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• 1401. [Article] Evaluation of Transportation Microenvironments Through Assessment of Cyclysts' Exposure to Traffic-Related Particulate Matter

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

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

• 1402. [Article] Lents: Alternatives for the Future

  This document is the complement to the Issues Analysis. The Issues Analysis looked at the problems and issues which confront the Lents neighborhood. This document proposes actions that can be taken to ...

  Citation × Citation Citation Abstract Copy Title: Lents: Alternatives for the Future Author: Healy, Kent, Gumusoglu, Shea, Dane, Mark, Kelley, Steve, Holycross, Jim, Zhou, Ning-Sheng, Ray, Michael, Loughran, Sean, Bairnsfather, Kyle, Scolnick, Peggy, Zybas, Matt Year: 1993 This document is the complement to the Issues Analysis. The Issues Analysis looked at the problems and issues which confront the Lents neighborhood. This document proposes actions that can be taken to address the issues identified in the previous analysis. Each section, e.g. Environment, Transportation, etc., has its own goals and subsequent objectives and actions. A goal is a broad statement of what is the desired outcome for the neighborhood. More specific objectives identify what needs to be done to improve things and to remedy the identified problems. The actions are means to achieve an objective. Specific potential implementers are then proposed for each action suggested. Interconnections between different sections exist for many problems and solutions. For example, the light rail alignment is a transportation issue but has ramifications in all aspects of life. Because of the inter-relatedness of the urban system, it was concluded that a unifying vision would be the best vehicle to present the means of addressing the neighborhood's issues. Three distinct visions of potential futures for the neighborhood of Lents are presented below. The time scale for these visions is long, approximately 50 years. This allows for three distinctly different visions for Lents. The three visions are; Status Quo, Urban Villages and Regional Attractor. The visions act to encompass all the linkages and provide direction towards a unified future state of existence for the neighborhood. An urban system, like any system, needs to have connection and continuity between its various parts for it to function efficiently. The visions are a means of achieving this. In the Status Quo vision the neighborhood will continue to move through time without major adjustments to its existing state. The actions for change are congruent with the existing state of the neighborhood. Goals and objectives for this vision relate directly to current neighborhood concerns. The suggested actions work towards alleviating current problems and making the neighborhood a better place to live, work and do business. The land use structure and neighborhood function would be not be altered in any significant way. The Urban Village's fundamental idea is to strive for neighborhood selfsufficiency. The neighborhood is separated into "nodes" or "activity centers." A node or activity center is a relatively small area of diverse and intense activity. The nodes help to define residents' sense of neighborhood. A node might have a public open space, such as a developed park, which would be surrounded by mixed-use development, commercial on the first floor and residential above. The nodes would be linked by pedestrian friendly greenways (streets improved with trees and flora) encouraging walking as the preferred mode of transportation. Density would be increased around the nodes to further encourage pedestrian travel and make businesses economically viable to customers using this mode of travel. Educational facilities would be linked closely to neighborhood needs, and cottage industries would be encouraged. In the Regional Attractor vision, the neighborhood would serve a specialized function to the whole metropolitan region. The focus would switch from mainly residential concerns to primaily employment generating concerns. Industry and business would be the critical elements in this neighborhood vision. Automobile or transit use would be the major modes of travel to ensure the neighborhood has regional accessibility. The neighborhood would serve as a single component within a regional system. This document will explore each of these visions in greater depth and present the means to making the vision a reality. While no single vision of Lents will seem preferable to everyone, the hope in presenting these three distinctly different potential futures for the neighborhood, is to reinforce an understanding of the tradeoffs that must be considered when developing a Lents plan. The intent is not to