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• 41. [Article] The Value of Place: Planning for Walkability in the Tigard Triangle

  The “Tigard Triangle” is bounded by highways and characterized by auto-oriented land uses in an incomplete street grid. It currently presents a challenge to the City of Tigard, whose vision is to be the ...

  Citation × Citation Citation Abstract Copy Title: The Value of Place: Planning for Walkability in the Tigard Triangle Author: Abuhejleh, Wala, Atkinson, Ray, Davis, Linn, Fisher, Curtis Year: 2016 The “Tigard Triangle” is bounded by highways and characterized by auto-oriented land uses in an incomplete street grid. It currently presents a challenge to the City of Tigard, whose vision is to be the most walkable community in the Pacific Northwest. The purpose of the Value of Place project is to develop a plan for improving walkability, safety, comfort, and aesthetics in the Tigard Triangle. In addition, this project was developed to test the application of the State of Place analytical tools to the planning and design challenges faced by the city. This project was conducted under the supervision of Ethan Seltzer, Marisa Zapata, and Susan Hartnett. Title: The Value of Place: Planning for Walkability in the Tigard Triangle Author: Abuhejleh, Wala, Atkinson, Ray, Davis, Linn, Fisher, Curtis Year: 2016 The “Tigard Triangle” is bounded by highways and characterized by auto-oriented land uses in an incomplete street grid. It currently presents a challenge to the City of Tigard, whose vision is to be the most walkable community in the Pacific Northwest. The purpose of the Value of Place project is to develop a plan for improving walkability, safety, comfort, and aesthetics in the Tigard Triangle. In addition, this project was developed to test the application of the State of Place analytical tools to the planning and design challenges faced by the city. This project was conducted under the supervision of Ethan Seltzer, Marisa Zapata, and Susan Hartnett. Close

• 42. [Article] Labor Productivity in Wood Products: Using Interviews to Supplement Statistical Estimates

  In 1986 the wood products industry in Oregon was producing more output than in 1979 but with about fifteen percent fewer workers. The employment decline in the wood products industry in Oregon can be traced ...

  Citation × Citation Citation Abstract Copy Title: Labor Productivity in Wood Products: Using Interviews to Supplement Statistical Estimates Author: Rufolo, Anthony M., Bronfman, Lois M., Strathman, James G. Year: 1989 In 1986 the wood products industry in Oregon was producing more output than in 1979 but with about fifteen percent fewer workers. The employment decline in the wood products industry in Oregon can be traced to a variety of causes, including reductions in timber harvest and changes in output mix between the more labor-intensive plywood production and the less labor-intensive lumber production; but increasing labor productivity in the industry was a major factor. Despite substantial amounts of research regarding such productivity increases, there is still ample room for debate about the specific causes of the observed productivity improvement. In section I we specify the major potential causes of an observed increase in output per worker. We then summarize many of the empirical results which exist relating to these changes. In section II of the paper we discuss which types of information would be useful in sorting out among the different possible causes, and we discuss the interview protocols and their results. Section III then ends with our conclusions based on the combination of the statistical and interview data. Title: Labor Productivity in Wood Products: Using Interviews to Supplement Statistical Estimates Author: Rufolo, Anthony M., Bronfman, Lois M., Strathman, James G. Year: 1989 In 1986 the wood products industry in Oregon was producing more output than in 1979 but with about fifteen percent fewer workers. The employment decline in the wood products industry in Oregon can be traced to a variety of causes, including reductions in timber harvest and changes in output mix between the more labor-intensive plywood production and the less labor-intensive lumber production; but increasing labor productivity in the industry was a major factor. Despite substantial amounts of research regarding such productivity increases, there is still ample room for debate about the specific causes of the observed productivity improvement. In section I we specify the major potential causes of an observed increase in output per worker. We then summarize many of the empirical results which exist relating to these changes. In section II of the paper we discuss which types of information would be useful in sorting out among the different possible causes, and we discuss the interview protocols and their results. Section III then ends with our conclusions based on the combination of the statistical and interview data. Close

• 43. [Article] New West, New South, New Region: The Discovery of the Sunbelt

  Given the speed with which we have embraced the idea and terminology of a Sunbelt, this essay attempts to explore several related issues. As an introduction, it will briefly review the process of introduction ...

