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• 1391. [Article] The Landscape of Food Production

  The celebration of the 40th anniversary of Senate Bill 100 provides us with an excellent opportunity to reflect on metropolitan Portland’s agricultural landscape. The landmark legislation passed in 1973 ...

  Citation × Citation Citation Abstract Copy Title: The Landscape of Food Production Author: McClintock, Nathan, Young, Jeremy R., Evans, Taren, Simpson, Mike, Santos, Jacinto Year: 2013 The celebration of the 40th anniversary of Senate Bill 100 provides us with an excellent opportunity to reflect on metropolitan Portland’s agricultural landscape. The landmark legislation passed in 1973 has helped to protect countless acres of the region’s precious agricultural soils—some of the richest known in the world—from development. Perhaps most importantly, however, the legislation has helped to preserve the important bond between the region’s urban areas and their hinterland, and to secure the region’s local food system. A renewed interest in growing food in one’s own backyard, however, has shown in recent years that urban dwellers need not rely only on the surrounding countryside for locally grown produce. As this edition of the Periodic Atlas will show, food production today occurs not only outside the urban growth boundary, as it has for the last few decades, but within it as well—and in some cases, in the very heart of the city. Through this series of maps, we attempt to paint a picture of food production in Portland and the surrounding region in broad brushstrokes. The maps are by no means exhaustive, but rather hint at the variety of food production taking place. Title: The Landscape of Food Production Author: McClintock, Nathan, Young, Jeremy R., Evans, Taren, Simpson, Mike, Santos, Jacinto Year: 2013 The celebration of the 40th anniversary of Senate Bill 100 provides us with an excellent opportunity to reflect on metropolitan Portland’s agricultural landscape. The landmark legislation passed in 1973 has helped to protect countless acres of the region’s precious agricultural soils—some of the richest known in the world—from development. Perhaps most importantly, however, the legislation has helped to preserve the important bond between the region’s urban areas and their hinterland, and to secure the region’s local food system. A renewed interest in growing food in one’s own backyard, however, has shown in recent years that urban dwellers need not rely only on the surrounding countryside for locally grown produce. As this edition of the Periodic Atlas will show, food production today occurs not only outside the urban growth boundary, as it has for the last few decades, but within it as well—and in some cases, in the very heart of the city. Through this series of maps, we attempt to paint a picture of food production in Portland and the surrounding region in broad brushstrokes. The maps are by no means exhaustive, but rather hint at the variety of food production taking place. Close

• 1392. [Article] Do TODs Make a Difference? NS Streetcar Line Portland, Oregon

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

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

• 1393. [Article] Do TODs Make a Difference? MAX Yellow Line Portland, Oregon

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

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

• 1394. [Article] Ecolopolis 5.0: High Speed Rail in Cascadia

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

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

• 1395. [Article] Parking Space Estimation in the City of Portland

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

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

• 1396. [Article] Halprin Sequence Reimagined

  The Halprin Sequence is a series of underutilized green spaces in the heart of Portland, Oregon. Once a booming attraction, as time has past and the city has grown, the Halprin Sequence has been forgotten ...

