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• 1. [Article] Understanding Transportation in Urban China - Local Residents vs Migrant Workers

  With rapid urbanization in China and other developing economies around the world, it has become imperative to understand household transportation behavior and expenditures in these urban areas. The objective ...

  Citation × Citation Citation Abstract Copy Title: Understanding Transportation in Urban China - Local Residents vs Migrant Workers Author: Liu, Jenny H. Year: 2016 With rapid urbanization in China and other developing economies around the world, it has become imperative to understand household transportation behavior and expenditures in these urban areas. The objective of this study is to examine the differences in the determinants of household transportation expenditures within two very distinct populations in Chinese cities: local residents and migrant workers. In order to craft policies or strategies promoting sustainable transportation or livability, it is essential to understand whether the drivers that push the migrant population towards spending more on transportation or owning bikes or motorbikes are similar to drivers for the rest of the population. This is further complicated by the differential treatment of households within China’s hukou (household registration) system which determines eligibility to receive public benefits in housing or education. Because nearly 40% of the population in urban areas are migrants, it is particularly important to examine how the transportation choices and behavior of migrant households may diverge (or not) from the rest of the urban dwellers. Utilizing a unique dataset that surveys both types of households, we utilize descriptive statistics and regression models to analyze their transportation expenditures. We find that household income level and automobile ownership are the strongest predictors of household transportation expenditures. In addition, larger local resident households who are younger tend to spend more on transportation while migrant households generally spend less on transportation, particularly those with stronger social networks and those who do not hold urban hukou status. We conclude that significant differences do exist and may be exacerbated by inequitable access to public services, housing opportunities and other urban amenities in addition to major differences in household composition, preferences and levels of participation in the urban economic and social systems. Title: Understanding Transportation in Urban China - Local Residents vs Migrant Workers Author: Liu, Jenny H. Year: 2016 With rapid urbanization in China and other developing economies around the world, it has become imperative to understand household transportation behavior and expenditures in these urban areas. The objective of this study is to examine the differences in the determinants of household transportation expenditures within two very distinct populations in Chinese cities: local residents and migrant workers. In order to craft policies or strategies promoting sustainable transportation or livability, it is essential to understand whether the drivers that push the migrant population towards spending more on transportation or owning bikes or motorbikes are similar to drivers for the rest of the population. This is further complicated by the differential treatment of households within China’s hukou (household registration) system which determines eligibility to receive public benefits in housing or education. Because nearly 40% of the population in urban areas are migrants, it is particularly important to examine how the transportation choices and behavior of migrant households may diverge (or not) from the rest of the urban dwellers. Utilizing a unique dataset that surveys both types of households, we utilize descriptive statistics and regression models to analyze their transportation expenditures. We find that household income level and automobile ownership are the strongest predictors of household transportation expenditures. In addition, larger local resident households who are younger tend to spend more on transportation while migrant households generally spend less on transportation, particularly those with stronger social networks and those who do not hold urban hukou status. We conclude that significant differences do exist and may be exacerbated by inequitable access to public services, housing opportunities and other urban amenities in addition to major differences in household composition, preferences and levels of participation in the urban economic and social systems. Close

• 2. [Article] Trade-offs: The Production of Sustainability in Households

  Over the past half-century, environmental problems have become increasingly serious and seemingly intractable, and a careless, clueless, or contemptuous consumer is often portrayed as the root cause of ...

