the largest and potentially problematic gaps in the state-of-the-art methods available for practice in order to allow researchers, agencies, and practitioners to both be aware of these limitations and forge forward new innovations to solve these on-going problems Title: Issues in Trip Generation Methods for Transportation Impact Estimation of Land Use Development: A Review and Discussion of the State-of-the-Art Approaches Author: Currans, Kristina Marie Year: 2017 As agencies develop more robust planning objectives for creating sustainable and livable communities, the research community has continued developing supportive tools and methods to provide more accurate and robust means for estimating transportation impacts for site-level development review. This paper is a review of the state-of-the-art trip generation methods for land use transportation impact estimation. First, it provides an overview of the more recent available and peer-reviewed estimation methods. Second, the authors offer a discussion of the successes of state-of-the-art approaches using common themes of research to identify corresponding consistency with theories of travel behavior and urban economics. These themes include: (a) the ability to estimate overall amounts of activity; (b) built environment and multimodal estimation; (c) socio-and economic demographics; (d) mixed and/or multiuse methods; and (e) land use (dis)aggregation. The main objective of this paper is to, throughout the discussion and conclusions, identify the largest and potentially problematic gaps in the state-of-the-art methods available for practice in order to allow researchers, agencies, and practitioners to both be aware of these limitations and forge forward new innovations to solve these on-going problems Close

• 13. [Article] Accessibility, Income, and Person Trip Generation: Multilevel Model of Activity at Food Retail Establishments in Portland, Oregon

  In the past decade, the methods for estimating multimodal transportation impacts of urban land use development have improved substantially. One assumption commonly made in these new methods is that overall ...

  Citation × Citation Citation Abstract Copy Title: Accessibility, Income, and Person Trip Generation: Multilevel Model of Activity at Food Retail Establishments in Portland, Oregon Author: Currans, Kristina Marie, Clifton, Kelly Year: 2017 In the past decade, the methods for estimating multimodal transportation impacts of urban land use development have improved substantially. One assumption commonly made in these new methods is that overall person-trip rates at similarly-sized establishments of the same land use do not vary across a region. This is an assumption of convenience to permit the adjustment of ITE Trip Generation vehicle trip rates for use in different urban environments. However, this assumption is inconsistent with theories of urban economics, which recognize that businesses pay a premium to locate in areas with high levels of accessibility to attract more customers. In addition, most transportation impact analyses have ignored income effects, even though socio-economics are a proven driver of travel behavior. To test this assumption and understand the effects of accessibility and income on levels of activity at the establishment level, we examine transaction counts for 97 grocery and convenience markets in Portland, Oregon. In a multilevel negative binomial regression, we test the relationship of regional accessibility, local accessibility, and income on weekly and daily transaction rates. While there was not enough evidence to suggest a significant relationship between accessibility and transaction rates, the results indicated a significant relationship with median income of the surrounding area. The implications point to the need to consider area-wide socio-demographics in site-level transportation impact analysis. The study also provides some important discussion about the use of transaction as a proxy for person-trip rates. Title: Accessibility, Income, and Person Trip Generation: Multilevel Model of Activity at Food Retail Establishments in Portland, Oregon Author: Currans, Kristina Marie, Clifton, Kelly Year: 2017 In the past decade, the methods for estimating multimodal transportation impacts of urban land use development have improved substantially. One assumption commonly made in these new methods is that overall person-trip rates at similarly-sized establishments of the same land use do not vary across a region. This is an assumption of convenience to permit the adjustment of ITE Trip Generation vehicle trip rates for use in different urban environments. However, this assumption is inconsistent with theories of urban economics, which recognize that businesses pay a premium to locate in areas with high levels of accessibility to attract more customers. In addition, most transportation impact analyses have ignored income effects, even though socio-economics are a proven driver of travel behavior. To test this assumption and understand the effects of accessibility and income on levels of activity at the establishment level, we examine transaction counts for 97 grocery and convenience markets in Portland, Oregon. In a multilevel negative binomial regression, we test the relationship of regional accessibility, local accessibility, and income on weekly and daily transaction rates. While there was not enough evidence to suggest a significant relationship between accessibility and transaction rates, the results indicated a significant relationship with median income of the surrounding area. The implications point to the need to consider area-wide socio-demographics in site-level transportation impact analysis. The study also provides some important discussion about the use of transaction as a proxy for person-trip rates. Close

• 14. [Article] Overlooked Density: Re-Thinking Transportation Options in Suburbia, Phase II

  Comprising over 9 million units in this country, suburban multifamily housing is a widespread and overlooked example of density located within walking distance to commercial development in suburbia. This ...

  Citation × Citation Citation Abstract Copy Title: Overlooked Density: Re-Thinking Transportation Options in Suburbia, Phase II Author: Larco, Nico Year: 2011 Comprising over 9 million units in this country, suburban multifamily housing is a widespread and overlooked example of density located within walking distance to commercial development in suburbia. This report focuses on resident demographics, attitudes, and perceptions as they relate to mode choice in 14 suburban multifamily sites in Eugene, Oregon. Through site analysis and resident surveys, our study shows that site design and connectivity is a significant predictor of resident mode choice. Residents of more-connected developments walk and bike to their local commercial area for more than 40% of their trips, nearly twice the rate of residents of less-connected developments. The greater use of active transportation versus auto transport in well-connected developments has potential environmental benefits of reductions in green house gas emissions, vehicle miles traveled, and gas consumption and the health benefits of increases in exercise and calorie burning, and the social benefits of increases in independence of elderly and youth populations. Quantifying the degree to which site design, and specifically connectivity, makes a difference in residents’ mode choice is a first step to increasing the amount of active transportation in these areas. The results of this research provide planners and designers a basis for reevaluating suburban multifamily site design and zoning codes. Title: Overlooked Density: Re-Thinking Transportation Options in Suburbia, Phase II Author: Larco, Nico Year: 2011 Comprising over 9 million units in this country, suburban multifamily housing is a widespread and overlooked example of density located within walking distance to commercial development in suburbia. This report focuses on resident demographics, attitudes, and perceptions as they relate to mode choice in 14 suburban multifamily sites in Eugene, Oregon. Through site analysis and resident surveys, our study shows that site design and connectivity is a significant predictor of resident mode choice. Residents of more-connected developments walk and bike to their local commercial area for more than 40% of their trips, nearly twice the rate of residents of less-connected developments. The greater use of active transportation versus auto transport in well-connected developments has potential environmental benefits of reductions in green house gas emissions, vehicle miles traveled, and gas consumption and the health benefits of increases in exercise and calorie burning, and the social benefits of increases in independence of elderly and youth populations. Quantifying the degree to which site design, and specifically connectivity, makes a difference in residents’ mode choice is a first step to increasing the amount of active transportation in these areas. The results of this research provide planners and designers a basis for reevaluating suburban multifamily site design and zoning codes. Close

• 15. [Article] Can Protected Bike Lanes Help Close the Gender Gap in Cycling? Lessons from Five Cities

  Even in areas with increased levels of bicycling, there remains a significant “gender gap” in bicycling in the United States, in contrast to many other countries with high rates of bicycling. The primary ...

  Citation × Citation Citation Abstract Copy Title: Can Protected Bike Lanes Help Close the Gender Gap in Cycling? Lessons from Five Cities Author: Dill, Jennifer, Goddard, Tara, Monsere, Christopher, McNeil, Nathan Year: 2014 Even in areas with increased levels of bicycling, there remains a significant “gender gap” in bicycling in the United States, in contrast to many other countries with high rates of bicycling. The primary objective of this paper was to explore whether protected bike lanes could help reduce the gender gap. To do so, the authors used survey data from a comprehensive evaluation of protected bike lanes in five large U.S. cities (Austin, TX, Chicago, IL, Portland, OR, San Francisco, CA, and Washington, DC) that included survey responses of 1,111 intercepted bicyclists and 2,283 residents. Both men and women overwhelmingly felt that the lanes increased their safety while riding in them. On several measures of safety and comfort, women bicyclists using the lanes did have significantly more positive associations with the protected lanes than men. A survey of residents, which included people who do and do not bicycle, revealed that women generally feel less comfortable than men bicycling on roadways, though the addition of some physical separation to a striped bike lane, does increase stated levels of comfort to a level that might increase rates of bicycling. Overall, women were also more likely to indicate that the new protected lane had increased their overall levels of bicycling. Analysis of the demographics of the intercepted bicyclists revealed differences between men and women that point to the challenge of increasing women’s rates of bicycling, primarily that the women intercepted bicycling were much less likely than men to have children. Title: Can Protected Bike Lanes Help Close the Gender Gap in Cycling? Lessons from Five Cities Author: Dill, Jennifer, Goddard, Tara, Monsere, Christopher, McNeil, Nathan Year: 2014 Even in areas with increased levels of bicycling, there remains a significant “gender gap” in bicycling in the United States, in contrast to many other countries with high rates of bicycling. The primary objective of this paper was to explore whether protected bike lanes could help reduce the gender gap. To do so, the authors used survey data from a comprehensive evaluation of protected bike lanes in five large U.S. cities (Austin, TX, Chicago, IL, Portland, OR, San Francisco, CA, and Washington, DC) that included survey responses of 1,111 intercepted bicyclists and 2,283 residents. Both men and women overwhelmingly felt that the lanes increased their safety while riding in them. On several measures of safety and comfort, women bicyclists using the lanes did have significantly more positive associations with the protected lanes than men. A survey of residents, which included people who do and do not bicycle, revealed that women generally feel less comfortable than men bicycling on roadways, though the addition of some physical separation to a striped bike lane, does increase stated levels of comfort to a level that might increase rates of bicycling. Overall, women were also more likely to indicate that the new protected lane had increased their overall levels of bicycling. Analysis of the demographics of the intercepted bicyclists revealed differences between men and women that point to the challenge of increasing women’s rates of bicycling, primarily that the women intercepted bicycling were much less likely than men to have children. Close

