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• 31. [Article] Travel and Transit Use at Portland Area Transit-Oriented Developments (TODs)

  In recent years there has been a growing interest in using land use planning to reduce reliance on the automobile long-term, through ideas such as smart growth, New Urbanism, pedestrian pockets, and transit-oriented ...

  Citation × Citation Citation Abstract Copy Title: Travel and Transit Use at Portland Area Transit-Oriented Developments (TODs) Author: Dill, Jennifer Year: 2006 In recent years there has been a growing interest in using land use planning to reduce reliance on the automobile long-term, through ideas such as smart growth, New Urbanism, pedestrian pockets, and transit-oriented development (TODs). Many growing regions throughout the United States, are turning to these concepts to address problems of traffic congestion and suburban sprawl. However, the effectiveness of such policies in reducing automobile travel and improving livability is largely unknown. Portland was one of the early adopters and is often pointed to as a model for other regions. The Region's 2040 Growth Concept, adopted by the Metro regional government, includes many smart growth concepts. Metro uses a number of programs and policies to implement the 2040 Growth Concept, including subsidies to transit-oriented developments. This research surveyed residents of TODs in the Portland area to help answer the following questions: Do residents of transit-oriented developments (TODs) drive vehicles less, use transit more, and/or walk and bicycle more than residents of other neighborhoods? To what extent can TODs increase transit ridership? How do the features of the TOD influence travel choices? Do the features of TODs induce people to change their travel behavior? Alternatively, are people who move to these neighborhoods already active transit users, walkers, or cyclists, i.e. they are seeking an environment in which to practice their preferred travel behaviors? These questions are key to understanding the cause-effect relationship between the built environment and travel behavior. How do people's attitudes towards travel and their neighborhood influence travel behavior? Title: Travel and Transit Use at Portland Area Transit-Oriented Developments (TODs) Author: Dill, Jennifer Year: 2006 In recent years there has been a growing interest in using land use planning to reduce reliance on the automobile long-term, through ideas such as smart growth, New Urbanism, pedestrian pockets, and transit-oriented development (TODs). Many growing regions throughout the United States, are turning to these concepts to address problems of traffic congestion and suburban sprawl. However, the effectiveness of such policies in reducing automobile travel and improving livability is largely unknown. Portland was one of the early adopters and is often pointed to as a model for other regions. The Region's 2040 Growth Concept, adopted by the Metro regional government, includes many smart growth concepts. Metro uses a number of programs and policies to implement the 2040 Growth Concept, including subsidies to transit-oriented developments. This research surveyed residents of TODs in the Portland area to help answer the following questions: Do residents of transit-oriented developments (TODs) drive vehicles less, use transit more, and/or walk and bicycle more than residents of other neighborhoods? To what extent can TODs increase transit ridership? How do the features of the TOD influence travel choices? Do the features of TODs induce people to change their travel behavior? Alternatively, are people who move to these neighborhoods already active transit users, walkers, or cyclists, i.e. they are seeking an environment in which to practice their preferred travel behaviors? These questions are key to understanding the cause-effect relationship between the built environment and travel behavior. How do people's attitudes towards travel and their neighborhood influence travel behavior? Close

• 32. [Article] An Evaluation of the Oregon Department of Transportation’s (ODOT) Environmental Streamlining Efforts: A Focus on CETAS

  The Oregon Department of Transportation responded to the federal call in the late 1990s to streamline the National Environmental Policy Act (NEPA) by (1) implementing organizational and procedural changes ...

