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• 1. [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

• 2. [Article] Planning Implications of Globalization in Portland, Oregon

  It is the purpose of this paper to shed a little light on information that has been gathered on the trends of globalization; to examine those trends as they are occurring within the region within the context ...

  Citation × Citation Citation Abstract Copy Title: Planning Implications of Globalization in Portland, Oregon Author: Coker, James W. Year: 1996 It is the purpose of this paper to shed a little light on information that has been gathered on the trends of globalization; to examine those trends as they are occurring within the region within the context of the values and goals of the Portland metropolitan area; and to offer classmates an opportunity for exploring the meaning of these trends and values as they relate to their own particular planning projects. In short, this entire project is conceived as a point of departure for recognizing the impact of globalization on contemporary planning practice within the Portland metro area. It offers a review of local globalization statistics. But it also offers a framework for considering . such impacts. Decisions on how to approach globalization trends should be based, after all, on the values and goals of the people of Portland; not on those of an individual or of a narrow set of interest groups. Nor should our local response be necessarily based on the values or goals of larger groups of the nation or world. Title: Planning Implications of Globalization in Portland, Oregon Author: Coker, James W. Year: 1996 It is the purpose of this paper to shed a little light on information that has been gathered on the trends of globalization; to examine those trends as they are occurring within the region within the context of the values and goals of the Portland metropolitan area; and to offer classmates an opportunity for exploring the meaning of these trends and values as they relate to their own particular planning projects. In short, this entire project is conceived as a point of departure for recognizing the impact of globalization on contemporary planning practice within the Portland metro area. It offers a review of local globalization statistics. But it also offers a framework for considering . such impacts. Decisions on how to approach globalization trends should be based, after all, on the values and goals of the people of Portland; not on those of an individual or of a narrow set of interest groups. Nor should our local response be necessarily based on the values or goals of larger groups of the nation or world. Close

• 3. [Article] Solving the Metro Traffic Dilemma: Summary of and Supplement to Volume I, Factual Data Report

  Volume 1 presents data describing traffic conditions and patterns on an average weekday in 1960 and identifies the current trends and the factors which best indicate these trends.

  Citation × Citation Citation Abstract Copy Title: Solving the Metro Traffic Dilemma: Summary of and Supplement to Volume I, Factual Data Report Author: Portland-Vancouver Metropolitan Transportation Study. Technical Advisory Committee. Sub-Committee on Public Information Year: 1975 Volume 1 presents data describing traffic conditions and patterns on an average weekday in 1960 and identifies the current trends and the factors which best indicate these trends. Title: Solving the Metro Traffic Dilemma: Summary of and Supplement to Volume I, Factual Data Report Author: Portland-Vancouver Metropolitan Transportation Study. Technical Advisory Committee. Sub-Committee on Public Information Year: 1975 Volume 1 presents data describing traffic conditions and patterns on an average weekday in 1960 and identifies the current trends and the factors which best indicate these trends. Close

• 4. [Article] Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America - Migration Trends Across the 50 Largest U.S. Metros

  In this brief, we present U.S. Census Bureau data to compare recent migration trends for young and college-educated (YCE) individuals for the largest 50 U.S. metro areas in 2012-2014 relative to the pre-recession ...

  Citation × Citation Citation Abstract Copy Title: Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America - Migration Trends Across the 50 Largest U.S. Metros Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2016 In this brief, we present U.S. Census Bureau data to compare recent migration trends for young and college-educated (YCE) individuals for the largest 50 U.S. metro areas in 2012-2014 relative to the pre-recession (2005-2007) and Great Recession (2008-2010) periods. Title: Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America - Migration Trends Across the 50 Largest U.S. Metros Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2016 In this brief, we present U.S. Census Bureau data to compare recent migration trends for young and college-educated (YCE) individuals for the largest 50 U.S. metro areas in 2012-2014 relative to the pre-recession (2005-2007) and Great Recession (2008-2010) periods. Close

• 5. [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

• 6. [Article] Utilizing High Resolution Bus GPS Data to Visualize and Identify Congestion Hot-spots in Urban

  Congestion and travel delay on urban roadways can influence the roadways’ operating costs and service attractiveness. This research used high-resolution bus data to examine sources of delay on urban arterials. ...

  Citation × Citation Citation Abstract Copy Title: Utilizing High Resolution Bus GPS Data to Visualize and Identify Congestion Hot-spots in Urban Author: Stoll, Nicholas B, Glick, Travis B, Figliozzi, Miguel Year: 2016 Congestion and travel delay on urban roadways can influence the roadways’ operating costs and service attractiveness. This research used high-resolution bus data to examine sources of delay on urban arterials. A set of tools was created to help visualize trends in bus behavior and movement; these tools allowed larger traffic trends to be visualized along urban corridors and streets. With buses as probes and examining aggregated bus behavior, contoured speed plots were used to understand the behavior of roadways outside the zone of influence of bus stops. Speed plots were used to discover trends and travel patterns with only a few days’ data. Congestion and speed variation were viewed by time of day, and plots helped to indicate delays caused by intersections, crosswalks, or bus stops. This type of information is important to transit authorities looking to improve bus running times and reliability. Congested areas were detected and ranked. Speed plots were used to reevaluate bus stop locations (e.g., near side versus far side) and to identify locations where improvement are needed (e.g., queue jump lanes). Transportation agencies can also benefit from this type of information because arterial performance measures are difficult to estimate. Title: Utilizing High Resolution Bus GPS Data to Visualize and Identify Congestion Hot-spots in Urban Author: Stoll, Nicholas B, Glick, Travis B, Figliozzi, Miguel Year: 2016 Congestion and travel delay on urban roadways can influence the roadways’ operating costs and service attractiveness. This research used high-resolution bus data to examine sources of delay on urban arterials. A set of tools was created to help visualize trends in bus behavior and movement; these tools allowed larger traffic trends to be visualized along urban corridors and streets. With buses as probes and examining aggregated bus behavior, contoured speed plots were used to understand the behavior of roadways outside the zone of influence of bus stops. Speed plots were used to discover trends and travel patterns with only a few days’ data. Congestion and speed variation were viewed by time of day, and plots helped to indicate delays caused by intersections, crosswalks, or bus stops. This type of information is important to transit authorities looking to improve bus running times and reliability. Congested areas were detected and ranked. Speed plots were used to reevaluate bus stop locations (e.g., near side versus far side) and to identify locations where improvement are needed (e.g., queue jump lanes). Transportation agencies can also benefit from this type of information because arterial performance measures are difficult to estimate. Close

• 7. [Article] Portland’s Food Economy: Trends and Contributions

  The primary goal of this report is to document the scope, growth, and contribution of the food economy to the city of Portland and the region. Specifically, this report addresses the following research ...

  Citation × Citation Citation Abstract Copy Title: Portland’s Food Economy: Trends and Contributions Author: Green, Jamaal, Schrock, Greg, Liu, Jenny H. Year: 2015 The primary goal of this report is to document the scope, growth, and contribution of the food economy to the city of Portland and the region. Specifically, this report addresses the following research questions: What is the "food economy," and how is it defined? What is the size of Portland’s food economy, and how has it changed in recent years? How is the food economy distributed spatially within the city and the region? How is this changing? What kind of employment opportunities does Portland’s food economy offer? How do they compare to the broader economy? Who works in Portland’s food economy? How has Portland’s food economy performed relative to national trends? What is the broader impact and contribution of the Portland food economy to the overall regional economy, and to state and local government finances? Title: Portland’s Food Economy: Trends and Contributions Author: Green, Jamaal, Schrock, Greg, Liu, Jenny H. Year: 2015 The primary goal of this report is to document the scope, growth, and contribution of the food economy to the city of Portland and the region. Specifically, this report addresses the following research questions: What is the "food economy," and how is it defined? What is the size of Portland’s food economy, and how has it changed in recent years? How is the food economy distributed spatially within the city and the region? How is this changing? What kind of employment opportunities does Portland’s food economy offer? How do they compare to the broader economy? Who works in Portland’s food economy? How has Portland’s food economy performed relative to national trends? What is the broader impact and contribution of the Portland food economy to the overall regional economy, and to state and local government finances? Close

• 8. [Article] From Downtown Plan to Central City Summit: Trends in Portland's Central City, 1970-1998

  A report to Association for Portland Progress, City of Portland, Metro, Multnomah County, Portland State University and State of Oregon.

  Citation × Citation Citation Abstract Copy Title: From Downtown Plan to Central City Summit: Trends in Portland's Central City, 1970-1998 Author: Abbott, Carl, Pagenstecher, Gerhard, Parrott, Britt Year: 1998 A report to Association for Portland Progress, City of Portland, Metro, Multnomah County, Portland State University and State of Oregon. Title: From Downtown Plan to Central City Summit: Trends in Portland's Central City, 1970-1998 Author: Abbott, Carl, Pagenstecher, Gerhard, Parrott, Britt Year: 1998 A report to Association for Portland Progress, City of Portland, Metro, Multnomah County, Portland State University and State of Oregon. Close

• 9. [Article] Periodic Atlas of the of the Metroscape: The Power of the Pyramid

  Meg Merrick explains an important tool for understanding demographics - the population Pyramid. She then uses this tool to describe demographic trends in Portland and Beaverton's neighborhoods.

  Citation × Citation Citation Abstract Copy Title: Periodic Atlas of the of the Metroscape: The Power of the Pyramid Author: Merrick, Meg Year: 2015 Meg Merrick explains an important tool for understanding demographics - the population Pyramid. She then uses this tool to describe demographic trends in Portland and Beaverton's neighborhoods. Title: Periodic Atlas of the of the Metroscape: The Power of the Pyramid Author: Merrick, Meg Year: 2015 Meg Merrick explains an important tool for understanding demographics - the population Pyramid. She then uses this tool to describe demographic trends in Portland and Beaverton's neighborhoods. Close

• 10. [Article] The Landscape: Tiny and Very Small Houses

  The article describes one of many approaches to creating more affordable housing choices -- tiny and very small houses. The author explains how the current trend returns to an affordable housing approach ...

  Citation × Citation Citation Abstract Copy Title: The Landscape: Tiny and Very Small Houses Author: Oswill, Andrés Year: 2016 The article describes one of many approaches to creating more affordable housing choices -- tiny and very small houses. The author explains how the current trend returns to an affordable housing approach used much earlier in Portland's history. Title: The Landscape: Tiny and Very Small Houses Author: Oswill, Andrés Year: 2016 The article describes one of many approaches to creating more affordable housing choices -- tiny and very small houses. The author explains how the current trend returns to an affordable housing approach used much earlier in Portland's history. Close

• 11. [Article] Assessing Government’s Solutions for Urban Growth within a Sustainable Development Approach: The case of Portland, Oregon

  A growing number of cities around the world have been chasing the Sustainable Development Model, balancing between economic health, environment resilience and social equity in an overall transparent governance. ...

