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• 41. [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

• 42. [Article] Impact of Bike Facilities on Residential Property Prices

  As many cities are investing in street improvement or transportation infrastructure upgrade projects to provide better bike access or more complete bike networks, the economic value of bike infrastructure ...

  Citation × Citation Citation Abstract Copy Title: Impact of Bike Facilities on Residential Property Prices Author: Shi, Wei Year: 2017 As many cities are investing in street improvement or transportation infrastructure upgrade projects to provide better bike access or more complete bike networks, the economic value of bike infrastructure and bike facilities remains an area where many practitioners, planners and policy makers are seeking more conclusive evidence. Using residential property values as indicators of consumer preferences for bicycle infrastructure, this study focuses on advanced bike facilities which represent higher levels of bike priority or bike infrastructure investments that have been shown to be more desirable to a larger portion of the population. Estimating ordinary least squares hedonic pricing models and spatial autoregressive hedonic models separately for single and multi-family properties, we find that proximity to advanced bike facilities (measured by distance) has significant and positive effects on all residential property values, highlighting household preferences for high quality bike infrastructure. Furthermore, we also show that the extensiveness of the bike network (measured by density) is a positive and statistically significant contributor to the property prices for all residential property types, even after controlling for proximity to bike facilities and other property, neighborhood and transaction characteristics. Finally, estimated coefficients are applied to assess property value impacts of a proposed Portland “Green Loop” signature bike infrastructure concept, illustrating the importance of considering both accessibility and extensiveness of bike facility networks. Title: Impact of Bike Facilities on Residential Property Prices Author: Shi, Wei Year: 2017 As many cities are investing in street improvement or transportation infrastructure upgrade projects to provide better bike access or more complete bike networks, the economic value of bike infrastructure and bike facilities remains an area where many practitioners, planners and policy makers are seeking more conclusive evidence. Using residential property values as indicators of consumer preferences for bicycle infrastructure, this study focuses on advanced bike facilities which represent higher levels of bike priority or bike infrastructure investments that have been shown to be more desirable to a larger portion of the population. Estimating ordinary least squares hedonic pricing models and spatial autoregressive hedonic models separately for single and multi-family properties, we find that proximity to advanced bike facilities (measured by distance) has significant and positive effects on all residential property values, highlighting household preferences for high quality bike infrastructure. Furthermore, we also show that the extensiveness of the bike network (measured by density) is a positive and statistically significant contributor to the property prices for all residential property types, even after controlling for proximity to bike facilities and other property, neighborhood and transaction characteristics. Finally, estimated coefficients are applied to assess property value impacts of a proposed Portland “Green Loop” signature bike infrastructure concept, illustrating the importance of considering both accessibility and extensiveness of bike facility networks. Close

• 43. [Article] The Determinants of Women's Work: A Case Study from Three Urban Low-income Communities in Amman, Jordan

  This study addresses the determinants of women's economic activity in three low income communities in Amman, the capital of Jordan. These communities represent what is typically referred to as "pockets ...

