Search

Search Results

• 391. [Article] Webinar: Improving Walkability at Signalized Intersections with Signal Control Strategies

  The goal of signal timing at an intersection should be to maximize efficiency for all users. In many jurisdictions, however, traffic signals are timed mostly with the goal of reducing vehicular delay. Other ...

  Citation × Citation Citation Abstract Copy Title: Webinar: Improving Walkability at Signalized Intersections with Signal Control Strategies Author: Smaglik, Edward J., Kothuri, Sirisha Murthy Year: 2017 The goal of signal timing at an intersection should be to maximize efficiency for all users. In many jurisdictions, however, traffic signals are timed mostly with the goal of reducing vehicular delay. Other road users, such as pedestrians, deserve similar focus. In legacy transportation systems, pedestrians experience delays much in excess of those that would be deemed acceptable for a motor vehicle at the same location. Excessive delay can lead to pedestrian frustration, non-compliance and ultimately decreased safety. In the North American context, implementation of strategies to address pedestrian service varies greatly across jurisdictions, and there has been limited research on incorporating alternative pedestrian treatments at signalized intersections. Recent updates to the Highway Capacity Manual (HCM 2010) have included specific multimodal delay modeling techniques offering a bit more accommodation to pedestrians, but still remain heavily vehicle-centric. While strategies such as an exclusive pedestrian phase and leading pedestrian intervals can help improve the safety of pedestrian operations, legacy service of pedestrians requires that they still must wait for their turn. This webinar will present the details of alternative pedestrian strategies, as well as the results of recent research into the impact on delay that these treatments have on all users. At the conclusion, practitioner recommendations will be presented developed from the results of a user survey, field implementations of strategies, and software-in-the-loop (SITL). Title: Webinar: Improving Walkability at Signalized Intersections with Signal Control Strategies Author: Smaglik, Edward J., Kothuri, Sirisha Murthy Year: 2017 The goal of signal timing at an intersection should be to maximize efficiency for all users. In many jurisdictions, however, traffic signals are timed mostly with the goal of reducing vehicular delay. Other road users, such as pedestrians, deserve similar focus. In legacy transportation systems, pedestrians experience delays much in excess of those that would be deemed acceptable for a motor vehicle at the same location. Excessive delay can lead to pedestrian frustration, non-compliance and ultimately decreased safety. In the North American context, implementation of strategies to address pedestrian service varies greatly across jurisdictions, and there has been limited research on incorporating alternative pedestrian treatments at signalized intersections. Recent updates to the Highway Capacity Manual (HCM 2010) have included specific multimodal delay modeling techniques offering a bit more accommodation to pedestrians, but still remain heavily vehicle-centric. While strategies such as an exclusive pedestrian phase and leading pedestrian intervals can help improve the safety of pedestrian operations, legacy service of pedestrians requires that they still must wait for their turn. This webinar will present the details of alternative pedestrian strategies, as well as the results of recent research into the impact on delay that these treatments have on all users. At the conclusion, practitioner recommendations will be presented developed from the results of a user survey, field implementations of strategies, and software-in-the-loop (SITL). Close

• 392. [Article] Impact of Bike Facilities on Residential Property Prices

  As many cities are investing in street improvement or transportation infrastructure upgrade projects to provide better bike access or more complete bike networks, the economic value of bike infrastructure ...

