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• 21. [Article] Realistic or Utopian? Coordinating Transit and Land Use to Achieve Equitable Transit-Oriented Development

  Equitable transit-oriented development (E-TOD)—the prioritization of social equity as an outcome of TOD implementation—has become a U.S. DOT policy stance, an objective of many other government bodies, ...

  Citation × Citation Citation Abstract Copy Title: Realistic or Utopian? Coordinating Transit and Land Use to Achieve Equitable Transit-Oriented Development Author: Carlton, Ian Year: 2016 Equitable transit-oriented development (E-TOD)—the prioritization of social equity as an outcome of TOD implementation—has become a U.S. DOT policy stance, an objective of many other government bodies, and part of many NGOs' missions. But is it feasible to coordinate transit and land use in ways that allow us to achieve these goals, or is this a classic example of a wicked problem? This talk will use Portland as a case study to explore some of the internal contradictions inherent in E-TOD goals, the systemic challenges that must be considered, and glimmers of hope for delivering E-TOD. Transportation and land use planners, housing developers, social equity advocates, and others are invited to join this cross-cutting discussion. Title: Realistic or Utopian? Coordinating Transit and Land Use to Achieve Equitable Transit-Oriented Development Author: Carlton, Ian Year: 2016 Equitable transit-oriented development (E-TOD)—the prioritization of social equity as an outcome of TOD implementation—has become a U.S. DOT policy stance, an objective of many other government bodies, and part of many NGOs' missions. But is it feasible to coordinate transit and land use in ways that allow us to achieve these goals, or is this a classic example of a wicked problem? This talk will use Portland as a case study to explore some of the internal contradictions inherent in E-TOD goals, the systemic challenges that must be considered, and glimmers of hope for delivering E-TOD. Transportation and land use planners, housing developers, social equity advocates, and others are invited to join this cross-cutting discussion. Close

• 22. [Article] Contextual Influences on Trip Generation

  There is national interest in building data that expands upon the existing Institute of Transportation Engineers (ITE) trip generation rates to include sites located in a multi-modal context. Current ITE ...