  Citation × Citation Citation Abstract Copy Title: Assessing Government’s Solutions for Urban Growth within a Sustainable Development Approach: The case of Portland, Oregon Author: Laraichi, Oussama Year: 2016 A growing number of cities around the world have been chasing the Sustainable Development Model, balancing between economic health, environment resilience and social equity in an overall transparent governance. Given the demographic trend of cities welcoming an increasing share of the world’s population, urban planners and government officials are challenged by a growing Urban Density. With a significant population increase pace, the city of Portland, Oregon will need to efficiently address Urban Density. The leadership in Sustainability that the largest city of Oregon is claiming could be jeopardized by the effects of Urban Density. What should Portland’s urban planners and policies makers do to overtake this challenging trend and remain in a leading position in Sustainability? Various solutions exist. Urban Sustainable Development literature shows us that cities embrace Urban Density by applying different set of adaptive tools in order to become or remain sustainable. Using a Hierarchical Decision Model, this paper aims to develop an adapted multi-perspective, multi-criteria model that will fit Portland’s needs for a sustainable overtake of Urban Density. Then, by submitting this model to an experts’ panel, it aims to conclude with a ranked proposal of solution alternatives to keep the city of Portland a Sustainability leader. Title: Assessing Government’s Solutions for Urban Growth within a Sustainable Development Approach: The case of Portland, Oregon Author: Laraichi, Oussama Year: 2016 A growing number of cities around the world have been chasing the Sustainable Development Model, balancing between economic health, environment resilience and social equity in an overall transparent governance. Given the demographic trend of cities welcoming an increasing share of the world’s population, urban planners and government officials are challenged by a growing Urban Density. With a significant population increase pace, the city of Portland, Oregon will need to efficiently address Urban Density. The leadership in Sustainability that the largest city of Oregon is claiming could be jeopardized by the effects of Urban Density. What should Portland’s urban planners and policies makers do to overtake this challenging trend and remain in a leading position in Sustainability? Various solutions exist. Urban Sustainable Development literature shows us that cities embrace Urban Density by applying different set of adaptive tools in order to become or remain sustainable. Using a Hierarchical Decision Model, this paper aims to develop an adapted multi-perspective, multi-criteria model that will fit Portland’s needs for a sustainable overtake of Urban Density. Then, by submitting this model to an experts’ panel, it aims to conclude with a ranked proposal of solution alternatives to keep the city of Portland a Sustainability leader. Close

• 12. [Article] Cultivating the Technology Ecosystem: An Interview with Skip Newbury

  An interview with Skip Newbury, President and CEO of the Technology Association of Oregon (TAO). He is a frequent speaker on technology trends and topics, economic development, public-private partnerships ...

  Citation × Citation Citation Abstract Copy Title: Cultivating the Technology Ecosystem: An Interview with Skip Newbury Author: Martin, Sheila Year: 2017 An interview with Skip Newbury, President and CEO of the Technology Association of Oregon (TAO). He is a frequent speaker on technology trends and topics, economic development, public-private partnerships and civic innovation. Before joining the TAO, Skip served as an economic development policy advisor to Portland Mayor Sam Adams, where he helped create Portland’s first comprehensive economic development strategy in 16 years, recognizing software as a key industry cluster. Title: Cultivating the Technology Ecosystem: An Interview with Skip Newbury Author: Martin, Sheila Year: 2017 An interview with Skip Newbury, President and CEO of the Technology Association of Oregon (TAO). He is a frequent speaker on technology trends and topics, economic development, public-private partnerships and civic innovation. Before joining the TAO, Skip served as an economic development policy advisor to Portland Mayor Sam Adams, where he helped create Portland’s first comprehensive economic development strategy in 16 years, recognizing software as a key industry cluster. Close

• 13. [Article] Destination Portland: Post-Great Recession Migration Trends in the Rose City Region

  This report explores how individuals decide to move to Portland, why they stay and how the region’s growth challenges might introduce costs that disproportionately burden people of color and young people ...

  Citation × Citation Citation Abstract Copy Title: Destination Portland: Post-Great Recession Migration Trends in the Rose City Region Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2017 This report explores how individuals decide to move to Portland, why they stay and how the region’s growth challenges might introduce costs that disproportionately burden people of color and young people of lower socioeconomic status. Title: Destination Portland: Post-Great Recession Migration Trends in the Rose City Region Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2017 This report explores how individuals decide to move to Portland, why they stay and how the region’s growth challenges might introduce costs that disproportionately burden people of color and young people of lower socioeconomic status. Close

• 14. [Article] Washington County Housing Study for Washington County Department of Housing Services

  This report describes Washington County's demographic and socioeconomic characteristics based on 2000 census data and some administrative data collected from State and local government agencies. It also ...

  Citation × Citation Citation Abstract Copy Title: Washington County Housing Study for Washington County Department of Housing Services Author: Portland State University. Population Research Center Year: 2003 This report describes Washington County's demographic and socioeconomic characteristics based on 2000 census data and some administrative data collected from State and local government agencies. It also presents trends for the County for the 1990 to 2000 period. The aim of this report is to ensure that plans for Washington County can be based on the best possible information. Title: Washington County Housing Study for Washington County Department of Housing Services Author: Portland State University. Population Research Center Year: 2003 This report describes Washington County's demographic and socioeconomic characteristics based on 2000 census data and some administrative data collected from State and local government agencies. It also presents trends for the County for the 1990 to 2000 period. The aim of this report is to ensure that plans for Washington County can be based on the best possible information. Close

• 15. [Article] In Search of Opportunity: Foreign-Born Residents in Oregon

  From our earliest beginnings and to present day, the social fabric of the United States continues to be shaped by immigration. Americans are generally aware of their families’ personal stories and the ...

  Citation × Citation Citation Abstract Copy Title: In Search of Opportunity: Foreign-Born Residents in Oregon Author: Jurjevich, Jason R., Dann, Ryan Year: 2012 From our earliest beginnings and to present day, the social fabric of the United States continues to be shaped by immigration. Americans are generally aware of their families’ personal stories and the inextricable link to immigration, but they are likely less familiar with historical and current trends. Focusing in Oregon and more specifically, the Portland metropolitan area, we provide a statistical portrait of the foreign-born population by examining recent growth patterns, identifying geographic origins, and describing individual-level characteristics. Title: In Search of Opportunity: Foreign-Born Residents in Oregon Author: Jurjevich, Jason R., Dann, Ryan Year: 2012 From our earliest beginnings and to present day, the social fabric of the United States continues to be shaped by immigration. Americans are generally aware of their families’ personal stories and the inextricable link to immigration, but they are likely less familiar with historical and current trends. Focusing in Oregon and more specifically, the Portland metropolitan area, we provide a statistical portrait of the foreign-born population by examining recent growth patterns, identifying geographic origins, and describing individual-level characteristics. Close

• 16. [Article] Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Western Metros

  In the West, Seattle recorded the largest NMQ gain of YCEs (31.6 percent), followed by San Francisco (28.5 percent), Portland (26.3 percent), and San Jose (26.1 percent). During the Great Recession, as ...

  Citation × Citation Citation Abstract Copy Title: Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Western Metros Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2016 In the West, Seattle recorded the largest NMQ gain of YCEs (31.6 percent), followed by San Francisco (28.5 percent), Portland (26.3 percent), and San Jose (26.1 percent). During the Great Recession, as well as the post-recession recovery period, only four metros outpaced the West’s regional gain in YCE net-migration: 1) Phoenix, 2) Denver, 3) San Francisco, 4) San Jose Title: Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Western Metros Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2016 In the West, Seattle recorded the largest NMQ gain of YCEs (31.6 percent), followed by San Francisco (28.5 percent), Portland (26.3 percent), and San Jose (26.1 percent). During the Great Recession, as well as the post-recession recovery period, only four metros outpaced the West’s regional gain in YCE net-migration: 1) Phoenix, 2) Denver, 3) San Francisco, 4) San Jose Close

• 17. [Article] Population Outlook for the Portland-Vancouver Metropolitan Region

  While many people both inside and outside Oregon envision the state as a place of picturesque coastal bluffs, mountain ranges, the Columbia River Gorge, and oldgrowth forests, the population is primarily ...

  Citation × Citation Citation Abstract Copy Title: Population Outlook for the Portland-Vancouver Metropolitan Region Author: Hough, George C., Jr., Koski, Amy Year: 2007 While many people both inside and outside Oregon envision the state as a place of picturesque coastal bluffs, mountain ranges, the Columbia River Gorge, and oldgrowth forests, the population is primarily urban. It has been for many decades. In 2000, three-quarters of Oregon’s 3.4 million residents lived in towns and cities. Almost one-half of Oregon’s population lived in the metropolitan Portland area. This paper offers an overview of population dynamics in the Portland-Vancouver metropolitan area, which includes five of Oregon’s thirty-six counties–Clackamas, Columbia, Multnomah, Washington, and Yamhill–and Clark County in the state of Washington. It refers to the “metropolitan Portland-Vancouver area” as the total area including the Oregon and Washington counties and to the “metropolitan Portland area” when limiting discussion to the five Oregon counties. It describes current trends for population growth; the effect of births, deaths, and migration on population growth; how the age, sex, and ethnic composition are changing; and where residents live. Finally, the paper discusses the dynamics for future growth and their implications. Title: Population Outlook for the Portland-Vancouver Metropolitan Region Author: Hough, George C., Jr., Koski, Amy Year: 2007 While many people both inside and outside Oregon envision the state as a place of picturesque coastal bluffs, mountain ranges, the Columbia River Gorge, and oldgrowth forests, the population is primarily urban. It has been for many decades. In 2000, three-quarters of Oregon’s 3.4 million residents lived in towns and cities. Almost one-half of Oregon’s population lived in the metropolitan Portland area. This paper offers an overview of population dynamics in the Portland-Vancouver metropolitan area, which includes five of Oregon’s thirty-six counties–Clackamas, Columbia, Multnomah, Washington, and Yamhill–and Clark County in the state of Washington. It refers to the “metropolitan Portland-Vancouver area” as the total area including the Oregon and Washington counties and to the “metropolitan Portland area” when limiting discussion to the five Oregon counties. It describes current trends for population growth; the effect of births, deaths, and migration on population growth; how the age, sex, and ethnic composition are changing; and where residents live. Finally, the paper discusses the dynamics for future growth and their implications. Close

• 18. [Article] 2017 Point-In-Time: Count of Homelessness in Portland/Gresham/Multnomah County, Oregon

  The 2017 Point-in-Time (PIT) Count of Homelessness provides a snapshot of people who were experiencing homelessness on the night of Wednesday, February 22, 2017, in Portland, Gresham, and Multnomah County, ...