  Citation × Citation Citation Abstract Copy Title: Impact of Bike Facilities on Residential Property Prices Author: Shi, Wei Year: 2017 As many cities are investing in street improvement or transportation infrastructure upgrade projects to provide better bike access or more complete bike networks, the economic value of bike infrastructure and bike facilities remains an area where many practitioners, planners and policy makers are seeking more conclusive evidence. Using residential property values as indicators of consumer preferences for bicycle infrastructure, this study focuses on advanced bike facilities which represent higher levels of bike priority or bike infrastructure investments that have been shown to be more desirable to a larger portion of the population. Estimating ordinary least squares hedonic pricing models and spatial autoregressive hedonic models separately for single and multi-family properties, we find that proximity to advanced bike facilities (measured by distance) has significant and positive effects on all residential property values, highlighting household preferences for high quality bike infrastructure. Furthermore, we also show that the extensiveness of the bike network (measured by density) is a positive and statistically significant contributor to the property prices for all residential property types, even after controlling for proximity to bike facilities and other property, neighborhood and transaction characteristics. Finally, estimated coefficients are applied to assess property value impacts of a proposed Portland “Green Loop” signature bike infrastructure concept, illustrating the importance of considering both accessibility and extensiveness of bike facility networks. Title: Impact of Bike Facilities on Residential Property Prices Author: Shi, Wei Year: 2017 As many cities are investing in street improvement or transportation infrastructure upgrade projects to provide better bike access or more complete bike networks, the economic value of bike infrastructure and bike facilities remains an area where many practitioners, planners and policy makers are seeking more conclusive evidence. Using residential property values as indicators of consumer preferences for bicycle infrastructure, this study focuses on advanced bike facilities which represent higher levels of bike priority or bike infrastructure investments that have been shown to be more desirable to a larger portion of the population. Estimating ordinary least squares hedonic pricing models and spatial autoregressive hedonic models separately for single and multi-family properties, we find that proximity to advanced bike facilities (measured by distance) has significant and positive effects on all residential property values, highlighting household preferences for high quality bike infrastructure. Furthermore, we also show that the extensiveness of the bike network (measured by density) is a positive and statistically significant contributor to the property prices for all residential property types, even after controlling for proximity to bike facilities and other property, neighborhood and transaction characteristics. Finally, estimated coefficients are applied to assess property value impacts of a proposed Portland “Green Loop” signature bike infrastructure concept, illustrating the importance of considering both accessibility and extensiveness of bike facility networks. Close

• 393. [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

• 394. [Article] Consistent Estimation of Route Choice Models for Dynamic Transit Assignment

  Dynamic transit assignment models have the potential to improve local transportation agencies’ capability to forecast the demand for public transit facilities under conditions of limited capacity or varying ...

  Citation × Citation Citation Abstract Copy Title: Consistent Estimation of Route Choice Models for Dynamic Transit Assignment Author: Hood, Jeff Year: 2016 Dynamic transit assignment models have the potential to improve local transportation agencies’ capability to forecast the demand for public transit facilities under conditions of limited capacity or varying reliability. In order to be useful in practice, the simulated route choices of passengers in these models need to reflect the behavior of actual residents observed in local travel surveys. Most analysis methods of revealed route choice preferences developed to date have either (1) not been proven to provide consistent estimates or (2) required an untenable computation time for practical applications. Furthermore, no model of transit route choice has accounted for variability in both passenger behavior and vehicle arrivals. This seminar will focus on an econometric framework that Hood Transportation Consulting designed to overcome these limitations in partnership with the second FHWA Strategic Highway Research Program, the Metropolitan Transportation Commission of the San Francisco Bay Area, the San Francisco County Transportation Authority, and the Puget Sound Regional Council. The framework is based on a recursive logit model where the traveler makes a series of dynamic choices which maximize the conditional expected utility of travel to the destination, given the sequence of vehicles which have already arrived. The model also contains new size variables to correct for the correlations caused by route overlap. Application of the new correction formulas to illustrative examples demonstrates that predictions with the model more closely match theoretically correct results than existing methods. Title: Consistent Estimation of Route Choice Models for Dynamic Transit Assignment Author: Hood, Jeff Year: 2016 Dynamic transit assignment models have the potential to improve local transportation agencies’ capability to forecast the demand for public transit facilities under conditions of limited capacity or varying reliability. In order to be useful in practice, the simulated route choices of passengers in these models need to reflect the behavior of actual residents observed in local travel surveys. Most analysis methods of revealed route choice preferences developed to date have either (1) not been proven to provide consistent estimates or (2) required an untenable computation time for practical applications. Furthermore, no model of transit route choice has accounted for variability in both passenger behavior and vehicle arrivals. This seminar will focus on an econometric framework that Hood Transportation Consulting designed to overcome these limitations in partnership with the second FHWA Strategic Highway Research Program, the Metropolitan Transportation Commission of the San Francisco Bay Area, the San Francisco County Transportation Authority, and the Puget Sound Regional Council. The framework is based on a recursive logit model where the traveler makes a series of dynamic choices which maximize the conditional expected utility of travel to the destination, given the sequence of vehicles which have already arrived. The model also contains new size variables to correct for the correlations caused by route overlap. Application of the new correction formulas to illustrative examples demonstrates that predictions with the model more closely match theoretically correct results than existing methods. Close

• 395. [Article] Evaluation of Transportation Microenvironments Through Assessment of Cyclysts' Exposure to Traffic-Related Particulate Matter

  It is well established that vehicles powered by carbon-based fuels (e.g. gasoline, diesel) have a negative impact on air quality, especially in urban centers. Traditionally, air quality conformity studies ...