  Citation × Citation Citation Abstract Copy Title: Contextual Influences on Trip Generation Author: Clifton, Kelly J., Currans, Kristina Marie, Muhs, Christopher D. Year: 2012 There is national interest in building data that expands upon the existing Institute of Transportation Engineers (ITE) trip generation rates to include sites located in a multi-modal context. Current ITE rates represent travel behavior for development in single lots and uses, primarily measured in low-density suburban areas. Despite evidence that a more compact urban form, access to transit and a greater mix of uses generates fewer and shorter vehicle trips, local governments are often compelled to use current ITE trip generation rates to evaluate transportation impacts and calculate transportation system development charges (TSDCs). This is due to: a) the expense of collecting local data, b) lack of alternative sources of information, c) the strong industry bias toward using ITE published rates and d) the absence of a empirically tested methodology for adjusting those rates for development occurring in different land use and transportation contexts. Compounding these challenges, cities in Oregon are required to demonstrate that planning and zoning changes will not degrade the performance of state-owned transportation facilities compared to the levels of service documented in the Regional Transportation Plan under the Oregon Transportation Planning Rule, section -0060, and Oregon Highway Plan, Policy 1.F.6. These requirements can conflict with regional policies in Metro's 2040 Growth Concept that call for development of mixed-use centers and corridors to support jobs and freight reliability, a compact urban form and leverage transportation investments such as high capacity transit. Thus, there are gaps in the understanding about how best to evaluate, mitigate and plan for growth under these conditions. This research proposes to develop multi-modal trip generation rates that better reflect the relationship between land use, transportation and travel demand for specific land use types located in various urban settings. The project aims to collect local data (using multi-modal counts and establishment surveys) on a few specific land uses (deemed most problematic to estimate demand and occurring across the spectrum of urban conditions) to develop trip generation rates that are sensitive to demographic, land use and transportation contexts. These new trip rates will be compared to the ITE rates for the same land use category and a methodology for adjusting the ITE rates will be developed. This adjustment methodology will be validated, using additional data collected in this research. The research will be documented and made available to local partners and disseminated widely to reach out to other communities across the country. The research conducted for this project would account for how the built environment (e.g., both land use and transportation) influences travel behavior (number of trips, trip length, mode choice), and determine trip rates that reflect the entire activity spectrum of different development/place typologies. This is extremely important in determining the impact of different development types on the transportation system to: 1) avoid over-planning the system for the surrounding land uses; (2) suggest strategies and investment priorities to encourage more compact, mixed-use areas with more transportation choices and 3) avoid creating regulatory and/or financial barriers to compact form envisioned by local, regional and statewide plans (i.e. uniform TSDCs can result in lower impact development paying the same rates, and thus subsidizing development with higher impact costs to the transportation system). The documentation of the findings and methodology will be applicable to current and future growth and be transferable to other communities, locally and nationally, beyond the Portland region. Title: Contextual Influences on Trip Generation Author: Clifton, Kelly J., Currans, Kristina Marie, Muhs, Christopher D. Year: 2012 There is national interest in building data that expands upon the existing Institute of Transportation Engineers (ITE) trip generation rates to include sites located in a multi-modal context. Current ITE rates represent travel behavior for development in single lots and uses, primarily measured in low-density suburban areas. Despite evidence that a more compact urban form, access to transit and a greater mix of uses generates fewer and shorter vehicle trips, local governments are often compelled to use current ITE trip generation rates to evaluate transportation impacts and calculate transportation system development charges (TSDCs). This is due to: a) the expense of collecting local data, b) lack of alternative sources of information, c) the strong industry bias toward using ITE published rates and d) the absence of a empirically tested methodology for adjusting those rates for development occurring in different land use and transportation contexts. Compounding these challenges, cities in Oregon are required to demonstrate that planning and zoning changes will not degrade the performance of state-owned transportation facilities compared to the levels of service documented in the Regional Transportation Plan under the Oregon Transportation Planning Rule, section -0060, and Oregon Highway Plan, Policy 1.F.6. These requirements can conflict with regional policies in Metro's 2040 Growth Concept that call for development of mixed-use centers and corridors to support jobs and freight reliability, a compact urban form and leverage transportation investments such as high capacity transit. Thus, there are gaps in the understanding about how best to evaluate, mitigate and plan for growth under these conditions. This research proposes to develop multi-modal trip generation rates that better reflect the relationship between land use, transportation and travel demand for specific land use types located in various urban settings. The project aims to collect local data (using multi-modal counts and establishment surveys) on a few specific land uses (deemed most problematic to estimate demand and occurring across the spectrum of urban conditions) to develop trip generation rates that are sensitive to demographic, land use and transportation contexts. These new trip rates will be compared to the ITE rates for the same land use category and a methodology for adjusting the ITE rates will be developed. This adjustment methodology will be validated, using additional data collected in this research. The research will be documented and made available to local partners and disseminated widely to reach out to other communities across the country. The research conducted for this project would account for how the built environment (e.g., both land use and transportation) influences travel behavior (number of trips, trip length, mode choice), and determine trip rates that reflect the entire activity spectrum of different development/place typologies. This is extremely important in determining the impact of different development types on the transportation system to: 1) avoid over-planning the system for the surrounding land uses; (2) suggest strategies and investment priorities to encourage more compact, mixed-use areas with more transportation choices and 3) avoid creating regulatory and/or financial barriers to compact form envisioned by local, regional and statewide plans (i.e. uniform TSDCs can result in lower impact development paying the same rates, and thus subsidizing development with higher impact costs to the transportation system). The documentation of the findings and methodology will be applicable to current and future growth and be transferable to other communities, locally and nationally, beyond the Portland region. Close

• 23. [Article] Continuous Data Integration for Land Use and Transportation Planning and Modeling

  There is an urgent need for improved models that address the interdependencies between land use and transportation, and considerable new work is underway to develop such models in Oregon and elsewhere. ...

