Search

Search Results

• 1241. [Article] Webinar: The Association Between Light Rail Transit, Streetcars and Bus Rapid Transit on Jobs, People and Rents

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

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

• 1242. [Article] West Portland Town Center: Developing Partnerships for Planning and Implementation

  Metro, the regional planning organization for Clackamas, Multnomah, and Washington Counties, designated the area in Southwest Portland known as West Portland as a Town Center in its Region 2040 Preferred ...

  Citation × Citation Citation Abstract Copy Title: West Portland Town Center: Developing Partnerships for Planning and Implementation Author: Aho, Matthew, Greathouse, Stevie, Snyder, Kevin Year: 1996 Metro, the regional planning organization for Clackamas, Multnomah, and Washington Counties, designated the area in Southwest Portland known as West Portland as a Town Center in its Region 2040 Preferred Growth Concept. Metro's Town Center definition is open to different levels of interpretation without much guidance as to how the Town Center vision (i.e. increased density, a mix of land uses, a sense of place, and an emphasis on alternative modes of travel) is to be planned for and implemented. Since this designation in 1994, public sector planning efforts have been initiated around and specific to the West Portland Town Center. However, there is still a high level of uncertainty as to how the Town Center vision will be realized and who is ultimately responsible for its implementation. This report addresses this uncertainty. While it does not presume to provide answers, it does pose a variety of options for planning methodologies, public sector responsibilities, and community involvement. These options are based on a viewpoint that traditional planning methodologies and models are insufficient to realize the Town Center vision, and that nontraditional methods and models must be explored and attempted if this vision is to become a reality. The report has three sections which are intended to convey ideas and information that will guide the public and private sectors and the community in the planning and implementation of the West Portland Town Center directly, and other town center-like places indirectly. Section I introduces the West Portland Town Center and explains the report methodology. In addition, this section analyzes the current planning process for the West Portland Town Center. Section II of the report summarizes seven case studies, numerous stakeholder interviews, and a citizen focus group that were the basis for a significant portion of the information and ideas presented in the final section. Section ill presents an analysis of all research. This includes a discussion of general principles for planning town center-like places and three alternative approaches, including the Status Quo, Partnership, and Community Ownership, for the planning and implementation of the West Portland Town Center. The Status Quo Alternative proposes no significant changes in the current planning process for the West Portland Town Center. The Partnership Alternative proposes a higher level of community and private sector participation in the planning and implementation of the West Portland Town Center. The Community Ownership Alternative proposes a planning and implementation process for the West Portland Town Center that is primarily initiated, led, and completed by the community. AGS Associates recommends a carefully formulated composite of the three alternatives that addresses a consensus-based vision for the area. We would like to see the community and local businesses become more actively involved in all stages of the planning and implementation for the West Portland Town Center. This process should take place within a well-defined framework that is actively supported ·by the various public sector stakeholders. This project was conducted under the supervision of Deborah Howe and Connie Ozawa. Title: West Portland Town Center: Developing Partnerships for Planning and Implementation Author: Aho, Matthew, Greathouse, Stevie, Snyder, Kevin Year: 1996 Metro, the regional planning organization for Clackamas, Multnomah, and Washington Counties, designated the area in Southwest Portland known as West Portland as a Town Center in its Region 2040 Preferred Growth Concept. Metro's Town Center definition is open to different levels of interpretation without much guidance as to how the Town Center vision (i.e. increased density, a mix of land uses, a sense of place, and an emphasis on alternative modes of travel) is to be planned for and implemented. Since this designation in 1994, public sector planning efforts have been initiated around and specific to the West Portland Town Center. However, there is still a high level of uncertainty as to how the Town Center vision will be realized and who is ultimately responsible for its implementation. This report addresses this uncertainty. While it does not presume to provide answers, it does pose a variety of options for planning methodologies, public sector responsibilities, and community involvement. These options are based on a viewpoint that traditional planning methodologies and models are insufficient to realize the Town Center vision, and that nontraditional methods and models must be explored and attempted if this vision is to become a reality. The report has three sections which are intended to convey ideas and information that will guide the public and private sectors and the community in the planning and implementation of the West Portland Town Center directly, and other town center-like places indirectly. Section I introduces the West Portland Town Center and explains the report methodology. In addition, this section analyzes the current planning process for the West Portland Town Center. Section II of the report summarizes seven case studies, numerous stakeholder interviews, and a citizen focus group that were the basis for a significant portion of the information and ideas presented in the final section. Section ill presents an analysis of all research. This includes a discussion of general principles for planning town center-like places and three alternative approaches, including the Status Quo, Partnership, and Community Ownership, for the planning and implementation of the West Portland Town Center. The Status Quo Alternative proposes no significant changes in the current planning process for the West Portland Town Center. The Partnership Alternative proposes a higher level of community and private sector participation in the planning and implementation of the West Portland Town Center. The Community Ownership Alternative proposes a planning and implementation process for the West Portland Town Center that is primarily initiated, led, and completed by the community. AGS Associates recommends a carefully formulated composite of the three alternatives that addresses a consensus-based vision for the area. We would like to see the community and local businesses become more actively involved in all stages of the planning and implementation for the West Portland Town Center. This process should take place within a well-defined framework that is actively supported ·by the various public sector stakeholders. This project was conducted under the supervision of Deborah Howe and Connie Ozawa. Close