actually see the implementation of one of these visions, but rather to make the choices that must be made between one action and another more explicit. Our sincere hope is that any dialoque this document provokes will be one in which the interests of all Lents residents, present and future, are considered. Title: Lents: Alternatives for the Future Author: Healy, Kent, Gumusoglu, Shea, Dane, Mark, Kelley, Steve, Holycross, Jim, Zhou, Ning-Sheng, Ray, Michael, Loughran, Sean, Bairnsfather, Kyle, Scolnick, Peggy, Zybas, Matt Year: 1993 This document is the complement to the Issues Analysis. The Issues Analysis looked at the problems and issues which confront the Lents neighborhood. This document proposes actions that can be taken to address the issues identified in the previous analysis. Each section, e.g. Environment, Transportation, etc., has its own goals and subsequent objectives and actions. A goal is a broad statement of what is the desired outcome for the neighborhood. More specific objectives identify what needs to be done to improve things and to remedy the identified problems. The actions are means to achieve an objective. Specific potential implementers are then proposed for each action suggested. Interconnections between different sections exist for many problems and solutions. For example, the light rail alignment is a transportation issue but has ramifications in all aspects of life. Because of the inter-relatedness of the urban system, it was concluded that a unifying vision would be the best vehicle to present the means of addressing the neighborhood's issues. Three distinct visions of potential futures for the neighborhood of Lents are presented below. The time scale for these visions is long, approximately 50 years. This allows for three distinctly different visions for Lents. The three visions are; Status Quo, Urban Villages and Regional Attractor. The visions act to encompass all the linkages and provide direction towards a unified future state of existence for the neighborhood. An urban system, like any system, needs to have connection and continuity between its various parts for it to function efficiently. The visions are a means of achieving this. In the Status Quo vision the neighborhood will continue to move through time without major adjustments to its existing state. The actions for change are congruent with the existing state of the neighborhood. Goals and objectives for this vision relate directly to current neighborhood concerns. The suggested actions work towards alleviating current problems and making the neighborhood a better place to live, work and do business. The land use structure and neighborhood function would be not be altered in any significant way. The Urban Village's fundamental idea is to strive for neighborhood selfsufficiency. The neighborhood is separated into "nodes" or "activity centers." A node or activity center is a relatively small area of diverse and intense activity. The nodes help to define residents' sense of neighborhood. A node might have a public open space, such as a developed park, which would be surrounded by mixed-use development, commercial on the first floor and residential above. The nodes would be linked by pedestrian friendly greenways (streets improved with trees and flora) encouraging walking as the preferred mode of transportation. Density would be increased around the nodes to further encourage pedestrian travel and make businesses economically viable to customers using this mode of travel. Educational facilities would be linked closely to neighborhood needs, and cottage industries would be encouraged. In the Regional Attractor vision, the neighborhood would serve a specialized function to the whole metropolitan region. The focus would switch from mainly residential concerns to primaily employment generating concerns. Industry and business would be the critical elements in this neighborhood vision. Automobile or transit use would be the major modes of travel to ensure the neighborhood has regional accessibility. The neighborhood would serve as a single component within a regional system. This document will explore each of these visions in greater depth and present the means to making the vision a reality. While no single vision of Lents will seem preferable to everyone, the hope in presenting these three distinctly different potential futures for the neighborhood, is to reinforce an understanding of the tradeoffs that must be considered when developing a Lents plan. The intent is not to actually see the implementation of one of these visions, but rather to make the choices that must be made between one action and another more explicit. Our sincere hope is that any dialoque this document provokes will be one in which the interests of all Lents residents, present and future, are considered. Close