  Citation × Citation Citation Abstract Copy Title: Halprin Sequence Reimagined Author: Villarroel, Andrea, Miller, Nate, Decker, Kris, Gough, Foster, Robinson, Scott Year: 2016 The Halprin Sequence is a series of underutilized green spaces in the heart of Portland, Oregon. Once a booming attraction, as time has past and the city has grown, the Halprin Sequence has been forgotten amongst the towers. With a rich history in urban development and design, the Halprin Sequence could offer much more to the people of Portland than it is currently. The surrounding street of Fourth Avenue is also underutilized. The street is primarily used by automobiles, and the sidewalks are not pleasant to walk through. For a green space network, the Halprin Sequence is in an ideal location. It is tucked away near university campus while surrounded by workplaces and residential housing. However, a major problem is that the surrounding buildings turn their backs to the Halprin Sequence creating a sense of isolation and disconnectedness. We propose strategic nodes and sites of interest along Fourth Avenue to activate the Sequence, as well as Fourth Avenue. Strategic development could act as a "spline" that connects Portland State University to the Halprin Sequence and adjacent communities. This project was conducted under the supervision of Donald J. Stastny and Edward Starkie. Title: Halprin Sequence Reimagined Author: Villarroel, Andrea, Miller, Nate, Decker, Kris, Gough, Foster, Robinson, Scott Year: 2016 The Halprin Sequence is a series of underutilized green spaces in the heart of Portland, Oregon. Once a booming attraction, as time has past and the city has grown, the Halprin Sequence has been forgotten amongst the towers. With a rich history in urban development and design, the Halprin Sequence could offer much more to the people of Portland than it is currently. The surrounding street of Fourth Avenue is also underutilized. The street is primarily used by automobiles, and the sidewalks are not pleasant to walk through. For a green space network, the Halprin Sequence is in an ideal location. It is tucked away near university campus while surrounded by workplaces and residential housing. However, a major problem is that the surrounding buildings turn their backs to the Halprin Sequence creating a sense of isolation and disconnectedness. We propose strategic nodes and sites of interest along Fourth Avenue to activate the Sequence, as well as Fourth Avenue. Strategic development could act as a "spline" that connects Portland State University to the Halprin Sequence and adjacent communities. This project was conducted under the supervision of Donald J. Stastny and Edward Starkie. Close

• 1397. [Article] Uneven Development of the Sustainable City: Shifting Capital in Portland, Oregon

  Portland, Oregon is renowned as a paradigmatic "sustainable city". Yet, despite popular conceptions of the city as a progressive ecotopia and the accolades of planners seeking to emulate its innovations, ...

  Citation × Citation Citation Abstract Copy Title: Uneven Development of the Sustainable City: Shifting Capital in Portland, Oregon Author: Goodling, Erin, Green, Jamaal, McClintock, Nathan Year: 2015 Portland, Oregon is renowned as a paradigmatic "sustainable city". Yet, despite popular conceptions of the city as a progressive ecotopia and the accolades of planners seeking to emulate its innovations, Portland’s sustainability successes are inequitably distributed. Drawing on census data, popular media, newspaper archives, city planning documents, and secondary-source histories, we attempt to elucidate the structural origins of Portland’s "uneven development", exploring how and why the urban core of this paragon of sustainability has become more White and affluent while its outer eastside has become more diverse and poor. We explain how a "sustainability fix" – in this case, green investment in the city’s core – ultimately contributed to the demarcation of racialized poverty along 82nd Avenue, a major north-south arterial marking the boundary of East Portland. Our account of structural processes taking place at multiple scales contributes to a growing body of literature on eco-gentrification and displacement and inner-ring suburban change while empirically demonstrating how Portland’s advances in sustainability have come at the cost of East Portland’s devaluation. Our "30,000 foot" perspective reveals systemic patterns that might then guide more fine-grained analyses of particular political-socio-cultural processes, while providing cautionary insights into current efforts to extend the city’s sustainability initiatives using the same green development model. Title: Uneven Development of the Sustainable City: Shifting Capital in Portland, Oregon Author: Goodling, Erin, Green, Jamaal, McClintock, Nathan Year: 2015 Portland, Oregon is renowned as a paradigmatic "sustainable city". Yet, despite popular conceptions of the city as a progressive ecotopia and the accolades of planners seeking to emulate its innovations, Portland’s sustainability successes are inequitably distributed. Drawing on census data, popular media, newspaper archives, city planning documents, and secondary-source histories, we attempt to elucidate the structural origins of Portland’s "uneven development", exploring how and why the urban core of this paragon of sustainability has become more White and affluent while its outer eastside has become more diverse and poor. We explain how a "sustainability fix" – in this case, green investment in the city’s core – ultimately contributed to the demarcation of racialized poverty along 82nd Avenue, a major north-south arterial marking the boundary of East Portland. Our account of structural processes taking place at multiple scales contributes to a growing body of literature on eco-gentrification and displacement and inner-ring suburban change while empirically demonstrating how Portland’s advances in sustainability have come at the cost of East Portland’s devaluation. Our "30,000 foot" perspective reveals systemic patterns that might then guide more fine-grained analyses of particular political-socio-cultural processes, while providing cautionary insights into current efforts to extend the city’s sustainability initiatives using the same green development model. Close

• 1398. [Article] Neighborhood Change and the Role of Environmental Stewardship: a Case Study of Green Infrastructure for Stormwater in the City of Portland, Oregon, USA

  Throughout the history of cities, the ecological landscape has often been buried, removed, or taken for granted. A recent recognition that humans are part of the global ecosystem, and that human actions ...