• 1243. [Article] Parking in Northwest: Finding a Spot in a Mix-Use Community

  The purpose of this study is to ground the Office of Neighborhood Involvement (ONI) facilitator in the nature of parking issues relevant to Northwest. A comprehensive examination of parking in Northwest ...

  Citation × Citation Citation Abstract Copy Title: Parking in Northwest: Finding a Spot in a Mix-Use Community Author: Bricker, Scott, Cooper, Colin, Gately, Jason, Swope, Tim Year: 1998 The purpose of this study is to ground the Office of Neighborhood Involvement (ONI) facilitator in the nature of parking issues relevant to Northwest. A comprehensive examination of parking in Northwest will include a review of past efforts, an analysis of the parking-supply and demand, and a detailed review of program and policy alternatives that may be applied in Northwest. The research has two primary goals: 1) is to provide objective data that will be acceptable to both the Northwest District Association (NWDA) and Nob Hill Business Association (NHBA) and 2) to provide policy analyses to ground stakeholders in parking theory and parking management techniques. The study is divided into four main sections. Section 1 is the introduction and history section. Section 2 provides a background to the parking issue through a brief historical and cultural analysis of the Northwest neighborhood past and present. It provides an analysis of the parking supply and parking demand using a variety of past studies. The section frames parking in a regional context and includes a presentation of past studies, relevant data and their sources. Section 3 examines policy and program alternatives that may be relevant to Northwest. These "alternatives" are comprised of parking management techniques that have been tried in many municipalities and in other parts Portland. The analysis in Section 3 presents these policies in an objective format. Lastly is an appendix that contains an annotated bibliography, a shared parking study and summaries of major historical documents. Title: Parking in Northwest: Finding a Spot in a Mix-Use Community Author: Bricker, Scott, Cooper, Colin, Gately, Jason, Swope, Tim Year: 1998 The purpose of this study is to ground the Office of Neighborhood Involvement (ONI) facilitator in the nature of parking issues relevant to Northwest. A comprehensive examination of parking in Northwest will include a review of past efforts, an analysis of the parking-supply and demand, and a detailed review of program and policy alternatives that may be applied in Northwest. The research has two primary goals: 1) is to provide objective data that will be acceptable to both the Northwest District Association (NWDA) and Nob Hill Business Association (NHBA) and 2) to provide policy analyses to ground stakeholders in parking theory and parking management techniques. The study is divided into four main sections. Section 1 is the introduction and history section. Section 2 provides a background to the parking issue through a brief historical and cultural analysis of the Northwest neighborhood past and present. It provides an analysis of the parking supply and parking demand using a variety of past studies. The section frames parking in a regional context and includes a presentation of past studies, relevant data and their sources. Section 3 examines policy and program alternatives that may be relevant to Northwest. These "alternatives" are comprised of parking management techniques that have been tried in many municipalities and in other parts Portland. The analysis in Section 3 presents these policies in an objective format. Lastly is an appendix that contains an annotated bibliography, a shared parking study and summaries of major historical documents. Close

• 1244. [Article] Techniques for Assessing the Socio-Economic Effects of Vehicle Mileage Fees

  This project considers the socio-economic impacts of the new highway user fee structure made possible by advanced technology. The fee structure also has implications for land use and healthy communities ...