  Citation × Citation Citation Abstract Copy Title: 2017 Point-In-Time: Count of Homelessness in Portland/Gresham/Multnomah County, Oregon Author: Krishnan, Uma, Elliott, Deborah Year: 2017 The 2017 Point-in-Time (PIT) Count of Homelessness provides a snapshot of people who were experiencing homelessness on the night of Wednesday, February 22, 2017, in Portland, Gresham, and Multnomah County, Oregon. The US Department of Housing and Urban Development (HUD) requires communities to count people living in emergency shelters, transitional housing or places not meant for human habitation (these people are collectively known as “HUD homeless”) on a single night (a “point in time”) at least once every two years. This enumeration is one way of understanding the levels and trends in unmet need for shelter and permanent housing within the community. The last PIT count was conducted on January 28, 2015. The objective of this report is to share the results of the 2017 PIT count. The data analysis and findings provide the following: a snapshot of people experiencing homelessness (unsheltered and sheltered) on the night of February 22, 2017 demographic characteristics of people in unsheltered and sheltered locations additional findings on the population that is unsheltered Title: 2017 Point-In-Time: Count of Homelessness in Portland/Gresham/Multnomah County, Oregon Author: Krishnan, Uma, Elliott, Deborah Year: 2017 The 2017 Point-in-Time (PIT) Count of Homelessness provides a snapshot of people who were experiencing homelessness on the night of Wednesday, February 22, 2017, in Portland, Gresham, and Multnomah County, Oregon. The US Department of Housing and Urban Development (HUD) requires communities to count people living in emergency shelters, transitional housing or places not meant for human habitation (these people are collectively known as “HUD homeless”) on a single night (a “point in time”) at least once every two years. This enumeration is one way of understanding the levels and trends in unmet need for shelter and permanent housing within the community. The last PIT count was conducted on January 28, 2015. The objective of this report is to share the results of the 2017 PIT count. The data analysis and findings provide the following: a snapshot of people experiencing homelessness (unsheltered and sheltered) on the night of February 22, 2017 demographic characteristics of people in unsheltered and sheltered locations additional findings on the population that is unsheltered Close

• 19. [Article] Population Forecast for Lane County, its Cities and Unincorporated Area 2008-2035

  This report presents the results of a study conducted by the Population Research Center (PRC) to address the long-range planning needs of Lane County and produce population forecasts at the county and ...

  Citation × Citation Citation Abstract Copy Title: Population Forecast for Lane County, its Cities and Unincorporated Area 2008-2035 Author: Portland State University. Population Research Center, Proehl, Risa S., Hough, George C., Jr., Ru, Danan, Radin, Kenneth, Gilbert, Mark Year: 2009 This report presents the results of a study conducted by the Population Research Center (PRC) to address the long-range planning needs of Lane County and produce population forecasts at the county and sub-county level. This report considers recent and historical demographic changes experienced within the County and provides forecasts from 2008 to 2035 in 5-year intervals. Expected future populations that result from the most-likely demographic trends throughout Lane County are presented in this report. Title: Population Forecast for Lane County, its Cities and Unincorporated Area 2008-2035 Author: Portland State University. Population Research Center, Proehl, Risa S., Hough, George C., Jr., Ru, Danan, Radin, Kenneth, Gilbert, Mark Year: 2009 This report presents the results of a study conducted by the Population Research Center (PRC) to address the long-range planning needs of Lane County and produce population forecasts at the county and sub-county level. This report considers recent and historical demographic changes experienced within the County and provides forecasts from 2008 to 2035 in 5-year intervals. Expected future populations that result from the most-likely demographic trends throughout Lane County are presented in this report. Close

• 20. [Article] Working Caregivers: Issues, Challenges, And Opportunities For The Aging Network

  This paper provides an overview of the issues associated with working caregivers. We will examine the social and demographic trends influencing the growth of this group, their characteristics and their ...

  Citation × Citation Citation Abstract Copy Title: Working Caregivers: Issues, Challenges, And Opportunities For The Aging Network Author: Neal, Margaret B., Wagner, Donna Year: 2002 This paper provides an overview of the issues associated with working caregivers. We will examine the social and demographic trends influencing the growth of this group, their characteristics and their contributions to elders, and the consequences of caregiving for caregivers and their work. Next, we will briefly describe the various employer-initiated programs currently in place to support working caregivers and the evolution of these programs, followed by federal and state governments’ response to working caregivers, to date. The remainder of the paper details the potential role of the aging network in better supporting working caregivers, including current best practices and other possible strategies. We offer tips for getting started, including ideas and recommendations for internal program consideration, and tips for working with the business community. Title: Working Caregivers: Issues, Challenges, And Opportunities For The Aging Network Author: Neal, Margaret B., Wagner, Donna Year: 2002 This paper provides an overview of the issues associated with working caregivers. We will examine the social and demographic trends influencing the growth of this group, their characteristics and their contributions to elders, and the consequences of caregiving for caregivers and their work. Next, we will briefly describe the various employer-initiated programs currently in place to support working caregivers and the evolution of these programs, followed by federal and state governments’ response to working caregivers, to date. The remainder of the paper details the potential role of the aging network in better supporting working caregivers, including current best practices and other possible strategies. We offer tips for getting started, including ideas and recommendations for internal program consideration, and tips for working with the business community. Close

• 21. [Article] Foodability

  The Portland Plan will consider current physical and socioeconomic conditions and trends and help establish shared visions, goals, and policies to guide the efforts of BPS and other city agencies over ...

  Citation × Citation Citation Abstract Copy Title: Foodability Author: Armstrong, Kim, Chastain, April, VanRheen, Stephanie, White, Steve, Chapin, Elizabeth, Person, Julia Year: 2009 The Portland Plan will consider current physical and socioeconomic conditions and trends and help establish shared visions, goals, and policies to guide the efforts of BPS and other city agencies over the next 20 years. BPS is interested in addressing food access issues in the Portland Plan, but does not have a defined, stakeholder-supported vision for food access. The Foodabilty project is developing a vision, goals, and strategy recommendations for food access in Portland that can be used to ground and direct future actions by the City and other organizations. It is supported by a set of maps displaying the contours of the City's current geographies of food accessibility. The final vision statement and evaluation criteria will be used to evaluate the goals for implementation that may be used to move Portland closer to its vision for food access. The final report will include a matrix evaluating the effectiveness and appropriateness of recommended strategies for BPS and other organizations. This project was conducted under the supervision of Sy Adler and Ethan Seltzer. Title: Foodability Author: Armstrong, Kim, Chastain, April, VanRheen, Stephanie, White, Steve, Chapin, Elizabeth, Person, Julia Year: 2009 The Portland Plan will consider current physical and socioeconomic conditions and trends and help establish shared visions, goals, and policies to guide the efforts of BPS and other city agencies over the next 20 years. BPS is interested in addressing food access issues in the Portland Plan, but does not have a defined, stakeholder-supported vision for food access. The Foodabilty project is developing a vision, goals, and strategy recommendations for food access in Portland that can be used to ground and direct future actions by the City and other organizations. It is supported by a set of maps displaying the contours of the City's current geographies of food accessibility. The final vision statement and evaluation criteria will be used to evaluate the goals for implementation that may be used to move Portland closer to its vision for food access. The final report will include a matrix evaluating the effectiveness and appropriateness of recommended strategies for BPS and other organizations. This project was conducted under the supervision of Sy Adler and Ethan Seltzer. Close

• 22. [Article] Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Southern Metros

  In 2012-2014, the South recorded the largest gain of YCE net in-migration, among its large metros, of any region at 138,000. What’s more, the only metros to post NMQ values above 30 were both in the South—Houston ...

  Citation × Citation Citation Abstract Copy Title: Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Southern Metros Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2016 In 2012-2014, the South recorded the largest gain of YCE net in-migration, among its large metros, of any region at 138,000. What’s more, the only metros to post NMQ values above 30 were both in the South—Houston (36.9 percent) followed by Austin (35 percent). While most large Southern metros posted robust gains in net in-migration of YCEs between the two periods, Louisville (-18.7 percent), Baltimore, (-9.4 percent), San Antonio (-8.2 percent), Dallas/Ft. Worth (-5.5 percent), and Tampa (-1.5 percent) all recorded NMQ declines in net in-migration of YCEs. Title: Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Southern Metros Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2016 In 2012-2014, the South recorded the largest gain of YCE net in-migration, among its large metros, of any region at 138,000. What’s more, the only metros to post NMQ values above 30 were both in the South—Houston (36.9 percent) followed by Austin (35 percent). While most large Southern metros posted robust gains in net in-migration of YCEs between the two periods, Louisville (-18.7 percent), Baltimore, (-9.4 percent), San Antonio (-8.2 percent), Dallas/Ft. Worth (-5.5 percent), and Tampa (-1.5 percent) all recorded NMQ declines in net in-migration of YCEs. Close

• 23. [Article] Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Northeastern Metros

  In the most recent period, 2012-2014, the Northeast’s largest metro areas attracted and retained roughly 31,000 YCE migrants. However, this represents 9,000 fewer migrants compared to the Great Recession ...

  Citation × Citation Citation Abstract Copy Title: Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Northeastern Metros Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2016 In the most recent period, 2012-2014, the Northeast’s largest metro areas attracted and retained roughly 31,000 YCE migrants. However, this represents 9,000 fewer migrants compared to the Great Recession period— the Northeast is the only region to post a decline in net in/migration of YCEs between 2008-2010 and 2012-2014. All Northeastern metros experienced a decline or a very marginal gain in NMQ values between the two periods, except for Philadelphia, which posted more than a 2,000 gain in net YCE in-migration. In the end however, Boston and Pittsburgh remain the region's two most productive cities for attracting retaining and retaining young, mobile talent. Title: Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Northeastern Metros Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2016 In the most recent period, 2012-2014, the Northeast’s largest metro areas attracted and retained roughly 31,000 YCE migrants. However, this represents 9,000 fewer migrants compared to the Great Recession period— the Northeast is the only region to post a decline in net in/migration of YCEs between 2008-2010 and 2012-2014. All Northeastern metros experienced a decline or a very marginal gain in NMQ values between the two periods, except for Philadelphia, which posted more than a 2,000 gain in net YCE in-migration. In the end however, Boston and Pittsburgh remain the region's two most productive cities for attracting retaining and retaining young, mobile talent. Close

• 24. [Article] Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Midwestern Metros

  In the most recent period, 2012-2014, the Midwest’s largest metro areas attracted and retained almost 37,000 YCE migrants, which is almost double the number during the Great Recession period. Although ...