  Citation × Citation Citation Abstract Copy Title: An Evaluation of the Oregon Department of Transportation’s (ODOT) Environmental Streamlining Efforts: A Focus on CETAS Author: Ozawa, Connie P., Dill, Jennifer Year: 2005 The Oregon Department of Transportation responded to the federal call in the late 1990s to streamline the National Environmental Policy Act (NEPA) by (1) implementing organizational and procedural changes internal to the agency, (2) funding ODOT-dedicated staff positions in state and federal resource agencies, and (3) convening regular meetings with state and federal agencies with NEPA-related regulatory responsibilities. This latter effort evolved into the CETAS (Collaborative Environmental and Transportation Agreement for Streamlining) process that includes a management and a technical team element. This document reports an assessment of the effectiveness of these efforts. Phase I of the study was designed to document the perceptions and behaviors in ODOT employees at the onset of ODOT organizational and procedural changes and to compare the responses to ones obtained from ODOT employees after some passage of time. The time period covered in this section is roughly Fall 2001 to Fall 2003. Phase II of the study was designed to assess the effectiveness of the CETAS process and documents factors that affect project timelines in Oregon state highway projects for pre-CETAS projects. The third section of this document includes an analysis of the CETAS process based on interviews conducted in the spring and summer of 2004. Title: An Evaluation of the Oregon Department of Transportation’s (ODOT) Environmental Streamlining Efforts: A Focus on CETAS Author: Ozawa, Connie P., Dill, Jennifer Year: 2005 The Oregon Department of Transportation responded to the federal call in the late 1990s to streamline the National Environmental Policy Act (NEPA) by (1) implementing organizational and procedural changes internal to the agency, (2) funding ODOT-dedicated staff positions in state and federal resource agencies, and (3) convening regular meetings with state and federal agencies with NEPA-related regulatory responsibilities. This latter effort evolved into the CETAS (Collaborative Environmental and Transportation Agreement for Streamlining) process that includes a management and a technical team element. This document reports an assessment of the effectiveness of these efforts. Phase I of the study was designed to document the perceptions and behaviors in ODOT employees at the onset of ODOT organizational and procedural changes and to compare the responses to ones obtained from ODOT employees after some passage of time. The time period covered in this section is roughly Fall 2001 to Fall 2003. Phase II of the study was designed to assess the effectiveness of the CETAS process and documents factors that affect project timelines in Oregon state highway projects for pre-CETAS projects. The third section of this document includes an analysis of the CETAS process based on interviews conducted in the spring and summer of 2004. Close

• 33. [Article] Impacts of Climate Change and Urban Development on Water Resources in the Tualatin River Basin

  Potential impacts of climate change on the water resources of the Pacific Northwest of the United States include earlier peak runoff, reduced summer flows, and increased winter flooding. An increase in ...

