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• 1. [Article] Southeast Portland Comprehensive Housing Plan: Background Report

  The preliminary data collection and analysis of housing issues in Southeast Portland (S.E.) occurred during the Fall Quarter of 1988. General issues relating to housing stock were identified through group ...

  Citation × Citation Citation Abstract Copy Title: Southeast Portland Comprehensive Housing Plan: Background Report Author: Portland State University. College of Urban and Public Affairs Year: 1989 The preliminary data collection and analysis of housing issues in Southeast Portland (S.E.) occurred during the Fall Quarter of 1988. General issues relating to housing stock were identified through group methods. These issues were broken into two broad areas--housing stock issues and socio-economic concerns. The critical linkages between the issues were developed through research, interviews, and input from S.E. Coalitions (Inner and outer Southeast Portland, and the Land Use Committee). In order to provide for a quantitative framework for the purposes of analysis, 1980 census data, Metro's "Regional Pactbook" and the City of Portland's "Neighborhood Profiles" were used as source documents. The data was aggradated at the block group, census tract, and neighborhood boundary level in order to pinpoint specific trends and concentrations of housing issues in Southeast Portland. This report provides a detailed summary of the issue findings and their linkages to housing in S.E. Title: Southeast Portland Comprehensive Housing Plan: Background Report Author: Portland State University. College of Urban and Public Affairs Year: 1989 The preliminary data collection and analysis of housing issues in Southeast Portland (S.E.) occurred during the Fall Quarter of 1988. General issues relating to housing stock were identified through group methods. These issues were broken into two broad areas--housing stock issues and socio-economic concerns. The critical linkages between the issues were developed through research, interviews, and input from S.E. Coalitions (Inner and outer Southeast Portland, and the Land Use Committee). In order to provide for a quantitative framework for the purposes of analysis, 1980 census data, Metro's "Regional Pactbook" and the City of Portland's "Neighborhood Profiles" were used as source documents. The data was aggradated at the block group, census tract, and neighborhood boundary level in order to pinpoint specific trends and concentrations of housing issues in Southeast Portland. This report provides a detailed summary of the issue findings and their linkages to housing in S.E. Close

• 2. [Article] Dreamscape: The Face of Regional Housing

  Few things are more central to the “American Dream” than owning your own home. Home ownership provides privacy and security. It binds us to our neighbors and communities, defi nes our consumption habits, ...

  Citation × Citation Citation Abstract Copy Title: Dreamscape: The Face of Regional Housing Author: Straub, Alton Year: 2006 Few things are more central to the “American Dream” than owning your own home. Home ownership provides privacy and security. It binds us to our neighbors and communities, defi nes our consumption habits, and allows us to express our individuality. In the last few years, however, our homes have become “cash cow” investments that, for some people, substitute for retirement plans and college savings. The saga of American homeownership plays out across a complex landscape throughout the US and the Portland metropolitan region. It’s fi lled with many issues: housing supply, neighborhood amenities, population demographics, transportation networks, personal income levels, zoning and property regulations, taxes, and affordability measures (cost versus income). The maps shown here provide a brief summary, using the most recently available estimates for U.S. census tracts (2004 data) of people and homes in the metroscape. Title: Dreamscape: The Face of Regional Housing Author: Straub, Alton Year: 2006 Few things are more central to the “American Dream” than owning your own home. Home ownership provides privacy and security. It binds us to our neighbors and communities, defi nes our consumption habits, and allows us to express our individuality. In the last few years, however, our homes have become “cash cow” investments that, for some people, substitute for retirement plans and college savings. The saga of American homeownership plays out across a complex landscape throughout the US and the Portland metropolitan region. It’s fi lled with many issues: housing supply, neighborhood amenities, population demographics, transportation networks, personal income levels, zoning and property regulations, taxes, and affordability measures (cost versus income). The maps shown here provide a brief summary, using the most recently available estimates for U.S. census tracts (2004 data) of people and homes in the metroscape. Close

• 3. [Article] The Impacts of Gentrification on the African American Business Community of Portland, Oregon

  I focus this inquiry on the impact that gentrification has had on black business and entrepreneurship in the Albina District of Portland, Oregon. The Albina district of provides a unique opportunity to ...

  Citation × Citation Citation Abstract Copy Title: The Impacts of Gentrification on the African American Business Community of Portland, Oregon Author: Hosford, Alexandra Year: 2009 I focus this inquiry on the impact that gentrification has had on black business and entrepreneurship in the Albina District of Portland, Oregon. The Albina district of provides a unique opportunity to measure the effects of gentrification on black business and business development because the area has historically been a residentially segregated black community and has seen dramatic changes due to gentrification in the past decade, including an influx of middle class, white residents. I conduct this examination by subdividing my inquiry into three main sections. First, I provide an outline of the background and evolution of the discourse around gentrification and segregation, both in a U.S. and Portland-specific context, and define the connection between gentrification and the larger area of inquiry focused on racial residential segregation. In the second section, I present an analysis of demographic and housing characteristics in four Inner Northeast Portland census tracts, using them as a proxy for measuring overall change within the historically black neighborhoods of Portland. In the third section, I outline findings from interviews conducted with local entrepreneurs and members of economic development organizations in order to give a localized perspective to the effects of gentrification in Inner Northeast Portland. Title: The Impacts of Gentrification on the African American Business Community of Portland, Oregon Author: Hosford, Alexandra Year: 2009 I focus this inquiry on the impact that gentrification has had on black business and entrepreneurship in the Albina District of Portland, Oregon. The Albina district of provides a unique opportunity to measure the effects of gentrification on black business and business development because the area has historically been a residentially segregated black community and has seen dramatic changes due to gentrification in the past decade, including an influx of middle class, white residents. I conduct this examination by subdividing my inquiry into three main sections. First, I provide an outline of the background and evolution of the discourse around gentrification and segregation, both in a U.S. and Portland-specific context, and define the connection between gentrification and the larger area of inquiry focused on racial residential segregation. In the second section, I present an analysis of demographic and housing characteristics in four Inner Northeast Portland census tracts, using them as a proxy for measuring overall change within the historically black neighborhoods of Portland. In the third section, I outline findings from interviews conducted with local entrepreneurs and members of economic development organizations in order to give a localized perspective to the effects of gentrification in Inner Northeast Portland. Close