  Citation × Citation Citation Abstract Copy Title: Techniques for Assessing the Socio-Economic Effects of Vehicle Mileage Fees Author: McMullen, B. Starr, Nakahara, Kyle, Biswas, Smita, Zhang, Lei, Valluri, Divya Year: 2008 This project considers the socio-economic impacts of the new highway user fee structure made possible by advanced technology. The fee structure also has implications for land use and healthy communities ( urban/rural, income distributional, and environmental impacts). The 2001 Oregon Legislature created the Road User Fee Task Force (RUFTF) to make recommendations regarding a potential replacement for the gasoline tax. A vehicle mile tax has subsequently been proposed as the replacement. Preliminary work has been devoted to exploring technical and institutional options for implementation of such a charge. OSU researchers have developed the technology and there is a pilot project in progress in the Portland area that tests charging vehicle mile road user fees using this technololgy. Media feedback on the proposed vehicle-mile tax has focused on 1) the possible (dis) incentives it could provide to the adoption of more fuel efficient vehicles 2) how the tax may unevenly impact drivers in urban versus rural Oregon, and 3) whether the change in tax structure will have an adverse impact on low income groups. The purpose of this study is to develop a model which provides an analytical framework from which to quantify the impact of changing to the proposed vehicle-mile tax. ODOT will use the results from this study to help formulate the specific form of the vehicle-mile tax (flat tax, a graduated tax, a higher tax for less fuel efficient vehicles, a differential tax for urban/rural areas, etc.). Perhaps just as important is the fact that ODOT needs some quantitative information on the socio-economic impact of such a tax, to use in public relations. A huge factor in determining the ultimate adoption of such a tax structure will be the public acceptance of this change and, in turn, they need to have full information on what it will do. Given the decreasing ability of the gasoline tax to cover the costs of the highway system, an alternative financing scheme is necessary to insure future mobility. There are also implications for environmental stewardship as a vehicle-mile tax has also been suggested as an emissions tax. Finally, once the technology is in place for a vehicle-mile tax, it becomes possible to implement a vehicle-mile tax that may vary by time of day and location, providing an efficient congestion pricing tool. The FHWA has five focus areas for policy research as listed in USDOT, Research, Development, and Technology Plan, 6th edition, FY 2005. One is developing analytical tools to evaluate the impacts of a broad range of highway policy options (p. 4-12). Under Future Direction in Highway Finance: to examine the long-term viability of existing highway financing mechanisms and explore issues relating to alternatives, including the future role of the private sector in providing and managing transportation resources. And under Legislative Analysis and Strategic Planning: Support the development, analysis, and implementation of transportation legislation and address strategic initiatives that are likely to influence future legislative and political directions. Thus, this project is consistent with national and state transportation strategies and priorities. Title: Techniques for Assessing the Socio-Economic Effects of Vehicle Mileage Fees Author: McMullen, B. Starr, Nakahara, Kyle, Biswas, Smita, Zhang, Lei, Valluri, Divya Year: 2008 This project considers the socio-economic impacts of the new highway user fee structure made possible by advanced technology. The fee structure also has implications for land use and healthy communities ( urban/rural, income distributional, and environmental impacts). The 2001 Oregon Legislature created the Road User Fee Task Force (RUFTF) to make recommendations regarding a potential replacement for the gasoline tax. A vehicle mile tax has subsequently been proposed as the replacement. Preliminary work has been devoted to exploring technical and institutional options for implementation of such a charge. OSU researchers have developed the technology and there is a pilot project in progress in the Portland area that tests charging vehicle mile road user fees using this technololgy. Media feedback on the proposed vehicle-mile tax has focused on 1) the possible (dis) incentives it could provide to the adoption of more fuel efficient vehicles 2) how the tax may unevenly impact drivers in urban versus rural Oregon, and 3) whether the change in tax structure will have an adverse impact on low income groups. The purpose of this study is to develop a model which provides an analytical framework from which to quantify the impact of changing to the proposed vehicle-mile tax. ODOT will use the results from this study to help formulate the specific form of the vehicle-mile tax (flat tax, a graduated tax, a higher tax for less fuel efficient vehicles, a differential tax for urban/rural areas, etc.). Perhaps just as important is the fact that ODOT needs some quantitative information on the socio-economic impact of such a tax, to use in public relations. A huge factor in determining the ultimate adoption of such a tax structure will be the public acceptance of this change and, in turn, they need to have full information on what it will do. Given the decreasing ability of the gasoline tax to cover the costs of the highway system, an alternative financing scheme is necessary to insure future mobility. There are also implications for environmental stewardship as a vehicle-mile tax has also been suggested as an emissions tax. Finally, once the technology is in place for a vehicle-mile tax, it becomes possible to implement a vehicle-mile tax that may vary by time of day and location, providing an efficient congestion pricing tool. The FHWA has five focus areas for policy research as listed in USDOT, Research, Development, and Technology Plan, 6th edition, FY 2005. One is developing analytical tools to evaluate the impacts of a broad range of highway policy options (p. 4-12). Under Future Direction in Highway Finance: to examine the long-term viability of existing highway financing mechanisms and explore issues relating to alternatives, including the future role of the private sector in providing and managing transportation resources. And under Legislative Analysis and Strategic Planning: Support the development, analysis, and implementation of transportation legislation and address strategic initiatives that are likely to influence future legislative and political directions. Thus, this project is consistent with national and state transportation strategies and priorities. Close