• 1403. [Article] Affordable Housing Needs Study for the Portland Metropolitan Area Draft Final Report

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

  Citation × Citation Citation Abstract Copy Title: Affordable Housing Needs Study for the Portland Metropolitan Area Draft Final Report Author: Hough, George C., Jr., Martin, Sheila A., Mildner, Gerard C., Proehl, Risa S. Year: 2007 The purpose of this report is to respond to the recommendations of the Regional Housing Choice Task Force by providing information to guide housing choice policy for the Metro Council. In particular, the objectives of this project were to: estimate current and future affordable housing need for the Metro region; describe the distribution of households by income, age, and size across the metro region; describe the tenure of these households and the type of housing they will choose; identify and describe those household types that are most likely to struggle to meet the cost of housing based on their income; and make recommendations for improving analysis of affordable housing need in the future. Our approach to this task was to use output from the Metroscope model, using the base case scenario, to forecast the housing consumption decisions of households from 2005 to 2035. We chose the Metroscope model after also considering the State of Oregon?s Housing/Land Needs model. We concluded from examining the assumptions and abilities of each model that Metroscope is better able to offer the Metro Council the insight into the housing market required to inform housing choice policy. The Metroscope model incorporates housing supply and demand for the entire four-county metropolitan region (Multnomah, Washington, Clackamas, and Clark counties). The region comprises a single housing market; residents travel throughout the region to work, shop, and socialize. Thus, it makes little sense to examine any one county in isolation. While this report does not include the results for Clark County, its impact on demand and supply of housing in the rest of the region is taken into account in the Metroscope model and is reflected in the results presented here. Given the assumptions of the Metroscope model (described in Section 2), we address several questions, including: Where will household growth occur? What kinds of households will grow? What kinds of housing will these households live in? What percentage of their income will they pay for housing? What demographic groups are most cost-burdened and where do those households reside? This report offers a summary of the findings regarding each of these questions. Title: Affordable Housing Needs Study for the Portland Metropolitan Area Draft Final Report Author: Hough, George C., Jr., Martin, Sheila A., Mildner, Gerard C., Proehl, Risa S. Year: 2007 The purpose of this report is to respond to the recommendations of the Regional Housing Choice Task Force by providing information to guide housing choice policy for the Metro Council. In particular, the objectives of this project were to: estimate current and future affordable housing need for the Metro region; describe the distribution of households by income, age, and size across the metro region; describe the tenure of these households and the type of housing they will choose; identify and describe those household types that are most likely to struggle to meet the cost of housing based on their income; and make recommendations for improving analysis of affordable housing need in the future. Our approach to this task was to use output from the Metroscope model, using the base case scenario, to forecast the housing consumption decisions of households from 2005 to 2035. We chose the Metroscope model after also considering the State of Oregon?s Housing/Land Needs model. We concluded from examining the assumptions and abilities of each model that Metroscope is better able to offer the Metro Council the insight into the housing market required to inform housing choice policy. The Metroscope model incorporates housing supply and demand for the entire four-county metropolitan region (Multnomah, Washington, Clackamas, and Clark counties). The region comprises a single housing market; residents travel throughout the region to work, shop, and socialize. Thus, it makes little sense to examine any one county in isolation. While this report does not include the results for Clark County, its impact on demand and supply of housing in the rest of the region is taken into account in the Metroscope model and is reflected in the results presented here. Given the assumptions of the Metroscope model (described in Section 2), we address several questions, including: Where will household growth occur? What kinds of households will grow? What kinds of housing will these households live in? What percentage of their income will they pay for housing? What demographic groups are most cost-burdened and where do those households reside? This report offers a summary of the findings regarding each of these questions. Close

