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

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

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

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

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

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

• 43. [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

• 44. [Article] Equity Analysis of Portland’s Draft Bicycle Master Plan – Findings

  Portland's current bicycle network has brought the city into the national spotlight as a leader in the provision of cycling infrastructure. As the city looks forward to 2030 with ambitions of becoming ...

  Citation × Citation Citation Abstract Copy Title: Equity Analysis of Portland’s Draft Bicycle Master Plan – Findings Author: Dill, Jennifer, Haggerty, Brendon Year: 2009 Portland's current bicycle network has brought the city into the national spotlight as a leader in the provision of cycling infrastructure. As the city looks forward to 2030 with ambitions of becoming a truly world-class bicycling city, it is clear that if the Draft Plan is fully implemented, nearly all of the city will be covered by a dense network of bikeways. The question of equity in the future is therefore not so much one of network coverage or lack of coverage, but of project priority and timing of implementation. The current network, while outstanding relative to other cities, nevertheless has certain service gaps where network coverage is sparse. Identifying where service gaps overlap with disadvantaged populations can help the city prioritize projects from the Draft Plan to serve these groups. The approach of this study was guided by a Public Health/Equity Objective developed during the planning process. This objective urged action to "perform equity gap analysis that includes demographic/income indicators overlaid with existing bike facility gap analysis to inform priority settings where people live, learn, work, and play." In addition to these four categories, we also address bicycle access to transit in recognition of the reality that many outlying neighborhoods are not within a 3-mile bikeable distance to important destinations. Title: Equity Analysis of Portland’s Draft Bicycle Master Plan – Findings Author: Dill, Jennifer, Haggerty, Brendon Year: 2009 Portland's current bicycle network has brought the city into the national spotlight as a leader in the provision of cycling infrastructure. As the city looks forward to 2030 with ambitions of becoming a truly world-class bicycling city, it is clear that if the Draft Plan is fully implemented, nearly all of the city will be covered by a dense network of bikeways. The question of equity in the future is therefore not so much one of network coverage or lack of coverage, but of project priority and timing of implementation. The current network, while outstanding relative to other cities, nevertheless has certain service gaps where network coverage is sparse. Identifying where service gaps overlap with disadvantaged populations can help the city prioritize projects from the Draft Plan to serve these groups. The approach of this study was guided by a Public Health/Equity Objective developed during the planning process. This objective urged action to "perform equity gap analysis that includes demographic/income indicators overlaid with existing bike facility gap analysis to inform priority settings where people live, learn, work, and play." In addition to these four categories, we also address bicycle access to transit in recognition of the reality that many outlying neighborhoods are not within a 3-mile bikeable distance to important destinations. Close

• 45. [Article] Development of a Pedestrian Demand Estimation Tool: a Destination Choice Model

  There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Planners, engineers, and others seek improved tools to estimate ...

  Citation × Citation Citation Abstract Copy Title: Development of a Pedestrian Demand Estimation Tool: a Destination Choice Model Author: Muhs, Christopher D., Clifton, Kelly, Singleton, Patrick Allen, Schneider, Robert J. Year: 2015 There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Planners, engineers, and others seek improved tools to estimate pedestrian demand that are sensitive to environmental and demographic factors at the appropriate scale in order to aid policy-relevant issues like air quality, public health, and smart allocation of infrastructure and other resources. Further, in the travel demand forecasting realm, tools of this kind are difficult to implement due to the use of spatial scales of analysis that are oriented towards motorized modes, vast data requirements, and computer processing limitations. To address these issues, a two-phase project between Portland State University and Oregon Metro is underway to develop a robust pedestrian planning method for use in regional travel demand models. The first phase, completed in 2013, utilizes a tool that predicts the number of walking trips generated with spatial acuity, based on a new measure of the pedestrian environment and a micro-level unit of analysis. Currently, phase two is building upon this tool to predict the distribution of walking trips, connecting the origins predicted in phase one to destinations. This presentation will focus on phase two, which is one of the first studies to focus on destination choices among pedestrians separately from other modes. The approach can be extended to identify the spatial extent of potential pedestrian paths to these destinations. Ultimately, the products developed from the research can estimate various aspects of pedestrian demand – trip generation, trip distribution, and areas of potential pedestrian activity. These tools will add to the analytical methods available for transportation modeling, pedestrian and safety analysis, health assessments, and other pedestrian planning applications. Title: Development of a Pedestrian Demand Estimation Tool: a Destination Choice Model Author: Muhs, Christopher D., Clifton, Kelly, Singleton, Patrick Allen, Schneider, Robert J. Year: 2015 There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Planners, engineers, and others seek improved tools to estimate pedestrian demand that are sensitive to environmental and demographic factors at the appropriate scale in order to aid policy-relevant issues like air quality, public health, and smart allocation of infrastructure and other resources. Further, in the travel demand forecasting realm, tools of this kind are difficult to implement due to the use of spatial scales of analysis that are oriented towards motorized modes, vast data requirements, and computer processing limitations. To address these issues, a two-phase project between Portland State University and Oregon Metro is underway to develop a robust pedestrian planning method for use in regional travel demand models. The first phase, completed in 2013, utilizes a tool that predicts the number of walking trips generated with spatial acuity, based on a new measure of the pedestrian environment and a micro-level unit of analysis. Currently, phase two is building upon this tool to predict the distribution of walking trips, connecting the origins predicted in phase one to destinations. This presentation will focus on phase two, which is one of the first studies to focus on destination choices among pedestrians separately from other modes. The approach can be extended to identify the spatial extent of potential pedestrian paths to these destinations. Ultimately, the products developed from the research can estimate various aspects of pedestrian demand – trip generation, trip distribution, and areas of potential pedestrian activity. These tools will add to the analytical methods available for transportation modeling, pedestrian and safety analysis, health assessments, and other pedestrian planning applications. Close