  Citation × Citation Citation Abstract Copy Title: Continuous Data Integration for Land Use and Transportation Planning and Modeling Author: Wang, Liming, Kim, Kihong Year: 2014 There is an urgent need for improved models that address the interdependencies between land use and transportation, and considerable new work is underway to develop such models in Oregon and elsewhere. These models and planning practices to integrate land use into the process, however, require the integration of massive amounts of land use data that is messy and incomplete. There have been considerable advances in the treatment of such data problems in other domains, drawing on data mining and machine-learning techniques to address issues in various domains. To date, however, little systematic effort has applied these technological advances to the problem domain of land use and transportation data. Experience suggests that as much as 70% of the total effort in developing integrated land use and transportation models is directly or indirectly associated with data development, integration and cleaning, yet there is remarkably little systematic research focused on the development of reusable methods and tools to support this problem domain. In coordination with an ongoing project of similar theme funded by University of California Transportation Center (UCTC), this project will focus on bringing interdisciplinary methods to develop land use datasets for integrated land use and transportation planning and modeling, with special attention on preserving temporal dimension of the data and monitoring data quality through indicators. Utilizing statistics and machine-learning techniques, we will develop reusable tools that will create a harmonized and coherent land use database from various public and private sources. These tools will be made available to the public and can be used by cities, counties, metropolitan planning agencies, state agencies, universities or anyone else needing to develop a usable database for use in integrated planning and modeling. All of the resulting data, with the exception of proprietary or confidential input data where there is no viable alternative, would be public and reusable for planning and research. Title: Continuous Data Integration for Land Use and Transportation Planning and Modeling Author: Wang, Liming, Kim, Kihong Year: 2014 There is an urgent need for improved models that address the interdependencies between land use and transportation, and considerable new work is underway to develop such models in Oregon and elsewhere. These models and planning practices to integrate land use into the process, however, require the integration of massive amounts of land use data that is messy and incomplete. There have been considerable advances in the treatment of such data problems in other domains, drawing on data mining and machine-learning techniques to address issues in various domains. To date, however, little systematic effort has applied these technological advances to the problem domain of land use and transportation data. Experience suggests that as much as 70% of the total effort in developing integrated land use and transportation models is directly or indirectly associated with data development, integration and cleaning, yet there is remarkably little systematic research focused on the development of reusable methods and tools to support this problem domain. In coordination with an ongoing project of similar theme funded by University of California Transportation Center (UCTC), this project will focus on bringing interdisciplinary methods to develop land use datasets for integrated land use and transportation planning and modeling, with special attention on preserving temporal dimension of the data and monitoring data quality through indicators. Utilizing statistics and machine-learning techniques, we will develop reusable tools that will create a harmonized and coherent land use database from various public and private sources. These tools will be made available to the public and can be used by cities, counties, metropolitan planning agencies, state agencies, universities or anyone else needing to develop a usable database for use in integrated planning and modeling. All of the resulting data, with the exception of proprietary or confidential input data where there is no viable alternative, would be public and reusable for planning and research. Close

• 24. [Article] Does Compact Development Increase or Reduce Traffic Congestion?

  From years of research, we know that compact development that is dense, diverse, well-designed, etc. produces fewer vehicle miles traveled (VMT) than sprawling development. But compact development also ...