• 1404. [Article] Rerouting Mode Choice Models: ​H​ow Including Realistic Route Options Can Help Us Understand Decisions to Walk or Bike

  For a number of reasons—congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few—the importance of walking and bicycling as transportation ...

  Citation × Citation Citation Abstract Copy Title: Rerouting Mode Choice Models: ​H​ow Including Realistic Route Options Can Help Us Understand Decisions to Walk or Bike Author: Broach, Joseph Paul Year: 2016 For a number of reasons—congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few—the importance of walking and bicycling as transportation options will only continue to increase. Currently, policy interest and infrastructure funding for nonmotorized modes far outstrip our ability to successfully model bike and walk travel. In the past five years, we have learned a lot about where people prefer to bike and walk, but what can that tell us about whether people will bike or walk in the first place? The research presented here is designed to start bridging the gap between choice of route and choice of travel mode (walk, bike, transit, drive, etc.). A mode choice framework is presented that acknowledges the importance of attributes along specific walk and bike routes that travelers are likely to consider for a given trip. Adding route quality as a factor in mode choice decisions is new, and shows promise for: (1) improving prediction of pedestrian and cycling trips, (2) increasing sensitivity of models to finer-grained policy scenarios--testing the impact of a single proposed facility or design change on bike and walk mode shares, and (3) identifying separately the effects of pedestrian and cycling facilities on decisions to walk or ride from which route to take. The proposed framework is applied to revealed preference, GPS travel data collected from 2010-2013 in Portland, Oregon. Key results include: (1) specific walk and bike facilities are significant factors for mode as well as route choice, (2) lower traffic-stress routes may be more important for women than men when choosing whether to bike, (3) available routes on a specific trip may have independent impacts from more traditional measures of land-use and built environment such as density, and (4) the importance of walking and biking environments appears to remain even when controlling for neighborhood self-selection. Title: Rerouting Mode Choice Models: ​H​ow Including Realistic Route Options Can Help Us Understand Decisions to Walk or Bike Author: Broach, Joseph Paul Year: 2016 For a number of reasons—congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few—the importance of walking and bicycling as transportation options will only continue to increase. Currently, policy interest and infrastructure funding for nonmotorized modes far outstrip our ability to successfully model bike and walk travel. In the past five years, we have learned a lot about where people prefer to bike and walk, but what can that tell us about whether people will bike or walk in the first place? The research presented here is designed to start bridging the gap between choice of route and choice of travel mode (walk, bike, transit, drive, etc.). A mode choice framework is presented that acknowledges the importance of attributes along specific walk and bike routes that travelers are likely to consider for a given trip. Adding route quality as a factor in mode choice decisions is new, and shows promise for: (1) improving prediction of pedestrian and cycling trips, (2) increasing sensitivity of models to finer-grained policy scenarios--testing the impact of a single proposed facility or design change on bike and walk mode shares, and (3) identifying separately the effects of pedestrian and cycling facilities on decisions to walk or ride from which route to take. The proposed framework is applied to revealed preference, GPS travel data collected from 2010-2013 in Portland, Oregon. Key results include: (1) specific walk and bike facilities are significant factors for mode as well as route choice, (2) lower traffic-stress routes may be more important for women than men when choosing whether to bike, (3) available routes on a specific trip may have independent impacts from more traditional measures of land-use and built environment such as density, and (4) the importance of walking and biking environments appears to remain even when controlling for neighborhood self-selection. Close