• 16. [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

• 17. [Article] A Simultaneous Route-level Transit Patronage Model: Demand, Supply, and Inter-route Relationship

  It is observed that transit riders are responding to service changes while transit planning is responding to ridership changes, or that transit patronage and service supply are highly interrelated. It ...

  Citation × Citation Citation Abstract Copy Title: A Simultaneous Route-level Transit Patronage Model: Demand, Supply, and Inter-route Relationship Author: Peng, Zhongren Year: 1994 It is observed that transit riders are responding to service changes while transit planning is responding to ridership changes, or that transit patronage and service supply are highly interrelated. It is also noticed that transit riders transfer from route to route, the introduction of new service may draw some riders from the existing routes, which implies transit patronage on a route is also affected by other parallel and intersecting routes. An analytic tool is needed to examine these complex relationships in the transit system. This study has developed a quantitative model by incorporating these interactions into a simultaneous system. The simultaneity of transit demand, supply and the interrelationship of inter-route effects are addressed in a three-equation simultaneous model: a demand equation, a supply equation and an equation for competing routes. These equations are estimated simultaneously using the three-stage-least-squares estimation method. The model is estimated at the route-segment level by the time of a day, and by the inbound and outbound directions. Data from Portland, Oregon metropolitan area are used as an extended case study. The socioeconomic and demographic data are allocated to an one-quarter-mile distance service area around a transit route by utilizing the technique of Geographic Information Systems (GIS). The data allocation significantly reduces the measurement error. Inter-route relationships are also identified using GIS. The estimation results show that a service change on a route increases the transit patronage on that route, but it also decreases the ridership on its competing routes, so the net effect of that service improvement is smaller than the ridership increase on the subject route. A conventional single equation model under-estimates the ridership responses on the subject route, and over-estimates the net patronage response. This study is the first research to discuss the net effects of a service change at the route level. The model can be implemented for system-level policy analysis and route-level service and land use planning. It is especially useful for "what-if" scenario analysis at the route level to simulate the ridership impacts of service and land use changes. Title: A Simultaneous Route-level Transit Patronage Model: Demand, Supply, and Inter-route Relationship Author: Peng, Zhongren Year: 1994 It is observed that transit riders are responding to service changes while transit planning is responding to ridership changes, or that transit patronage and service supply are highly interrelated. It is also noticed that transit riders transfer from route to route, the introduction of new service may draw some riders from the existing routes, which implies transit patronage on a route is also affected by other parallel and intersecting routes. An analytic tool is needed to examine these complex relationships in the transit system. This study has developed a quantitative model by incorporating these interactions into a simultaneous system. The simultaneity of transit demand, supply and the interrelationship of inter-route effects are addressed in a three-equation simultaneous model: a demand equation, a supply equation and an equation for competing routes. These equations are estimated simultaneously using the three-stage-least-squares estimation method. The model is estimated at the route-segment level by the time of a day, and by the inbound and outbound directions. Data from Portland, Oregon metropolitan area are used as an extended case study. The socioeconomic and demographic data are allocated to an one-quarter-mile distance service area around a transit route by utilizing the technique of Geographic Information Systems (GIS). The data allocation significantly reduces the measurement error. Inter-route relationships are also identified using GIS. The estimation results show that a service change on a route increases the transit patronage on that route, but it also decreases the ridership on its competing routes, so the net effect of that service improvement is smaller than the ridership increase on the subject route. A conventional single equation model under-estimates the ridership responses on the subject route, and over-estimates the net patronage response. This study is the first research to discuss the net effects of a service change at the route level. The model can be implemented for system-level policy analysis and route-level service and land use planning. It is especially useful for "what-if" scenario analysis at the route level to simulate the ridership impacts of service and land use changes. Close

• 18. [Article] Exurban Development, Transportation Infrastructure and Access Management

  This paper explores the changing role of state highway corridors in an era of continued urban growth and decentralization. Its primary focus is on the impact of exurban development on state highway corridors ...

  Citation × Citation Citation Abstract Copy Title: Exurban Development, Transportation Infrastructure and Access Management Author: Wuest, Philip J. Year: 1996 This paper explores the changing role of state highway corridors in an era of continued urban growth and decentralization. Its primary focus is on the impact of exurban development on state highway corridors and on the policy of access management to control or limit those impacts. The role of access management in distributing the benefits and costs of access to public facilities is outlined. As urban areas expand at the fringe, it is important to clarify to what extent the public good of roadways is diminished by direct corridor access by the private sector. This work is timely and relevant because it deals with how to preserve infrastructure investment in an era of reduced funding and how to meet the need for transportation infrastructure at the urban fringe. Specifically, this paper seeks to answer the question: who (and to what extent) should bear the cost of access to highway corridors--a developer, municipality or the state? The paper begins with a summary of the trends driving change in urban and regional form. This will include a discussion of changes in residential patterns, commercial and industrial activities, and travel behaviors. The role of demographic shifts and changes in work force participation will also be briefly discussed. Next, the paper will address various policy responses to these trends and to the role of access management within this larger picture. I hope to frame the issue in terms of benefits and costs of access, to whom they accrue and how access management is one essential tool in protecting public investment. Title: Exurban Development, Transportation Infrastructure and Access Management Author: Wuest, Philip J. Year: 1996 This paper explores the changing role of state highway corridors in an era of continued urban growth and decentralization. Its primary focus is on the impact of exurban development on state highway corridors and on the policy of access management to control or limit those impacts. The role of access management in distributing the benefits and costs of access to public facilities is outlined. As urban areas expand at the fringe, it is important to clarify to what extent the public good of roadways is diminished by direct corridor access by the private sector. This work is timely and relevant because it deals with how to preserve infrastructure investment in an era of reduced funding and how to meet the need for transportation infrastructure at the urban fringe. Specifically, this paper seeks to answer the question: who (and to what extent) should bear the cost of access to highway corridors--a developer, municipality or the state? The paper begins with a summary of the trends driving change in urban and regional form. This will include a discussion of changes in residential patterns, commercial and industrial activities, and travel behaviors. The role of demographic shifts and changes in work force participation will also be briefly discussed. Next, the paper will address various policy responses to these trends and to the role of access management within this larger picture. I hope to frame the issue in terms of benefits and costs of access, to whom they accrue and how access management is one essential tool in protecting public investment. Close

• 19. [Article] Age-Related Shifts in Housing and Transportation Demand : A Multidisciplinary Study Conducted for Metro by Portland State University's College of Urban and Public Affairs, Final Report

  Understanding where middle-aged and older adults live, where they are moving, how they get around, and the factors influencing these decisions is essential for planning for the future. To gain an understanding ...