• 4. [Article] What Do We Know About Location Affordability in U.S. Shrinking Cities?

  In late 2013, the Department of Housing and Urban Development (HUD) launched the Location Affordability Index (LAI) portal. Their dataset uses models to estimate typical amount households spend on housing ...

  Citation × Citation Citation Abstract Copy Title: What Do We Know About Location Affordability in U.S. Shrinking Cities? Author: Ganning, Joanna, Tighe, Jenna Rosie Year: 2017 In late 2013, the Department of Housing and Urban Development (HUD) launched the Location Affordability Index (LAI) portal. Their dataset uses models to estimate typical amount households spend on housing and transportation at the block group level, and calculates “H + T Affordability,” the percent of household income spent on these items. In our previous research, we analyzed 81 shrinking cities to determine how location affordability differs across various neighborhoods. Our results suggest that households in declining neighborhoods, as compared to stable or redeveloping neighborhoods, face the greatest H + T affordability challenges in shrinking cities. Furthermore, in declining neighborhoods, virtually all of the additional affordability challenges encountered can be accounted for by differences in transportation affordability rather than housing. Since there is virtually no research to either validate or suggest bias in the LAI data, and a declining neighborhood in a shrinking city presents both a relatively common yet entirely dissimilar context to the norm, we feel that this data should be carefully calibrated to, and tested for, this setting to ensure that appropriate and efficient policy follow. In this report, we present the results of two research phases: a strictly quantitative first stage in which the LAI is disassembled and reassembled, taking stock of assumptions, methods, and accuracy. This work finds that the LAI generally over-estimates housing costs, but more for renters and more in metropolitan areas. Estimations of transportation cost burdens are built largely from unreliable data and using models which cannot be replicated, leading us to conclude that these cost burden estimates may not be reliable. In the second research phase, which is survey-based, we gather household-level data from 12 Census tracts in Cleveland, Ohio, to estimate household housing and transportation costs and cost burdens and gain a clearer sense of budget trade-offs where costs are unaffordable. The survey results support the first research stage. The LAI over-estimates housing costs for these neighborhoods by approximately 17% and transportation costs by approximately 126%, meaning the LAI estimates for transportation are not reliable. By and large, households trade essentials, investing, and paying bills (at all or in full) to cover their costs in housing and transportation. Title: What Do We Know About Location Affordability in U.S. Shrinking Cities? Author: Ganning, Joanna, Tighe, Jenna Rosie Year: 2017 In late 2013, the Department of Housing and Urban Development (HUD) launched the Location Affordability Index (LAI) portal. Their dataset uses models to estimate typical amount households spend on housing and transportation at the block group level, and calculates “H + T Affordability,” the percent of household income spent on these items. In our previous research, we analyzed 81 shrinking cities to determine how location affordability differs across various neighborhoods. Our results suggest that households in declining neighborhoods, as compared to stable or redeveloping neighborhoods, face the greatest H + T affordability challenges in shrinking cities. Furthermore, in declining neighborhoods, virtually all of the additional affordability challenges encountered can be accounted for by differences in transportation affordability rather than housing. Since there is virtually no research to either validate or suggest bias in the LAI data, and a declining neighborhood in a shrinking city presents both a relatively common yet entirely dissimilar context to the norm, we feel that this data should be carefully calibrated to, and tested for, this setting to ensure that appropriate and efficient policy follow. In this report, we present the results of two research phases: a strictly quantitative first stage in which the LAI is disassembled and reassembled, taking stock of assumptions, methods, and accuracy. This work finds that the LAI generally over-estimates housing costs, but more for renters and more in metropolitan areas. Estimations of transportation cost burdens are built largely from unreliable data and using models which cannot be replicated, leading us to conclude that these cost burden estimates may not be reliable. In the second research phase, which is survey-based, we gather household-level data from 12 Census tracts in Cleveland, Ohio, to estimate household housing and transportation costs and cost burdens and gain a clearer sense of budget trade-offs where costs are unaffordable. The survey results support the first research stage. The LAI over-estimates housing costs for these neighborhoods by approximately 17% and transportation costs by approximately 126%, meaning the LAI estimates for transportation are not reliable. By and large, households trade essentials, investing, and paying bills (at all or in full) to cover their costs in housing and transportation. Close

• 5. [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