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• 41. [Article] Inclusive Planning to Evaluate Improved Non-Emergency Medical Transportation Services for Patients With End Stage Renal Disease

  The objective of this project is to design a framework that could be used to evaluate the effectiveness and efficiency of non-emergency transportation services (NEMT) for better livability. In addition ...

  Citation × Citation Citation Abstract Copy Title: Inclusive Planning to Evaluate Improved Non-Emergency Medical Transportation Services for Patients With End Stage Renal Disease Author: Liu, Jenny, Benzow, August Year: 2014 The objective of this project is to design a framework that could be used to evaluate the effectiveness and efficiency of non-emergency transportation services (NEMT) for better livability. In addition to the development of the framework, this project aimed to establish connections between Portland State University (PSU) researchers with regional connections involved in public health research, non-emergency medical transportation, medical services, and medical insurance provision. With the rising costs of transportation and medical costs generally in the United States, it is increasingly important to develop new tools and strategies to reduce these costs while maintaining and improving upon the level of care provided. Ultimately, the inability to afford NEMT can lead to missed appointments and reduced access to medical care for vulnerable populations, which in turn can lead to more trips to the emergency room and reduced quality of life. This impacts not only individuals, but the communities that these individuals are a part of. A robust literature review and background research laid the groundwork for this project. This literature review provides an overview of the body of literature that analyzes how non-emergency medical transportation is provided in the United States and also highlights gaps in the existing research. Special attention is paid to the challenges of patients with end-stage renal disease (ESRD), who require routine NEMT service for dialysis appointments. The emerging focus on community-based participatory research (CBPR) is also discussed as a potential tool for better incorporating qualitative data into future analyses of the costs and benefits of providing NEMT. In this process, we identified key strategies for improving NEMT, including better coordination between dialysis clinics and NEMT providers, consideration of fixed-route transportation and improvements in dispatch technology. We developed a framework for evaluating NEMT program changes that centers on a hybrid cost-benefit analysis matrix, modeled on a CBPR approach developed by Stevens et al. for their 2008 evaluation of an Australian childcare strategy. The matrix was refined via feedback from Ride Connection’s advisory committee, and is tailored to many of the unique challenges facing NEMT programs. In conjunction with the hybrid costbenefit analysis framework, a preliminary patient survey instrument was developed to facilitate the collection of data to evaluate transportation policy or program changes for NEMT providers. These tools represent the first steps to researching, evaluating and improving NEMT for healthier and more livable communities Title: Inclusive Planning to Evaluate Improved Non-Emergency Medical Transportation Services for Patients With End Stage Renal Disease Author: Liu, Jenny, Benzow, August Year: 2014 The objective of this project is to design a framework that could be used to evaluate the effectiveness and efficiency of non-emergency transportation services (NEMT) for better livability. In addition to the development of the framework, this project aimed to establish connections between Portland State University (PSU) researchers with regional connections involved in public health research, non-emergency medical transportation, medical services, and medical insurance provision. With the rising costs of transportation and medical costs generally in the United States, it is increasingly important to develop new tools and strategies to reduce these costs while maintaining and improving upon the level of care provided. Ultimately, the inability to afford NEMT can lead to missed appointments and reduced access to medical care for vulnerable populations, which in turn can lead to more trips to the emergency room and reduced quality of life. This impacts not only individuals, but the communities that these individuals are a part of. A robust literature review and background research laid the groundwork for this project. This literature review provides an overview of the body of literature that analyzes how non-emergency medical transportation is provided in the United States and also highlights gaps in the existing research. Special attention is paid to the challenges of patients with end-stage renal disease (ESRD), who require routine NEMT service for dialysis appointments. The emerging focus on community-based participatory research (CBPR) is also discussed as a potential tool for better incorporating qualitative data into future analyses of the costs and benefits of providing NEMT. In this process, we identified key strategies for improving NEMT, including better coordination between dialysis clinics and NEMT providers, consideration of fixed-route transportation and improvements in dispatch technology. We developed a framework for evaluating NEMT program changes that centers on a hybrid cost-benefit analysis matrix, modeled on a CBPR approach developed by Stevens et al. for their 2008 evaluation of an Australian childcare strategy. The matrix was refined via feedback from Ride Connection’s advisory committee, and is tailored to many of the unique challenges facing NEMT programs. In conjunction with the hybrid costbenefit analysis framework, a preliminary patient survey instrument was developed to facilitate the collection of data to evaluate transportation policy or program changes for NEMT providers. These tools represent the first steps to researching, evaluating and improving NEMT for healthier and more livable communities Close