  Citation × Citation Citation Abstract Copy Title: Age-Related Shifts in Housing and Transportation Demand : A Multidisciplinary Study Conducted for Metro by Portland State University's College of Urban and Public Affairs, Final Report Author: Neal, Margaret B., Chapman, Nancy J., Dill, Jennifer, Sharkova, Irina V., DeLaTorre, Alan Kenneth, Sullivan, Kathleen A., Kanai, Tomoko, Martin, Sheila A. Year: 2006 Understanding where middle-aged and older adults live, where they are moving, how they get around, and the factors influencing these decisions is essential for planning for the future. To gain an understanding of the impact of age-related shifts on housing and transportation demand, Portland State University's College of Urban and Public Affairs, via its Institute on Aging, was contracted to conduct a review of the literature and to analyze existing key local and national data sources. A multidisciplinary team of faculty and graduate students was assembled and performed the work in the summer of 2006. The literature reviewed and the analyses presented here are intended to inform Metro's Regional Forecast and modeling assumptions and to stimulate policy discussions pertaining to managing the region's land supply and investing in transportation infrastructure. Title: Age-Related Shifts in Housing and Transportation Demand : A Multidisciplinary Study Conducted for Metro by Portland State University's College of Urban and Public Affairs, Final Report Author: Neal, Margaret B., Chapman, Nancy J., Dill, Jennifer, Sharkova, Irina V., DeLaTorre, Alan Kenneth, Sullivan, Kathleen A., Kanai, Tomoko, Martin, Sheila A. Year: 2006 Understanding where middle-aged and older adults live, where they are moving, how they get around, and the factors influencing these decisions is essential for planning for the future. To gain an understanding of the impact of age-related shifts on housing and transportation demand, Portland State University's College of Urban and Public Affairs, via its Institute on Aging, was contracted to conduct a review of the literature and to analyze existing key local and national data sources. A multidisciplinary team of faculty and graduate students was assembled and performed the work in the summer of 2006. The literature reviewed and the analyses presented here are intended to inform Metro's Regional Forecast and modeling assumptions and to stimulate policy discussions pertaining to managing the region's land supply and investing in transportation infrastructure. Close

• 20. [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

• 21. [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

• 22. [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

• 23. [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

• 24. [Article] Manager Retention and Job Change in the Transit Industry: A Survey of Manager Attitudes

  This paper examines issues related to the managerial personnel needs of the transit industry over the next five years. Specifically, we explore the career expectations reported by 1301 managers from 178 ...

  Citation × Citation Citation Abstract Copy Title: Manager Retention and Job Change in the Transit Industry: A Survey of Manager Attitudes Author: White, Charles, Edner, Sheldon Year: 1987 This paper examines issues related to the managerial personnel needs of the transit industry over the next five years. Specifically, we explore the career expectations reported by 1301 managers from 178 agencies. Their responses are grouped based on whether they will be with the same transit agency, a different agency, retire, or leave the transit industry. These stated intentions are examined in relation to agency characteristics, individual demographics, professional experience, and evaluations of personal career development and opportunities. our survey results portray a significantly different transit manager than that described by Mundy and Spchalski in 1973. Current managers are younger, more highly educated, and more diverse in terms of training specialization and current function. Most did not plan a career in transit. Further, these "new" transit managers seem less wedded to a long term career in transit. While satisfied with current positions they are less positive about future career development and advancement opportunities offered by individual agencies and the industry. Three explanatory factors are suggested: 1) the training and experience of new managers, 2) the possible lack of a clear career ladder within the industry, and 3) the end of the period of rapid transit expansion. Our findings indicate that the industry may experience substantial managerial change over the next five years and that recruitment needs may be greater than forecast by TRB in 1985. These needs will be more pronounced for some management categories, specifically marketing, personnel, finance. Title: Manager Retention and Job Change in the Transit Industry: A Survey of Manager Attitudes Author: White, Charles, Edner, Sheldon Year: 1987 This paper examines issues related to the managerial personnel needs of the transit industry over the next five years. Specifically, we explore the career expectations reported by 1301 managers from 178 agencies. Their responses are grouped based on whether they will be with the same transit agency, a different agency, retire, or leave the transit industry. These stated intentions are examined in relation to agency characteristics, individual demographics, professional experience, and evaluations of personal career development and opportunities. our survey results portray a significantly different transit manager than that described by Mundy and Spchalski in 1973. Current managers are younger, more highly educated, and more diverse in terms of training specialization and current function. Most did not plan a career in transit. Further, these "new" transit managers seem less wedded to a long term career in transit. While satisfied with current positions they are less positive about future career development and advancement opportunities offered by individual agencies and the industry. Three explanatory factors are suggested: 1) the training and experience of new managers, 2) the possible lack of a clear career ladder within the industry, and 3) the end of the period of rapid transit expansion. Our findings indicate that the industry may experience substantial managerial change over the next five years and that recruitment needs may be greater than forecast by TRB in 1985. These needs will be more pronounced for some management categories, specifically marketing, personnel, finance. Close

• 25. [Article] The Contribution of Manager and Organizational Characteristics to Transit Agency Performance: A National Study of United States Transit Providers

  The primary objective of the report is to relate attitudinal and demographic characteristics of transit management personnel and agency institutional characteristics to agency performance. The purpose ...

  Citation × Citation Citation Abstract Copy Title: The Contribution of Manager and Organizational Characteristics to Transit Agency Performance: A National Study of United States Transit Providers Author: White, Charles, Edner, Sheldon Year: 1989 The primary objective of the report is to relate attitudinal and demographic characteristics of transit management personnel and agency institutional characteristics to agency performance. The purpose of this analysis is to determine the relative contributions of manager and institutional characteristics as explanatory factors in transit agency performance. The study is based upon the responses of 1033 managers from 134 agencies representing the full range of agency size, institutional, and locational characteristics. Across six basic performance measures (coat efficiency, labor efficiency, service effectiveness, maintenance efficiency (measured in two different ways) and vehicle efficiency) used here, manager characteristics and attitudes do not appear to be consisteruly associated with performance outcomes. That is, while the analysis established that these are important factors, these relationships point in differina directions. Thus, efforts to increase manaaer capability may also add to the forces differentiati.na orpnizational capacity without contributing to overall industry performance. In sum, the twbulence experienced by the transit industry may not have lead it toward greater refinemenl of performance abilities but rather introduced even greater tension and centrifugal forces. The result may be an even further reduced ability to specify the keys to successful transit service delivery. It is also clear that the changing nature of the industry in terms of its role and function in wban settings may be reflected in our findings. Increasingly, efforts toward the development of new, specialized services have been paralleled by the development of new organizational provider types. In some instances this has brought new management opportunities, demands and attitudes into the industry. The elderly and handicapped have generated an increasing involvement of health service providers in transportation. The expectations of service performance have concurrently undergone re-examination. All transit agencies have focused on more than fixed route, scheduled service the keys to improved performance have changed with the service mix. Title: The Contribution of Manager and Organizational Characteristics to Transit Agency Performance: A National Study of United States Transit Providers Author: White, Charles, Edner, Sheldon Year: 1989 The primary objective of the report is to relate attitudinal and demographic characteristics of transit management personnel and agency institutional characteristics to agency performance. The purpose of this analysis is to determine the relative contributions of manager and institutional characteristics as explanatory factors in transit agency performance. The study is based upon the responses of 1033 managers from 134 agencies representing the full range of agency size, institutional, and locational characteristics. Across six basic performance measures (coat efficiency, labor efficiency, service effectiveness, maintenance efficiency (measured in two different ways) and vehicle efficiency) used here, manager characteristics and attitudes do not appear to be consisteruly associated with performance outcomes. That is, while the analysis established that these are important factors, these relationships point in differina directions. Thus, efforts to increase manaaer capability may also add to the forces differentiati.na orpnizational capacity without contributing to overall industry performance. In sum, the twbulence experienced by the transit industry may not have lead it toward greater refinemenl of performance abilities but rather introduced even greater tension and centrifugal forces. The result may be an even further reduced ability to specify the keys to successful transit service delivery. It is also clear that the changing nature of the industry in terms of its role and function in wban settings may be reflected in our findings. Increasingly, efforts toward the development of new, specialized services have been paralleled by the development of new organizational provider types. In some instances this has brought new management opportunities, demands and attitudes into the industry. The elderly and handicapped have generated an increasing involvement of health service providers in transportation. The expectations of service performance have concurrently undergone re-examination. All transit agencies have focused on more than fixed route, scheduled service the keys to improved performance have changed with the service mix. Close

• 26. [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

• 27. [Article] Travel Decisions & Their Implications for Urban Transportation: From Campus Transportation to Statewide Modeling

  The ability to forecast future transportation patterns under a particular land-use scenario or urban form is key to making informed decisions at the local and regional levels. Although several researchers ...

