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• 21. [Article] Track Time and Monetary Costs of Transportation as a Comprehensive Performance Measure: Development and Application of Transportation Cost Index

  As federal and state policies place increasing emphasis on using comprehensive transportation performance measures to guide transportation decision making, there is a gap in such measures of transportation ...

  Citation × Citation Citation Abstract Copy Title: Track Time and Monetary Costs of Transportation as a Comprehensive Performance Measure: Development and Application of Transportation Cost Index Author: Wang, Liming Year: 2016 As federal and state policies place increasing emphasis on using comprehensive transportation performance measures to guide transportation decision making, there is a gap in such measures of transportation and land use systems. This seminar reports the results from a research project aiming to fill the gap in the type of applications and policy areas covered by existing measures. Modeled after the popular Consumer Price Index, the project refines and develops a transportation cost index (TCI) measure for transportation and land use systems by tracking the time and monetary costs of transportation for households as they travel to satisfy their daily needs. The TCI can be used in applications ranging from monitoring historical and projected trends (benchmarking), to evaluating and comparing scenarios outcomes (scenario evaluation), and it is capable of representing policy areas not sufficiently covered by existing similar measures. The seminar will review similar performance measures, describe the rationale, design and implementation of TCI, and present results of its applications in Portland and Corvallis, Oregon, as well as nation-wide in the US. The project is sponsored by National Institute of Transportation Communities (NITC) and Oregon DOT. Title: Track Time and Monetary Costs of Transportation as a Comprehensive Performance Measure: Development and Application of Transportation Cost Index Author: Wang, Liming Year: 2016 As federal and state policies place increasing emphasis on using comprehensive transportation performance measures to guide transportation decision making, there is a gap in such measures of transportation and land use systems. This seminar reports the results from a research project aiming to fill the gap in the type of applications and policy areas covered by existing measures. Modeled after the popular Consumer Price Index, the project refines and develops a transportation cost index (TCI) measure for transportation and land use systems by tracking the time and monetary costs of transportation for households as they travel to satisfy their daily needs. The TCI can be used in applications ranging from monitoring historical and projected trends (benchmarking), to evaluating and comparing scenarios outcomes (scenario evaluation), and it is capable of representing policy areas not sufficiently covered by existing similar measures. The seminar will review similar performance measures, describe the rationale, design and implementation of TCI, and present results of its applications in Portland and Corvallis, Oregon, as well as nation-wide in the US. The project is sponsored by National Institute of Transportation Communities (NITC) and Oregon DOT. Close

• 22. [Article] Effects of Light Rail Transit in Portland: Implications for Transit-Oriented Development Design Concepts

  In the Portland, Oregon, region many local planners have embraced the neotraditional planning concept in the form of transit-oriented development (TOD). One of the primary components of transit-oriented ...

  Citation × Citation Citation Abstract Copy Title: Effects of Light Rail Transit in Portland: Implications for Transit-Oriented Development Design Concepts Author: Dueker, Kenneth, Bianco, Martha J. Year: 1998 In the Portland, Oregon, region many local planners have embraced the neotraditional planning concept in the form of transit-oriented development (TOD). One of the primary components of transit-oriented development, light rail transit (LRT), has been in place in Portland long enough to provide data for analysis. Because neotraditional planners often emphasize LRT as a crucial element in decreasing auto use and in encouraging high-density development, this paper examines the effects of LRT in the Portland region including mode share, density, and property values. The empirical analysis provides evidence that light rail alone has not been sufficient to have an appreciable impact on development patterns, residential density, auto ownership, and transit modal behavior, although there has been some positive effect of rail on single-family property values. There has also been less of a decline in transit use and slower growth in two-car households in the LRT corridor as compared to a parallel bus corridor. The small positive effects of LRT may indicate the beginning of a self-selection in housing location choice wherein persons desiring rail transit choose to live where it is available. This assessment of the evidence in terms of impacts on development trends indicates the extent to which consumer preferences have responded to LRT investments. This kind of assessment is needed to provide the basis for estimating travel mode shares and market shares for dispersed and concentrated development forms. Examination of data suggests that it may be advisable for planners to entertain more modest expectations of LRT. Title: Effects of Light Rail Transit in Portland: Implications for Transit-Oriented Development Design Concepts Author: Dueker, Kenneth, Bianco, Martha J. Year: 1998 In the Portland, Oregon, region many local planners have embraced the neotraditional planning concept in the form of transit-oriented development (TOD). One of the primary components of transit-oriented development, light rail transit (LRT), has been in place in Portland long enough to provide data for analysis. Because neotraditional planners often emphasize LRT as a crucial element in decreasing auto use and in encouraging high-density development, this paper examines the effects of LRT in the Portland region including mode share, density, and property values. The empirical analysis provides evidence that light rail alone has not been sufficient to have an appreciable impact on development patterns, residential density, auto ownership, and transit modal behavior, although there has been some positive effect of rail on single-family property values. There has also been less of a decline in transit use and slower growth in two-car households in the LRT corridor as compared to a parallel bus corridor. The small positive effects of LRT may indicate the beginning of a self-selection in housing location choice wherein persons desiring rail transit choose to live where it is available. This assessment of the evidence in terms of impacts on development trends indicates the extent to which consumer preferences have responded to LRT investments. This kind of assessment is needed to provide the basis for estimating travel mode shares and market shares for dispersed and concentrated development forms. Examination of data suggests that it may be advisable for planners to entertain more modest expectations of LRT. Close