• 1405. [Article] Not in Cully: Anti-displacement Strategies for the Cully Neighborhood

  This document presents a set of strategies for preventing the displacement of low-income Cully residents as new investment comes in to the neighborhood. It was developed at the request of Living Cully: ...

  Citation × Citation Citation Abstract Copy Title: Not in Cully: Anti-displacement Strategies for the Cully Neighborhood Author: Banuelos, Ricardo, Jordan, Brooke, Kennedy, Rebecca, Norby, Danell, Olsen, Erik, Watters, Cary Year: 2013 This document presents a set of strategies for preventing the displacement of low-income Cully residents as new investment comes in to the neighborhood. It was developed at the request of Living Cully: A Cully Ecodistrict, an innovative partnership of three community-serving organizations, Hacienda CDC, the Native American Youth & Family Center (NAYA) and Verde. In 2010, Verde established Living Cully as a strategy to introduce new environmental assets into Portland’s Cully Neighborhood. Living Cully reinterprets the ecodistrict concept as an anti-poverty strategy, as a means to address disparities by concentrating investments at the neighborhood scale. Cully suffers from many disparities: 20 percent of residents live in poverty compared to a regional average of 9.9 percent; 24 percent of residents live within ¼ mile of a park (regional average: 49 percent); only 34 percent of Cully streets have sidewalks. Together, Living Cully partners create economic, environmental and social benefits for Cully residents, particularly low-income and people of color residents through job training, job opportunities, business contracting opportunities, youth education and community building. Cully was annexed into the City of Portland, Oregon in 1985. Since then, investment in Cully’s parks, sidewalks, roads, other infrastructure, family-oriented businesses and other amenities has lagged behind the rest of the City, keeping the cost of housing down. Over the last 30 years working families from a variety of cultures have moved to Cully, attracted by affordable housing and proximity to the jobs and services of downtown Portland. Additionally, the efforts of local nonprofits to develop affordable rental units and to provide services to recent immigrant populations have made this neighborhood the most diverse in the State of Oregon. Cully’s housing affordability, proximity to downtown, rich cultural assets and economic diversity make it a desirable place to live. Research conducted for this report as well as findings presented in September 2012 at the Bureau of Planning and Sustainability find that Cully is in an early stage of gentrification. This means that property remains relatively affordable and land is still available for development. However, a flurry of private development is happening in nearby neighborhoods, and increased investment is flowing into Cully. The experience of other Portland neighborhoods as well as communities from across the United States indicate that gentrification often leads to displacement of existing community members, especially low-income and people of color residents. The report is designed to be used by the Living Cully partners, Cully residents, public sector and private sector entities. As the community works to improve the neighborhood and raise the collective quality of life, there is a risk that some residents may not be able to stay. The recommendations of this report are designed to guide investment to bring needed assets to the community and prevent displacement of low income people from the neighborhood. Title: Not in Cully: Anti-displacement Strategies for the Cully Neighborhood Author: Banuelos, Ricardo, Jordan, Brooke, Kennedy, Rebecca, Norby, Danell, Olsen, Erik, Watters, Cary Year: 2013 This document presents a set of strategies for preventing the displacement of low-income Cully residents as new investment comes in to the neighborhood. It was developed at the request of Living Cully: A Cully Ecodistrict, an innovative partnership of three community-serving organizations, Hacienda CDC, the Native American Youth & Family Center (NAYA) and Verde. In 2010, Verde established Living Cully as a strategy to introduce new environmental assets into Portland’s Cully Neighborhood. Living Cully reinterprets the ecodistrict concept as an anti-poverty strategy, as a means to address disparities by concentrating investments at the neighborhood scale. Cully suffers from many disparities: 20 percent of residents live in poverty compared to a regional average of 9.9 percent; 24 percent of residents live within ¼ mile of a park (regional average: 49 percent); only 34 percent of Cully streets have sidewalks. Together, Living Cully partners create economic, environmental and social benefits for Cully residents, particularly low-income and people of color residents through job training, job opportunities, business contracting opportunities, youth education and community building. Cully was annexed into the City of Portland, Oregon in 1985. Since then, investment in Cully’s parks, sidewalks, roads, other infrastructure, family-oriented businesses and other amenities has lagged behind the rest of the City, keeping the cost of housing down. Over the last 30 years working families from a variety of cultures have moved to Cully, attracted by affordable housing and proximity to the jobs and services of downtown Portland. Additionally, the efforts of local nonprofits to develop affordable rental units and to provide services to recent immigrant populations have made this neighborhood the most diverse in the State of Oregon. Cully’s housing affordability, proximity to downtown, rich cultural assets and economic diversity make it a desirable place to live. Research conducted for this report as well as findings presented in September 2012 at the Bureau of Planning and Sustainability find that Cully is in an early stage of gentrification. This means that property remains relatively affordable and land is still available for development. However, a flurry of private development is happening in nearby neighborhoods, and increased investment is flowing into Cully. The experience of other Portland neighborhoods as well as communities from across the United States indicate that gentrification often leads to displacement of existing community members, especially low-income and people of color residents. The report is designed to be used by the Living Cully partners, Cully residents, public sector and private sector entities. As the community works to improve the neighborhood and raise the collective quality of life, there is a risk that some residents may not be able to stay. The recommendations of this report are designed to guide investment to bring needed assets to the community and prevent displacement of low income people from the neighborhood. Close