  Citation × Citation Citation Abstract Copy Title: Travel Decisions & Their Implications for Urban Transportation: From Campus Transportation to Statewide Modeling Author: Akar, Gulsah Year: 2015 The ability to forecast future transportation patterns under a particular land-use scenario or urban form is key to making informed decisions at the local and regional levels. Although several researchers have explored the links between the built environment, socio-demographics and travel behavior, a consensus is not reached. This talk highlights two recent projects. The first project focuses on individuals’ attitudes towards transportation, neighborhood characteristics and their effects on campus commuters’ transit use, and addresses the question whether attitudes, the built environment or a combination of both explains the resulting transit use better. The second part presents the Regional Land Use Allocation Decision Analysis Tool developed for The Ohio Department of Transportation, which enables decision makers to quantify the impacts of population and employment distribution in terms of the resulting VMT (Vehicle Miles Traveled). This tool forecasts the impacts of future land-use policies in Ohio, based on alternative assumptions of highway and mass transit corridor development, zoning and environmental constraints, regional growth or decline projections, and changes in travel associated with auto trip generation rates and trip distances. Title: Travel Decisions & Their Implications for Urban Transportation: From Campus Transportation to Statewide Modeling Author: Akar, Gulsah Year: 2015 The ability to forecast future transportation patterns under a particular land-use scenario or urban form is key to making informed decisions at the local and regional levels. Although several researchers have explored the links between the built environment, socio-demographics and travel behavior, a consensus is not reached. This talk highlights two recent projects. The first project focuses on individuals’ attitudes towards transportation, neighborhood characteristics and their effects on campus commuters’ transit use, and addresses the question whether attitudes, the built environment or a combination of both explains the resulting transit use better. The second part presents the Regional Land Use Allocation Decision Analysis Tool developed for The Ohio Department of Transportation, which enables decision makers to quantify the impacts of population and employment distribution in terms of the resulting VMT (Vehicle Miles Traveled). This tool forecasts the impacts of future land-use policies in Ohio, based on alternative assumptions of highway and mass transit corridor development, zoning and environmental constraints, regional growth or decline projections, and changes in travel associated with auto trip generation rates and trip distances. Close

• 28. [Article] Modeling Injury Outcomes of Crashes involving Heavy Vehicles on Texas Highways

  A growing concern related to large-truck crashes has increased in the State of Texas in recent years due to the potential economic impacts and level of injury severity that can be sustained. Yet, studies ...

  Citation × Citation Citation Abstract Copy Title: Modeling Injury Outcomes of Crashes involving Heavy Vehicles on Texas Highways Author: Hernandez, Salvador Year: 2014 A growing concern related to large-truck crashes has increased in the State of Texas in recent years due to the potential economic impacts and level of injury severity that can be sustained. Yet, studies on large truck involved crashes highlighting the contributing factors leading to injury severity have not been conducted in detail in the State of Texas especially for its interstate system. In this study, we analyze the contributing factors related to injury severity by utilizing Texas crash data based on a discrete outcome based model which accounts for possible unobserved heterogeneity related to human, vehicle and road-environment. We estimate a random parameter logit model (i.e., mixed logit) to predict the likelihood of five standard injury severity scales commonly used in Crash Records Information System (CRIS) in Texas – fatal, incapacitating, non-incapacitating, possible, and no injury (property damage only). Estimation findings indicate that the level of injury severity outcomes is highly influenced by a number of complex interactions between factors and the effects of the some factors can vary across observations. The contributing factors include drivers’ demographics, traffic flow condition, roadway geometrics, land use and temporal characteristics, weather, and lighting conditions. Title: Modeling Injury Outcomes of Crashes involving Heavy Vehicles on Texas Highways Author: Hernandez, Salvador Year: 2014 A growing concern related to large-truck crashes has increased in the State of Texas in recent years due to the potential economic impacts and level of injury severity that can be sustained. Yet, studies on large truck involved crashes highlighting the contributing factors leading to injury severity have not been conducted in detail in the State of Texas especially for its interstate system. In this study, we analyze the contributing factors related to injury severity by utilizing Texas crash data based on a discrete outcome based model which accounts for possible unobserved heterogeneity related to human, vehicle and road-environment. We estimate a random parameter logit model (i.e., mixed logit) to predict the likelihood of five standard injury severity scales commonly used in Crash Records Information System (CRIS) in Texas – fatal, incapacitating, non-incapacitating, possible, and no injury (property damage only). Estimation findings indicate that the level of injury severity outcomes is highly influenced by a number of complex interactions between factors and the effects of the some factors can vary across observations. The contributing factors include drivers’ demographics, traffic flow condition, roadway geometrics, land use and temporal characteristics, weather, and lighting conditions. Close

• 29. [Article] Bicycling Is Different: Built Environment Relationships to Nonwork Travel

  There is growing investment in infrastructure to support non-motorized travel modes in the United States, in particular for bicycling. However, there remains a dearth of knowledge on the relationships ...

  Citation × Citation Citation Abstract Copy Title: Bicycling Is Different: Built Environment Relationships to Nonwork Travel Author: Muhs, Christopher D. Year: 2014 There is growing investment in infrastructure to support non-motorized travel modes in the United States, in particular for bicycling. However, there remains a dearth of knowledge on the relationships between built environments and bicycling for non-work transportation. This issue is exacerbated by researchers and practitioners continuing to combine walking and bicycling into the category “non-motorized modes,” despite the two having many differences. This paper addresses these shortcomings through a segmented analysis of mode choice and mode share for walking, bicycling, and automobile travel. The data used are from a 2011 establishment intercept survey in the Portland, Oregon region and are destination-based. Results show pronounced differences in the empirical relationships between walking and bicycling and the built environment, when controlling for aspects of the individual, site, and trip. Models for mode choice and mode share indicate that the built environment attributes that influence automobile and walk travel are similar; yet, their influence is in the opposite direction. Empirical relationships with the built environment are altogether different for bicycling trips. Socio-demographic variable results are consistent with much of the non-work mode choice literature, but trip distance is not. Trip distance has the expected relationship with walking, but does not have a significant relationship with bicycling. The findings on the built environment relationships with travel modes support a move away from combining walking and bicycling together as non-motorized transportation for analysis and planning. They also lend insight into additional considerations for future work in non-work transportation research and policy. Title: Bicycling Is Different: Built Environment Relationships to Nonwork Travel Author: Muhs, Christopher D. Year: 2014 There is growing investment in infrastructure to support non-motorized travel modes in the United States, in particular for bicycling. However, there remains a dearth of knowledge on the relationships between built environments and bicycling for non-work transportation. This issue is exacerbated by researchers and practitioners continuing to combine walking and bicycling into the category “non-motorized modes,” despite the two having many differences. This paper addresses these shortcomings through a segmented analysis of mode choice and mode share for walking, bicycling, and automobile travel. The data used are from a 2011 establishment intercept survey in the Portland, Oregon region and are destination-based. Results show pronounced differences in the empirical relationships between walking and bicycling and the built environment, when controlling for aspects of the individual, site, and trip. Models for mode choice and mode share indicate that the built environment attributes that influence automobile and walk travel are similar; yet, their influence is in the opposite direction. Empirical relationships with the built environment are altogether different for bicycling trips. Socio-demographic variable results are consistent with much of the non-work mode choice literature, but trip distance is not. Trip distance has the expected relationship with walking, but does not have a significant relationship with bicycling. The findings on the built environment relationships with travel modes support a move away from combining walking and bicycling together as non-motorized transportation for analysis and planning. They also lend insight into additional considerations for future work in non-work transportation research and policy. Close

• 30. [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. 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. 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

• 31. [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

• 32. [Article] A Theory of Travel Decision-Making with Applications for Modeling Active Travel Demand

  The continuing evolution of urban travel patterns and changing policy goals and priorities requires that transportation researchers and practitioners improve their abilities to plan and forecast the demand ...

