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• 61. [Article] Parking Space Estimation in the City of Portland

  This project is a collaboration with Portland Bureau of Transportation, to study city required parking lots spaces, and allowed on-street parking space in Portland. As the city begins to re-evaluate its ...

  Citation × Citation Citation Abstract Copy Title: Parking Space Estimation in the City of Portland Author: Colder, Ashley, Weakley, Madison, Zoeller, J. Robert Year: 2016 This project is a collaboration with Portland Bureau of Transportation, to study city required parking lots spaces, and allowed on-street parking space in Portland. As the city begins to re-evaluate its transportation systems to encourage more travel by buses, trains, and bikes, we want to explore what is the current parking situation by the city of Portland. To understand better about the parking situation in Portland, and how this might affect the parking policies in the future in Portland. The scope of this project is limited to East Portland. The group was assigned to the Far-Southeast (Far-SE) area. The Far-SE TSP is bounded by East Burnside Street on the north, the I-205 freeway on the west, and the city limits on the east and south. The TriMet MAX Blue line runs east-west along the northern boundary and the MAX Green line runs north-south on the west. Major topographic features include Powell and Kelly Buttes as well as Johnson Creek. The predominant land use is low-density, single-family residential on relatively large lots, although there has been a significant amount of infill development through subdivision of large lots. Commercial development stretches along the five main arterials running through the district (Division Street, Powell Boulevard, Foster Road, Stark Street, and 122nd Avenue) and is generally low density. Title: Parking Space Estimation in the City of Portland Author: Colder, Ashley, Weakley, Madison, Zoeller, J. Robert Year: 2016 This project is a collaboration with Portland Bureau of Transportation, to study city required parking lots spaces, and allowed on-street parking space in Portland. As the city begins to re-evaluate its transportation systems to encourage more travel by buses, trains, and bikes, we want to explore what is the current parking situation by the city of Portland. To understand better about the parking situation in Portland, and how this might affect the parking policies in the future in Portland. The scope of this project is limited to East Portland. The group was assigned to the Far-Southeast (Far-SE) area. The Far-SE TSP is bounded by East Burnside Street on the north, the I-205 freeway on the west, and the city limits on the east and south. The TriMet MAX Blue line runs east-west along the northern boundary and the MAX Green line runs north-south on the west. Major topographic features include Powell and Kelly Buttes as well as Johnson Creek. The predominant land use is low-density, single-family residential on relatively large lots, although there has been a significant amount of infill development through subdivision of large lots. Commercial development stretches along the five main arterials running through the district (Division Street, Powell Boulevard, Foster Road, Stark Street, and 122nd Avenue) and is generally low density. Close

• 62. [Article] The Eastside Blue Line Manifesto

  26 pages ; illustrations

  Citation × Citation Citation Abstract Copy Title: The Eastside Blue Line Manifesto Author: Ahrens, Nick Year: 2017, 2015 26 pages ; illustrations Title: The Eastside Blue Line Manifesto Author: Ahrens, Nick Year: 2017, 2015 26 pages ; illustrations Close

• 63. [Article] Building Planner Commitment: Are California’s SB 375 and Oregon’s SB 1059 Models for Climate-Change Mitigation?

  California’s Sustainable Communities and Climate Protection Act (SB 375) and the Oregon Sustainable Transportation Initiative (SB 1059) have made them the first states in the nation to try and reduce greenhouse ...