  Citation × Citation Citation Abstract Copy Title: The Determinants of Women's Work: A Case Study from Three Urban Low-income Communities in Amman, Jordan Author: Tubbeh, Taghrid Khuri Year: 1994 This study addresses the determinants of women's economic activity in three low income communities in Amman, the capital of Jordan. These communities represent what is typically referred to as "pockets of urban poverty." Besides addressing the demographic and socio-economic variables, the study identifies and includes cultural variables in a model of female labor force participation. Modern economic systems developed definitions and measurements of productivity that render the majority of women's work as non-productive. Activities within the domestic sphere that do not earn monetary returns are not measured as productive economic activities, and hence are dropped from the calculations of gross national and domestic products of most if not all developing nations. In the Arab Middle East, where women's work outside the home is relatively a recent phenomenon, labor statistics are measuring only female labor force in the "formal sector" of the labor market. The scope and magnitude of women's economic activity within the domestic sphere, or in what is termed the informal sector, is neglected, or at best, underestimated, by labor force statistics. In such cultural contexts where women's economic activity outside the home is still considered secondary to the array of their reproductive and home-related activities, the underlying thesis is that cultural factors play an important role in shaping the outcomes of women's decisions regarding labor force participation. A field survey covered the sample of adult women, aged 15 years and over. To achieve a 95% level of significance, 435 women were interviewed. Three field surveyors were trained to thoroughly probe and depict all types of economic activity for the purpose of raising cash, be it in the formal or the informal sectors of the labor market. A nested logit model assesses the effects of demographic and socio-economic variables on women's employment status. Employment status is defined as a dichotomous dependent variable indicating whether a woman does or does not work. The second step of the logit model incorporates cultural variables in addition to the demographic and socio-economic variables. Each logit run segregates women by marital status, and one run addresses the pooled sample of women, with marital status included as a predictor variable. The results indicate that age and marital status (in the pooled sample) are important variables in determining the employment status of women. The presence of a resource person to help the ever-married woman in child-care also had a significant effect on women's employment decisions. Household income, which represents the need for the woman's income, is also a significant variable. In the second step of the nested logit model, education significantly influences women's work outside the home. Segregation (a cultural variable that represented a constraint to women's work in a mixed environment) is also a significant variable in influencing women's work inside the home. This study shows that when addressing the determinants of female labor force participation, it is important to include cultural variables and assess their effect on influencing the outcome of women's decisions to undertake economic activity. Policies that seek to increase female employment need to be aware of the cultural and demographic (fertility related) considerations. Consequently, employment creation and enhancement programs need to be formulated and designed with this consideration in focus. For example, child-care facilities could be established within communities. This will free sometime of mothers with children to work outside the home, and will create child-care jobs within the community. Realizing that, due to cultural barriers, some women will still desire to only work at home, agencies providing marketing channels for such activities need to be established. Title: The Determinants of Women's Work: A Case Study from Three Urban Low-income Communities in Amman, Jordan Author: Tubbeh, Taghrid Khuri Year: 1994 This study addresses the determinants of women's economic activity in three low income communities in Amman, the capital of Jordan. These communities represent what is typically referred to as "pockets of urban poverty." Besides addressing the demographic and socio-economic variables, the study identifies and includes cultural variables in a model of female labor force participation. Modern economic systems developed definitions and measurements of productivity that render the majority of women's work as non-productive. Activities within the domestic sphere that do not earn monetary returns are not measured as productive economic activities, and hence are dropped from the calculations of gross national and domestic products of most if not all developing nations. In the Arab Middle East, where women's work outside the home is relatively a recent phenomenon, labor statistics are measuring only female labor force in the "formal sector" of the labor market. The scope and magnitude of women's economic activity within the domestic sphere, or in what is termed the informal sector, is neglected, or at best, underestimated, by labor force statistics. In such cultural contexts where women's economic activity outside the home is still considered secondary to the array of their reproductive and home-related activities, the underlying thesis is that cultural factors play an important role in shaping the outcomes of women's decisions regarding labor force participation. A field survey covered the sample of adult women, aged 15 years and over. To achieve a 95% level of significance, 435 women were interviewed. Three field surveyors were trained to thoroughly probe and depict all types of economic activity for the purpose of raising cash, be it in the formal or the informal sectors of the labor market. A nested logit model assesses the effects of demographic and socio-economic variables on women's employment status. Employment status is defined as a dichotomous dependent variable indicating whether a woman does or does not work. The second step of the logit model incorporates cultural variables in addition to the demographic and socio-economic variables. Each logit run segregates women by marital status, and one run addresses the pooled sample of women, with marital status included as a predictor variable. The results indicate that age and marital status (in the pooled sample) are important variables in determining the employment status of women. The presence of a resource person to help the ever-married woman in child-care also had a significant effect on women's employment decisions. Household income, which represents the need for the woman's income, is also a significant variable. In the second step of the nested logit model, education significantly influences women's work outside the home. Segregation (a cultural variable that represented a constraint to women's work in a mixed environment) is also a significant variable in influencing women's work inside the home. This study shows that when addressing the determinants of female labor force participation, it is important to include cultural variables and assess their effect on influencing the outcome of women's decisions to undertake economic activity. Policies that seek to increase female employment need to be aware of the cultural and demographic (fertility related) considerations. Consequently, employment creation and enhancement programs need to be formulated and designed with this consideration in focus. For example, child-care facilities could be established within communities. This will free sometime of mothers with children to work outside the home, and will create child-care jobs within the community. Realizing that, due to cultural barriers, some women will still desire to only work at home, agencies providing marketing channels for such activities need to be established. Close

• 44. [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

• 45. [Article] Residential Mobility and Revitalization in Portland Between 1970 and 1980: A Study of the Urban Structural Impacts on Neighborhood Revitalization

  Evidence of physical decline due in part to the rapid encroachment of commercial and industrial activity into some of Portland's residential areas in the mid-1960s and efforts to combat the forces of time ...