• 1245. [Article] Impacts of Bus Rapid Transit (BRT) on Surrounding Residential Property Values

  As bus rapid transit (BRT) grows in popularity in the United States, a better understanding of the mode’s impacts on land uses and property values is needed. Economic theory suggests, and literature has ...

  Citation × Citation Citation Abstract Copy Title: Impacts of Bus Rapid Transit (BRT) on Surrounding Residential Property Values Author: Perk, Victoria, Catalá, Martin, Mantius, Maximillian, Corcoran, Katrina Year: 2017 As bus rapid transit (BRT) grows in popularity in the United States, a better understanding of the mode’s impacts on land uses and property values is needed. Economic theory suggests, and literature has shown, that people are willing to pay higher housing costs to lower their costs of transportation to areas of economic activity. Does high-quality BRT service reliably provide such access and, thereby, increase residential property values? The hypothesis is that property values are higher closer to BRT stations, reflecting a premium for the access provided by the BRT service to various goods, services, employment, education, and recreation. There has been some work on this topic outside of the U.S.; however, due to various cultural, social, and institutional differences, those experiences may not be applicable to U.S. property values. The literature includes, to date, very little work on U.S. BRT systems’ impacts on property values using robust econometric techniques and/or spatial modeling. Further, because every BRT system is different, it is necessary to analyze additional case studies to provide a more robust understanding of how modern U.S. experiences with BRT services may affect surrounding property values. This research contributes to the relatively small body of literature on property value impacts of BRT in the U.S. by conducting a case study on Lane Transit District’s EmX BRT service (Eugene, Oregon) using econometric modeling techniques to estimate changes in property values associated with the BRT. The analysis is based on hedonic price regression analysis, where sale prices are modeled using several property characteristics that contribute to the market or sale price. The findings of this research indicate that the EmX BRT system does positively impact surrounding single-family home sale prices. Results are statistically significant yet, as expected, relatively small in magnitude. An interesting finding is that the impact of the EmX stations on property values increased in each of the three periods examined in this study. For 2005 single-family home sales, the price increased $823 on average for every 100 meters closer to a station. In 2010, the marginal impact increased to an average of $1,056 for every 100 meters closer to a station. In 2016, every 100 meters closer to a station adds an average of $1,128 to a home’s sale price. These results provide further insight into how BRT services can enhance the livability and economic development in a community, and provide policymakers and the transit industry throughout the U.S. with the best information possible to make informed transit investment decisions in their communities. Title: Impacts of Bus Rapid Transit (BRT) on Surrounding Residential Property Values Author: Perk, Victoria, Catalá, Martin, Mantius, Maximillian, Corcoran, Katrina Year: 2017 As bus rapid transit (BRT) grows in popularity in the United States, a better understanding of the mode’s impacts on land uses and property values is needed. Economic theory suggests, and literature has shown, that people are willing to pay higher housing costs to lower their costs of transportation to areas of economic activity. Does high-quality BRT service reliably provide such access and, thereby, increase residential property values? The hypothesis is that property values are higher closer to BRT stations, reflecting a premium for the access provided by the BRT service to various goods, services, employment, education, and recreation. There has been some work on this topic outside of the U.S.; however, due to various cultural, social, and institutional differences, those experiences may not be applicable to U.S. property values. The literature includes, to date, very little work on U.S. BRT systems’ impacts on property values using robust econometric techniques and/or spatial modeling. Further, because every BRT system is different, it is necessary to analyze additional case studies to provide a more robust understanding of how modern U.S. experiences with BRT services may affect surrounding property values. This research contributes to the relatively small body of literature on property value impacts of BRT in the U.S. by conducting a case study on Lane Transit District’s EmX BRT service (Eugene, Oregon) using econometric modeling techniques to estimate changes in property values associated with the BRT. The analysis is based on hedonic price regression analysis, where sale prices are modeled using several property characteristics that contribute to the market or sale price. The findings of this research indicate that the EmX BRT system does positively impact surrounding single-family home sale prices. Results are statistically significant yet, as expected, relatively small in magnitude. An interesting finding is that the impact of the EmX stations on property values increased in each of the three periods examined in this study. For 2005 single-family home sales, the price increased $823 on average for every 100 meters closer to a station. In 2010, the marginal impact increased to an average of $1,056 for every 100 meters closer to a station. In 2016, every 100 meters closer to a station adds an average of $1,128 to a home’s sale price. These results provide further insight into how BRT services can enhance the livability and economic development in a community, and provide policymakers and the transit industry throughout the U.S. with the best information possible to make informed transit investment decisions in their communities. Close

• 1246. [Article] Towards the integration of the historical and structural theories of urban form

  In this thesis we examine the effect which the obsolescence of central city housing exerts on the decentralization within urban areas of high status residents. In particular, we investigate whether housing ...