  Citation × Citation Citation Abstract Copy Title: Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Midwestern Metros Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2016 In the most recent period, 2012-2014, the Midwest’s largest metro areas attracted and retained almost 37,000 YCE migrants, which is almost double the number during the Great Recession period. Although the region’s largest city, Chicago, recorded the largest net in/migration of YCEs (11,033) in 2012-2014, Kansas City recorded the highest NMQ of YCEs (18.6 percent), followed by Columbus, OH (18.5 percent) and Detroit (16.4 percent). Detroit’s turnaround is particularly noteworthy; the Motor City metro posted the second highest change in NMQ values between the two periods (second only to Birmingham). Two metros reported a net out/migration of YCEs, one being Buffalo (-14.5 percent), and the other being Milwaukee (-7.0 percent). Title: Talent on the Move: Migration Patterns of the Young and College-Educated in Pre and Post-Recession America – Migration Trends Across the Largest Midwestern Metros Author: Jurjevich, Jason R., Schrock, Greg, Kang, Jihye Year: 2016 In the most recent period, 2012-2014, the Midwest’s largest metro areas attracted and retained almost 37,000 YCE migrants, which is almost double the number during the Great Recession period. Although the region’s largest city, Chicago, recorded the largest net in/migration of YCEs (11,033) in 2012-2014, Kansas City recorded the highest NMQ of YCEs (18.6 percent), followed by Columbus, OH (18.5 percent) and Detroit (16.4 percent). Detroit’s turnaround is particularly noteworthy; the Motor City metro posted the second highest change in NMQ values between the two periods (second only to Birmingham). Two metros reported a net out/migration of YCEs, one being Buffalo (-14.5 percent), and the other being Milwaukee (-7.0 percent). Close

• 25. [Article] Annual Metro Regional Trail Count and Why Local Extrapolation Factors Matter

  Metro, Portland's regional governing agency, conducts annual two-hour counts along its regional trail every September. This upcoming fall (2017) will be the 10th year that the counts have been held, which ...

  Citation × Citation Citation Abstract Copy Title: Annual Metro Regional Trail Count and Why Local Extrapolation Factors Matter Author: Gibson, Geoff Year: 2017 Metro, Portland's regional governing agency, conducts annual two-hour counts along its regional trail every September. This upcoming fall (2017) will be the 10th year that the counts have been held, which means we at Metro can finally start seeing noticeable, long-lasting trends in the regional trail network. Perhaps more importantly, we are seeing how these data have directly impacted investments in future trail, bicycle, and pedestrian projects. This seminar will cover the history of the program, details of how it's conducted and why it's conducted that way, how data are used (including an inside look at future iterations of Metro's interactive trail count map), and why creating local extrapolation factors for adjusting to annual traffic is so important. Title: Annual Metro Regional Trail Count and Why Local Extrapolation Factors Matter Author: Gibson, Geoff Year: 2017 Metro, Portland's regional governing agency, conducts annual two-hour counts along its regional trail every September. This upcoming fall (2017) will be the 10th year that the counts have been held, which means we at Metro can finally start seeing noticeable, long-lasting trends in the regional trail network. Perhaps more importantly, we are seeing how these data have directly impacted investments in future trail, bicycle, and pedestrian projects. This seminar will cover the history of the program, details of how it's conducted and why it's conducted that way, how data are used (including an inside look at future iterations of Metro's interactive trail count map), and why creating local extrapolation factors for adjusting to annual traffic is so important. Close

• 26. [Article] Track Time and Monetary Costs of Transportation as a Comprehensive Performance Measure: Development and Application of Transportation Cost Index

  As federal and state policies place increasing emphasis on using comprehensive transportation performance measures to guide transportation decision making, there is a gap in such measures of transportation ...

  Citation × Citation Citation Abstract Copy Title: Track Time and Monetary Costs of Transportation as a Comprehensive Performance Measure: Development and Application of Transportation Cost Index Author: Wang, Liming Year: 2016 As federal and state policies place increasing emphasis on using comprehensive transportation performance measures to guide transportation decision making, there is a gap in such measures of transportation and land use systems. This seminar reports the results from a research project aiming to fill the gap in the type of applications and policy areas covered by existing measures. Modeled after the popular Consumer Price Index, the project refines and develops a transportation cost index (TCI) measure for transportation and land use systems by tracking the time and monetary costs of transportation for households as they travel to satisfy their daily needs. The TCI can be used in applications ranging from monitoring historical and projected trends (benchmarking), to evaluating and comparing scenarios outcomes (scenario evaluation), and it is capable of representing policy areas not sufficiently covered by existing similar measures. The seminar will review similar performance measures, describe the rationale, design and implementation of TCI, and present results of its applications in Portland and Corvallis, Oregon, as well as nation-wide in the US. The project is sponsored by National Institute of Transportation Communities (NITC) and Oregon DOT. Title: Track Time and Monetary Costs of Transportation as a Comprehensive Performance Measure: Development and Application of Transportation Cost Index Author: Wang, Liming Year: 2016 As federal and state policies place increasing emphasis on using comprehensive transportation performance measures to guide transportation decision making, there is a gap in such measures of transportation and land use systems. This seminar reports the results from a research project aiming to fill the gap in the type of applications and policy areas covered by existing measures. Modeled after the popular Consumer Price Index, the project refines and develops a transportation cost index (TCI) measure for transportation and land use systems by tracking the time and monetary costs of transportation for households as they travel to satisfy their daily needs. The TCI can be used in applications ranging from monitoring historical and projected trends (benchmarking), to evaluating and comparing scenarios outcomes (scenario evaluation), and it is capable of representing policy areas not sufficiently covered by existing similar measures. The seminar will review similar performance measures, describe the rationale, design and implementation of TCI, and present results of its applications in Portland and Corvallis, Oregon, as well as nation-wide in the US. The project is sponsored by National Institute of Transportation Communities (NITC) and Oregon DOT. Close

• 27. [Article] Is Portland Really the Place Where Young People Go To Retire? Migration Patterns of Portland’s Young and College-Educated, 1980-2010

  For many metro areas, including Portland, being economically competitive in today’s knowledge and information economy depends on attracting and retaining young, college-­‐educated (YCE) migrants. On this ...

  Citation × Citation Citation Abstract Copy Title: Is Portland Really the Place Where Young People Go To Retire? Migration Patterns of Portland’s Young and College-Educated, 1980-2010 Author: Jurjevich, Jason R., Schrock, Greg Year: 2012 For many metro areas, including Portland, being economically competitive in today’s knowledge and information economy depends on attracting and retaining young, college-­‐educated (YCE) migrants. On this indicator, Portland has been most successful: since 1980, the Portland metropolitan region has attracted college-­‐educated individuals under the age of 40 at some of the country’s highest net migration rates in good economic times and bad. Though not unique to Portland, the resiliency of Portland’s migration streams, even in periods of economic uncertainty, calls attention to an increasingly selective group of YCE migrants who appear to place greater relative value on non-­‐economic factors—from political milieu to access to quality public transportation—compared to employment opportunities. This trend directly challenges a long-­‐established cornerstone of traditional migration theory suggesting that the decision to move is predicated on benefits exceeding costs, and linked to the importance of jobs and economic opportunity as attractive forces for working-­‐age households. Reading between the lines of recent media accounts, and in particular the television show Portlandia, the shift from economic to non-­‐economic factors has been portrayed in a most interesting way: because young migrants to Portland place relatively low value on work and traditional careers, their desire to exchange employment opportunities for quality of life (amenity) factors indeed makes Portland the city “where young people go to retire.” The question is: in the short and long-­‐term, how sustainable is Portland’s trend of attracting and retaining YCE migrants if labor market outcomes continue to remain worse compared to other metro areas? What are the facts? In this paper we draw upon U.S. Census Bureau data from the 2000 Census and more recent American Community Surveys from 2005-­‐2007 and 2008-­‐2010, to compare migration patterns in Portland to the other 50 largest U.S. metros. Title: Is Portland Really the Place Where Young People Go To Retire? Migration Patterns of Portland’s Young and College-Educated, 1980-2010 Author: Jurjevich, Jason R., Schrock, Greg Year: 2012 For many metro areas, including Portland, being economically competitive in today’s knowledge and information economy depends on attracting and retaining young, college-­‐educated (YCE) migrants. On this indicator, Portland has been most successful: since 1980, the Portland metropolitan region has attracted college-­‐educated individuals under the age of 40 at some of the country’s highest net migration rates in good economic times and bad. Though not unique to Portland, the resiliency of Portland’s migration streams, even in periods of economic uncertainty, calls attention to an increasingly selective group of YCE migrants who appear to place greater relative value on non-­‐economic factors—from political milieu to access to quality public transportation—compared to employment opportunities. This trend directly challenges a long-­‐established cornerstone of traditional migration theory suggesting that the decision to move is predicated on benefits exceeding costs, and linked to the importance of jobs and economic opportunity as attractive forces for working-­‐age households. Reading between the lines of recent media accounts, and in particular the television show Portlandia, the shift from economic to non-­‐economic factors has been portrayed in a most interesting way: because young migrants to Portland place relatively low value on work and traditional careers, their desire to exchange employment opportunities for quality of life (amenity) factors indeed makes Portland the city “where young people go to retire.” The question is: in the short and long-­‐term, how sustainable is Portland’s trend of attracting and retaining YCE migrants if labor market outcomes continue to remain worse compared to other metro areas? What are the facts? In this paper we draw upon U.S. Census Bureau data from the 2000 Census and more recent American Community Surveys from 2005-­‐2007 and 2008-­‐2010, to compare migration patterns in Portland to the other 50 largest U.S. metros. Close

• 28. [Article] Safety Effectiveness of Pedestrian Crossing Enhancements

  Over the last decade, the Oregon DOT and other agencies have systematically implemented many pedestrian crossing enhancements (PCEs) across the state. This study explored the safety performance of these ...