  Citation × Citation Citation Abstract Copy Title: Residential Mobility and Revitalization in Portland Between 1970 and 1980: A Study of the Urban Structural Impacts on Neighborhood Revitalization Author: Kamara, Sheka Gassimou Year: 1992 Evidence of physical decline due in part to the rapid encroachment of commercial and industrial activity into some of Portland's residential areas in the mid-1960s and efforts to combat the forces of time and change through neighborhood revitalization provide the basis for this study. Additionally, some of the characteristics often employed in explaining the phenomenon in cities are manifested in the city of Portland. For example, Portland is endowed with a distinctive and well established downtown area that provides opportunities for the establishment of businesses as well as white-collar job opportunities. By the standards of the U.S. Bureau of the Census, Portland has a relatively large population and several older neighborhoods. The city provides its residents the feel for inner-city living, such as its beautiful waterfront scenery, its high-rise and park block apartments, its cultural facilities and unique transit mall. These criteria underscore the selection of Portland as the geographical area of this research. The purpose of this research itself is to assess the urban structural changes that occurred in Portland between 1970 and 1980. The research used a sample of inner-city neighborhoods from the city to explain these structural changes over time. Additionally, two samples of neighborhoods (Northeast and Southeast) within the city were selected as the basis for comparing the structural changes. The data developed from the 1970 and 1980 census of population and housing characteristics comprised the change in the median household income ratio, the change in the home value ratio, and the change in the median rent ratio designated as dependent variables. Nine independent variables representing the pre-existing conditions in the city at the start of the decade were selected from locational, demographic, and housing factors. The research hypotheses were tested by regresslng the three dependent variables against the nine independent variables resulting in three regression models for each sample. The a priori expectations as reflected by the signs of the coefficients show mixed support for the hypotheses in each sample in predicted direction, and in level of significance. In the city sample the neighborhood housing quality factor was observed to have a strong positive causal relationship with neighborhood revitalization. The outcome confirmed the contention that a significant and systematic reverse revival trend occurred in Portland at the start of the 1970 decade. This finding contradicts the conventional invasion-succession theory associated with Burgess (1925). Similar reverse revival trends were observed in the Northeast and Southeast samples. But unlike the city sample the race factor had a strong positive causal relationship with revitalization. The outcome may be a reflection of the rental squeeze in terms of housing affordability faced by black renters in both subareas because their incomes could not keep pace with housing costs. Consequently their demand for rental housing may have grown faster than the supply of the rental housing stock in a segregated rental market. The chow tests show significant structural differences between the two submodels, but the impact of the race factor as reflected by the measures of relative variability was greater in Northeast Portland than in Southeast Portland. In light of the research findings, this study concludes that Portland may undoubtedly be the only city in the nation that experienced a significant and systematic revival trend between 1970 and 1980. However, this trend did not extend to the predominantly black areas of the city as reflected by the strong negative outcome of the race factor. In addition, the functional significance of the systematic revival trend in Portland may not be substantial when compared to larger and older cities like St. Louis and New Orleans that received media attention for a similar trend. Title: Residential Mobility and Revitalization in Portland Between 1970 and 1980: A Study of the Urban Structural Impacts on Neighborhood Revitalization Author: Kamara, Sheka Gassimou Year: 1992 Evidence of physical decline due in part to the rapid encroachment of commercial and industrial activity into some of Portland's residential areas in the mid-1960s and efforts to combat the forces of time and change through neighborhood revitalization provide the basis for this study. Additionally, some of the characteristics often employed in explaining the phenomenon in cities are manifested in the city of Portland. For example, Portland is endowed with a distinctive and well established downtown area that provides opportunities for the establishment of businesses as well as white-collar job opportunities. By the standards of the U.S. Bureau of the Census, Portland has a relatively large population and several older neighborhoods. The city provides its residents the feel for inner-city living, such as its beautiful waterfront scenery, its high-rise and park block apartments, its cultural facilities and unique transit mall. These criteria underscore the selection of Portland as the geographical area of this research. The purpose of this research itself is to assess the urban structural changes that occurred in Portland between 1970 and 1980. The research used a sample of inner-city neighborhoods from the city to explain these structural changes over time. Additionally, two samples of neighborhoods (Northeast and Southeast) within the city were selected as the basis for comparing the structural changes. The data developed from the 1970 and 1980 census of population and housing characteristics comprised the change in the median household income ratio, the change in the home value ratio, and the change in the median rent ratio designated as dependent variables. Nine independent variables representing the pre-existing conditions in the city at the start of the decade were selected from locational, demographic, and housing factors. The research hypotheses were tested by regresslng the three dependent variables against the nine independent variables resulting in three regression models for each sample. The a priori expectations as reflected by the signs of the coefficients show mixed support for the hypotheses in each sample in predicted direction, and in level of significance. In the city sample the neighborhood housing quality factor was observed to have a strong positive causal relationship with neighborhood revitalization. The outcome confirmed the contention that a significant and systematic reverse revival trend occurred in Portland at the start of the 1970 decade. This finding contradicts the conventional invasion-succession theory associated with Burgess (1925). Similar reverse revival trends were observed in the Northeast and Southeast samples. But unlike the city sample the race factor had a strong positive causal relationship with revitalization. The outcome may be a reflection of the rental squeeze in terms of housing affordability faced by black renters in both subareas because their incomes could not keep pace with housing costs. Consequently their demand for rental housing may have grown faster than the supply of the rental housing stock in a segregated rental market. The chow tests show significant structural differences between the two submodels, but the impact of the race factor as reflected by the measures of relative variability was greater in Northeast Portland than in Southeast Portland. In light of the research findings, this study concludes that Portland may undoubtedly be the only city in the nation that experienced a significant and systematic revival trend between 1970 and 1980. However, this trend did not extend to the predominantly black areas of the city as reflected by the strong negative outcome of the race factor. In addition, the functional significance of the systematic revival trend in Portland may not be substantial when compared to larger and older cities like St. Louis and New Orleans that received media attention for a similar trend. Close