  Citation × Citation Citation Abstract Copy Title: Towards the integration of the historical and structural theories of urban form Author: Martin, David Tilford Year: 1975 In this thesis we examine the effect which the obsolescence of central city housing exerts on the decentralization within urban areas of high status residents. In particular, we investigate whether housing obsolescence is a useful addition to a model which explains the decentralization of high status residents in terms of the intensity of competition for central city land. All of our data are official Census figures for 1970. The subjects of our study are Standard Metropolitan Statistical Are.as (SMSA.'s) whose central city had a population of 100,000 or more. From this group we delete the New York and Chicago Consolidated Areas because of their great size and the number of municipalities included within their borders. For each SMSA we compute the percentage of its families and unrelated individuals who had an income of greater than $25,000 and who lived in the central city. We then statistically control for variation across SMSA.'s in the decentralization of population and employment. The decentralization of population is measured by the percentage of the SMSA population which resided within the central city. The decentralization of employment is measured by the percentage of SMSA jobs which were located within the central city. Once we have controlled the decentralization of the well-to-do for the decentralization of population and the decentralization of employment, we regress it on population density, housing obsolescence, and city age. Population density is persons per square mile in the central city. Housing obsolescence is the percentage of the central city housing structures which were twenty years old or older. City age is the number of decades since the central city attained a population of 50,000. In our study we demonstrate that population density exerts a considerably stronger effect on the decentralization of the well-to-do than is exerted by housing obsolescence. We also demonstrate that most of city age's effect on the decentralization of the well-to-do can be explained by city age's effect on population density and housing obsolescence. Title: Towards the integration of the historical and structural theories of urban form Author: Martin, David Tilford Year: 1975 In this thesis we examine the effect which the obsolescence of central city housing exerts on the decentralization within urban areas of high status residents. In particular, we investigate whether housing obsolescence is a useful addition to a model which explains the decentralization of high status residents in terms of the intensity of competition for central city land. All of our data are official Census figures for 1970. The subjects of our study are Standard Metropolitan Statistical Are.as (SMSA.'s) whose central city had a population of 100,000 or more. From this group we delete the New York and Chicago Consolidated Areas because of their great size and the number of municipalities included within their borders. For each SMSA we compute the percentage of its families and unrelated individuals who had an income of greater than $25,000 and who lived in the central city. We then statistically control for variation across SMSA.'s in the decentralization of population and employment. The decentralization of population is measured by the percentage of the SMSA population which resided within the central city. The decentralization of employment is measured by the percentage of SMSA jobs which were located within the central city. Once we have controlled the decentralization of the well-to-do for the decentralization of population and the decentralization of employment, we regress it on population density, housing obsolescence, and city age. Population density is persons per square mile in the central city. Housing obsolescence is the percentage of the central city housing structures which were twenty years old or older. City age is the number of decades since the central city attained a population of 50,000. In our study we demonstrate that population density exerts a considerably stronger effect on the decentralization of the well-to-do than is exerted by housing obsolescence. We also demonstrate that most of city age's effect on the decentralization of the well-to-do can be explained by city age's effect on population density and housing obsolescence. Close