  Citation × Citation Citation Abstract Copy Title: Evaluation of Transportation Microenvironments Through Assessment of Cyclysts' Exposure to Traffic-Related Particulate Matter Author: George, Linda A., Figliozzi, Miguel A., Monsere, Christopher M., Kendrick, Christine M., Bigazzi, Alexander Y, Moore, Adam Year: 2011 It is well established that vehicles powered by carbon-based fuels (e.g. gasoline, diesel) have a negative impact on air quality, especially in urban centers. Traditionally, air quality conformity studies analyze the macroenvironmental impact of transportation corridors, as they relate to regional air quality management concerns. Urban residents spend a considerable amount of outdoor time in transportation microenvironments as pedestrians, bicycle commuters, people waiting to use public transport, residents and workers situated along roadways, and commuters within vehicles. An emerging area of research has shown that human health impacts within transport microenvironments can be considerable, but have not been well-characterized. As urban public policies increasingly encourage the use of multi-mode commuting in dense urban centers, decisionmakers need reliable modeling tools to predict and mitigate the health consequences of vehicle-related emissions in transportation microenvironments. This project proposes unique integration of real-time multi-modal personal exposure monitoring with real-time detailed traffic monitoring in order to develop a computer model that links traffic characteristics, emissions, built environment configuration, mode of travel and health impacts. Existing emission and dispersion models do not take direct account of the dynamic nature of traffic and how emissions impact the health of the diversity of urban dwellers, bus commuters, pedestrians, and bicycle riders. Typical approaches use highly aggregated vehicle data and computed link speeds to assign an emission factor to the traffic, an assumed proportion of which is trucks. In addition, existing methods to assess environmental impacts tend to focus on the production source of the pollutant not the impacts, which require information on population activities and its proximity to vehicle flows. Personal exposure studies document significant air quality impacts within the transportation microenvironment but do not integrate dynamic traffic and emission analysis. Previous research argues for a comprehensive approach. From the perspective of mitigating transportation impacts, it is significant to understand: a) exposure to the pollution, which in turn requires assessment of where people are in relation to the source of the pollutant, and b) the relation between pollution and vehicle flows. This research will target highly polluted high exposure hotspots in Portland, e.g. high traffic flows running through a major trip destination area for shopping, entertainment, education, or health care highly dependent on mode of travel, traffic levels and type, and built environment characteristics. Our approach is to conduct field studies to measure personal exposure to particulate matter as a function of transportation mode through pre-determined routes in the city. Exposure levels, position, time and rate of travel will be recorded. Simultaneously we will collect detailed traffic data that will provide type/number of vehicle, speed of travel and start/stop behavior. GIS analysis of the urban form and land use characteristics will establish built environment parameters. These data will be integrated into a built environment-travel mode-exposure model. The major scientific innovations offered by this project are: 1) integration of detailed and real-time exposure/emissions with a real-time traffic measurement approach, and 2) development of an integrated emissions and transportation model that combines traffic characteristics, emissions, built environment configuration, mode of travel and predicted health impacts. The outcomes of the research will be of importance to the general public, urban communities, departments of transportation charged with managing urban traffic, and public