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• 1. [Article] Green Mind Gray Yard: Micro Scale Assessment of Ecosystem Services

  There is a spatial mismatch between the size of the area where people are living and the extent of land needed to ecologically support developed areas. More people are living in urban areas than any time ...

  Citation × Citation Citation Abstract Copy Title: Green Mind Gray Yard: Micro Scale Assessment of Ecosystem Services Author: Kirkpatrick, Erin Jolene Year: 2013 There is a spatial mismatch between the size of the area where people are living and the extent of land needed to ecologically support developed areas. More people are living in urban areas than any time in history, and the resources need to support cities have had to expand to try and meet the demands of increasing urban populations. However, areas of opportunity exist for urban areas to begin to positively contribute towards the available resources in a region. Because a large portion of urban areas is within private control, gaining a baseline understanding of how residents interact with ecosystem services served as basis of this study. Using a survey of residents in the Portland, OR area, correlations between demographic groups and questions regarding their beliefs, attitudes, and behaviors as they relate to vegetation proved that the knowledge of environmental relationships is an important first step in creating pro-environmental behavior. Those reporting a high level of knowledge for ecological system and processes were more likely to value the benefits of vegetation for other associated reasons, such as for recreational activities, aesthetic purposes, and air or water quality. Additionally, survey responses were mapped to spatial data to gain an understanding of the spatial characteristics of neighborhoods in the survey area and how they have changed over time. Overall, the results in the study display trends that can help outreach organizations and municipalities to determine plans to strategically engage the public in a way that could create a net gain in urban ecosystem services. Title: Green Mind Gray Yard: Micro Scale Assessment of Ecosystem Services Author: Kirkpatrick, Erin Jolene Year: 2013 There is a spatial mismatch between the size of the area where people are living and the extent of land needed to ecologically support developed areas. More people are living in urban areas than any time in history, and the resources need to support cities have had to expand to try and meet the demands of increasing urban populations. However, areas of opportunity exist for urban areas to begin to positively contribute towards the available resources in a region. Because a large portion of urban areas is within private control, gaining a baseline understanding of how residents interact with ecosystem services served as basis of this study. Using a survey of residents in the Portland, OR area, correlations between demographic groups and questions regarding their beliefs, attitudes, and behaviors as they relate to vegetation proved that the knowledge of environmental relationships is an important first step in creating pro-environmental behavior. Those reporting a high level of knowledge for ecological system and processes were more likely to value the benefits of vegetation for other associated reasons, such as for recreational activities, aesthetic purposes, and air or water quality. Additionally, survey responses were mapped to spatial data to gain an understanding of the spatial characteristics of neighborhoods in the survey area and how they have changed over time. Overall, the results in the study display trends that can help outreach organizations and municipalities to determine plans to strategically engage the public in a way that could create a net gain in urban ecosystem services. Close

• 2. [Article] Neighboring in Strip City: A Situational Analysis of Strip Clubs, Land Use Conflict, and Occupational Health in Portland, Oregon

  A lack of land use controls on sexually oriented businesses contributes to the unique configuration of Portland, Oregon's strip clubs: nearly fifty clubs are distributed throughout the city's neighborhoods. ...

  Citation × Citation Citation Abstract Copy Title: Neighboring in Strip City: A Situational Analysis of Strip Clubs, Land Use Conflict, and Occupational Health in Portland, Oregon Author: McGrath, Moriah McSharry Year: 2013 A lack of land use controls on sexually oriented businesses contributes to the unique configuration of Portland, Oregon's strip clubs: nearly fifty clubs are distributed throughout the city's neighborhoods. Considered a locally unwanted land use (LULU) by many, these strip clubs are regulated by a variety of formal and informal social processes in the absence of zoning. This qualitative study explores drivers and constraints shaping the spatial configuration of Portland's strip club industry as well as influences on land use conflict at strip club sites and working conditions for women who work as exotic dancers in the clubs. Data collection entailed review of documents (newspaper articles, legal and administrative decisions and records, and ballot measure pro/con statements); site observations; and in-person interviews with exotic dancers, strip club owners and managers, public employees who deal with strip clubs in their line of work, and people who live and work near strip clubs (n=43). Analysis follows Clarke's (2005) situational analysis methods. The study finds that strip clubs are not necessarily incompatible with residential locations and that such locations can confer benefits to dancers. The normalization of strip clubs in Portland decreases the place stigma associated with strip clubs but has a lesser impact on the person stigma of being an exotic dancer. With regard to land use conflict, the study finds that tolerance of sexual commerce is associated with urbanicity and that neighborhood socioeconomic status has a more complex relationship to community response than is suggested by the literature on land use conflict. Based on these findings, the dissertation argues that conflict resolution programs may be more effective than zoning at managing potential negative effects of sexually oriented businesses, and that improving working conditions for exotic dancers is a complex challenge. It proposes broader adoption of the sex work discourse, including the integration of labor issues in sex industry to advocacy efforts on behalf of other freelance and service sector workers. Title: Neighboring in Strip City: A Situational Analysis of Strip Clubs, Land Use Conflict, and Occupational Health in Portland, Oregon Author: McGrath, Moriah McSharry Year: 2013 A lack of land use controls on sexually oriented businesses contributes to the unique configuration of Portland, Oregon's strip clubs: nearly fifty clubs are distributed throughout the city's neighborhoods. Considered a locally unwanted land use (LULU) by many, these strip clubs are regulated by a variety of formal and informal social processes in the absence of zoning. This qualitative study explores drivers and constraints shaping the spatial configuration of Portland's strip club industry as well as influences on land use conflict at strip club sites and working conditions for women who work as exotic dancers in the clubs. Data collection entailed review of documents (newspaper articles, legal and administrative decisions and records, and ballot measure pro/con statements); site observations; and in-person interviews with exotic dancers, strip club owners and managers, public employees who deal with strip clubs in their line of work, and people who live and work near strip clubs (n=43). Analysis follows Clarke's (2005) situational analysis methods. The study finds that strip clubs are not necessarily incompatible with residential locations and that such locations can confer benefits to dancers. The normalization of strip clubs in Portland decreases the place stigma associated with strip clubs but has a lesser impact on the person stigma of being an exotic dancer. With regard to land use conflict, the study finds that tolerance of sexual commerce is associated with urbanicity and that neighborhood socioeconomic status has a more complex relationship to community response than is suggested by the literature on land use conflict. Based on these findings, the dissertation argues that conflict resolution programs may be more effective than zoning at managing potential negative effects of sexually oriented businesses, and that improving working conditions for exotic dancers is a complex challenge. It proposes broader adoption of the sex work discourse, including the integration of labor issues in sex industry to advocacy efforts on behalf of other freelance and service sector workers. Close

• 3. [Article] Guild's Lake Courts : an impermanent housing project

  Guild's Lake Courts was built as temporary worker housing for the steel and shipyard industries during World War II. The massive housing development in Northwest Portland consisted of 2,432 units of housing, ...

  Citation × Citation Citation Abstract Copy Title: Guild's Lake Courts : an impermanent housing project Author: March, Tanya Lyn Year: 2010 Guild's Lake Courts was built as temporary worker housing for the steel and shipyard industries during World War II. The massive housing development in Northwest Portland consisted of 2,432 units of housing, five community buildings, five childcare centers, a grade school and a fire station. Guild's Lake Courts was the eighth largest housing project built at that time in the United States. The peak population in January 1945 was approximately 10,000 individuals. Archival research, face-to-face oral histories, and resident reunions were used to explore the social, architectural and political history of Guild's Lake Courts. The lens for understanding how the community operated is dominantly for the social history that of a childhood homefront experience. Four wartime themes emerged in this study: 1) that Portland's focus on prejudice dimmed during the war years, 2) that the community was a confluence of humanity, 3) that the design of the site and the housing was shaped by a convergence of New Deal innovations in design construction technologies and electrification and 4) that there was a willingness to sacrifice creature comforts during the war years. Guild's Lake Courts as a residential community under went three rapid evolutions prior to its demolition in 1951, a wartime housing operation 1942-1945, affordable housing 1945-1948, and a haven for Vanport Refugees June 1948-1950. Guild's Lake Courts history has been overlooked but it offers insights into the possible fate of the residents of Vanport City had the community not been flooded in 1948. The story of Guild's Lake Courts is a counterpoint story to Vanport City the largest of the three defense housing projects in Oregon that admitted African-Americans during the war years. Title: Guild's Lake Courts : an impermanent housing project Author: March, Tanya Lyn Year: 2010 Guild's Lake Courts was built as temporary worker housing for the steel and shipyard industries during World War II. The massive housing development in Northwest Portland consisted of 2,432 units of housing, five community buildings, five childcare centers, a grade school and a fire station. Guild's Lake Courts was the eighth largest housing project built at that time in the United States. The peak population in January 1945 was approximately 10,000 individuals. Archival research, face-to-face oral histories, and resident reunions were used to explore the social, architectural and political history of Guild's Lake Courts. The lens for understanding how the community operated is dominantly for the social history that of a childhood homefront experience. Four wartime themes emerged in this study: 1) that Portland's focus on prejudice dimmed during the war years, 2) that the community was a confluence of humanity, 3) that the design of the site and the housing was shaped by a convergence of New Deal innovations in design construction technologies and electrification and 4) that there was a willingness to sacrifice creature comforts during the war years. Guild's Lake Courts as a residential community under went three rapid evolutions prior to its demolition in 1951, a wartime housing operation 1942-1945, affordable housing 1945-1948, and a haven for Vanport Refugees June 1948-1950. Guild's Lake Courts history has been overlooked but it offers insights into the possible fate of the residents of Vanport City had the community not been flooded in 1948. The story of Guild's Lake Courts is a counterpoint story to Vanport City the largest of the three defense housing projects in Oregon that admitted African-Americans during the war years. Close

• 4. [Article] Assessing the Potential of Land Use Modification to Mitigate Ambient NO2 and Its Consequences for Respiratory Health

  Understanding how local land use and land cover (LULC) shapes intra-urban concentrations of atmospheric pollutants—and thus human health—is a key component in designing healthier cities. Here, NO2 is modeled ...

  Citation × Citation Citation Abstract Copy Title: Assessing the Potential of Land Use Modification to Mitigate Ambient NO2 and Its Consequences for Respiratory Health Author: Rao, Meenakshi, George, Linda A., Shandas, Vivek, Rosenstiel, Todd N. Year: 2017 Understanding how local land use and land cover (LULC) shapes intra-urban concentrations of atmospheric pollutants—and thus human health—is a key component in designing healthier cities. Here, NO2 is modeled based on spatially dense summer and winter NO2 observations in Portland-Hillsboro-Vancouver (USA), and the spatial variation of NO2 with LULC investigated using random forest, an ensemble data learning technique. The NO2 random forest model, together with BenMAP, is further used to develop a better understanding of the relationship among LULC, ambient NO2 and respiratory health. The impact of land use modifications on ambient NO2, and consequently on respiratory health, is also investigated using a sensitivity analysis. We find that NO2 associated with roadways and tree-canopied areas may be affecting annual incidence rates of asthma exacerbation in 4–12 year olds by +3000 per 100,000 and -1400 per 100,000, respectively. Our model shows that increasing local tree canopy by 5% may reduce local incidences rates of asthma exacerbation by 6%, indicating that targeted local tree-planting efforts may have a substantial impact on reducing city-wide incidence of respiratory distress. Our findings demonstrate the utility of random forest modeling in evaluating LULC modifications for enhanced respiratory health. Title: Assessing the Potential of Land Use Modification to Mitigate Ambient NO2 and Its Consequences for Respiratory Health Author: Rao, Meenakshi, George, Linda A., Shandas, Vivek, Rosenstiel, Todd N. Year: 2017 Understanding how local land use and land cover (LULC) shapes intra-urban concentrations of atmospheric pollutants—and thus human health—is a key component in designing healthier cities. Here, NO2 is modeled based on spatially dense summer and winter NO2 observations in Portland-Hillsboro-Vancouver (USA), and the spatial variation of NO2 with LULC investigated using random forest, an ensemble data learning technique. The NO2 random forest model, together with BenMAP, is further used to develop a better understanding of the relationship among LULC, ambient NO2 and respiratory health. The impact of land use modifications on ambient NO2, and consequently on respiratory health, is also investigated using a sensitivity analysis. We find that NO2 associated with roadways and tree-canopied areas may be affecting annual incidence rates of asthma exacerbation in 4–12 year olds by +3000 per 100,000 and -1400 per 100,000, respectively. Our model shows that increasing local tree canopy by 5% may reduce local incidences rates of asthma exacerbation by 6%, indicating that targeted local tree-planting efforts may have a substantial impact on reducing city-wide incidence of respiratory distress. Our findings demonstrate the utility of random forest modeling in evaluating LULC modifications for enhanced respiratory health. Close

• 5. [Article] Issues in Trip Generation Methods for Transportation Impact Estimation of Land Use Development: A Review and Discussion of the State-of-the-Art Approaches

  As agencies develop more robust planning objectives for creating sustainable and livable communities, the research community has continued developing supportive tools and methods to provide more accurate ...

  Citation × Citation Citation Abstract Copy Title: Issues in Trip Generation Methods for Transportation Impact Estimation of Land Use Development: A Review and Discussion of the State-of-the-Art Approaches Author: Currans, Kristina Marie Year: 2017 As agencies develop more robust planning objectives for creating sustainable and livable communities, the research community has continued developing supportive tools and methods to provide more accurate and robust means for estimating transportation impacts for site-level development review. This paper is a review of the state-of-the-art trip generation methods for land use transportation impact estimation. First, it provides an overview of the more recent available and peer-reviewed estimation methods. Second, the authors offer a discussion of the successes of state-of-the-art approaches using common themes of research to identify corresponding consistency with theories of travel behavior and urban economics. These themes include: (a) the ability to estimate overall amounts of activity; (b) built environment and multimodal estimation; (c) socio-and economic demographics; (d) mixed and/or multiuse methods; and (e) land use (dis)aggregation. The main objective of this paper is to, throughout the discussion and conclusions, identify the largest and potentially problematic gaps in the state-of-the-art methods available for practice in order to allow researchers, agencies, and practitioners to both be aware of these limitations and forge forward new innovations to solve these on-going problems Title: Issues in Trip Generation Methods for Transportation Impact Estimation of Land Use Development: A Review and Discussion of the State-of-the-Art Approaches Author: Currans, Kristina Marie Year: 2017 As agencies develop more robust planning objectives for creating sustainable and livable communities, the research community has continued developing supportive tools and methods to provide more accurate and robust means for estimating transportation impacts for site-level development review. This paper is a review of the state-of-the-art trip generation methods for land use transportation impact estimation. First, it provides an overview of the more recent available and peer-reviewed estimation methods. Second, the authors offer a discussion of the successes of state-of-the-art approaches using common themes of research to identify corresponding consistency with theories of travel behavior and urban economics. These themes include: (a) the ability to estimate overall amounts of activity; (b) built environment and multimodal estimation; (c) socio-and economic demographics; (d) mixed and/or multiuse methods; and (e) land use (dis)aggregation. The main objective of this paper is to, throughout the discussion and conclusions, identify the largest and potentially problematic gaps in the state-of-the-art methods available for practice in order to allow researchers, agencies, and practitioners to both be aware of these limitations and forge forward new innovations to solve these on-going problems Close

• 6. [Article] Accessibility, Income, and Person Trip Generation: Multilevel Model of Activity at Food Retail Establishments in Portland, Oregon

  In the past decade, the methods for estimating multimodal transportation impacts of urban land use development have improved substantially. One assumption commonly made in these new methods is that overall ...

  Citation × Citation Citation Abstract Copy Title: Accessibility, Income, and Person Trip Generation: Multilevel Model of Activity at Food Retail Establishments in Portland, Oregon Author: Currans, Kristina Marie, Clifton, Kelly Year: 2017 In the past decade, the methods for estimating multimodal transportation impacts of urban land use development have improved substantially. One assumption commonly made in these new methods is that overall person-trip rates at similarly-sized establishments of the same land use do not vary across a region. This is an assumption of convenience to permit the adjustment of ITE Trip Generation vehicle trip rates for use in different urban environments. However, this assumption is inconsistent with theories of urban economics, which recognize that businesses pay a premium to locate in areas with high levels of accessibility to attract more customers. In addition, most transportation impact analyses have ignored income effects, even though socio-economics are a proven driver of travel behavior. To test this assumption and understand the effects of accessibility and income on levels of activity at the establishment level, we examine transaction counts for 97 grocery and convenience markets in Portland, Oregon. In a multilevel negative binomial regression, we test the relationship of regional accessibility, local accessibility, and income on weekly and daily transaction rates. While there was not enough evidence to suggest a significant relationship between accessibility and transaction rates, the results indicated a significant relationship with median income of the surrounding area. The implications point to the need to consider area-wide socio-demographics in site-level transportation impact analysis. The study also provides some important discussion about the use of transaction as a proxy for person-trip rates. Title: Accessibility, Income, and Person Trip Generation: Multilevel Model of Activity at Food Retail Establishments in Portland, Oregon Author: Currans, Kristina Marie, Clifton, Kelly Year: 2017 In the past decade, the methods for estimating multimodal transportation impacts of urban land use development have improved substantially. One assumption commonly made in these new methods is that overall person-trip rates at similarly-sized establishments of the same land use do not vary across a region. This is an assumption of convenience to permit the adjustment of ITE Trip Generation vehicle trip rates for use in different urban environments. However, this assumption is inconsistent with theories of urban economics, which recognize that businesses pay a premium to locate in areas with high levels of accessibility to attract more customers. In addition, most transportation impact analyses have ignored income effects, even though socio-economics are a proven driver of travel behavior. To test this assumption and understand the effects of accessibility and income on levels of activity at the establishment level, we examine transaction counts for 97 grocery and convenience markets in Portland, Oregon. In a multilevel negative binomial regression, we test the relationship of regional accessibility, local accessibility, and income on weekly and daily transaction rates. While there was not enough evidence to suggest a significant relationship between accessibility and transaction rates, the results indicated a significant relationship with median income of the surrounding area. The implications point to the need to consider area-wide socio-demographics in site-level transportation impact analysis. The study also provides some important discussion about the use of transaction as a proxy for person-trip rates. Close

• 7. [Article] Working for the "Working River": Willamette River Water Pollution, 1926 to 1962

  Efforts to abate Willamette River pollution between 1926 and 1962 centered on a struggle between abatement advocates and the two primary polluters in the watershed, the City of Portland and the pulp and ...

  Citation × Citation Citation Abstract Copy Title: Working for the "Working River": Willamette River Water Pollution, 1926 to 1962 Author: Hillegas, James Vincent Year: 2009 Efforts to abate Willamette River pollution between 1926 and 1962 centered on a struggle between abatement advocates and the two primary polluters in the watershed, the City of Portland and the pulp and paper industry. Throughout the twentieth century, the Willamette was by far the most heavily populated and industrialized watershed in Oregon. Like many other of the world's rivers, the Willamette was an integral part of municipal and industrial waste removal systems. As such, the main stem of the river carried the combined wastes from sewage outfalls serving hundreds of thousands of people and millions of gallons daily of pulp and paper making effluents. Exacerbating the impacts of these pollutants on the Willamette were unavoidable geologic and hydrologic constraints impacting the river's flow and, therefore, the river's ability to dilute wastes. As the pollution load in the Willamette River increased throughout the twentieth century, accustomed activities such as recreation, sports fishing, and commercial fishing, were constrained. The polluted water also threatened potential uses of the river, such as tourism and expanded recreation after World War II. To address these concerns, beginning in 1926 clean streams advocates created ad hoc groups of public health experts, sanitary engineers, conservationists, sportsmen, and others to pressure Portland officials and industry representatives to cease polluting the river. In November 1938, continued activism and lobbying from these groups led to the passage of a citizen's initiative creating the Oregon State Sanitary Authority (OSSA). From 1939 to 1962, the OSSA took the lead in the water pollution abatement issue and realized some limited successes including pushing Portland and other cities to build sewage treatment plants and regulating pulp and paper mill discharges. However, in spite of these accomplishments, the issue of water quality grew more complex and difficult through the 1950s, as reflected in Tom McCall's November 1962 television documentary Pollution in Paradise. Title: Working for the "Working River": Willamette River Water Pollution, 1926 to 1962 Author: Hillegas, James Vincent Year: 2009 Efforts to abate Willamette River pollution between 1926 and 1962 centered on a struggle between abatement advocates and the two primary polluters in the watershed, the City of Portland and the pulp and paper industry. Throughout the twentieth century, the Willamette was by far the most heavily populated and industrialized watershed in Oregon. Like many other of the world's rivers, the Willamette was an integral part of municipal and industrial waste removal systems. As such, the main stem of the river carried the combined wastes from sewage outfalls serving hundreds of thousands of people and millions of gallons daily of pulp and paper making effluents. Exacerbating the impacts of these pollutants on the Willamette were unavoidable geologic and hydrologic constraints impacting the river's flow and, therefore, the river's ability to dilute wastes. As the pollution load in the Willamette River increased throughout the twentieth century, accustomed activities such as recreation, sports fishing, and commercial fishing, were constrained. The polluted water also threatened potential uses of the river, such as tourism and expanded recreation after World War II. To address these concerns, beginning in 1926 clean streams advocates created ad hoc groups of public health experts, sanitary engineers, conservationists, sportsmen, and others to pressure Portland officials and industry representatives to cease polluting the river. In November 1938, continued activism and lobbying from these groups led to the passage of a citizen's initiative creating the Oregon State Sanitary Authority (OSSA). From 1939 to 1962, the OSSA took the lead in the water pollution abatement issue and realized some limited successes including pushing Portland and other cities to build sewage treatment plants and regulating pulp and paper mill discharges. However, in spite of these accomplishments, the issue of water quality grew more complex and difficult through the 1950s, as reflected in Tom McCall's November 1962 television documentary Pollution in Paradise. Close

• 8. [Article] Portland and smart growth : What you can learn from the Portland experience

  This paper examines Oregon's statewide land use planning program

  Citation × Citation Citation Abstract Copy Title: Portland and smart growth : What you can learn from the Portland experience Author: Seltzer, Ethan Year: 2000 This paper examines Oregon's statewide land use planning program Title: Portland and smart growth : What you can learn from the Portland experience Author: Seltzer, Ethan Year: 2000 This paper examines Oregon's statewide land use planning program Close

• 9. [Article] Oregon Land Use Statewide Survey

  This report presents the results of a 2005 telephone survey of Oregon residents statewide. Conkling Fiskum & McCormick, Inc. (CFM), a public affairs, strategic communications and research company located ...

  Citation × Citation Citation Abstract Copy Title: Oregon Land Use Statewide Survey Author: Conkling Fiskum and McCormick, Inc. Year: 2005 This report presents the results of a 2005 telephone survey of Oregon residents statewide. Conkling Fiskum & McCormick, Inc. (CFM), a public affairs, strategic communications and research company located in Portland, Oregon, conducted the study. The research objectives were to assess perceptions, opinions and values relating to land use and land use policies in Oregon. Title: Oregon Land Use Statewide Survey Author: Conkling Fiskum and McCormick, Inc. Year: 2005 This report presents the results of a 2005 telephone survey of Oregon residents statewide. Conkling Fiskum & McCormick, Inc. (CFM), a public affairs, strategic communications and research company located in Portland, Oregon, conducted the study. The research objectives were to assess perceptions, opinions and values relating to land use and land use policies in Oregon. Close

• 10. [Article] City Design Lecture Series: Linking Transportation and Land Use Planning

  The objective of this multidisciplinary educational program was to host a lecture series that will inform area professionals, students, and the broader public about the need to consider transportation ...