  Citation × Citation Citation Abstract Copy Title: Safety Effectiveness of Pedestrian Crossing Enhancements Author: Monsere, Christopher M., Figliozzi, Miguel, Kothuri, Sirisha, Razmpa, Ali, Hazel, Daniel R. Year: 2016 Over the last decade, the Oregon DOT and other agencies have systematically implemented many pedestrian crossing enhancements (PCEs) across the state. This study explored the safety performance of these enhanced crossing in Oregon. Detailed data were collected on 191 crossings. Supplemental data items included crossing location information, route characteristics, surrounding land use and crossing enhancement descriptions. Pedestrian volume at the crossing locations was a highly desirable but unavailable data element. To characterize pedestrian activity, a method was developed to estimate ranges for pedestrian crosswalk activity levels based on the land use classification at the census block level and the presence of pedestrian traffic generators such as bus stops, schools, shopping centers and hospitals within a 0.25-mile radius. Each crosswalk was categorized into one of six levels of activity – very low, low, medium-low, medium, medium-high and high. Crash data for the 2007-2014 period were assembled for the safety analysis. After filtering, 62 pedestrian crashes and 746 rear-end crashes were retained for further analysis. The crash data were merged and analyzed. Crash patterns and risk ratios were explored. The most important trend observed was a shift (reduction) in the pedestrian crash severity after the installation of the crosswalk treatments. This shift was from fatal and injury A crash type to lower severity crashes of injury B and injury C. For pedestrian crashes, increases in the risk ratio were observed for increases in the number of lanes, the posted speed, and estimated pedestrian activity level. Similar trends were observed for rear-end crashes. Due to data limitations, subsequent safety analysis focused on installations of RRFB crossing enhancements. A CMF for RRFB installations was estimated. The CMFS for pedestrian crashes are 0.64 +/- 0.26 using a simple before-after analysis; for rear-end crashes: 0.93 +/- 0.22 using an empirical Bayes analysis approach. Title: Safety Effectiveness of Pedestrian Crossing Enhancements Author: Monsere, Christopher M., Figliozzi, Miguel, Kothuri, Sirisha, Razmpa, Ali, Hazel, Daniel R. Year: 2016 Over the last decade, the Oregon DOT and other agencies have systematically implemented many pedestrian crossing enhancements (PCEs) across the state. This study explored the safety performance of these enhanced crossing in Oregon. Detailed data were collected on 191 crossings. Supplemental data items included crossing location information, route characteristics, surrounding land use and crossing enhancement descriptions. Pedestrian volume at the crossing locations was a highly desirable but unavailable data element. To characterize pedestrian activity, a method was developed to estimate ranges for pedestrian crosswalk activity levels based on the land use classification at the census block level and the presence of pedestrian traffic generators such as bus stops, schools, shopping centers and hospitals within a 0.25-mile radius. Each crosswalk was categorized into one of six levels of activity – very low, low, medium-low, medium, medium-high and high. Crash data for the 2007-2014 period were assembled for the safety analysis. After filtering, 62 pedestrian crashes and 746 rear-end crashes were retained for further analysis. The crash data were merged and analyzed. Crash patterns and risk ratios were explored. The most important trend observed was a shift (reduction) in the pedestrian crash severity after the installation of the crosswalk treatments. This shift was from fatal and injury A crash type to lower severity crashes of injury B and injury C. For pedestrian crashes, increases in the risk ratio were observed for increases in the number of lanes, the posted speed, and estimated pedestrian activity level. Similar trends were observed for rear-end crashes. Due to data limitations, subsequent safety analysis focused on installations of RRFB crossing enhancements. A CMF for RRFB installations was estimated. The CMFS for pedestrian crashes are 0.64 +/- 0.26 using a simple before-after analysis; for rear-end crashes: 0.93 +/- 0.22 using an empirical Bayes analysis approach. Close

• 29. [Article] Green Mind Gray Yard: Micro Scale Assessment of Ecosystem Services

  There is a spatial mismatch between the size of the area where people are living and the extent of land needed to ecologically support developed areas. More people are living in urban areas than any time ...

  Citation × Citation Citation Abstract Copy Title: Green Mind Gray Yard: Micro Scale Assessment of Ecosystem Services Author: Kirkpatrick, Erin Jolene Year: 2013 There is a spatial mismatch between the size of the area where people are living and the extent of land needed to ecologically support developed areas. More people are living in urban areas than any time in history, and the resources need to support cities have had to expand to try and meet the demands of increasing urban populations. However, areas of opportunity exist for urban areas to begin to positively contribute towards the available resources in a region. Because a large portion of urban areas is within private control, gaining a baseline understanding of how residents interact with ecosystem services served as basis of this study. Using a survey of residents in the Portland, OR area, correlations between demographic groups and questions regarding their beliefs, attitudes, and behaviors as they relate to vegetation proved that the knowledge of environmental relationships is an important first step in creating pro-environmental behavior. Those reporting a high level of knowledge for ecological system and processes were more likely to value the benefits of vegetation for other associated reasons, such as for recreational activities, aesthetic purposes, and air or water quality. Additionally, survey responses were mapped to spatial data to gain an understanding of the spatial characteristics of neighborhoods in the survey area and how they have changed over time. Overall, the results in the study display trends that can help outreach organizations and municipalities to determine plans to strategically engage the public in a way that could create a net gain in urban ecosystem services. Title: Green Mind Gray Yard: Micro Scale Assessment of Ecosystem Services Author: Kirkpatrick, Erin Jolene Year: 2013 There is a spatial mismatch between the size of the area where people are living and the extent of land needed to ecologically support developed areas. More people are living in urban areas than any time in history, and the resources need to support cities have had to expand to try and meet the demands of increasing urban populations. However, areas of opportunity exist for urban areas to begin to positively contribute towards the available resources in a region. Because a large portion of urban areas is within private control, gaining a baseline understanding of how residents interact with ecosystem services served as basis of this study. Using a survey of residents in the Portland, OR area, correlations between demographic groups and questions regarding their beliefs, attitudes, and behaviors as they relate to vegetation proved that the knowledge of environmental relationships is an important first step in creating pro-environmental behavior. Those reporting a high level of knowledge for ecological system and processes were more likely to value the benefits of vegetation for other associated reasons, such as for recreational activities, aesthetic purposes, and air or water quality. Additionally, survey responses were mapped to spatial data to gain an understanding of the spatial characteristics of neighborhoods in the survey area and how they have changed over time. Overall, the results in the study display trends that can help outreach organizations and municipalities to determine plans to strategically engage the public in a way that could create a net gain in urban ecosystem services. Close

• 30. [Article] Travel to Food: Transportation Barriers for the Food Insecure in Tampa Bay

  In partnership with the Center for Urban Transportation Research (CUTR) at the University of South Florida (USF), the Transportation Innovation Group informed practical transportation solutions aimed at ...

  Citation × Citation Citation Abstract Copy Title: Travel to Food: Transportation Barriers for the Food Insecure in Tampa Bay Author: Salzer, Kevin, Joslin, Ann Year: 2017 In partnership with the Center for Urban Transportation Research (CUTR) at the University of South Florida (USF), the Transportation Innovation Group informed practical transportation solutions aimed at improved food access in Tampa Bay (Hillsborough, Pinellas and Pasco counties). The food pantry/bank sites that are part of Tampa Bay Network to End Hunger (TBNTEH) helped to gather data through a survey and interviews of food-related organizational leadership, staff and volunteers from each site to gain insight into how clients currently access emergency food sites (qualitative). This information was supplemented with a GIS analysis of transit accessibility for the food insecure in Tampa Bay (quantitative). Funding for this project was provided, in part, by the National Institute for Transportation and Communities (NITC) at Portland State University. This project entitled “Travel to Food: Transportation Barriers for the Food Insecure in Tampa Bay” fits with the NITC’s theme of safe, healthy and sustainable transportation choices to foster livable communities in the following ways: Identify gaps in the transportation system for vulnerable communities; Lead to focused solutions to improve access to healthy food; Lead to added sustainable transportation options; and Access to food is an essential precursor to livability. Background: The dominance of the automobile in the southeast has impacted the urban and suburban built environment, resulting in barriers to transportation access. The vulnerability of the food insecure makes them an indicator population of the larger transportation system; mobility and housing location options are limited for this population. The grocery industry’s trend toward larger stores and higher-value inventory to maximize shelf space value has left lower-income neighborhoods with fewer food retail options. The lack of food access is experienced more acutely in lower-income neighborhoods where auto ownership is lower and dependence on alternative modes of transportation (e.g., transit, bike and walking) is higher. Title: Travel to Food: Transportation Barriers for the Food Insecure in Tampa Bay Author: Salzer, Kevin, Joslin, Ann Year: 2017 In partnership with the Center for Urban Transportation Research (CUTR) at the University of South Florida (USF), the Transportation Innovation Group informed practical transportation solutions aimed at improved food access in Tampa Bay (Hillsborough, Pinellas and Pasco counties). The food pantry/bank sites that are part of Tampa Bay Network to End Hunger (TBNTEH) helped to gather data through a survey and interviews of food-related organizational leadership, staff and volunteers from each site to gain insight into how clients currently access emergency food sites (qualitative). This information was supplemented with a GIS analysis of transit accessibility for the food insecure in Tampa Bay (quantitative). Funding for this project was provided, in part, by the National Institute for Transportation and Communities (NITC) at Portland State University. This project entitled “Travel to Food: Transportation Barriers for the Food Insecure in Tampa Bay” fits with the NITC’s theme of safe, healthy and sustainable transportation choices to foster livable communities in the following ways: Identify gaps in the transportation system for vulnerable communities; Lead to focused solutions to improve access to healthy food; Lead to added sustainable transportation options; and Access to food is an essential precursor to livability. Background: The dominance of the automobile in the southeast has impacted the urban and suburban built environment, resulting in barriers to transportation access. The vulnerability of the food insecure makes them an indicator population of the larger transportation system; mobility and housing location options are limited for this population. The grocery industry’s trend toward larger stores and higher-value inventory to maximize shelf space value has left lower-income neighborhoods with fewer food retail options. The lack of food access is experienced more acutely in lower-income neighborhoods where auto ownership is lower and dependence on alternative modes of transportation (e.g., transit, bike and walking) is higher. Close

• 31. [Article] Barriers to Transitional Housing Access among Homeless Male Adults in the City of Portland

  From 2011 to 2014, there were 191 confirmed deaths among homeless persons living in Multnomah County, approximately 88% of which were among adult men (over the age of 18). This alarming statistic in no ...

  Citation × Citation Citation Abstract Copy Title: Barriers to Transitional Housing Access among Homeless Male Adults in the City of Portland Author: Raines, Alexander T Year: 2016 From 2011 to 2014, there were 191 confirmed deaths among homeless persons living in Multnomah County, approximately 88% of which were among adult men (over the age of 18). This alarming statistic in no way-shape-or-form represents the demographic makeup of Multnomah County’s homeless population, with a 2015 point-in-time count finding males over the age of 24 comprising just 52% of Multnomah’s homeless. Among these individuals the average age of death was just 43.3 years old; for comparison, the standard life expectancy for a man born in Multnomah County is 76.6 years old. This pattern of vulnerability among homeless men may in fact be part of a larger trend, if so, it is one largely unrecognized by standard scales of vulnerability. The lack of common cause among threats to homeless male adults stresses a need for safe, managed environments where conditions related to physical health, mental health, and chronic homelessness can be addressed. Fortunately, such places exist. Transitional housing, part of the “housing first” model, originated with a series of landmark studies in the 1990s by Randall Kuhn and Dennis P. Culhane. Since then over 300 American cities, including the city of Portland, have adopted housing first plans to end transitional and chronic homelessness. It would seem the successes of transitional housing organizations within Portland would preclude the fatality numbers referenced above. The question therefore is raised: What barriers exist that are preventing homeless male adults in Portland from accessing transitional housing programs and how can these issues be addressed? Title: Barriers to Transitional Housing Access among Homeless Male Adults in the City of Portland Author: Raines, Alexander T Year: 2016 From 2011 to 2014, there were 191 confirmed deaths among homeless persons living in Multnomah County, approximately 88% of which were among adult men (over the age of 18). This alarming statistic in no way-shape-or-form represents the demographic makeup of Multnomah County’s homeless population, with a 2015 point-in-time count finding males over the age of 24 comprising just 52% of Multnomah’s homeless. Among these individuals the average age of death was just 43.3 years old; for comparison, the standard life expectancy for a man born in Multnomah County is 76.6 years old. This pattern of vulnerability among homeless men may in fact be part of a larger trend, if so, it is one largely unrecognized by standard scales of vulnerability. The lack of common cause among threats to homeless male adults stresses a need for safe, managed environments where conditions related to physical health, mental health, and chronic homelessness can be addressed. Fortunately, such places exist. Transitional housing, part of the “housing first” model, originated with a series of landmark studies in the 1990s by Randall Kuhn and Dennis P. Culhane. Since then over 300 American cities, including the city of Portland, have adopted housing first plans to end transitional and chronic homelessness. It would seem the successes of transitional housing organizations within Portland would preclude the fatality numbers referenced above. The question therefore is raised: What barriers exist that are preventing homeless male adults in Portland from accessing transitional housing programs and how can these issues be addressed? Close

• 32. [Article] Regional Travel Options 2007-08 Program Evaluation

  To help implement the Growth Concept, Metro’s Regional Travel Options (RTO) Program works to increase awareness of non-SOV alternatives and increase the provision of those alternatives. The program complements ...