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

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

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

• 24. [Article] On Both Sides of the Tracks: Light Rail and Gentrification in Portland, Oregon

  This study draws on census data and geographic information systems (GIS) to investigate the relationship between light rail transit (LRT) infrastructure development and gentrification in Portland, Oregon. ...

  Citation × Citation Citation Abstract Copy Title: On Both Sides of the Tracks: Light Rail and Gentrification in Portland, Oregon Author: Rochester, Nathan Eric Year: 2016 This study draws on census data and geographic information systems (GIS) to investigate the relationship between light rail transit (LRT) infrastructure development and gentrification in Portland, Oregon. While recent research using comprehensive measures of neighborhood socioeconomic status (SES) supports a potentially causal link between transit development and gentrification, research into the effects of transit on property values alone tends to dominate the discourse. This study therefore seeks to build on previous research to develop an index measure of neighborhood SES and SES change based on measures of education, occupation, and income, using census data from 1980-2010. This multifaceted measure of neighborhood SES is analyzed in relation to LRT access using correlation, OLS regression, and GIS hot spot and choropleth mapping. Findings: Throughout the study period, low SES neighborhoods largely disappeared from the City of Portland, while low-income households were gradually priced out. Simultaneously, the easternmost suburb of Gresham became more highly concentrated in low SES neighborhoods. No definitive relationship between LRT and SES is found along the Eastside Blue or Westside Blue Lines, but strong evidence is found supporting a positive effect of Yellow Line MAX development on the rapid gentrification of North Portland from 2000-2010. Regressions run on neighborhoods along the Yellow Line indicate that SES change was greatest for those that began the decade with large Black populations, low rents, and close proximity to stations. Findings are discussed through the theoretical framework of the urban growth machine, which suggests the differential relationship between LRT and neighborhood SES relates to the distinct values of different parts of the region for the pursuit of general growth goals. Title: On Both Sides of the Tracks: Light Rail and Gentrification in Portland, Oregon Author: Rochester, Nathan Eric Year: 2016 This study draws on census data and geographic information systems (GIS) to investigate the relationship between light rail transit (LRT) infrastructure development and gentrification in Portland, Oregon. While recent research using comprehensive measures of neighborhood socioeconomic status (SES) supports a potentially causal link between transit development and gentrification, research into the effects of transit on property values alone tends to dominate the discourse. This study therefore seeks to build on previous research to develop an index measure of neighborhood SES and SES change based on measures of education, occupation, and income, using census data from 1980-2010. This multifaceted measure of neighborhood SES is analyzed in relation to LRT access using correlation, OLS regression, and GIS hot spot and choropleth mapping. Findings: Throughout the study period, low SES neighborhoods largely disappeared from the City of Portland, while low-income households were gradually priced out. Simultaneously, the easternmost suburb of Gresham became more highly concentrated in low SES neighborhoods. No definitive relationship between LRT and SES is found along the Eastside Blue or Westside Blue Lines, but strong evidence is found supporting a positive effect of Yellow Line MAX development on the rapid gentrification of North Portland from 2000-2010. Regressions run on neighborhoods along the Yellow Line indicate that SES change was greatest for those that began the decade with large Black populations, low rents, and close proximity to stations. Findings are discussed through the theoretical framework of the urban growth machine, which suggests the differential relationship between LRT and neighborhood SES relates to the distinct values of different parts of the region for the pursuit of general growth goals. Close

• 25. [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

• 26. [Article] A Pathway Linking Smart Growth Neighborhoods to Home-Based Pedestrian Travel

  Land development patterns, urban design, and transportation system features are inextricably linked to pedestrian travel. Accordingly, planners and decision-makers have turned to integrated transportation-land ...