  Citation × Citation Citation Abstract Copy Title: City Design Lecture Series: Linking Transportation and Land Use Planning Author: Gillem, Mark L. Year: 2010 The objective of this multidisciplinary educational program was to host a lecture series that will inform area professionals, students, and the broader public about the need to consider transportation and land use strategies in concert that can jointly create more livable cities with enhanced safety, reduced congestion, greater mobility choices, and more housing variety. This lecture series meets the Oregon Transportation Research and Education Consortium’s (OTREC) goal of encouraging “… multidisciplinary educational programs and experiential learning across disciplines in the transportation field.” The lecture series brought a variety of nationally known experts in the fields of transportation planning, urban design, and transit-oriented development. These lectures were free and open to the public. Attendance was required of University of Oregon students enrolled in urban design courses. Over 600 participants attended the lectures. In addition, the videotaped lectures are available from the University of Oregon’s website as podcasts. Title: City Design Lecture Series: Linking Transportation and Land Use Planning Author: Gillem, Mark L. Year: 2010 The objective of this multidisciplinary educational program was to host a lecture series that will inform area professionals, students, and the broader public about the need to consider transportation and land use strategies in concert that can jointly create more livable cities with enhanced safety, reduced congestion, greater mobility choices, and more housing variety. This lecture series meets the Oregon Transportation Research and Education Consortium’s (OTREC) goal of encouraging “… multidisciplinary educational programs and experiential learning across disciplines in the transportation field.” The lecture series brought a variety of nationally known experts in the fields of transportation planning, urban design, and transit-oriented development. These lectures were free and open to the public. Attendance was required of University of Oregon students enrolled in urban design courses. Over 600 participants attended the lectures. In addition, the videotaped lectures are available from the University of Oregon’s website as podcasts. Close

• 11. [Article] Continuous Data Integration for Land Use and Transportation Planning and Modeling

  There is an urgent need for improved models that address the interdependencies between land use and transportation, and considerable new work is underway to develop such models in Oregon and elsewhere. ...

  Citation × Citation Citation Abstract Copy Title: Continuous Data Integration for Land Use and Transportation Planning and Modeling Author: Wang, Liming, Kim, Kihong Year: 2014 There is an urgent need for improved models that address the interdependencies between land use and transportation, and considerable new work is underway to develop such models in Oregon and elsewhere. These models and planning practices to integrate land use into the process, however, require the integration of massive amounts of land use data that is messy and incomplete. There have been considerable advances in the treatment of such data problems in other domains, drawing on data mining and machine-learning techniques to address issues in various domains. To date, however, little systematic effort has applied these technological advances to the problem domain of land use and transportation data. Experience suggests that as much as 70% of the total effort in developing integrated land use and transportation models is directly or indirectly associated with data development, integration and cleaning, yet there is remarkably little systematic research focused on the development of reusable methods and tools to support this problem domain. In coordination with an ongoing project of similar theme funded by University of California Transportation Center (UCTC), this project will focus on bringing interdisciplinary methods to develop land use datasets for integrated land use and transportation planning and modeling, with special attention on preserving temporal dimension of the data and monitoring data quality through indicators. Utilizing statistics and machine-learning techniques, we will develop reusable tools that will create a harmonized and coherent land use database from various public and private sources. These tools will be made available to the public and can be used by cities, counties, metropolitan planning agencies, state agencies, universities or anyone else needing to develop a usable database for use in integrated planning and modeling. All of the resulting data, with the exception of proprietary or confidential input data where there is no viable alternative, would be public and reusable for planning and research. Title: Continuous Data Integration for Land Use and Transportation Planning and Modeling Author: Wang, Liming, Kim, Kihong Year: 2014 There is an urgent need for improved models that address the interdependencies between land use and transportation, and considerable new work is underway to develop such models in Oregon and elsewhere. These models and planning practices to integrate land use into the process, however, require the integration of massive amounts of land use data that is messy and incomplete. There have been considerable advances in the treatment of such data problems in other domains, drawing on data mining and machine-learning techniques to address issues in various domains. To date, however, little systematic effort has applied these technological advances to the problem domain of land use and transportation data. Experience suggests that as much as 70% of the total effort in developing integrated land use and transportation models is directly or indirectly associated with data development, integration and cleaning, yet there is remarkably little systematic research focused on the development of reusable methods and tools to support this problem domain. In coordination with an ongoing project of similar theme funded by University of California Transportation Center (UCTC), this project will focus on bringing interdisciplinary methods to develop land use datasets for integrated land use and transportation planning and modeling, with special attention on preserving temporal dimension of the data and monitoring data quality through indicators. Utilizing statistics and machine-learning techniques, we will develop reusable tools that will create a harmonized and coherent land use database from various public and private sources. These tools will be made available to the public and can be used by cities, counties, metropolitan planning agencies, state agencies, universities or anyone else needing to develop a usable database for use in integrated planning and modeling. All of the resulting data, with the exception of proprietary or confidential input data where there is no viable alternative, would be public and reusable for planning and research. Close

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

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

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

• 13. [Article] From Transit Stop to Urbanity Node: Field Audit for Measuring Livability at the Transit Stop

  This research proposal addresses issues of livability at the transit stop. American transit systems have historically been “shoehorned” into existing street networks designed predominantly for cars and ...

  Citation × Citation Citation Abstract Copy Title: From Transit Stop to Urbanity Node: Field Audit for Measuring Livability at the Transit Stop Author: Ruggeri, Deni Year: 2013 This research proposal addresses issues of livability at the transit stop. American transit systems have historically been “shoehorned” into existing street networks designed predominantly for cars and trucks. While much research exists on livability and walkability in the context of urban and suburban streets and blocks, bus stops are greatly understudied. This research focused on bus stops and aimed at analyzing their performance in terms of livability, with particular emphasis on perceptions. Our definition of livability was expanded to include considerations of safety and maintenance, cleanliness, imageability and vitality, which have been shown to affect people’s perceptions of livability and their choice to use public transportation. The Eugene-Springfield metropolitan area and its transit system was the object of our investigation. Using Geographic Information System and Space Syntax software, we identified 17 bus stops having the most potential in terms of livability, which includes considerations of connectivity to other modes of transportation, mix of land uses surrounding the transit stop, and other traditional environmental qualities usually associated with sustainable places. The transit nodes were analyzed using an audit, a systematic test similar to those used by policymakers and communities to assess neighborhood walkability, which was expanded to include both quantitative and qualitative measures of livability. The effectiveness and wording of each type of question was carefully tested and refined, thanks to two separate pilot tests. The data collected through the audit was later standardized and merged into an index, a value representing the overall livability of the 17 bus stops audited. Despite minor differences across raters, the methodology proved effective in measuring and comparing livability across a variety of sites, and in illustrating their performance with regard to the environmental qualities tested. Title: From Transit Stop to Urbanity Node: Field Audit for Measuring Livability at the Transit Stop Author: Ruggeri, Deni Year: 2013 This research proposal addresses issues of livability at the transit stop. American transit systems have historically been “shoehorned” into existing street networks designed predominantly for cars and trucks. While much research exists on livability and walkability in the context of urban and suburban streets and blocks, bus stops are greatly understudied. This research focused on bus stops and aimed at analyzing their performance in terms of livability, with particular emphasis on perceptions. Our definition of livability was expanded to include considerations of safety and maintenance, cleanliness, imageability and vitality, which have been shown to affect people’s perceptions of livability and their choice to use public transportation. The Eugene-Springfield metropolitan area and its transit system was the object of our investigation. Using Geographic Information System and Space Syntax software, we identified 17 bus stops having the most potential in terms of livability, which includes considerations of connectivity to other modes of transportation, mix of land uses surrounding the transit stop, and other traditional environmental qualities usually associated with sustainable places. The transit nodes were analyzed using an audit, a systematic test similar to those used by policymakers and communities to assess neighborhood walkability, which was expanded to include both quantitative and qualitative measures of livability. The effectiveness and wording of each type of question was carefully tested and refined, thanks to two separate pilot tests. The data collected through the audit was later standardized and merged into an index, a value representing the overall livability of the 17 bus stops audited. Despite minor differences across raters, the methodology proved effective in measuring and comparing livability across a variety of sites, and in illustrating their performance with regard to the environmental qualities tested. Close

• 14. [Article] Data-Driven Illustrations for Climate Smart Communities Scenarios

  Public investment in transit and streetscape improvements can encourage private development, and subsequently increase transit ridership and reduce pollution. Portland, OR’s Metro regional government has ...

  Citation × Citation Citation Abstract Copy Title: Data-Driven Illustrations for Climate Smart Communities Scenarios Author: Cheng, Nancy Yen-wen, Ellis, Kim, Vogt, Molly, Chiavarini, Clint, Houk, Justin, Lockyear, Brian, Postma, Boyce, Morell, Peggy Year: 2013 Public investment in transit and streetscape improvements can encourage private development, and subsequently increase transit ridership and reduce pollution. Portland, OR’s Metro regional government has developed investment scenarios designed to reduce light vehicle carbon emissions. Adopting a regional scenario requires public review and consultation with local governments who will implement the comprehensive plans and land-use regulations. Decision makers and residents need to understand potential benefits: ways in which targeted investment could generate more livable urban spaces while reducing greenhouse gases. Illustrations can show how the investments could shape the pedestrian experience through trees, street furniture, buildings, open spaces, etc. This report explains a new workflow to illustrate urban development possibilities that can be adjusted according to evolving forecasts. Developing accessible scenario illustrations from city and regional planning forecasts requires sound analysis and thoughtful graphics to effectively communicate the analysis results. Our workflow connects planning forecasts (incorporating economic, transportation and land development data) to a parametric urban modeler to generate development massing, with views refined with 3D and 2D graphic procedures. Our objective has been to streamline the creation of visuals that communicate community development patterns and amenities provided with different levels of investment. A streamlined procedure allows different designers to generate illustrations with a consistent graphic style. The report documents the workflow, and identifies challenges, opportunities and questions for further work. Title: Data-Driven Illustrations for Climate Smart Communities Scenarios Author: Cheng, Nancy Yen-wen, Ellis, Kim, Vogt, Molly, Chiavarini, Clint, Houk, Justin, Lockyear, Brian, Postma, Boyce, Morell, Peggy Year: 2013 Public investment in transit and streetscape improvements can encourage private development, and subsequently increase transit ridership and reduce pollution. Portland, OR’s Metro regional government has developed investment scenarios designed to reduce light vehicle carbon emissions. Adopting a regional scenario requires public review and consultation with local governments who will implement the comprehensive plans and land-use regulations. Decision makers and residents need to understand potential benefits: ways in which targeted investment could generate more livable urban spaces while reducing greenhouse gases. Illustrations can show how the investments could shape the pedestrian experience through trees, street furniture, buildings, open spaces, etc. This report explains a new workflow to illustrate urban development possibilities that can be adjusted according to evolving forecasts. Developing accessible scenario illustrations from city and regional planning forecasts requires sound analysis and thoughtful graphics to effectively communicate the analysis results. Our workflow connects planning forecasts (incorporating economic, transportation and land development data) to a parametric urban modeler to generate development massing, with views refined with 3D and 2D graphic procedures. Our objective has been to streamline the creation of visuals that communicate community development patterns and amenities provided with different levels of investment. A streamlined procedure allows different designers to generate illustrations with a consistent graphic style. The report documents the workflow, and identifies challenges, opportunities and questions for further work. Close

• 15. [Article] The Boulevard Study: From Arterial to Asset -- Examining the Role of the Multi-Way Boulevard in Coordinated Transportation and Land Use Planning

  Cities that were once considered the most-desired places to live or for businesses to locate are now seeking ways to unclog their increasingly congested roadways and regain their quality of life. U.S. ...

  Citation × Citation Citation Abstract Copy Title: The Boulevard Study: From Arterial to Asset -- Examining the Role of the Multi-Way Boulevard in Coordinated Transportation and Land Use Planning Author: Gillem, Mark L. Year: 2010 Cities that were once considered the most-desired places to live or for businesses to locate are now seeking ways to unclog their increasingly congested roadways and regain their quality of life. U.S. Department of Transportation Strategic Plan Background Cities across the U.S. that are struggling with congestion resort to remedies that are increasingly difficult to implement. Adding capacity is a more challenging proposition given limited land availability, greater environmental constraints, and fiscal barriers. Replacing individual trips with transit has seen limited success and can typically only be justified at greater levels of density than many communities currently support. Multiway boulevards offer one possible but little studied alternative to congested arterials in metropolitan areas. These streets, which are common in Europe, have several lanes of faster moving through traffic in the middle separated by medians from parking and access lanes on the sides. With local traffic traveling in the slow moving access lanes, these streets support a wider array of land uses than typical arterials. Ground level retail uses can take advantage of on-street parking in the access lanes. Residential uses are attracted to the park-like quality of the landscaped boulevards. This study will investigate the transportation and land use potential of replacing the ubiquitous arterial with multiway boulevards. Objective. This is an applied research project that will examine the opportunities and constraints to converting an auto-oriented five-and six-lane arterial into a multiway boulevard with transit as a way of reducing congestion, improving pedestrian and automobile safety, and supporting more unified land uses. Hence, the study is well aligned with OTREC's theme of integrating land use and transportation planning as well as U.S. Department of Transportation (USDOT) strategic objectives focused on improving safety, enhancing mobility, and minimizing transportation related environmental impacts. Method and Scope The project will use a case study approach and will focus on the Franklin Corridor in the Eugene-Springfield area. Through a series of public workshops, planning studios, and student research efforts, University of Oregon graduate and undergraduate students in architecture, landscape architecture, and planning, along with local professionals, and members of the general public will work together to analyze existing conditions, develop planning objectives, prepare conceptual diagrams for development of the corridor, examine alternative right-of-way sections, and calculate potential future development capacities in terms of densities and open space. The work effort will be focused on developing a conceptual analysis of existing and proposed conditions rather than on detailed traffic modeling and design. The study area will include Franklin Boulevard from the eastern edge of Glenwood to Eugene's Ferry Street Bridge. The corridor is under intense development pressure. On the west end, Eugene's new Federal Courthouse will be the anchor for a 50-acre redeveloped industrial district. In the middle are proposals for the 80-acre Walnut Station Mixed Use Area. On the east end are redevelopment concepts for a 43-acre portion of Glenwood. In this project, we will look beyond these individual projects and study the potential for the corridor as a whole. Title: The Boulevard Study: From Arterial to Asset -- Examining the Role of the Multi-Way Boulevard in Coordinated Transportation and Land Use Planning Author: Gillem, Mark L. Year: 2010 Cities that were once considered the most-desired places to live or for businesses to locate are now seeking ways to unclog their increasingly congested roadways and regain their quality of life. U.S. Department of Transportation Strategic Plan Background Cities across the U.S. that are struggling with congestion resort to remedies that are increasingly difficult to implement. Adding capacity is a more challenging proposition given limited land availability, greater environmental constraints, and fiscal barriers. Replacing individual trips with transit has seen limited success and can typically only be justified at greater levels of density than many communities currently support. Multiway boulevards offer one possible but little studied alternative to congested arterials in metropolitan areas. These streets, which are common in Europe, have several lanes of faster moving through traffic in the middle separated by medians from parking and access lanes on the sides. With local traffic traveling in the slow moving access lanes, these streets support a wider array of land uses than typical arterials. Ground level retail uses can take advantage of on-street parking in the access lanes. Residential uses are attracted to the park-like quality of the landscaped boulevards. This study will investigate the transportation and land use potential of replacing the ubiquitous arterial with multiway boulevards. Objective. This is an applied research project that will examine the opportunities and constraints to converting an auto-oriented five-and six-lane arterial into a multiway boulevard with transit as a way of reducing congestion, improving pedestrian and automobile safety, and supporting more unified land uses. Hence, the study is well aligned with OTREC's theme of integrating land use and transportation planning as well as U.S. Department of Transportation (USDOT) strategic objectives focused on improving safety, enhancing mobility, and minimizing transportation related environmental impacts. Method and Scope The project will use a case study approach and will focus on the Franklin Corridor in the Eugene-Springfield area. Through a series of public workshops, planning studios, and student research efforts, University of Oregon graduate and undergraduate students in architecture, landscape architecture, and planning, along with local professionals, and members of the general public will work together to analyze existing conditions, develop planning objectives, prepare conceptual diagrams for development of the corridor, examine alternative right-of-way sections, and calculate potential future development capacities in terms of densities and open space. The work effort will be focused on developing a conceptual analysis of existing and proposed conditions rather than on detailed traffic modeling and design. The study area will include Franklin Boulevard from the eastern edge of Glenwood to Eugene's Ferry Street Bridge. The corridor is under intense development pressure. On the west end, Eugene's new Federal Courthouse will be the anchor for a 50-acre redeveloped industrial district. In the middle are proposals for the 80-acre Walnut Station Mixed Use Area. On the east end are redevelopment concepts for a 43-acre portion of Glenwood. In this project, we will look beyond these individual projects and study the potential for the corridor as a whole. Close

• 16. [Article] A Brief Portrait of Multimodal Transportation Planning in Oregon and the Path to Achieving It, 1890-1974

  This project was designed to outline transportation chapters of a planned written history of Oregon land use planning, written in ways that would make the transportation planning profession relevant to ...

  Citation × Citation Citation Abstract Copy Title: A Brief Portrait of Multimodal Transportation Planning in Oregon and the Path to Achieving It, 1890-1974 Author: Abbott, Carl, Lowry, Sam Year: 2010 This project was designed to outline transportation chapters of a planned written history of Oregon land use planning, written in ways that would make the transportation planning profession relevant to a popular audience. The writing would focus on stories from the profession, and on historical facts and events in Oregon transportation planning history that would surprise or enlighten popular reading audiences. Technology transfer would occur through publication of one or more written pieces of work. The result is a topical and historical tale entitled "A Brief Portrait of Multimodal Transportation Planning in Oregon and the Path to Achieving It, 1890-1974." Sources told stories with enthusiastic reference to past transportation events. The structure chosen was an interwoven collection of topical essays, arranged chronologically but skipping sideways, sometimes backward or forward, from stage to stage – national, metropolitan, state governmental, local – but always moving forward in time. The tale presented here takes the reader through tumultuous early years, up to the moment in 1974 when statewide planning goals, including Goal 12, the transportation goal, were adopted by the Oregon Legislature. Title: A Brief Portrait of Multimodal Transportation Planning in Oregon and the Path to Achieving It, 1890-1974 Author: Abbott, Carl, Lowry, Sam Year: 2010 This project was designed to outline transportation chapters of a planned written history of Oregon land use planning, written in ways that would make the transportation planning profession relevant to a popular audience. The writing would focus on stories from the profession, and on historical facts and events in Oregon transportation planning history that would surprise or enlighten popular reading audiences. Technology transfer would occur through publication of one or more written pieces of work. The result is a topical and historical tale entitled "A Brief Portrait of Multimodal Transportation Planning in Oregon and the Path to Achieving It, 1890-1974." Sources told stories with enthusiastic reference to past transportation events. The structure chosen was an interwoven collection of topical essays, arranged chronologically but skipping sideways, sometimes backward or forward, from stage to stage – national, metropolitan, state governmental, local – but always moving forward in time. The tale presented here takes the reader through tumultuous early years, up to the moment in 1974 when statewide planning goals, including Goal 12, the transportation goal, were adopted by the Oregon Legislature. Close

• 17. [Article] Seeking Solutions to Long-Term Public Engagement in Rapidly Diversifying Communities: A Case Study in Washington County, Oregon

  This paper explores the challenges in engaging a rapidly diversifying public in county government decision-making. The State of Oregon recognized the importance of meaningful public engagement by naming ...

  Citation × Citation Citation Abstract Copy Title: Seeking Solutions to Long-Term Public Engagement in Rapidly Diversifying Communities: A Case Study in Washington County, Oregon Author: Merrick, Meg, Tremoulet, Andrée Year: 2016 This paper explores the challenges in engaging a rapidly diversifying public in county government decision-making. The State of Oregon recognized the importance of meaningful public engagement by naming it as the first goal of its landmark statewide land use planning system adopted in 1973. Washington County, which is part of Portland’s tri-county metropolitan region, is geographically large, historically white but, in recent years, rapidly diversifying. It is also largely suburban and includes the region’s largest unincorporated communities. In addition, Washington County includes significant agricultural activities and small rural communities. Title: Seeking Solutions to Long-Term Public Engagement in Rapidly Diversifying Communities: A Case Study in Washington County, Oregon Author: Merrick, Meg, Tremoulet, Andrée Year: 2016 This paper explores the challenges in engaging a rapidly diversifying public in county government decision-making. The State of Oregon recognized the importance of meaningful public engagement by naming it as the first goal of its landmark statewide land use planning system adopted in 1973. Washington County, which is part of Portland’s tri-county metropolitan region, is geographically large, historically white but, in recent years, rapidly diversifying. It is also largely suburban and includes the region’s largest unincorporated communities. In addition, Washington County includes significant agricultural activities and small rural communities. Close

• 18. [Article] Planning at the Ballot Box : Better Decisions or the End of Planning?

  Land use planning in a variety of forms has been coming to the ballot box in Oregon more frequently in recent years, and this raises a host of issues for citizens, planners, advocates of all stripes, and ...

  Citation × Citation Citation Abstract Copy Title: Planning at the Ballot Box : Better Decisions or the End of Planning? Author: Seltzer, Ethan, Rehberg, Shayna Year: 2002 Land use planning in a variety of forms has been coming to the ballot box in Oregon more frequently in recent years, and this raises a host of issues for citizens, planners, advocates of all stripes, and elected officials alike. Will we make planning decisions through deliberative, inclusive public processes, or will planning amount to ?yes-no? questions put before voters in the form of ballot measures? Will representative elected bodies be the decisionmakers, or will we bypass them completely with new applications of direct democracy? To help identify and describe this trend, this paper reviews the current literature on ballot box planning as a means for helping metropolitan area communities get ready for what is likely to be an increasing volume of planning-related electoral activity. Here, "ballot box planning" refers to the use of initiatives and referenda in deciding land use planning matters (Caves, 1992). Citizen initiatives and referenda are tools of direct democracy, and in the literature are also referred to as tools for "direct legislation." Title: Planning at the Ballot Box : Better Decisions or the End of Planning? Author: Seltzer, Ethan, Rehberg, Shayna Year: 2002 Land use planning in a variety of forms has been coming to the ballot box in Oregon more frequently in recent years, and this raises a host of issues for citizens, planners, advocates of all stripes, and elected officials alike. Will we make planning decisions through deliberative, inclusive public processes, or will planning amount to ?yes-no? questions put before voters in the form of ballot measures? Will representative elected bodies be the decisionmakers, or will we bypass them completely with new applications of direct democracy? To help identify and describe this trend, this paper reviews the current literature on ballot box planning as a means for helping metropolitan area communities get ready for what is likely to be an increasing volume of planning-related electoral activity. Here, "ballot box planning" refers to the use of initiatives and referenda in deciding land use planning matters (Caves, 1992). Citizen initiatives and referenda are tools of direct democracy, and in the literature are also referred to as tools for "direct legislation." Close

• 19. [Article] Planning in the Portland Metropolitan Area after Measure 37

  Created in the aftermath of Measure 37, the Russill Fellowship is aimed at examining non-regulatory land use planning tools and their potential application in the Portland Metropolitan area, with a particular ...