  Citation × Citation Citation Abstract Copy Title: Regional Travel Options 2007-08 Program Evaluation Author: Dill, Jennifer, Brown, Stephan Year: 2010 To help implement the Growth Concept, Metro’s Regional Travel Options (RTO) Program works to increase awareness of non-SOV alternatives and increase the provision of those alternatives. The program complements other strategies, including land use policies and infrastructure investment. The most comprehensive data available for this evaluation come from commute surveys of employees at work sites that participate in outreach programs offered by TriMet. All of the RTO evaluations have used these data as a benchmark for overall progress, though the data only captures commute travel. The 2008 data reflect the commute patterns of about 120,000 employees commuting to 549 worksites. The long-term trend is positive, with the share of work trips made by modes other than single-occupant vehicles (SOVs) generally increasing since 1996 Figure 3. However, the data for 2007 and 2008 show a decline since 2006 in the share of work trips made on transit. Increases in bicycling and walking, compressed work weeks, and telecommuting helped offset that decline. The share of trips made in carpools and vanpools has remained about the same for the past four years, and is still lower than 1996. Title: Regional Travel Options 2007-08 Program Evaluation Author: Dill, Jennifer, Brown, Stephan Year: 2010 To help implement the Growth Concept, Metro’s Regional Travel Options (RTO) Program works to increase awareness of non-SOV alternatives and increase the provision of those alternatives. The program complements other strategies, including land use policies and infrastructure investment. The most comprehensive data available for this evaluation come from commute surveys of employees at work sites that participate in outreach programs offered by TriMet. All of the RTO evaluations have used these data as a benchmark for overall progress, though the data only captures commute travel. The 2008 data reflect the commute patterns of about 120,000 employees commuting to 549 worksites. The long-term trend is positive, with the share of work trips made by modes other than single-occupant vehicles (SOVs) generally increasing since 1996 Figure 3. However, the data for 2007 and 2008 show a decline since 2006 in the share of work trips made on transit. Increases in bicycling and walking, compressed work weeks, and telecommuting helped offset that decline. The share of trips made in carpools and vanpools has remained about the same for the past four years, and is still lower than 1996. Close

• 33. [Article] National Study of BRT Development Outcomes

  Bus rapid transit (BRT) is poised to become the “next big thing” in public transit. From virtually no systems a generation ago, there are now 19 lines operating with at least seven under construction and ...

  Citation × Citation Citation Abstract Copy Title: National Study of BRT Development Outcomes Author: Nelson, Arthur C., Ganning, Joanna Year: 2015 Bus rapid transit (BRT) is poised to become the “next big thing” in public transit. From virtually no systems a generation ago, there are now 19 lines operating with at least seven under construction and more than 20 in the planning stages. BRT is gaining popularity because of its combination of low capital cost and potential for high levels of benefits. But are BRT systems effective in attracting development? To answer this and many more trending BRT questions, the Metropolitan Research Center (MRC) reviewed multiple studies using data from the United States Census Bureau, Longitudinal Employer-Household Dynamics, and CoStar data in a quasi-experimental, compare-and-contrast research design to compare jobs, population and households, and housing units before and after BRT station construction relative to control stations and the stations’ metropolitan context. Our units of analysis will be 2010 census blocks and their assemblages as data allow within 0.25 mile buffers. The final products of the MRC’s research include case studies of each BRT and meta-assessments of whether and to what extent BRT systems attract development. Some of the studies answer the following questions: What are the effects of BRT on sectoral employment change in the United States? How does BRT affect housing location affordability? What is the relationship between BRT and its surrounding area’s wagerelated job change? These answers can provide MPOs with information to aid in the decision-making process in terms of economic development and transportation planning options. Title: National Study of BRT Development Outcomes Author: Nelson, Arthur C., Ganning, Joanna Year: 2015 Bus rapid transit (BRT) is poised to become the “next big thing” in public transit. From virtually no systems a generation ago, there are now 19 lines operating with at least seven under construction and more than 20 in the planning stages. BRT is gaining popularity because of its combination of low capital cost and potential for high levels of benefits. But are BRT systems effective in attracting development? To answer this and many more trending BRT questions, the Metropolitan Research Center (MRC) reviewed multiple studies using data from the United States Census Bureau, Longitudinal Employer-Household Dynamics, and CoStar data in a quasi-experimental, compare-and-contrast research design to compare jobs, population and households, and housing units before and after BRT station construction relative to control stations and the stations’ metropolitan context. Our units of analysis will be 2010 census blocks and their assemblages as data allow within 0.25 mile buffers. The final products of the MRC’s research include case studies of each BRT and meta-assessments of whether and to what extent BRT systems attract development. Some of the studies answer the following questions: What are the effects of BRT on sectoral employment change in the United States? How does BRT affect housing location affordability? What is the relationship between BRT and its surrounding area’s wagerelated job change? These answers can provide MPOs with information to aid in the decision-making process in terms of economic development and transportation planning options. Close

• 34. [Article] A Survey of Urban Agriculture Organizations and Businesses in the US and Canada: Preliminary Results

  This report summarizes the results of an online survey, conducted during February and March 2013, of 251 groups involved with urban agriculture (UA) projects in approximately 84 cities in the US and Canada. ...

  Citation × Citation Citation Abstract Copy Title: A Survey of Urban Agriculture Organizations and Businesses in the US and Canada: Preliminary Results Author: McClintock, Nathan, Simpson, Mike Year: 2014 This report summarizes the results of an online survey, conducted during February and March 2013, of 251 groups involved with urban agriculture (UA) projects in approximately 84 cities in the US and Canada. This is only a preliminary report. As such, we present descriptive statistics rather than a interpretive analysis of the survey responses. Furthermore, it is important to recognize that these results are not necessarily representative of all urban agriculture businesses and organizations across North America. Nevertheless, these results point to certain trends and patterns that offer rich opportunities for further inquiry. Our preliminary results reveal that the UA landscape is highly diverse. From beekeeping on balconies to vegetable production on multi-acre farms, UA incorporates a broad range of practices on a diversity of types of urban spaces across North America. Survey results also reveal the wide diversity of groups practicing UA, from businesses to non-profits to public institutions to informal collectives. These groups vary in size; some are entirely focused on UA work, while for others, UA is a secondary activity. We highlight some of the differences in how these groups practice UA, and how these practices vary between cities. Groups face many similar challenges in terms of funding, labor, and access to space, but certain barriers and needs are greater in some cities than in others. Funding for UA projects – if there is any at all – can come from many different sources and, in some cases, the source of funding impacts the type of UA practiced. Finally, the motivations of groups practicing UA are diverse. While groups frame their engagement in UA a variety of ways, however, interest in community building, education, food quality, and sustainability drives most UA practice among our respondents. Title: A Survey of Urban Agriculture Organizations and Businesses in the US and Canada: Preliminary Results Author: McClintock, Nathan, Simpson, Mike Year: 2014 This report summarizes the results of an online survey, conducted during February and March 2013, of 251 groups involved with urban agriculture (UA) projects in approximately 84 cities in the US and Canada. This is only a preliminary report. As such, we present descriptive statistics rather than a interpretive analysis of the survey responses. Furthermore, it is important to recognize that these results are not necessarily representative of all urban agriculture businesses and organizations across North America. Nevertheless, these results point to certain trends and patterns that offer rich opportunities for further inquiry. Our preliminary results reveal that the UA landscape is highly diverse. From beekeeping on balconies to vegetable production on multi-acre farms, UA incorporates a broad range of practices on a diversity of types of urban spaces across North America. Survey results also reveal the wide diversity of groups practicing UA, from businesses to non-profits to public institutions to informal collectives. These groups vary in size; some are entirely focused on UA work, while for others, UA is a secondary activity. We highlight some of the differences in how these groups practice UA, and how these practices vary between cities. Groups face many similar challenges in terms of funding, labor, and access to space, but certain barriers and needs are greater in some cities than in others. Funding for UA projects – if there is any at all – can come from many different sources and, in some cases, the source of funding impacts the type of UA practiced. Finally, the motivations of groups practicing UA are diverse. While groups frame their engagement in UA a variety of ways, however, interest in community building, education, food quality, and sustainability drives most UA practice among our respondents. Close

• 35. [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

• 36. [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

• 37. [Article] Connecting People to Places: Spatiotemporal Analysis of Transit Supply Using Travel-Time Cubes

  Despite its importance, temporal measures of accessibility are rarely used in transit research or practice. This is primarily due to the inherent difficulty and complexity in computing time-based accessibility ...