  Citation × Citation Citation Abstract Copy Title: Impacts of Climate Change and Urban Development on Water Resources in the Tualatin River Basin Author: Praskievicz, Sarah Year: 2009 Potential impacts of climate change on the water resources of the Pacific Northwest of the United States include earlier peak runoff, reduced summer flows, and increased winter flooding. An increase in impervious surfaces, accompanied by urban development, is known to decrease infiltration and increase surface runoff. Alterations of flow amount and pathways can alter water quality through dilution or flushing effects. I used the United States Environmental Protection Agency's Better Assessment Science Integrating Point and Nonpoint Sources (BASINS) modeling system to investigate the relative importance of future climate change and land use change in determining the quantity and quality of freshwater resources in north western Oregon's Tualatin River Basin. The basin was chosen for this study because it is rapidly urbanizing and representative of other low-elevation basins in the region. BASINS models were calibrated and validated using historic flow and water quality data from 1991 to 2006. The goodness-of-fit for the calibrated hydrology, suspended sediment, and orthophosphate models was high, with coefficients of determination ranging from 0.72 to 0.93 in the calibration period. The calibrated models were run under a range of eight downscaled climate change, two regional land use change, and four combined scenarios. Results included average increases in winter flows of ten percent, decreases in summer flows of thirty-seven percent, and increases in fifth percentile flows of up to eighty percent as a result of climate change in the Tualatin River Basin. For land use change, the results included an increase in annual flows of twenty-one percent for the development-oriented scenario and a decrease of sixteen percent for the conservation-oriented scenario, with amplified changes at the sub-basin scale, including more than doubled winter flow. For combined scenarios of climate change and urban development, there is a projected increase in winter flows of up to seventy-one percent and decrease in summer flows of up to forty-eight percent. Changes in suspended sediment and orthophosphate loading broadly tracked hydrological changes, with winter increases and summer decreases. The results are relevant to regional planners interested in the long-term response of water resources to climate change and land use change at the basin scale. Title: Impacts of Climate Change and Urban Development on Water Resources in the Tualatin River Basin Author: Praskievicz, Sarah Year: 2009 Potential impacts of climate change on the water resources of the Pacific Northwest of the United States include earlier peak runoff, reduced summer flows, and increased winter flooding. An increase in impervious surfaces, accompanied by urban development, is known to decrease infiltration and increase surface runoff. Alterations of flow amount and pathways can alter water quality through dilution or flushing effects. I used the United States Environmental Protection Agency's Better Assessment Science Integrating Point and Nonpoint Sources (BASINS) modeling system to investigate the relative importance of future climate change and land use change in determining the quantity and quality of freshwater resources in north western Oregon's Tualatin River Basin. The basin was chosen for this study because it is rapidly urbanizing and representative of other low-elevation basins in the region. BASINS models were calibrated and validated using historic flow and water quality data from 1991 to 2006. The goodness-of-fit for the calibrated hydrology, suspended sediment, and orthophosphate models was high, with coefficients of determination ranging from 0.72 to 0.93 in the calibration period. The calibrated models were run under a range of eight downscaled climate change, two regional land use change, and four combined scenarios. Results included average increases in winter flows of ten percent, decreases in summer flows of thirty-seven percent, and increases in fifth percentile flows of up to eighty percent as a result of climate change in the Tualatin River Basin. For land use change, the results included an increase in annual flows of twenty-one percent for the development-oriented scenario and a decrease of sixteen percent for the conservation-oriented scenario, with amplified changes at the sub-basin scale, including more than doubled winter flow. For combined scenarios of climate change and urban development, there is a projected increase in winter flows of up to seventy-one percent and decrease in summer flows of up to forty-eight percent. Changes in suspended sediment and orthophosphate loading broadly tracked hydrological changes, with winter increases and summer decreases. The results are relevant to regional planners interested in the long-term response of water resources to climate change and land use change at the basin scale. Close

• 34. [Article] Peak of the Day or the Daily Grind: Commuting and Subjective Well-Being

  To understand the impact of daily travel on personal and societal well-being, researchers are developing measurement techniques that go beyond satisfaction-based measures of travel. Metrics related Subjective ...

  Citation × Citation Citation Abstract Copy Title: Peak of the Day or the Daily Grind: Commuting and Subjective Well-Being Author: Smith, Oliver Blair Year: 2013 To understand the impact of daily travel on personal and societal well-being, researchers are developing measurement techniques that go beyond satisfaction-based measures of travel. Metrics related Subjective Well-Being (SWB), defined as an evaluation of one's happiness or life satisfaction, are increasingly important for evaluating transportation and land-use policies. This dissertation examines commute well-being, a multi-item measure of how one feels about the commute to work, and how it is shaped. Data are from a web-based survey of workers (n=828) in Portland, Oregon, U.S.A., with three roughly equally sized groups based on mode: bike, transit and car users. Descriptive analysis shows that commute well-being varies widely across the sample. Those who bike and walk to work have significantly higher commute well-being than transit and car commuters. A multiple linear regression model shows that along with travel mode, traffic congestion, travel time, income, health, attitudes about travel, job satisfaction and residential satisfaction also play important individual roles in shaping commute well-being. A structural equation model reveals a significant correlation between commute well-being and overall happiness, controlling for other key happiness indicators. This research helps expand existing theory by demonstrating (1) how commute well-being can be measured and modeled; (2) how accessibility, distance and travel time impact commute well-being; (3) how individual mode choices interact with attitudes to impact commute satisfaction and (4) commuting's relationship to overall well being. Title: Peak of the Day or the Daily Grind: Commuting and Subjective Well-Being Author: Smith, Oliver Blair Year: 2013 To understand the impact of daily travel on personal and societal well-being, researchers are developing measurement techniques that go beyond satisfaction-based measures of travel. Metrics related Subjective Well-Being (SWB), defined as an evaluation of one's happiness or life satisfaction, are increasingly important for evaluating transportation and land-use policies. This dissertation examines commute well-being, a multi-item measure of how one feels about the commute to work, and how it is shaped. Data are from a web-based survey of workers (n=828) in Portland, Oregon, U.S.A., with three roughly equally sized groups based on mode: bike, transit and car users. Descriptive analysis shows that commute well-being varies widely across the sample. Those who bike and walk to work have significantly higher commute well-being than transit and car commuters. A multiple linear regression model shows that along with travel mode, traffic congestion, travel time, income, health, attitudes about travel, job satisfaction and residential satisfaction also play important individual roles in shaping commute well-being. A structural equation model reveals a significant correlation between commute well-being and overall happiness, controlling for other key happiness indicators. This research helps expand existing theory by demonstrating (1) how commute well-being can be measured and modeled; (2) how accessibility, distance and travel time impact commute well-being; (3) how individual mode choices interact with attitudes to impact commute satisfaction and (4) commuting's relationship to overall well being. Close