  Citation × Citation Citation Abstract Copy Title: A Pathway Linking Smart Growth Neighborhoods to Home-Based Pedestrian Travel Author: Gehrke, Steven R., Clifton, Kelly J. Year: 2017 Land development patterns, urban design, and transportation system features are inextricably linked to pedestrian travel. Accordingly, planners and decision-makers have turned to integrated transportation-land use policies and investments to address the pressing need for improvements in physical activity levels via the creation of walkable communities. However, policy questions regarding the identification of smart growth indicators and their connection to walking remain unanswered, because most studies of the built environment determinants of pedestrian travel: (a) represent the built environment with isolated metrics instead of as a multidimensional construct and (b) model this transportation-land use relationship outside of a multidirectional analytic framework. Using structural equation modeling, this Portland, Oregon study identifies a second-order latent construct of the built environment indicated by land use mix, density, and urban design and transportation system features. Study findings suggest this construct has a strong effect on the household-level decision to walk for transport and discretionary travel. The video of the presentation is located here: https://echo360.pdx.edu/ess/echo/presentation/3b8a6987-6c8e-4407-bace-e4e627520a97 Title: A Pathway Linking Smart Growth Neighborhoods to Home-Based Pedestrian Travel Author: Gehrke, Steven R., Clifton, Kelly J. Year: 2017 Land development patterns, urban design, and transportation system features are inextricably linked to pedestrian travel. Accordingly, planners and decision-makers have turned to integrated transportation-land use policies and investments to address the pressing need for improvements in physical activity levels via the creation of walkable communities. However, policy questions regarding the identification of smart growth indicators and their connection to walking remain unanswered, because most studies of the built environment determinants of pedestrian travel: (a) represent the built environment with isolated metrics instead of as a multidimensional construct and (b) model this transportation-land use relationship outside of a multidirectional analytic framework. Using structural equation modeling, this Portland, Oregon study identifies a second-order latent construct of the built environment indicated by land use mix, density, and urban design and transportation system features. Study findings suggest this construct has a strong effect on the household-level decision to walk for transport and discretionary travel. The video of the presentation is located here: https://echo360.pdx.edu/ess/echo/presentation/3b8a6987-6c8e-4407-bace-e4e627520a97 Close

• 27. [Article] Environmentally Sustainable and Affordable Housing Near Transit in Los Angeles

  Providing affordable housing and reducing greenhouse gases are common goals in cities worldwide. Transit-oriented development (TOD) can provide an opportunity to make incremental progress on both fronts, ...

  Citation × Citation Citation Abstract Copy Title: Environmentally Sustainable and Affordable Housing Near Transit in Los Angeles Author: Boarnet, Marlon Year: 2017 Providing affordable housing and reducing greenhouse gases are common goals in cities worldwide. Transit-oriented development (TOD) can provide an opportunity to make incremental progress on both fronts, by building affordable housing near transit and by providing alternative transport modes such that households reduce driving. While the existing literature has focused on the relationship between TOD and housing and TOD and greenhouse gas emission reduction as separate issues, it has seldom touched on the possibility that TOD could address both goals jointly. We provide evidence to show that focusing on either housing affordability or greenhouse gas emission reduction in isolation can lead to strategies that achieve one goal to the detriment of the other. Using the case of Los Angeles, we develop a scenario planning model that allows simultaneous consideration of housing and transportation goals, and illustrates the tradeoffs of different policy approaches. The results show that larger increases in residential densities combined with a small inclusionary housing requirement yields greater benefits, in terms of both reduced driving and more affordable housing, than would a higher inclusionary percentage with smaller increases in density. Title: Environmentally Sustainable and Affordable Housing Near Transit in Los Angeles Author: Boarnet, Marlon Year: 2017 Providing affordable housing and reducing greenhouse gases are common goals in cities worldwide. Transit-oriented development (TOD) can provide an opportunity to make incremental progress on both fronts, by building affordable housing near transit and by providing alternative transport modes such that households reduce driving. While the existing literature has focused on the relationship between TOD and housing and TOD and greenhouse gas emission reduction as separate issues, it has seldom touched on the possibility that TOD could address both goals jointly. We provide evidence to show that focusing on either housing affordability or greenhouse gas emission reduction in isolation can lead to strategies that achieve one goal to the detriment of the other. Using the case of Los Angeles, we develop a scenario planning model that allows simultaneous consideration of housing and transportation goals, and illustrates the tradeoffs of different policy approaches. The results show that larger increases in residential densities combined with a small inclusionary housing requirement yields greater benefits, in terms of both reduced driving and more affordable housing, than would a higher inclusionary percentage with smaller increases in density. Close

• 28. [Article] Who Uses Peer-to-Peer Carsharing? Early Exploration

  Peer-to-peer (P2P) carsharing is a system where a facilitating company connects car owners to car renters. Such systems are relatively new in the U.S. This paper aims to understand who is participating ...