  Citation × Citation Citation Abstract Copy Title: Connecting People to Places: Spatiotemporal Analysis of Transit Supply Using Travel-Time Cubes Author: Farber, Steven Year: 2016 Despite its importance, temporal measures of accessibility are rarely used in transit research or practice. This is primarily due to the inherent difficulty and complexity in computing time-based accessibility metrics. Estimating origin-to-destination travel times that include the “last mile” of travel between the transit network and actual start and endpoints of the trip is technically difficult. Not only do such estimations require multimodal network structures, they also require detailed knowledge of transit schedules and sophisticated algorithms for calculating shortest paths using such inputs. Recently, new standards for sharing transit schedules and geographic data, namely the General Transit Feed Specification (GTFS) have prompted innovations in the analysis of complex transit travel times using the Esri ArcGIS package with the Network Analyst extension. With continued development of the analytical capabilities of network analysis functionality, this project assesses spatiotemporal dynamics in transit supply through an investigation of scheduled travel time variability. This report consists of a collection of three stand-alone research papers. The first defines a new data object, the public transit travel time cube, and demonstrates its use in measuring changes in transit provision over time, changes in accessibility to jobs, and the impacts of bicycling on the last mile problem. The second paper consists of a study of temporal mismatch between observed travel patterns and the spatiotemporal patterns of transit supply in the Wasatch Front. The third paper expands the food desert literature by measuring temporal fluctuations in food accessibility over the course of a typical day, and examining the trends for disparities between socioeconomic subgroups. Our findings indicate that time-based measures of transit accessibility provide more nuanced abilities for us to understand how people are impacted by temporal variability in transit provision. Title: Connecting People to Places: Spatiotemporal Analysis of Transit Supply Using Travel-Time Cubes Author: Farber, Steven Year: 2016 Despite its importance, temporal measures of accessibility are rarely used in transit research or practice. This is primarily due to the inherent difficulty and complexity in computing time-based accessibility metrics. Estimating origin-to-destination travel times that include the “last mile” of travel between the transit network and actual start and endpoints of the trip is technically difficult. Not only do such estimations require multimodal network structures, they also require detailed knowledge of transit schedules and sophisticated algorithms for calculating shortest paths using such inputs. Recently, new standards for sharing transit schedules and geographic data, namely the General Transit Feed Specification (GTFS) have prompted innovations in the analysis of complex transit travel times using the Esri ArcGIS package with the Network Analyst extension. With continued development of the analytical capabilities of network analysis functionality, this project assesses spatiotemporal dynamics in transit supply through an investigation of scheduled travel time variability. This report consists of a collection of three stand-alone research papers. The first defines a new data object, the public transit travel time cube, and demonstrates its use in measuring changes in transit provision over time, changes in accessibility to jobs, and the impacts of bicycling on the last mile problem. The second paper consists of a study of temporal mismatch between observed travel patterns and the spatiotemporal patterns of transit supply in the Wasatch Front. The third paper expands the food desert literature by measuring temporal fluctuations in food accessibility over the course of a typical day, and examining the trends for disparities between socioeconomic subgroups. Our findings indicate that time-based measures of transit accessibility provide more nuanced abilities for us to understand how people are impacted by temporal variability in transit provision. Close

• 38. [Article] Understanding Social Media Program Usage in Public Transit Agencies

  Social media has been gaining prominence in public transit agencies in their communication strategies and daily management. This study aims to better understand recent trends in social media usage in public ...

  Citation × Citation Citation Abstract Copy Title: Understanding Social Media Program Usage in Public Transit Agencies Author: Liu, Jenny H., Shi, Wei, Elrahman, O. A., Ban, Xuegang, Reilly, Jack M. Year: 2016 Social media has been gaining prominence in public transit agencies in their communication strategies and daily management. This study aims to better understand recent trends in social media usage in public transit agencies, to examine which agencies use what kind of social media programs for what purposes, and how they measure their programs. A survey was conducted of the top transit agencies in the nation, and results are examined through descriptive statistical analysis, correlation analysis and regression modeling. We found that while most agencies still lack clearly-defined goals and performance metrics to guide their social media development, many are increasing their social media capacity with more structural components. Public transit service usage and the level of transit service provision are the most significant determinants of agencies’ social media programming and resource investments. In contrast, the measurement of social media usage and outcomes is more significantly related to city attributes and demographic characteristics. We anticipate an increase in the usage of social media to convey transit related stories and livability benefits, such as environmental sensitivity or safety improvements, as these programs expand. Public transit agencies’ commitment to measuring social media outcomes underscores the future research need to develop best practices for measuring the impacts and performance of social media communications and investments. Title: Understanding Social Media Program Usage in Public Transit Agencies Author: Liu, Jenny H., Shi, Wei, Elrahman, O. A., Ban, Xuegang, Reilly, Jack M. Year: 2016 Social media has been gaining prominence in public transit agencies in their communication strategies and daily management. This study aims to better understand recent trends in social media usage in public transit agencies, to examine which agencies use what kind of social media programs for what purposes, and how they measure their programs. A survey was conducted of the top transit agencies in the nation, and results are examined through descriptive statistical analysis, correlation analysis and regression modeling. We found that while most agencies still lack clearly-defined goals and performance metrics to guide their social media development, many are increasing their social media capacity with more structural components. Public transit service usage and the level of transit service provision are the most significant determinants of agencies’ social media programming and resource investments. In contrast, the measurement of social media usage and outcomes is more significantly related to city attributes and demographic characteristics. We anticipate an increase in the usage of social media to convey transit related stories and livability benefits, such as environmental sensitivity or safety improvements, as these programs expand. Public transit agencies’ commitment to measuring social media outcomes underscores the future research need to develop best practices for measuring the impacts and performance of social media communications and investments. Close

• 39. [Article] Accessory Dwelling Units in Portland, Oregon: Evaluation and Interpretation of a Survey of ADU Owners

  Accessory Dwelling Units (ADUs) are booming in Portland, Oregon. ADUs are small separate living units on single family lots that are often called granny flats or mother-in-law units. Over the last few ...

  Citation × Citation Citation Abstract Copy Title: Accessory Dwelling Units in Portland, Oregon: Evaluation and Interpretation of a Survey of ADU Owners Author: Palmeri, Jordan Year: 2014 Accessory Dwelling Units (ADUs) are booming in Portland, Oregon. ADUs are small separate living units on single family lots that are often called granny flats or mother-in-law units. Over the last few years, fee waivers from the City of Portland have increased ADU development from 30 units per year to over 200 units. These discreet forms of density can offer a variety of environmental, social, and economic benefits to ADU owners and their communities. Many of these benefits, however, have always been speculated rather than substantiated by data. In an effort to better understand the real impact or benefit of this housing form, the Oregon Department of Environmental Quality and partners conducted a survey of ADU owners in Portland, Eugene, and Ashland, Oregon. This was the largest survey of ADUs owners ever conducted in the United States and the results have significant utility in policy for Oregon cities and beyond. This presentation will present the results of survey and highlight topics such as ADU affordability, environmental impact, occupant demographics, owner demographics, community economic impact, and car ownership and parking statistics. Attendees will gain knowledge of ADU development trends and learn about how ADUs contribute to our communities. Title: Accessory Dwelling Units in Portland, Oregon: Evaluation and Interpretation of a Survey of ADU Owners Author: Palmeri, Jordan Year: 2014 Accessory Dwelling Units (ADUs) are booming in Portland, Oregon. ADUs are small separate living units on single family lots that are often called granny flats or mother-in-law units. Over the last few years, fee waivers from the City of Portland have increased ADU development from 30 units per year to over 200 units. These discreet forms of density can offer a variety of environmental, social, and economic benefits to ADU owners and their communities. Many of these benefits, however, have always been speculated rather than substantiated by data. In an effort to better understand the real impact or benefit of this housing form, the Oregon Department of Environmental Quality and partners conducted a survey of ADU owners in Portland, Eugene, and Ashland, Oregon. This was the largest survey of ADUs owners ever conducted in the United States and the results have significant utility in policy for Oregon cities and beyond. This presentation will present the results of survey and highlight topics such as ADU affordability, environmental impact, occupant demographics, owner demographics, community economic impact, and car ownership and parking statistics. Attendees will gain knowledge of ADU development trends and learn about how ADUs contribute to our communities. Close

• 40. [Article] Webinar: Transport Cost Index: A New Comprehensive Performance Measure for Transportation and Land Use

  Recent federal and state policies are placing increasing emphasis on using comprehensive transportation performance measures to guide transportation decision making processes covering policy areas ranging ...

  Citation × Citation Citation Abstract Copy Title: Webinar: Transport Cost Index: A New Comprehensive Performance Measure for Transportation and Land Use Author: Wang, Liming Year: 2015 Recent federal and state policies are placing increasing emphasis on using comprehensive transportation performance measures to guide transportation decision making processes covering policy areas ranging from mobility, safety, economy and livability, to issues of equity and environment. While it is relatively easy to build consensus on mobility measures that center on the transportation system alone, it is much harder for performance measures to incorporate both transportation and land use, loosely defined as accessibility measures, even with continuous efforts to catalog and design such measures. Two projects at PSU sponsored by Oregon DOT and National Institute of Transportation Communities (NITC) aim to to develop and evaluate Transport Cost Index (TCI), a comprehensive performance measure for transportation and land use, in order to fill important gaps in popular accessibility measures: TCI is a composite indicator that is able to present an overall picture of a community’s accessibility, while at the same time is relatively easy to interpret for policy makers and the public; It fills gaps in policy areas represented by popular performance measures of land use and transportation systems, in particular the equity and balance aspects; It is applicable for monitoring historical and projected trends (benchmarking), evaluating and comparing outcomes from what-if scenarios (scenario evaluation), as well as to report the current status. The webinar reviews similar measures, describes the rationale, design and implementation of TCI, and presents results of its applications in Portland and Corvallis, Oregon, as well as preliminary testing results from Salt Lake City, Utah and Tampa Bay, Florida. Title: Webinar: Transport Cost Index: A New Comprehensive Performance Measure for Transportation and Land Use Author: Wang, Liming Year: 2015 Recent federal and state policies are placing increasing emphasis on using comprehensive transportation performance measures to guide transportation decision making processes covering policy areas ranging from mobility, safety, economy and livability, to issues of equity and environment. While it is relatively easy to build consensus on mobility measures that center on the transportation system alone, it is much harder for performance measures to incorporate both transportation and land use, loosely defined as accessibility measures, even with continuous efforts to catalog and design such measures. Two projects at PSU sponsored by Oregon DOT and National Institute of Transportation Communities (NITC) aim to to develop and evaluate Transport Cost Index (TCI), a comprehensive performance measure for transportation and land use, in order to fill important gaps in popular accessibility measures: TCI is a composite indicator that is able to present an overall picture of a community’s accessibility, while at the same time is relatively easy to interpret for policy makers and the public; It fills gaps in policy areas represented by popular performance measures of land use and transportation systems, in particular the equity and balance aspects; It is applicable for monitoring historical and projected trends (benchmarking), evaluating and comparing outcomes from what-if scenarios (scenario evaluation), as well as to report the current status. The webinar reviews similar measures, describes the rationale, design and implementation of TCI, and presents results of its applications in Portland and Corvallis, Oregon, as well as preliminary testing results from Salt Lake City, Utah and Tampa Bay, Florida. Close

• 41. [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

• 42. [Article] Assessing Transit Fare Equity in Utah Using a Geographic Information System

  The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately ...

