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• 11. [Article] Marketing Central City Residence to an Aging Baby Boom: The Transportation Angle

  This paper proposes that the aging baby boom will contribute significantly to transportation problems in the future because 1) current land use patterns necessitate dependence on cars; and 2) aging baby ...

  Citation × Citation Citation Abstract Copy Title: Marketing Central City Residence to an Aging Baby Boom: The Transportation Angle Author: Spain, Daphne, Sanchez, Thomas W. Year: 1998 This paper proposes that the aging baby boom will contribute significantly to transportation problems in the future because 1) current land use patterns necessitate dependence on cars; and 2) aging baby boom women will drive more than elderly women do now. Policies that promote central city residence by stressing the transportation advantages of high-density living, therefore, should have particular appeal to baby boom women seeking prolonged independence. Such policies would also serve the interests of localities by reducing traffic congestion, pollution, and further sprawl. We suggest that a combination of direct and indirect housing policies comparable to those that financed suburbanization fifty years ago (i.e. urban renewal, highway construction, and veterans' benefits) could be implemented over the next twenty years to recentralize population by addressing the transportation needs of aging baby boomers. Title: Marketing Central City Residence to an Aging Baby Boom: The Transportation Angle Author: Spain, Daphne, Sanchez, Thomas W. Year: 1998 This paper proposes that the aging baby boom will contribute significantly to transportation problems in the future because 1) current land use patterns necessitate dependence on cars; and 2) aging baby boom women will drive more than elderly women do now. Policies that promote central city residence by stressing the transportation advantages of high-density living, therefore, should have particular appeal to baby boom women seeking prolonged independence. Such policies would also serve the interests of localities by reducing traffic congestion, pollution, and further sprawl. We suggest that a combination of direct and indirect housing policies comparable to those that financed suburbanization fifty years ago (i.e. urban renewal, highway construction, and veterans' benefits) could be implemented over the next twenty years to recentralize population by addressing the transportation needs of aging baby boomers. Close

• 12. [Article] Older Moms Deliver: How Increased Births to Older Mothers are Impacting School Enrollment

  A presentation that seeks to shed light on social processes in Portland, Oregon, and provide a look at how GIS and demographic tools can be used to dissect complicated issues.

  Citation × Citation Citation Abstract Copy Title: Older Moms Deliver: How Increased Births to Older Mothers are Impacting School Enrollment Author: Lycan, Robert, Rynerson, Charles Year: 2012 A presentation that seeks to shed light on social processes in Portland, Oregon, and provide a look at how GIS and demographic tools can be used to dissect complicated issues. Title: Older Moms Deliver: How Increased Births to Older Mothers are Impacting School Enrollment Author: Lycan, Robert, Rynerson, Charles Year: 2012 A presentation that seeks to shed light on social processes in Portland, Oregon, and provide a look at how GIS and demographic tools can be used to dissect complicated issues. Close

• 13. [Article] 2000-2009 Intercensal Population Estimates by Age Group for Oregon and Counties

  This item only contains Oregon population tables, by age group, comparing 2000 and 2009 census data.

  Citation × Citation Citation Abstract Copy Title: 2000-2009 Intercensal Population Estimates by Age Group for Oregon and Counties Author: Portland State University. Population Research Center Year: 2010 This item only contains Oregon population tables, by age group, comparing 2000 and 2009 census data. Title: 2000-2009 Intercensal Population Estimates by Age Group for Oregon and Counties Author: Portland State University. Population Research Center Year: 2010 This item only contains Oregon population tables, by age group, comparing 2000 and 2009 census data. Close

• 14. [Article] Estimates for Population Ages 4-20 Years for Oregon and Its Counties

  Estimates for population ages 4-20 years for Oregon and its counties.

  Citation × Citation Citation Abstract Copy Title: Estimates for Population Ages 4-20 Years for Oregon and Its Counties Author: Portland State University. Population Research Center, Proehl, Risa Year: 2010 Estimates for population ages 4-20 years for Oregon and its counties. Title: Estimates for Population Ages 4-20 Years for Oregon and Its Counties Author: Portland State University. Population Research Center, Proehl, Risa Year: 2010 Estimates for population ages 4-20 years for Oregon and its counties. Close

• 15. [Article] Demonstrating the Benefits of Green Streets for Active Aging: Initial Findings

  This project will help demonstrate how sustainable ("green") streets contribute to the well-being of a community, including the physical and mental health of older and younger adults, along with the environment ...