  Citation × Citation Citation Abstract Copy Title: New West, New South, New Region: The Discovery of the Sunbelt Author: Abbott, Carl Year: 1988 Given the speed with which we have embraced the idea and terminology of a Sunbelt, this essay attempts to explore several related issues. As an introduction, it will briefly review the process of introduction and acceptance of the term. It will then explore possible reasons for the "discovery" of the Sunbelt, its seemingly quick success, and its persistent use after it has slipped to the status of cliche in national journalism. The underlying concern is to understand why Americans took the new terminology so readily to heart by examining what it is that "Sunbelt" explains or implies that lies beyond the connotations of our more traditional regional terms. Title: New West, New South, New Region: The Discovery of the Sunbelt Author: Abbott, Carl Year: 1988 Given the speed with which we have embraced the idea and terminology of a Sunbelt, this essay attempts to explore several related issues. As an introduction, it will briefly review the process of introduction and acceptance of the term. It will then explore possible reasons for the "discovery" of the Sunbelt, its seemingly quick success, and its persistent use after it has slipped to the status of cliche in national journalism. The underlying concern is to understand why Americans took the new terminology so readily to heart by examining what it is that "Sunbelt" explains or implies that lies beyond the connotations of our more traditional regional terms. Close

• 44. [Article] Understanding Travel Modes to Non-work Destinations: Analysis of an Establishment Survey in Portland, Oregon

  During the past three decades, research in travel behavior has generally proceeded from broad-level, aggregate analysis of mode share--the proportions of walking, bicycling, transit, and vehicle travel ...

  Citation × Citation Citation Abstract Copy Title: Understanding Travel Modes to Non-work Destinations: Analysis of an Establishment Survey in Portland, Oregon Author: Muhs, Christopher D. Year: 2013 During the past three decades, research in travel behavior has generally proceeded from broad-level, aggregate analysis of mode share--the proportions of walking, bicycling, transit, and vehicle travel occurring in traffic analysis zones, census tracts, neighborhood, or other geographical units--to fine-grained, disaggregate analysis of mode choices and other trip-making attributes at the individual level. One potential issue is whether there are differences in the types of conclusions drawn from results of analyses performed at these different levels, as these results directly inform transportation planning and policy. This thesis aims in part to confirm whether the types of conclusions drawn from different levels of analysis are different, and to what extent. We also examine the relationships between the built environment and non-work travel choices from a unique analysis perspective. To do this, we use data from a 2011 travel intercept survey in the Portland, Oregon metropolitan region that was administered at convenience store, bar, and restaurant establishments. We estimate, for each of the travel modes--walk, bicycle, and automobile--two analysis models: one binary logistic regression model for mode choice of the individual traveler going to the establishment and one multiple linear regression model for mode share of shoppers at the establishment. Both models control for socio-demographics, trip characteristics, and built environment measures of travelers. For the binary logistic regression models, the data are disaggregate and particular to the individual traveler. These models also controlled for attitudes and preference towards travel modes. For the multiple regression models, data are aggregated to the establishment. The built environment data in each model represent characteristics of urban form surrounding the establishment. The data being oriented to the destination-end of the trip, as well as providing controls on land use make this analysis unique in the literature, as most non-work travel studies use residential-based data. Results suggest that analyses performed at the two different levels provide policy-relevant but somewhat different conclusions. In general, characteristics of the individual and the trip have stronger associations with mode choices of individuals than when aggregated to the establishment and analyzed against the mode share patterns of shoppers. Instead, mode shares have stronger relationships with characteristics of the built environment. The built environment surrounding the destination has a much more pronounced association with mode shares at the establishment than with mode choices of individuals. The results highlight the usefulness of simple aggregate analysis, when appropriate. We also find large differences between modes in which characteristics are important for mode choice and mode share. Walking and automobile models behave somewhat similarly but in opposite directions, while bicycling behaves quite differently. These differences suggest on their own a move away from non-motorized travel to be considered as equivalent or assessed as one item in research and in practice. Title: Understanding Travel Modes to Non-work Destinations: Analysis of an Establishment Survey in Portland, Oregon Author: Muhs, Christopher D. Year: 2013 During the past three decades, research in travel behavior has generally proceeded from broad-level, aggregate analysis of mode share--the proportions of walking, bicycling, transit, and vehicle travel occurring in traffic analysis zones, census tracts, neighborhood, or other geographical units--to fine-grained, disaggregate analysis of mode choices and other trip-making attributes at the individual level. One potential issue is whether there are differences in the types of conclusions drawn from results of analyses performed at these different levels, as these results directly inform transportation planning and policy. This thesis aims in part to confirm whether the types of conclusions drawn from different levels of analysis are different, and to what extent. We also examine the relationships between the built environment and non-work travel choices from a unique analysis perspective. To do this, we use data from a 2011 travel intercept survey in the Portland, Oregon metropolitan region that was administered at convenience store, bar, and restaurant establishments. We estimate, for each of the travel modes--walk, bicycle, and automobile--two analysis models: one binary logistic regression model for mode choice of the individual traveler going to the establishment and one multiple linear regression model for mode share of shoppers at the establishment. Both models control for socio-demographics, trip characteristics, and built environment measures of travelers. For the binary logistic regression models, the data are disaggregate and particular to the individual traveler. These models also controlled for attitudes and preference towards travel modes. For the multiple regression models, data are aggregated to the establishment. The built environment data in each model represent characteristics of urban form surrounding the establishment. The data being oriented to the destination-end of the trip, as well as providing controls on land use make this analysis unique in the literature, as most non-work travel studies use residential-based data. Results suggest that analyses performed at the two different levels provide policy-relevant but somewhat different conclusions. In general, characteristics of the individual and the trip have stronger associations with mode choices of individuals than when aggregated to the establishment and analyzed against the mode share patterns of shoppers. Instead, mode shares have stronger relationships with characteristics of the built environment. The built environment surrounding the destination has a much more pronounced association with mode shares at the establishment than with mode choices of individuals. The results highlight the usefulness of simple aggregate analysis, when appropriate. We also find large differences between modes in which characteristics are important for mode choice and mode share. Walking and automobile models behave somewhat similarly but in opposite directions, while bicycling behaves quite differently. These differences suggest on their own a move away from non-motorized travel to be considered as equivalent or assessed as one item in research and in practice. Close