  Citation × Citation Citation Abstract Copy Title: Planning in the Portland Metropolitan Area after Measure 37 Author: Reid, Ted Year: 2006 Created in the aftermath of Measure 37, the Russill Fellowship is aimed at examining non-regulatory land use planning tools and their potential application in the Portland Metropolitan area, with a particular emphasis on habitat conservation. The above-mentioned ballot initiative and the larger private property rights movement have given an indication that Oregon voters perceive inequities in the State’s land use planning system. It is also clear that Oregonians still place a high value on the conservation of our state’s natural resources. According to a March, 2005 statewide survey, protecting farmland for farming is very important to 67% of respondents, protecting the environment is very important to 61%, and protecting wildlife habitat is very important to 58% (CFM Research, 2005). According to a more recent survey commissioned by Metro, 72% of respondents indicated that a policy to “add houses in existing neighborhoods” comes closer to how they feel while only 16% chose “convert farm and forest land for growth” (12% responded with “don’t know”) (Davis, Hibbits, & Midghall, Inc., 2006). Regardless of the legal status of Measure 37 or any future regulatory takings initiatives, the planner’s toolbox needs to be expanded, providing a wider variety of options to accomplish the Statewide Planning Goals. However, as the research for this paper progressed, a more complicated picture of planning and the use of regulations has emerged. It has become clear that non-regulatory planning instruments are no substitute for regulation in upholding Oregon’s Statewide Planning Goals. The above-cited survey indicates that Oregonians do still see the importance of the Goals. Thus, this paper has focused on the need for long-range planning, the relationship between planning and property values, the threat of sprawl in the Portland region, planning instruments that help to control such sprawl, and whether such instruments are able to attain Oregon’s Statewide Planning Goals. Title: Planning in the Portland Metropolitan Area after Measure 37 Author: Reid, Ted Year: 2006 Created in the aftermath of Measure 37, the Russill Fellowship is aimed at examining non-regulatory land use planning tools and their potential application in the Portland Metropolitan area, with a particular emphasis on habitat conservation. The above-mentioned ballot initiative and the larger private property rights movement have given an indication that Oregon voters perceive inequities in the State’s land use planning system. It is also clear that Oregonians still place a high value on the conservation of our state’s natural resources. According to a March, 2005 statewide survey, protecting farmland for farming is very important to 67% of respondents, protecting the environment is very important to 61%, and protecting wildlife habitat is very important to 58% (CFM Research, 2005). According to a more recent survey commissioned by Metro, 72% of respondents indicated that a policy to “add houses in existing neighborhoods” comes closer to how they feel while only 16% chose “convert farm and forest land for growth” (12% responded with “don’t know”) (Davis, Hibbits, & Midghall, Inc., 2006). Regardless of the legal status of Measure 37 or any future regulatory takings initiatives, the planner’s toolbox needs to be expanded, providing a wider variety of options to accomplish the Statewide Planning Goals. However, as the research for this paper progressed, a more complicated picture of planning and the use of regulations has emerged. It has become clear that non-regulatory planning instruments are no substitute for regulation in upholding Oregon’s Statewide Planning Goals. The above-cited survey indicates that Oregonians do still see the importance of the Goals. Thus, this paper has focused on the need for long-range planning, the relationship between planning and property values, the threat of sprawl in the Portland region, planning instruments that help to control such sprawl, and whether such instruments are able to attain Oregon’s Statewide Planning Goals. Close

• 20. [Article] Mitigating the impacts of Measure 37 : implementing a statewide transferable development rights program in Oregon

  Nonregulatory land use planning tools can be effective for achieving statewide planning goals, but only in a regulatory context. Measure 37 makes that regulatory context problematic, with planners’ flexibility ...

  Citation × Citation Citation Abstract Copy Title: Mitigating the impacts of Measure 37 : implementing a statewide transferable development rights program in Oregon Author: Grothaus, Mary L. Year: 2007 Nonregulatory land use planning tools can be effective for achieving statewide planning goals, but only in a regulatory context. Measure 37 makes that regulatory context problematic, with planners’ flexibility in making regulatory changes stymied. To conserve wildlife habitat after Measure 37, Oregon’s planners need to turn to these non-regulatory tools. One such tool is transferable development rights (TDRs). TDRs equitably preserve the ecosystem services of rural lands and promote efficient land use patterns. A rural property owner “transfers” her development rights to an urban developer by placing a conservation easement on her property and accepting payment from the developer, who profits from development bonuses. This payment could be declared compensation under Measure 37 and could mitigate the Measure’s potential development impacts. Title: Mitigating the impacts of Measure 37 : implementing a statewide transferable development rights program in Oregon Author: Grothaus, Mary L. Year: 2007 Nonregulatory land use planning tools can be effective for achieving statewide planning goals, but only in a regulatory context. Measure 37 makes that regulatory context problematic, with planners’ flexibility in making regulatory changes stymied. To conserve wildlife habitat after Measure 37, Oregon’s planners need to turn to these non-regulatory tools. One such tool is transferable development rights (TDRs). TDRs equitably preserve the ecosystem services of rural lands and promote efficient land use patterns. A rural property owner “transfers” her development rights to an urban developer by placing a conservation easement on her property and accepting payment from the developer, who profits from development bonuses. This payment could be declared compensation under Measure 37 and could mitigate the Measure’s potential development impacts. Close

• 21. [Article] Looking Back at Planning Oregon

  An interview with Henry Richmond is the product of a new project called People and the Land: An Oral History of Oregon's Statewide Land Use Planning Program. Richmond explains the political and economic ...

  Citation × Citation Citation Abstract Copy Title: Looking Back at Planning Oregon Author: Richmond, Henry, Sitzman, James Year: 2016 An interview with Henry Richmond is the product of a new project called People and the Land: An Oral History of Oregon's Statewide Land Use Planning Program. Richmond explains the political and economic conditions in which land use program was forged, and how these have changed over time. The full interview is available here: http://archives.pdx.edu/ds/psu/16296 Title: Looking Back at Planning Oregon Author: Richmond, Henry, Sitzman, James Year: 2016 An interview with Henry Richmond is the product of a new project called People and the Land: An Oral History of Oregon's Statewide Land Use Planning Program. Richmond explains the political and economic conditions in which land use program was forged, and how these have changed over time. The full interview is available here: http://archives.pdx.edu/ds/psu/16296 Close

• 22. [Article] Evaluation of Smart Phone Weight-Mile Tax Truck Data for Supporting Freight Modeling, Performance Measures and Planning

  Oregon is one of the few states that currently charge a commercial truck weight-mile tax (WMT). This research serves to evaluate ancillary applications for a system developed by the Oregon Department of ...

  Citation × Citation Citation Abstract Copy Title: Evaluation of Smart Phone Weight-Mile Tax Truck Data for Supporting Freight Modeling, Performance Measures and Planning Author: Bell, Katherine E., Figliozzi, Miguel Andres Year: 2013 Oregon is one of the few states that currently charge a commercial truck weight-mile tax (WMT). This research serves to evaluate ancillary applications for a system developed by the Oregon Department of Transportation (ODOT) to simplify WMT collection. The data collection system developed by ODOT – Truck Road Use Electronics (TRUE) - includes a smart phone application with a Global Positioning System (GPS) device and microprocessor. The TRUE data has enormous advantages over commercial truck GPS data used in previous research due to its level of disaggregation and its potential to differentiate between vehicle and commodity types. This research evaluates the accuracy of the TRUE data and demonstrates the results of its application to develop trip generation rates for a variety of truck types and land use categories. This research also confirms the value of the TRUE data to enhance existing ODOT transportation planning models and performance measures. Further, the potential use of the data for emission estimates is evaluated. A sensitivity analysis using the U.S. Environmental Protection Agency's (EPA) Motor Vehicle Emission Simulator 2010b (MOVES2010b) is performed in order to the understand the level of error that might be encountered in emission estimates when such detailed data is not available. Title: Evaluation of Smart Phone Weight-Mile Tax Truck Data for Supporting Freight Modeling, Performance Measures and Planning Author: Bell, Katherine E., Figliozzi, Miguel Andres Year: 2013 Oregon is one of the few states that currently charge a commercial truck weight-mile tax (WMT). This research serves to evaluate ancillary applications for a system developed by the Oregon Department of Transportation (ODOT) to simplify WMT collection. The data collection system developed by ODOT – Truck Road Use Electronics (TRUE) - includes a smart phone application with a Global Positioning System (GPS) device and microprocessor. The TRUE data has enormous advantages over commercial truck GPS data used in previous research due to its level of disaggregation and its potential to differentiate between vehicle and commodity types. This research evaluates the accuracy of the TRUE data and demonstrates the results of its application to develop trip generation rates for a variety of truck types and land use categories. This research also confirms the value of the TRUE data to enhance existing ODOT transportation planning models and performance measures. Further, the potential use of the data for emission estimates is evaluated. A sensitivity analysis using the U.S. Environmental Protection Agency's (EPA) Motor Vehicle Emission Simulator 2010b (MOVES2010b) is performed in order to the understand the level of error that might be encountered in emission estimates when such detailed data is not available. Close

• 23. [Article] Development and Sensitivity Testing of Alternative Mobility Metrics

  The Oregon Highway Plan’s (OHP) mobility policies guide various planning and programming activities of the Oregon Department of Transportation (ODOT). Among these activities are ODOT’s land use change ...

  Citation × Citation Citation Abstract Copy Title: Development and Sensitivity Testing of Alternative Mobility Metrics Author: Gliebe, John, Strathman, James G. Year: 2012 The Oregon Highway Plan’s (OHP) mobility policies guide various planning and programming activities of the Oregon Department of Transportation (ODOT). Among these activities are ODOT’s land use change review responsibilities under the Transportation Planning Rule, as adopted by the state’s Land Conservation and Development Commission. This report examines supplemental transportation performance metrics beyond the volume-to-capacity metric that currently supports OHP mobility policies. Selected supplemental metrics are empirically analyzed using a travel demand model calibrated for a Medford, Oregon study area. Title: Development and Sensitivity Testing of Alternative Mobility Metrics Author: Gliebe, John, Strathman, James G. Year: 2012 The Oregon Highway Plan’s (OHP) mobility policies guide various planning and programming activities of the Oregon Department of Transportation (ODOT). Among these activities are ODOT’s land use change review responsibilities under the Transportation Planning Rule, as adopted by the state’s Land Conservation and Development Commission. This report examines supplemental transportation performance metrics beyond the volume-to-capacity metric that currently supports OHP mobility policies. Selected supplemental metrics are empirically analyzed using a travel demand model calibrated for a Medford, Oregon study area. Close

• 24. [Article] Land Use Framework Map

  A depiction of areas designated urban vs. non-urban in the Portland metropolitan region.

  Citation × Citation Citation Abstract Copy Title: Land Use Framework Map Author: Metro (Or.) Year: 1979 A depiction of areas designated urban vs. non-urban in the Portland metropolitan region. Title: Land Use Framework Map Author: Metro (Or.) Year: 1979 A depiction of areas designated urban vs. non-urban in the Portland metropolitan region. Close

• 25. [Article] Evidence Supporting Treatment Practice Based Delineation of Stormwater Runoff Zones

  Particles mobilized by stormwater negatively affect receiving surface waters. Stormwater best management practices (BMPs) can reduce solids along with associated pollutants in runoff but engineers and ...

  Citation × Citation Citation Abstract Copy Title: Evidence Supporting Treatment Practice Based Delineation of Stormwater Runoff Zones Author: Gorski, Jacob J. Year: 2013 Particles mobilized by stormwater negatively affect receiving surface waters. Stormwater best management practices (BMPs) can reduce solids along with associated pollutants in runoff but engineers and environmental managers have been long vexed by the problem of choosing the optimal BMP for a given situation. A common BMP process for solids removal is sedimentation. This thesis addresses the question of whether the effectiveness (and thus choice) of a sedimentation device can be estimated (and thus optimized) from the particle size properties of runoff, which, in turn, could be associated with specific runoff zones or land uses. Presented here is a series of experiments to determine the solids-removal capabilities of a manufactured oil-water separator that also removes solids via sedimentation. A statistical model developed from the experimental data shows that, under normal operating conditions, influent particle size can be used to accurately estimate effluent total suspended solids (TSS) for BMPs of this type. Relationships between particle size and particle-bound metal concentrations for Cu, Zn and Pb were then obtained from the literature and incorporated into the model to allow estimates of metal removal efficiencies based on TSS and PSD. The model can be used with an arbitrary particle size distribution (PSD); this allows effluent quality predictions to be made considering that particle sizes entering stormwater BMPs could vary due to anthropogenic, hydraulic or hydrologic factors. To place these experimental and modeling results in the context of an urban environment, samples of deposited stormwater solids were collected from residential areas, commercial areas and an industrial zone in Portland, Oregon, and the PSD of each sample was determined using light obstruction particle sizing. PSDs ranging over sizes from 3μm to 200μm vary among these locations. Areas with high anthropogenic impact were found to have PSDs skewed toward the smallest particle sizes. The statistical model developed here was then used to show that the effluent quality of the BMP tested would differ depending on the locations where solids were collected. The evidence presented in this thesis thus indicates that device performance will correlate with geographic locations or land use zone and validates further investigation into delineating the City of Portland's characteristic runoff zones and using the runoff characteristics of each zone to map it to the most desirable treatment practices. Title: Evidence Supporting Treatment Practice Based Delineation of Stormwater Runoff Zones Author: Gorski, Jacob J. Year: 2013 Particles mobilized by stormwater negatively affect receiving surface waters. Stormwater best management practices (BMPs) can reduce solids along with associated pollutants in runoff but engineers and environmental managers have been long vexed by the problem of choosing the optimal BMP for a given situation. A common BMP process for solids removal is sedimentation. This thesis addresses the question of whether the effectiveness (and thus choice) of a sedimentation device can be estimated (and thus optimized) from the particle size properties of runoff, which, in turn, could be associated with specific runoff zones or land uses. Presented here is a series of experiments to determine the solids-removal capabilities of a manufactured oil-water separator that also removes solids via sedimentation. A statistical model developed from the experimental data shows that, under normal operating conditions, influent particle size can be used to accurately estimate effluent total suspended solids (TSS) for BMPs of this type. Relationships between particle size and particle-bound metal concentrations for Cu, Zn and Pb were then obtained from the literature and incorporated into the model to allow estimates of metal removal efficiencies based on TSS and PSD. The model can be used with an arbitrary particle size distribution (PSD); this allows effluent quality predictions to be made considering that particle sizes entering stormwater BMPs could vary due to anthropogenic, hydraulic or hydrologic factors. To place these experimental and modeling results in the context of an urban environment, samples of deposited stormwater solids were collected from residential areas, commercial areas and an industrial zone in Portland, Oregon, and the PSD of each sample was determined using light obstruction particle sizing. PSDs ranging over sizes from 3μm to 200μm vary among these locations. Areas with high anthropogenic impact were found to have PSDs skewed toward the smallest particle sizes. The statistical model developed here was then used to show that the effluent quality of the BMP tested would differ depending on the locations where solids were collected. The evidence presented in this thesis thus indicates that device performance will correlate with geographic locations or land use zone and validates further investigation into delineating the City of Portland's characteristic runoff zones and using the runoff characteristics of each zone to map it to the most desirable treatment practices. Close

• 26. [Article] Improving Vehicle Trip Generation Estimations for Urban Contexts: A Method Using Household Travel Surveys to Adjust ITE Trip Generation Rates

  The purpose of this research is to develop and test a widely available, ready-to-use method for adjusting the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip generation ...

  Citation × Citation Citation Abstract Copy Title: Improving Vehicle Trip Generation Estimations for Urban Contexts: A Method Using Household Travel Surveys to Adjust ITE Trip Generation Rates Author: Currans, Kristina Marie Year: 2013 The purpose of this research is to develop and test a widely available, ready-to-use method for adjusting the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip generation estimates for urban context using regional household travel survey data. The ITE Handbook has become the predominant method for estimating vehicle trips generated by different land uses or establishment, providing a method for data collection and vehicle trip estimation based on the size of the development (e.g. gross square footage, number of employees, number of dwelling units). These estimates are used in traffic impact analysis to assess the amount of impact the development will have on nearby transportation facilities and, the corresponding charges for mitigating the development's negative impacts, with roadway expansions, added turning bays, additional parking or traffic signalization, for example. The Handbook is often criticized, however, for its inability to account for variations in travel modes across urban contexts. For more than fifty years, ITE has collected suburban, vehicle-oriented data on trip generation for automobiles only. Despite the provision of warnings against application in urban areas, local governments continue to require the use of the ITE Handbook across all area-types. By over predicting vehicle traffic to developments in urban developments, developments may be overcharged to mitigate these developments locating in urban environments despite the lower automobile mode shares, discouraging infill development or densification. When ITE's Trip Generation Handbook overestimates the vehicle impact of a development, facilities are also overbuilt for the automobile traffic and diminishing the use of alternative modes. When ITE's TGH underestimates this impact, adjacent facilities may become oversaturated with traffic, pushing cars onto smaller facilities nearby. Currently, there is momentum amongst practitioners to improve these estimation techniques in urban contexts to help support smart growth and better plan for multiple modes. This research developed and tested a method to adjust ITE's Handbook vehicle trip generation estimates for changes in transportation mode shares in more urban contexts using information from household travel surveys. Mode share adjustments provide direct reductions to ITE's Handbook vehicle trip estimations. Household travel survey (HTS) data from three regions were collected: Portland, Oregon; Seattle, Washington; and Baltimore, Maryland. These data were used to estimate the automobile mode share rates across urban context using three different adjustment methodologies: (A) a descriptive table of mode shares across activity density ranges, (B) a binary logistic regression that includes a built environment description of urban context with the best predictive power, and (C) a binary logistic regression that includes a built environment description of urban context with high predictive power and land use policy-sensitivity. Each of these three methods for estimating the automobile mode share across urban context were estimated for each of nine land use categories, resulting in nine descriptive tables (Adjustment A) and eighteen regressions (Adjustments B and C). Additionally, a linear regression was estimated to predict vehicle occupancy rates across urban contexts for each of nine land use categories. 195 independently collected establishment-level vehicle trip generation data were collected in accordance with the ITE Handbook to validate and compare the performance of the three adjustment methods and estimations from the Handbook. Six land use categories (out of the nine estimated) were able to be tested. Out of all of the land uses tested and verified, ITE's Trip Generation Handbook appeared to have more accurate estimations for land uses that included residential condominiums/townhouses (LUC 230), supermarkets (LUC 850) and quality (sit-down) restaurants (LUC 931). Moderate or small improvements were observed when applying urban context adjustments to mid-rise apartments (LUC 223), high-turnover (sit-down) restaurants (LUC 932). The most substantial improvements occurred at high-rise apartments (LUC 222) and condominiums/townhouses (LUC 232), shopping centers (LUC 820), or coffee/donut (LUC 936) or bread/donut/bagel shops (LUC 939) without drive-through windows. The three methods proposed to estimate automobile mode share provides improvements to the Handbook rates for most infill developments in urban environments. For the land uses analyzed, it appeared a descriptive table of mode shares across activity density provided results with comparable improvements to the results from the more sophisticated binary logistic model estimations. Additional independently collected establishment-level data collections representing more land uses, time periods and time of days are necessary to determine how ITE's Handbook performs in other circumstances, including assessing the transferability of the vehicle trip end rates or mode share reductions across regions. Title: Improving Vehicle Trip Generation Estimations for Urban Contexts: A Method Using Household Travel Surveys to Adjust ITE Trip Generation Rates Author: Currans, Kristina Marie Year: 2013 The purpose of this research is to develop and test a widely available, ready-to-use method for adjusting the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip generation estimates for urban context using regional household travel survey data. The ITE Handbook has become the predominant method for estimating vehicle trips generated by different land uses or establishment, providing a method for data collection and vehicle trip estimation based on the size of the development (e.g. gross square footage, number of employees, number of dwelling units). These estimates are used in traffic impact analysis to assess the amount of impact the development will have on nearby transportation facilities and, the corresponding charges for mitigating the development's negative impacts, with roadway expansions, added turning bays, additional parking or traffic signalization, for example. The Handbook is often criticized, however, for its inability to account for variations in travel modes across urban contexts. For more than fifty years, ITE has collected suburban, vehicle-oriented data on trip generation for automobiles only. Despite the provision of warnings against application in urban areas, local governments continue to require the use of the ITE Handbook across all area-types. By over predicting vehicle traffic to developments in urban developments, developments may be overcharged to mitigate these developments locating in urban environments despite the lower automobile mode shares, discouraging infill development or densification. When ITE's Trip Generation Handbook overestimates the vehicle impact of a development, facilities are also overbuilt for the automobile traffic and diminishing the use of alternative modes. When ITE's TGH underestimates this impact, adjacent facilities may become oversaturated with traffic, pushing cars onto smaller facilities nearby. Currently, there is momentum amongst practitioners to improve these estimation techniques in urban contexts to help support smart growth and better plan for multiple modes. This research developed and tested a method to adjust ITE's Handbook vehicle trip generation estimates for changes in transportation mode shares in more urban contexts using information from household travel surveys. Mode share adjustments provide direct reductions to ITE's Handbook vehicle trip estimations. Household travel survey (HTS) data from three regions were collected: Portland, Oregon; Seattle, Washington; and Baltimore, Maryland. These data were used to estimate the automobile mode share rates across urban context using three different adjustment methodologies: (A) a descriptive table of mode shares across activity density ranges, (B) a binary logistic regression that includes a built environment description of urban context with the best predictive power, and (C) a binary logistic regression that includes a built environment description of urban context with high predictive power and land use policy-sensitivity. Each of these three methods for estimating the automobile mode share across urban context were estimated for each of nine land use categories, resulting in nine descriptive tables (Adjustment A) and eighteen regressions (Adjustments B and C). Additionally, a linear regression was estimated to predict vehicle occupancy rates across urban contexts for each of nine land use categories. 195 independently collected establishment-level vehicle trip generation data were collected in accordance with the ITE Handbook to validate and compare the performance of the three adjustment methods and estimations from the Handbook. Six land use categories (out of the nine estimated) were able to be tested. Out of all of the land uses tested and verified, ITE's Trip Generation Handbook appeared to have more accurate estimations for land uses that included residential condominiums/townhouses (LUC 230), supermarkets (LUC 850) and quality (sit-down) restaurants (LUC 931). Moderate or small improvements were observed when applying urban context adjustments to mid-rise apartments (LUC 223), high-turnover (sit-down) restaurants (LUC 932). The most substantial improvements occurred at high-rise apartments (LUC 222) and condominiums/townhouses (LUC 232), shopping centers (LUC 820), or coffee/donut (LUC 936) or bread/donut/bagel shops (LUC 939) without drive-through windows. The three methods proposed to estimate automobile mode share provides improvements to the Handbook rates for most infill developments in urban environments. For the land uses analyzed, it appeared a descriptive table of mode shares across activity density provided results with comparable improvements to the results from the more sophisticated binary logistic model estimations. Additional independently collected establishment-level data collections representing more land uses, time periods and time of days are necessary to determine how ITE's Handbook performs in other circumstances, including assessing the transferability of the vehicle trip end rates or mode share reductions across regions. Close

• 27. [Article] Patterns of Time, Place, and Culture: Land Use Zoning in Portland, Oregon, 1918-1924

  Until recently, few have questioned the notion that the separation of uses in land use zoning is inherently correct. Many observers of the city are now suggesting that zoning, as it has been practiced ...