• 1406. [Article] Creating Community Through Urban Gardens

  "Creating Community Through Urban Gardening" represents the commitment of four individuals to assist the Oregon Food Bank (OFB) in its efforts to meet the food needs of the people of Oregon. The project ...

  Citation × Citation Citation Abstract Copy Title: Creating Community Through Urban Gardens Author: Gratchner, Jay, Hartnett, Susan, Kroll, Susan, Nicholson, Laurie Year: 1994 "Creating Community Through Urban Gardening" represents the commitment of four individuals to assist the Oregon Food Bank (OFB) in its efforts to meet the food needs of the people of Oregon. The project was specifically designed to assist OFB in achieving its strategic goals which seek to "triple the amount of quality food acquired and made available to disadvantaged people" and to "impact the conditions underlying hunger and to promote the empowerment of disadvantaged people to achieve economic independence." The work of the project explored strategies for an urban gardening program that could be implemented by OFB. This report is intended to provide OFB and its Board of Directors an overview of urban gardening options, to outline three possible implementation alternatives and to make recommendations about further action. The report examines challenges and opportunities offered by each alternative, paying closer attention to its ability to impact the conditions underlying hunger than to the quantity of food produced. This approach is based on the ethic of providing a hand up for those in need of food. This project's long term goal is to contribute not only to the nutritional needs of disadvantaged people, but to improve their self-esteem and economic condition as well. The report also reviews other issues related to any gardening or fanning effort OFB may choose to undertake. Specific attention was given to identifying any regulations that might need to be considered in selecting an alternative to implement: Issues related to operation and production of any undertaking are presented in broad terms. The intent is to provide a starting point for good decision making and not to present a blueprint for a specific alternative. The report includes three recommendations: Determine if the Local Member Agencies (LMAs) and clients desire (more) fresh produce and that the LMAs can store and distribute it. Establish priorities for OFB's strategic goals and objectives that relate to increasing the quantity of food available and addressing the conditions underlying hunger. Concentrate OFB resources to maximize the effectiveness of the chosen option(s) to achieve its strategic plan goals and objectives. These recommendations are included to encourage OFB to make careful and rational choices from the objectives proposed in its strategic plan. Title: Creating Community Through Urban Gardens Author: Gratchner, Jay, Hartnett, Susan, Kroll, Susan, Nicholson, Laurie Year: 1994 "Creating Community Through Urban Gardening" represents the commitment of four individuals to assist the Oregon Food Bank (OFB) in its efforts to meet the food needs of the people of Oregon. The project was specifically designed to assist OFB in achieving its strategic goals which seek to "triple the amount of quality food acquired and made available to disadvantaged people" and to "impact the conditions underlying hunger and to promote the empowerment of disadvantaged people to achieve economic independence." The work of the project explored strategies for an urban gardening program that could be implemented by OFB. This report is intended to provide OFB and its Board of Directors an overview of urban gardening options, to outline three possible implementation alternatives and to make recommendations about further action. The report examines challenges and opportunities offered by each alternative, paying closer attention to its ability to impact the conditions underlying hunger than to the quantity of food produced. This approach is based on the ethic of providing a hand up for those in need of food. This project's long term goal is to contribute not only to the nutritional needs of disadvantaged people, but to improve their self-esteem and economic condition as well. The report also reviews other issues related to any gardening or fanning effort OFB may choose to undertake. Specific attention was given to identifying any regulations that might need to be considered in selecting an alternative to implement: Issues related to operation and production of any undertaking are presented in broad terms. The intent is to provide a starting point for good decision making and not to present a blueprint for a specific alternative. The report includes three recommendations: Determine if the Local Member Agencies (LMAs) and clients desire (more) fresh produce and that the LMAs can store and distribute it. Establish priorities for OFB's strategic goals and objectives that relate to increasing the quantity of food available and addressing the conditions underlying hunger. Concentrate OFB resources to maximize the effectiveness of the chosen option(s) to achieve its strategic plan goals and objectives. These recommendations are included to encourage OFB to make careful and rational choices from the objectives proposed in its strategic plan. Close

• 1407. [Article] Strengthening Small Business Clusters Serving Minority Communities

  The existence of thriving and numerous small businesses is instrumental to generating wealth within a community. They provide a diverse employment base for local residents, leading to greater economic ...