  Citation × Citation Citation Abstract Copy Title: A Theory of Travel Decision-Making with Applications for Modeling Active Travel Demand Author: Singleton, Patrick Allen Year: 2013 The continuing evolution of urban travel patterns and changing policy goals and priorities requires that transportation researchers and practitioners improve their abilities to plan and forecast the demand for travel. Walking and bicycling - the primary forms of active travel - are generating increasing interest for their potential to reduce automobile use, save governmental and consumer costs, and improve personal and social health outcomes. Yet, current transportation planning tools, namely regional travel demand forecasting models, poorly represent these active travel modes, if at all. More broadly, travel models do an incomplete job of representing the decision-making processes involved in travel choices, especially those factors influencing walking and bicycling. In addition to limitations of data and statistical analysis methods, the research upon which modeling tools are based has yet to settle on a comprehensive theory of travel behavior that accounts for complex relationships around a variety of personal, social, and environmental factors. While modeling tools have explained travel primarily through economic theories, contributions from the geography and psychology fields prove promising. A few scholars have attempted to link these travel behavior explanations together, some with a focus on walking and bicycling, but these theories have yet to make a significant impact on travel modeling practice. This thesis presents a unifying interdisciplinary framework for a theory of travel decision-making with applications for travel demand modeling and forecasting and a focus on walking and bicycling. The framework offers a guide for future research examining the complex relationships of activities, built environment factors, demographic and socioeconomic characteristics, attitudes and perceptions, and habit and exploration on individual short-term travel decisions (with considerations of the influence of medium- and long-term travel-related decisions). A key component of the theory is a hierarchy of travel needs hypothesized to be considered by travelers in the course of their decision-making processes. Although developed to account for the factors that particularly influence decisions surrounding walking and bicycling, the framework is postulated to apply to all travel modes and decisions, including frequency, destination, mode, time-of-day, and route. The first section of the thesis reviews theories from the fields of economics, geography, psychology, and travel behavior that have a large influence on the development of the theory of travel decision-making. In the next and largest chapter, the components and relationships in this theory, including the hierarchy of travel needs, are defined and presented with supporting empirical evidence from travel behavior research. This thesis's final section views the theory of travel decision-making through the lens of applicability to travel demand modeling and forecasting. The state of current travel forecasting tools, travel behavior research, data, and analysis methods with respect to each aspect of the theory is reviewed. Research and data needs are identified. In closing, some opportunities for operationalizing the theory in travel demand models and using these transportation planning tools for analyzing walking, cycling, and other policies are hypothesized and discussed. This thesis, and the theory and applications discussed within, contribute to the academic study of travel behavior, the practical modeling of travel demand, and walking and bicycling research and planning. Title: A Theory of Travel Decision-Making with Applications for Modeling Active Travel Demand Author: Singleton, Patrick Allen Year: 2013 The continuing evolution of urban travel patterns and changing policy goals and priorities requires that transportation researchers and practitioners improve their abilities to plan and forecast the demand for travel. Walking and bicycling - the primary forms of active travel - are generating increasing interest for their potential to reduce automobile use, save governmental and consumer costs, and improve personal and social health outcomes. Yet, current transportation planning tools, namely regional travel demand forecasting models, poorly represent these active travel modes, if at all. More broadly, travel models do an incomplete job of representing the decision-making processes involved in travel choices, especially those factors influencing walking and bicycling. In addition to limitations of data and statistical analysis methods, the research upon which modeling tools are based has yet to settle on a comprehensive theory of travel behavior that accounts for complex relationships around a variety of personal, social, and environmental factors. While modeling tools have explained travel primarily through economic theories, contributions from the geography and psychology fields prove promising. A few scholars have attempted to link these travel behavior explanations together, some with a focus on walking and bicycling, but these theories have yet to make a significant impact on travel modeling practice. This thesis presents a unifying interdisciplinary framework for a theory of travel decision-making with applications for travel demand modeling and forecasting and a focus on walking and bicycling. The framework offers a guide for future research examining the complex relationships of activities, built environment factors, demographic and socioeconomic characteristics, attitudes and perceptions, and habit and exploration on individual short-term travel decisions (with considerations of the influence of medium- and long-term travel-related decisions). A key component of the theory is a hierarchy of travel needs hypothesized to be considered by travelers in the course of their decision-making processes. Although developed to account for the factors that particularly influence decisions surrounding walking and bicycling, the framework is postulated to apply to all travel modes and decisions, including frequency, destination, mode, time-of-day, and route. The first section of the thesis reviews theories from the fields of economics, geography, psychology, and travel behavior that have a large influence on the development of the theory of travel decision-making. In the next and largest chapter, the components and relationships in this theory, including the hierarchy of travel needs, are defined and presented with supporting empirical evidence from travel behavior research. This thesis's final section views the theory of travel decision-making through the lens of applicability to travel demand modeling and forecasting. The state of current travel forecasting tools, travel behavior research, data, and analysis methods with respect to each aspect of the theory is reviewed. Research and data needs are identified. In closing, some opportunities for operationalizing the theory in travel demand models and using these transportation planning tools for analyzing walking, cycling, and other policies are hypothesized and discussed. This thesis, and the theory and applications discussed within, contribute to the academic study of travel behavior, the practical modeling of travel demand, and walking and bicycling research and planning. Close

• 33. [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

• 34. [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

• 35. [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

• 36. [Article] Travel Mode Choice Framework Incorporating Realistic Bike and Walk Routes

  For a number of reasons--congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few--the importance of walking and bicycling as transportation ...

  Citation × Citation Citation Abstract Copy Title: Travel Mode Choice Framework Incorporating Realistic Bike and Walk Routes Author: Broach, Joseph Paul Year: 2016 For a number of reasons--congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few--the importance of walking and bicycling as transportation options will only continue to increase. Currently, policy interest and infrastructure funding for nonmotorized modes far outstrip our ability to model bike and walk travel. To ensure scarce resources are used most effectively, accurate models sensitive to key policy variables are needed to support long-range planning and project evaluation, and to continue adding to our growing understanding of key factors driving walk and bike behavior. This research attempts to synthesize and advance the state of the art in trip-based, nonmotorized mode choice modeling. Over the past fifteen years, efforts to model the decision to walk or bike on a given trip have been hampered by the lack of a comprehensive behavioral framework and inconsistency in measurement scales and model specification. This project develops a mode choice behavioral framework that acknowledges the importance of attributes along the specific walk and bike routes that travelers are likely to consider, in addition to more traditional area-based measures of travel environments. The proposed framework is applied to a revealed preference, GPS-based travel dataset collected from 2010-2013 in Portland, Oregon. Measurement of nonmotorized trip distance, built environment, tour-level variables, and attitudinal attributes as well as mode availability are explicitly addressed. Route and mode choice models are specified using discrete choice techniques, and predicted walking and bicycling routes are tested as inputs to various mode choice models. Results suggest strong potential for predicted route measures to enhance walk and bicycle mode choice modeling. Findings also support the specific notion that bicycle and pedestrian infrastructure contribute not only to route choice but also to the choice of whether to bike or walk. For decisions to bicycle, availability of low-traffic routes may be particularly important to women. Model results further indicate that land use and built environments around trip ends and a person’s home still have important effects on nonmotorized travel when controlling for route quality. Both route and area travel environment impacts are mostly robust to the inclusion of residential self-selection variables, consistent with the idea that built environment differences matter even for households that choose to live in a walkable or bikeable neighborhood. The combination of area and route-based built environment measures alongside trip context, sociodemographic, and attitudinal attributes provides a new perspective on nonmotorized travel behavior relevant to both policy and practice. Title: Travel Mode Choice Framework Incorporating Realistic Bike and Walk Routes Author: Broach, Joseph Paul Year: 2016 For a number of reasons--congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few--the importance of walking and bicycling as transportation options will only continue to increase. Currently, policy interest and infrastructure funding for nonmotorized modes far outstrip our ability to model bike and walk travel. To ensure scarce resources are used most effectively, accurate models sensitive to key policy variables are needed to support long-range planning and project evaluation, and to continue adding to our growing understanding of key factors driving walk and bike behavior. This research attempts to synthesize and advance the state of the art in trip-based, nonmotorized mode choice modeling. Over the past fifteen years, efforts to model the decision to walk or bike on a given trip have been hampered by the lack of a comprehensive behavioral framework and inconsistency in measurement scales and model specification. This project develops a mode choice behavioral framework that acknowledges the importance of attributes along the specific walk and bike routes that travelers are likely to consider, in addition to more traditional area-based measures of travel environments. The proposed framework is applied to a revealed preference, GPS-based travel dataset collected from 2010-2013 in Portland, Oregon. Measurement of nonmotorized trip distance, built environment, tour-level variables, and attitudinal attributes as well as mode availability are explicitly addressed. Route and mode choice models are specified using discrete choice techniques, and predicted walking and bicycling routes are tested as inputs to various mode choice models. Results suggest strong potential for predicted route measures to enhance walk and bicycle mode choice modeling. Findings also support the specific notion that bicycle and pedestrian infrastructure contribute not only to route choice but also to the choice of whether to bike or walk. For decisions to bicycle, availability of low-traffic routes may be particularly important to women. Model results further indicate that land use and built environments around trip ends and a person’s home still have important effects on nonmotorized travel when controlling for route quality. Both route and area travel environment impacts are mostly robust to the inclusion of residential self-selection variables, consistent with the idea that built environment differences matter even for households that choose to live in a walkable or bikeable neighborhood. The combination of area and route-based built environment measures alongside trip context, sociodemographic, and attitudinal attributes provides a new perspective on nonmotorized travel behavior relevant to both policy and practice. Close

• 37. [Article] Cyclist Path Choices Through Shared Space Intersections in England

  In the last several years, there has been growing worldwide interest in making streets safer for all users--pedestrians, cyclists, and motorists. One approach, shared space, is a traffic calming technique ...