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

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

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

• 43. [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

• 44. [Article] Business Owner Outreach: Creekside District Master Plan

  In April 2011, the City of Beaverton adopted its Civic Plan Central City Strategy (“the Civic Plan”). The Civic Plan provides a new understanding of the Central City. One of the Civic Plan’s most important ...

  Citation × Citation Citation Abstract Copy Title: Business Owner Outreach: Creekside District Master Plan Author: Merrick, Meg, Martin, Brenda Year: 2014 In April 2011, the City of Beaverton adopted its Civic Plan Central City Strategy (“the Civic Plan”). The Civic Plan provides a new understanding of the Central City. One of the Civic Plan’s most important strategic goals is the transformation of the Creekside District (an underutilized 50-acre site situated at the heart of the Central City) into a vibrant, sustainable, mixed-use community. The Creekside District master planning effort (that is supported by a HUD Community Challenge Grant) will produce a development program that integrates: suitable and affordable housing for existing and future populations; increased efficiency and connectivity of existing public infrastructure; new green infrastructure and amenities; and improved mobility and access to transit and employment (City of Beaverton Creekside District Master Plan Workplan, 06/13/2012). Central to the Creekside District master planning process is the engagement of the current business owners in the District. Between June, 2013, and March, 2014, the City of Beaverton, with assistance from project consultants, Fregonese Associates, Communitas, ECONorthwest, Walker Macy, and Portland State University (PSU), conducted a series of community outreach efforts some of which were focused at the community at large and others that were specifically targeted at Creekside business owners, generally, and minority business owners, in particular. This report focuses primarily on the Creekside business owner outreach efforts. Key recommendations include: (1) the importance of ongoing communication with the District’s small business owners and the nurture of the new relationships, especially among minority business owners, that have been built through this process; and (2) if the City pursues the mix-use option that includes housing in the development of the District (and was supported by the participants in the vision events), further community engagement will be important to informing the direction that the City takes regarding housing in the Creekside District Maser Plan. Appendix A provides of snapshot of the key findings, potential responses, and additional considerations. Title: Business Owner Outreach: Creekside District Master Plan Author: Merrick, Meg, Martin, Brenda Year: 2014 In April 2011, the City of Beaverton adopted its Civic Plan Central City Strategy (“the Civic Plan”). The Civic Plan provides a new understanding of the Central City. One of the Civic Plan’s most important strategic goals is the transformation of the Creekside District (an underutilized 50-acre site situated at the heart of the Central City) into a vibrant, sustainable, mixed-use community. The Creekside District master planning effort (that is supported by a HUD Community Challenge Grant) will produce a development program that integrates: suitable and affordable housing for existing and future populations; increased efficiency and connectivity of existing public infrastructure; new green infrastructure and amenities; and improved mobility and access to transit and employment (City of Beaverton Creekside District Master Plan Workplan, 06/13/2012). Central to the Creekside District master planning process is the engagement of the current business owners in the District. Between June, 2013, and March, 2014, the City of Beaverton, with assistance from project consultants, Fregonese Associates, Communitas, ECONorthwest, Walker Macy, and Portland State University (PSU), conducted a series of community outreach efforts some of which were focused at the community at large and others that were specifically targeted at Creekside business owners, generally, and minority business owners, in particular. This report focuses primarily on the Creekside business owner outreach efforts. Key recommendations include: (1) the importance of ongoing communication with the District’s small business owners and the nurture of the new relationships, especially among minority business owners, that have been built through this process; and (2) if the City pursues the mix-use option that includes housing in the development of the District (and was supported by the participants in the vision events), further community engagement will be important to informing the direction that the City takes regarding housing in the Creekside District Maser Plan. Appendix A provides of snapshot of the key findings, potential responses, and additional considerations. Close

• 45. [Article] Development of a Pedestrian Demand Estimation Tool: a Destination Choice Model

  There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Planners, engineers, and others seek improved tools to estimate ...