  Citation × Citation Citation Abstract Copy Title: Demonstrating the Benefits of Green Streets for Active Aging: Initial Findings Author: Dill, Jennifer, Neal, Margaret B., Shandas, Vivek, Luhr, Gretchen, Adkins, Arlie Steven, Lund, Darin Year: 2010 This project will help demonstrate how sustainable ("green") streets contribute to the well-being of a community, including the physical and mental health of older and younger adults, along with the environment and economy. The project will collect data in Portland, OR neighborhoods to answer the following research questions: Are residents living near sustainable streets more physically active in their neighborhood? Do residents living near sustainable streets interact with neighbors more and demonstrate higher levels of neighborhood social capital? What are residents’ opinions of sustainable streets? Are there variations in responses to sustainable streets by age or other demographics? In particular, how to older adults differ from younger adults? Does the implementation process and design affect green street outcomes? Do sustainable streets affect home values? How do green streets affect stormwater flows, urban heat island, and carbon sequestration in Portland neighborhoods? The project includes a survey of residents in two neighborhoods with green street features and two control neighborhoods; an environmental assessment of the green street treatments; and an analysis of housing values using a hedonic modeling approach. The project will be guided by an Advisory council of members of various stakeholder organizations and representing different types of expertise. Members will include representatives of the city of Portland’s Bureau of the Environmental Services and Office of Transportation, Multnomah County Aging and Disability Services (the local area agency on aging), Elders in Action, (a statewide advocacy group for elders), AARP Oregon, and the neighborhood associations of the four study neighborhoods. Title: Demonstrating the Benefits of Green Streets for Active Aging: Initial Findings Author: Dill, Jennifer, Neal, Margaret B., Shandas, Vivek, Luhr, Gretchen, Adkins, Arlie Steven, Lund, Darin Year: 2010 This project will help demonstrate how sustainable ("green") streets contribute to the well-being of a community, including the physical and mental health of older and younger adults, along with the environment and economy. The project will collect data in Portland, OR neighborhoods to answer the following research questions: Are residents living near sustainable streets more physically active in their neighborhood? Do residents living near sustainable streets interact with neighbors more and demonstrate higher levels of neighborhood social capital? What are residents’ opinions of sustainable streets? Are there variations in responses to sustainable streets by age or other demographics? In particular, how to older adults differ from younger adults? Does the implementation process and design affect green street outcomes? Do sustainable streets affect home values? How do green streets affect stormwater flows, urban heat island, and carbon sequestration in Portland neighborhoods? The project includes a survey of residents in two neighborhoods with green street features and two control neighborhoods; an environmental assessment of the green street treatments; and an analysis of housing values using a hedonic modeling approach. The project will be guided by an Advisory council of members of various stakeholder organizations and representing different types of expertise. Members will include representatives of the city of Portland’s Bureau of the Environmental Services and Office of Transportation, Multnomah County Aging and Disability Services (the local area agency on aging), Elders in Action, (a statewide advocacy group for elders), AARP Oregon, and the neighborhood associations of the four study neighborhoods. Close

• 16. [Article] Towards the integration of the historical and structural theories of urban form

  In this thesis we examine the effect which the obsolescence of central city housing exerts on the decentralization within urban areas of high status residents. In particular, we investigate whether housing ...

