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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