  Citation × Citation Citation Abstract Copy Title: Trade-offs: The Production of Sustainability in Households Author: Munro, Kirstin Marie Elizabeth Year: 2017 Over the past half-century, environmental problems have become increasingly serious and seemingly intractable, and a careless, clueless, or contemptuous consumer is often portrayed as the root cause of this environmental decline. This study takes a different approach to evaluating the demand for resources by households, assessing possible pro-environmental paths forward through a study of highly ecologically-conscious households. By modeling "green" households as producers of sustainability rather than consumers of environmental products, the sustainability work that takes place in households is brought into focus. An investigation of household sustainability production makes possible the evaluation of the trade-offs inherent in these pro-environmental activities. Ethnographic interviews with 23 sustainability-oriented households with young children living in and near Portland, Oregon, provide data on how households balance priorities and get things done in day-to-day life by employing the available resources, limited by constraining factors. An orienting perspective combining neoclassical and radical political economic theories of household production frames the analysis of how households make choices between alternatives. Sociological theories of consumption and theories of social practice aid in the analysis of how these choices have evolved over time, and how household members view the social meanings of these choices. Particular attention is paid to areas of day-to-day life neglected in previous research--household waste, comfort, and cleanliness. The results indicate that there is not one "sustainability" with varying degrees across a "green" spectrum, but rather varying priorities in the sustainability realm--personal health, nature, waste avoidance, technology, and community. This analysis reveals some of the negative consequences of shifting the responsibility for environmental protection to households. Ecologically-conscious households devote substantial time and money to these sustainability efforts, but their efforts frequently stimulate conflicts, and the end results are rarely perfect. Constrained resources and limited information mean household members must make trade-offs between competing priorities, often under duress. The results suggest that policies promoting household-level sustainability efforts may be misguided, as this transfer of institutional responsibility for environmental protection to individuals and groups results in even greater burdens on households, whose time and money are already stretched to their limits. Title: Trade-offs: The Production of Sustainability in Households Author: Munro, Kirstin Marie Elizabeth Year: 2017 Over the past half-century, environmental problems have become increasingly serious and seemingly intractable, and a careless, clueless, or contemptuous consumer is often portrayed as the root cause of this environmental decline. This study takes a different approach to evaluating the demand for resources by households, assessing possible pro-environmental paths forward through a study of highly ecologically-conscious households. By modeling "green" households as producers of sustainability rather than consumers of environmental products, the sustainability work that takes place in households is brought into focus. An investigation of household sustainability production makes possible the evaluation of the trade-offs inherent in these pro-environmental activities. Ethnographic interviews with 23 sustainability-oriented households with young children living in and near Portland, Oregon, provide data on how households balance priorities and get things done in day-to-day life by employing the available resources, limited by constraining factors. An orienting perspective combining neoclassical and radical political economic theories of household production frames the analysis of how households make choices between alternatives. Sociological theories of consumption and theories of social practice aid in the analysis of how these choices have evolved over time, and how household members view the social meanings of these choices. Particular attention is paid to areas of day-to-day life neglected in previous research--household waste, comfort, and cleanliness. The results indicate that there is not one "sustainability" with varying degrees across a "green" spectrum, but rather varying priorities in the sustainability realm--personal health, nature, waste avoidance, technology, and community. This analysis reveals some of the negative consequences of shifting the responsibility for environmental protection to households. Ecologically-conscious households devote substantial time and money to these sustainability efforts, but their efforts frequently stimulate conflicts, and the end results are rarely perfect. Constrained resources and limited information mean household members must make trade-offs between competing priorities, often under duress. The results suggest that policies promoting household-level sustainability efforts may be misguided, as this transfer of institutional responsibility for environmental protection to individuals and groups results in even greater burdens on households, whose time and money are already stretched to their limits. Close

• 3. [Article] The Trade-offs between Population Density and Households' Transportation-housing Costs

  As metropolitan area governments and others promote density-promoting “smart growth” policies, finer analysis is needed to quantify the impact of such policies on households' transportation and housing ...