  Citation × Citation Citation Abstract Copy Title: Patterns of Time, Place, and Culture: Land Use Zoning in Portland, Oregon, 1918-1924 Author: Merrick, Meg Year: 1998 Until recently, few have questioned the notion that the separation of uses in land use zoning is inherently correct. Many observers of the city are now suggesting that zoning, as it has been practiced in this country over the last 80 years, has created cities that are fractured and function poorly. Others propose that zoning should be reconsidered as a remedy for urban dysfunction. They suggest that the whole notion of zoning be rethought. The purpose of this study is to uncover some of the underlying rationales and methodologies that set the model for zoning. This study examines the rationales behind the classification and location of land use zones in a fast-growing area of Portland, Oregon, for its first zoning ordinance through history, culture, and geography. Between 1919 and 1924, two ordinances were prepared using two very different methodologies. The first of these was designed by nationally known consultant, Charles H. Cheney, using the latest scientific methods. After its rejection in the polls, a second ordinance was developed by a prominent group of realtors in conjunction with the city planning commission using more intuitive methods. This “realtors’ code” (MacColl 1979) was approved by the Portland electorate in 1924. Some fifty years later, the Portland planning commission would identify zoning as having played a significant role in the deterioration of the Buckman neighborhood in the study area. The comparison of the rationales and methods behind the locations of zone boundaries in both ordinances against the locations of actual uses in the study area, reveals the powerful influences of social Darwinism, laissez-faire attitudes, and newly developing social science methods on the association of zoning with the separation of uses and the land use patterns that were created. Title: Patterns of Time, Place, and Culture: Land Use Zoning in Portland, Oregon, 1918-1924 Author: Merrick, Meg Year: 1998 Until recently, few have questioned the notion that the separation of uses in land use zoning is inherently correct. Many observers of the city are now suggesting that zoning, as it has been practiced in this country over the last 80 years, has created cities that are fractured and function poorly. Others propose that zoning should be reconsidered as a remedy for urban dysfunction. They suggest that the whole notion of zoning be rethought. The purpose of this study is to uncover some of the underlying rationales and methodologies that set the model for zoning. This study examines the rationales behind the classification and location of land use zones in a fast-growing area of Portland, Oregon, for its first zoning ordinance through history, culture, and geography. Between 1919 and 1924, two ordinances were prepared using two very different methodologies. The first of these was designed by nationally known consultant, Charles H. Cheney, using the latest scientific methods. After its rejection in the polls, a second ordinance was developed by a prominent group of realtors in conjunction with the city planning commission using more intuitive methods. This “realtors’ code” (MacColl 1979) was approved by the Portland electorate in 1924. Some fifty years later, the Portland planning commission would identify zoning as having played a significant role in the deterioration of the Buckman neighborhood in the study area. The comparison of the rationales and methods behind the locations of zone boundaries in both ordinances against the locations of actual uses in the study area, reveals the powerful influences of social Darwinism, laissez-faire attitudes, and newly developing social science methods on the association of zoning with the separation of uses and the land use patterns that were created. Close

• 28. [Article] Travel Mode Choice Framework Incorporating Realistic Bike and Walk Routes

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

  Citation × Citation Citation Abstract Copy Title: Travel Mode Choice Framework Incorporating Realistic Bike and Walk Routes Author: Broach, Joseph Paul Year: 2016 For a number of reasons--congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few--the importance of walking and bicycling as transportation options will only continue to increase. Currently, policy interest and infrastructure funding for nonmotorized modes far outstrip our ability to model bike and walk travel. To ensure scarce resources are used most effectively, accurate models sensitive to key policy variables are needed to support long-range planning and project evaluation, and to continue adding to our growing understanding of key factors driving walk and bike behavior. This research attempts to synthesize and advance the state of the art in trip-based, nonmotorized mode choice modeling. Over the past fifteen years, efforts to model the decision to walk or bike on a given trip have been hampered by the lack of a comprehensive behavioral framework and inconsistency in measurement scales and model specification. This project develops a mode choice behavioral framework that acknowledges the importance of attributes along the specific walk and bike routes that travelers are likely to consider, in addition to more traditional area-based measures of travel environments. The proposed framework is applied to a revealed preference, GPS-based travel dataset collected from 2010-2013 in Portland, Oregon. Measurement of nonmotorized trip distance, built environment, tour-level variables, and attitudinal attributes as well as mode availability are explicitly addressed. Route and mode choice models are specified using discrete choice techniques, and predicted walking and bicycling routes are tested as inputs to various mode choice models. Results suggest strong potential for predicted route measures to enhance walk and bicycle mode choice modeling. Findings also support the specific notion that bicycle and pedestrian infrastructure contribute not only to route choice but also to the choice of whether to bike or walk. For decisions to bicycle, availability of low-traffic routes may be particularly important to women. Model results further indicate that land use and built environments around trip ends and a person’s home still have important effects on nonmotorized travel when controlling for route quality. Both route and area travel environment impacts are mostly robust to the inclusion of residential self-selection variables, consistent with the idea that built environment differences matter even for households that choose to live in a walkable or bikeable neighborhood. The combination of area and route-based built environment measures alongside trip context, sociodemographic, and attitudinal attributes provides a new perspective on nonmotorized travel behavior relevant to both policy and practice. Title: Travel Mode Choice Framework Incorporating Realistic Bike and Walk Routes Author: Broach, Joseph Paul Year: 2016 For a number of reasons--congestion, public health, greenhouse gas emissions, energy use, demographic shifts, and community livability to name a few--the importance of walking and bicycling as transportation options will only continue to increase. Currently, policy interest and infrastructure funding for nonmotorized modes far outstrip our ability to model bike and walk travel. To ensure scarce resources are used most effectively, accurate models sensitive to key policy variables are needed to support long-range planning and project evaluation, and to continue adding to our growing understanding of key factors driving walk and bike behavior. This research attempts to synthesize and advance the state of the art in trip-based, nonmotorized mode choice modeling. Over the past fifteen years, efforts to model the decision to walk or bike on a given trip have been hampered by the lack of a comprehensive behavioral framework and inconsistency in measurement scales and model specification. This project develops a mode choice behavioral framework that acknowledges the importance of attributes along the specific walk and bike routes that travelers are likely to consider, in addition to more traditional area-based measures of travel environments. The proposed framework is applied to a revealed preference, GPS-based travel dataset collected from 2010-2013 in Portland, Oregon. Measurement of nonmotorized trip distance, built environment, tour-level variables, and attitudinal attributes as well as mode availability are explicitly addressed. Route and mode choice models are specified using discrete choice techniques, and predicted walking and bicycling routes are tested as inputs to various mode choice models. Results suggest strong potential for predicted route measures to enhance walk and bicycle mode choice modeling. Findings also support the specific notion that bicycle and pedestrian infrastructure contribute not only to route choice but also to the choice of whether to bike or walk. For decisions to bicycle, availability of low-traffic routes may be particularly important to women. Model results further indicate that land use and built environments around trip ends and a person’s home still have important effects on nonmotorized travel when controlling for route quality. Both route and area travel environment impacts are mostly robust to the inclusion of residential self-selection variables, consistent with the idea that built environment differences matter even for households that choose to live in a walkable or bikeable neighborhood. The combination of area and route-based built environment measures alongside trip context, sociodemographic, and attitudinal attributes provides a new perspective on nonmotorized travel behavior relevant to both policy and practice. Close

• 29. [Article] The Role of Health and Physical Activity in the Adoption of Innovative Land Use Policy: Findings from Surveys of Local Planners

  Background: Research has established that built environments, including street networks, bicycle and pedestrian infrastructure, and land uses, can positively affect the frequency and duration of daily ...

  Citation × Citation Citation Abstract Copy Title: The Role of Health and Physical Activity in the Adoption of Innovative Land Use Policy: Findings from Surveys of Local Planners Author: Dill, Jennifer, Howe, Deborah A. Year: 2011 Background: Research has established that built environments, including street networks, bicycle and pedestrian infrastructure, and land uses, can positively affect the frequency and duration of daily physical activity. Attention is now being given to policy frameworks such as zoning codes that set the standards and expectations for this built environment. Methods: We examined the adoption and implementation of mixed-use and related zoning provisions with specific attention to the role that physical activity serves as a motivation for such policies and to what extent public health agencies influence the adoption process. A sample of planning directors from 53 communities with outstanding examples of mixed-use developments and 145 randomly selected midsized communities were surveyed. Results: Physical activity is not a dominant motivator in master plans and/or zoning codes and public health agencies played minor roles in policy adoption. However, physical activity as a motivation appears to be increasing in recent years and is associated with higher levels of policy innovation. Conclusions: Recommendations include framing the importance of physical activity in terms of other dominant concerns such as livability, dynamic centers, and economic development. Health agencies are encouraged to work in coalitions to focus arguments on behalf of physical activity. Title: The Role of Health and Physical Activity in the Adoption of Innovative Land Use Policy: Findings from Surveys of Local Planners Author: Dill, Jennifer, Howe, Deborah A. Year: 2011 Background: Research has established that built environments, including street networks, bicycle and pedestrian infrastructure, and land uses, can positively affect the frequency and duration of daily physical activity. Attention is now being given to policy frameworks such as zoning codes that set the standards and expectations for this built environment. Methods: We examined the adoption and implementation of mixed-use and related zoning provisions with specific attention to the role that physical activity serves as a motivation for such policies and to what extent public health agencies influence the adoption process. A sample of planning directors from 53 communities with outstanding examples of mixed-use developments and 145 randomly selected midsized communities were surveyed. Results: Physical activity is not a dominant motivator in master plans and/or zoning codes and public health agencies played minor roles in policy adoption. However, physical activity as a motivation appears to be increasing in recent years and is associated with higher levels of policy innovation. Conclusions: Recommendations include framing the importance of physical activity in terms of other dominant concerns such as livability, dynamic centers, and economic development. Health agencies are encouraged to work in coalitions to focus arguments on behalf of physical activity. Close

• 30. [Article] Evaluating a New Urbanist Neighborhood

  New Urbanist neighborhoods aim to improve sustainability by reducing automobile use, increasing walking and cycling, increasing the diversity of land uses and people, and increasing social capital, through ...

  Citation × Citation Citation Abstract Copy Title: Evaluating a New Urbanist Neighborhood Author: Dill, Jennifer Year: 2006 New Urbanist neighborhoods aim to improve sustainability by reducing automobile use, increasing walking and cycling, increasing the diversity of land uses and people, and increasing social capital, through strengthened personal and civic bonds. With more New Urbanist communities being constructed, it is now more feasible and necessary to evaluate their success. Much of the existing research uses older, traditional neighborhoods as a proxy for New Urbanism. This research compares a New Urbanist development with two conventional subdivisions and finds that some of the objectives are being fulfi lled, in both direct and indirect ways. While New Urbanist residents are walking more, they may not be driving less as a direct result of the New Urbanist design features. Demographic factors appear to explain much of the differences in overall driving. Title: Evaluating a New Urbanist Neighborhood Author: Dill, Jennifer Year: 2006 New Urbanist neighborhoods aim to improve sustainability by reducing automobile use, increasing walking and cycling, increasing the diversity of land uses and people, and increasing social capital, through strengthened personal and civic bonds. With more New Urbanist communities being constructed, it is now more feasible and necessary to evaluate their success. Much of the existing research uses older, traditional neighborhoods as a proxy for New Urbanism. This research compares a New Urbanist development with two conventional subdivisions and finds that some of the objectives are being fulfi lled, in both direct and indirect ways. While New Urbanist residents are walking more, they may not be driving less as a direct result of the New Urbanist design features. Demographic factors appear to explain much of the differences in overall driving. Close

• 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

• 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

• 51. [Article] Retail Rent with Respect to Distance from Light Rail Transit Stations in Dallas and Denver

  A growing body of recent research is challenging the assumptions underlying the half-mile-circle in planning for development around transit stations. In this article we review this literature and extend ...

  Citation × Citation Citation Abstract Copy Title: Retail Rent with Respect to Distance from Light Rail Transit Stations in Dallas and Denver Author: Nelson, Arthur C., Eskic, Dejan, Ganning, Joanna P., Hamidi, Shima, Petheram, Susan J., Liu, Jenny H., Ewing, Reid Year: 2015 A growing body of recent research is challenging the assumptions underlying the half-mile-circle in planning for development around transit stations. In this article we review this literature and extend it to include retail land uses. We estimate the rent premium conferred on retail properties in metropolitan Dallas and metropolitan Denver, both of which have extensive light rail transit systems. We find that consistent with half-mile-circle assumptions, retail rent premiums extend only to about 0.30 mile from transit stations with half the premium dissipating after a few hundred feet and three quarters within the first 0.10 mile. We offer implications for planners and public officials. Title: Retail Rent with Respect to Distance from Light Rail Transit Stations in Dallas and Denver Author: Nelson, Arthur C., Eskic, Dejan, Ganning, Joanna P., Hamidi, Shima, Petheram, Susan J., Liu, Jenny H., Ewing, Reid Year: 2015 A growing body of recent research is challenging the assumptions underlying the half-mile-circle in planning for development around transit stations. In this article we review this literature and extend it to include retail land uses. We estimate the rent premium conferred on retail properties in metropolitan Dallas and metropolitan Denver, both of which have extensive light rail transit systems. We find that consistent with half-mile-circle assumptions, retail rent premiums extend only to about 0.30 mile from transit stations with half the premium dissipating after a few hundred feet and three quarters within the first 0.10 mile. We offer implications for planners and public officials. Close

• 52. [Article] A Land Use Network for the Johnson Creek Watershed

  This document presents a design for a Land Use Network. It is a starting point from which to build a network that connects, educates, and motivates stakeholders within the Johnson Creek Watershed to facilitate ...

  Citation × Citation Citation Abstract Copy Title: A Land Use Network for the Johnson Creek Watershed Author: Caldwell, Jessica, Felton, Joyce, Redden, Elisa, Pagenstecher, Gerhard Year: 1998 This document presents a design for a Land Use Network. It is a starting point from which to build a network that connects, educates, and motivates stakeholders within the Johnson Creek Watershed to facilitate effective participation in the land use process. The Johnson Creek Watershed Council contracted the Watershed Network Group (WNG) to design the Network as a mechanism for organizing efforts to promote environmentally sound development throughout the watershed. The Johnson Creek Watershed Council comprises representatives from government, residents, and business organizations with interest in the Johnson Creek Watershed. The need for a Land Use Network within the watershed arose because existing methods of monitoring and managing the effects of development on the watershed are inadequate for meeting current development pressures. Development pressures on the watershed have had negative effects on the watershed environment. Development pressures are expected to increase as expansion of the Urban Growth Boundary makes more land available for development. Currently, each jurisdiction addresses the impacts of development as they occur within its own boundary. However, the Johnson Creek Watershed extends across several jurisdictional boundaries, and environmental impacts are not confined to the jurisdiction of origin. The Johnson Creek Watershed Council was formed in 1992 to monitor and manage impacts across boundaries, on a watershed-wide basis. To operate effectively, the Council needs a way to establish two-way communication among all stakeholders in the watershed. A Land Use Network would help fill that need by providing a focal point for gathering and distributing land-use information. It would organize the information-gathering process, develop educational materials for public distribution, and organize the distribution channels. To develop the Land Use Network plan, the WNG researched the history of the watershed and its regulatory environment, theories of communication, and information on citizen participation networks. The WNG also conducted interviews and focus groups with current stakeholders to help clarify issues and identify communication needs that a Land Use Network might address. Finally, the WNG outlines a proposal for the Land Use Network. The proposal begins with a Network Structure diagram that illustrates the main elements of the Network Proposal. The elements of the Network Structure show how the Network can function effectively in the land use planning process. The issues, recommendations and actions provide methods for implementation for each element of the Network Structure. Finally, a summary of recommended actions shows the short-term, ongoing, and long-term implementation actions for the Network. This project was conducted under the supervision of Deborah Howe and Connie Ozawa. Title: A Land Use Network for the Johnson Creek Watershed Author: Caldwell, Jessica, Felton, Joyce, Redden, Elisa, Pagenstecher, Gerhard Year: 1998 This document presents a design for a Land Use Network. It is a starting point from which to build a network that connects, educates, and motivates stakeholders within the Johnson Creek Watershed to facilitate effective participation in the land use process. The Johnson Creek Watershed Council contracted the Watershed Network Group (WNG) to design the Network as a mechanism for organizing efforts to promote environmentally sound development throughout the watershed. The Johnson Creek Watershed Council comprises representatives from government, residents, and business organizations with interest in the Johnson Creek Watershed. The need for a Land Use Network within the watershed arose because existing methods of monitoring and managing the effects of development on the watershed are inadequate for meeting current development pressures. Development pressures on the watershed have had negative effects on the watershed environment. Development pressures are expected to increase as expansion of the Urban Growth Boundary makes more land available for development. Currently, each jurisdiction addresses the impacts of development as they occur within its own boundary. However, the Johnson Creek Watershed extends across several jurisdictional boundaries, and environmental impacts are not confined to the jurisdiction of origin. The Johnson Creek Watershed Council was formed in 1992 to monitor and manage impacts across boundaries, on a watershed-wide basis. To operate effectively, the Council needs a way to establish two-way communication among all stakeholders in the watershed. A Land Use Network would help fill that need by providing a focal point for gathering and distributing land-use information. It would organize the information-gathering process, develop educational materials for public distribution, and organize the distribution channels. To develop the Land Use Network plan, the WNG researched the history of the watershed and its regulatory environment, theories of communication, and information on citizen participation networks. The WNG also conducted interviews and focus groups with current stakeholders to help clarify issues and identify communication needs that a Land Use Network might address. Finally, the WNG outlines a proposal for the Land Use Network. The proposal begins with a Network Structure diagram that illustrates the main elements of the Network Proposal. The elements of the Network Structure show how the Network can function effectively in the land use planning process. The issues, recommendations and actions provide methods for implementation for each element of the Network Structure. Finally, a summary of recommended actions shows the short-term, ongoing, and long-term implementation actions for the Network. This project was conducted under the supervision of Deborah Howe and Connie Ozawa. Close

• 53. [Article] Understanding School Travel: How Residential Location Choice and the Built Environment Affect Trips to School

  This project investigates issues related to parents’ decisions about children’s school transportation. This has become an important area of research due to the growing concerns that increased reliance ...

  Citation × Citation Citation Abstract Copy Title: Understanding School Travel: How Residential Location Choice and the Built Environment Affect Trips to School Author: Yang, Yizhao, Schlossberg, Marc, Parker, Robert, Johnson, Bethany Year: 2010 This project investigates issues related to parents’ decisions about children’s school transportation. This has become an important area of research due to the growing concerns that increased reliance on private automobile in school travel has led to adverse health impacts on children and negative impacts on environment. This study examines school transportation in the context of where families live and how families make decisions about school travel in the process of choosing their residence. Using a middle-sized school district in Oregon State, we conducted a 5500-household survey and a number of interviews and focus groups. The study shows that parents considered school transportation in their residential location process; their intention to allow their children to walk or bike to school at this stage had significant impacts on later school travel behavior. While acknowledging school travel was not a priority when choosing a residential location, parents with strong preference for children walking or biking to school used residential location process consciously to live closer to school and in more walkable neighborhoods; but parents were also limited by housing opportunities around schools and in the community. This research suggests the needs for stronger coordination between community land us planning and school planning, and stronger emphasis on changing parents’ attitudes toward children walking or biking to school in programs around safe routes to schools. Title: Understanding School Travel: How Residential Location Choice and the Built Environment Affect Trips to School Author: Yang, Yizhao, Schlossberg, Marc, Parker, Robert, Johnson, Bethany Year: 2010 This project investigates issues related to parents’ decisions about children’s school transportation. This has become an important area of research due to the growing concerns that increased reliance on private automobile in school travel has led to adverse health impacts on children and negative impacts on environment. This study examines school transportation in the context of where families live and how families make decisions about school travel in the process of choosing their residence. Using a middle-sized school district in Oregon State, we conducted a 5500-household survey and a number of interviews and focus groups. The study shows that parents considered school transportation in their residential location process; their intention to allow their children to walk or bike to school at this stage had significant impacts on later school travel behavior. While acknowledging school travel was not a priority when choosing a residential location, parents with strong preference for children walking or biking to school used residential location process consciously to live closer to school and in more walkable neighborhoods; but parents were also limited by housing opportunities around schools and in the community. This research suggests the needs for stronger coordination between community land us planning and school planning, and stronger emphasis on changing parents’ attitudes toward children walking or biking to school in programs around safe routes to schools. Close

• 54. [Article] Regional Transportation and Land Use Decision Making in Metropolitan Regions: Findings from Four Case Studies

  Throughout the United States, metropolitan regions face increasingly complex issues related to transportation and land use. The diffuse nature of decision making creates a need to better coordinate land ...

  Citation × Citation Citation Abstract Copy Title: Regional Transportation and Land Use Decision Making in Metropolitan Regions: Findings from Four Case Studies Author: Margerum, Richard D., Brody, Susan, Parker, Robert, McEwen, Gail, Moore, Terry Year: 2012 Throughout the United States, metropolitan regions face increasingly complex issues related to transportation and land use. The diffuse nature of decision making creates a need to better coordinate land use and transportation to address issues such as: congestion, infrastructure costs, and greenhouse gas emissions. Key players in this decision making are regional metropolitan planning organizations (MPOs) with transportation planning authority, regional planning responsibilities, and in some cases regional land use planning authority. The goal of this study was to describe and assess efforts by regional agencies to coordinate land use and transportation. Policies and processes in four key topic areas were examined: 1) Governance: formal and informal decision making approaches; 2) Coordination: strategies used to coordinate land use and transportation; 3) Growth Centers: policies to encourage development in higher density centers; and 4) Transportation Improvement Program (TIP): policies to incorporate smart growth criteria in TIP funding decisions. Title: Regional Transportation and Land Use Decision Making in Metropolitan Regions: Findings from Four Case Studies Author: Margerum, Richard D., Brody, Susan, Parker, Robert, McEwen, Gail, Moore, Terry Year: 2012 Throughout the United States, metropolitan regions face increasingly complex issues related to transportation and land use. The diffuse nature of decision making creates a need to better coordinate land use and transportation to address issues such as: congestion, infrastructure costs, and greenhouse gas emissions. Key players in this decision making are regional metropolitan planning organizations (MPOs) with transportation planning authority, regional planning responsibilities, and in some cases regional land use planning authority. The goal of this study was to describe and assess efforts by regional agencies to coordinate land use and transportation. Policies and processes in four key topic areas were examined: 1) Governance: formal and informal decision making approaches; 2) Coordination: strategies used to coordinate land use and transportation; 3) Growth Centers: policies to encourage development in higher density centers; and 4) Transportation Improvement Program (TIP): policies to incorporate smart growth criteria in TIP funding decisions. Close

• 55. [Article] A Legacy in Land: A Primer on Realty and Reality

  In depth look at the history and impact of Oregon's Measure 37, approved by the voters in 2004. Examines all sides of the debate around land use, property rights, and conflicts between property rights ...