• 46. [Article] Determinants of Recent Mover Non-work Travel Mode Choice

  Active transportation modes of walking and bicycling have the potential to help mitigate environmental and health concerns ranging from growing greenhouse gas emissions to increasing rates of obesity. ...

  Citation × Citation Citation Abstract Copy Title: Determinants of Recent Mover Non-work Travel Mode Choice Author: Adkins, Arlie Steven Year: 2014 Active transportation modes of walking and bicycling have the potential to help mitigate environmental and health concerns ranging from growing greenhouse gas emissions to increasing rates of obesity. This dissertation investigates how new movers make decisions about active transportation, particularly non-work utilitarian walking, in the context of a new home and neighborhood. New movers are an important, yet often overlooked, population in travel behavior research because they provide an opportunity to observe behavior adoption in new contexts, but also because the roughly one-in-ten Americans who move each year are more likely to consider changes to daily routines, including travel behavior, making them prime targets for voluntary travel behavior change programs. Using data from a two-wave survey of recent movers in six U.S. cities, psychological and social mechanisms essential to the built environment travel behavior relationship. The research is divided into three stand-alone papers (chapters 4, 5 and 6). First, to isolate the built environment effect on active travel mode adoption, the relative influence of the built environment and a robust set of self-selection variables is quantified. Second, the psychological constructs that facilitate the built environment travel behavior relationship are identified. And in light of increasing market demand for housing in walkable urban neighborhoods and the observed importance of self-selection, the final paper quantifies the extent to which low-income households face are able to realize preferences for walkable housing locations. The key findings of this dissertation are that 1) the built environment plays a key role in determining recent mover adoption of utilitarian walking even after controlling for self-selection; 2) the influence of the built environment on post-move adoption of utilitarian walking largely mediated by perceived behavior control, as expected, and, unexpectedly, by descriptive social norms; and 3) low-income movers who prioritized moving to a walkable place were about half as likely as higher-income movers to be able to realize this preference. These findings have practical and theoretical implications which are discussed in each paper and in the final chapter. Title: Determinants of Recent Mover Non-work Travel Mode Choice Author: Adkins, Arlie Steven Year: 2014 Active transportation modes of walking and bicycling have the potential to help mitigate environmental and health concerns ranging from growing greenhouse gas emissions to increasing rates of obesity. This dissertation investigates how new movers make decisions about active transportation, particularly non-work utilitarian walking, in the context of a new home and neighborhood. New movers are an important, yet often overlooked, population in travel behavior research because they provide an opportunity to observe behavior adoption in new contexts, but also because the roughly one-in-ten Americans who move each year are more likely to consider changes to daily routines, including travel behavior, making them prime targets for voluntary travel behavior change programs. Using data from a two-wave survey of recent movers in six U.S. cities, psychological and social mechanisms essential to the built environment travel behavior relationship. The research is divided into three stand-alone papers (chapters 4, 5 and 6). First, to isolate the built environment effect on active travel mode adoption, the relative influence of the built environment and a robust set of self-selection variables is quantified. Second, the psychological constructs that facilitate the built environment travel behavior relationship are identified. And in light of increasing market demand for housing in walkable urban neighborhoods and the observed importance of self-selection, the final paper quantifies the extent to which low-income households face are able to realize preferences for walkable housing locations. The key findings of this dissertation are that 1) the built environment plays a key role in determining recent mover adoption of utilitarian walking even after controlling for self-selection; 2) the influence of the built environment on post-move adoption of utilitarian walking largely mediated by perceived behavior control, as expected, and, unexpectedly, by descriptive social norms; and 3) low-income movers who prioritized moving to a walkable place were about half as likely as higher-income movers to be able to realize this preference. These findings have practical and theoretical implications which are discussed in each paper and in the final chapter. Close

• 47. [Article] Peer-To-Peer Carsharing: Short-Term Effects on Travel Behavior in Portland, OR

  Peer-to-peer (P2P) carsharing is a relatively new concept in the U.S. Enabled by recent internet and mobile technology development, P2P carsharing generally involves a facilitating company connecting private ...