  Citation × Citation Citation Abstract Copy Title: The Trade-offs between Population Density and Households' Transportation-housing Costs Author: Wang, Haizhong Year: 2015 As metropolitan area governments and others promote density-promoting “smart growth” policies, finer analysis is needed to quantify the impact of such policies on households' transportation and housing costs. Existing research suggests that households in urban areas trade-off between housing costs and transportation costs, but does not explore how policies to increase urban densities might explicitly impact this balance. Furthermore, the research does not adequately distinguish between the effect of urban area density and the effects of other factors associated with urban area density (e.g metropolitan area size and household incomes) on housing costs. This research uses the 2000 Census Public Use Micro Sample (PUMS) person and household data from 23 of the nation's most densely populated states to identify the impact of increased population density on three housing cost measures: household rents, housing unit values, and monthly mortgage payments. Log linear models were estimated for each housing cost measure using least-squares regression. Dependent variables included household, housing unit, and geographic area characteristics, including population density. The models were found to be very similar to one another in terms of the statistical significance and values of estimated model parameters. Population density (measured at the PUMS area level) was found to be statistically significant at the 0.01 level for all housing cost measures. Although significant, the parameter estimates show that the elasticity of housing cost with respect to population density is low, ranging from 0.041 to 0.05. This research also explores the relationship between housing costs and accessibility. Results show that households living in areas closer to jobs (as indicated by shorter average commute times) and households utilizing fixed route transit systems have marginally higher housing costs. Title: The Trade-offs between Population Density and Households' Transportation-housing Costs Author: Wang, Haizhong Year: 2015 As metropolitan area governments and others promote density-promoting “smart growth” policies, finer analysis is needed to quantify the impact of such policies on households' transportation and housing costs. Existing research suggests that households in urban areas trade-off between housing costs and transportation costs, but does not explore how policies to increase urban densities might explicitly impact this balance. Furthermore, the research does not adequately distinguish between the effect of urban area density and the effects of other factors associated with urban area density (e.g metropolitan area size and household incomes) on housing costs. This research uses the 2000 Census Public Use Micro Sample (PUMS) person and household data from 23 of the nation's most densely populated states to identify the impact of increased population density on three housing cost measures: household rents, housing unit values, and monthly mortgage payments. Log linear models were estimated for each housing cost measure using least-squares regression. Dependent variables included household, housing unit, and geographic area characteristics, including population density. The models were found to be very similar to one another in terms of the statistical significance and values of estimated model parameters. Population density (measured at the PUMS area level) was found to be statistically significant at the 0.01 level for all housing cost measures. Although significant, the parameter estimates show that the elasticity of housing cost with respect to population density is low, ranging from 0.041 to 0.05. This research also explores the relationship between housing costs and accessibility. Results show that households living in areas closer to jobs (as indicated by shorter average commute times) and households utilizing fixed route transit systems have marginally higher housing costs. Close

• 4. [Article] Edged Out: Location Efficient Housing and Low Income Households in the Portland Region

  Transportation costs are typically a household’s second largest expense after housing. Low income households are especially burdened by transportation costs, with low income households spending up to two ...

  Citation × Citation Citation Abstract Copy Title: Edged Out: Location Efficient Housing and Low Income Households in the Portland Region Author: Tremoulet, Andrée, Dann, Ryan Year: 2016 Transportation costs are typically a household’s second largest expense after housing. Low income households are especially burdened by transportation costs, with low income households spending up to two times as much of their income on transportation than higher income households (Litman, 2013). Thus, access to location efficient housing is especially important to low income households, including those who use a housing voucher to help pay for housing costs. This seminar presents the results of a two-year project supported by the Portland region's four public housing authorities to design and test tools to help people with housing vouchers find location efficient housing. We examine the challenges that residents faced and discuss policy implications. Title: Edged Out: Location Efficient Housing and Low Income Households in the Portland Region Author: Tremoulet, Andrée, Dann, Ryan Year: 2016 Transportation costs are typically a household’s second largest expense after housing. Low income households are especially burdened by transportation costs, with low income households spending up to two times as much of their income on transportation than higher income households (Litman, 2013). Thus, access to location efficient housing is especially important to low income households, including those who use a housing voucher to help pay for housing costs. This seminar presents the results of a two-year project supported by the Portland region's four public housing authorities to design and test tools to help people with housing vouchers find location efficient housing. We examine the challenges that residents faced and discuss policy implications. Close

• 5. [Article] Housing Needs Study for the Portland Metropolitan Area Final Report

  The purpose of this report is to respond to the recommendations of the Regional Housing Choice Task Force by providing information to guide housing choice policy for the Metro Council. In particular, the ...