  Citation × Citation Citation Abstract Copy Title: Cyclist Path Choices Through Shared Space Intersections in England Author: Duncan, Allison Boyce Year: 2016 In the last several years, there has been growing worldwide interest in making streets safer for all users--pedestrians, cyclists, and motorists. One approach, shared space, is a traffic calming technique as well as urban design concept. This technique strives to fully integrate the roadway into the urban fabric by removing elements such as lane markings, curbs, and traffic signs. By removing these elements and creating a more plaza-like space, these sites become ambiguous and no user group as priority. The technique is relatively new, and the majority of existing research concerns pedestrians only. This mixed methods research focused on six intersections in England with the goal of understanding how bicycle riders perceive and travel through shared space intersections. Using video observations of the six sites in three cities, three shared and three control, this project analyzed the variations in the paths cyclists rode through the intersections. Data were collected on several variables related to both the cyclists and their interactions with the site itself such as helmet use and riding through crosswalks. Path analysis required the development a new evaluative variable in order to compare individual paths by how much deviation there was in each path ridden as compared to other cyclists. Site-specific surveys addressed the perceptions, bicycling experience, demographics, and path and route preferences by cyclists at both shared space and control intersections. The analysis indicated that cyclists rode similarly through both shared and control intersections, and that a large percentage of riders preferred to ride farther from motor vehicles when given the space to do so. This project offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice. Results indicated that, in these cases, shared space was not the panacea for nonmotorized users as some literature suggests, but nonetheless appeared to be a valid form of traffic calming. This research offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice. Title: Cyclist Path Choices Through Shared Space Intersections in England Author: Duncan, Allison Boyce Year: 2016 In the last several years, there has been growing worldwide interest in making streets safer for all users--pedestrians, cyclists, and motorists. One approach, shared space, is a traffic calming technique as well as urban design concept. This technique strives to fully integrate the roadway into the urban fabric by removing elements such as lane markings, curbs, and traffic signs. By removing these elements and creating a more plaza-like space, these sites become ambiguous and no user group as priority. The technique is relatively new, and the majority of existing research concerns pedestrians only. This mixed methods research focused on six intersections in England with the goal of understanding how bicycle riders perceive and travel through shared space intersections. Using video observations of the six sites in three cities, three shared and three control, this project analyzed the variations in the paths cyclists rode through the intersections. Data were collected on several variables related to both the cyclists and their interactions with the site itself such as helmet use and riding through crosswalks. Path analysis required the development a new evaluative variable in order to compare individual paths by how much deviation there was in each path ridden as compared to other cyclists. Site-specific surveys addressed the perceptions, bicycling experience, demographics, and path and route preferences by cyclists at both shared space and control intersections. The analysis indicated that cyclists rode similarly through both shared and control intersections, and that a large percentage of riders preferred to ride farther from motor vehicles when given the space to do so. This project offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice. Results indicated that, in these cases, shared space was not the panacea for nonmotorized users as some literature suggests, but nonetheless appeared to be a valid form of traffic calming. This research offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice. Close

• 38. [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

• 39. [Article] Estimating Walking and Bicycling at the State Level

  Estimates of vehicle miles traveled (VMT) drive policy and planning decisions for surface transportation. No similar metric is computed for cycling and walking. What approaches could be used to compute ...

  Citation × Citation Citation Abstract Copy Title: Estimating Walking and Bicycling at the State Level Author: Nordback, Krista, Sellinger, Mike, Phillips, Taylor Year: 2017 Estimates of vehicle miles traveled (VMT) drive policy and planning decisions for surface transportation. No similar metric is computed for cycling and walking. What approaches could be used to compute such a metric on the state level? This report discusses three such approaches, identifies the advantages and disadvantages of each, and applies them to Washington State. The first approach employs travel survey data. The second approach is sample-based using pedestrian and bicycle count data. The third approach is an aggregate demand model approach using demographic data combined with count data. Due to data limitations, none of these methods could be properly implemented on the statewide level. Despite the data limits, the methods were implemented for one county (King County) in order to compare findings. The travel survey method estimated the lowest bicycle and pedestrian miles traveled (BMT and PMT), and the sample-based method estimated the highest. The travel survey method is useful for a statewide measure, but it does not provide the detail needed for facility-level estimates. For bicyclists, the sample-based method is appropriate if volumes are desired at the facility level. For pedestrians, the aggregate model might be more appropriate, because of the more dispersed nature of pedestrian travel. Each method has strengths and weaknesses, and each helps us understand bicycle and pedestrian travel in different ways. For this reason, the project team recommends improving both statewide travel survey data and pedestrian and cyclist traffic count data which feed these methods. Travel survey data should be collected statewide with oversampling for non-motorized travelers. Pedestrian and cyclist traffic counts should be expanded to include a continuous counting program in addition to the short-duration count program. After the continuous count program is in place, short-duration counts should be chosen using a stratified random sampling approach. For example, the sampling frame could consist of all road and path segments in the state divided by region (Coast Range, Puget Lowland, Cascades, Eastern Washington), by urbanity (rural, urban), by facility type (highways/arterials, local/collector roads, paths), and by whether the location is on a bridge or not. To increase sites sampled, the short-duration count program could also be rotated, with each location being counted every three years instead of every year. Better data will allow the state to quantify bicycling and walking at both the state level and facility level to inform decision-making, facility design and planning, and safety analysis. Title: Estimating Walking and Bicycling at the State Level Author: Nordback, Krista, Sellinger, Mike, Phillips, Taylor Year: 2017 Estimates of vehicle miles traveled (VMT) drive policy and planning decisions for surface transportation. No similar metric is computed for cycling and walking. What approaches could be used to compute such a metric on the state level? This report discusses three such approaches, identifies the advantages and disadvantages of each, and applies them to Washington State. The first approach employs travel survey data. The second approach is sample-based using pedestrian and bicycle count data. The third approach is an aggregate demand model approach using demographic data combined with count data. Due to data limitations, none of these methods could be properly implemented on the statewide level. Despite the data limits, the methods were implemented for one county (King County) in order to compare findings. The travel survey method estimated the lowest bicycle and pedestrian miles traveled (BMT and PMT), and the sample-based method estimated the highest. The travel survey method is useful for a statewide measure, but it does not provide the detail needed for facility-level estimates. For bicyclists, the sample-based method is appropriate if volumes are desired at the facility level. For pedestrians, the aggregate model might be more appropriate, because of the more dispersed nature of pedestrian travel. Each method has strengths and weaknesses, and each helps us understand bicycle and pedestrian travel in different ways. For this reason, the project team recommends improving both statewide travel survey data and pedestrian and cyclist traffic count data which feed these methods. Travel survey data should be collected statewide with oversampling for non-motorized travelers. Pedestrian and cyclist traffic counts should be expanded to include a continuous counting program in addition to the short-duration count program. After the continuous count program is in place, short-duration counts should be chosen using a stratified random sampling approach. For example, the sampling frame could consist of all road and path segments in the state divided by region (Coast Range, Puget Lowland, Cascades, Eastern Washington), by urbanity (rural, urban), by facility type (highways/arterials, local/collector roads, paths), and by whether the location is on a bridge or not. To increase sites sampled, the short-duration count program could also be rotated, with each location being counted every three years instead of every year. Better data will allow the state to quantify bicycling and walking at both the state level and facility level to inform decision-making, facility design and planning, and safety analysis. Close

• 40. [Article] Do TODs Make a Difference?

  In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based ...