  Citation × Citation Citation Abstract Copy Title: Peer-To-Peer Carsharing: Short-Term Effects on Travel Behavior in Portland, OR Author: Dill, Jennifer, McNeil, Nathan, Howland, Steven Year: 2017 Peer-to-peer (P2P) carsharing is a relatively new concept in the U.S. Enabled by recent internet and mobile technology development, P2P carsharing generally involves a facilitating company connecting private vehicle owners to people who are interested in renting a vehicle. P2P carsharing has many things in common with business-to-consumer (B2C) carsharing services. Consumers join the service to rent vehicles on a short-term basis from locations dispersed throughout a certain area. Both services may allow households to reduce their private car ownership. However, P2P carsharing differs substantially from other models in that there are two distinct sets of consumers: those who rent the vehicles (renters) and those who put their vehicles up for rent (owners). The members of the service are providing the supply as well as the demand. Not only does the car owner provide the vehicle and determine where it is parked, they determine what hours it is available for rent and at what price (though with some influence from the facilitating company). This report presents findings from a multiyear study of P2P carsharing that began in early 2012 and targeted members of Getaround, which launched in February 2012 in Portland, OR. The goal of this study, which collected information from both owners and renters, is to evaluate the impact of peer-to-peer carsharing relative to other models of car use, including ownership, rental, and conventional (corporate) carsharing. The two primary research questions are whether P2P carsharing can reduce overall and peak- period vehicle miles traveled (VMT) by marginalizing the cost of driving, and whether P2P carsharing increases access to jobs and other activities for those without cars. Compared with conventional carsharing, P2P carsharing has the potential to influence VMT for both the renter and the owner. P2P owners may reduce their driving so that the vehicle is available for rent. Renters, as with other forms of carsharing, may decide to forgo or reduce vehicle ownership and drive less because the marginal costs of driving are more apparent. This report also examines motivations and factors associated with greater or lesser participation (in terms of rental activity), the influence of P2P carsharing on travel behavior and attitudes toward car ownership, and general experiences with P2P carsharing Title: Peer-To-Peer Carsharing: Short-Term Effects on Travel Behavior in Portland, OR Author: Dill, Jennifer, McNeil, Nathan, Howland, Steven Year: 2017 Peer-to-peer (P2P) carsharing is a relatively new concept in the U.S. Enabled by recent internet and mobile technology development, P2P carsharing generally involves a facilitating company connecting private vehicle owners to people who are interested in renting a vehicle. P2P carsharing has many things in common with business-to-consumer (B2C) carsharing services. Consumers join the service to rent vehicles on a short-term basis from locations dispersed throughout a certain area. Both services may allow households to reduce their private car ownership. However, P2P carsharing differs substantially from other models in that there are two distinct sets of consumers: those who rent the vehicles (renters) and those who put their vehicles up for rent (owners). The members of the service are providing the supply as well as the demand. Not only does the car owner provide the vehicle and determine where it is parked, they determine what hours it is available for rent and at what price (though with some influence from the facilitating company). This report presents findings from a multiyear study of P2P carsharing that began in early 2012 and targeted members of Getaround, which launched in February 2012 in Portland, OR. The goal of this study, which collected information from both owners and renters, is to evaluate the impact of peer-to-peer carsharing relative to other models of car use, including ownership, rental, and conventional (corporate) carsharing. The two primary research questions are whether P2P carsharing can reduce overall and peak- period vehicle miles traveled (VMT) by marginalizing the cost of driving, and whether P2P carsharing increases access to jobs and other activities for those without cars. Compared with conventional carsharing, P2P carsharing has the potential to influence VMT for both the renter and the owner. P2P owners may reduce their driving so that the vehicle is available for rent. Renters, as with other forms of carsharing, may decide to forgo or reduce vehicle ownership and drive less because the marginal costs of driving are more apparent. This report also examines motivations and factors associated with greater or lesser participation (in terms of rental activity), the influence of P2P carsharing on travel behavior and attitudes toward car ownership, and general experiences with P2P carsharing Close

• 48. [Article] Behavioral Perspectives on Home Energy Audits: The Role of Auditors, Labels, Reports, and Audit Tools on Homeowner Decision-Making

  Our study focused on the perspective of homeowner decision-making in response to home energy audits, combined with attention to the quality of the recommendations that homeowners receive, as well as the ...