• 35. [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

• 36. [Article] Effects of Comprehensive Plan Amendments on Interchange Traffic in Oregon

  In this paper we examine the effects of amendments to local comprehensive plans on interchange performance. Plan amendments over a 15-year period in Oregon resulting in changes to industrial or commercial ...

  Citation × Citation Citation Abstract Copy Title: Effects of Comprehensive Plan Amendments on Interchange Traffic in Oregon Author: Strathman, James G., Kimpel, Thomas J., Leistner, Paul Roland, Dueker, Kenneth Year: 2005 In this paper we examine the effects of amendments to local comprehensive plans on interchange performance. Plan amendments over a 15-year period in Oregon resulting in changes to industrial or commercial land use were reviewed to identify those that occurred within one mile of an interchange. Regression analysis was then performed to estimate the impact of nearby plan amendments on subsequent interchange ADT. Plan amendments were found to have a substantial ADT effect on rural interchanges, but their incidence was very limited. In urban core areas, the estimated effect of plan amendments was negligible, possibly due to interchange congestion or effective land use planning. In urban fringe areas, plan amendments were estimated to account for about 5 percent of the subsequent interchange ADT, equivalent to about two years of the design life of these facilities. Title: Effects of Comprehensive Plan Amendments on Interchange Traffic in Oregon Author: Strathman, James G., Kimpel, Thomas J., Leistner, Paul Roland, Dueker, Kenneth Year: 2005 In this paper we examine the effects of amendments to local comprehensive plans on interchange performance. Plan amendments over a 15-year period in Oregon resulting in changes to industrial or commercial land use were reviewed to identify those that occurred within one mile of an interchange. Regression analysis was then performed to estimate the impact of nearby plan amendments on subsequent interchange ADT. Plan amendments were found to have a substantial ADT effect on rural interchanges, but their incidence was very limited. In urban core areas, the estimated effect of plan amendments was negligible, possibly due to interchange congestion or effective land use planning. In urban fringe areas, plan amendments were estimated to account for about 5 percent of the subsequent interchange ADT, equivalent to about two years of the design life of these facilities. Close

• 37. [Article] Mandating Density: The Blunt Instrument of Smart Growth

  This essay expresses concern that urban growth management places too heavy a reliance on densification, particularly upzoning with minimum density requirements in suburban infill situations. Increasing ...