  Citation × Citation Citation Abstract Copy Title: Do TODs Make a Difference? Author: Nelson, Arthur C., Miller, Matt, Eskic, Dejan, Kim, Keuntae, Ewing, Reid, Liu, Jenny H., Berggren, Matt, Mumuni, Zakari Year: 2015 In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based on key demographic characteristics; (3) housing affordability based on transportation costs; and (4) job-worker balance as a measure of accessibility. Prior literature has not systematically evaluated TOD outcomes in these respects with respect to light rail transit (LRT), commuter rail transit (CRT), bus rapid transit (BRT), and streetcar transit (SCT) systems. Our analysis helps close some of these gaps. We apply our analysis to 23 fixed-guideway transit systems operating in 17 metropolitan areas in the South and West that have one or more of those systems. We find: (1) Most TOD areas gained jobs in the office, knowledge, education, health care and entertainment sectors, adding more than $100 billion in wages capitalized over time; (2) In assessing economic resilience associated with LRT systems, jobs continued to shift away from TOD areas before the Great Recession, the pace slowed during the recession but reversed during recovery, leading us to speculate that LRT TOD areas may have transformed metropolitan economies served by LRT systems; (3) Rents for offices, retail stores and apartments were higher when closer to SCT systems, had mixed results with respect LRT systems, but were mostly lower with respect to CRT systems (our BRT sample was too small to evaluate); (4) SCT systems performed best in terms of increasing their TOD-area shares of metropolitan population, households and householders by age, housing units, and renters with BRT systems performing less well while LRT and CRT systems experienced a much smaller shift in the share of growth; (5) Household transportation costs as a share of budgets increase with respect to distance from LRT transit stations to seven miles, suggesting the proximity to LRT stations reduces total household transportation costs; (6) Emerging trends that may favor higher-wage jobs locating in TOD areas over time than lower- or middle-wage jobs, perhaps because TOD areas attract more investment which requires more productive, higher-paid labor to justify the investment; and (7) The share of workers who commute 10 minutes or less to work increases nearly one-half of 1 percent for each half-mile their resident block group is to an LRT transit station, capping at a gain of 1.3 percent, which is not a trivial gain. Our report summarizes case studies of 23 transit systems and three journal articles based on our research. Title: Do TODs Make a Difference? Author: Nelson, Arthur C., Miller, Matt, Eskic, Dejan, Kim, Keuntae, Ewing, Reid, Liu, Jenny H., Berggren, Matt, Mumuni, Zakari Year: 2015 In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based on key demographic characteristics; (3) housing affordability based on transportation costs; and (4) job-worker balance as a measure of accessibility. Prior literature has not systematically evaluated TOD outcomes in these respects with respect to light rail transit (LRT), commuter rail transit (CRT), bus rapid transit (BRT), and streetcar transit (SCT) systems. Our analysis helps close some of these gaps. We apply our analysis to 23 fixed-guideway transit systems operating in 17 metropolitan areas in the South and West that have one or more of those systems. We find: (1) Most TOD areas gained jobs in the office, knowledge, education, health care and entertainment sectors, adding more than $100 billion in wages capitalized over time; (2) In assessing economic resilience associated with LRT systems, jobs continued to shift away from TOD areas before the Great Recession, the pace slowed during the recession but reversed during recovery, leading us to speculate that LRT TOD areas may have transformed metropolitan economies served by LRT systems; (3) Rents for offices, retail stores and apartments were higher when closer to SCT systems, had mixed results with respect LRT systems, but were mostly lower with respect to CRT systems (our BRT sample was too small to evaluate); (4) SCT systems performed best in terms of increasing their TOD-area shares of metropolitan population, households and householders by age, housing units, and renters with BRT systems performing less well while LRT and CRT systems experienced a much smaller shift in the share of growth; (5) Household transportation costs as a share of budgets increase with respect to distance from LRT transit stations to seven miles, suggesting the proximity to LRT stations reduces total household transportation costs; (6) Emerging trends that may favor higher-wage jobs locating in TOD areas over time than lower- or middle-wage jobs, perhaps because TOD areas attract more investment which requires more productive, higher-paid labor to justify the investment; and (7) The share of workers who commute 10 minutes or less to work increases nearly one-half of 1 percent for each half-mile their resident block group is to an LRT transit station, capping at a gain of 1.3 percent, which is not a trivial gain. Our report summarizes case studies of 23 transit systems and three journal articles based on our research. Close

• 41. [Article] Portland's Changing Landscape

  Occasional Papers in Geography Publication No. 4 What is the nature and character of Portland? What are the conditions, changes and developments that have made it what it is? How does Portland compare ...

  Citation × Citation Citation Abstract Copy Title: Portland's Changing Landscape Author: Price, Larry W., Johnson, Daniel M., Ashbaugh, James A., Dotterrer, Steve, Abbott, Carl, Poulsen, Thomas M., Lycan, Richard, Latz, Gil, Dueker, Kenneth, Edner, Sheldon, Rabiega, William A., Kale, Steven R., Corcoran, Patrick E., Vanselow, Glenn, Hamilton, F. E. Ian, Chapman, Nancy J., Starker, Joan Year: 1987 Occasional Papers in Geography Publication No. 4 What is the nature and character of Portland? What are the conditions, changes and developments that have made it what it is? How does Portland compare with other places? What makes it unique? These are some of the question pursued in this volume. This book contains thirteen chapters discussing various facets of Portland's environmental, economy, and character. It is an up-to-date and comprehensive analysis of dynamics and change in the landscape. An overview is provided of Portland as a city and place to live, as well as its functional significance on a national and international basis. Two threads are woven through the tapestry of these essays. One is that Portland is a big city but with many attributes of a small town. The other is the closeness and accessibility of city and nature. The challenge is how to nurture and maintain both - to have our cake and eat it too. The evidence is clear that most American cities have not been able to achieve this. Only the future can tell how Portland will fare. The authors are all professional geographers or work in closely related fields. All have been involved with the Portland scene for a number of years and are uniquely qualified to write about these topics. While each approaches problems from his or her own perspective, the net result is a summing up, a taking stock of where we have been and where we are going. When considered as a whole the book should provide a better view than we have had of the nature and character of this special place. Title: Portland's Changing Landscape Author: Price, Larry W., Johnson, Daniel M., Ashbaugh, James A., Dotterrer, Steve, Abbott, Carl, Poulsen, Thomas M., Lycan, Richard, Latz, Gil, Dueker, Kenneth, Edner, Sheldon, Rabiega, William A., Kale, Steven R., Corcoran, Patrick E., Vanselow, Glenn, Hamilton, F. E. Ian, Chapman, Nancy J., Starker, Joan Year: 1987 Occasional Papers in Geography Publication No. 4 What is the nature and character of Portland? What are the conditions, changes and developments that have made it what it is? How does Portland compare with other places? What makes it unique? These are some of the question pursued in this volume. This book contains thirteen chapters discussing various facets of Portland's environmental, economy, and character. It is an up-to-date and comprehensive analysis of dynamics and change in the landscape. An overview is provided of Portland as a city and place to live, as well as its functional significance on a national and international basis. Two threads are woven through the tapestry of these essays. One is that Portland is a big city but with many attributes of a small town. The other is the closeness and accessibility of city and nature. The challenge is how to nurture and maintain both - to have our cake and eat it too. The evidence is clear that most American cities have not been able to achieve this. Only the future can tell how Portland will fare. The authors are all professional geographers or work in closely related fields. All have been involved with the Portland scene for a number of years and are uniquely qualified to write about these topics. While each approaches problems from his or her own perspective, the net result is a summing up, a taking stock of where we have been and where we are going. When considered as a whole the book should provide a better view than we have had of the nature and character of this special place. Close

• 42. [Article] Rerouting Mode Choice Models: ​H​ow Including Realistic Route Options Can Help Us Understand Decisions to Walk or Bike

  For a number of reasons—congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few—the importance of walking and bicycling as transportation ...

  Citation × Citation Citation Abstract Copy Title: Rerouting Mode Choice Models: ​H​ow Including Realistic Route Options Can Help Us Understand Decisions to Walk or Bike Author: Broach, Joseph Paul Year: 2016 For a number of reasons—congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few—the importance of walking and bicycling as transportation options will only continue to increase. Currently, policy interest and infrastructure funding for nonmotorized modes far outstrip our ability to successfully model bike and walk travel. In the past five years, we have learned a lot about where people prefer to bike and walk, but what can that tell us about whether people will bike or walk in the first place? The research presented here is designed to start bridging the gap between choice of route and choice of travel mode (walk, bike, transit, drive, etc.). A mode choice framework is presented that acknowledges the importance of attributes along specific walk and bike routes that travelers are likely to consider for a given trip. Adding route quality as a factor in mode choice decisions is new, and shows promise for: (1) improving prediction of pedestrian and cycling trips, (2) increasing sensitivity of models to finer-grained policy scenarios--testing the impact of a single proposed facility or design change on bike and walk mode shares, and (3) identifying separately the effects of pedestrian and cycling facilities on decisions to walk or ride from which route to take. The proposed framework is applied to revealed preference, GPS travel data collected from 2010-2013 in Portland, Oregon. Key results include: (1) specific walk and bike facilities are significant factors for mode as well as route choice, (2) lower traffic-stress routes may be more important for women than men when choosing whether to bike, (3) available routes on a specific trip may have independent impacts from more traditional measures of land-use and built environment such as density, and (4) the importance of walking and biking environments appears to remain even when controlling for neighborhood self-selection. Title: Rerouting Mode Choice Models: ​H​ow Including Realistic Route Options Can Help Us Understand Decisions to Walk or Bike Author: Broach, Joseph Paul Year: 2016 For a number of reasons—congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few—the importance of walking and bicycling as transportation options will only continue to increase. Currently, policy interest and infrastructure funding for nonmotorized modes far outstrip our ability to successfully model bike and walk travel. In the past five years, we have learned a lot about where people prefer to bike and walk, but what can that tell us about whether people will bike or walk in the first place? The research presented here is designed to start bridging the gap between choice of route and choice of travel mode (walk, bike, transit, drive, etc.). A mode choice framework is presented that acknowledges the importance of attributes along specific walk and bike routes that travelers are likely to consider for a given trip. Adding route quality as a factor in mode choice decisions is new, and shows promise for: (1) improving prediction of pedestrian and cycling trips, (2) increasing sensitivity of models to finer-grained policy scenarios--testing the impact of a single proposed facility or design change on bike and walk mode shares, and (3) identifying separately the effects of pedestrian and cycling facilities on decisions to walk or ride from which route to take. The proposed framework is applied to revealed preference, GPS travel data collected from 2010-2013 in Portland, Oregon. Key results include: (1) specific walk and bike facilities are significant factors for mode as well as route choice, (2) lower traffic-stress routes may be more important for women than men when choosing whether to bike, (3) available routes on a specific trip may have independent impacts from more traditional measures of land-use and built environment such as density, and (4) the importance of walking and biking environments appears to remain even when controlling for neighborhood self-selection. Close

• 43. [Article] Breaking Barriers to Bike Share: Insights from Residents of Traditionally Underserved Neighborhoods

  Evidence has shown that higher income and white populations are overrepresented in both access to and use of bike share. Efforts to overcome underserved communities’ barriers to access and use of bike ...