  Citation × Citation Citation Abstract Copy Title: Behavioral Perspectives on Home Energy Audits: The Role of Auditors, Labels, Reports, and Audit Tools on Homeowner Decision-Making Author: Ingle, Aaron, Moezzi, Mithra, Lutzenhiser, Loren, Hathaway, Zachary Lawrence, Lutzenhiser, Susan, Van Clock, Joe, Peters, Jane, Smith, Rebecca, Heslam, David, Diamond, Rick Year: 2012 Our study focused on the perspective of homeowner decision-making in response to home energy audits, combined with attention to the quality of the recommendations that homeowners receive, as well as the perspectives of some key industry actors on auditing and home energy labels. Unlike a program evaluation, the research was not designed to answer detailed questions about program effectiveness in terms of costs, savings, or process, nor was it designed to provide direct answers to questions of how to get people to do more audits or more retrofits. Rather it “steps back” toward a better understanding of more basic questions about what audits provide and what homeowners seem to want, for the case of one particular program that we expect has parallels to many others. In this report, we present the results of a study for the U.S. Department of Energy, applied to an existing home energy audit program and pilot offered by Seattle City Light, the electric utility for the City of Seattle. Portland State University, Research Into Action, and Earth Advantage Institute worked together with Seattle City Light and the Lawrence Berkeley National Laboratory to complete the research project. From mid-2010 to late 2011, approximately 1,350 home energy audits were completed in Seattle as part of Seattle City Light’s program. These audits, and the homeowners who received them, are the subject of our report. The research reported here was designed to advance the field’s knowledge on what homeowners want and get from home energy audits. It did so by simultaneously studying multiple dimensions of these audits, including: physical characteristics of the houses audited, the energy use estimates and upgrade recommendations these audits offered to homeowners, actual energy use data, self-reported retrofit activity and energy use behaviors, physical assessment of the quality of the retrofits undertaken, viewpoints of both auditors and realtors on various key program elements, and—centrally in tying these streams together—homeowner motivations and reactions to the audits, what they consequently changed, and what they thought about the results. These data were used to address gaps in knowledge about home energy efficiency upgrades and audits, including: Homeowner decision-making processes in planning and undertaking energy retrofits, reactions to home energy performance scores, and satisfaction with the audits performed; Differences and similarities between home energy assessment and retrofit recommendation tools; Importance of household energy behaviors relative to house-and equipment-based assessments of home energy performance and upgrade recommendations; and Industry views on the current and potential future use, and usefulness, of home energy performance ratings in general Title: Behavioral Perspectives on Home Energy Audits: The Role of Auditors, Labels, Reports, and Audit Tools on Homeowner Decision-Making Author: Ingle, Aaron, Moezzi, Mithra, Lutzenhiser, Loren, Hathaway, Zachary Lawrence, Lutzenhiser, Susan, Van Clock, Joe, Peters, Jane, Smith, Rebecca, Heslam, David, Diamond, Rick Year: 2012 Our study focused on the perspective of homeowner decision-making in response to home energy audits, combined with attention to the quality of the recommendations that homeowners receive, as well as the perspectives of some key industry actors on auditing and home energy labels. Unlike a program evaluation, the research was not designed to answer detailed questions about program effectiveness in terms of costs, savings, or process, nor was it designed to provide direct answers to questions of how to get people to do more audits or more retrofits. Rather it “steps back” toward a better understanding of more basic questions about what audits provide and what homeowners seem to want, for the case of one particular program that we expect has parallels to many others. In this report, we present the results of a study for the U.S. Department of Energy, applied to an existing home energy audit program and pilot offered by Seattle City Light, the electric utility for the City of Seattle. Portland State University, Research Into Action, and Earth Advantage Institute worked together with Seattle City Light and the Lawrence Berkeley National Laboratory to complete the research project. From mid-2010 to late 2011, approximately 1,350 home energy audits were completed in Seattle as part of Seattle City Light’s program. These audits, and the homeowners who received them, are the subject of our report. The research reported here was designed to advance the field’s knowledge on what homeowners want and get from home energy audits. It did so by simultaneously studying multiple dimensions of these audits, including: physical characteristics of the houses audited, the energy use estimates and upgrade recommendations these audits offered to homeowners, actual energy use data, self-reported retrofit activity and energy use behaviors, physical assessment of the quality of the retrofits undertaken, viewpoints of both auditors and realtors on various key program elements, and—centrally in tying these streams together—homeowner motivations and reactions to the audits, what they consequently changed, and what they thought about the results. These data were used to address gaps in knowledge about home energy efficiency upgrades and audits, including: Homeowner decision-making processes in planning and undertaking energy retrofits, reactions to home energy performance scores, and satisfaction with the audits performed; Differences and similarities between home energy assessment and retrofit recommendation tools; Importance of household energy behaviors relative to house-and equipment-based assessments of home energy performance and upgrade recommendations; and Industry views on the current and potential future use, and usefulness, of home energy performance ratings in general Close