• 46. [Article] Narratives of Marginalized Cyclists: Understanding Obstacles to Utilitarian Cycling Among Women and Minorities in Portland, OR

  Research has demonstrated that everyday or utilitarian forms of cycling are most likely to generate positive population-level health impacts (Garrard et al., 2012), yet significant deterrents to routine ...

  Citation × Citation Citation Abstract Copy Title: Narratives of Marginalized Cyclists: Understanding Obstacles to Utilitarian Cycling Among Women and Minorities in Portland, OR Author: Lubitow, Amy Year: 2017 Research has demonstrated that everyday or utilitarian forms of cycling are most likely to generate positive population-level health impacts (Garrard et al., 2012), yet significant deterrents to routine cycling remain, particularly for women and minorities. The primary aim of this project was to conduct a qualitative interview study that generated rich, narrative data regarding obstacles to routine or utilitarian cycling for women and minorities who already see biking as a viable form of transit, but who make relatively few bike trips. A secondary aim of the project was to develop a set of specific interventions that have the potential to increase cycling trips within these demographic groups. Findings suggest that barriers for marginalized cyclists range from concerns about infrastructure limitations to overt racial and gender discrimination experienced while riding. Data also shed light on the unique social position of mothers, who often face challenges transporting children. These findings suggest that cycling mobilities are critically linked to intersecting and overlapping identities, and that efforts to increase diversity in bike ridership must acknowledge the unique challenges experienced by marginalized groups. Title: Narratives of Marginalized Cyclists: Understanding Obstacles to Utilitarian Cycling Among Women and Minorities in Portland, OR Author: Lubitow, Amy Year: 2017 Research has demonstrated that everyday or utilitarian forms of cycling are most likely to generate positive population-level health impacts (Garrard et al., 2012), yet significant deterrents to routine cycling remain, particularly for women and minorities. The primary aim of this project was to conduct a qualitative interview study that generated rich, narrative data regarding obstacles to routine or utilitarian cycling for women and minorities who already see biking as a viable form of transit, but who make relatively few bike trips. A secondary aim of the project was to develop a set of specific interventions that have the potential to increase cycling trips within these demographic groups. Findings suggest that barriers for marginalized cyclists range from concerns about infrastructure limitations to overt racial and gender discrimination experienced while riding. Data also shed light on the unique social position of mothers, who often face challenges transporting children. These findings suggest that cycling mobilities are critically linked to intersecting and overlapping identities, and that efforts to increase diversity in bike ridership must acknowledge the unique challenges experienced by marginalized groups. Close

• 47. [Article] Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies

  The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current ...