• 1247. [Article] Do TODs Make a Difference? NS Streetcar Line Portland, Oregon

  This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs ...

  Citation × Citation Citation Abstract Copy Title: Do TODs Make a Difference? NS Streetcar Line Portland, Oregon Author: Liu, Jenny H., Mumuni, Zakari, Berggren, Matt, Miller, Matt, Nelson, Arthur C., Ewing, Reid Year: 2014 This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs more resilient to economic downturns? Q4: Do TODs create more affordable housing measured as H+T? Q5: Do TODs improve job accessibility for those living in or near them? The first question investigates which types of industries are actually transit oriented. Best planning practices call for a mix of uses focused around housing and retail, but analysis provides some surprises. The second question tests the economic development effects of transit—do locations provided with transit actually experience employment growth? The third question is intended to determine the ability of employers near transit to resist losing jobs; or having lost jobs, to rapidly regain them. The fourth research question confronts the issue of affordable housing and transit. Transit is often billed as a way to provide affordable housing by matching low-cost housing with employment. Yet proximity to transit stations is also expected to raise land values. Proximity to transit, however, may increase actual affordability, regardless of increases in housing costs, because of the reduction in transportation costs. The final research question considers the relationship between workplace and residence locations. To be able to commute by transit, both the workplace and home must be near transit. Effective transit should increase both the number and share of workers who work and live along the transit corridor. Title: Do TODs Make a Difference? NS Streetcar Line Portland, Oregon Author: Liu, Jenny H., Mumuni, Zakari, Berggren, Matt, Miller, Matt, Nelson, Arthur C., Ewing, Reid Year: 2014 This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs more resilient to economic downturns? Q4: Do TODs create more affordable housing measured as H+T? Q5: Do TODs improve job accessibility for those living in or near them? The first question investigates which types of industries are actually transit oriented. Best planning practices call for a mix of uses focused around housing and retail, but analysis provides some surprises. The second question tests the economic development effects of transit—do locations provided with transit actually experience employment growth? The third question is intended to determine the ability of employers near transit to resist losing jobs; or having lost jobs, to rapidly regain them. The fourth research question confronts the issue of affordable housing and transit. Transit is often billed as a way to provide affordable housing by matching low-cost housing with employment. Yet proximity to transit stations is also expected to raise land values. Proximity to transit, however, may increase actual affordability, regardless of increases in housing costs, because of the reduction in transportation costs. The final research question considers the relationship between workplace and residence locations. To be able to commute by transit, both the workplace and home must be near transit. Effective transit should increase both the number and share of workers who work and live along the transit corridor. Close

• 1248. [Article] Do TODs Make a Difference? MAX Yellow Line Portland, Oregon

  This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs ...