  Citation × Citation Citation Abstract Copy Title: A Legacy in Land: A Primer on Realty and Reality Author: Perkowski, Mateusz Year: 2005 In depth look at the history and impact of Oregon's Measure 37, approved by the voters in 2004. Examines all sides of the debate around land use, property rights, and conflicts between property rights and preservation activists. Title: A Legacy in Land: A Primer on Realty and Reality Author: Perkowski, Mateusz Year: 2005 In depth look at the history and impact of Oregon's Measure 37, approved by the voters in 2004. Examines all sides of the debate around land use, property rights, and conflicts between property rights and preservation activists. Close

• 56. [Article] Da Torvalds Code: Opening Regional Minds to Open Source

  Discusses the history and future of the Open Source Movement in Oregon, what makes Oregon attractive to software developers, and why open source software is attractive to software developers. Focuses on ...

  Citation × Citation Citation Abstract Copy Title: Da Torvalds Code: Opening Regional Minds to Open Source Author: Perkowski, Mateusz Year: 2006 Discusses the history and future of the Open Source Movement in Oregon, what makes Oregon attractive to software developers, and why open source software is attractive to software developers. Focuses on local efforts to organize the nebulous global community of open source developers, and examines local companies that use open source software in their products. Also considers the impact of having Linus Torvalds, one of the pioneers of the open source movement and creator of Linux, living in the Portland, Oregon, area. Title: Da Torvalds Code: Opening Regional Minds to Open Source Author: Perkowski, Mateusz Year: 2006 Discusses the history and future of the Open Source Movement in Oregon, what makes Oregon attractive to software developers, and why open source software is attractive to software developers. Focuses on local efforts to organize the nebulous global community of open source developers, and examines local companies that use open source software in their products. Also considers the impact of having Linus Torvalds, one of the pioneers of the open source movement and creator of Linux, living in the Portland, Oregon, area. Close

• 57. [Article] Action Plan Report: Aurora 2017 Vision Implementation

  In early 2007, the City of Aurora Planning Commission sought the assistance of JDL Planning, a consultant team consisting of five members in the Masters ofUrban and Regional Planning program at Portland ...

  Citation × Citation Citation Abstract Copy Title: Action Plan Report: Aurora 2017 Vision Implementation Author: Chi, Delia, Hale, Diana, Miskimins, Laurie, Recker, Joe, Rustad, Jeannine Year: 2007 In early 2007, the City of Aurora Planning Commission sought the assistance of JDL Planning, a consultant team consisting of five members in the Masters ofUrban and Regional Planning program at Portland State University, to update the City's 1995 Vision. JDL Planning guided an intensive visioning process to capture the current values of both new and long-time residents and businessowners. This project was conducted under the supervision of Ethan Seltzer and Sumner Sharpe. Title: Action Plan Report: Aurora 2017 Vision Implementation Author: Chi, Delia, Hale, Diana, Miskimins, Laurie, Recker, Joe, Rustad, Jeannine Year: 2007 In early 2007, the City of Aurora Planning Commission sought the assistance of JDL Planning, a consultant team consisting of five members in the Masters ofUrban and Regional Planning program at Portland State University, to update the City's 1995 Vision. JDL Planning guided an intensive visioning process to capture the current values of both new and long-time residents and businessowners. This project was conducted under the supervision of Ethan Seltzer and Sumner Sharpe. Close

• 58. [Article] Periodic Atlas of the Metroscape: Mapping Measure 37, Take One

  When Oregon voters passed Measure 37 in November 2004, its implications moved from the hypothetical to the actual. This edition of the Metroscape atlas explores how Measure 37 claims might affect Oregon’s ...

  Citation × Citation Citation Abstract Copy Title: Periodic Atlas of the Metroscape: Mapping Measure 37, Take One Author: Merrick, Meg, Rundell, Erik, Maher, Colin Year: 2007 When Oregon voters passed Measure 37 in November 2004, its implications moved from the hypothetical to the actual. This edition of the Metroscape atlas explores how Measure 37 claims might affect Oregon’s future. This atlas describes the geographic distribution of the claims that have been filed so far because location, size, and substance are keys to the measure's effects. Given space constraints, we emphasize maps over explanatory text. Future editions of the atlas will focus in greater detail on a variety of potential impacts of Measure 37. Title: Periodic Atlas of the Metroscape: Mapping Measure 37, Take One Author: Merrick, Meg, Rundell, Erik, Maher, Colin Year: 2007 When Oregon voters passed Measure 37 in November 2004, its implications moved from the hypothetical to the actual. This edition of the Metroscape atlas explores how Measure 37 claims might affect Oregon’s future. This atlas describes the geographic distribution of the claims that have been filed so far because location, size, and substance are keys to the measure's effects. Given space constraints, we emphasize maps over explanatory text. Future editions of the atlas will focus in greater detail on a variety of potential impacts of Measure 37. Close

• 59. [Article] Daytime Variation of Urban Heat Islands: The Case Study of Doha, Qatar

  Recent evidence suggests that urban forms and materials can help to mediate temporal variation of microclimates and that landscape modifications can potentially reduce temperatures and increase accessibility ...

  Citation × Citation Citation Abstract Copy Title: Daytime Variation of Urban Heat Islands: The Case Study of Doha, Qatar Author: Makido, Yasuyo, Shandas, Vivek, Ferwati, Salim, Sailor, David J. Year: 2016 Recent evidence suggests that urban forms and materials can help to mediate temporal variation of microclimates and that landscape modifications can potentially reduce temperatures and increase accessibility to outdoor environments. To understand the relationship between urban form and temperature moderation, we examined the spatial and temporal variation of air temperature throughout one desert city—Doha, Qatar—by conducting vehicle traverses using highly resolved temperature and GPS data logs to determine spatial differences in summertime air temperatures. To help explain near-surface air temperatures using land cover variables, we employed three statistical approaches: Ordinary Least Squares (OLS), Regression Tree Analysis (RTA), and Random Forest (RF). We validated the predictions of the statistical models by computing the Root Mean Square Error (RMSE) and discovered that temporal variations in urban heat are mediated by different factors throughout the day. The average RMSE for OLS, RTA and RF is 1.25, 0.96, and 0.65 (in Celsius), respectively, suggesting that the RF is the best model for predicting near-surface air temperatures at this study site. We conclude by recommending the features of the landscape that have the greatest potential for reducing extreme heat in arid climates. Title: Daytime Variation of Urban Heat Islands: The Case Study of Doha, Qatar Author: Makido, Yasuyo, Shandas, Vivek, Ferwati, Salim, Sailor, David J. Year: 2016 Recent evidence suggests that urban forms and materials can help to mediate temporal variation of microclimates and that landscape modifications can potentially reduce temperatures and increase accessibility to outdoor environments. To understand the relationship between urban form and temperature moderation, we examined the spatial and temporal variation of air temperature throughout one desert city—Doha, Qatar—by conducting vehicle traverses using highly resolved temperature and GPS data logs to determine spatial differences in summertime air temperatures. To help explain near-surface air temperatures using land cover variables, we employed three statistical approaches: Ordinary Least Squares (OLS), Regression Tree Analysis (RTA), and Random Forest (RF). We validated the predictions of the statistical models by computing the Root Mean Square Error (RMSE) and discovered that temporal variations in urban heat are mediated by different factors throughout the day. The average RMSE for OLS, RTA and RF is 1.25, 0.96, and 0.65 (in Celsius), respectively, suggesting that the RF is the best model for predicting near-surface air temperatures at this study site. We conclude by recommending the features of the landscape that have the greatest potential for reducing extreme heat in arid climates. Close

• 60. [Article] Periodic Atlas of the Metroscape: Lassoing Urban Sprawl

  This issue's atlas compares the metroscape with four other metropolitan areas (San Antonio, Columbus, Charlotte, and Orlando). Using 1990 and 2000 census block group data, density classifications were ...

  Citation × Citation Citation Abstract Copy Title: Periodic Atlas of the Metroscape: Lassoing Urban Sprawl Author: Nelson, Arthur C., Sanchez, Thomas W. Year: 2003 This issue's atlas compares the metroscape with four other metropolitan areas (San Antonio, Columbus, Charlotte, and Orlando). Using 1990 and 2000 census block group data, density classifications were used to show patterns of urban (3 ,000+ persons/ sq.mi .), suburban (1 ,000 to 3,000 persons/sq.mi .), exurban (300 to 1,000 persons/sq .mi.) , and rural (/sq.mi.) growth. While the metroscape experienced significant population growth from 1990 to 2000, compared to the other four, it realized the smallest loss of rural lands and significantly less suburban and exurban style development as well. By comparison, Orlando - the other metro area in the sample using urban containment policies - realized significantly more outward development. Title: Periodic Atlas of the Metroscape: Lassoing Urban Sprawl Author: Nelson, Arthur C., Sanchez, Thomas W. Year: 2003 This issue's atlas compares the metroscape with four other metropolitan areas (San Antonio, Columbus, Charlotte, and Orlando). Using 1990 and 2000 census block group data, density classifications were used to show patterns of urban (3 ,000+ persons/ sq.mi .), suburban (1 ,000 to 3,000 persons/sq.mi .), exurban (300 to 1,000 persons/sq .mi.) , and rural (/sq.mi.) growth. While the metroscape experienced significant population growth from 1990 to 2000, compared to the other four, it realized the smallest loss of rural lands and significantly less suburban and exurban style development as well. By comparison, Orlando - the other metro area in the sample using urban containment policies - realized significantly more outward development. Close

• 61. [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

• 62. [Article] Drivers of Urban Sprawl in Urbanizing China – A Political Ecology Analysis

  Chinese cities have undergone a process of urbanization that has resulted in significant urban sprawl in the past 20 years. This paper uses the 'ecology of actors' framework to analyze the interactions ...

  Citation × Citation Citation Abstract Copy Title: Drivers of Urban Sprawl in Urbanizing China – A Political Ecology Analysis Author: Fang, Yiping, Pal, Anirban Year: 2016 Chinese cities have undergone a process of urbanization that has resulted in significant urban sprawl in the past 20 years. This paper uses the 'ecology of actors' framework to analyze the interactions between various state, market and civil society players that result in excessive land conversion from agricultural to urban use. The paper shows that under the existing institutional setting, the interests of most actors involved in the process are aligned towards greater land development and growth. The more land is developed, the more land lease revenue for the local government, the more profit for developers, and the more opportunities for compensation for farmers. Planning actors have been powerless to apply long term planning principles. There is a need to change the underlying rules of the game so that environmental impacts of land conversion are fully taken into account in the future economic calculations of actors involved in the process. Title: Drivers of Urban Sprawl in Urbanizing China – A Political Ecology Analysis Author: Fang, Yiping, Pal, Anirban Year: 2016 Chinese cities have undergone a process of urbanization that has resulted in significant urban sprawl in the past 20 years. This paper uses the 'ecology of actors' framework to analyze the interactions between various state, market and civil society players that result in excessive land conversion from agricultural to urban use. The paper shows that under the existing institutional setting, the interests of most actors involved in the process are aligned towards greater land development and growth. The more land is developed, the more land lease revenue for the local government, the more profit for developers, and the more opportunities for compensation for farmers. Planning actors have been powerless to apply long term planning principles. There is a need to change the underlying rules of the game so that environmental impacts of land conversion are fully taken into account in the future economic calculations of actors involved in the process. Close

• 63. [Article] Research and Development of a Land Use Scenario Modeling Tool

  Oregon Department of Transportation’s (ODOT) Transportation Planning and Analysis Unit (TPAU) developed a land use modeling tool called the “Land Use Scenario Developer in R” (LUSDR). LUSDR is a modeling ...

  Citation × Citation Citation Abstract Copy Title: Research and Development of a Land Use Scenario Modeling Tool Author: Gliebe, John, Dong, Hongwei, Roll, Josh Frank Year: 2013 Oregon Department of Transportation’s (ODOT) Transportation Planning and Analysis Unit (TPAU) developed a land use modeling tool called the “Land Use Scenario Developer in R” (LUSDR). LUSDR is a modeling tool, written in the “R” language, that may be used to predict and analyze regional land use changes probabilistically, creating a distribution of possible outcomes. It is designed to be integrated with travel demand modeling programs, making it potentially valuable for analyzing the interaction between transportation and land use when assessing various growth-policy and socioeconomic assumptions. This project is Phase 2 for Research and Development of a Land Use Scenario Modeling Tool. It is intended to address several extant deficiencies in the LUSDR modeling tool, each identified below, as a separate research task. The original proposed outcomes of this research were a set of programs, data, and documentation that would comprise a deployable LUSDR package. Title: Research and Development of a Land Use Scenario Modeling Tool Author: Gliebe, John, Dong, Hongwei, Roll, Josh Frank Year: 2013 Oregon Department of Transportation’s (ODOT) Transportation Planning and Analysis Unit (TPAU) developed a land use modeling tool called the “Land Use Scenario Developer in R” (LUSDR). LUSDR is a modeling tool, written in the “R” language, that may be used to predict and analyze regional land use changes probabilistically, creating a distribution of possible outcomes. It is designed to be integrated with travel demand modeling programs, making it potentially valuable for analyzing the interaction between transportation and land use when assessing various growth-policy and socioeconomic assumptions. This project is Phase 2 for Research and Development of a Land Use Scenario Modeling Tool. It is intended to address several extant deficiencies in the LUSDR modeling tool, each identified below, as a separate research task. The original proposed outcomes of this research were a set of programs, data, and documentation that would comprise a deployable LUSDR package. Close

• 64. [Article] A GIS Methodology for Assessing the Growth Impacts of Highway Improvements

  This paper presents a methodology to assess the induced land use effects of state highway improvements on urban development patterns. The methodology is applied to the case study City of Hillsboro, Oregon ...

  Citation × Citation Citation Abstract Copy Title: A GIS Methodology for Assessing the Growth Impacts of Highway Improvements Author: Sanchez, Thomas W., Dueker, Kenneth Year: 1998 This paper presents a methodology to assess the induced land use effects of state highway improvements on urban development patterns. The methodology is applied to the case study City of Hillsboro, Oregon and illustrates a framework for data management and analysis. A set of temporal land use characteristics and spatial measures are used as predictors of urban development activities resulting from highway accessibility improvements. A multiple regression analysis tests the significance of these variables in predicting rates and locations of urban development. The primary objective of this research is to identify the relationship between capacity increasing highway improvements and changes in urban development. The analysis provides quantifiable indicators that describe the urban development trends associated with the City of Hillsboro. Title: A GIS Methodology for Assessing the Growth Impacts of Highway Improvements Author: Sanchez, Thomas W., Dueker, Kenneth Year: 1998 This paper presents a methodology to assess the induced land use effects of state highway improvements on urban development patterns. The methodology is applied to the case study City of Hillsboro, Oregon and illustrates a framework for data management and analysis. A set of temporal land use characteristics and spatial measures are used as predictors of urban development activities resulting from highway accessibility improvements. A multiple regression analysis tests the significance of these variables in predicting rates and locations of urban development. The primary objective of this research is to identify the relationship between capacity increasing highway improvements and changes in urban development. The analysis provides quantifiable indicators that describe the urban development trends associated with the City of Hillsboro. Close

• 65. [Article] A Man for All Regions

  A native of Egypt, Nohad Toulan has been a faculty member at Portland State University since 1972 when he founded the Urban Studies Program at Portland State University. Under his leadership the program ...

  Citation × Citation Citation Abstract Copy Title: A Man for All Regions Author: Sharpe, Sumner Year: 2003 A native of Egypt, Nohad Toulan has been a faculty member at Portland State University since 1972 when he founded the Urban Studies Program at Portland State University. Under his leadership the program evolved from modest beginnings as an undergraduate certificate progam into a Ph.D. grant ing school and in 2000 it became the College of Urban and Public Affairs. The college has maintained its stature as one of the leading urban studies programs in the nation. Dr. Toulon also founded the Institute of Portland Metropolitan Studies in 1993. Trained as an engineer and planner, Dr. Toulon has been an internationally recognized leader both in higher education and in the planning of the Portland region. Dean Toulan's interviewer, Sumner Sharpe, was his colleague as a Professor of Urban Studies and Planning (1968-1985). He is currently a planning consultant, associated with Parametrix, Inc., a Portland firm. Title: A Man for All Regions Author: Sharpe, Sumner Year: 2003 A native of Egypt, Nohad Toulan has been a faculty member at Portland State University since 1972 when he founded the Urban Studies Program at Portland State University. Under his leadership the program evolved from modest beginnings as an undergraduate certificate progam into a Ph.D. grant ing school and in 2000 it became the College of Urban and Public Affairs. The college has maintained its stature as one of the leading urban studies programs in the nation. Dr. Toulon also founded the Institute of Portland Metropolitan Studies in 1993. Trained as an engineer and planner, Dr. Toulon has been an internationally recognized leader both in higher education and in the planning of the Portland region. Dean Toulan's interviewer, Sumner Sharpe, was his colleague as a Professor of Urban Studies and Planning (1968-1985). He is currently a planning consultant, associated with Parametrix, Inc., a Portland firm. Close

• 66. [Article] On the Edge of Agriculture: An Interview with Narendra Varma and Gianna Banducci of Our Table Cooperative

  One mile outside Portland’s urban growth boundary near Sherwood OR, a new farm business is modeling innovative practices that could become the future of Oregon agriculture. The Our Table Cooperative brings ...

  Citation × Citation Citation Abstract Copy Title: On the Edge of Agriculture: An Interview with Narendra Varma and Gianna Banducci of Our Table Cooperative Author: Simpson, Mike Year: 2013 One mile outside Portland’s urban growth boundary near Sherwood OR, a new farm business is modeling innovative practices that could become the future of Oregon agriculture. The Our Table Cooperative brings stakeholders from all levels of the food system together as member-owners within the same organizational structure. By sharing costs and infrastructure, the cooperative seeks to show that small and medium scale agricultural production can be economically viable. The farm also emphasizes diversity of crops over industrial efficiency, and its management is based on dynamic governance.. Recently, Metroscape sat down with two members of the cooperative to discuss their vision, and how their approach to farming and farmland stewardship works within a system of land-use regulations that were designed to protect Oregon’s farmland at a time when large-scale industrial production was widely thought to the only viable agricultural model. Narendra Varma is a founding member of the cooperative. Gianna Banducci recently joined the cooperative as Marketing Director. Title: On the Edge of Agriculture: An Interview with Narendra Varma and Gianna Banducci of Our Table Cooperative Author: Simpson, Mike Year: 2013 One mile outside Portland’s urban growth boundary near Sherwood OR, a new farm business is modeling innovative practices that could become the future of Oregon agriculture. The Our Table Cooperative brings stakeholders from all levels of the food system together as member-owners within the same organizational structure. By sharing costs and infrastructure, the cooperative seeks to show that small and medium scale agricultural production can be economically viable. The farm also emphasizes diversity of crops over industrial efficiency, and its management is based on dynamic governance.. Recently, Metroscape sat down with two members of the cooperative to discuss their vision, and how their approach to farming and farmland stewardship works within a system of land-use regulations that were designed to protect Oregon’s farmland at a time when large-scale industrial production was widely thought to the only viable agricultural model. Narendra Varma is a founding member of the cooperative. Gianna Banducci recently joined the cooperative as Marketing Director. Close

• 67. [Article] Westside Trail Feasibility Study: An Analysis of Opportunities and Constraints

  This team provided Metro with an assessment of conditions along the power line corridor on the proposed Westside Trail. The team developed trail goals and objectives, as well as criteria by which to assess ...

  Citation × Citation Citation Abstract Copy Title: Westside Trail Feasibility Study: An Analysis of Opportunities and Constraints Author: Owings, Amanda, Lyman, Kate, Voros, Kim, Wachana, Paul Herman, Reid, Ted, Kanai, Tomoko Year: 2007 This team provided Metro with an assessment of conditions along the power line corridor on the proposed Westside Trail. The team developed trail goals and objectives, as well as criteria by which to assess the study area. The final product highlights opportunities and constraints for meeting the trail's goals and objectives, and a set of recommendations for the trail. This project was conducted under the supervision of Ethan Seltzer and Sumner Sharpe. Title: Westside Trail Feasibility Study: An Analysis of Opportunities and Constraints Author: Owings, Amanda, Lyman, Kate, Voros, Kim, Wachana, Paul Herman, Reid, Ted, Kanai, Tomoko Year: 2007 This team provided Metro with an assessment of conditions along the power line corridor on the proposed Westside Trail. The team developed trail goals and objectives, as well as criteria by which to assess the study area. The final product highlights opportunities and constraints for meeting the trail's goals and objectives, and a set of recommendations for the trail. This project was conducted under the supervision of Ethan Seltzer and Sumner Sharpe. Close

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

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

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

• 69. [Article] Housing Needs Study for the Portland Metropolitan Area Final Report

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

  Citation × Citation Citation Abstract Copy Title: Housing Needs Study for the Portland Metropolitan Area Final Report Author: Hough, George C., Jr., Martin, Sheila A., Mildner, Gerard C., Proehl, Risa Year: 2008 The purpose of this report is to respond to the recommendations of the Regional Housing Choice Task Force by providing information to guide housing choice policy for the Metro Council. In particular, the objectives of this project were to: Estimate current and future affordable housing need for the Metro region; Describe the distribution of households by income, age, and size across the metro region; Describe the tenure of these households and the type of housing they will choose; Identify and describe those household types that are most likely to struggle to meet the cost of housing based on their income; and Make recommendations for improving analysis of affordable housing need in the future. Our approach to this task was to use output from the Metroscope model, using the base case scenario, to forecast the housing consumption decisions of households from 2005 to 2035. We chose the Metroscope model after also considering the State of Oregon?s Housing/Land Needs model. We concluded from examining the assumptions and abilities of each model that Metroscope is better able to offer the Metro Council the insight into the housing market required to inform housing choice policy. The Metroscope model incorporates housing supply and demand for the entire four-county metropolitan region (Multnomah, Washington, Clackamas, and Clark counties). The region comprises a single housing market; residents travel throughout the region to work, shop, and socialize. Thus, it makes little sense to examine any one county in isolation. Given the assumptions of the Metroscope model (described in Section 2), we address several questions, including: Where will household growth occur? What kinds of households will grow? What kinds of housing will these households live in? What percentage of their income will they pay for housing? What demographic groups are most cost-burdened and where do those households reside? Title: Housing Needs Study for the Portland Metropolitan Area Final Report Author: Hough, George C., Jr., Martin, Sheila A., Mildner, Gerard C., Proehl, Risa Year: 2008 The purpose of this report is to respond to the recommendations of the Regional Housing Choice Task Force by providing information to guide housing choice policy for the Metro Council. In particular, the objectives of this project were to: Estimate current and future affordable housing need for the Metro region; Describe the distribution of households by income, age, and size across the metro region; Describe the tenure of these households and the type of housing they will choose; Identify and describe those household types that are most likely to struggle to meet the cost of housing based on their income; and Make recommendations for improving analysis of affordable housing need in the future. Our approach to this task was to use output from the Metroscope model, using the base case scenario, to forecast the housing consumption decisions of households from 2005 to 2035. We chose the Metroscope model after also considering the State of Oregon?s Housing/Land Needs model. We concluded from examining the assumptions and abilities of each model that Metroscope is better able to offer the Metro Council the insight into the housing market required to inform housing choice policy. The Metroscope model incorporates housing supply and demand for the entire four-county metropolitan region (Multnomah, Washington, Clackamas, and Clark counties). The region comprises a single housing market; residents travel throughout the region to work, shop, and socialize. Thus, it makes little sense to examine any one county in isolation. Given the assumptions of the Metroscope model (described in Section 2), we address several questions, including: Where will household growth occur? What kinds of households will grow? What kinds of housing will these households live in? What percentage of their income will they pay for housing? What demographic groups are most cost-burdened and where do those households reside? Close

• 70. [Article] Documenting the Impact of Measure 37: Selected Case Studies

  Oregon has long been known for progressive planning policies and visionary government. The passage of Senate Bill 100 in 1973 ushered in Oregon’s modern era of land use planning and reflected a commitment ...