  Citation × Citation Citation Abstract Copy Title: Mandating Density: The Blunt Instrument of Smart Growth Author: Dueker, Kenneth Year: 2002 This essay expresses concern that urban growth management places too heavy a reliance on densification, particularly upzoning with minimum density requirements in suburban infill situations. Increasing densities may be appropriate when other aspects of urban development can be controlled through urban design. However, evidence provided here indicates that mandating density reduces land consumption, but does not achieve other objectives of growth management, particularly street connectivity, greater use of alternative modes of transportation, and more housing choices. This analysis finds that upzoning and requiring minimum-densities, when used to regulate suburban residential infill developments, is not effective in producing quality compact development. Instead it is resulting in small-lot single-family developments that can only be accessed by cul-de-sac designs augmented by shared driveways. Incentive based approaches to increase density may be preferable. This analysis raises concern about placing too much emphasis on densification as a policy tool for “smart growth.” Too much attention and effort is expended on increasing density of development and there is little evidence of benefits of doing so. The positive aspects of density results from favorable market forces, rather than regulatory forces. Title: Mandating Density: The Blunt Instrument of Smart Growth Author: Dueker, Kenneth Year: 2002 This essay expresses concern that urban growth management places too heavy a reliance on densification, particularly upzoning with minimum density requirements in suburban infill situations. Increasing densities may be appropriate when other aspects of urban development can be controlled through urban design. However, evidence provided here indicates that mandating density reduces land consumption, but does not achieve other objectives of growth management, particularly street connectivity, greater use of alternative modes of transportation, and more housing choices. This analysis finds that upzoning and requiring minimum-densities, when used to regulate suburban residential infill developments, is not effective in producing quality compact development. Instead it is resulting in small-lot single-family developments that can only be accessed by cul-de-sac designs augmented by shared driveways. Incentive based approaches to increase density may be preferable. This analysis raises concern about placing too much emphasis on densification as a policy tool for “smart growth.” Too much attention and effort is expended on increasing density of development and there is little evidence of benefits of doing so. The positive aspects of density results from favorable market forces, rather than regulatory forces. Close

• 38. [Article] Land Use and Growth Impacts from Highway Capacity Increases

  This analysis examined the historical relationship between land use changes and the location of capacity increasing highway projects in the State of Oregon from 1970 to 1990. Aerial photography for 18 ...

  Citation × Citation Citation Abstract Copy Title: Land Use and Growth Impacts from Highway Capacity Increases Author: Sanchez, Erik J Year: 2000 This analysis examined the historical relationship between land use changes and the location of capacity increasing highway projects in the State of Oregon from 1970 to 1990. Aerial photography for 18 cities was used to delineate the extent of urban development in each time period. A geographic information system (GIS) was used to assemble the data. Using this data, a logit regression model tested the significance of geographic variables such as proximity to highway projects, land use zoning classification, city size, and other spatial characteristics. The analytical methods used in this study incorporated a set of commonly used techniques to assess highway impacts on urban development patterns. The results suggest that for the 18 selected cities, the spatial measures performed well in predicting the location of urban development from 1970 to 1990. In addition, the results of the logit regression model indicated that controlling for other location factors, urban development had not clustered along state high project corridors as was suspected. Title: Land Use and Growth Impacts from Highway Capacity Increases Author: Sanchez, Erik J Year: 2000 This analysis examined the historical relationship between land use changes and the location of capacity increasing highway projects in the State of Oregon from 1970 to 1990. Aerial photography for 18 cities was used to delineate the extent of urban development in each time period. A geographic information system (GIS) was used to assemble the data. Using this data, a logit regression model tested the significance of geographic variables such as proximity to highway projects, land use zoning classification, city size, and other spatial characteristics. The analytical methods used in this study incorporated a set of commonly used techniques to assess highway impacts on urban development patterns. The results suggest that for the 18 selected cities, the spatial measures performed well in predicting the location of urban development from 1970 to 1990. In addition, the results of the logit regression model indicated that controlling for other location factors, urban development had not clustered along state high project corridors as was suspected. Close

• 39. [Article] Is There Still a Need for the Special Assessment Program Within Oregon's Current Land-Use System?

  Based on the research completed to date regarding the various components of the Oregon farmland preservation program, one question begs to be asked: "Is there still a need for the Special Assessment Program ...