  Citation × Citation Citation Abstract Copy Title: Housing Needs Study for the Portland Metropolitan Area Final Report Author: Hough, George C., Jr., Martin, Sheila A., Mildner, Gerard C., Proehl, Risa Year: 2008 The purpose of this report is to respond to the recommendations of the Regional Housing Choice Task Force by providing information to guide housing choice policy for the Metro Council. In particular, the objectives of this project were to: Estimate current and future affordable housing need for the Metro region; Describe the distribution of households by income, age, and size across the metro region; Describe the tenure of these households and the type of housing they will choose; Identify and describe those household types that are most likely to struggle to meet the cost of housing based on their income; and Make recommendations for improving analysis of affordable housing need in the future. Our approach to this task was to use output from the Metroscope model, using the base case scenario, to forecast the housing consumption decisions of households from 2005 to 2035. We chose the Metroscope model after also considering the State of Oregon?s Housing/Land Needs model. We concluded from examining the assumptions and abilities of each model that Metroscope is better able to offer the Metro Council the insight into the housing market required to inform housing choice policy. The Metroscope model incorporates housing supply and demand for the entire four-county metropolitan region (Multnomah, Washington, Clackamas, and Clark counties). The region comprises a single housing market; residents travel throughout the region to work, shop, and socialize. Thus, it makes little sense to examine any one county in isolation. Given the assumptions of the Metroscope model (described in Section 2), we address several questions, including: Where will household growth occur? What kinds of households will grow? What kinds of housing will these households live in? What percentage of their income will they pay for housing? What demographic groups are most cost-burdened and where do those households reside? Title: Housing Needs Study for the Portland Metropolitan Area Final Report Author: Hough, George C., Jr., Martin, Sheila A., Mildner, Gerard C., Proehl, Risa Year: 2008 The purpose of this report is to respond to the recommendations of the Regional Housing Choice Task Force by providing information to guide housing choice policy for the Metro Council. In particular, the objectives of this project were to: Estimate current and future affordable housing need for the Metro region; Describe the distribution of households by income, age, and size across the metro region; Describe the tenure of these households and the type of housing they will choose; Identify and describe those household types that are most likely to struggle to meet the cost of housing based on their income; and Make recommendations for improving analysis of affordable housing need in the future. Our approach to this task was to use output from the Metroscope model, using the base case scenario, to forecast the housing consumption decisions of households from 2005 to 2035. We chose the Metroscope model after also considering the State of Oregon?s Housing/Land Needs model. We concluded from examining the assumptions and abilities of each model that Metroscope is better able to offer the Metro Council the insight into the housing market required to inform housing choice policy. The Metroscope model incorporates housing supply and demand for the entire four-county metropolitan region (Multnomah, Washington, Clackamas, and Clark counties). The region comprises a single housing market; residents travel throughout the region to work, shop, and socialize. Thus, it makes little sense to examine any one county in isolation. Given the assumptions of the Metroscope model (described in Section 2), we address several questions, including: Where will household growth occur? What kinds of households will grow? What kinds of housing will these households live in? What percentage of their income will they pay for housing? What demographic groups are most cost-burdened and where do those households reside? Close

• 6. [Article] How Affordable is HUD Affordable Housing?

  This paper assesses the affordability of HUD rental assistance properties from the standpoint of transportation costs. HUD housing is, by definition, affordable from the standpoint of housing costs due ...

  Citation × Citation Citation Abstract Copy Title: How Affordable is HUD Affordable Housing? Author: Ewing, Reid, Hamidi, Shima Year: 2015 This paper assesses the affordability of HUD rental assistance properties from the standpoint of transportation costs. HUD housing is, by definition, affordable from the standpoint of housing costs due to limits on the amounts renters are required to pay. However, there are no such limitations on transportation costs, and common sense suggests that renters in remote locations may be forced to pay more than 15 percent of income, a nominal affordability standard, for transportation costs. Using household travel models estimated with data from 15 diverse regions around the U.S., we estimated and summed automobile capital costs, automobile operating costs, and transit fare costs for households at more than 18,000 HUD rental assistance properties. The mean percentage of income expended on transportation is 15 percent for households at the high end of the eligible income scale. However, in highly sprawling metropolitan areas, and in suburban areas of more compact metropolitan areas, much higher percentages of households exceed the 15 percent threshold. This suggests that locational characteristics of properties should be considered by HUD when establishing eligibility for rental assistance subsidies. Title: How Affordable is HUD Affordable Housing? Author: Ewing, Reid, Hamidi, Shima Year: 2015 This paper assesses the affordability of HUD rental assistance properties from the standpoint of transportation costs. HUD housing is, by definition, affordable from the standpoint of housing costs due to limits on the amounts renters are required to pay. However, there are no such limitations on transportation costs, and common sense suggests that renters in remote locations may be forced to pay more than 15 percent of income, a nominal affordability standard, for transportation costs. Using household travel models estimated with data from 15 diverse regions around the U.S., we estimated and summed automobile capital costs, automobile operating costs, and transit fare costs for households at more than 18,000 HUD rental assistance properties. The mean percentage of income expended on transportation is 15 percent for households at the high end of the eligible income scale. However, in highly sprawling metropolitan areas, and in suburban areas of more compact metropolitan areas, much higher percentages of households exceed the 15 percent threshold. This suggests that locational characteristics of properties should be considered by HUD when establishing eligibility for rental assistance subsidies. Close