  Citation × Citation Citation Abstract Copy Title: Neighborhood Change and the Role of Environmental Stewardship: a Case Study of Green Infrastructure for Stormwater in the City of Portland, Oregon, USA Author: Shandas, Vivek Year: 2015 Throughout the history of cities, the ecological landscape has often been buried, removed, or taken for granted. A recent recognition that humans are part of the global ecosystem, and that human actions both cause and are affected by ecological change, brings with it an awareness of the value of nature in cities and of natural systems on which cities depend. The feedbacks between humans and their environment within an urban context can have profound implications for the growth of and change in cities, yet there is a limited understanding of the interactions between biophysical changes in cities and the implications of these changes on the quality of life for residents. The application of a coupled human and natural systems (CHANS) framework provides a timely and fruitful opportunity to enrich the theory, methods, and understanding of these feedbacks and interconnections. Here, I integrated biophysical and social dimensions relevant to managing urban stormwater by examining a case study of Portland, Oregon, USA. I used empirical data from a pre-post survey (2-yr span) of residents in eight urban neighborhoods to describe feedbacks and interactions between a localized biophysical change in the form of a large-scale decentralized stormwater program and the resulting changes in resident's perceptions in neighborhoods undergoing rapid change. My findings corroborate earlier findings suggesting that people with higher income and education levels are more likely to participate in stewardship actions. The results also suggest an overall and initial negative perception of neighborhoods facilities and services immediately following the construction of decentralized stormwater facilities, but conversely, high levels of anticipation for their construction. By describing these findings through a CHANS framework, I make explicit the importance of integrating scientific understanding, governance efforts, and human behaviors to address acute urban environmental challenges. Title: Neighborhood Change and the Role of Environmental Stewardship: a Case Study of Green Infrastructure for Stormwater in the City of Portland, Oregon, USA Author: Shandas, Vivek Year: 2015 Throughout the history of cities, the ecological landscape has often been buried, removed, or taken for granted. A recent recognition that humans are part of the global ecosystem, and that human actions both cause and are affected by ecological change, brings with it an awareness of the value of nature in cities and of natural systems on which cities depend. The feedbacks between humans and their environment within an urban context can have profound implications for the growth of and change in cities, yet there is a limited understanding of the interactions between biophysical changes in cities and the implications of these changes on the quality of life for residents. The application of a coupled human and natural systems (CHANS) framework provides a timely and fruitful opportunity to enrich the theory, methods, and understanding of these feedbacks and interconnections. Here, I integrated biophysical and social dimensions relevant to managing urban stormwater by examining a case study of Portland, Oregon, USA. I used empirical data from a pre-post survey (2-yr span) of residents in eight urban neighborhoods to describe feedbacks and interactions between a localized biophysical change in the form of a large-scale decentralized stormwater program and the resulting changes in resident's perceptions in neighborhoods undergoing rapid change. My findings corroborate earlier findings suggesting that people with higher income and education levels are more likely to participate in stewardship actions. The results also suggest an overall and initial negative perception of neighborhoods facilities and services immediately following the construction of decentralized stormwater facilities, but conversely, high levels of anticipation for their construction. By describing these findings through a CHANS framework, I make explicit the importance of integrating scientific understanding, governance efforts, and human behaviors to address acute urban environmental challenges. Close

• 1399. [Article] Ridesharing in Oregon: A Descriptive Analysis

  This report provides an overview of the major rideshare programs in the cities of Portland, Salem, and Eugene. A general description of the setting, a brief history, and the current program is provided ...