health authorities. Title: Evaluation of Transportation Microenvironments Through Assessment of Cyclysts' Exposure to Traffic-Related Particulate Matter Author: George, Linda A., Figliozzi, Miguel A., Monsere, Christopher M., Kendrick, Christine M., Bigazzi, Alexander Y, Moore, Adam Year: 2011 It is well established that vehicles powered by carbon-based fuels (e.g. gasoline, diesel) have a negative impact on air quality, especially in urban centers. Traditionally, air quality conformity studies analyze the macroenvironmental impact of transportation corridors, as they relate to regional air quality management concerns. Urban residents spend a considerable amount of outdoor time in transportation microenvironments as pedestrians, bicycle commuters, people waiting to use public transport, residents and workers situated along roadways, and commuters within vehicles. An emerging area of research has shown that human health impacts within transport microenvironments can be considerable, but have not been well-characterized. As urban public policies increasingly encourage the use of multi-mode commuting in dense urban centers, decisionmakers need reliable modeling tools to predict and mitigate the health consequences of vehicle-related emissions in transportation microenvironments. This project proposes unique integration of real-time multi-modal personal exposure monitoring with real-time detailed traffic monitoring in order to develop a computer model that links traffic characteristics, emissions, built environment configuration, mode of travel and health impacts. Existing emission and dispersion models do not take direct account of the dynamic nature of traffic and how emissions impact the health of the diversity of urban dwellers, bus commuters, pedestrians, and bicycle riders. Typical approaches use highly aggregated vehicle data and computed link speeds to assign an emission factor to the traffic, an assumed proportion of which is trucks. In addition, existing methods to assess environmental impacts tend to focus on the production source of the pollutant not the impacts, which require information on population activities and its proximity to vehicle flows. Personal exposure studies document significant air quality impacts within the transportation microenvironment but do not integrate dynamic traffic and emission analysis. Previous research argues for a comprehensive approach. From the perspective of mitigating transportation impacts, it is significant to understand: a) exposure to the pollution, which in turn requires assessment of where people are in relation to the source of the pollutant, and b) the relation between pollution and vehicle flows. This research will target highly polluted high exposure hotspots in Portland, e.g. high traffic flows running through a major trip destination area for shopping, entertainment, education, or health care highly dependent on mode of travel, traffic levels and type, and built environment characteristics. Our approach is to conduct field studies to measure personal exposure to particulate matter as a function of transportation mode through pre-determined routes in the city. Exposure levels, position, time and rate of travel will be recorded. Simultaneously we will collect detailed traffic data that will provide type/number of vehicle, speed of travel and start/stop behavior. GIS analysis of the urban form and land use characteristics will establish built environment parameters. These data will be integrated into a built environment-travel mode-exposure model. The major scientific innovations offered by this project are: 1) integration of detailed and real-time exposure/emissions with a real-time traffic measurement approach, and 2) development of an integrated emissions and transportation model that combines traffic characteristics, emissions, built environment configuration, mode of travel and predicted health impacts. The outcomes of the research will be of importance to the general public, urban communities, departments of transportation charged with managing urban traffic, and public health authorities. Close