• 45. [Article] Regional Transportation and Land Use Decision Making in Metropolitan Regions

  In 2010, an interdisciplinary team from the National Policy Consensus Center at Portland State University and the Department of Planning, Public Policy and Management at the University of Oregon conducted ...

  Citation × Citation Citation Abstract Copy Title: Regional Transportation and Land Use Decision Making in Metropolitan Regions Author: National Policy Consensus Center Year: 2010 In 2010, an interdisciplinary team from the National Policy Consensus Center at Portland State University and the Department of Planning, Public Policy and Management at the University of Oregon conducted a study examining the arrangements and mechanisms for integrating land use and transportation in metropolitan regions and assessing these arrangements based on current practice and future potential. The four case study regions were: Portland, Oregon; Puget Sound, WA; San Diego, CA, and Denver, CO. The methods used in this study included a research forum held in September, 2010 in Portland, Oregon to share findings, discuss implications, identify lessons learned and develop best practices. The Forum aimed to address or identify: New federal initiatives that are relevant to the research topic, including the HUD-DOTEPA Partnership for Sustainable Communities The overall research findings and those from specific case study areas Lessons learned and possible 'best practices', including the implications for federal, state and regional programs and initiatives Appropriate next steps, further research needs and distribution of the research & forum products. The 1.5 day Forum was attended by university researchers, policy makers, representatives from state and federal government agencies and representatives from the four case study regions. The first day was designed to share the results of the research and engage participants in small group discussions on the four main themes (Funding, Policy, Governance, and Coordination) of the project. Title: Regional Transportation and Land Use Decision Making in Metropolitan Regions Author: National Policy Consensus Center Year: 2010 In 2010, an interdisciplinary team from the National Policy Consensus Center at Portland State University and the Department of Planning, Public Policy and Management at the University of Oregon conducted a study examining the arrangements and mechanisms for integrating land use and transportation in metropolitan regions and assessing these arrangements based on current practice and future potential. The four case study regions were: Portland, Oregon; Puget Sound, WA; San Diego, CA, and Denver, CO. The methods used in this study included a research forum held in September, 2010 in Portland, Oregon to share findings, discuss implications, identify lessons learned and develop best practices. The Forum aimed to address or identify: New federal initiatives that are relevant to the research topic, including the HUD-DOTEPA Partnership for Sustainable Communities The overall research findings and those from specific case study areas Lessons learned and possible 'best practices', including the implications for federal, state and regional programs and initiatives Appropriate next steps, further research needs and distribution of the research & forum products. The 1.5 day Forum was attended by university researchers, policy makers, representatives from state and federal government agencies and representatives from the four case study regions. The first day was designed to share the results of the research and engage participants in small group discussions on the four main themes (Funding, Policy, Governance, and Coordination) of the project. Close