  Citation × Citation Citation Abstract Copy Title: Does Compact Development Increase or Reduce Traffic Congestion? Author: Ewing, Reid, Tian, Guang, Lyons, Torrey Year: 2017 From years of research, we know that compact development that is dense, diverse, well-designed, etc. produces fewer vehicle miles traveled (VMT) than sprawling development. But compact development also concentrates origins and destinations. No one has yet determined, using credible urban form metrics and credible congestion data, the net effect of these countervailing forces on area-wide congestion. Using compactness/sprawl metrics developed for the National Institutes of Health, and congestion data from the Texas Transportation Institute’s (TTI’s) Urban Mobility Scorecard Annual Report database, this study seeks to determine which opposing point of view of sprawl and congestion is correct. It does so by (1) measuring compactness, congestion and control variables using the best national data available for U.S. urbanized areas and (2) relating these variables to one another using multivariate methods to determine whether compactness is positively or negatively related to congestion. Our model (and earlier studies by the same authors) suggest that an increase in compactness reduces the amount of driving people do, but also concentrates the driving in smaller areas. The former effect is slightly larger than the latter. The relationship between compactness and congestion falls short of statistical significance at the conventional 0.05 level. This analysis does not support the idea that sprawl acts as a “traffic safety valve,” as some have claimed. However, it also does not support the reverse idea that compact development offers a one-stop solution to congestion, as others have claimed. Developing in a more compact manner may help at the margin, but the greatest reduction in congestion appears to be achievable through expansion of surface streets and higher highway user fees. Title: Does Compact Development Increase or Reduce Traffic Congestion? Author: Ewing, Reid, Tian, Guang, Lyons, Torrey Year: 2017 From years of research, we know that compact development that is dense, diverse, well-designed, etc. produces fewer vehicle miles traveled (VMT) than sprawling development. But compact development also concentrates origins and destinations. No one has yet determined, using credible urban form metrics and credible congestion data, the net effect of these countervailing forces on area-wide congestion. Using compactness/sprawl metrics developed for the National Institutes of Health, and congestion data from the Texas Transportation Institute’s (TTI’s) Urban Mobility Scorecard Annual Report database, this study seeks to determine which opposing point of view of sprawl and congestion is correct. It does so by (1) measuring compactness, congestion and control variables using the best national data available for U.S. urbanized areas and (2) relating these variables to one another using multivariate methods to determine whether compactness is positively or negatively related to congestion. Our model (and earlier studies by the same authors) suggest that an increase in compactness reduces the amount of driving people do, but also concentrates the driving in smaller areas. The former effect is slightly larger than the latter. The relationship between compactness and congestion falls short of statistical significance at the conventional 0.05 level. This analysis does not support the idea that sprawl acts as a “traffic safety valve,” as some have claimed. However, it also does not support the reverse idea that compact development offers a one-stop solution to congestion, as others have claimed. Developing in a more compact manner may help at the margin, but the greatest reduction in congestion appears to be achievable through expansion of surface streets and higher highway user fees. Close

• 25. [Article] Transportation Planning Through Mobile Mapping Technology

  This report describes the development and testing of the Fix This Tool, a spatial, participatory, active transportation and built environment assessment tool created on an iPhone platform. The goal of ...