• 7. [Article] Moving to Location Affordability? Housing Choice Vouchers and Residential Relocation in the Portland, Oregon, Region

  Location affordability measures a household’s combined cost of housing and transportation. Low-income households have the most to gain from housing with lower transportation costs. This research analyzes ...

  Citation × Citation Citation Abstract Copy Title: Moving to Location Affordability? Housing Choice Vouchers and Residential Relocation in the Portland, Oregon, Region Author: Tremoulet, Andrée, Dann, Ryan, Adkins, Arlie Year: 2016 Location affordability measures a household’s combined cost of housing and transportation. Low-income households have the most to gain from housing with lower transportation costs. This research analyzes whether Housing Choice Voucher Program households—participants in a program designed to provide low-income households with a greater degree of housing choice—are able to choose housing that lowers their transportation costs in a metropolitan region with a compact, vital urban core. A mixed-methods approach is used to investigate the differences in location affordability and efficiency among 2,026 voucher recipients who moved within the Portland, Oregon, region during 2012–2013. Location mattered to movers, but in some unexpected ways. Urban movers relocated to less location efficient areas, whereas suburban movers’ location efficiency remained stable. In tight housing markets, voucher holders may be edged out of location-efficient neighborhoods and thus incur increased transportation costs. Title: Moving to Location Affordability? Housing Choice Vouchers and Residential Relocation in the Portland, Oregon, Region Author: Tremoulet, Andrée, Dann, Ryan, Adkins, Arlie Year: 2016 Location affordability measures a household’s combined cost of housing and transportation. Low-income households have the most to gain from housing with lower transportation costs. This research analyzes whether Housing Choice Voucher Program households—participants in a program designed to provide low-income households with a greater degree of housing choice—are able to choose housing that lowers their transportation costs in a metropolitan region with a compact, vital urban core. A mixed-methods approach is used to investigate the differences in location affordability and efficiency among 2,026 voucher recipients who moved within the Portland, Oregon, region during 2012–2013. Location mattered to movers, but in some unexpected ways. Urban movers relocated to less location efficient areas, whereas suburban movers’ location efficiency remained stable. In tight housing markets, voucher holders may be edged out of location-efficient neighborhoods and thus incur increased transportation costs. Close

• 8. [Article] The Importance of Housing, Accessibility, and Transport Characteristic Ratings on Stated Neighborhood Preference

  Travel demand models commonly lack the ability to understand how changing residential preferences influence future housing, land use, and transportation policies. As communities struggle to address social ...