  Citation × Citation Citation Abstract Copy Title: Breaking Barriers to Bike Share: Insights from Residents of Traditionally Underserved Neighborhoods Author: McNeil, Nathan, Dill, Jennifer, MacArthur, John, Broach, Joseph, Howland, Steven Year: 2017 Evidence has shown that higher income and white populations are overrepresented in both access to and use of bike share. Efforts to overcome underserved communities’ barriers to access and use of bike share have been initiated in a number of cities, including those working with the Better Bike Share Partnership (BBSP) to launch and test potentially replicable approaches to improve the equity outcomes. This report describes findings from a survey of residents living near bike share stations placed in underserved communities of select BBSP cities: Philadelphia, Chicago, and Brooklyn. These were neighborhoods targeted for focused outreach related to BBSP programs, and were majority-minority (79- 94% people of color) and lower-income (36-61% of households under 150% of the poverty level). Residents were also surveyed in control areas that did not receive BBSP targeted outreach in two of the cities. The research team mailed surveys to 6,000 residents in each city, and received 1,885 responses. Respondents closely matched area demographics on race/ethnicity and income in most study locations, but were somewhat more likely to be women, older and more highly educated. Findings are drawn primarily from an analysis of data from adults in the BBSP outreach areas under 65 years old and physically able to ride a bicycle. Of those respondents who provided race and income information (n=779), 42% were lower-income (defined as 300% of poverty or below) people of color, 27% were higher-income (above 300% of poverty) people of color, 6% were lower-income and white (not Hispanic), and 25% were higher-income and white. Race and income often influenced responses to bicycling and bike share in different ways. Differences in behavior and opinions sometimes correlated with income, sometimes with race, and sometimes with race and income combined. Both people of color and lower-income residents cited more barriers to bicycling generally and to using bike share than did higher-income white residents. The biggest barrier to bicycling generally is concern about traffic safety, regardless of race or income (cited as a big barrier by 48% of residents). For some, personal safety is also a concern. For example, 22% of lower-income people of color stated that a big barrier to riding was that doing so could cause them to be harassed or a victim of crime. Some of the most common barriers to bicycling cited by lower-income people of color were issues that bike share could address, such as: not having a bike or related gear (47%); not having a safe place to leave a bike where they need to go (36%); the expense of buying a bike or related gear (41%); and not having a safe place to store a bike at home (32%). High costs of membership and concerns about liability for the bicycle were big barriers to using bike share for about half of lower-income respondents (48% and 52% respectively), compared to 33% and 31% of higher-income respondents of color and only 18% and 10% of higherincome white respondents. Another set of barriers relates to knowledge, lack of knowledge or incorrect knowledge. Only 31% of all respondents knew the details about the availability of the reduced-price membership or pass option, and 34% of lower-income respondents of color said that not knowing enough about how to use bike share was a big barrier to using it, compared to 19% of higher-income respondents of color and 7% of higher-income white residents. Among potential program changes, lower-income people of color were significantly more likely than other respondents to indicate that certain changes would make them more likely to use bike share, including: several changes that could help with cost and liability concerns such as discounted membership or use options (80% stating somewhat or much more likely to use bike share with this change), access to free or low-cost helmets/gear (72%), and easier ways to pay with cash (67%); and several changes to help overcome knowledge or experience gaps, such as help finding safe ways to get where I need to go (70%), and organized rides for people like me (71%). Respondents generally have positive attitudes about bicycling and bike share. A large majority of all residents (73%) and lower-income people of color (74%) agreed that the city’s bike share system “is useful for people like me.” In terms of reasons for using bike share, getting exercise was cited by 71% of the lower-income respondents of color as a reason they would consider using bike share, a rate much higher than other respondent groups. Being able to ride with friends and family was cited by 48% of lower-income respondents of color, again higher than other groups. Title: Breaking Barriers to Bike Share: Insights from Residents of Traditionally Underserved Neighborhoods Author: McNeil, Nathan, Dill, Jennifer, MacArthur, John, Broach, Joseph, Howland, Steven Year: 2017 Evidence has shown that higher income and white populations are overrepresented in both access to and use of bike share. Efforts to overcome underserved communities’ barriers to access and use of bike share have been initiated in a number of cities, including those working with the Better Bike Share Partnership (BBSP) to launch and test potentially replicable approaches to improve the equity outcomes. This report describes findings from a survey of residents living near bike share stations placed in underserved communities of select BBSP cities: Philadelphia, Chicago, and Brooklyn. These were neighborhoods targeted for focused outreach related to BBSP programs, and were majority-minority (79- 94% people of color) and lower-income (36-61% of households under 150% of the poverty level). Residents were also surveyed in control areas that did not receive BBSP targeted outreach in two of the cities. The research team mailed surveys to 6,000 residents in each city, and received 1,885 responses. Respondents closely matched area demographics on race/ethnicity and income in most study locations, but were somewhat more likely to be women, older and more highly educated. Findings are drawn primarily from an analysis of data from adults in the BBSP outreach areas under 65 years old and physically able to ride a bicycle. Of those respondents who provided race and income information (n=779), 42% were lower-income (defined as 300% of poverty or below) people of color, 27% were higher-income (above 300% of poverty) people of color, 6% were lower-income and white (not Hispanic), and 25% were higher-income and white. Race and income often influenced responses to bicycling and bike share in different ways. Differences in behavior and opinions sometimes correlated with income, sometimes with race, and sometimes with race and income combined. Both people of color and lower-income residents cited more barriers to bicycling generally and to using bike share than did higher-income white residents. The biggest barrier to bicycling generally is concern about traffic safety, regardless of race or income (cited as a big barrier by 48% of residents). For some, personal safety is also a concern. For example, 22% of lower-income people of color stated that a big barrier to riding was that doing so could cause them to be harassed or a victim of crime. Some of the most common barriers to bicycling cited by lower-income people of color were issues that bike share could address, such as: not having a bike or related gear (47%); not having a safe place to leave a bike where they need to go (36%); the expense of buying a bike or related gear (41%); and not having a safe place to store a bike at home (32%). High costs of membership and concerns about liability for the bicycle were big barriers to using bike share for about half of lower-income respondents (48% and 52% respectively), compared to 33% and 31% of higher-income respondents of color and only 18% and 10% of higherincome white respondents. Another set of barriers relates to knowledge, lack of knowledge or incorrect knowledge. Only 31% of all respondents knew the details about the availability of the reduced-price membership or pass option, and 34% of lower-income respondents of color said that not knowing enough about how to use bike share was a big barrier to using it, compared to 19% of higher-income respondents of color and 7% of higher-income white residents. Among potential program changes, lower-income people of color were significantly more likely than other respondents to indicate that certain changes would make them more likely to use bike share, including: several changes that could help with cost and liability concerns such as discounted membership or use options (80% stating somewhat or much more likely to use bike share with this change), access to free or low-cost helmets/gear (72%), and easier ways to pay with cash (67%); and several changes to help overcome knowledge or experience gaps, such as help finding safe ways to get where I need to go (70%), and organized rides for people like me (71%). Respondents generally have positive attitudes about bicycling and bike share. A large majority of all residents (73%) and lower-income people of color (74%) agreed that the city’s bike share system “is useful for people like me.” In terms of reasons for using bike share, getting exercise was cited by 71% of the lower-income respondents of color as a reason they would consider using bike share, a rate much higher than other respondent groups. Being able to ride with friends and family was cited by 48% of lower-income respondents of color, again higher than other groups. Close