  Citation × Citation Citation Abstract Copy Title: Documenting the Impact of Measure 37: Selected Case Studies Author: Martin, Sheila A., Shriver, Katie Year: 2006 Oregon has long been known for progressive planning policies and visionary government. The passage of Senate Bill 100 in 1973 ushered in Oregon’s modern era of land use planning and reflected a commitment by Oregonians to the protection of farm land and other natural resources while planning for substantial urban growth. Many other states have envied Oregon’s framework as they struggle with the pressures of urban sprawl. While other states were quickly converting farmland to residential uses, Oregon converted just over one percent of its farmland to other uses between 1982 and 1997. On November 2, voters in Oregon chose to approve Measure 37 by a fairly wide margin. Although the message implied by that vote is widely debated, one thing is clear: Measure 37 has disabled the tools used over the past four decades to prevent sprawl and preserve agricultural and forest land in Oregon. We suspect that, based on experience in Florida with a similar measure, Measure 37 will also have a chilling effect on innovation in land use planning within local government. Although the legal status of the Measure is currently unclear (see below), we expect opponents of the land use system to continue to press for weakening these tools in Oregon. Efforts are underway to pass similar measures in other states. For example, property rights advocates are working in the state of Washington to make another attempt similar to failed Referendum 48, which was rejected by Washington voters in 1995. Before such an initiative is approved by voters, it is important that they understand how Measure 37 will affect land use planning in Oregon. However, the full impact of Measure 37 will be slow to unfold, as the courts make decisions about issues such as the transferability of waivers, the applicability of exceptions, and the rights of local governments to create a cause of action for neighbors affected by Measure 37 waivers. Title: Documenting the Impact of Measure 37: Selected Case Studies Author: Martin, Sheila A., Shriver, Katie Year: 2006 Oregon has long been known for progressive planning policies and visionary government. The passage of Senate Bill 100 in 1973 ushered in Oregon’s modern era of land use planning and reflected a commitment by Oregonians to the protection of farm land and other natural resources while planning for substantial urban growth. Many other states have envied Oregon’s framework as they struggle with the pressures of urban sprawl. While other states were quickly converting farmland to residential uses, Oregon converted just over one percent of its farmland to other uses between 1982 and 1997. On November 2, voters in Oregon chose to approve Measure 37 by a fairly wide margin. Although the message implied by that vote is widely debated, one thing is clear: Measure 37 has disabled the tools used over the past four decades to prevent sprawl and preserve agricultural and forest land in Oregon. We suspect that, based on experience in Florida with a similar measure, Measure 37 will also have a chilling effect on innovation in land use planning within local government. Although the legal status of the Measure is currently unclear (see below), we expect opponents of the land use system to continue to press for weakening these tools in Oregon. Efforts are underway to pass similar measures in other states. For example, property rights advocates are working in the state of Washington to make another attempt similar to failed Referendum 48, which was rejected by Washington voters in 1995. Before such an initiative is approved by voters, it is important that they understand how Measure 37 will affect land use planning in Oregon. However, the full impact of Measure 37 will be slow to unfold, as the courts make decisions about issues such as the transferability of waivers, the applicability of exceptions, and the rights of local governments to create a cause of action for neighbors affected by Measure 37 waivers. Close

• 71. [Article] What is Driving Measure 37 Claims in Oregon?

  With over 7,500 claims covering 750,000 acres of farm and forestland, Measure 37 claims harbor the potential to change the landscape in Oregon. The majority of these claims are located in the Willamette ...

  Citation × Citation Citation Abstract Copy Title: What is Driving Measure 37 Claims in Oregon? Author: Martin, Sheila A., Merrick, Meg, Rundell, Erik, Shriver, Katie Year: 2007 With over 7,500 claims covering 750,000 acres of farm and forestland, Measure 37 claims harbor the potential to change the landscape in Oregon. The majority of these claims are located in the Willamette Valley, where growth pressures and the value gradient between land for farms and land for residential development is great. This paper explores those relationships by describing and mapping the claims in terms of location, size, and current and proposed use, and then analyzes factors that appear to be driving the claims. At a county level, variables such as population growth, farm income, farm tenure and average age of farmer are considered as explanations of claim density. Using maps, we also examine the impact of distance from urban growth boundary and proximity to public lands. We conclude with comments about the unforeseen consequences of the “time zone” zoning on agriculture and public services, and consider the fairness of the Measure 37 regime. Title: What is Driving Measure 37 Claims in Oregon? Author: Martin, Sheila A., Merrick, Meg, Rundell, Erik, Shriver, Katie Year: 2007 With over 7,500 claims covering 750,000 acres of farm and forestland, Measure 37 claims harbor the potential to change the landscape in Oregon. The majority of these claims are located in the Willamette Valley, where growth pressures and the value gradient between land for farms and land for residential development is great. This paper explores those relationships by describing and mapping the claims in terms of location, size, and current and proposed use, and then analyzes factors that appear to be driving the claims. At a county level, variables such as population growth, farm income, farm tenure and average age of farmer are considered as explanations of claim density. Using maps, we also examine the impact of distance from urban growth boundary and proximity to public lands. We conclude with comments about the unforeseen consequences of the “time zone” zoning on agriculture and public services, and consider the fairness of the Measure 37 regime. Close

• 72. [Article] Sustainable Transportation Planning in the Portland Region

  Sustainable transportation planning principles deemphasize motor vehicle trips in favor of alternative means of moving from place to place. Portland has emerged as a national leader in bicycle commuting, ...

  Citation × Citation Citation Abstract Copy Title: Sustainable Transportation Planning in the Portland Region Author: Dill, Jennifer Year: 2008 Sustainable transportation planning principles deemphasize motor vehicle trips in favor of alternative means of moving from place to place. Portland has emerged as a national leader in bicycle commuting, public transit use, and innovative land use planning which encourages public accessibility to transportation alternatives while minimizing the impact on the environment. Dr. Jennifer Dill, associate professor in the School of Urban Studies and Planning at Portland State University, lists essential elements of a sustainable transportation system, provides policy frameworks, and discusses aspects of the Transportation Planning Rule adopted by Oregon lawmakers in 1991. Dr. Dill explains how plans are created and implemented at the local level and shares results which reveal encouraging trends in public transit and bicycle use for commuting. Title: Sustainable Transportation Planning in the Portland Region Author: Dill, Jennifer Year: 2008 Sustainable transportation planning principles deemphasize motor vehicle trips in favor of alternative means of moving from place to place. Portland has emerged as a national leader in bicycle commuting, public transit use, and innovative land use planning which encourages public accessibility to transportation alternatives while minimizing the impact on the environment. Dr. Jennifer Dill, associate professor in the School of Urban Studies and Planning at Portland State University, lists essential elements of a sustainable transportation system, provides policy frameworks, and discusses aspects of the Transportation Planning Rule adopted by Oregon lawmakers in 1991. Dr. Dill explains how plans are created and implemented at the local level and shares results which reveal encouraging trends in public transit and bicycle use for commuting. Close

• 73. [Article] Land Use Innovation: Experiences in the Adoption of Land Use Policies to Promote Active Living

  Obesity continues to be a major public health problem in the United States. As of 2007, 28.8% of adolescents were either overweight or obese. The rise in obesity may, in part, be attributable to declines ...

  Citation × Citation Citation Abstract Copy Title: Land Use Innovation: Experiences in the Adoption of Land Use Policies to Promote Active Living Author: Dill, Jennifer, Howe, Deborah A. Year: 2010 Obesity continues to be a major public health problem in the United States. As of 2007, 28.8% of adolescents were either overweight or obese. The rise in obesity may, in part, be attributable to declines in physical activity (PA) levels. In 2007, only 34.7% of adolescents met the national PA guidelines. Since PA levels decrease between childhood and adolescence, the middle school transition is a particularly vulnerable period that warrants special attention. In 2003, Somerville, Massachusetts organized an Active Living by Design (ALbD) partnership to promote community- wide active living through promotion activities (maps), policy changes, programs to engage immigrant communities, and physical changes to the environment (bike lines), and data gathering to evaluate these activities (student height, weight and fitness measurements). The partnership collaborated with other community initiatives to maximize the collective impact for health promotion. This study evaluates PA among a diverse population of middle school students (6th-8th grades) in Somerville and a neighboring comparison community concurrent with Somerville?s ALbD promotion efforts. Specifically, we will 1) document Somerville PA trends over time; 2) examine between-city differences in meeting PA recommendations; 3) explore the relationship(s) of utilization of recreational space and social support on PA; and 4) discuss the policy implications of our findings. Title: Land Use Innovation: Experiences in the Adoption of Land Use Policies to Promote Active Living Author: Dill, Jennifer, Howe, Deborah A. Year: 2010 Obesity continues to be a major public health problem in the United States. As of 2007, 28.8% of adolescents were either overweight or obese. The rise in obesity may, in part, be attributable to declines in physical activity (PA) levels. In 2007, only 34.7% of adolescents met the national PA guidelines. Since PA levels decrease between childhood and adolescence, the middle school transition is a particularly vulnerable period that warrants special attention. In 2003, Somerville, Massachusetts organized an Active Living by Design (ALbD) partnership to promote community- wide active living through promotion activities (maps), policy changes, programs to engage immigrant communities, and physical changes to the environment (bike lines), and data gathering to evaluate these activities (student height, weight and fitness measurements). The partnership collaborated with other community initiatives to maximize the collective impact for health promotion. This study evaluates PA among a diverse population of middle school students (6th-8th grades) in Somerville and a neighboring comparison community concurrent with Somerville?s ALbD promotion efforts. Specifically, we will 1) document Somerville PA trends over time; 2) examine between-city differences in meeting PA recommendations; 3) explore the relationship(s) of utilization of recreational space and social support on PA; and 4) discuss the policy implications of our findings. Close

• 74. [Article] Improving Trip Generation Methods for Livable Communities

  Recent efforts to improve trip generation data available for transportation impact analysis of new development include the collection of multimodal trip generation data, development of models that account ...

  Citation × Citation Citation Abstract Copy Title: Improving Trip Generation Methods for Livable Communities Author: Clifton, Kelly J., Larco, Nico, Currans, Kristina Marie, Wettach-Glosser, Jael Year: 2017 Recent efforts to improve trip generation data available for transportation impact analysis of new development include the collection of multimodal trip generation data, development of models that account for the built environment, and new recommendations for practice. Building on a long line of research on transportation and built environment, many studies have identified important features of the surrounding built environment that most impact trip rates and mode shares, building on a long line of research on transportation and the built environment. Despite these improvements in data and methods, less attention is placed on identifying the conditions of the site itself and the immediate surrounding environment that influence trip generation and mode choice. To fill this gap, this study builds upon previous work (Contextual Influences on Trip Generation (Project Number: OTREC 2011-407), 2012), re-examines the information collected in that study, and includes new site-level observations. The objective of this study is to examine establishment multimodal trip generation more closely from a finer-grained scale and identify site-level attributes of the built environment that help explain multimodal trip generation. From this, we have the additional objective of developing a framework for trip generation analysis that takes findings from this study into consideration. We placed emphasis on those sites in our previous study with a discord between the expected travel patterns, based upon the larger urban context and built environment of the site, and the observed. The research approach will make use of mixed methods. In addition to using archived data from the previous study, site visits provided direct observation of the overall performance of the site, including travel patterns on and around the site as well as specific site configuration, urban design details and traffic operations. The analysis of this combination of data provided a more complete picture of site-level trip generation and our findings highlight the influence of: people living nearby and using the site; the nature of the land use on the site; the development along arterial roadways; site permeability and access; and the local culture around walking and cycling. Finally, this report ends by reflecting on the numerous concerns identified from practice, the research findings from various recent studies, and the need for a sustainable process for evaluating the transportation impacts of new land development. We present a potential framework to advance the methods for how site plans fit into neighborhood and regional planning, using locally defined standards and goals. Here, we de-emphasize the site and its immediate environs as the primary (and only) scale of analysis and lessen the reliance on the problematic methodologies for estimating site-level travel demand. Rather, we argue that transportation impact analysis would benefit by first taking a district, neighborhood or area-wide approach with attention to the urban context—the built and social environment—where a site is located. At this larger scale, there is a better ability to understand the various elements that work together to shape travel demand and allows for a better assessment of how a specific site proposal will integrate into this larger context. This effort involves several faculty from across the country, including Kelly Clifton (PSU Engineering) and Nico Larco (UO Architecture) from our consortium and Susan Handy (UC Davis Environmental Studies) and Robert Schneider (UW Milwaukee Planning) as consultants/advisors. Title: Improving Trip Generation Methods for Livable Communities Author: Clifton, Kelly J., Larco, Nico, Currans, Kristina Marie, Wettach-Glosser, Jael Year: 2017 Recent efforts to improve trip generation data available for transportation impact analysis of new development include the collection of multimodal trip generation data, development of models that account for the built environment, and new recommendations for practice. Building on a long line of research on transportation and built environment, many studies have identified important features of the surrounding built environment that most impact trip rates and mode shares, building on a long line of research on transportation and the built environment. Despite these improvements in data and methods, less attention is placed on identifying the conditions of the site itself and the immediate surrounding environment that influence trip generation and mode choice. To fill this gap, this study builds upon previous work (Contextual Influences on Trip Generation (Project Number: OTREC 2011-407), 2012), re-examines the information collected in that study, and includes new site-level observations. The objective of this study is to examine establishment multimodal trip generation more closely from a finer-grained scale and identify site-level attributes of the built environment that help explain multimodal trip generation. From this, we have the additional objective of developing a framework for trip generation analysis that takes findings from this study into consideration. We placed emphasis on those sites in our previous study with a discord between the expected travel patterns, based upon the larger urban context and built environment of the site, and the observed. The research approach will make use of mixed methods. In addition to using archived data from the previous study, site visits provided direct observation of the overall performance of the site, including travel patterns on and around the site as well as specific site configuration, urban design details and traffic operations. The analysis of this combination of data provided a more complete picture of site-level trip generation and our findings highlight the influence of: people living nearby and using the site; the nature of the land use on the site; the development along arterial roadways; site permeability and access; and the local culture around walking and cycling. Finally, this report ends by reflecting on the numerous concerns identified from practice, the research findings from various recent studies, and the need for a sustainable process for evaluating the transportation impacts of new land development. We present a potential framework to advance the methods for how site plans fit into neighborhood and regional planning, using locally defined standards and goals. Here, we de-emphasize the site and its immediate environs as the primary (and only) scale of analysis and lessen the reliance on the problematic methodologies for estimating site-level travel demand. Rather, we argue that transportation impact analysis would benefit by first taking a district, neighborhood or area-wide approach with attention to the urban context—the built and social environment—where a site is located. At this larger scale, there is a better ability to understand the various elements that work together to shape travel demand and allows for a better assessment of how a specific site proposal will integrate into this larger context. This effort involves several faculty from across the country, including Kelly Clifton (PSU Engineering) and Nico Larco (UO Architecture) from our consortium and Susan Handy (UC Davis Environmental Studies) and Robert Schneider (UW Milwaukee Planning) as consultants/advisors. Close

• 75. [Article] Trip and Parking Generation at Transit-Oriented Developments

  The decision of how best to allocate land around transit stations is a debated topic, with transit officials often opting for park-and-ride lots over active uses such as multifamily housing, office, and ...

  Citation × Citation Citation Abstract Copy Title: Trip and Parking Generation at Transit-Oriented Developments Author: Ewing, Reid, Tian, Guang, Lyons, Torrey, Proffitt, David, Stinger, Preston, Weinberger, Rachel, Kaufman, Ben, Shivley, Kevin Year: 2017 The decision of how best to allocate land around transit stations is a debated topic, with transit officials often opting for park-and-ride lots over active uses such as multifamily housing, office, and retail organized into transit-oriented developments (TODs). In practice, guidelines for providing parking and mitigating vehicle trips come mainly from the Institute of Transportation Engineers (ITE) Trip Generation Manual and the ITE Parking Generation Manual. However, both manuals have well-known shortcomings. The goal of this study is to determine how many fewer vehicle trips are generated at TODs, and how much less parking is required at TODs, than ITE guidelines would suggest. To answer these questions, we measure trip and parking generation at five TODs using a methodology that is the most robust published to date. Title: Trip and Parking Generation at Transit-Oriented Developments Author: Ewing, Reid, Tian, Guang, Lyons, Torrey, Proffitt, David, Stinger, Preston, Weinberger, Rachel, Kaufman, Ben, Shivley, Kevin Year: 2017 The decision of how best to allocate land around transit stations is a debated topic, with transit officials often opting for park-and-ride lots over active uses such as multifamily housing, office, and retail organized into transit-oriented developments (TODs). In practice, guidelines for providing parking and mitigating vehicle trips come mainly from the Institute of Transportation Engineers (ITE) Trip Generation Manual and the ITE Parking Generation Manual. However, both manuals have well-known shortcomings. The goal of this study is to determine how many fewer vehicle trips are generated at TODs, and how much less parking is required at TODs, than ITE guidelines would suggest. To answer these questions, we measure trip and parking generation at five TODs using a methodology that is the most robust published to date. Close

• 76. [Article] Assessing State Efforts to Integrate Transportation, Land Use and Climate

  Climate change is increasingly recognized as a threat to life on earth. “Continued emission of greenhouse gases will cause further warming and long-lasting changes in all components of the climate system, ...

  Citation × Citation Citation Abstract Copy Title: Assessing State Efforts to Integrate Transportation, Land Use and Climate Author: Lewis, Rebecca, Zako, Robert Year: 2017 Climate change is increasingly recognized as a threat to life on earth. “Continued emission of greenhouse gases will cause further warming and long-lasting changes in all components of the climate system, increasing the likelihood of severe, pervasive and irreversible impacts for people and ecosystems. Limiting climate change would require substantial and sustained reductions in greenhouse gas emissions” (International Panel on Climate Change, 2014, 8). The transportation sector accounts for almost one-third of all greenhouse gas emissions (GHG) in the United States. Reducing GHG from transportation rests on the “three-legged stool” of improving vehicle efficiency, reducing the carbon content of fuels and reducing vehicle miles traveled (VMT). But “technological improvements in vehicles and fuels are likely to be offset by continuing, robust growth in VMT” (Ewing et al., 2007, 2). Thus, a crucial strategy in curbing GHG from transportation relies on reducing total VMT by promoting alternative modes of transportation hand in hand with promoting development patterns that support the use of such modes, in addition to pricing strategies (for GHG, parking, gas taxes, tolls, etc.) and lifestyle changes to shift from driving. In developing climate action plans, states have begun to acknowledge the connection between transportation and development patterns. This project explores the institutional barriers and opportunities for reducing VMT, hence GHG, through improved transportation options and smarter development patterns in four states: California, Maryland, Oregon and Washington. The research team analyzed existing policy frameworks around transportation, land use and climate change, outlining the statutory context around plans and actions within state agencies and metropolitan planning organizations (MPOs). The research team used content analysis to analyze existing plans under these agencies, and conducted interviews with over 40 stakeholders to evaluate strengths and weaknesses of state approaches. The research team assessed the existing policy framework within the case study states and offers recommendations for improving existing frameworks. Finally, lessons learned from these four states can inform other states attempting to reduce GHG from transportation. Title: Assessing State Efforts to Integrate Transportation, Land Use and Climate Author: Lewis, Rebecca, Zako, Robert Year: 2017 Climate change is increasingly recognized as a threat to life on earth. “Continued emission of greenhouse gases will cause further warming and long-lasting changes in all components of the climate system, increasing the likelihood of severe, pervasive and irreversible impacts for people and ecosystems. Limiting climate change would require substantial and sustained reductions in greenhouse gas emissions” (International Panel on Climate Change, 2014, 8). The transportation sector accounts for almost one-third of all greenhouse gas emissions (GHG) in the United States. Reducing GHG from transportation rests on the “three-legged stool” of improving vehicle efficiency, reducing the carbon content of fuels and reducing vehicle miles traveled (VMT). But “technological improvements in vehicles and fuels are likely to be offset by continuing, robust growth in VMT” (Ewing et al., 2007, 2). Thus, a crucial strategy in curbing GHG from transportation relies on reducing total VMT by promoting alternative modes of transportation hand in hand with promoting development patterns that support the use of such modes, in addition to pricing strategies (for GHG, parking, gas taxes, tolls, etc.) and lifestyle changes to shift from driving. In developing climate action plans, states have begun to acknowledge the connection between transportation and development patterns. This project explores the institutional barriers and opportunities for reducing VMT, hence GHG, through improved transportation options and smarter development patterns in four states: California, Maryland, Oregon and Washington. The research team analyzed existing policy frameworks around transportation, land use and climate change, outlining the statutory context around plans and actions within state agencies and metropolitan planning organizations (MPOs). The research team used content analysis to analyze existing plans under these agencies, and conducted interviews with over 40 stakeholders to evaluate strengths and weaknesses of state approaches. The research team assessed the existing policy framework within the case study states and offers recommendations for improving existing frameworks. Finally, lessons learned from these four states can inform other states attempting to reduce GHG from transportation. Close

• 77. [Article] Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies

  The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current ...