  Citation × Citation Citation Abstract Copy Title: Do TODs Make a Difference? MAX Yellow Line Portland, Oregon Author: Liu, Jenny H., Mumuni, Zakari, Berggren, Matt, Miller, Matt, Miller, Arthur C., Ewing, Reid Year: 2014 This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs more resilient to economic downturns? Q4: Do TODs create more affordable housing measured as H+T? Q5: Do TODs improve job accessibility for those living in or near them? The first question investigates which types of industries are actually transit oriented. Best planning practices call for a mix of uses focused around housing and retail, but analysis provides some surprises. The second question tests the economic development effects of transit—do locations provided with transit actually experience employment growth? The third question is intended to determine the ability of employers near transit to resist losing jobs; or having lost jobs, to rapidly regain them. The fourth research question confronts the issue of affordable housing and transit. Transit is often billed as a way to provide affordable housing by matching low-cost housing with employment. Yet proximity to transit stations is also expected to raise land values. Proximity to transit, however, may increase actual affordability, regardless of increases in housing costs, because of the reduction in transportation costs. The final research question considers the relationship between workplace and residence locations. To be able to commute by transit, both the workplace and home must be near transit. Effective transit should increase both the number and share of workers who work and live along the transit corridor. Title: Do TODs Make a Difference? MAX Yellow Line Portland, Oregon Author: Liu, Jenny H., Mumuni, Zakari, Berggren, Matt, Miller, Matt, Miller, Arthur C., Ewing, Reid Year: 2014 This analysis was intended to help answer the following policy questions: Q1: Are TODs attractive to certain NAICS sectors? Q2: Do TODs generate more jobs in certain NAICS sectors? Q3: Are firms in TODs more resilient to economic downturns? Q4: Do TODs create more affordable housing measured as H+T? Q5: Do TODs improve job accessibility for those living in or near them? The first question investigates which types of industries are actually transit oriented. Best planning practices call for a mix of uses focused around housing and retail, but analysis provides some surprises. The second question tests the economic development effects of transit—do locations provided with transit actually experience employment growth? The third question is intended to determine the ability of employers near transit to resist losing jobs; or having lost jobs, to rapidly regain them. The fourth research question confronts the issue of affordable housing and transit. Transit is often billed as a way to provide affordable housing by matching low-cost housing with employment. Yet proximity to transit stations is also expected to raise land values. Proximity to transit, however, may increase actual affordability, regardless of increases in housing costs, because of the reduction in transportation costs. The final research question considers the relationship between workplace and residence locations. To be able to commute by transit, both the workplace and home must be near transit. Effective transit should increase both the number and share of workers who work and live along the transit corridor. Close

• 1249. [Article] Ecolopolis 5.0: High Speed Rail in Cascadia

  This is a working document and is the fifth report in this series. This report is the product of term-long projects conducted by graduate students from the two universities, and taught by Professor Daniel ...