  Citation × Citation Citation Abstract Copy Title: Building Planner Commitment: Are California’s SB 375 and Oregon’s SB 1059 Models for Climate-Change Mitigation? Author: Bartholomew, Keith, Proffitt, David Year: 2017 California’s Sustainable Communities and Climate Protection Act (SB 375) and the Oregon Sustainable Transportation Initiative (SB 1059) have made them the first states in the nation to try and reduce greenhouse gas (GHG) emissions using the transportation-planning process. Evaluating how these pioneering laws have changed local planning processes – as well as plans themselves – in each state provides insight into the laws’ effectiveness at changing development patterns in a way that reduces GHG emissions, without waiting decades to see the effects in the built environment. Both states’ laws require metropolitan planning organizations (MPOs) and the municipalities that comprise them to plan development scenarios that reduce per capita GHG emissions from private automobiles. The emissions-reductions targets for each metro are determined through negotiation with state agencies and are updated periodically. Planning researchers (Burby et al., 1997) categorize laws like these as state planning mandates because they require local-level governments to incorporate state-specified goals into their plans. A host of empirical studies (Berke & French, 1994; Bunnell & Jepson, 2011; Burby & Dalton, 1994; Burby & May, 1998; Burby, 2005; Burby et al., 1993; Dalton & Burby, 1994; Hoch, 2007; May, 1993) suggest that the structure of state planning mandates, particularly the way their “carrots” and “sticks” encourage full adoption of the mandate’s goals and objectives or allow for just minimal compliance, are key to their success in changing development patterns. This is because greater planner commitment tends to result in higher-quality local plans and better plan implementation (Alterman & Hill, 1978; Berke & French, 1994; Berke & Godschalk, 2009; Berke, 1996; Brody & Highfield, 2005; Brody, 2003; Laurian et al., 2004; Talen, 1996), effectively acting as a multiplier that increases the plan’s influence on the built environment and other development outcomes. Therefore, we believe that evaluating the degree to which state planning mandates in California and Oregon have changed local planning documents and practices is the best available indicator of how the mandates will influence development patterns in the future. Furthermore, tracing how the mandates affect decisions made by local planners informs the suitability of California and Oregon’s planning mandates to serve as a model for policy in other states, or at the national or international scale. This study fits the NITC themes of taking long-term action on transportation emissions and climate change and integrating multimodal transportation and land use. We employ content analysis to evaluate SB 375 and SB 1059’s influence on regional transportation plans (RTPs) produced by MPOs. Conducting content analyses of RTPs approved before and after the planning mandates took effect will produce scores that allow us to compare how much the plans have changed due to the laws. It will also allow us to group MPOs based on their performance and identify characteristics of the metro areas they represent that predict their scores. For instance, some RTPs may shift from a weak focus on emissions reduction to a strong focus, while others may have a strong focus both before and after the planning mandates took effect. Building case studies in this way will allow us to ascertain which aspects of the laws are working as intended and which are not, and answer whether the laws can serve as models for climate change-mitigation policy. Title: Building Planner Commitment: Are California’s SB 375 and Oregon’s SB 1059 Models for Climate-Change Mitigation? Author: Bartholomew, Keith, Proffitt, David Year: 2017 California’s Sustainable Communities and Climate Protection Act (SB 375) and the Oregon Sustainable Transportation Initiative (SB 1059) have made them the first states in the nation to try and reduce greenhouse gas (GHG) emissions using the transportation-planning process. Evaluating how these pioneering laws have changed local planning processes – as well as plans themselves – in each state provides insight into the laws’ effectiveness at changing development patterns in a way that reduces GHG emissions, without waiting decades to see the effects in the built environment. Both states’ laws require metropolitan planning organizations (MPOs) and the municipalities that comprise them to plan development scenarios that reduce per capita GHG emissions from private automobiles. The emissions-reductions targets for each metro are determined through negotiation with state agencies and are updated periodically. Planning researchers (Burby et al., 1997) categorize laws like these as state planning mandates because they require local-level governments to incorporate state-specified goals into their plans. A host of empirical studies (Berke & French, 1994; Bunnell & Jepson, 2011; Burby & Dalton, 1994; Burby & May, 1998; Burby, 2005; Burby et al., 1993; Dalton & Burby, 1994; Hoch, 2007; May, 1993) suggest that the structure of state planning mandates, particularly the way their “carrots” and “sticks” encourage full adoption of the mandate’s goals and objectives or allow for just minimal compliance, are key to their success in changing development patterns. This is because greater planner commitment tends to result in higher-quality local plans and better plan implementation (Alterman & Hill, 1978; Berke & French, 1994; Berke & Godschalk, 2009; Berke, 1996; Brody & Highfield, 2005; Brody, 2003; Laurian et al., 2004; Talen, 1996), effectively acting as a multiplier that increases the plan’s influence on the built environment and other development outcomes. Therefore, we believe that evaluating the degree to which state planning mandates in California and Oregon have changed local planning documents and practices is the best available indicator of how the mandates will influence development patterns in the future. Furthermore, tracing how the mandates affect decisions made by local planners informs the suitability of California and Oregon’s planning mandates to serve as a model for policy in other states, or at the national or international scale. This study fits the NITC themes of taking long-term action on transportation emissions and climate change and integrating multimodal transportation and land use. We employ content analysis to evaluate SB 375 and SB 1059’s influence on regional transportation plans (RTPs) produced by MPOs. Conducting content analyses of RTPs approved before and after the planning mandates took effect will produce scores that allow us to compare how much the plans have changed due to the laws. It will also allow us to group MPOs based on their performance and identify characteristics of the metro areas they represent that predict their scores. For instance, some RTPs may shift from a weak focus on emissions reduction to a strong focus, while others may have a strong focus both before and after the planning mandates took effect. Building case studies in this way will allow us to ascertain which aspects of the laws are working as intended and which are not, and answer whether the laws can serve as models for climate change-mitigation policy. Close