• 396. [Article] Urban Service Delivery System and Federal Government Bureaucracy: A Structural Analysis of Spatial Distribution of Water Supply in a Suburban Community of Metropolitan Lagos

  This study identifies the prevailing scarcity of urban public services and the conceptual relations among service delivery, patronage, bureaucratic activities and structural factors in the Lagos Metropolitan ...

  Citation × Citation Citation Abstract Copy Title: Urban Service Delivery System and Federal Government Bureaucracy: A Structural Analysis of Spatial Distribution of Water Supply in a Suburban Community of Metropolitan Lagos Author: Mbanaso, Michael Udochukwu Year: 1989 This study identifies the prevailing scarcity of urban public services and the conceptual relations among service delivery, patronage, bureaucratic activities and structural factors in the Lagos Metropolitan region. It examines the extent to which clientelism, bureaucratic decision rules and structural theoretical models explain water service delivery patterns in Festival Town (Festac), a suburb of Lagos, Nigeria. The unprecedented pace of growth of the Lagos Metropolis since the mid-twentieth century gave rise to the spectacular spatial expansion of the continuous built up region. Urban industrial and governmental institutions have not kept pace with the population growth rate of Lagos. This demographic trend also continues to tax the urban service delivery system. The federal government policy proscription entailed the planning and creation of a new town, Festival Town (Festac), as a response to addressing the urban public service problem in the Greater Lagos. Festac is well serviced with modern urban infrastructural facilities for the delivery of water supply and water related services. In recent years, however, the local residents of Festac have been faced with a similar problem in water supply which is not different from that experienced by urban residents in other parts of Lagos. The painstaking efforts that detailed a pre-planned, designed and carefully considered development of a new urban community have not succeeded in creating a regularly functioning delivery of water supply and water related services. Various analytical tools were utilyzed in conducting the study. The study concludes that the central factors in the prevailing scarcity of water supply in Festac are technology and infrastructural dependence and dwindling federal state revenues, all of which exacerbate the internal production of essential urban public services and thereby making delivery problematic. The findings presented in this study demonstrate the significance of the specific articulation expressed in the link between the Nigerian export sector, the fiscal capacity of the federal state and public service financing. This study recommends that if the Nigerian public service delivery system is to overcome its contemporary problems, policies should be adopted which largely depend on existing internal resources. Title: Urban Service Delivery System and Federal Government Bureaucracy: A Structural Analysis of Spatial Distribution of Water Supply in a Suburban Community of Metropolitan Lagos Author: Mbanaso, Michael Udochukwu Year: 1989 This study identifies the prevailing scarcity of urban public services and the conceptual relations among service delivery, patronage, bureaucratic activities and structural factors in the Lagos Metropolitan region. It examines the extent to which clientelism, bureaucratic decision rules and structural theoretical models explain water service delivery patterns in Festival Town (Festac), a suburb of Lagos, Nigeria. The unprecedented pace of growth of the Lagos Metropolis since the mid-twentieth century gave rise to the spectacular spatial expansion of the continuous built up region. Urban industrial and governmental institutions have not kept pace with the population growth rate of Lagos. This demographic trend also continues to tax the urban service delivery system. The federal government policy proscription entailed the planning and creation of a new town, Festival Town (Festac), as a response to addressing the urban public service problem in the Greater Lagos. Festac is well serviced with modern urban infrastructural facilities for the delivery of water supply and water related services. In recent years, however, the local residents of Festac have been faced with a similar problem in water supply which is not different from that experienced by urban residents in other parts of Lagos. The painstaking efforts that detailed a pre-planned, designed and carefully considered development of a new urban community have not succeeded in creating a regularly functioning delivery of water supply and water related services. Various analytical tools were utilyzed in conducting the study. The study concludes that the central factors in the prevailing scarcity of water supply in Festac are technology and infrastructural dependence and dwindling federal state revenues, all of which exacerbate the internal production of essential urban public services and thereby making delivery problematic. The findings presented in this study demonstrate the significance of the specific articulation expressed in the link between the Nigerian export sector, the fiscal capacity of the federal state and public service financing. This study recommends that if the Nigerian public service delivery system is to overcome its contemporary problems, policies should be adopted which largely depend on existing internal resources. Close