  Citation × Citation Citation Abstract Copy Title: Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies Author: Margerum, Richard D., Bartholomew, Keith, Lewis, Rebecca, Parker, Robert, Dobrinich, Stephen Year: 2017 The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current or future access to transit. This study examines the programs and policies in the Salt Lake City and Denver regions to examine regional vision influence on local planning and the opportunities and constraints facing centers. The research team analyzed local plans over the past several decades, interviewed planners, and examined demographic, land use and transportation characteristics in select centers across the region. We found that the regional vision had a moderate influence on local planning, due to vague definitions and criteria. However, light rail investment and market forces have had a more substantial influence—resulting in cities developing supportive transit oriented development policies. While over 100 centers have been designated, many face significant challenges to support regional goals, particularly because many light rail lines were located along rail and freeway alignments. A limited number of “tipping point centers” already contain the necessary elements to be successful with city and private investment. Many “greenfield centers” offer significant future opportunity for development, but their suburban location and infrastructure needs present significant costs and challenges. Many other “redevelopment centers” are dominated by industrial, commercial or office development, and the land use and transportation patterns within these centers present substantial hurdles that may limit their potential to achieve regional goals. Title: Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies Author: Margerum, Richard D., Bartholomew, Keith, Lewis, Rebecca, Parker, Robert, Dobrinich, Stephen Year: 2017 The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current or future access to transit. This study examines the programs and policies in the Salt Lake City and Denver regions to examine regional vision influence on local planning and the opportunities and constraints facing centers. The research team analyzed local plans over the past several decades, interviewed planners, and examined demographic, land use and transportation characteristics in select centers across the region. We found that the regional vision had a moderate influence on local planning, due to vague definitions and criteria. However, light rail investment and market forces have had a more substantial influence—resulting in cities developing supportive transit oriented development policies. While over 100 centers have been designated, many face significant challenges to support regional goals, particularly because many light rail lines were located along rail and freeway alignments. A limited number of “tipping point centers” already contain the necessary elements to be successful with city and private investment. Many “greenfield centers” offer significant future opportunity for development, but their suburban location and infrastructure needs present significant costs and challenges. Many other “redevelopment centers” are dominated by industrial, commercial or office development, and the land use and transportation patterns within these centers present substantial hurdles that may limit their potential to achieve regional goals. Close

• 48. [Article] A Strategy for Reducing the Impact of Driving Under Influence of Intoxicants in Portland, Oregon

  Driving under the influence of intoxicants (DUII) applies to operating a vehicle under the influence of any substance that can impair driving performance. Nationally and locally there is a strong desire ...

  Citation × Citation Citation Abstract Copy Title: A Strategy for Reducing the Impact of Driving Under Influence of Intoxicants in Portland, Oregon Author: Monsere, Christopher, Chi, Delia Year: 2008 Driving under the influence of intoxicants (DUII) applies to operating a vehicle under the influence of any substance that can impair driving performance. Nationally and locally there is a strong desire to reduce the societal impacts of this significant social problem. The trend in U.S. alcohol-related motor vehicle crashes was generally decreasing in the mid to late 1980’s but has remained fairly flat since the early 1990s. In 1982, approximately 60% of all US traffic fatalities were alcohol-related. By 1994, this had decreased to 43% but in the decade that followed it has changed little. In 2005, nearly 39% of fatal crashes still involved alcohol. This contrasts sharply with the trends in many other peer industrialized countries such as Australia which has seen a 60% drop in the total number of fatal alcohol-involved crashes since 1980. In most U.S. jurisdictions, the trend for alcohol-involved crashes mirrors the disappointing national trends and in some has even been slightly increasing. The reasons for these trends are many but can be found in changing demographics, reduced resources for enforcement, prosecution, and treatment as well as changing public behaviors and attitudes. The objective of this study was to identify tools, techniques and strategies that could help reverse this trend for the Portland metropolitan area. It is clear that the system to prevent, enforce, adjudicate, and treat alcohol related problems is complex and will require the cooperation and energy of many different stakeholders. Title: A Strategy for Reducing the Impact of Driving Under Influence of Intoxicants in Portland, Oregon Author: Monsere, Christopher, Chi, Delia Year: 2008 Driving under the influence of intoxicants (DUII) applies to operating a vehicle under the influence of any substance that can impair driving performance. Nationally and locally there is a strong desire to reduce the societal impacts of this significant social problem. The trend in U.S. alcohol-related motor vehicle crashes was generally decreasing in the mid to late 1980’s but has remained fairly flat since the early 1990s. In 1982, approximately 60% of all US traffic fatalities were alcohol-related. By 1994, this had decreased to 43% but in the decade that followed it has changed little. In 2005, nearly 39% of fatal crashes still involved alcohol. This contrasts sharply with the trends in many other peer industrialized countries such as Australia which has seen a 60% drop in the total number of fatal alcohol-involved crashes since 1980. In most U.S. jurisdictions, the trend for alcohol-involved crashes mirrors the disappointing national trends and in some has even been slightly increasing. The reasons for these trends are many but can be found in changing demographics, reduced resources for enforcement, prosecution, and treatment as well as changing public behaviors and attitudes. The objective of this study was to identify tools, techniques and strategies that could help reverse this trend for the Portland metropolitan area. It is clear that the system to prevent, enforce, adjudicate, and treat alcohol related problems is complex and will require the cooperation and energy of many different stakeholders. Close

• 49. [Article] An Inquiry into Portland's Canine Quandary: Recommendations for a Citywide Off-leash Program

  The City of Portland currently faces a difficult challenge. As the population continues to grow, greater pressure is placed upon the limited amount of public open space available for recreation. As stated ...