  Citation × Citation Citation Abstract Copy Title: Transportation Planning Through Mobile Mapping Technology Author: Schlossberg, Marc, Larco, Nico, Kato, Ken, Maher, Dana, Evers, Cody, Brehm, Christo Year: 2011 This report describes the development and testing of the Fix This Tool, a spatial, participatory, active transportation and built environment assessment tool created on an iPhone platform. The goal of this tool development was to create an instrument that could be widely distributed to communities across the country to develop a spatially based assessment of the micro-scaled elements of their local active transportation environment such that public officials and community members could focus energy in making appropriate improvements. The development of this tool emerged out of previous work with such tools built on a GIS platform and a workshop-based format to engage residents in data collection of their walking and biking environments. While this past work proved successful in both data collection tool use and in facilitating community conversations, the technological infrastructure had significant limitations in terms of being able to widely distribute the effort. In a GIS-based approach, GIS technicians must be present and when combined with community training and data processing, the cost of development, collection, and distribution is a significant limit to which communities could adopt such assessment tools for their own use. The Fix This Tool is designed to overcome these distribution and cost barriers by developing a tool that can be easily downloaded by community members using technology they already own. The report that follows outlines the philosophical positioning of a community-based data collection process, describes the tool itself, and provides some reflections between this smart phone based model and the previous GIS-based model of community-engaged active transportation assessment tools. Title: Transportation Planning Through Mobile Mapping Technology Author: Schlossberg, Marc, Larco, Nico, Kato, Ken, Maher, Dana, Evers, Cody, Brehm, Christo Year: 2011 This report describes the development and testing of the Fix This Tool, a spatial, participatory, active transportation and built environment assessment tool created on an iPhone platform. The goal of this tool development was to create an instrument that could be widely distributed to communities across the country to develop a spatially based assessment of the micro-scaled elements of their local active transportation environment such that public officials and community members could focus energy in making appropriate improvements. The development of this tool emerged out of previous work with such tools built on a GIS platform and a workshop-based format to engage residents in data collection of their walking and biking environments. While this past work proved successful in both data collection tool use and in facilitating community conversations, the technological infrastructure had significant limitations in terms of being able to widely distribute the effort. In a GIS-based approach, GIS technicians must be present and when combined with community training and data processing, the cost of development, collection, and distribution is a significant limit to which communities could adopt such assessment tools for their own use. The Fix This Tool is designed to overcome these distribution and cost barriers by developing a tool that can be easily downloaded by community members using technology they already own. The report that follows outlines the philosophical positioning of a community-based data collection process, describes the tool itself, and provides some reflections between this smart phone based model and the previous GIS-based model of community-engaged active transportation assessment tools. Close

• 26. [Article] Development of Mobile Mapping Technology to Facilitate Dialogue between Transportation Agencies and the Public

  The goal of this grant was to take the technological innovations for deploying survey instruments to mobile phones, developed under a previous OTREC grant, and publish them as globally accessible mobile ...

  Citation × Citation Citation Abstract Copy Title: Development of Mobile Mapping Technology to Facilitate Dialogue between Transportation Agencies and the Public Author: Kato, Ken, Schlossberg, Marc, Meacham, James Year: 2013 The goal of this grant was to take the technological innovations for deploying survey instruments to mobile phones, developed under a previous OTREC grant, and publish them as globally accessible mobile applications (apps) for use in a variety of transportation planning settings. Under this grant, three applications have been developed for three distinctly different user groups. The first, JLA Involve, was developed and deployed for JLA, a Portland, OR.-based public involvement firm, to support their work with the City of Tualatin, OR., in updating their Transportation System Plan (TSP). The second was developed and deployed for the City of Eugene, OR., and allows citizens to submit bike-lane service requests directly to the City’s internal Work Ticket (MMS) system for quickly responding to and resolving requests. The third application, Make It So, was developed and deployed by University of Oregon (UO) transportation researcher Marc Schlossberg, and makes generalized mobile survey instruments available to other transportation researchers around the world through Apple’s App Store. All are utilizing Esri’s API for iOS or Android to maximize the potential for recipients of mobilegenerated data to incorporate it directly into their existing spatial data management/GIS systems and workflows. Title: Development of Mobile Mapping Technology to Facilitate Dialogue between Transportation Agencies and the Public Author: Kato, Ken, Schlossberg, Marc, Meacham, James Year: 2013 The goal of this grant was to take the technological innovations for deploying survey instruments to mobile phones, developed under a previous OTREC grant, and publish them as globally accessible mobile applications (apps) for use in a variety of transportation planning settings. Under this grant, three applications have been developed for three distinctly different user groups. The first, JLA Involve, was developed and deployed for JLA, a Portland, OR.-based public involvement firm, to support their work with the City of Tualatin, OR., in updating their Transportation System Plan (TSP). The second was developed and deployed for the City of Eugene, OR., and allows citizens to submit bike-lane service requests directly to the City’s internal Work Ticket (MMS) system for quickly responding to and resolving requests. The third application, Make It So, was developed and deployed by University of Oregon (UO) transportation researcher Marc Schlossberg, and makes generalized mobile survey instruments available to other transportation researchers around the world through Apple’s App Store. All are utilizing Esri’s API for iOS or Android to maximize the potential for recipients of mobilegenerated data to incorporate it directly into their existing spatial data management/GIS systems and workflows. Close

• 27. [Article] Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies

  The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current ...