  Citation × Citation Citation Abstract Copy Title: Development of a Pedestrian Demand Estimation Tool: a Destination Choice Model Author: Muhs, Christopher D., Clifton, Kelly, Singleton, Patrick Allen, Schneider, Robert J. Year: 2015 There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Planners, engineers, and others seek improved tools to estimate pedestrian demand that are sensitive to environmental and demographic factors at the appropriate scale in order to aid policy-relevant issues like air quality, public health, and smart allocation of infrastructure and other resources. Further, in the travel demand forecasting realm, tools of this kind are difficult to implement due to the use of spatial scales of analysis that are oriented towards motorized modes, vast data requirements, and computer processing limitations. To address these issues, a two-phase project between Portland State University and Oregon Metro is underway to develop a robust pedestrian planning method for use in regional travel demand models. The first phase, completed in 2013, utilizes a tool that predicts the number of walking trips generated with spatial acuity, based on a new measure of the pedestrian environment and a micro-level unit of analysis. Currently, phase two is building upon this tool to predict the distribution of walking trips, connecting the origins predicted in phase one to destinations. This presentation will focus on phase two, which is one of the first studies to focus on destination choices among pedestrians separately from other modes. The approach can be extended to identify the spatial extent of potential pedestrian paths to these destinations. Ultimately, the products developed from the research can estimate various aspects of pedestrian demand – trip generation, trip distribution, and areas of potential pedestrian activity. These tools will add to the analytical methods available for transportation modeling, pedestrian and safety analysis, health assessments, and other pedestrian planning applications. Title: Development of a Pedestrian Demand Estimation Tool: a Destination Choice Model Author: Muhs, Christopher D., Clifton, Kelly, Singleton, Patrick Allen, Schneider, Robert J. Year: 2015 There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Planners, engineers, and others seek improved tools to estimate pedestrian demand that are sensitive to environmental and demographic factors at the appropriate scale in order to aid policy-relevant issues like air quality, public health, and smart allocation of infrastructure and other resources. Further, in the travel demand forecasting realm, tools of this kind are difficult to implement due to the use of spatial scales of analysis that are oriented towards motorized modes, vast data requirements, and computer processing limitations. To address these issues, a two-phase project between Portland State University and Oregon Metro is underway to develop a robust pedestrian planning method for use in regional travel demand models. The first phase, completed in 2013, utilizes a tool that predicts the number of walking trips generated with spatial acuity, based on a new measure of the pedestrian environment and a micro-level unit of analysis. Currently, phase two is building upon this tool to predict the distribution of walking trips, connecting the origins predicted in phase one to destinations. This presentation will focus on phase two, which is one of the first studies to focus on destination choices among pedestrians separately from other modes. The approach can be extended to identify the spatial extent of potential pedestrian paths to these destinations. Ultimately, the products developed from the research can estimate various aspects of pedestrian demand – trip generation, trip distribution, and areas of potential pedestrian activity. These tools will add to the analytical methods available for transportation modeling, pedestrian and safety analysis, health assessments, and other pedestrian planning applications. Close

• 46. [Article] Improving Walkability Through Control Strategies at Signalized Intersections

  As cities and communities nationwide seek to develop Complete Streets that foster livability and accommodate all modes, signal timing control strategies that include pedestrians in the operational decision ...