• 46. [Article] Government Policy and Private Organizational Forms: Analysis of Refuse Collection and Disposal in Three Metropolitan Cities

  This study explores refuse collection as a municipal service using qualitative methods to examine how government makes decisions about residential refuse collection services in Portland, Gresham, and Beaverton, ...

  Citation × Citation Citation Abstract Copy Title: Government Policy and Private Organizational Forms: Analysis of Refuse Collection and Disposal in Three Metropolitan Cities Author: Wright, Thomas Year: 1996 This study explores refuse collection as a municipal service using qualitative methods to examine how government makes decisions about residential refuse collection services in Portland, Gresham, and Beaverton, Oregon. The study explores the history of refuse collection in these three cities to identify factors that influence bureaucratic behavior and decision making when selecting a municipal service delivery option for refuse collection. Public choice and public policy analysis theory are used to discuss those non-monetary considerations present when government makes decisions about service arrangements. Qualitative data was collected from public officials and private haulers involved in refuse collection in the three cities. This qualitative process was to capture, in context, the development of the industry. The use of a single criterion in determining choice of private organizational forms may not create the results desired by municipal governments. Choice in the selection of a service arrangement has two important aspects: (1) the array of service arrangement options that can be developed and (2) the contextual environment within which bureaucrats operate and which influences the decision making process. It was found that decisions about which type of service arrangement to use for refuse collection did not always stem from monetary factors such as cost. Non-monetary factors such as tradition, legal considerations, and lobbying can influence decisions about which type of service arrangement to use. Title: Government Policy and Private Organizational Forms: Analysis of Refuse Collection and Disposal in Three Metropolitan Cities Author: Wright, Thomas Year: 1996 This study explores refuse collection as a municipal service using qualitative methods to examine how government makes decisions about residential refuse collection services in Portland, Gresham, and Beaverton, Oregon. The study explores the history of refuse collection in these three cities to identify factors that influence bureaucratic behavior and decision making when selecting a municipal service delivery option for refuse collection. Public choice and public policy analysis theory are used to discuss those non-monetary considerations present when government makes decisions about service arrangements. Qualitative data was collected from public officials and private haulers involved in refuse collection in the three cities. This qualitative process was to capture, in context, the development of the industry. The use of a single criterion in determining choice of private organizational forms may not create the results desired by municipal governments. Choice in the selection of a service arrangement has two important aspects: (1) the array of service arrangement options that can be developed and (2) the contextual environment within which bureaucrats operate and which influences the decision making process. It was found that decisions about which type of service arrangement to use for refuse collection did not always stem from monetary factors such as cost. Non-monetary factors such as tradition, legal considerations, and lobbying can influence decisions about which type of service arrangement to use. Close

• 47. [Article] The Landscape of Food Production

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

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

• 48. [Article] Co-Evolution of Transportation and Land Use: Modeling HIstorical Dependencies in Land Use and Decision-Making

  The interaction between land use and transportation has long been the central issue in urban and regional planning. Models of such interactions provide vital information to support many public policy decisions, ...