  Citation × Citation Citation Abstract Copy Title: Ecolopolis 5.0: High Speed Rail in Cascadia Author: Portland State University Year: 2011 This is a working document and is the fifth report in this series. This report is the product of term-long projects conducted by graduate students from the two universities, and taught by Professor Daniel Carlson and Professor Ethan Seltzer. The courses engaged the questions of identifying the impacts, maximizing the benefits, and exploring implementation options for high speed rail development in the Cascadia corridor. Though passenger rail has long been a shared interest in the corridor, the recent U.S. initiative proposed by the Obama administration have accelerated high speed rail activity and discussions in Cascadia. The seven papers developed by students in these two courses are presented in this document. The first paper identifies key principles for high speed rail development gleaned from the literature and from the experience in other countries. The second chapter looks specifically at alignment and operations issues. The next two chapters consider community-level impacts in both Oregon and Washington. The last three chapters present scenarios for high speed rail development-- rationales for a range of service options and analyses of their impacts governance, funding, economic development, land use and the environment-- starting with the existing system ("sensible rail") and proceeding to true, 150 mph+ service in the corridor. This technical report is edited by Dr. Ethan Seltzer Title: Ecolopolis 5.0: High Speed Rail in Cascadia Author: Portland State University Year: 2011 This is a working document and is the fifth report in this series. This report is the product of term-long projects conducted by graduate students from the two universities, and taught by Professor Daniel Carlson and Professor Ethan Seltzer. The courses engaged the questions of identifying the impacts, maximizing the benefits, and exploring implementation options for high speed rail development in the Cascadia corridor. Though passenger rail has long been a shared interest in the corridor, the recent U.S. initiative proposed by the Obama administration have accelerated high speed rail activity and discussions in Cascadia. The seven papers developed by students in these two courses are presented in this document. The first paper identifies key principles for high speed rail development gleaned from the literature and from the experience in other countries. The second chapter looks specifically at alignment and operations issues. The next two chapters consider community-level impacts in both Oregon and Washington. The last three chapters present scenarios for high speed rail development-- rationales for a range of service options and analyses of their impacts governance, funding, economic development, land use and the environment-- starting with the existing system ("sensible rail") and proceeding to true, 150 mph+ service in the corridor. This technical report is edited by Dr. Ethan Seltzer Close

• 1250. [Article] Parking Space Estimation in the City of Portland

  This project is a collaboration with Portland Bureau of Transportation, to study city required parking lots spaces, and allowed on-street parking space in Portland. As the city begins to re-evaluate its ...

  Citation × Citation Citation Abstract Copy Title: Parking Space Estimation in the City of Portland Author: Colder, Ashley, Weakley, Madison, Zoeller, J. Robert Year: 2016 This project is a collaboration with Portland Bureau of Transportation, to study city required parking lots spaces, and allowed on-street parking space in Portland. As the city begins to re-evaluate its transportation systems to encourage more travel by buses, trains, and bikes, we want to explore what is the current parking situation by the city of Portland. To understand better about the parking situation in Portland, and how this might affect the parking policies in the future in Portland. The scope of this project is limited to East Portland. The group was assigned to the Far-Southeast (Far-SE) area. The Far-SE TSP is bounded by East Burnside Street on the north, the I-205 freeway on the west, and the city limits on the east and south. The TriMet MAX Blue line runs east-west along the northern boundary and the MAX Green line runs north-south on the west. Major topographic features include Powell and Kelly Buttes as well as Johnson Creek. The predominant land use is low-density, single-family residential on relatively large lots, although there has been a significant amount of infill development through subdivision of large lots. Commercial development stretches along the five main arterials running through the district (Division Street, Powell Boulevard, Foster Road, Stark Street, and 122nd Avenue) and is generally low density. Title: Parking Space Estimation in the City of Portland Author: Colder, Ashley, Weakley, Madison, Zoeller, J. Robert Year: 2016 This project is a collaboration with Portland Bureau of Transportation, to study city required parking lots spaces, and allowed on-street parking space in Portland. As the city begins to re-evaluate its transportation systems to encourage more travel by buses, trains, and bikes, we want to explore what is the current parking situation by the city of Portland. To understand better about the parking situation in Portland, and how this might affect the parking policies in the future in Portland. The scope of this project is limited to East Portland. The group was assigned to the Far-Southeast (Far-SE) area. The Far-SE TSP is bounded by East Burnside Street on the north, the I-205 freeway on the west, and the city limits on the east and south. The TriMet MAX Blue line runs east-west along the northern boundary and the MAX Green line runs north-south on the west. Major topographic features include Powell and Kelly Buttes as well as Johnson Creek. The predominant land use is low-density, single-family residential on relatively large lots, although there has been a significant amount of infill development through subdivision of large lots. Commercial development stretches along the five main arterials running through the district (Division Street, Powell Boulevard, Foster Road, Stark Street, and 122nd Avenue) and is generally low density. Close