  Citation × Citation Citation Abstract Copy Title: Improving Walkability Through Control Strategies at Signalized Intersections Author: Kothuri, Sirisha Murthy, Kading, Andrew, Smaglik, Edward J., Sobie, Christopher Year: 2017 As cities and communities nationwide seek to develop Complete Streets that foster livability and accommodate all modes, signal timing control strategies that include pedestrians in the operational decision process are gaining importance. This research tested several efficiency-focused pedestrian treatments – coordination, actuated-coordination, free operation, short cycle lengths – and safety-focused treatment including leading pedestrian intervals and Barnes Dance. Using a software-in-the-loop simulation, the operational impacts of these treatments on all users (vehicles, heavy vehicles, bicyclists and pedestrians) at an intersection were evaluated. Results showed that among the efficiency-based treatments, free operation was most beneficial for reducing minor-street pedestrian delays. Both safety treatments increased major-street vehicle delays. A new pedestrian priority algorithm is proposed and developed, which is designed to prioritize pedestrian service under certain traffic conditions. The algorithm is designed to analyze field data and change the user-defined operational strategy to match the conditions in the field. The developed algorithm was deployed at three separate locations, two of which used a Raspberry Pi device and one used the onboard logic processor of the ASC/3 controller. Before-and-after data analysis showed that the algorithm was successful in reducing pedestrian delay. While this research provides field-implementable solutions for reducing pedestrian delays, there is no one "right solution". Ultimately, choice of a control strategy may rest on operational objectives and geometric characteristics of an intersection. The findings from this research may benefit cities that are looking to create safe, sustainable streets capable of accommodating multiple modes. Title: Improving Walkability Through Control Strategies at Signalized Intersections Author: Kothuri, Sirisha Murthy, Kading, Andrew, Smaglik, Edward J., Sobie, Christopher Year: 2017 As cities and communities nationwide seek to develop Complete Streets that foster livability and accommodate all modes, signal timing control strategies that include pedestrians in the operational decision process are gaining importance. This research tested several efficiency-focused pedestrian treatments – coordination, actuated-coordination, free operation, short cycle lengths – and safety-focused treatment including leading pedestrian intervals and Barnes Dance. Using a software-in-the-loop simulation, the operational impacts of these treatments on all users (vehicles, heavy vehicles, bicyclists and pedestrians) at an intersection were evaluated. Results showed that among the efficiency-based treatments, free operation was most beneficial for reducing minor-street pedestrian delays. Both safety treatments increased major-street vehicle delays. A new pedestrian priority algorithm is proposed and developed, which is designed to prioritize pedestrian service under certain traffic conditions. The algorithm is designed to analyze field data and change the user-defined operational strategy to match the conditions in the field. The developed algorithm was deployed at three separate locations, two of which used a Raspberry Pi device and one used the onboard logic processor of the ASC/3 controller. Before-and-after data analysis showed that the algorithm was successful in reducing pedestrian delay. While this research provides field-implementable solutions for reducing pedestrian delays, there is no one "right solution". Ultimately, choice of a control strategy may rest on operational objectives and geometric characteristics of an intersection. The findings from this research may benefit cities that are looking to create safe, sustainable streets capable of accommodating multiple modes. Close

• 47. [Article] Planning Ahead for Livable Communities Along the Powell-Division BRT: Neighborhood Conditions and Change

  New transit investments can be a double-edged sword for disadvantaged communities (e.g., those included in environmental justice and Title VI protected classes). Transit investments improve communities’ ...