  Citation × Citation Citation Abstract Copy Title: Towards the integration of the historical and structural theories of urban form Author: Martin, David Tilford Year: 1975 In this thesis we examine the effect which the obsolescence of central city housing exerts on the decentralization within urban areas of high status residents. In particular, we investigate whether housing obsolescence is a useful addition to a model which explains the decentralization of high status residents in terms of the intensity of competition for central city land. All of our data are official Census figures for 1970. The subjects of our study are Standard Metropolitan Statistical Are.as (SMSA.'s) whose central city had a population of 100,000 or more. From this group we delete the New York and Chicago Consolidated Areas because of their great size and the number of municipalities included within their borders. For each SMSA we compute the percentage of its families and unrelated individuals who had an income of greater than $25,000 and who lived in the central city. We then statistically control for variation across SMSA.'s in the decentralization of population and employment. The decentralization of population is measured by the percentage of the SMSA population which resided within the central city. The decentralization of employment is measured by the percentage of SMSA jobs which were located within the central city. Once we have controlled the decentralization of the well-to-do for the decentralization of population and the decentralization of employment, we regress it on population density, housing obsolescence, and city age. Population density is persons per square mile in the central city. Housing obsolescence is the percentage of the central city housing structures which were twenty years old or older. City age is the number of decades since the central city attained a population of 50,000. In our study we demonstrate that population density exerts a considerably stronger effect on the decentralization of the well-to-do than is exerted by housing obsolescence. We also demonstrate that most of city age's effect on the decentralization of the well-to-do can be explained by city age's effect on population density and housing obsolescence. Title: Towards the integration of the historical and structural theories of urban form Author: Martin, David Tilford Year: 1975 In this thesis we examine the effect which the obsolescence of central city housing exerts on the decentralization within urban areas of high status residents. In particular, we investigate whether housing obsolescence is a useful addition to a model which explains the decentralization of high status residents in terms of the intensity of competition for central city land. All of our data are official Census figures for 1970. The subjects of our study are Standard Metropolitan Statistical Are.as (SMSA.'s) whose central city had a population of 100,000 or more. From this group we delete the New York and Chicago Consolidated Areas because of their great size and the number of municipalities included within their borders. For each SMSA we compute the percentage of its families and unrelated individuals who had an income of greater than $25,000 and who lived in the central city. We then statistically control for variation across SMSA.'s in the decentralization of population and employment. The decentralization of population is measured by the percentage of the SMSA population which resided within the central city. The decentralization of employment is measured by the percentage of SMSA jobs which were located within the central city. Once we have controlled the decentralization of the well-to-do for the decentralization of population and the decentralization of employment, we regress it on population density, housing obsolescence, and city age. Population density is persons per square mile in the central city. Housing obsolescence is the percentage of the central city housing structures which were twenty years old or older. City age is the number of decades since the central city attained a population of 50,000. In our study we demonstrate that population density exerts a considerably stronger effect on the decentralization of the well-to-do than is exerted by housing obsolescence. We also demonstrate that most of city age's effect on the decentralization of the well-to-do can be explained by city age's effect on population density and housing obsolescence. Close

• 17. [Article] Age-Related Shifts in Housing and Transportation Demand : A Multidisciplinary Study Conducted for Metro by Portland State University's College of Urban and Public Affairs, Final Report

  Understanding where middle-aged and older adults live, where they are moving, how they get around, and the factors influencing these decisions is essential for planning for the future. To gain an understanding ...

  Citation × Citation Citation Abstract Copy Title: Age-Related Shifts in Housing and Transportation Demand : A Multidisciplinary Study Conducted for Metro by Portland State University's College of Urban and Public Affairs, Final Report Author: Neal, Margaret B., Chapman, Nancy J., Dill, Jennifer, Sharkova, Irina V., DeLaTorre, Alan Kenneth, Sullivan, Kathleen A., Kanai, Tomoko, Martin, Sheila A. Year: 2006 Understanding where middle-aged and older adults live, where they are moving, how they get around, and the factors influencing these decisions is essential for planning for the future. To gain an understanding of the impact of age-related shifts on housing and transportation demand, Portland State University's College of Urban and Public Affairs, via its Institute on Aging, was contracted to conduct a review of the literature and to analyze existing key local and national data sources. A multidisciplinary team of faculty and graduate students was assembled and performed the work in the summer of 2006. The literature reviewed and the analyses presented here are intended to inform Metro's Regional Forecast and modeling assumptions and to stimulate policy discussions pertaining to managing the region's land supply and investing in transportation infrastructure. Title: Age-Related Shifts in Housing and Transportation Demand : A Multidisciplinary Study Conducted for Metro by Portland State University's College of Urban and Public Affairs, Final Report Author: Neal, Margaret B., Chapman, Nancy J., Dill, Jennifer, Sharkova, Irina V., DeLaTorre, Alan Kenneth, Sullivan, Kathleen A., Kanai, Tomoko, Martin, Sheila A. Year: 2006 Understanding where middle-aged and older adults live, where they are moving, how they get around, and the factors influencing these decisions is essential for planning for the future. To gain an understanding of the impact of age-related shifts on housing and transportation demand, Portland State University's College of Urban and Public Affairs, via its Institute on Aging, was contracted to conduct a review of the literature and to analyze existing key local and national data sources. A multidisciplinary team of faculty and graduate students was assembled and performed the work in the summer of 2006. The literature reviewed and the analyses presented here are intended to inform Metro's Regional Forecast and modeling assumptions and to stimulate policy discussions pertaining to managing the region's land supply and investing in transportation infrastructure. Close

• 18. [Article] Coordinated Population Forecast for Wheeler County, its Urban Growth Boundaries (UGB), and Area Outside UGBs 2016-2066

  Different growth patterns occur in different parts of the County and these local trends within the UGBs and the area outside UGBs collectively influence population growth rates for the county as a whole. Wheeler ...