  Citation × Citation Citation Abstract Copy Title: Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies Author: Margerum, Richard D., Bartholomew, Keith, Lewis, Rebecca, Parker, Robert, Dobrinich, Stephen Year: 2017 The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current or future access to transit. This study examines the programs and policies in the Salt Lake City and Denver regions to examine regional vision influence on local planning and the opportunities and constraints facing centers. The research team analyzed local plans over the past several decades, interviewed planners, and examined demographic, land use and transportation characteristics in select centers across the region. We found that the regional vision had a moderate influence on local planning, due to vague definitions and criteria. However, light rail investment and market forces have had a more substantial influence—resulting in cities developing supportive transit oriented development policies. While over 100 centers have been designated, many face significant challenges to support regional goals, particularly because many light rail lines were located along rail and freeway alignments. A limited number of “tipping point centers” already contain the necessary elements to be successful with city and private investment. Many “greenfield centers” offer significant future opportunity for development, but their suburban location and infrastructure needs present significant costs and challenges. Many other “redevelopment centers” are dominated by industrial, commercial or office development, and the land use and transportation patterns within these centers present substantial hurdles that may limit their potential to achieve regional goals. Title: Metropolitan Centers: Evaluating Local Implementation of Regional Plans and Policies Author: Margerum, Richard D., Bartholomew, Keith, Lewis, Rebecca, Parker, Robert, Dobrinich, Stephen Year: 2017 The Denver and Salt Lake City Metropolitan Planning Organizations (MPOs) have embarked upon regional visioning strategies that promote development around higher density, mixed use centers with current or future access to transit. This study examines the programs and policies in the Salt Lake City and Denver regions to examine regional vision influence on local planning and the opportunities and constraints facing centers. The research team analyzed local plans over the past several decades, interviewed planners, and examined demographic, land use and transportation characteristics in select centers across the region. We found that the regional vision had a moderate influence on local planning, due to vague definitions and criteria. However, light rail investment and market forces have had a more substantial influence—resulting in cities developing supportive transit oriented development policies. While over 100 centers have been designated, many face significant challenges to support regional goals, particularly because many light rail lines were located along rail and freeway alignments. A limited number of “tipping point centers” already contain the necessary elements to be successful with city and private investment. Many “greenfield centers” offer significant future opportunity for development, but their suburban location and infrastructure needs present significant costs and challenges. Many other “redevelopment centers” are dominated by industrial, commercial or office development, and the land use and transportation patterns within these centers present substantial hurdles that may limit their potential to achieve regional goals. Close

• 28. [Article] Ecolopolis 5.0: High Speed Rail in Cascadia

  This is a working document and is the fifth report in this series. This report is the product of term-long projects conducted by graduate students from the two universities, and taught by Professor Daniel ...