• 397. [Article] Informing the Plan - Incorporating Stakeholder Hopes, Dreams, and Concerns: An Assessment of the Creekside District Master Plan

  In April 2011, the City of Beaverton adopted its Civic Plan Central City Strategy (“the Civic Plan”). The Civic Plan provided a new understanding of the Central City. One of the Civic Plan’s most important ...

  Citation × Citation Citation Abstract Copy Title: Informing the Plan - Incorporating Stakeholder Hopes, Dreams, and Concerns: An Assessment of the Creekside District Master Plan Author: Merrick, Meg Year: 2014 In April 2011, the City of Beaverton adopted its Civic Plan Central City Strategy (“the Civic Plan”). The Civic Plan provided a new understanding of the Central City. One of the Civic Plan’s most important strategic goals was the transformation of the Creekside District (an underutilized 50-acre site situated at the heart of the Central City) into a vibrant, sustainable, mixed-use community. The Creekside District master planning effort (that was supported by a HUD Community Challenge Grant) has built on the Civic Plan, Beaverton’s Community Vision (2010), the Beaverton Urban Renewal Plan (2011), and Metro’s 2040 Growth Concept. The Creekside District Master Plan and Implementation Strategy outlines the investments, projects, and programs that will be needed to transform the District into “a vibrant, mixed-use, transit-oriented downtown neighborhood, where people enjoy easy access to the natural environment, safe and reliable transportation and parking systems, and opportunities for jobs, housing, and entertainment” (Creekside District Master Plan and Implementation Strategy, 2014). Central to the Creekside District master planning process was the engagement of the current business owners and residents in and immediately surrounding the District – in other words, those who will be most directly impacted by the plan. Additionally, recognizing that a significant number of the small business owners and residents who would be affected are racial and ethnic minorities, the City put special emphasis on engaging these typically underrepresented groups in the planning process. The purpose of this report is to assess how well the public input, that was gathered throughout the Creekside District master planning process, has been considered and incorporated into the Creekside District Master Plan. Specifically, this report focuses on the findings of the outreach efforts directed at those most directly impacted by changes to the Creekside District: business owners within the District; residents in and adjacent to the District; and minority community leaders and youth. Following public engagement best practices, the City sought input from these stakeholders early in the planning process to gain a better understanding of how the District does and doesn’t work for them, as well as stakeholders’ hopes for its future. Beginning in the fall, 2012, Beaverton planners conducted a Creekside District mobility audit with transportation planners, representation from the disability community, and pedestrian advocates to get a better understanding of the barriers to mobility, access, and transportation generally within the District. The results of this audit were integrated into the City’s existing conditions analysis. Title: Informing the Plan - Incorporating Stakeholder Hopes, Dreams, and Concerns: An Assessment of the Creekside District Master Plan Author: Merrick, Meg Year: 2014 In April 2011, the City of Beaverton adopted its Civic Plan Central City Strategy (“the Civic Plan”). The Civic Plan provided a new understanding of the Central City. One of the Civic Plan’s most important strategic goals was the transformation of the Creekside District (an underutilized 50-acre site situated at the heart of the Central City) into a vibrant, sustainable, mixed-use community. The Creekside District master planning effort (that was supported by a HUD Community Challenge Grant) has built on the Civic Plan, Beaverton’s Community Vision (2010), the Beaverton Urban Renewal Plan (2011), and Metro’s 2040 Growth Concept. The Creekside District Master Plan and Implementation Strategy outlines the investments, projects, and programs that will be needed to transform the District into “a vibrant, mixed-use, transit-oriented downtown neighborhood, where people enjoy easy access to the natural environment, safe and reliable transportation and parking systems, and opportunities for jobs, housing, and entertainment” (Creekside District Master Plan and Implementation Strategy, 2014). Central to the Creekside District master planning process was the engagement of the current business owners and residents in and immediately surrounding the District – in other words, those who will be most directly impacted by the plan. Additionally, recognizing that a significant number of the small business owners and residents who would be affected are racial and ethnic minorities, the City put special emphasis on engaging these typically underrepresented groups in the planning process. The purpose of this report is to assess how well the public input, that was gathered throughout the Creekside District master planning process, has been considered and incorporated into the Creekside District Master Plan. Specifically, this report focuses on the findings of the outreach efforts directed at those most directly impacted by changes to the Creekside District: business owners within the District; residents in and adjacent to the District; and minority community leaders and youth. Following public engagement best practices, the City sought input from these stakeholders early in the planning process to gain a better understanding of how the District does and doesn’t work for them, as well as stakeholders’ hopes for its future. Beginning in the fall, 2012, Beaverton planners conducted a Creekside District mobility audit with transportation planners, representation from the disability community, and pedestrian advocates to get a better understanding of the barriers to mobility, access, and transportation generally within the District. The results of this audit were integrated into the City’s existing conditions analysis. Close