  Citation × Citation Citation Abstract Copy Title: Coordinated Population Forecast for Wheeler County, its Urban Growth Boundaries (UGB), and Area Outside UGBs 2016-2066 Author: Portland State University. Population Research Center, Ruan, Xiaomin, Proehl, Risa, Jurjevich, Jason R., Rancik, Kevin, Kessi, Janai, Tetrick, David, Michel, Julia Year: 2016 Different growth patterns occur in different parts of the County and these local trends within the UGBs and the area outside UGBs collectively influence population growth rates for the county as a whole. Wheeler County’s total population has declined slowly since 2000, with average annual growth rates of just above negative one percent between 2000 and 2010 (Figure 1); however, some of its sub-areas experienced some population growth during the 2000s. Fossil, the most populous UGB, experienced small growth and Spray posted the highest average annual growth rate at 0.1 and 1.1 percent, respectively, during the 2000 to 2010 period. Wheeler County’s population decline in the 2000s was the direct result of an aging population. The aging population not only led to an increase in deaths, but also resulted in a smaller proportion of women in their childbearing years. This, along with more women choosing to have fewer children and have them at older ages, has led to fewer births in recent years. The larger number of deaths relative to births caused a natural decrease (more deaths than births) in every year from 2000 to 2015 (Figure 12). While net in-migration and natural decrease compounded to create a substantial population decrease during the early and middle years of the last decade, migration into the county increased in the later part of the decade and helped to offset the natural decrease. Net out-migration was still substantial for populations between the ages of 20 and 29 years from 2000 to 2010, but there has been net in-migration for a slightly older population from 30 to 39 years of age. In more recent years (2010 to 2015) net in-migration has increased, bringing with it some slight population growth. Total population in Wheeler County as a whole as well as within its sub-areas will likely decline at a slightly slower pace in the near-term (2016 to 2035) compared to the long-term (Figure 1). The declining of growth rates is largely driven by an aging population—a demographic trend which is expected to contribute to a steady natural decrease (more deaths than births). As natural decrease occurs, population growth will become increasingly reliant on net in-migration. Wheeler County’s total population is forecast to decrease by more than 90 over the next 19 years (2016- 2035) and by more than 300 over the entire 50-year forecast period (2016-2066). All sub-areas are expected to experience similar rates of population decline during the forecast period. Title: Coordinated Population Forecast for Wheeler County, its Urban Growth Boundaries (UGB), and Area Outside UGBs 2016-2066 Author: Portland State University. Population Research Center, Ruan, Xiaomin, Proehl, Risa, Jurjevich, Jason R., Rancik, Kevin, Kessi, Janai, Tetrick, David, Michel, Julia Year: 2016 Different growth patterns occur in different parts of the County and these local trends within the UGBs and the area outside UGBs collectively influence population growth rates for the county as a whole. Wheeler County’s total population has declined slowly since 2000, with average annual growth rates of just above negative one percent between 2000 and 2010 (Figure 1); however, some of its sub-areas experienced some population growth during the 2000s. Fossil, the most populous UGB, experienced small growth and Spray posted the highest average annual growth rate at 0.1 and 1.1 percent, respectively, during the 2000 to 2010 period. Wheeler County’s population decline in the 2000s was the direct result of an aging population. The aging population not only led to an increase in deaths, but also resulted in a smaller proportion of women in their childbearing years. This, along with more women choosing to have fewer children and have them at older ages, has led to fewer births in recent years. The larger number of deaths relative to births caused a natural decrease (more deaths than births) in every year from 2000 to 2015 (Figure 12). While net in-migration and natural decrease compounded to create a substantial population decrease during the early and middle years of the last decade, migration into the county increased in the later part of the decade and helped to offset the natural decrease. Net out-migration was still substantial for populations between the ages of 20 and 29 years from 2000 to 2010, but there has been net in-migration for a slightly older population from 30 to 39 years of age. In more recent years (2010 to 2015) net in-migration has increased, bringing with it some slight population growth. Total population in Wheeler County as a whole as well as within its sub-areas will likely decline at a slightly slower pace in the near-term (2016 to 2035) compared to the long-term (Figure 1). The declining of growth rates is largely driven by an aging population—a demographic trend which is expected to contribute to a steady natural decrease (more deaths than births). As natural decrease occurs, population growth will become increasingly reliant on net in-migration. Wheeler County’s total population is forecast to decrease by more than 90 over the next 19 years (2016- 2035) and by more than 300 over the entire 50-year forecast period (2016-2066). All sub-areas are expected to experience similar rates of population decline during the forecast period. Close

• 19. [Article] Design for an Aging Population

  Older Americans are increasing in numbers and addressing their needs through better public transportation design will improve their quality of life. This study sought to increase understanding of the obstacles ...