  Citation × Citation Citation Abstract Copy Title: Ridesharing in Oregon: A Descriptive Analysis Author: Monroe, Jan, Edner, Sheldon Year: 1987 This report provides an overview of the major rideshare programs in the cities of Portland, Salem, and Eugene. A general description of the setting, a brief history, and the current program is provided for each city. The cities of Portland, Salem, and Eugene all have existing rideshare programs that include a matching service for prospective participants and a discounted parking cost program for vehicles used for ridesharing. The two hospitals reviewed (Good Samaritan and The Oregon Health Sciences University), in addition to the matching service and parking discounts, also subsidize mass transit as an alternative . Good Samaritan and the Oregon Department of General Services both provide a free shuttle bus service from satellite parking lots . The Rogue Valley Transportation District has received funding to start a carpool program but has not yet achieved its goal of an up and running program (although they have erected signs and purchased a computer). In general, the major Oregon urban programs have reduced marketing efforts over the last several years due to reduced interest on the part of the public and employers in ridesharing. Program sponsors have concentrated efforts on computerized matching services and permit parking programs that offer incentives to carpools and vanpools which are still popular in areas where parking shortages exist . The cause of public and employer apathy is not clear, but several possible factors were mentioned by the managers of these programs: the recent decline in gasoline prices, the ready availability of gasoline, and the desire for transportation flexibility by the public. The general consensus of the rideshare program managers was that unless there is another gasoline shortage or some other major change in circumstance rideshare programs would not grow much beyond present activity levels. Title: Ridesharing in Oregon: A Descriptive Analysis Author: Monroe, Jan, Edner, Sheldon Year: 1987 This report provides an overview of the major rideshare programs in the cities of Portland, Salem, and Eugene. A general description of the setting, a brief history, and the current program is provided for each city. The cities of Portland, Salem, and Eugene all have existing rideshare programs that include a matching service for prospective participants and a discounted parking cost program for vehicles used for ridesharing. The two hospitals reviewed (Good Samaritan and The Oregon Health Sciences University), in addition to the matching service and parking discounts, also subsidize mass transit as an alternative . Good Samaritan and the Oregon Department of General Services both provide a free shuttle bus service from satellite parking lots . The Rogue Valley Transportation District has received funding to start a carpool program but has not yet achieved its goal of an up and running program (although they have erected signs and purchased a computer). In general, the major Oregon urban programs have reduced marketing efforts over the last several years due to reduced interest on the part of the public and employers in ridesharing. Program sponsors have concentrated efforts on computerized matching services and permit parking programs that offer incentives to carpools and vanpools which are still popular in areas where parking shortages exist . The cause of public and employer apathy is not clear, but several possible factors were mentioned by the managers of these programs: the recent decline in gasoline prices, the ready availability of gasoline, and the desire for transportation flexibility by the public. The general consensus of the rideshare program managers was that unless there is another gasoline shortage or some other major change in circumstance rideshare programs would not grow much beyond present activity levels. Close

• 1400. [Article] Where Is Portland Made? The Complex Relationship between Social Media and Place in the Artisan Economy of Portland, Oregon (USA)

  Portland, Oregon (USA) has become known for an artisanal or ‘maker’ economy that relies on a resurgence of place specificity (Heying), primarily expressed and exported to a global audience in the notion ...