• 398. [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

• 399. [Article] Freight Distribution Problems in Congested Urban Areas: Fast and Effective Solution Procedures to Time-Dependent Vehicle Routing Problems

  Congestion is a common phenomenon in all medium to large cities of the world. Reliability of freight movement in urban areas is an important issue to manufacturing or service companies whose operation ...

  Citation × Citation Citation Abstract Copy Title: Freight Distribution Problems in Congested Urban Areas: Fast and Effective Solution Procedures to Time-Dependent Vehicle Routing Problems Author: Figliozzi, Miguel A. Year: 2011 Congestion is a common phenomenon in all medium to large cities of the world. Reliability of freight movement in urban areas is an important issue to manufacturing or service companies whose operation is based in just-in-time approaches. These companies tend to provide high value or time sensitive products/services. As congestion increases, carriers face increasing challenges to satisfy their time sensitive customers in an economical way. Route designs or schedules which require long computation times or ignore travel time variations will result in inefficient and suboptimal solutions. Poorly designed routes that lead freight vehicles into congested arteries and streets not only increases supply chain and logistics costs but also exacerbate externalities associated with freight traffic in urban areas such as greenhouse gases, air pollution, noise, and accidents. Whilst it is rarely possible to entirely avoid the impacts of congestion, it is feasible to schedule operations so that the effects of congestion are minimized. Better scheduling can be effectively supported by the advent of inexpensive and ubiquitous Information and Communication Technologies (ICT). The use of mobile phone technology and on-board routing devices allows fluid communication between truck drivers and fleet operators in real-time. In such a real time operation it becomes possible to dynamically reassign vehicles, including modifying the order in which customers are served and diverting a vehicle already en-route to service another customer. However, without fast routing methods that can take advantage of real time congestion information carriers cannot reap the benefits of real-time information. From the operational point of view, congestion creates a substantial variation in travel times during peak morning and evening hours. This is problematic for all vehicle routing models which rely on a constant value to represent vehicle speeds. And while the ubiquitous availability of real time traffic information allows drivers to reactively alter routes and customer service sequences to better cope with congestion, static routing models are unable to take advantage of these advances in real-time information provision in order to proactively find adequate routing solutions. In addition, changes in travel time caused by congestion cannot be accurately represented in static models. Research in time-dependent vehicle routing problem is comparatively meager and current solution methods are inadequate for practical carrier operations which need to provide fast solutions for medium to large instances. Even faster solution methods are essential to take advantage of real time information. The major aim of this proposal is to develop and evaluate new methods for vehicle routing in congested urban areas. The emphasis will be placed on improving the running time of the existing methods. Title: Freight Distribution Problems in Congested Urban Areas: Fast and Effective Solution Procedures to Time-Dependent Vehicle Routing Problems Author: Figliozzi, Miguel A. Year: 2011 Congestion is a common phenomenon in all medium to large cities of the world. Reliability of freight movement in urban areas is an important issue to manufacturing or service companies whose operation is based in just-in-time approaches. These companies tend to provide high value or time sensitive products/services. As congestion increases, carriers face increasing challenges to satisfy their time sensitive customers in an economical way. Route designs or schedules which require long computation times or ignore travel time variations will result in inefficient and suboptimal solutions. Poorly designed routes that lead freight vehicles into congested arteries and streets not only increases supply chain and logistics costs but also exacerbate externalities associated with freight traffic in urban areas such as greenhouse gases, air pollution, noise, and accidents. Whilst it is rarely possible to entirely avoid the impacts of congestion, it is feasible to schedule operations so that the effects of congestion are minimized. Better scheduling can be effectively supported by the advent of inexpensive and ubiquitous Information and Communication Technologies (ICT). The use of mobile phone technology and on-board routing devices allows fluid communication between truck drivers and fleet operators in real-time. In such a real time operation it becomes possible to dynamically reassign vehicles, including modifying the order in which customers are served and diverting a vehicle already en-route to service another customer. However, without fast routing methods that can take advantage of real time congestion information carriers cannot reap the benefits of real-time information. From the operational point of view, congestion creates a substantial variation in travel times during peak morning and evening hours. This is problematic for all vehicle routing models which rely on a constant value to represent vehicle speeds. And while the ubiquitous availability of real time traffic information allows drivers to reactively alter routes and customer service sequences to better cope with congestion, static routing models are unable to take advantage of these advances in real-time information provision in order to proactively find adequate routing solutions. In addition, changes in travel time caused by congestion cannot be accurately represented in static models. Research in time-dependent vehicle routing problem is comparatively meager and current solution methods are inadequate for practical carrier operations which need to provide fast solutions for medium to large instances. Even faster solution methods are essential to take advantage of real time information. The major aim of this proposal is to develop and evaluate new methods for vehicle routing in congested urban areas. The emphasis will be placed on improving the running time of the existing methods. Close

• 400. [Article] Residential Mobility and Revitalization in Portland Between 1970 and 1980: A Study of the Urban Structural Impacts on Neighborhood Revitalization

  Evidence of physical decline due in part to the rapid encroachment of commercial and industrial activity into some of Portland's residential areas in the mid-1960s and efforts to combat the forces of time ...