• 64. [Article] Rerouting Mode Choice Models: ​H​ow Including Realistic Route Options Can Help Us Understand Decisions to Walk or Bike

  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: Rerouting Mode Choice Models: ​H​ow Including Realistic Route Options Can Help Us Understand Decisions to Walk or Bike 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 successfully model bike and walk travel. In the past five years, we have learned a lot about where people prefer to bike and walk, but what can that tell us about whether people will bike or walk in the first place? The research presented here is designed to start bridging the gap between choice of route and choice of travel mode (walk, bike, transit, drive, etc.). A mode choice framework is presented that acknowledges the importance of attributes along specific walk and bike routes that travelers are likely to consider for a given trip. Adding route quality as a factor in mode choice decisions is new, and shows promise for: (1) improving prediction of pedestrian and cycling trips, (2) increasing sensitivity of models to finer-grained policy scenarios--testing the impact of a single proposed facility or design change on bike and walk mode shares, and (3) identifying separately the effects of pedestrian and cycling facilities on decisions to walk or ride from which route to take. The proposed framework is applied to revealed preference, GPS travel data collected from 2010-2013 in Portland, Oregon. Key results include: (1) specific walk and bike facilities are significant factors for mode as well as route choice, (2) lower traffic-stress routes may be more important for women than men when choosing whether to bike, (3) available routes on a specific trip may have independent impacts from more traditional measures of land-use and built environment such as density, and (4) the importance of walking and biking environments appears to remain even when controlling for neighborhood self-selection. Title: Rerouting Mode Choice Models: ​H​ow Including Realistic Route Options Can Help Us Understand Decisions to Walk or Bike 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 successfully model bike and walk travel. In the past five years, we have learned a lot about where people prefer to bike and walk, but what can that tell us about whether people will bike or walk in the first place? The research presented here is designed to start bridging the gap between choice of route and choice of travel mode (walk, bike, transit, drive, etc.). A mode choice framework is presented that acknowledges the importance of attributes along specific walk and bike routes that travelers are likely to consider for a given trip. Adding route quality as a factor in mode choice decisions is new, and shows promise for: (1) improving prediction of pedestrian and cycling trips, (2) increasing sensitivity of models to finer-grained policy scenarios--testing the impact of a single proposed facility or design change on bike and walk mode shares, and (3) identifying separately the effects of pedestrian and cycling facilities on decisions to walk or ride from which route to take. The proposed framework is applied to revealed preference, GPS travel data collected from 2010-2013 in Portland, Oregon. Key results include: (1) specific walk and bike facilities are significant factors for mode as well as route choice, (2) lower traffic-stress routes may be more important for women than men when choosing whether to bike, (3) available routes on a specific trip may have independent impacts from more traditional measures of land-use and built environment such as density, and (4) the importance of walking and biking environments appears to remain even when controlling for neighborhood self-selection. Close

• 65. [Article] State Funding and Planning Mechanisms to Reduce Greenhouse Gas Emissions from the Transportation Sector

  38 pages

  Citation × Citation Citation Abstract Copy Title: State Funding and Planning Mechanisms to Reduce Greenhouse Gas Emissions from the Transportation Sector Author: Isbell, Rory Year: 2017, 2016 38 pages Title: State Funding and Planning Mechanisms to Reduce Greenhouse Gas Emissions from the Transportation Sector Author: Isbell, Rory Year: 2017, 2016 38 pages Close