  Citation × Citation Citation Abstract Copy Title: Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies Author: Margerum, Richard D., Bartholomew, Keith, Lewis, Rebecca, Parker, Robert, Dobrinich, Stephen Year: 2017 The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current or future access to transit. This study examines the programs and policies in the Salt Lake City and Denver regions to examine regional vision influence on local planning and the opportunities and constraints facing centers. The research team analyzed local plans over the past several decades, interviewed planners, and examined demographic, land use and transportation characteristics in select centers across the region. We found that the regional vision had a moderate influence on local planning, due to vague definitions and criteria. However, light rail investment and market forces have had a more substantial influence—resulting in cities developing supportive transit oriented development policies. While over 100 centers have been designated, many face significant challenges to support regional goals, particularly because many light rail lines were located along rail and freeway alignments. A limited number of “tipping point centers” already contain the necessary elements to be successful with city and private investment. Many “greenfield centers” offer significant future opportunity for development, but their suburban location and infrastructure needs present significant costs and challenges. Many other “redevelopment centers” are dominated by industrial, commercial or office development, and the land use and transportation patterns within these centers present substantial hurdles that may limit their potential to achieve regional goals. Title: Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies Author: Margerum, Richard D., Bartholomew, Keith, Lewis, Rebecca, Parker, Robert, Dobrinich, Stephen Year: 2017 The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current or future access to transit. This study examines the programs and policies in the Salt Lake City and Denver regions to examine regional vision influence on local planning and the opportunities and constraints facing centers. The research team analyzed local plans over the past several decades, interviewed planners, and examined demographic, land use and transportation characteristics in select centers across the region. We found that the regional vision had a moderate influence on local planning, due to vague definitions and criteria. However, light rail investment and market forces have had a more substantial influence—resulting in cities developing supportive transit oriented development policies. While over 100 centers have been designated, many face significant challenges to support regional goals, particularly because many light rail lines were located along rail and freeway alignments. A limited number of “tipping point centers” already contain the necessary elements to be successful with city and private investment. Many “greenfield centers” offer significant future opportunity for development, but their suburban location and infrastructure needs present significant costs and challenges. Many other “redevelopment centers” are dominated by industrial, commercial or office development, and the land use and transportation patterns within these centers present substantial hurdles that may limit their potential to achieve regional goals. Close

• 78. [Article] Transportation Cost Index: A Comprehensive Performance Measure for Transportation and Land Use Systems and its Application in OR, FL, and UT

  MAP-21 and state laws are placing increasing emphasis on using comprehensive transportation performance measures that include mobility, safety, economy, livability, equity, and environmental to guide transportation ...

  Citation × Citation Citation Abstract Copy Title: Transportation Cost Index: A Comprehensive Performance Measure for Transportation and Land Use Systems and its Application in OR, FL, and UT Author: Wang, Liming, Liu, Jenny H Year: 2017 MAP-21 and state laws are placing increasing emphasis on using comprehensive transportation performance measures that include mobility, safety, economy, livability, equity, and environmental to guide transportation decision-making. One of the toughest challenges keeping DOTs and MPOs from adopting comprehensive measures in the decision process is the lack of performance measures allowing consistent comparison of multimodal performance over time and across geographic areas. This project advances a transportation cost index (TCI) initially proposed by Oregon DOT from a proof-of-concept stage to implementation and operational use at the state, MPO, and community levels. After pilot tests and early adoption in Oregon, we test TCI with varying data sources available in different states and make the software more user-friendly. Working with communities in Florida and Utah, we will test and apply TCI to regions in Florida and Utah and compare the patterns of TCI across Oregon, Florida, and Utah. Title: Transportation Cost Index: A Comprehensive Performance Measure for Transportation and Land Use Systems and its Application in OR, FL, and UT Author: Wang, Liming, Liu, Jenny H Year: 2017 MAP-21 and state laws are placing increasing emphasis on using comprehensive transportation performance measures that include mobility, safety, economy, livability, equity, and environmental to guide transportation decision-making. One of the toughest challenges keeping DOTs and MPOs from adopting comprehensive measures in the decision process is the lack of performance measures allowing consistent comparison of multimodal performance over time and across geographic areas. This project advances a transportation cost index (TCI) initially proposed by Oregon DOT from a proof-of-concept stage to implementation and operational use at the state, MPO, and community levels. After pilot tests and early adoption in Oregon, we test TCI with varying data sources available in different states and make the software more user-friendly. Working with communities in Florida and Utah, we will test and apply TCI to regions in Florida and Utah and compare the patterns of TCI across Oregon, Florida, and Utah. Close

• 79. [Article] The Landscape: Damascus

  A brief overview of land use and planning in Damascus, Oregon.

  Citation × Citation Citation Abstract Copy Title: The Landscape: Damascus Author: Vanneman, Brian Year: 2006 A brief overview of land use and planning in Damascus, Oregon. Title: The Landscape: Damascus Author: Vanneman, Brian Year: 2006 A brief overview of land use and planning in Damascus, Oregon. Close

• 80. [Article] Staff Report: In Consideration of Ordinance No. 05-1077 Amending the Regional Framework Plan and the Urban Growth Management Functional Plan Relating to Nature in Neighborhoods

  Citation × Citation Citation Abstract Copy Title: Staff Report: In Consideration of Ordinance No. 05-1077 Amending the Regional Framework Plan and the Urban Growth Management Functional Plan Relating to Nature in Neighborhoods Author: Cotugno, Andy, Deffebach, Chris Year: 2005 Title: Staff Report: In Consideration of Ordinance No. 05-1077 Amending the Regional Framework Plan and the Urban Growth Management Functional Plan Relating to Nature in Neighborhoods Author: Cotugno, Andy, Deffebach, Chris Year: 2005 Close

• 81. [Article] Impacts of Bus Rapid Transit (BRT) on Surrounding Residential Property Values

  As bus rapid transit (BRT) grows in popularity in the United States, a better understanding of the mode’s impacts on land uses and property values is needed. Economic theory suggests, and literature has ...

  Citation × Citation Citation Abstract Copy Title: Impacts of Bus Rapid Transit (BRT) on Surrounding Residential Property Values Author: Perk, Victoria, Catalá, Martin, Mantius, Maximillian, Corcoran, Katrina Year: 2017 As bus rapid transit (BRT) grows in popularity in the United States, a better understanding of the mode’s impacts on land uses and property values is needed. Economic theory suggests, and literature has shown, that people are willing to pay higher housing costs to lower their costs of transportation to areas of economic activity. Does high-quality BRT service reliably provide such access and, thereby, increase residential property values? The hypothesis is that property values are higher closer to BRT stations, reflecting a premium for the access provided by the BRT service to various goods, services, employment, education, and recreation. There has been some work on this topic outside of the U.S.; however, due to various cultural, social, and institutional differences, those experiences may not be applicable to U.S. property values. The literature includes, to date, very little work on U.S. BRT systems’ impacts on property values using robust econometric techniques and/or spatial modeling. Further, because every BRT system is different, it is necessary to analyze additional case studies to provide a more robust understanding of how modern U.S. experiences with BRT services may affect surrounding property values. This research contributes to the relatively small body of literature on property value impacts of BRT in the U.S. by conducting a case study on Lane Transit District’s EmX BRT service (Eugene, Oregon) using econometric modeling techniques to estimate changes in property values associated with the BRT. The analysis is based on hedonic price regression analysis, where sale prices are modeled using several property characteristics that contribute to the market or sale price. The findings of this research indicate that the EmX BRT system does positively impact surrounding single-family home sale prices. Results are statistically significant yet, as expected, relatively small in magnitude. An interesting finding is that the impact of the EmX stations on property values increased in each of the three periods examined in this study. For 2005 single-family home sales, the price increased $823 on average for every 100 meters closer to a station. In 2010, the marginal impact increased to an average of $1,056 for every 100 meters closer to a station. In 2016, every 100 meters closer to a station adds an average of $1,128 to a home’s sale price. These results provide further insight into how BRT services can enhance the livability and economic development in a community, and provide policymakers and the transit industry throughout the U.S. with the best information possible to make informed transit investment decisions in their communities. Title: Impacts of Bus Rapid Transit (BRT) on Surrounding Residential Property Values Author: Perk, Victoria, Catalá, Martin, Mantius, Maximillian, Corcoran, Katrina Year: 2017 As bus rapid transit (BRT) grows in popularity in the United States, a better understanding of the mode’s impacts on land uses and property values is needed. Economic theory suggests, and literature has shown, that people are willing to pay higher housing costs to lower their costs of transportation to areas of economic activity. Does high-quality BRT service reliably provide such access and, thereby, increase residential property values? The hypothesis is that property values are higher closer to BRT stations, reflecting a premium for the access provided by the BRT service to various goods, services, employment, education, and recreation. There has been some work on this topic outside of the U.S.; however, due to various cultural, social, and institutional differences, those experiences may not be applicable to U.S. property values. The literature includes, to date, very little work on U.S. BRT systems’ impacts on property values using robust econometric techniques and/or spatial modeling. Further, because every BRT system is different, it is necessary to analyze additional case studies to provide a more robust understanding of how modern U.S. experiences with BRT services may affect surrounding property values. This research contributes to the relatively small body of literature on property value impacts of BRT in the U.S. by conducting a case study on Lane Transit District’s EmX BRT service (Eugene, Oregon) using econometric modeling techniques to estimate changes in property values associated with the BRT. The analysis is based on hedonic price regression analysis, where sale prices are modeled using several property characteristics that contribute to the market or sale price. The findings of this research indicate that the EmX BRT system does positively impact surrounding single-family home sale prices. Results are statistically significant yet, as expected, relatively small in magnitude. An interesting finding is that the impact of the EmX stations on property values increased in each of the three periods examined in this study. For 2005 single-family home sales, the price increased $823 on average for every 100 meters closer to a station. In 2010, the marginal impact increased to an average of $1,056 for every 100 meters closer to a station. In 2016, every 100 meters closer to a station adds an average of $1,128 to a home’s sale price. These results provide further insight into how BRT services can enhance the livability and economic development in a community, and provide policymakers and the transit industry throughout the U.S. with the best information possible to make informed transit investment decisions in their communities. Close

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

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

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

• 83. [Article] Settlement Patterns in the Portland Region: A Historical Overview

  Cities exist because they serve two basic functions--to generate economic value and to sustain social and cultural values. In the most fundamental sense, the interaction of these two urban roles determines ...

  Citation × Citation Citation Abstract Copy Title: Settlement Patterns in the Portland Region: A Historical Overview Author: Abbott, Carl Year: 1994 Cities exist because they serve two basic functions--to generate economic value and to sustain social and cultural values. In the most fundamental sense, the interaction of these two urban roles determines the growth of metropolitan areas and patterns of land use and settlement within those urban areas. Within this framework of metropolitan functions, five factors have strongly affected American urban settlement patterns. The first section of this report briefly introduces these broad forces. The central section traces in detail the ways in which the factors have shaped settlement and land use in the Portland area over the last 150 years. The concluding section suggests new ways in which these five basic factors may operate in the coming decades and briefly analyzes possible new effects on the region's settlement patterns. Title: Settlement Patterns in the Portland Region: A Historical Overview Author: Abbott, Carl Year: 1994 Cities exist because they serve two basic functions--to generate economic value and to sustain social and cultural values. In the most fundamental sense, the interaction of these two urban roles determines the growth of metropolitan areas and patterns of land use and settlement within those urban areas. Within this framework of metropolitan functions, five factors have strongly affected American urban settlement patterns. The first section of this report briefly introduces these broad forces. The central section traces in detail the ways in which the factors have shaped settlement and land use in the Portland area over the last 150 years. The concluding section suggests new ways in which these five basic factors may operate in the coming decades and briefly analyzes possible new effects on the region's settlement patterns. Close

• 84. [Article] Metro’s Regional Land Information System: The Virtual Key to Portland’s Growth Management Success

  Though metropolitan Portland, Oregon, has perhaps the best-known growth management program in the world, one of the most important elements of that system has been conspicuously overlooked: the regional ...

  Citation × Citation Citation Abstract Copy Title: Metro’s Regional Land Information System: The Virtual Key to Portland’s Growth Management Success Author: Knapp, Gerrit, Bolen, Richard, Seltzer, Ethan Year: 2003 Though metropolitan Portland, Oregon, has perhaps the best-known growth management program in the world, one of the most important elements of that system has been conspicuously overlooked: the regional land information system (RLIS). Since RLIS was developed in the late 1980s, it has played a critical role in the development of every significant plan, the evaluation of every key policy, and the formulation of every major development model. RLIS created conditions that enabled a sophisticated and now muchstudied approach to metropolitan growth management to emerge. In this paper, we discuss the development, use, and maintenance of RLIS, illustrating its importance for both the practice of regional planning and the advancement of planning research. We begin with an overview of planning at Metro, since it is that context that provides RLIS with much of its local and political meaning. We then examine the relationship of RLIS to specific Metro planning activities. We conclude that RLIS in particular, and regional GIS systems in general, have become vital to the success of urban growth management. Title: Metro’s Regional Land Information System: The Virtual Key to Portland’s Growth Management Success Author: Knapp, Gerrit, Bolen, Richard, Seltzer, Ethan Year: 2003 Though metropolitan Portland, Oregon, has perhaps the best-known growth management program in the world, one of the most important elements of that system has been conspicuously overlooked: the regional land information system (RLIS). Since RLIS was developed in the late 1980s, it has played a critical role in the development of every significant plan, the evaluation of every key policy, and the formulation of every major development model. RLIS created conditions that enabled a sophisticated and now muchstudied approach to metropolitan growth management to emerge. In this paper, we discuss the development, use, and maintenance of RLIS, illustrating its importance for both the practice of regional planning and the advancement of planning research. We begin with an overview of planning at Metro, since it is that context that provides RLIS with much of its local and political meaning. We then examine the relationship of RLIS to specific Metro planning activities. We conclude that RLIS in particular, and regional GIS systems in general, have become vital to the success of urban growth management. Close

• 85. [Article] Relationships Between Environmental Governance and Water Quality in a Growing Metropolitan Area of the Pacific Northwest, USA

  We investigate relationships between environmental governance and water quality in two adjacent growing metropolitan areas in the western US. While the Portland, Oregon and Vancouver, Washington metro ...

  Citation × Citation Citation Abstract Copy Title: Relationships Between Environmental Governance and Water Quality in a Growing Metropolitan Area of the Pacific Northwest, USA Author: Chang, Heejun, Thiers, Paul R., Netusil, Noelwah R., Yeakley, J. Alan, Rollwagen-Bollens, Gretchen, Bollens, Steve, Singh, Sonia Year: 2014 We investigate relationships between environmental governance and water quality in two adjacent growing metropolitan areas in the western US. While the Portland, Oregon and Vancouver, Washington metro areas share many common biophysical characteristics, they have different land development histories and water governance structures, providing a unique opportunity for examining how differences in governance might affect environmental quality. We conceptualize possible linkages in which water quality influences governance directly, using monitoring efforts as a metric, and indirectly by using the change in the sale price of single-family residential properties. Governance may then influence water quality directly through riparian restoration resulting from monitoring results and indirectly through land use policy.We investigate evidence to substantiate these linkages. Our results showed that changes in monitoring regimes and land development patterns differed in response to differences in growth management policy and environmental governance systems. Our results also showed similarities in environmental quality responses to varying governance systems. For example, we found that sales prices responded positively to improved water quality (e.g., increases in DO and reductions in bacteria counts) in both cities. Furthermore, riparian restoration efforts improved over time for both cities, indicating the positive effect of governance on this land-based resource that may result in improved water quality. However, as of yet, there were no substantial differences across study areas in water temperature over time, despite an expansion of these urban areas of more than 20%over 24 years. The mechanisms by which water quality was maintained was similar in the sense that both cities benefited from riparian restoration, but different in the sense that Portland benefited indirectly from land use policy. A combination of long-term legacy effects of land development, and a relatively short history of riparian restoration in both the Portland and Vancouver regions, may have masked any subtle differences between study areas. An alternative explanation is that both cities exhibited combinations of positive indirect and direct water quality governance that resulted in maintenance of water quality in the face of increased urban growth. These findings suggest that a much longer-term water quality monitoring effort is needed to identify the effectiveness of alternative land development and water governance policies Title: Relationships Between Environmental Governance and Water Quality in a Growing Metropolitan Area of the Pacific Northwest, USA Author: Chang, Heejun, Thiers, Paul R., Netusil, Noelwah R., Yeakley, J. Alan, Rollwagen-Bollens, Gretchen, Bollens, Steve, Singh, Sonia Year: 2014 We investigate relationships between environmental governance and water quality in two adjacent growing metropolitan areas in the western US. While the Portland, Oregon and Vancouver, Washington metro areas share many common biophysical characteristics, they have different land development histories and water governance structures, providing a unique opportunity for examining how differences in governance might affect environmental quality. We conceptualize possible linkages in which water quality influences governance directly, using monitoring efforts as a metric, and indirectly by using the change in the sale price of single-family residential properties. Governance may then influence water quality directly through riparian restoration resulting from monitoring results and indirectly through land use policy.We investigate evidence to substantiate these linkages. Our results showed that changes in monitoring regimes and land development patterns differed in response to differences in growth management policy and environmental governance systems. Our results also showed similarities in environmental quality responses to varying governance systems. For example, we found that sales prices responded positively to improved water quality (e.g., increases in DO and reductions in bacteria counts) in both cities. Furthermore, riparian restoration efforts improved over time for both cities, indicating the positive effect of governance on this land-based resource that may result in improved water quality. However, as of yet, there were no substantial differences across study areas in water temperature over time, despite an expansion of these urban areas of more than 20%over 24 years. The mechanisms by which water quality was maintained was similar in the sense that both cities benefited from riparian restoration, but different in the sense that Portland benefited indirectly from land use policy. A combination of long-term legacy effects of land development, and a relatively short history of riparian restoration in both the Portland and Vancouver regions, may have masked any subtle differences between study areas. An alternative explanation is that both cities exhibited combinations of positive indirect and direct water quality governance that resulted in maintenance of water quality in the face of increased urban growth. These findings suggest that a much longer-term water quality monitoring effort is needed to identify the effectiveness of alternative land development and water governance policies Close

• 86. [Article] Development of Future Land Cover Change Scenarios in the Metropolitan Fringe, Oregon, U.S., with Stakeholder Involvement

  We describe a future land cover scenario construction process developed under consultation with a group of stakeholders from our study area. We developed a simple geographic information system (GIS) method ...

  Citation × Citation Citation Abstract Copy Title: Development of Future Land Cover Change Scenarios in the Metropolitan Fringe, Oregon, U.S., with Stakeholder Involvement Author: Chang, Heejun, Hoyer, Roberrt W. Year: 2014 We describe a future land cover scenario construction process developed under consultation with a group of stakeholders from our study area. We developed a simple geographic information system (GIS) method to modify a land cover dataset and then used qualitative data extracted from the stakeholder storyline to modify it. These identified variables related to our study area’s land use regulation system as the major driver in the placement of new urban growth on the landscape; and the accommodation of new population as the determinant of its growth rate. The outcome was a series of three scenario maps depicting a gradient of increased urbanization. The effort attempted to create a simple and transparent modeling framework that is easy to communicate. The incorporation of the regulatory context and rules and place-specific modeling for denser urban and sparse rural areas provide new insights of future land conversions. This relatively rapid mapping process provides useful information for spatial planning and projects for where and how much urban land will be present by the year 2050 Title: Development of Future Land Cover Change Scenarios in the Metropolitan Fringe, Oregon, U.S., with Stakeholder Involvement Author: Chang, Heejun, Hoyer, Roberrt W. Year: 2014 We describe a future land cover scenario construction process developed under consultation with a group of stakeholders from our study area. We developed a simple geographic information system (GIS) method to modify a land cover dataset and then used qualitative data extracted from the stakeholder storyline to modify it. These identified variables related to our study area’s land use regulation system as the major driver in the placement of new urban growth on the landscape; and the accommodation of new population as the determinant of its growth rate. The outcome was a series of three scenario maps depicting a gradient of increased urbanization. The effort attempted to create a simple and transparent modeling framework that is easy to communicate. The incorporation of the regulatory context and rules and place-specific modeling for denser urban and sparse rural areas provide new insights of future land conversions. This relatively rapid mapping process provides useful information for spatial planning and projects for where and how much urban land will be present by the year 2050 Close

• 87. [Article] The Landscape: Ferries

  A brief look at the use of ferries as transportation in the Portland, Oregon, region, touching on their history and contemporary status.

  Citation × Citation Citation Abstract Copy Title: The Landscape: Ferries Author: Mylott, Elizabeth Year: 2009 A brief look at the use of ferries as transportation in the Portland, Oregon, region, touching on their history and contemporary status. Title: The Landscape: Ferries Author: Mylott, Elizabeth Year: 2009 A brief look at the use of ferries as transportation in the Portland, Oregon, region, touching on their history and contemporary status. Close

• 88. [Article] Sustainability: Think Globally, Act Locally

  A brief look at developing concepts of sustainability and sustainable development, both from an international as well as an Oregon perspective. Addresses the difficulties faced by cities in their efforts ...

  Citation × Citation Citation Abstract Copy Title: Sustainability: Think Globally, Act Locally Author: Axtell, Shannon Year: 2002 A brief look at developing concepts of sustainability and sustainable development, both from an international as well as an Oregon perspective. Addresses the difficulties faced by cities in their efforts to formulate specific goals and policies for sustainability, and cites several Oregon projects and initiatives that have sustainability as their focus. Title: Sustainability: Think Globally, Act Locally Author: Axtell, Shannon Year: 2002 A brief look at developing concepts of sustainability and sustainable development, both from an international as well as an Oregon perspective. Addresses the difficulties faced by cities in their efforts to formulate specific goals and policies for sustainability, and cites several Oregon projects and initiatives that have sustainability as their focus. Close

• 89. [Article] Ballot Ballet: The Metroscape’s Delicate Dance with Direct Democracy

  Referred to as the “fourth branch” of the Oregon political system, the ballot initiative process has defined Oregon politics as much if not more than any of the traditional legislative, executive, and ...

  Citation × Citation Citation Abstract Copy Title: Ballot Ballet: The Metroscape’s Delicate Dance with Direct Democracy Author: Santen, David Year: 2002 Referred to as the “fourth branch” of the Oregon political system, the ballot initiative process has defined Oregon politics as much if not more than any of the traditional legislative, executive, and judicial branches of government. After a century on the books, it continues to grow in stature and presence, evidenced from the increased bulk of both the Voters' Pamphlet and the Oregon Constitution itself. It tackles the entire spectrum of issues, affecting residents of Clackamas, Columbia, Multnomah, Washington, and Yamhill Counties, and often spilling over into Clark County, Washington, and beyond. Land use and property rights, structure of the tax base, and how local schools are funded, legislative accountability, are all issues that resonate throughout the six-county metroscape (including Clark County), which in turn serves as a fairly accurate microcosm for the ballot initiative process, and how Oregon sees it today. Title: Ballot Ballet: The Metroscape’s Delicate Dance with Direct Democracy Author: Santen, David Year: 2002 Referred to as the “fourth branch” of the Oregon political system, the ballot initiative process has defined Oregon politics as much if not more than any of the traditional legislative, executive, and judicial branches of government. After a century on the books, it continues to grow in stature and presence, evidenced from the increased bulk of both the Voters' Pamphlet and the Oregon Constitution itself. It tackles the entire spectrum of issues, affecting residents of Clackamas, Columbia, Multnomah, Washington, and Yamhill Counties, and often spilling over into Clark County, Washington, and beyond. Land use and property rights, structure of the tax base, and how local schools are funded, legislative accountability, are all issues that resonate throughout the six-county metroscape (including Clark County), which in turn serves as a fairly accurate microcosm for the ballot initiative process, and how Oregon sees it today. Close

• 90. [Article] The Burden of Oregon History: The Historian as Prophet

  In the latter part of his public career, after a lifetime of studying and thinking about the region and its people, Dodds began to write about “the tragedy of the lack of tragedy” in the lives of Pacific ...