  Citation × Citation Citation Abstract Copy Title: An Inquiry into Portland's Canine Quandary: Recommendations for a Citywide Off-leash Program Author: Gimour, Jeff, Gundersen, Heather, Miller, Doug, Moore, Emily, Rose, Amy Year: 2003 The City of Portland currently faces a difficult challenge. As the population continues to grow, greater pressure is placed upon the limited amount of public open space available for recreation. As stated in the Portland Parks & Recreation (PP&R) 2020 Vision Plan, "Demographic, recreational, and funding trends suggest that both current shortages and future needs will intensify and produce inequities in our cherished park system" (PP&R, 2001). Today, Portland's already strained park system struggles to accommodate demands for the myriad of recreational activities. Competition among park users - joggers, tennis players, picnickers, dog owners, bicyclists, and others - for limited resources will only intensify leading to a greater number conflicts in Portland parks. The case studies conducted for the project yielded valuable information about what other cities have done to implement successful off-leash programs. The fieldwork also produced many interesting findings regarding the needs and opinions of park users. Based upon this work, a set of final recommendations has been formulated that we hope will be given serious consideration by all of the stakeholders. This project was conducted under the supervision of Sy Adler and Jennifer Dill. Title: An Inquiry into Portland's Canine Quandary: Recommendations for a Citywide Off-leash Program Author: Gimour, Jeff, Gundersen, Heather, Miller, Doug, Moore, Emily, Rose, Amy Year: 2003 The City of Portland currently faces a difficult challenge. As the population continues to grow, greater pressure is placed upon the limited amount of public open space available for recreation. As stated in the Portland Parks & Recreation (PP&R) 2020 Vision Plan, "Demographic, recreational, and funding trends suggest that both current shortages and future needs will intensify and produce inequities in our cherished park system" (PP&R, 2001). Today, Portland's already strained park system struggles to accommodate demands for the myriad of recreational activities. Competition among park users - joggers, tennis players, picnickers, dog owners, bicyclists, and others - for limited resources will only intensify leading to a greater number conflicts in Portland parks. The case studies conducted for the project yielded valuable information about what other cities have done to implement successful off-leash programs. The fieldwork also produced many interesting findings regarding the needs and opinions of park users. Based upon this work, a set of final recommendations has been formulated that we hope will be given serious consideration by all of the stakeholders. This project was conducted under the supervision of Sy Adler and Jennifer Dill. Close

• 50. [Article] Is Portland Really the Place Where Young People Go To Retire? Analyzing Labor Market Outcomes for Portland’s Young and College-Educated

  Few segments of the population are more critical to Portland’s future economic vitality than the young and college‐educated (YCE). In the last several decades the Portland metropolitan region has become ...

  Citation × Citation Citation Abstract Copy Title: Is Portland Really the Place Where Young People Go To Retire? Analyzing Labor Market Outcomes for Portland’s Young and College-Educated Author: Jurjevich, Jason R., Schrock, Greg Year: 2012 Few segments of the population are more critical to Portland’s future economic vitality than the young and college‐educated (YCE). In the last several decades the Portland metropolitan region has become a magnet for YCEs nationally, boasting one of the country’s highest net migration rates for college‐educated individuals under the age of 40, a trend that has continued in good economic times and bad. The infusion of human capital from other regions has undoubtedly been a benefit to Portland, especially given Oregon’s historically low levels of investment in higher education. However, in recent years there has been growing concern about the poor labor market prospects for Portland’s YCEs, in particular the problem of underemployment. The television show Portlandia has amusingly captured this concern, dubbing the city "the place where young people go to retire." To the extent that Portland’s YCEs face a chronically difficult job market, there is cause for concern that college graduates will stop moving to Portland, or that those who have moved here won’t stay. Title: Is Portland Really the Place Where Young People Go To Retire? Analyzing Labor Market Outcomes for Portland’s Young and College-Educated Author: Jurjevich, Jason R., Schrock, Greg Year: 2012 Few segments of the population are more critical to Portland’s future economic vitality than the young and college‐educated (YCE). In the last several decades the Portland metropolitan region has become a magnet for YCEs nationally, boasting one of the country’s highest net migration rates for college‐educated individuals under the age of 40, a trend that has continued in good economic times and bad. The infusion of human capital from other regions has undoubtedly been a benefit to Portland, especially given Oregon’s historically low levels of investment in higher education. However, in recent years there has been growing concern about the poor labor market prospects for Portland’s YCEs, in particular the problem of underemployment. The television show Portlandia has amusingly captured this concern, dubbing the city "the place where young people go to retire." To the extent that Portland’s YCEs face a chronically difficult job market, there is cause for concern that college graduates will stop moving to Portland, or that those who have moved here won’t stay. Close