  Citation × Citation Citation Abstract Copy Title: Where Is Portland Made? The Complex Relationship between Social Media and Place in the Artisan Economy of Portland, Oregon (USA) Author: Marotta, Stephen, Cummings, Austin, Heying, Charles H. Year: 2016 Portland, Oregon (USA) has become known for an artisanal or ‘maker’ economy that relies on a resurgence of place specificity (Heying), primarily expressed and exported to a global audience in the notion of ‘Portland Made’ (Roy). Portland Made reveals a tension immanent in the notion of ‘place’: place is both here and not here, both real and imaginary. What emerges is a complicated picture of how place conceptually captures various intersections of materiality and mythology, aesthetics and economics. On the one hand, Portland Made represents the collective brand-identity used by Portland’s makers to signify a products’ material existence as handcrafted, place-embedded, and authentic. These characteristics lead to certain assumptions about the concept of ‘local’ (Marotta and Heying): what meaning does Portland Made convey, and how is such meaning distributed? On the other hand, the seemingly intentional embedding of place-specificity in objects meant for distribution far outside of Portland begs another type of question: how does Portland come to be discursively representative of these characteristics, and how are such representations distributed to global audiences? How does this global distribution and consumption of immaterial Portland feed back into the production of material Portland? To answer these questions we look to the realm of social media, specifically the popular image-based service Instagram. For the uninitiated, Instagram is a web-based social media service that allows pictures to be shared and seen by anyone that follows a person or business’ Instagram account. Actions include posting original photos (often taken and posted with a cell phone), ‘liking’ pictures, and ‘hash-tagging’ posts with trending terms that increase visibility. Instagram presents us with a complex view of place as both material and virtual, sometimes reifying and sometimes abstracting often-contradictory understandings of place specificity. Many makers use Instagram to promote their products to a broad audience and, in doing so, makers participate in the construction of Portland’s mythology. In this paper, we use empirical insights to theorise makers’ role in shaping and cultivating the virtual and material aspects of place. Additionally, we discuss how makers navigate the complex relationships tied to the importance of place in their specific cultural productions. In the first section, we develop the notion of a curated maker subjectivity. In the second section, we consider the relationship between subjectivity and place. Both sections emphasize how Instagram mediates the relationship between place and subjectivity. Through spotlighting particular literatures in each section, we attempt to fill a gap in the literature that addresses the relationship between subjectivity, place, and social media. Through this line of analysis, we attempt to better understand how and where Portland is made, along with the implications for Portland’s makers. Title: Where Is Portland Made? The Complex Relationship between Social Media and Place in the Artisan Economy of Portland, Oregon (USA) Author: Marotta, Stephen, Cummings, Austin, Heying, Charles H. Year: 2016 Portland, Oregon (USA) has become known for an artisanal or ‘maker’ economy that relies on a resurgence of place specificity (Heying), primarily expressed and exported to a global audience in the notion of ‘Portland Made’ (Roy). Portland Made reveals a tension immanent in the notion of ‘place’: place is both here and not here, both real and imaginary. What emerges is a complicated picture of how place conceptually captures various intersections of materiality and mythology, aesthetics and economics. On the one hand, Portland Made represents the collective brand-identity used by Portland’s makers to signify a products’ material existence as handcrafted, place-embedded, and authentic. These characteristics lead to certain assumptions about the concept of ‘local’ (Marotta and Heying): what meaning does Portland Made convey, and how is such meaning distributed? On the other hand, the seemingly intentional embedding of place-specificity in objects meant for distribution far outside of Portland begs another type of question: how does Portland come to be discursively representative of these characteristics, and how are such representations distributed to global audiences? How does this global distribution and consumption of immaterial Portland feed back into the production of material Portland? To answer these questions we look to the realm of social media, specifically the popular image-based service Instagram. For the uninitiated, Instagram is a web-based social media service that allows pictures to be shared and seen by anyone that follows a person or business’ Instagram account. Actions include posting original photos (often taken and posted with a cell phone), ‘liking’ pictures, and ‘hash-tagging’ posts with trending terms that increase visibility. Instagram presents us with a complex view of place as both material and virtual, sometimes reifying and sometimes abstracting often-contradictory understandings of place specificity. Many makers use Instagram to promote their products to a broad audience and, in doing so, makers participate in the construction of Portland’s mythology. In this paper, we use empirical insights to theorise makers’ role in shaping and cultivating the virtual and material aspects of place. Additionally, we discuss how makers navigate the complex relationships tied to the importance of place in their specific cultural productions. In the first section, we develop the notion of a curated maker subjectivity. In the second section, we consider the relationship between subjectivity and place. Both sections emphasize how Instagram mediates the relationship between place and subjectivity. Through spotlighting particular literatures in each section, we attempt to fill a gap in the literature that addresses the relationship between subjectivity, place, and social media. Through this line of analysis, we attempt to better understand how and where Portland is made, along with the implications for Portland’s makers. Close