  Citation × Citation Citation Abstract Copy Title: Design for an Aging Population Author: Faste, Trygve, Muenchinger, Kiersten Year: 2017 Older Americans are increasing in numbers and addressing their needs through better public transportation design will improve their quality of life. This study sought to increase understanding of the obstacles faced by people with impairments in vision, hearing and/or mobility, which are common issues for older people, and generate physical product solutions. The research was conducted to conceptualize products, structures and services to reduce or eliminate these obstacles. With a focus on the Eugene, OR, public bus system, elderly riders were surveyed and interviewed. Designers rode on buses noting what worked well and where problems arose. Five ride-along observations of older and disabled persons who had mobility, hearing and/or vision impairments were conducted. Two focus groups at Lane County Independent Living Alliance (LILA) with experts on public transportation and disabilities were conducted. This research shows that aging riders face conceptual, physical and social barriers that impact their willingness to use buses. Using the bus was seen as inconvenient, time consuming, physically draining and potentially frustrating. Priority seating areas designated for older and disabled users fill quickly. People with mobility challenges may use bulky walkers and require the availability of grab bars, and users of wheeled mobility devices need different device security. Several situations noted in the study show that physically challenged riders are subject to awkward, uncomfortable social dynamics more than other bus users. Innovation in easy access seats and secure WhMD stations at the front of the bus are critical for older users, as it makes riding the bus less draining and more safe. Title: Design for an Aging Population Author: Faste, Trygve, Muenchinger, Kiersten Year: 2017 Older Americans are increasing in numbers and addressing their needs through better public transportation design will improve their quality of life. This study sought to increase understanding of the obstacles faced by people with impairments in vision, hearing and/or mobility, which are common issues for older people, and generate physical product solutions. The research was conducted to conceptualize products, structures and services to reduce or eliminate these obstacles. With a focus on the Eugene, OR, public bus system, elderly riders were surveyed and interviewed. Designers rode on buses noting what worked well and where problems arose. Five ride-along observations of older and disabled persons who had mobility, hearing and/or vision impairments were conducted. Two focus groups at Lane County Independent Living Alliance (LILA) with experts on public transportation and disabilities were conducted. This research shows that aging riders face conceptual, physical and social barriers that impact their willingness to use buses. Using the bus was seen as inconvenient, time consuming, physically draining and potentially frustrating. Priority seating areas designated for older and disabled users fill quickly. People with mobility challenges may use bulky walkers and require the availability of grab bars, and users of wheeled mobility devices need different device security. Several situations noted in the study show that physically challenged riders are subject to awkward, uncomfortable social dynamics more than other bus users. Innovation in easy access seats and secure WhMD stations at the front of the bus are critical for older users, as it makes riding the bus less draining and more safe. Close

• 20. [Article] Spanning the Region: A Survey of Bridges in the Metroscape

  Bridges get us where we need to go. They also have character that contributes to a sense of place. Here we profile a selection of bridges in the Portland Metro area to understand the history and logistics ...

  Citation × Citation Citation Abstract Copy Title: Spanning the Region: A Survey of Bridges in the Metroscape Author: Oswill, Andrés Year: 2017 Bridges get us where we need to go. They also have character that contributes to a sense of place. Here we profile a selection of bridges in the Portland Metro area to understand the history and logistics of each bridge. When was the bridge built, how was it funded, who maintains it? The bridges we selected reflect the area’s wide variations in bridge style and management. Some of the bridges are county owned; others are run by a state or city transportation department. The bridges range in age, but all are inspected every twenty-four months. A bridge’s story offers important lessons as we consider the need for seismic retrofit and replacing aging structures. By grounding ourselves in a bridge’s past and present, we can spur ideas for addressing our future transportation needs. Title: Spanning the Region: A Survey of Bridges in the Metroscape Author: Oswill, Andrés Year: 2017 Bridges get us where we need to go. They also have character that contributes to a sense of place. Here we profile a selection of bridges in the Portland Metro area to understand the history and logistics of each bridge. When was the bridge built, how was it funded, who maintains it? The bridges we selected reflect the area’s wide variations in bridge style and management. Some of the bridges are county owned; others are run by a state or city transportation department. The bridges range in age, but all are inspected every twenty-four months. A bridge’s story offers important lessons as we consider the need for seismic retrofit and replacing aging structures. By grounding ourselves in a bridge’s past and present, we can spur ideas for addressing our future transportation needs. Close