  Citation × Citation Citation Abstract Copy Title: Is There Still a Need for the Special Assessment Program Within Oregon's Current Land-Use System? Author: Brooks, David R. Year: 1999 Based on the research completed to date regarding the various components of the Oregon farmland preservation program, one question begs to be asked: "Is there still a need for the Special Assessment Program within Oregon's current land use planning system?" This paper is an attempt to assess the role of the Special Assessment Program in the context of the overall land use planning system in Oregon. It is my contention that the Special Assessment Program no longer plays a meaningful role in the movement to preserve land in the rural areas of the state. Also, it may actually have perverse effects on the market for land in Oregon's urban areas. I believe that the state's much-heralded farmland protection program can continue to be effective at preserving land without the tax incentive component. Finally, I believe that the citizens of Oregon would be made better off by ending the program. The paper will begin with a brief discussion of farmland loss and the various programs used to prevent that loss. Next, there will be a review of the history and legislative intent behind both the Special Assessment Program and the statewide land use planning system. This will be followed by a demonstration of how both the Assessment Program and the planning system interact. Finally, based on the analysis of their effectiveness together and apart, I will recommend that the state government should phase out the Special Assessment Program. Title: Is There Still a Need for the Special Assessment Program Within Oregon's Current Land-Use System? Author: Brooks, David R. Year: 1999 Based on the research completed to date regarding the various components of the Oregon farmland preservation program, one question begs to be asked: "Is there still a need for the Special Assessment Program within Oregon's current land use planning system?" This paper is an attempt to assess the role of the Special Assessment Program in the context of the overall land use planning system in Oregon. It is my contention that the Special Assessment Program no longer plays a meaningful role in the movement to preserve land in the rural areas of the state. Also, it may actually have perverse effects on the market for land in Oregon's urban areas. I believe that the state's much-heralded farmland protection program can continue to be effective at preserving land without the tax incentive component. Finally, I believe that the citizens of Oregon would be made better off by ending the program. The paper will begin with a brief discussion of farmland loss and the various programs used to prevent that loss. Next, there will be a review of the history and legislative intent behind both the Special Assessment Program and the statewide land use planning system. This will be followed by a demonstration of how both the Assessment Program and the planning system interact. Finally, based on the analysis of their effectiveness together and apart, I will recommend that the state government should phase out the Special Assessment Program. Close

• 40. [Article] The Politics of Implementation: Oregon's Statewide Transportation Planning Rule - What's Been Accomplished

  This paper is a case study of the evolution of Oregon’s groundbreaking Transportation Planning Rule, from its adoption in 1991, up through present amendments. Our analysis is an assessment of how private- ...

  Citation × Citation Citation Abstract Copy Title: The Politics of Implementation: Oregon's Statewide Transportation Planning Rule - What's Been Accomplished Author: Bianco, Martha J., Adler, Sy Year: 1998 This paper is a case study of the evolution of Oregon’s groundbreaking Transportation Planning Rule, from its adoption in 1991, up through present amendments. Our analysis is an assessment of how private- and public-sector investors grapple with the coproduction of the built environment under the constraints of a value system that emanates from the state, shepherded by litigious public interest groups. In this case, this value system is articulated in the Oregon administrative rule known as the Transportation Planning Rule. This Rule emphasizes a reduction in the reliance on automobiles and, among other things, requires a decrease in vehicle miles traveled by 20 percent and a decrease in parking spaces by 10 percent over 30 years. The present research builds on our earlier study of the Rule. Our presentation at ACSP in 1995 followed a 1994 chapter by Adler in Planning the Oregon Way.1 Now, three years after our last presentation, we will discuss where the Rule is today and the nature of the lessons that are to be learned from an analysis of its implementation over the past seven years. Title: The Politics of Implementation: Oregon's Statewide Transportation Planning Rule - What's Been Accomplished Author: Bianco, Martha J., Adler, Sy Year: 1998 This paper is a case study of the evolution of Oregon’s groundbreaking Transportation Planning Rule, from its adoption in 1991, up through present amendments. Our analysis is an assessment of how private- and public-sector investors grapple with the coproduction of the built environment under the constraints of a value system that emanates from the state, shepherded by litigious public interest groups. In this case, this value system is articulated in the Oregon administrative rule known as the Transportation Planning Rule. This Rule emphasizes a reduction in the reliance on automobiles and, among other things, requires a decrease in vehicle miles traveled by 20 percent and a decrease in parking spaces by 10 percent over 30 years. The present research builds on our earlier study of the Rule. Our presentation at ACSP in 1995 followed a 1994 chapter by Adler in Planning the Oregon Way.1 Now, three years after our last presentation, we will discuss where the Rule is today and the nature of the lessons that are to be learned from an analysis of its implementation over the past seven years. Close