  Citation × Citation Citation Abstract Copy Title: Planning Ahead for Livable Communities Along the Powell-Division BRT: Neighborhood Conditions and Change Author: Bates, Lisa K., Golub, Aaron, Macarthur, Devin, Sung, Seyoung Year: 2017 New transit investments can be a double-edged sword for disadvantaged communities (e.g., those included in environmental justice and Title VI protected classes). Transit investments improve communities’ mobility and access, and may improve health with reduced driving. However, there is also the potential for transit-oriented development (TOD) to spur gentrification and displacement if affordable housing is lost. Understanding transit corridor conditions and change with new infrastructure is important for learning how to mitigate negative effects and support inclusive communities with access to transit for lower-income households. The planning of a new bus rapid transit line along the Powell-Division corridor in Portland-Gresham provides an opportunity to understand neighborhood impacts of transit investment and evaluate programs designed to preserve and create affordable housing; include residents in economic development on the corridor; and build livable communities in an underserved area of the region. This proposal is for a research partnership between Toulan School of Urban Studies and Planning faculty and the Portland Bureau of Planning and Sustainability to evaluate current conditions and potential for impacts of TOD, and to build a long-term program of assessment of neighborhood change and program evaluation as the city pilots new approaches to equitable TOD. The first phase will document the potential costs to communities if an integrated approach to livable communities were not taken, by assessing the risk of housing loss and displacement. DOT priorities are developing, evaluating and disseminating a coordinated approach to livable communities that includes housing and transportation. This work will speak to the scholarly debates about gentrification and public infrastructure investment, and will be presented to practitioner audiences through venues such as New Partners for Smart Growth, the PolicyLink think tank, and other learning opportunities for professionals. Title: Planning Ahead for Livable Communities Along the Powell-Division BRT: Neighborhood Conditions and Change Author: Bates, Lisa K., Golub, Aaron, Macarthur, Devin, Sung, Seyoung Year: 2017 New transit investments can be a double-edged sword for disadvantaged communities (e.g., those included in environmental justice and Title VI protected classes). Transit investments improve communities’ mobility and access, and may improve health with reduced driving. However, there is also the potential for transit-oriented development (TOD) to spur gentrification and displacement if affordable housing is lost. Understanding transit corridor conditions and change with new infrastructure is important for learning how to mitigate negative effects and support inclusive communities with access to transit for lower-income households. The planning of a new bus rapid transit line along the Powell-Division corridor in Portland-Gresham provides an opportunity to understand neighborhood impacts of transit investment and evaluate programs designed to preserve and create affordable housing; include residents in economic development on the corridor; and build livable communities in an underserved area of the region. This proposal is for a research partnership between Toulan School of Urban Studies and Planning faculty and the Portland Bureau of Planning and Sustainability to evaluate current conditions and potential for impacts of TOD, and to build a long-term program of assessment of neighborhood change and program evaluation as the city pilots new approaches to equitable TOD. The first phase will document the potential costs to communities if an integrated approach to livable communities were not taken, by assessing the risk of housing loss and displacement. DOT priorities are developing, evaluating and disseminating a coordinated approach to livable communities that includes housing and transportation. This work will speak to the scholarly debates about gentrification and public infrastructure investment, and will be presented to practitioner audiences through venues such as New Partners for Smart Growth, the PolicyLink think tank, and other learning opportunities for professionals. Close

• 48. [Article] Halprin Sequence Reimagined

  The Halprin Sequence is a series of underutilized green spaces in the heart of Portland, Oregon. Once a booming attraction, as time has past and the city has grown, the Halprin Sequence has been forgotten ...