• 49. [Article] Is Portland Really the Place Where Young People Go To Retire? Migration Patterns of Portland’s Young and College-Educated, 1980-2010

  For many metro areas, including Portland, being economically competitive in today’s knowledge and information economy depends on attracting and retaining young, college-­‐educated (YCE) migrants. On this ...

  Citation × Citation Citation Abstract Copy Title: Is Portland Really the Place Where Young People Go To Retire? Migration Patterns of Portland’s Young and College-Educated, 1980-2010 Author: Jurjevich, Jason R., Schrock, Greg Year: 2012 For many metro areas, including Portland, being economically competitive in today’s knowledge and information economy depends on attracting and retaining young, college-­‐educated (YCE) migrants. On this indicator, Portland has been most successful: since 1980, the Portland metropolitan region has attracted college-­‐educated individuals under the age of 40 at some of the country’s highest net migration rates in good economic times and bad. Though not unique to Portland, the resiliency of Portland’s migration streams, even in periods of economic uncertainty, calls attention to an increasingly selective group of YCE migrants who appear to place greater relative value on non-­‐economic factors—from political milieu to access to quality public transportation—compared to employment opportunities. This trend directly challenges a long-­‐established cornerstone of traditional migration theory suggesting that the decision to move is predicated on benefits exceeding costs, and linked to the importance of jobs and economic opportunity as attractive forces for working-­‐age households. Reading between the lines of recent media accounts, and in particular the television show Portlandia, the shift from economic to non-­‐economic factors has been portrayed in a most interesting way: because young migrants to Portland place relatively low value on work and traditional careers, their desire to exchange employment opportunities for quality of life (amenity) factors indeed makes Portland the city “where young people go to retire.” The question is: in the short and long-­‐term, how sustainable is Portland’s trend of attracting and retaining YCE migrants if labor market outcomes continue to remain worse compared to other metro areas? What are the facts? In this paper we draw upon U.S. Census Bureau data from the 2000 Census and more recent American Community Surveys from 2005-­‐2007 and 2008-­‐2010, to compare migration patterns in Portland to the other 50 largest U.S. metros. Title: Is Portland Really the Place Where Young People Go To Retire? Migration Patterns of Portland’s Young and College-Educated, 1980-2010 Author: Jurjevich, Jason R., Schrock, Greg Year: 2012 For many metro areas, including Portland, being economically competitive in today’s knowledge and information economy depends on attracting and retaining young, college-­‐educated (YCE) migrants. On this indicator, Portland has been most successful: since 1980, the Portland metropolitan region has attracted college-­‐educated individuals under the age of 40 at some of the country’s highest net migration rates in good economic times and bad. Though not unique to Portland, the resiliency of Portland’s migration streams, even in periods of economic uncertainty, calls attention to an increasingly selective group of YCE migrants who appear to place greater relative value on non-­‐economic factors—from political milieu to access to quality public transportation—compared to employment opportunities. This trend directly challenges a long-­‐established cornerstone of traditional migration theory suggesting that the decision to move is predicated on benefits exceeding costs, and linked to the importance of jobs and economic opportunity as attractive forces for working-­‐age households. Reading between the lines of recent media accounts, and in particular the television show Portlandia, the shift from economic to non-­‐economic factors has been portrayed in a most interesting way: because young migrants to Portland place relatively low value on work and traditional careers, their desire to exchange employment opportunities for quality of life (amenity) factors indeed makes Portland the city “where young people go to retire.” The question is: in the short and long-­‐term, how sustainable is Portland’s trend of attracting and retaining YCE migrants if labor market outcomes continue to remain worse compared to other metro areas? What are the facts? In this paper we draw upon U.S. Census Bureau data from the 2000 Census and more recent American Community Surveys from 2005-­‐2007 and 2008-­‐2010, to compare migration patterns in Portland to the other 50 largest U.S. metros. Close

• 50. [Article] Webinar: Economic Impacts from Bicycle and Pedestrian Street Improvements

  As many cities are investing in street improvements to provide better biking and walking experiences, the economic value and impacts of these active transportation facilities remain areas where many practitioners, ...