  Citation × Citation Citation Abstract Copy Title: Co-Evolution of Transportation and Land Use: Modeling HIstorical Dependencies in Land Use and Decision-Making Author: Zhang, Lei, Zu, Wei, Li, Mingxin Year: 2009 The interaction between land use and transportation has long been the central issue in urban and regional planning. Models of such interactions provide vital information to support many public policy decisions, such as land supply, infrastructure provision, and growth management. Both the transportation and land use systems exhibit historical dependencies in policy decisions. For instance, the expansion of a roadway today will change travel demand patterns, and make certain other roads more or less likely to be expanded in the future. A specific land supply decision made at one point in time, by changing the relative attractiveness of other areas in the region, can have a profound impact on future land supply decisions. Today’s land use decisions clearly influence future transportation policies and vice versa. This project examines the land use-transportation interaction from an evolutionary perspective — once a certain set of goals are determined and pursued by politicians and planners, their land supply and transportation investment decisions are, to a large extent, driven by their previous decisions and supply-demand dynamics in the urban system. Built upon this recognition of historical dependency and a transportation network growth model previously developed by the P.I., a model of the co-evolution of land use and transportation is proposed in this project. Different from existing integrated land use and transportation models that assume exogenous network investment decisions, the co-evolution model considers both land use growth and transportation network growth as endogenous and market-driven. The central research question is how market and policies translate into transportation facilities and land use developments on the ground. The co-evolution model achieves an Urban Growth Equilibrium, which is a useful concept for planning and policy analysis. An agent-based simulation approach is employed to integrate an existing land use model and the transportation network growth model. Title: Co-Evolution of Transportation and Land Use: Modeling HIstorical Dependencies in Land Use and Decision-Making Author: Zhang, Lei, Zu, Wei, Li, Mingxin Year: 2009 The interaction between land use and transportation has long been the central issue in urban and regional planning. Models of such interactions provide vital information to support many public policy decisions, such as land supply, infrastructure provision, and growth management. Both the transportation and land use systems exhibit historical dependencies in policy decisions. For instance, the expansion of a roadway today will change travel demand patterns, and make certain other roads more or less likely to be expanded in the future. A specific land supply decision made at one point in time, by changing the relative attractiveness of other areas in the region, can have a profound impact on future land supply decisions. Today’s land use decisions clearly influence future transportation policies and vice versa. This project examines the land use-transportation interaction from an evolutionary perspective — once a certain set of goals are determined and pursued by politicians and planners, their land supply and transportation investment decisions are, to a large extent, driven by their previous decisions and supply-demand dynamics in the urban system. Built upon this recognition of historical dependency and a transportation network growth model previously developed by the P.I., a model of the co-evolution of land use and transportation is proposed in this project. Different from existing integrated land use and transportation models that assume exogenous network investment decisions, the co-evolution model considers both land use growth and transportation network growth as endogenous and market-driven. The central research question is how market and policies translate into transportation facilities and land use developments on the ground. The co-evolution model achieves an Urban Growth Equilibrium, which is a useful concept for planning and policy analysis. An agent-based simulation approach is employed to integrate an existing land use model and the transportation network growth model. Close

• 49. [Article] Techniques for Assessing the Socio-Economic Effects of Vehicle Mileage Fees

  This project considers the socio-economic impacts of the new highway user fee structure made possible by advanced technology. The fee structure also has implications for land use and healthy communities ...