  Citation × Citation Citation Abstract Copy Title: Halprin Sequence Reimagined Author: Villarroel, Andrea, Miller, Nate, Decker, Kris, Gough, Foster, Robinson, Scott Year: 2016 The Halprin Sequence is a series of underutilized green spaces in the heart of Portland, Oregon. Once a booming attraction, as time has past and the city has grown, the Halprin Sequence has been forgotten amongst the towers. With a rich history in urban development and design, the Halprin Sequence could offer much more to the people of Portland than it is currently. The surrounding street of Fourth Avenue is also underutilized. The street is primarily used by automobiles, and the sidewalks are not pleasant to walk through. For a green space network, the Halprin Sequence is in an ideal location. It is tucked away near university campus while surrounded by workplaces and residential housing. However, a major problem is that the surrounding buildings turn their backs to the Halprin Sequence creating a sense of isolation and disconnectedness. We propose strategic nodes and sites of interest along Fourth Avenue to activate the Sequence, as well as Fourth Avenue. Strategic development could act as a "spline" that connects Portland State University to the Halprin Sequence and adjacent communities. This project was conducted under the supervision of Donald J. Stastny and Edward Starkie. Title: Halprin Sequence Reimagined Author: Villarroel, Andrea, Miller, Nate, Decker, Kris, Gough, Foster, Robinson, Scott Year: 2016 The Halprin Sequence is a series of underutilized green spaces in the heart of Portland, Oregon. Once a booming attraction, as time has past and the city has grown, the Halprin Sequence has been forgotten amongst the towers. With a rich history in urban development and design, the Halprin Sequence could offer much more to the people of Portland than it is currently. The surrounding street of Fourth Avenue is also underutilized. The street is primarily used by automobiles, and the sidewalks are not pleasant to walk through. For a green space network, the Halprin Sequence is in an ideal location. It is tucked away near university campus while surrounded by workplaces and residential housing. However, a major problem is that the surrounding buildings turn their backs to the Halprin Sequence creating a sense of isolation and disconnectedness. We propose strategic nodes and sites of interest along Fourth Avenue to activate the Sequence, as well as Fourth Avenue. Strategic development could act as a "spline" that connects Portland State University to the Halprin Sequence and adjacent communities. This project was conducted under the supervision of Donald J. Stastny and Edward Starkie. Close

• 49. [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

• 50. [Article] Spatial Thinking in Planning Practice: An Introduction to GIS

  The goals of this textbook are to help students acquire the technical skills of using software and managing a database, and develop research skills of collecting data, analyzing information and presenting ...

  Citation × Citation Citation Abstract Copy Title: Spatial Thinking in Planning Practice: An Introduction to GIS Author: Fang, Yiping, Shandas, Vivek, Arriaga Cordero, Eugenio Year: 2014 The goals of this textbook are to help students acquire the technical skills of using software and managing a database, and develop research skills of collecting data, analyzing information and presenting results. We emphasize that the need to investigate the potential and practicality of GIS technologies in a typical planning setting and evaluate its possible applications. GIS may not be necessary (or useful) for every planning application, and we anticipate these readings to provide the necessary foundation for discerning its appropriate use. Therefore, this textbook attempts to facilitate spatial thinking focusing more on open-ended planning questions, which require judgment and exploration, while developing the analytical capacity for understanding a variety of local and regional planning challenges. While this textbook provides the background for understanding the concepts in GIS as applicable to urban and regional planning, it is best when accompanied by a hands-on tutorial, which will enable readers to develop an in-depth understanding of the specific planning applications of GIS. Chapters in this text book are either composed by the editors using Creative Common materials, or linked to a book chapter scanned copy in the library reserve. In the end of each chapter, we also provided several discussion questions, together with contextual applications through some web links. Please see the Open Textbook Library for faculty Reviews of this textbook Title: Spatial Thinking in Planning Practice: An Introduction to GIS Author: Fang, Yiping, Shandas, Vivek, Arriaga Cordero, Eugenio Year: 2014 The goals of this textbook are to help students acquire the technical skills of using software and managing a database, and develop research skills of collecting data, analyzing information and presenting results. We emphasize that the need to investigate the potential and practicality of GIS technologies in a typical planning setting and evaluate its possible applications. GIS may not be necessary (or useful) for every planning application, and we anticipate these readings to provide the necessary foundation for discerning its appropriate use. Therefore, this textbook attempts to facilitate spatial thinking focusing more on open-ended planning questions, which require judgment and exploration, while developing the analytical capacity for understanding a variety of local and regional planning challenges. While this textbook provides the background for understanding the concepts in GIS as applicable to urban and regional planning, it is best when accompanied by a hands-on tutorial, which will enable readers to develop an in-depth understanding of the specific planning applications of GIS. Chapters in this text book are either composed by the editors using Creative Common materials, or linked to a book chapter scanned copy in the library reserve. In the end of each chapter, we also provided several discussion questions, together with contextual applications through some web links. Please see the Open Textbook Library for faculty Reviews of this textbook Close