  Citation × Citation Citation Abstract Copy Title: Strengthening Small Business Clusters Serving Minority Communities Author: Bertelsen, April, Brostoff, Jacob, Ramirez, Lucia, Shibley, Angela, Tipton, Ernest Year: 2001 The existence of thriving and numerous small businesses is instrumental to generating wealth within a community. They provide a diverse employment base for local residents, leading to greater economic stability. Small businesses create opportunities for keeping dollars circulating within the community, multiplying the benefits of those dollars. Creating such internal-multipliers within the economy of a community is a strategy for strengthening the community as a whole. This benefit extends to communities of color, immigrant communities, ethnic minority communities, and sexual minority communities. Not all minority communities share in common a geographic location. They can be found residing in a relatively compact neighborhood just as they are often dispersed over a larger geographic area, such as a region. However a minority community is distributed, clusters of businesses serving a particular community provide value. In addition to generating wealth, business clusters facilitate the creation of place, for a community to meet. These places become important to the sense of identity and pride for the communities they serve. The goal of this project is to facilitate the strengthening of small businesses 3:nd business clusters that serve minority communities. Small businesses are defined as businesses with less than 50 employees. Small businesses serving minority communities include businesses that provide goods and services that mayor may not be unique to a minority community. These businesses may be owned by and employ members of a minority community. They may provide "third places" where people can gather and relax, or they may support community events. These small businesses may cluster to share a clientele base or provide goods and services to other businesses in the cluster. These relationships create inter-dependencies among the businesses in the cluster and the communities they serve. Understanding and attending to the inter-dependencies of small business clusters is one strategy for maintaining the viability of the businesses comprising the cluster. With greater understanding of the local dynamics of these clusters, planning and public investment decisions can be made to effectively strengthen small businesses and the minority communities they serve. In Portland, Oregon, the Interstate Corridor Urban Renewal Area (ORA) and the planning process in the West End offer opportunities for such business- and community-strengthening efforts. Our team performed case studies in the Interstate corridor URA and downtown's West End to identify small businesses serving minority communities, the presence of business clusters and their dynamics. These specific areas of interest include N. Killingsworth Avenue, between Interstate-5 and Cleveland, in the Interstate Corridor URA and the Burnside Triangle in the West End. Within each case study area, we inventoried businesses using Regional Land Information System (RLIS) and City of Portland Bureau of Licenses data. We then conducted interviews with a sample of these businesses to gain a greater understanding of business characteristics as well as to identify business clusters and their mutually supporting dynamics. The interviews included questions to business owners about what would help strengthen their business as well as questions to customers about their patronage habits. We then synthesized findings from these interviews with those from a review of economic development literature to develop strategies and recommendations for strengthe:o.i.rrg small businesses and the communities they serve. We further intend this project to serve as a model for identifying small business clusters serving minority communities and determining how planning efforts can strengthen those businesses and the communities they serve. Our project will aid both our clients, including the economic development efforts of the Portland Development Commission (PDC) in the Interstate Corridor URA and City of Portland Commissioner Jim Francesconi's interest in and advocacy for small and minority businesses. Title: Strengthening Small Business Clusters Serving Minority Communities Author: Bertelsen, April, Brostoff, Jacob, Ramirez, Lucia, Shibley, Angela, Tipton, Ernest Year: 2001 The existence of thriving and numerous small businesses is instrumental to generating wealth within a community. They provide a diverse employment base for local residents, leading to greater economic stability. Small businesses create opportunities for keeping dollars circulating within the community, multiplying the benefits of those dollars. Creating such internal-multipliers within the economy of a community is a strategy for strengthening the community as a whole. This benefit extends to communities of color, immigrant communities, ethnic minority communities, and sexual minority communities. Not all minority communities share in common a geographic location. They can be found residing in a relatively compact neighborhood just as they are often dispersed over a larger geographic area, such as a region. However a minority community is distributed, clusters of businesses serving a particular community provide value. In addition to generating wealth, business clusters facilitate the creation of place, for a community to meet. These places become important to the sense of identity and pride for the communities they serve. The goal of this project is to facilitate the strengthening of small businesses 3:nd business clusters that serve minority communities. Small businesses are defined as businesses with less than 50 employees. Small businesses serving minority communities include businesses that provide goods and services that mayor may not be unique to a minority community. These businesses may be owned by and employ members of a minority community. They may provide "third places" where people can gather and relax, or they may support community events. These small businesses may cluster to share a clientele base or provide goods and services to other businesses in the cluster. These relationships create inter-dependencies among the businesses in the cluster and the communities they serve. Understanding and attending to the inter-dependencies of small business clusters is one strategy for maintaining the viability of the businesses comprising the cluster. With greater understanding of the local dynamics of these clusters, planning and public investment decisions can be made to effectively strengthen small businesses and the minority communities they serve. In Portland, Oregon, the Interstate Corridor Urban Renewal Area (ORA) and the planning process in the West End offer opportunities for such business- and community-strengthening efforts. Our team performed case studies in the Interstate corridor URA and downtown's West End to identify small businesses serving minority communities, the presence of business clusters and their dynamics. These specific areas of interest include N. Killingsworth Avenue, between Interstate-5 and Cleveland, in the Interstate Corridor URA and the Burnside Triangle in the West End. Within each case study area, we inventoried businesses using Regional Land Information System (RLIS) and City of Portland Bureau of Licenses data. We then conducted interviews with a sample of these businesses to gain a greater understanding of business characteristics as well as to identify business clusters and their mutually supporting dynamics. The interviews included questions to business owners about what would help strengthen their business as well as questions to customers about their patronage habits. We then synthesized findings from these interviews with those from a review of economic development literature to develop strategies and recommendations for strengthe:o.i.rrg small businesses and the communities they serve. We further intend this project to serve as a model for identifying small business clusters serving minority communities and determining how planning efforts can strengthen those businesses and the communities they serve. Our project will aid both our clients, including the economic development efforts of the Portland Development Commission (PDC) in the Interstate Corridor URA and City of Portland Commissioner Jim Francesconi's interest in and advocacy for small and minority businesses. Close