  Citation × Citation Citation Abstract Copy Title: Ecolopolis 5.0: High Speed Rail in Cascadia Author: Portland State University Year: 2011 This is a working document and is the fifth report in this series. This report is the product of term-long projects conducted by graduate students from the two universities, and taught by Professor Daniel Carlson and Professor Ethan Seltzer. The courses engaged the questions of identifying the impacts, maximizing the benefits, and exploring implementation options for high speed rail development in the Cascadia corridor. Though passenger rail has long been a shared interest in the corridor, the recent U.S. initiative proposed by the Obama administration have accelerated high speed rail activity and discussions in Cascadia. The seven papers developed by students in these two courses are presented in this document. The first paper identifies key principles for high speed rail development gleaned from the literature and from the experience in other countries. The second chapter looks specifically at alignment and operations issues. The next two chapters consider community-level impacts in both Oregon and Washington. The last three chapters present scenarios for high speed rail development-- rationales for a range of service options and analyses of their impacts governance, funding, economic development, land use and the environment-- starting with the existing system ("sensible rail") and proceeding to true, 150 mph+ service in the corridor. This technical report is edited by Dr. Ethan Seltzer Title: Ecolopolis 5.0: High Speed Rail in Cascadia Author: Portland State University Year: 2011 This is a working document and is the fifth report in this series. This report is the product of term-long projects conducted by graduate students from the two universities, and taught by Professor Daniel Carlson and Professor Ethan Seltzer. The courses engaged the questions of identifying the impacts, maximizing the benefits, and exploring implementation options for high speed rail development in the Cascadia corridor. Though passenger rail has long been a shared interest in the corridor, the recent U.S. initiative proposed by the Obama administration have accelerated high speed rail activity and discussions in Cascadia. The seven papers developed by students in these two courses are presented in this document. The first paper identifies key principles for high speed rail development gleaned from the literature and from the experience in other countries. The second chapter looks specifically at alignment and operations issues. The next two chapters consider community-level impacts in both Oregon and Washington. The last three chapters present scenarios for high speed rail development-- rationales for a range of service options and analyses of their impacts governance, funding, economic development, land use and the environment-- starting with the existing system ("sensible rail") and proceeding to true, 150 mph+ service in the corridor. This technical report is edited by Dr. Ethan Seltzer Close

• 29. [Article] 2010 Transit Oriented Developments Survey

  This report presents results from surveys of residents at several transit-oriented developments (TODs) in Portland, Gresham, Hillsboro, and Happy Valley. The research complements survey work done in 2005 ...

  Citation × Citation Citation Abstract Copy Title: 2010 Transit Oriented Developments Survey Author: Dill, Jennifer Year: 2011 This report presents results from surveys of residents at several transit-oriented developments (TODs) in Portland, Gresham, Hillsboro, and Happy Valley. The research complements survey work done in 2005 at sites near three MAX stations in Hillsboro and Beaverton (west of downtown) and the Merrick apartments near the Convention Center in Portland, and in 2007 at 11 sites in the eastside of Portland and Gresham. Title: 2010 Transit Oriented Developments Survey Author: Dill, Jennifer Year: 2011 This report presents results from surveys of residents at several transit-oriented developments (TODs) in Portland, Gresham, Hillsboro, and Happy Valley. The research complements survey work done in 2005 at sites near three MAX stations in Hillsboro and Beaverton (west of downtown) and the Merrick apartments near the Convention Center in Portland, and in 2007 at 11 sites in the eastside of Portland and Gresham. Close

• 30. [Article] 2014 Transit Oriented Developments Survey

  This report presents results from surveys of residents at several transit-oriented developments (TODs) in Portland, Hillsboro, Tigard, and unincorporated Clackamas County. The research complements our ...

  Citation × Citation Citation Abstract Copy Title: 2014 Transit Oriented Developments Survey Author: Dill, Jennifer, McNeil, Nathan Year: 2015 This report presents results from surveys of residents at several transit-oriented developments (TODs) in Portland, Hillsboro, Tigard, and unincorporated Clackamas County. The research complements our previous survey work for Metro done at eight TODs in 2010 and 11 TODs in 2007. Title: 2014 Transit Oriented Developments Survey Author: Dill, Jennifer, McNeil, Nathan Year: 2015 This report presents results from surveys of residents at several transit-oriented developments (TODs) in Portland, Hillsboro, Tigard, and unincorporated Clackamas County. The research complements our previous survey work for Metro done at eight TODs in 2010 and 11 TODs in 2007. Close