  Citation × Citation Citation Abstract Copy Title: The Importance of Housing, Accessibility, and Transport Characteristic Ratings on Stated Neighborhood Preference Author: Currans, Kristina Marie Year: 2016 Travel demand models commonly lack the ability to understand how changing residential preferences influence future housing, land use, and transportation policies. As communities struggle to address social challenges related to increased economic uncertainty, transportation and land use planning have become increasingly centered on assumptions concerning the market for residential environments and travel choices. In response, an added importance has been placed on the development of toolkits capable of providing robust and flexible models to aid in understanding how differing assumptions contribute to a set of planning scenarios and how future residential location decisions may be made. In this study, we aim to examine the ability for current land use and transportation models to adequately account for the mechanism that drive households to prefer different neighborhoods based on typical transportation modeling methods. In particular, we conduct an original stated preference survey to identify the characteristics and preferences of individuals and households that influence unconstrained residential neighborhood preferences. Our objectives are to (a) determine the key drivers of residential neighborhood preferences, (b) test the contribution of sociodemographic and economic household characteristics commonly used in regional modeling tools to allocate households regionally across neighborhoods (e.g. household size, income, age, tenure), and (c) identify the preference profiles that can improve the sensitivity of our regional and statewide transportation-land use models to residential neighborhood preferences. The presentation for this seminar was done jointly with Steven Gehrke. It can be accessed at http://archives.pdx.edu/ds/psu/18234. Title: The Importance of Housing, Accessibility, and Transport Characteristic Ratings on Stated Neighborhood Preference Author: Currans, Kristina Marie Year: 2016 Travel demand models commonly lack the ability to understand how changing residential preferences influence future housing, land use, and transportation policies. As communities struggle to address social challenges related to increased economic uncertainty, transportation and land use planning have become increasingly centered on assumptions concerning the market for residential environments and travel choices. In response, an added importance has been placed on the development of toolkits capable of providing robust and flexible models to aid in understanding how differing assumptions contribute to a set of planning scenarios and how future residential location decisions may be made. In this study, we aim to examine the ability for current land use and transportation models to adequately account for the mechanism that drive households to prefer different neighborhoods based on typical transportation modeling methods. In particular, we conduct an original stated preference survey to identify the characteristics and preferences of individuals and households that influence unconstrained residential neighborhood preferences. Our objectives are to (a) determine the key drivers of residential neighborhood preferences, (b) test the contribution of sociodemographic and economic household characteristics commonly used in regional modeling tools to allocate households regionally across neighborhoods (e.g. household size, income, age, tenure), and (c) identify the preference profiles that can improve the sensitivity of our regional and statewide transportation-land use models to residential neighborhood preferences. The presentation for this seminar was done jointly with Steven Gehrke. It can be accessed at http://archives.pdx.edu/ds/psu/18234. Close

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

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

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

• 10. [Article] Lifestyles, Buildings and Technologies: What Matters Most?

  There is considerable variation across households in energy use, even within similar climates and housing styles. There is also considerable variation in energy savings following upgrades of housing and ...

  Citation × Citation Citation Abstract Copy Title: Lifestyles, Buildings and Technologies: What Matters Most? Author: Lutzenhiser, Loren, Hu, Huafen, Moezzi, Mithra, Levenda, Anthony Michael, Woods, James Year: 2012 There is considerable variation across households in energy use, even within similar climates and housing styles. There is also considerable variation in energy savings following upgrades of housing and appliances. We combine empirical data on household consumption with advanced simulation modeling techniques to investigate just how much behavior matters in determining consumption levels. compared to weather, technology and building characteristics. We explore several new concepts, including the BETA (building, environment, technology, activity) Model of household energy use, a habitation zone approach that can be used to differentiate BETA effects, and a hybrid (simulation/ statistical) end-use consumption analysis approach. For illustrative purposes, we report the consumption dynamics within three representative dwelling types, located in four different California climate zones, and occupied by a range of households. We also consider energy saving potentials from building retrofits and appliance replacement under different occupancy/activity conditions. We conclude with a discussion of the implications for energy efficiency policies and programs of our findings that behavior may determine up to 2/3 of typical home energy use, or more depending on heating and cooling requirements and environmental conditions. Title: Lifestyles, Buildings and Technologies: What Matters Most? Author: Lutzenhiser, Loren, Hu, Huafen, Moezzi, Mithra, Levenda, Anthony Michael, Woods, James Year: 2012 There is considerable variation across households in energy use, even within similar climates and housing styles. There is also considerable variation in energy savings following upgrades of housing and appliances. We combine empirical data on household consumption with advanced simulation modeling techniques to investigate just how much behavior matters in determining consumption levels. compared to weather, technology and building characteristics. We explore several new concepts, including the BETA (building, environment, technology, activity) Model of household energy use, a habitation zone approach that can be used to differentiate BETA effects, and a hybrid (simulation/ statistical) end-use consumption analysis approach. For illustrative purposes, we report the consumption dynamics within three representative dwelling types, located in four different California climate zones, and occupied by a range of households. We also consider energy saving potentials from building retrofits and appliance replacement under different occupancy/activity conditions. We conclude with a discussion of the implications for energy efficiency policies and programs of our findings that behavior may determine up to 2/3 of typical home energy use, or more depending on heating and cooling requirements and environmental conditions. Close