  Citation × Citation Citation Abstract Copy Title: Webinar: Economic Impacts from Bicycle and Pedestrian Street Improvements Author: Liu, Jenny H. Year: 2017 As many cities are investing in street improvements to provide better biking and walking experiences, the economic value and impacts of these active transportation facilities remain areas where many practitioners, planners and policy makers are seeking more conclusive evidence. With various modes competing for scarce resources, planners and transportation agencies often struggle with how to justify infrastructure investments for non-motorized modes, particularly when driving is still the predominant mode of transportation in most cities. In this project we assess property value impacts of Portland’s “Green Loop” signature bike infrastructure concept, illustrating the importance of considering both accessibility and extensiveness of bike facility networks. The Green Loop is a proposed 6-mile linear open space running through the heart of Portland, connecting existing and new open spaces, parks, gathering areas, and walking and biking pathways. As envisioned, the Green Loop concept requires significant infrastructure investments, and would result in both short-term and long-term impacts on transportation (for all travel modes), economic development and the environment. In collaboration with the Portland Bureau of Planning and Sustainability (BPS), the Portland State University Institute for Sustainable Solutions (ISS), and in partnership with PeopleForBikes and the Summit Foundation, the goal of this research is to characterize, quantify and analyze these costs, benefits and impacts, particularly focusing on case studies of similar infrastructure investments in active transportation. In this webinar, we will further focus on the residential property value impacts associated with advanced bike facilities. We find that proximity to advanced bike facilities has significant and positive effects on all property values, highlighting household preferences for high quality bike infrastructure. The lessons and research gaps identified in this work led to the development of two ongoing NITC-funded studies: "Understanding Economic and Business Impacts of Street Improvements for Bicycle and Pedestrian Mobility - A Multi-City Multi-Approach Exploration" and "Understanding the economic impacts of urban greenway infrastructure." We will share some updates on these ongoing projects as well. Key learning outcomes include: A framework for understanding the economic results of bicycle and pedestrian investments, with data to show: Evidence of impacts on residential property values Evidence of impacts on on business and retail activity Insight into potential short-term and long-term impacts of the Portland Green Loop A method for estimating economic impacts of similar proposed active transportation projects Title: Webinar: Economic Impacts from Bicycle and Pedestrian Street Improvements Author: Liu, Jenny H. Year: 2017 As many cities are investing in street improvements to provide better biking and walking experiences, the economic value and impacts of these active transportation facilities remain areas where many practitioners, planners and policy makers are seeking more conclusive evidence. With various modes competing for scarce resources, planners and transportation agencies often struggle with how to justify infrastructure investments for non-motorized modes, particularly when driving is still the predominant mode of transportation in most cities. In this project we assess property value impacts of Portland’s “Green Loop” signature bike infrastructure concept, illustrating the importance of considering both accessibility and extensiveness of bike facility networks. The Green Loop is a proposed 6-mile linear open space running through the heart of Portland, connecting existing and new open spaces, parks, gathering areas, and walking and biking pathways. As envisioned, the Green Loop concept requires significant infrastructure investments, and would result in both short-term and long-term impacts on transportation (for all travel modes), economic development and the environment. In collaboration with the Portland Bureau of Planning and Sustainability (BPS), the Portland State University Institute for Sustainable Solutions (ISS), and in partnership with PeopleForBikes and the Summit Foundation, the goal of this research is to characterize, quantify and analyze these costs, benefits and impacts, particularly focusing on case studies of similar infrastructure investments in active transportation. In this webinar, we will further focus on the residential property value impacts associated with advanced bike facilities. We find that proximity to advanced bike facilities has significant and positive effects on all property values, highlighting household preferences for high quality bike infrastructure. The lessons and research gaps identified in this work led to the development of two ongoing NITC-funded studies: "Understanding Economic and Business Impacts of Street Improvements for Bicycle and Pedestrian Mobility - A Multi-City Multi-Approach Exploration" and "Understanding the economic impacts of urban greenway infrastructure." We will share some updates on these ongoing projects as well. Key learning outcomes include: A framework for understanding the economic results of bicycle and pedestrian investments, with data to show: Evidence of impacts on residential property values Evidence of impacts on on business and retail activity Insight into potential short-term and long-term impacts of the Portland Green Loop A method for estimating economic impacts of similar proposed active transportation projects Close