  Citation × Citation Citation Abstract Copy Title: Assessing Transit Fare Equity in Utah Using a Geographic Information System Author: Farber, Steven, Batholomew, Keith, Li, Xiao, Paez, Antonio, Nurul Habib, Khandker M. Year: 2014 The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately favor or penalize different subgroups of a population based on variations in settlement patterns, travel needs, and most importantly, transit use. According to federal law, such disparities must be evaluated by the transit agency, but the area-based techniques identified by the Federal Transit Authority for assessing discrimination fail to account for disparities in distances travelled by transit users. This means that transit agencies currently lack guidelines for assessing the social equity impacts of replacing flat fare with distance-based fare structures. Our solution is to incorporate a joint ordinal-continuous model of trip generation and distance travelled into a GIS Decision Support System. The system enables a transit planner to visualize and compare estimated distances travelled and transit-cost maps for different population profiles and fare structures. We apply the method to a case study in the Wasatch Front, Utah, where the Utah Transit Authority is exploring a switch to a distance-based fare structure. The analysis reveals that overall distance-based fares benefit low-income, elderly, and non-white populations. However, the effect is geographically uneven, and may be negative for members of these groups living on the urban fringe. The research discusses a potential conflict between policies designed to promote equity and those intended to increase discretionary ridership. For example, increasing fares for longdistance discretionary riders travelling from suburban light-rail stations to the central business district may have a negative impact on ridership, despite being economically more efficient through cost-recapturing. At the same time, reducing fares for short-distance trips that are currently too expensive compared to private automobile travel may attract new riders. A full cost-benefit analysis sensitive to heterogeneous price elasticity is recommended for future research. It is also noted that the research findings are dependent on the current spatial distributions of population segments and travel patterns. The equity benefits of distance-based fares are primarily derived from residential clustering of low-income and minority groups in more compact urban areas near the center of the city. Demographic trends, such as inner-city gentrification and suburban aging-in-place, may impose increased travel demands on low income and elderly riders, nullifying future equity gains made by a transition to distance-based fares. Title: Assessing Transit Fare Equity in Utah Using a Geographic Information System Author: Farber, Steven, Batholomew, Keith, Li, Xiao, Paez, Antonio, Nurul Habib, Khandker M. Year: 2014 The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately favor or penalize different subgroups of a population based on variations in settlement patterns, travel needs, and most importantly, transit use. According to federal law, such disparities must be evaluated by the transit agency, but the area-based techniques identified by the Federal Transit Authority for assessing discrimination fail to account for disparities in distances travelled by transit users. This means that transit agencies currently lack guidelines for assessing the social equity impacts of replacing flat fare with distance-based fare structures. Our solution is to incorporate a joint ordinal-continuous model of trip generation and distance travelled into a GIS Decision Support System. The system enables a transit planner to visualize and compare estimated distances travelled and transit-cost maps for different population profiles and fare structures. We apply the method to a case study in the Wasatch Front, Utah, where the Utah Transit Authority is exploring a switch to a distance-based fare structure. The analysis reveals that overall distance-based fares benefit low-income, elderly, and non-white populations. However, the effect is geographically uneven, and may be negative for members of these groups living on the urban fringe. The research discusses a potential conflict between policies designed to promote equity and those intended to increase discretionary ridership. For example, increasing fares for longdistance discretionary riders travelling from suburban light-rail stations to the central business district may have a negative impact on ridership, despite being economically more efficient through cost-recapturing. At the same time, reducing fares for short-distance trips that are currently too expensive compared to private automobile travel may attract new riders. A full cost-benefit analysis sensitive to heterogeneous price elasticity is recommended for future research. It is also noted that the research findings are dependent on the current spatial distributions of population segments and travel patterns. The equity benefits of distance-based fares are primarily derived from residential clustering of low-income and minority groups in more compact urban areas near the center of the city. Demographic trends, such as inner-city gentrification and suburban aging-in-place, may impose increased travel demands on low income and elderly riders, nullifying future equity gains made by a transition to distance-based fares. Close

• 43. [Article] A Study of Headway Maintenance for Bus Routes: Causes and Effects of “Bus Bunching” in Extensive and Congested Service Areas

  A healthy and efficient public transit system is indispensable to reduce congestion, emissions, energy consumption, and car dependency in urban areas. The objective of this research is to 1) develop methods ...

  Citation × Citation Citation Abstract Copy Title: A Study of Headway Maintenance for Bus Routes: Causes and Effects of “Bus Bunching” in Extensive and Congested Service Areas Author: Figliozzi, Miguel A., Feng, Wu-chi, Lafferriere, Gerardo, Feng, Wei Year: 2012 A healthy and efficient public transit system is indispensable to reduce congestion, emissions, energy consumption, and car dependency in urban areas. The objective of this research is to 1) develop methods to evaluate and visualize bus service reliability for transit agencies in various temporal and spatial aggregation levels; 2) identify the recurrent unreliability trends of bus routes (focusing on high-frequency service periods) and understand their characteristics, causes and effects; and 3) model service times using linear regression models. This research utilized six months of archived automatic vehicle location (AVL) and automatic passenger count (APC) data from a low-performance route (Route 15) of TriMet, the public transit provider in the Portland metropolitan area. Route 15 has experienced difficulties in terms of schedule adherence and headway regularity. This research developed methods to summarize causes of bus bunching. We first determined the frequency of each cause (expressed as percentages) meeting pre-determined thresholds. Next, we performed a sensitivity analysis to demonstrate how cause percentage results change using varying difficulty levels of bus bunching thresholds. Finally, we investigated how cause percentage results vary spatially along different route segments. This research also developed novel ways to summarize and visualize vast amounts of bus route operations data in an insightful and intuitive manner: 1) a route/stop level visualization performance measure framework using color contour diagrams and 2) a dynamic interactive bus monitoring visualization framework based on a Google Maps platform. Visualizations proposed in this study can aid transit agency managers and operators to identify operational problems and better understand how such problems propagate spatially and temporally across routes. Finally, regression models were estimated to understand the key factors impacting dwell and travel times. Title: A Study of Headway Maintenance for Bus Routes: Causes and Effects of “Bus Bunching” in Extensive and Congested Service Areas Author: Figliozzi, Miguel A., Feng, Wu-chi, Lafferriere, Gerardo, Feng, Wei Year: 2012 A healthy and efficient public transit system is indispensable to reduce congestion, emissions, energy consumption, and car dependency in urban areas. The objective of this research is to 1) develop methods to evaluate and visualize bus service reliability for transit agencies in various temporal and spatial aggregation levels; 2) identify the recurrent unreliability trends of bus routes (focusing on high-frequency service periods) and understand their characteristics, causes and effects; and 3) model service times using linear regression models. This research utilized six months of archived automatic vehicle location (AVL) and automatic passenger count (APC) data from a low-performance route (Route 15) of TriMet, the public transit provider in the Portland metropolitan area. Route 15 has experienced difficulties in terms of schedule adherence and headway regularity. This research developed methods to summarize causes of bus bunching. We first determined the frequency of each cause (expressed as percentages) meeting pre-determined thresholds. Next, we performed a sensitivity analysis to demonstrate how cause percentage results change using varying difficulty levels of bus bunching thresholds. Finally, we investigated how cause percentage results vary spatially along different route segments. This research also developed novel ways to summarize and visualize vast amounts of bus route operations data in an insightful and intuitive manner: 1) a route/stop level visualization performance measure framework using color contour diagrams and 2) a dynamic interactive bus monitoring visualization framework based on a Google Maps platform. Visualizations proposed in this study can aid transit agency managers and operators to identify operational problems and better understand how such problems propagate spatially and temporally across routes. Finally, regression models were estimated to understand the key factors impacting dwell and travel times. Close

• 44. [Article] Low-Income Homeownership in Portland's Albina Community: A Comparative Analysis of Housing Quality in Market-Rate and Subsidized Houses

  Housing embodies much more than just a physical commodity. In addition to being an investment, it is our shelter, right to privacy, connection to community, and access to recreation and necessities. Homeownership ...

  Citation × Citation Citation Abstract Copy Title: Low-Income Homeownership in Portland's Albina Community: A Comparative Analysis of Housing Quality in Market-Rate and Subsidized Houses Author: Collopy, Carolyn Emily Year: 2001 Housing embodies much more than just a physical commodity. In addition to being an investment, it is our shelter, right to privacy, connection to community, and access to recreation and necessities. Homeownership has long been hailed by social and housing advocates as an economic stabilizer for low to moderate-income neighborhoods. For low and moderate-income residents (households earning 50-100% of the median income), homeownership is possible in two forms: affordable market-rate housing created by the filtering down of houses until affordable to low and moderate-income households, or through subsidized homeownership programs which develop new housing and offer financial assistance for low and moderate-income households. The purpose of this study was to detem1ine which of these two options, market-rate or subsidized, offer higher quality affordable housing to low and moderate-level income households. Through field observation and GIS analysis, the study compared the structural, block, neighborhood amenity, crime, and proximity to CBD characteristics of affordable market-rate and subsidized houses in Portland's Albina Community. The study samples were approximately 100 houses per sample; market-rate houses consisted of houses that sold during 2000 for $125,000 or less, and subsidized houses were selected from housing created by three local non-profit development agencies. General characteristics of the two samples revealed subsidized houses were larger and more affordable per square foot than the market-rate houses in Albina. Descriptive statistics showed little overall difference between the two samples in structural, block, neighborhood amenity, and crime characteristics. However, distribution of the two samples varied widely, and consequently subsidized houses were 1 to 2 miles closer to the CBD than market-rate houses. While quality between the two types of affordable housing is currently comparable, the study suggests these trends may soon be threatened by future maintenance needs and neighborhood upgrading. Title: Low-Income Homeownership in Portland's Albina Community: A Comparative Analysis of Housing Quality in Market-Rate and Subsidized Houses Author: Collopy, Carolyn Emily Year: 2001 Housing embodies much more than just a physical commodity. In addition to being an investment, it is our shelter, right to privacy, connection to community, and access to recreation and necessities. Homeownership has long been hailed by social and housing advocates as an economic stabilizer for low to moderate-income neighborhoods. For low and moderate-income residents (households earning 50-100% of the median income), homeownership is possible in two forms: affordable market-rate housing created by the filtering down of houses until affordable to low and moderate-income households, or through subsidized homeownership programs which develop new housing and offer financial assistance for low and moderate-income households. The purpose of this study was to detem1ine which of these two options, market-rate or subsidized, offer higher quality affordable housing to low and moderate-level income households. Through field observation and GIS analysis, the study compared the structural, block, neighborhood amenity, crime, and proximity to CBD characteristics of affordable market-rate and subsidized houses in Portland's Albina Community. The study samples were approximately 100 houses per sample; market-rate houses consisted of houses that sold during 2000 for $125,000 or less, and subsidized houses were selected from housing created by three local non-profit development agencies. General characteristics of the two samples revealed subsidized houses were larger and more affordable per square foot than the market-rate houses in Albina. Descriptive statistics showed little overall difference between the two samples in structural, block, neighborhood amenity, and crime characteristics. However, distribution of the two samples varied widely, and consequently subsidized houses were 1 to 2 miles closer to the CBD than market-rate houses. While quality between the two types of affordable housing is currently comparable, the study suggests these trends may soon be threatened by future maintenance needs and neighborhood upgrading. Close

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

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

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