  Citation × Citation Citation Abstract Copy Title: Who Uses Peer-to-Peer Carsharing? Early Exploration Author: Mathez, Anaïs Year: 2015 Peer-to-peer (P2P) carsharing is a system where a facilitating company connects car owners to car renters. Such systems are relatively new in the U.S. This paper aims to understand who is participating in P2P carsharing as a renter (as opposed to as an owner), why they join, whether and how often they rent vehicles, and why. Exploring these questions may provide insight on the potential for P2P carsharing to meet public policy objectives of reducing the impacts of personal vehicle ownership and use and providing mobility options for underserved populations. The analysis is based on 465 study participants who enrolled in a P2P carsharing service in Portland, Oregon during its first two years of operation (February 2012 to June 2014). The data, which come from a series of online surveys, are part of an on-going, multi-year research project and, as such, should be considered early findings. The people who joined P2P carsharing and this study tend to be younger and well-educated, consistent with research on traditional carsharing. Given two trends in vehicle ownership – the longstanding positive correlation with income and the emerging trend of younger Americans eschewing vehicle ownership in greater numbers than before - we created a typology of potential P2P renters to explore reasons for joining and the potential influence of P2P carsharing on vehicle ownership and mobility. The typology consists of: (1) Student Millennials,(2) Non-student Millennials, (3) Lower Income Non-millennials, and (4) Higher Income Non-millennials. Study participants were highly motivated to join simply because they like the idea of P2P carsharing. Not surprisingly, the Higher Income Non-millennials were less motivated by economic reasons. By June 2014, just over half (52%) of the study participants had rented a vehicle through the service. Actual use of the service is negatively correlated with car ownership. There are some early indications that the service may be expanding mobility options for lower income households. Title: Who Uses Peer-to-Peer Carsharing? Early Exploration Author: Mathez, Anaïs Year: 2015 Peer-to-peer (P2P) carsharing is a system where a facilitating company connects car owners to car renters. Such systems are relatively new in the U.S. This paper aims to understand who is participating in P2P carsharing as a renter (as opposed to as an owner), why they join, whether and how often they rent vehicles, and why. Exploring these questions may provide insight on the potential for P2P carsharing to meet public policy objectives of reducing the impacts of personal vehicle ownership and use and providing mobility options for underserved populations. The analysis is based on 465 study participants who enrolled in a P2P carsharing service in Portland, Oregon during its first two years of operation (February 2012 to June 2014). The data, which come from a series of online surveys, are part of an on-going, multi-year research project and, as such, should be considered early findings. The people who joined P2P carsharing and this study tend to be younger and well-educated, consistent with research on traditional carsharing. Given two trends in vehicle ownership – the longstanding positive correlation with income and the emerging trend of younger Americans eschewing vehicle ownership in greater numbers than before - we created a typology of potential P2P renters to explore reasons for joining and the potential influence of P2P carsharing on vehicle ownership and mobility. The typology consists of: (1) Student Millennials,(2) Non-student Millennials, (3) Lower Income Non-millennials, and (4) Higher Income Non-millennials. Study participants were highly motivated to join simply because they like the idea of P2P carsharing. Not surprisingly, the Higher Income Non-millennials were less motivated by economic reasons. By June 2014, just over half (52%) of the study participants had rented a vehicle through the service. Actual use of the service is negatively correlated with car ownership. There are some early indications that the service may be expanding mobility options for lower income households. Close

• 29. [Article] Factors Affecting Behavioral Changes in Response to Road Fees: Some Analyses of the Effect of Attitudes, Transit Access, and Fuel Efficiency on Changes in Miles Driven

  Objective The Oregon Department of Transportation conducted a test of an innovative technology to replace fuel taxes with mileage fees. In the test, some vehicles were charged a flat fee per mile and others ...