  Citation × Citation Citation Abstract Copy Title: The Burden of Oregon History: The Historian as Prophet Author: Rosenberg, John P. Year: 2005 In the latter part of his public career, after a lifetime of studying and thinking about the region and its people, Dodds began to write about “the tragedy of the lack of tragedy” in the lives of Pacific Northwesterners. Life had been relatively easy and perhaps “too successful” for the region’s citizens, “especially if one were a Caucasian,” wrote Gordon Dodds in the epilogue to his 1986 regional history, The American Northwest: A History of Oregon and Washington. Pacific Northwesterners had mastered their few difficulties with relative ease and their undemanding past may have left them unprepared for the adversities that lay ahead. Whatever vague foreboding Dodds may have sensed when he wrote those words in the mid-1980s, the adversity he alluded to was not long in appearing. With the passage of the property tax limitation Measure 5 in Oregon in 1991, whatever fragile regional consensus existed regarding the public funding of education and social welfare programs came crashing down. The passage some 15 years later of Measure 37, which essentially dismantled Oregon’s nationally acclaimed land-use planning system, completed the apparent sea change in regional self-understanding. Whatever reputation Oregon had previously enjoyed as a bastion of environmental commitment and liberal sentiment was now defunct. A brave new world of libertarian values and minimal government intrusion (or support) was ready to greet any new arrivals. While the changes in political sentiment in Oregon reflected the rise of conservative values nationally, they seemed especially pronounced here given the state’s prior reputation. All this, of course, begs the question of whether or not, given these apparently great changes in Oregonians’ social and political self-understanding, the past in any sense could have served as prelude to someone who wanted to trace a vague outline of the future before it was thrust upon us in its present form. Were the seeds of Oregon’s current dilemma buried in its past? Could an alert and curious historian who knew where to look have predicted the current state of affairs, in which every session of the legislature, for example, pits proponents of public education against supporters of social welfare programs for an every-shrinking revenue pie? What happened to the Oregon that, despite its eccentricities and contradictions, many of us knew and loved before 1991? And was its rapid demise predictable? Title: The Burden of Oregon History: The Historian as Prophet Author: Rosenberg, John P. Year: 2005 In the latter part of his public career, after a lifetime of studying and thinking about the region and its people, Dodds began to write about “the tragedy of the lack of tragedy” in the lives of Pacific Northwesterners. Life had been relatively easy and perhaps “too successful” for the region’s citizens, “especially if one were a Caucasian,” wrote Gordon Dodds in the epilogue to his 1986 regional history, The American Northwest: A History of Oregon and Washington. Pacific Northwesterners had mastered their few difficulties with relative ease and their undemanding past may have left them unprepared for the adversities that lay ahead. Whatever vague foreboding Dodds may have sensed when he wrote those words in the mid-1980s, the adversity he alluded to was not long in appearing. With the passage of the property tax limitation Measure 5 in Oregon in 1991, whatever fragile regional consensus existed regarding the public funding of education and social welfare programs came crashing down. The passage some 15 years later of Measure 37, which essentially dismantled Oregon’s nationally acclaimed land-use planning system, completed the apparent sea change in regional self-understanding. Whatever reputation Oregon had previously enjoyed as a bastion of environmental commitment and liberal sentiment was now defunct. A brave new world of libertarian values and minimal government intrusion (or support) was ready to greet any new arrivals. While the changes in political sentiment in Oregon reflected the rise of conservative values nationally, they seemed especially pronounced here given the state’s prior reputation. All this, of course, begs the question of whether or not, given these apparently great changes in Oregonians’ social and political self-understanding, the past in any sense could have served as prelude to someone who wanted to trace a vague outline of the future before it was thrust upon us in its present form. Were the seeds of Oregon’s current dilemma buried in its past? Could an alert and curious historian who knew where to look have predicted the current state of affairs, in which every session of the legislature, for example, pits proponents of public education against supporters of social welfare programs for an every-shrinking revenue pie? What happened to the Oregon that, despite its eccentricities and contradictions, many of us knew and loved before 1991? And was its rapid demise predictable? Close

• 91. [Article] Good planning, good health: An interview with Rajiv Bhatia

  Rajiv Bhatia, MD, MPH, is the Director of Occupational and Environmental Health for the San Francisco Department of Public Health. He is also a faculty member at both the University of California at San ...

  Citation × Citation Citation Abstract Copy Title: Good planning, good health: An interview with Rajiv Bhatia Author: Shandas, Vivek Year: 2008 Rajiv Bhatia, MD, MPH, is the Director of Occupational and Environmental Health for the San Francisco Department of Public Health. He is also a faculty member at both the University of California at San Francisco School of Medicine and the University of California Berkeley School of Public Health. He is a founding member of the Health and Social Justice Committee for the National Association of County and City Health Officials. Nationally recognized for leadership in developing the health impact assessment tool, Bhatia thinks poor health resulting from social factors can be combatted by cooperation among health officials, policy makers, and the public. He was recently interviewed in San Francisco by Metroscape's Vivek Shandas. Title: Good planning, good health: An interview with Rajiv Bhatia Author: Shandas, Vivek Year: 2008 Rajiv Bhatia, MD, MPH, is the Director of Occupational and Environmental Health for the San Francisco Department of Public Health. He is also a faculty member at both the University of California at San Francisco School of Medicine and the University of California Berkeley School of Public Health. He is a founding member of the Health and Social Justice Committee for the National Association of County and City Health Officials. Nationally recognized for leadership in developing the health impact assessment tool, Bhatia thinks poor health resulting from social factors can be combatted by cooperation among health officials, policy makers, and the public. He was recently interviewed in San Francisco by Metroscape's Vivek Shandas. Close

• 92. [Article] Traveling the past into the present : the region's highways and byways

  Reviews the work of Oregon's first surveyors and cartographers, and compares early maps to the modern landscape.

  Citation × Citation Citation Abstract Copy Title: Traveling the past into the present : the region's highways and byways Author: Peterson del Mar, David, Kaplinger, Heather, Merrick, Meg Year: 2005 Reviews the work of Oregon's first surveyors and cartographers, and compares early maps to the modern landscape. Title: Traveling the past into the present : the region's highways and byways Author: Peterson del Mar, David, Kaplinger, Heather, Merrick, Meg Year: 2005 Reviews the work of Oregon's first surveyors and cartographers, and compares early maps to the modern landscape. Close

• 93. [Article] By the Numbers: The Region Votes its Fate

  The author examined how the residents in the five-county region of the metropolitan area (Clackamas, Columbia, Multnomah, Washington, and Yamhill) voted in the 2004 general election on selected ballot measures ...

  Citation × Citation Citation Abstract Copy Title: By the Numbers: The Region Votes its Fate Author: Clucas, Richard A., Straub, Alton Year: 2005 The author examined how the residents in the five-county region of the metropolitan area (Clackamas, Columbia, Multnomah, Washington, and Yamhill) voted in the 2004 general election on selected ballot measures in order to understand the political values of the neighborhoods in which we live. Using geographic information systems (GIS), we mapped the distribution of votes by election precinct on what we thought were three of the most revealing measures: the constitutional amendment banning same-sex marriages (Measure 36), the initiative requiring state and local governments to pay landowners when land-use restrictions reduce property value (Measure 37), and the constitutional amendment limiting non-economic damages in medical malpractice lawsuits (Measure 35). In general, the maps revealed what most political observers already know about the metropolitan area: there is a polarization of voters in the region, with the more urban areas tending to be more liberal than the rural ones, and with the suburbs falling somewhere in between. Yet the maps reveal that there are important differences from neighborhood to neighborhood, and that the polarization is not as strong on some issues. Title: By the Numbers: The Region Votes its Fate Author: Clucas, Richard A., Straub, Alton Year: 2005 The author examined how the residents in the five-county region of the metropolitan area (Clackamas, Columbia, Multnomah, Washington, and Yamhill) voted in the 2004 general election on selected ballot measures in order to understand the political values of the neighborhoods in which we live. Using geographic information systems (GIS), we mapped the distribution of votes by election precinct on what we thought were three of the most revealing measures: the constitutional amendment banning same-sex marriages (Measure 36), the initiative requiring state and local governments to pay landowners when land-use restrictions reduce property value (Measure 37), and the constitutional amendment limiting non-economic damages in medical malpractice lawsuits (Measure 35). In general, the maps revealed what most political observers already know about the metropolitan area: there is a polarization of voters in the region, with the more urban areas tending to be more liberal than the rural ones, and with the suburbs falling somewhere in between. Yet the maps reveal that there are important differences from neighborhood to neighborhood, and that the polarization is not as strong on some issues. Close

• 94. [Article] Godless in Eden? : the Metroscape's post-modern religious life

  An independent proprietorship focused on eclectic spiritual quests, a fading historic Protestant denomination, a thriving suburban mega church, and a home base for organized atheism—these seemingly disparate ...

  Citation × Citation Citation Abstract Copy Title: Godless in Eden? : the Metroscape's post-modern religious life Author: Killen, Patricia Year: 2006 An independent proprietorship focused on eclectic spiritual quests, a fading historic Protestant denomination, a thriving suburban mega church, and a home base for organized atheism—these seemingly disparate entities are both old and new on the religious landscape of the Portland metro area. They exemplify long-standing patterns in the ways people in Oregon compose individual and corporate religious journeys—fluid, unfettered individual spiritual quests that for some coalesce into communal forms that provide structure, interpersonal connections and spiritual resources. At the same time, like the growing cone on Mount St. Helens, these groups are the crust of deeper activity, three decades of global, national, and local economic, social, and cultural change that has profoundly altered the surroundings for individual and institutional religion. Viewed against this horizon, the Portland metro area’s current religious contours help to explain Oregon’s notoriety for “godlessness” and for contentious public debate over issues from physician-assisted suicide to land-use regulation. As well, they reveal postmodern religious trends that increasingly will affect public life here and elsewhere. Title: Godless in Eden? : the Metroscape's post-modern religious life Author: Killen, Patricia Year: 2006 An independent proprietorship focused on eclectic spiritual quests, a fading historic Protestant denomination, a thriving suburban mega church, and a home base for organized atheism—these seemingly disparate entities are both old and new on the religious landscape of the Portland metro area. They exemplify long-standing patterns in the ways people in Oregon compose individual and corporate religious journeys—fluid, unfettered individual spiritual quests that for some coalesce into communal forms that provide structure, interpersonal connections and spiritual resources. At the same time, like the growing cone on Mount St. Helens, these groups are the crust of deeper activity, three decades of global, national, and local economic, social, and cultural change that has profoundly altered the surroundings for individual and institutional religion. Viewed against this horizon, the Portland metro area’s current religious contours help to explain Oregon’s notoriety for “godlessness” and for contentious public debate over issues from physician-assisted suicide to land-use regulation. As well, they reveal postmodern religious trends that increasingly will affect public life here and elsewhere. Close

• 95. [Article] Periodic Atlas of the Metroscape: The Face of Density, Diversity, and Disparity in 20th Century Portland

  We of the 21st century often congratulate ourselves on policies that have led to greater density and diversity in our urban settings, as remedies to the sprawl, ghettoization, and poverty that became the ...

  Citation × Citation Citation Abstract Copy Title: Periodic Atlas of the Metroscape: The Face of Density, Diversity, and Disparity in 20th Century Portland Author: Wollner, Craig, Merrick, Meg Year: 2010 We of the 21st century often congratulate ourselves on policies that have led to greater density and diversity in our urban settings, as remedies to the sprawl, ghettoization, and poverty that became the bane of planners and activists during the last half of the previous one hundred years. But the maps on this and following pages, generated by the Teaching American History Project of the Institute of Portland Metropolitan Studies, suggest that there was plenty of density in various parts of the city at times in the twentieth century and a lot of diversity in certain neighborhoods. Often, these outcomes were the result of intentional policies of the city government and its business allies, especially those in real estate, transportation, and finance. Frequently, these policies perpetuated or accelerated poverty and decline in the neighborhoods--although those who made them said they were designed to ensure the greater good, or to conform to consensus values, or that they were promulgated because there were more pressing matters to address. Today, we have replaced these policies with different and (we think) more humane, forward looking ones where urban planning is concerned. But perhaps we have only proved that, as the proverb has it, 'There is nothing new under the sun,' or maybe that as the great historian Arthur Schlesinger, Jr. put it, we have yet to learn "what is necessary and what is merely the product of our contingent arrangements." Title: Periodic Atlas of the Metroscape: The Face of Density, Diversity, and Disparity in 20th Century Portland Author: Wollner, Craig, Merrick, Meg Year: 2010 We of the 21st century often congratulate ourselves on policies that have led to greater density and diversity in our urban settings, as remedies to the sprawl, ghettoization, and poverty that became the bane of planners and activists during the last half of the previous one hundred years. But the maps on this and following pages, generated by the Teaching American History Project of the Institute of Portland Metropolitan Studies, suggest that there was plenty of density in various parts of the city at times in the twentieth century and a lot of diversity in certain neighborhoods. Often, these outcomes were the result of intentional policies of the city government and its business allies, especially those in real estate, transportation, and finance. Frequently, these policies perpetuated or accelerated poverty and decline in the neighborhoods--although those who made them said they were designed to ensure the greater good, or to conform to consensus values, or that they were promulgated because there were more pressing matters to address. Today, we have replaced these policies with different and (we think) more humane, forward looking ones where urban planning is concerned. But perhaps we have only proved that, as the proverb has it, 'There is nothing new under the sun,' or maybe that as the great historian Arthur Schlesinger, Jr. put it, we have yet to learn "what is necessary and what is merely the product of our contingent arrangements." Close

• 96. [Article] Planning for Regional Economic Development in Oregon: Finding a Place for Equity Issues in Regional Governance

  While the state of Oregon is cited in the new regionalism literature for exemplary land use and environmental planning, this paper focuses on the treatment of equity issues. Implementation of a revised ...

  Citation × Citation Citation Abstract Copy Title: Planning for Regional Economic Development in Oregon: Finding a Place for Equity Issues in Regional Governance Author: Provo, John Year: 2002 While the state of Oregon is cited in the new regionalism literature for exemplary land use and environmental planning, this paper focuses on the treatment of equity issues. Implementation of a revised statewide regional economic development program is discussed, contrasting efforts in the metropolitan Portland area with rural southeast Oregon. Despite following very different planning and grant-making processes, both introduced equity issues concerned with ensuring access to the economy. In Portland this meant aspiring to connect economically distressed communities with a successful regional economy while in southeast Oregon a distressed region hoped to connect with the state's growing economy. Title: Planning for Regional Economic Development in Oregon: Finding a Place for Equity Issues in Regional Governance Author: Provo, John Year: 2002 While the state of Oregon is cited in the new regionalism literature for exemplary land use and environmental planning, this paper focuses on the treatment of equity issues. Implementation of a revised statewide regional economic development program is discussed, contrasting efforts in the metropolitan Portland area with rural southeast Oregon. Despite following very different planning and grant-making processes, both introduced equity issues concerned with ensuring access to the economy. In Portland this meant aspiring to connect economically distressed communities with a successful regional economy while in southeast Oregon a distressed region hoped to connect with the state's growing economy. Close

• 97. [Article] Environment, Economy, and Equity: Can We Find a Language for Fairness in Regional Planning?

  Metropolitan Portland is often cited as a model for regional planning and growth management. In the 19905, both academics and the popular press "discovered" the Portland region, connecting our quality ...

  Citation × Citation Citation Abstract Copy Title: Environment, Economy, and Equity: Can We Find a Language for Fairness in Regional Planning? Author: Provo, John, Fuglister, Jill Year: 2012 Metropolitan Portland is often cited as a model for regional planning and growth management. In the 19905, both academics and the popular press "discovered" the Portland region, connecting our quality of life--vibrant urban places, natural beauty, and healthy economy--with our unique forms of regional cooperation and land use planning. Metropolitan Portland became the avatar of an emerging New Regionalism, a movement characterized not only by its spatial nature, but also by an interest in holistic solutions integrating a variety of issue areas. One central tenant of this movement is the ability of regional policies to address growing inequities and inefficiencies associated with gaps in regional governance and metropolitan authority in an eta of ever increasing inter and intra metropolitan competition. Home to Metro, the nation's only elected regional government, the Portland region is lauded for protecting the environment through preservation of farmland and open space and for promoting the economy through facilitating the development of vibrant urban centers. However, how does the region define and act on issues of social and economic equity? Title: Environment, Economy, and Equity: Can We Find a Language for Fairness in Regional Planning? Author: Provo, John, Fuglister, Jill Year: 2012 Metropolitan Portland is often cited as a model for regional planning and growth management. In the 19905, both academics and the popular press "discovered" the Portland region, connecting our quality of life--vibrant urban places, natural beauty, and healthy economy--with our unique forms of regional cooperation and land use planning. Metropolitan Portland became the avatar of an emerging New Regionalism, a movement characterized not only by its spatial nature, but also by an interest in holistic solutions integrating a variety of issue areas. One central tenant of this movement is the ability of regional policies to address growing inequities and inefficiencies associated with gaps in regional governance and metropolitan authority in an eta of ever increasing inter and intra metropolitan competition. Home to Metro, the nation's only elected regional government, the Portland region is lauded for protecting the environment through preservation of farmland and open space and for promoting the economy through facilitating the development of vibrant urban centers. However, how does the region define and act on issues of social and economic equity? Close

• 98. [Article] Critical Issues 2005

  Biennially, the Institute of Portland Metropolitan Studies (IMS) undertakes to identify the most compelling concerns, problems, and dilemmas facing citizens of the Portland metropolitan region. The region ...

  Citation × Citation Citation Abstract Copy Title: Critical Issues 2005 Author: Wollner, Craig, Elliott, Deborah Year: 2012 Biennially, the Institute of Portland Metropolitan Studies (IMS) undertakes to identify the most compelling concerns, problems, and dilemmas facing citizens of the Portland metropolitan region. The region is defined as Clackamas, Colwnbia, Multnomah, Washington, and Yamhill Counties and Clark County in Washington. IMS staff analyzes the results of two Critical Issues list surveys, one of area residents at large conducted by the Survey Research Laboratory (SRL) of Portland State University (pSU), and the other a mail survey of regional opinion leaders. The opinion leaders are elected and appointed officials serving in jurisdictions throughout the six-county metropolitan region, academic experts in regional affairs, and citizen activists. The two surveys are compared and contrasted for points of congruity and contrast between the two cohorts surveyed. Staff completed 374 phone surveys of the general public; 424 of the region's opinion leaders mailed back responses. This essay presents the results. Title: Critical Issues 2005 Author: Wollner, Craig, Elliott, Deborah Year: 2012 Biennially, the Institute of Portland Metropolitan Studies (IMS) undertakes to identify the most compelling concerns, problems, and dilemmas facing citizens of the Portland metropolitan region. The region is defined as Clackamas, Colwnbia, Multnomah, Washington, and Yamhill Counties and Clark County in Washington. IMS staff analyzes the results of two Critical Issues list surveys, one of area residents at large conducted by the Survey Research Laboratory (SRL) of Portland State University (pSU), and the other a mail survey of regional opinion leaders. The opinion leaders are elected and appointed officials serving in jurisdictions throughout the six-county metropolitan region, academic experts in regional affairs, and citizen activists. The two surveys are compared and contrasted for points of congruity and contrast between the two cohorts surveyed. Staff completed 374 phone surveys of the general public; 424 of the region's opinion leaders mailed back responses. This essay presents the results. Close

• 99. [Article] Oregon 2100: Urban Form and Settlement Patterns

  In 1987 New York City adopted the report of its "Commission on the Year 2000." A year later Los Angeles followed the same course and approved a report prepared by its "Los Angeles 2000 Committee." In Oregon ...

  Citation × Citation Citation Abstract Copy Title: Oregon 2100: Urban Form and Settlement Patterns Author: Toulan, Nohad A. Year: 1991 In 1987 New York City adopted the report of its "Commission on the Year 2000." A year later Los Angeles followed the same course and approved a report prepared by its "Los Angeles 2000 Committee." In Oregon we have been equally active in the development of alternative scenarios and strategic plans for the year 2000. The Oregon Progress Board and its Benchmarks is just one example. Others include Portland's Civic Index process and Future Focus, METRO's Goals and Objectives study and LCDC's Growth Management Study. These studies and numerous others across the country reflect a the desire to enhance, or at least maintain, the quality of our social and physical environments as we move into the 21st century. The year 2000 is obviously a significant milestone. It is not only the end of one century and the beginning of another one, but it is also the transition from one millennium to another. Other than the attached symbolism, however, the year 2000 is no more significant for us today than 1990 was nine years ago. Nevertheless, symbolism is an important and very powerful tool if used properly to challenge our imagination and focus our attention on the real issues, assuming we can delineate them in the proper framework. Title: Oregon 2100: Urban Form and Settlement Patterns Author: Toulan, Nohad A. Year: 1991 In 1987 New York City adopted the report of its "Commission on the Year 2000." A year later Los Angeles followed the same course and approved a report prepared by its "Los Angeles 2000 Committee." In Oregon we have been equally active in the development of alternative scenarios and strategic plans for the year 2000. The Oregon Progress Board and its Benchmarks is just one example. Others include Portland's Civic Index process and Future Focus, METRO's Goals and Objectives study and LCDC's Growth Management Study. These studies and numerous others across the country reflect a the desire to enhance, or at least maintain, the quality of our social and physical environments as we move into the 21st century. The year 2000 is obviously a significant milestone. It is not only the end of one century and the beginning of another one, but it is also the transition from one millennium to another. Other than the attached symbolism, however, the year 2000 is no more significant for us today than 1990 was nine years ago. Nevertheless, symbolism is an important and very powerful tool if used properly to challenge our imagination and focus our attention on the real issues, assuming we can delineate them in the proper framework. Close

• 100. [Article] Metropolitan Centers Mean Smart Growth

  In this study, a multidisciplinary team from the University of Oregon and the University of Utah examined regional metropolitan center programs and policies in the Salt Lake City and Denver regions. The ...

  Citation × Citation Citation Abstract Copy Title: Metropolitan Centers Mean Smart Growth Author: Margerum, Richard D., Lewis, Rebecca, Bartholomew, Keith Year: 2017 In this study, a multidisciplinary team from the University of Oregon and the University of Utah examined regional metropolitan center programs and policies in the Salt Lake City and Denver regions. The goal of the study was to examine this topic on two levels. First, to learn how and why local governments have adopted the concepts of metropolitan centers over time and the related supporting and constraining factors. Second, to understand how demographics, land use, and transportation choices have changed over time in the designated centers. Title: Metropolitan Centers Mean Smart Growth Author: Margerum, Richard D., Lewis, Rebecca, Bartholomew, Keith Year: 2017 In this study, a multidisciplinary team from the University of Oregon and the University of Utah examined regional metropolitan center programs and policies in the Salt Lake City and Denver regions. The goal of the study was to examine this topic on two levels. First, to learn how and why local governments have adopted the concepts of metropolitan centers over time and the related supporting and constraining factors. Second, to understand how demographics, land use, and transportation choices have changed over time in the designated centers. Close