  Citation × Citation Citation Abstract Copy Title: Techniques for Assessing the Socio-Economic Effects of Vehicle Mileage Fees Author: McMullen, B. Starr, Nakahara, Kyle, Biswas, Smita, Zhang, Lei, Valluri, Divya Year: 2008 This project considers the socio-economic impacts of the new highway user fee structure made possible by advanced technology. The fee structure also has implications for land use and healthy communities ( urban/rural, income distributional, and environmental impacts). The 2001 Oregon Legislature created the Road User Fee Task Force (RUFTF) to make recommendations regarding a potential replacement for the gasoline tax. A vehicle mile tax has subsequently been proposed as the replacement. Preliminary work has been devoted to exploring technical and institutional options for implementation of such a charge. OSU researchers have developed the technology and there is a pilot project in progress in the Portland area that tests charging vehicle mile road user fees using this technololgy. Media feedback on the proposed vehicle-mile tax has focused on 1) the possible (dis) incentives it could provide to the adoption of more fuel efficient vehicles 2) how the tax may unevenly impact drivers in urban versus rural Oregon, and 3) whether the change in tax structure will have an adverse impact on low income groups. The purpose of this study is to develop a model which provides an analytical framework from which to quantify the impact of changing to the proposed vehicle-mile tax. ODOT will use the results from this study to help formulate the specific form of the vehicle-mile tax (flat tax, a graduated tax, a higher tax for less fuel efficient vehicles, a differential tax for urban/rural areas, etc.). Perhaps just as important is the fact that ODOT needs some quantitative information on the socio-economic impact of such a tax, to use in public relations. A huge factor in determining the ultimate adoption of such a tax structure will be the public acceptance of this change and, in turn, they need to have full information on what it will do. Given the decreasing ability of the gasoline tax to cover the costs of the highway system, an alternative financing scheme is necessary to insure future mobility. There are also implications for environmental stewardship as a vehicle-mile tax has also been suggested as an emissions tax. Finally, once the technology is in place for a vehicle-mile tax, it becomes possible to implement a vehicle-mile tax that may vary by time of day and location, providing an efficient congestion pricing tool. The FHWA has five focus areas for policy research as listed in USDOT, Research, Development, and Technology Plan, 6th edition, FY 2005. One is developing analytical tools to evaluate the impacts of a broad range of highway policy options (p. 4-12). Under Future Direction in Highway Finance: to examine the long-term viability of existing highway financing mechanisms and explore issues relating to alternatives, including the future role of the private sector in providing and managing transportation resources. And under Legislative Analysis and Strategic Planning: Support the development, analysis, and implementation of transportation legislation and address strategic initiatives that are likely to influence future legislative and political directions. Thus, this project is consistent with national and state transportation strategies and priorities. Title: Techniques for Assessing the Socio-Economic Effects of Vehicle Mileage Fees Author: McMullen, B. Starr, Nakahara, Kyle, Biswas, Smita, Zhang, Lei, Valluri, Divya Year: 2008 This project considers the socio-economic impacts of the new highway user fee structure made possible by advanced technology. The fee structure also has implications for land use and healthy communities ( urban/rural, income distributional, and environmental impacts). The 2001 Oregon Legislature created the Road User Fee Task Force (RUFTF) to make recommendations regarding a potential replacement for the gasoline tax. A vehicle mile tax has subsequently been proposed as the replacement. Preliminary work has been devoted to exploring technical and institutional options for implementation of such a charge. OSU researchers have developed the technology and there is a pilot project in progress in the Portland area that tests charging vehicle mile road user fees using this technololgy. Media feedback on the proposed vehicle-mile tax has focused on 1) the possible (dis) incentives it could provide to the adoption of more fuel efficient vehicles 2) how the tax may unevenly impact drivers in urban versus rural Oregon, and 3) whether the change in tax structure will have an adverse impact on low income groups. The purpose of this study is to develop a model which provides an analytical framework from which to quantify the impact of changing to the proposed vehicle-mile tax. ODOT will use the results from this study to help formulate the specific form of the vehicle-mile tax (flat tax, a graduated tax, a higher tax for less fuel efficient vehicles, a differential tax for urban/rural areas, etc.). Perhaps just as important is the fact that ODOT needs some quantitative information on the socio-economic impact of such a tax, to use in public relations. A huge factor in determining the ultimate adoption of such a tax structure will be the public acceptance of this change and, in turn, they need to have full information on what it will do. Given the decreasing ability of the gasoline tax to cover the costs of the highway system, an alternative financing scheme is necessary to insure future mobility. There are also implications for environmental stewardship as a vehicle-mile tax has also been suggested as an emissions tax. Finally, once the technology is in place for a vehicle-mile tax, it becomes possible to implement a vehicle-mile tax that may vary by time of day and location, providing an efficient congestion pricing tool. The FHWA has five focus areas for policy research as listed in USDOT, Research, Development, and Technology Plan, 6th edition, FY 2005. One is developing analytical tools to evaluate the impacts of a broad range of highway policy options (p. 4-12). Under Future Direction in Highway Finance: to examine the long-term viability of existing highway financing mechanisms and explore issues relating to alternatives, including the future role of the private sector in providing and managing transportation resources. And under Legislative Analysis and Strategic Planning: Support the development, analysis, and implementation of transportation legislation and address strategic initiatives that are likely to influence future legislative and political directions. Thus, this project is consistent with national and state transportation strategies and priorities. Close

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

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

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