  Citation × Citation Citation Abstract Copy Title: Factors Affecting Behavioral Changes in Response to Road Fees: Some Analyses of the Effect of Attitudes, Transit Access, and Fuel Efficiency on Changes in Miles Driven Author: Rufolo, Anthony M. Year: 2009 Objective The Oregon Department of Transportation conducted a test of an innovative technology to replace fuel taxes with mileage fees. In the test, some vehicles were charged a flat fee per mile and others were charged differential fees that were higher for travel in the Portland metropolitan area during weekday peak hours and lower for other travel. I was charged with developing the database for the project and analyzing the behavioral responses of the participants. The database is quite extensive, including responses to three surveys as well as information on mileage in various categories. The experiment ended on April 1, 2007 and the final report on the project is due June 30, 2007. This is also the time when funding for the project will end. The final report will include information on key behavioral changes, such as the reduction in miles traveled per day during the peak for the congestion charge group. However, the database has the potential for much more extensive analysis. In addition, a different type of congestion charging experiment was conducted by the Puget Sound Regional Council, and a public use dataset from that experiment is expected to become available within the next six months. The objective of this proposal is to extend the analysis of changes in behavior by subjects in the ODOT Road User Fee Pilot Project, and to draw on other sources, such as the Puget Sound project, to compare the behavioral changes observed in this experiment with those found in other contexts. Scope A substantial amount of data was collected on participants in the Oregon Road User Fee Pilot Project. Basic analysis of the data is being conducted as part of the project. However, there is potential to gain further information on characteristics that caused or prevented changes in participants’ driving patterns. For example, participants were asked the distance from their home to the nearest transit stop, but that was the only information on transit service that was available for analysis. It would be possible to use the participant’s address to generate much more comprehensive measures of transit service availability to determine whether these other dimensions of transit service affected the response to road pricing. In addition, information on day of week and morning versus evening peak travel is being aggregated for the existing study, but this data holds the potential for further information on the nature of the responses. Methodology A variety of statistical analyses will be conducted to evaluate both the extent of response to a vehicle mileage fee and the interaction with both demographic and attitudinal characteristics of the participants. A GIS analysis will be used to link household location with better measures of transit service. Results Results would include a better understanding of how pricing interacts with other factors in affecting driving patterns and in particular in affecting driving during peak periods. It would also provide a better understanding of the revenue potential from such charges. Title: Factors Affecting Behavioral Changes in Response to Road Fees: Some Analyses of the Effect of Attitudes, Transit Access, and Fuel Efficiency on Changes in Miles Driven Author: Rufolo, Anthony M. Year: 2009 Objective The Oregon Department of Transportation conducted a test of an innovative technology to replace fuel taxes with mileage fees. In the test, some vehicles were charged a flat fee per mile and others were charged differential fees that were higher for travel in the Portland metropolitan area during weekday peak hours and lower for other travel. I was charged with developing the database for the project and analyzing the behavioral responses of the participants. The database is quite extensive, including responses to three surveys as well as information on mileage in various categories. The experiment ended on April 1, 2007 and the final report on the project is due June 30, 2007. This is also the time when funding for the project will end. The final report will include information on key behavioral changes, such as the reduction in miles traveled per day during the peak for the congestion charge group. However, the database has the potential for much more extensive analysis. In addition, a different type of congestion charging experiment was conducted by the Puget Sound Regional Council, and a public use dataset from that experiment is expected to become available within the next six months. The objective of this proposal is to extend the analysis of changes in behavior by subjects in the ODOT Road User Fee Pilot Project, and to draw on other sources, such as the Puget Sound project, to compare the behavioral changes observed in this experiment with those found in other contexts. Scope A substantial amount of data was collected on participants in the Oregon Road User Fee Pilot Project. Basic analysis of the data is being conducted as part of the project. However, there is potential to gain further information on characteristics that caused or prevented changes in participants’ driving patterns. For example, participants were asked the distance from their home to the nearest transit stop, but that was the only information on transit service that was available for analysis. It would be possible to use the participant’s address to generate much more comprehensive measures of transit service availability to determine whether these other dimensions of transit service affected the response to road pricing. In addition, information on day of week and morning versus evening peak travel is being aggregated for the existing study, but this data holds the potential for further information on the nature of the responses. Methodology A variety of statistical analyses will be conducted to evaluate both the extent of response to a vehicle mileage fee and the interaction with both demographic and attitudinal characteristics of the participants. A GIS analysis will be used to link household location with better measures of transit service. Results Results would include a better understanding of how pricing interacts with other factors in affecting driving patterns and in particular in affecting driving during peak periods. It would also provide a better understanding of the revenue potential from such charges. Close

• 30. [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