  Citation × Citation Citation Abstract Copy Title: Residential Mobility and Revitalization in Portland Between 1970 and 1980: A Study of the Urban Structural Impacts on Neighborhood Revitalization Author: Kamara, Sheka Gassimou Year: 1992 Evidence of physical decline due in part to the rapid encroachment of commercial and industrial activity into some of Portland's residential areas in the mid-1960s and efforts to combat the forces of time and change through neighborhood revitalization provide the basis for this study. Additionally, some of the characteristics often employed in explaining the phenomenon in cities are manifested in the city of Portland. For example, Portland is endowed with a distinctive and well established downtown area that provides opportunities for the establishment of businesses as well as white-collar job opportunities. By the standards of the U.S. Bureau of the Census, Portland has a relatively large population and several older neighborhoods. The city provides its residents the feel for inner-city living, such as its beautiful waterfront scenery, its high-rise and park block apartments, its cultural facilities and unique transit mall. These criteria underscore the selection of Portland as the geographical area of this research. The purpose of this research itself is to assess the urban structural changes that occurred in Portland between 1970 and 1980. The research used a sample of inner-city neighborhoods from the city to explain these structural changes over time. Additionally, two samples of neighborhoods (Northeast and Southeast) within the city were selected as the basis for comparing the structural changes. The data developed from the 1970 and 1980 census of population and housing characteristics comprised the change in the median household income ratio, the change in the home value ratio, and the change in the median rent ratio designated as dependent variables. Nine independent variables representing the pre-existing conditions in the city at the start of the decade were selected from locational, demographic, and housing factors. The research hypotheses were tested by regresslng the three dependent variables against the nine independent variables resulting in three regression models for each sample. The a priori expectations as reflected by the signs of the coefficients show mixed support for the hypotheses in each sample in predicted direction, and in level of significance. In the city sample the neighborhood housing quality factor was observed to have a strong positive causal relationship with neighborhood revitalization. The outcome confirmed the contention that a significant and systematic reverse revival trend occurred in Portland at the start of the 1970 decade. This finding contradicts the conventional invasion-succession theory associated with Burgess (1925). Similar reverse revival trends were observed in the Northeast and Southeast samples. But unlike the city sample the race factor had a strong positive causal relationship with revitalization. The outcome may be a reflection of the rental squeeze in terms of housing affordability faced by black renters in both subareas because their incomes could not keep pace with housing costs. Consequently their demand for rental housing may have grown faster than the supply of the rental housing stock in a segregated rental market. The chow tests show significant structural differences between the two submodels, but the impact of the race factor as reflected by the measures of relative variability was greater in Northeast Portland than in Southeast Portland. In light of the research findings, this study concludes that Portland may undoubtedly be the only city in the nation that experienced a significant and systematic revival trend between 1970 and 1980. However, this trend did not extend to the predominantly black areas of the city as reflected by the strong negative outcome of the race factor. In addition, the functional significance of the systematic revival trend in Portland may not be substantial when compared to larger and older cities like St. Louis and New Orleans that received media attention for a similar trend. Title: Residential Mobility and Revitalization in Portland Between 1970 and 1980: A Study of the Urban Structural Impacts on Neighborhood Revitalization Author: Kamara, Sheka Gassimou Year: 1992 Evidence of physical decline due in part to the rapid encroachment of commercial and industrial activity into some of Portland's residential areas in the mid-1960s and efforts to combat the forces of time and change through neighborhood revitalization provide the basis for this study. Additionally, some of the characteristics often employed in explaining the phenomenon in cities are manifested in the city of Portland. For example, Portland is endowed with a distinctive and well established downtown area that provides opportunities for the establishment of businesses as well as white-collar job opportunities. By the standards of the U.S. Bureau of the Census, Portland has a relatively large population and several older neighborhoods. The city provides its residents the feel for inner-city living, such as its beautiful waterfront scenery, its high-rise and park block apartments, its cultural facilities and unique transit mall. These criteria underscore the selection of Portland as the geographical area of this research. The purpose of this research itself is to assess the urban structural changes that occurred in Portland between 1970 and 1980. The research used a sample of inner-city neighborhoods from the city to explain these structural changes over time. Additionally, two samples of neighborhoods (Northeast and Southeast) within the city were selected as the basis for comparing the structural changes. The data developed from the 1970 and 1980 census of population and housing characteristics comprised the change in the median household income ratio, the change in the home value ratio, and the change in the median rent ratio designated as dependent variables. Nine independent variables representing the pre-existing conditions in the city at the start of the decade were selected from locational, demographic, and housing factors. The research hypotheses were tested by regresslng the three dependent variables against the nine independent variables resulting in three regression models for each sample. The a priori expectations as reflected by the signs of the coefficients show mixed support for the hypotheses in each sample in predicted direction, and in level of significance. In the city sample the neighborhood housing quality factor was observed to have a strong positive causal relationship with neighborhood revitalization. The outcome confirmed the contention that a significant and systematic reverse revival trend occurred in Portland at the start of the 1970 decade. This finding contradicts the conventional invasion-succession theory associated with Burgess (1925). Similar reverse revival trends were observed in the Northeast and Southeast samples. But unlike the city sample the race factor had a strong positive causal relationship with revitalization. The outcome may be a reflection of the rental squeeze in terms of housing affordability faced by black renters in both subareas because their incomes could not keep pace with housing costs. Consequently their demand for rental housing may have grown faster than the supply of the rental housing stock in a segregated rental market. The chow tests show significant structural differences between the two submodels, but the impact of the race factor as reflected by the measures of relative variability was greater in Northeast Portland than in Southeast Portland. In light of the research findings, this study concludes that Portland may undoubtedly be the only city in the nation that experienced a significant and systematic revival trend between 1970 and 1980. However, this trend did not extend to the predominantly black areas of the city as reflected by the strong negative outcome of the race factor. In addition, the functional significance of the systematic revival trend in Portland may not be substantial when compared to larger and older cities like St. Louis and New Orleans that received media attention for a similar trend. Close