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• 31. [Article] National Study of BRT Development Outcomes

  Bus rapid transit (BRT) is poised to become the “next big thing” in public transit. From virtually no systems a generation ago, there are now 19 lines operating with at least seven under construction and ...

  Citation × Citation Citation Abstract Copy Title: National Study of BRT Development Outcomes Author: Nelson, Arthur C., Ganning, Joanna Year: 2015 Bus rapid transit (BRT) is poised to become the “next big thing” in public transit. From virtually no systems a generation ago, there are now 19 lines operating with at least seven under construction and more than 20 in the planning stages. BRT is gaining popularity because of its combination of low capital cost and potential for high levels of benefits. But are BRT systems effective in attracting development? To answer this and many more trending BRT questions, the Metropolitan Research Center (MRC) reviewed multiple studies using data from the United States Census Bureau, Longitudinal Employer-Household Dynamics, and CoStar data in a quasi-experimental, compare-and-contrast research design to compare jobs, population and households, and housing units before and after BRT station construction relative to control stations and the stations’ metropolitan context. Our units of analysis will be 2010 census blocks and their assemblages as data allow within 0.25 mile buffers. The final products of the MRC’s research include case studies of each BRT and meta-assessments of whether and to what extent BRT systems attract development. Some of the studies answer the following questions: What are the effects of BRT on sectoral employment change in the United States? How does BRT affect housing location affordability? What is the relationship between BRT and its surrounding area’s wagerelated job change? These answers can provide MPOs with information to aid in the decision-making process in terms of economic development and transportation planning options. Title: National Study of BRT Development Outcomes Author: Nelson, Arthur C., Ganning, Joanna Year: 2015 Bus rapid transit (BRT) is poised to become the “next big thing” in public transit. From virtually no systems a generation ago, there are now 19 lines operating with at least seven under construction and more than 20 in the planning stages. BRT is gaining popularity because of its combination of low capital cost and potential for high levels of benefits. But are BRT systems effective in attracting development? To answer this and many more trending BRT questions, the Metropolitan Research Center (MRC) reviewed multiple studies using data from the United States Census Bureau, Longitudinal Employer-Household Dynamics, and CoStar data in a quasi-experimental, compare-and-contrast research design to compare jobs, population and households, and housing units before and after BRT station construction relative to control stations and the stations’ metropolitan context. Our units of analysis will be 2010 census blocks and their assemblages as data allow within 0.25 mile buffers. The final products of the MRC’s research include case studies of each BRT and meta-assessments of whether and to what extent BRT systems attract development. Some of the studies answer the following questions: What are the effects of BRT on sectoral employment change in the United States? How does BRT affect housing location affordability? What is the relationship between BRT and its surrounding area’s wagerelated job change? These answers can provide MPOs with information to aid in the decision-making process in terms of economic development and transportation planning options. Close

• 32. [Article] From the Frontlines of the Housing Crisis: Two Vulnerable Tenants Discuss Their Experiences in Portland's Increasingly Brutal Housing Market

  Homelessness is the most visible face of Portland's affordable housing crisis, but the numbers of street sleepers and tent campers are nothing compared to the hundreds of thousands of beleaguered tenants. ...

  Citation × Citation Citation Abstract Copy Title: From the Frontlines of the Housing Crisis: Two Vulnerable Tenants Discuss Their Experiences in Portland's Increasingly Brutal Housing Market Author: Kerr, Thomas Year: 2016 Homelessness is the most visible face of Portland's affordable housing crisis, but the numbers of street sleepers and tent campers are nothing compared to the hundreds of thousands of beleaguered tenants. They may be hidden away in their separate apartments, but they are suffering the effects of crisis all the same. Forty percent of the 900,000 households in the Portland Metro area are tenants, and half are paying more than 30 percent of their income on rent. A quarter pay more than 50 percent, and the percentages go higher as the households get poorer. Besides forcing them to impoverish themselves to pay for housing, the crisis is narrowing their choices, blighting their lives with frequent moves and compromising their ability to survive. Although we usually dedicate the interview to prominent officials and civic leaders, we decided, this time, to talk with two of Portland's low-income tenants, both active in the tenant movement, and get their take on the crisis and how these problems might be solved. Lynn Hager, 34, is finishing up her degree in community development at Portland State University after working for many years and having a child. Melissa Pyle, 26, works at PSU and is also in the final year of her community development degree. Here are some highlights from their discussion with Metroscape writer, Thomas Kerr. Title: From the Frontlines of the Housing Crisis: Two Vulnerable Tenants Discuss Their Experiences in Portland's Increasingly Brutal Housing Market Author: Kerr, Thomas Year: 2016 Homelessness is the most visible face of Portland's affordable housing crisis, but the numbers of street sleepers and tent campers are nothing compared to the hundreds of thousands of beleaguered tenants. They may be hidden away in their separate apartments, but they are suffering the effects of crisis all the same. Forty percent of the 900,000 households in the Portland Metro area are tenants, and half are paying more than 30 percent of their income on rent. A quarter pay more than 50 percent, and the percentages go higher as the households get poorer. Besides forcing them to impoverish themselves to pay for housing, the crisis is narrowing their choices, blighting their lives with frequent moves and compromising their ability to survive. Although we usually dedicate the interview to prominent officials and civic leaders, we decided, this time, to talk with two of Portland's low-income tenants, both active in the tenant movement, and get their take on the crisis and how these problems might be solved. Lynn Hager, 34, is finishing up her degree in community development at Portland State University after working for many years and having a child. Melissa Pyle, 26, works at PSU and is also in the final year of her community development degree. Here are some highlights from their discussion with Metroscape writer, Thomas Kerr. Close

• 33. [Article] Methods and Data for Developing Coordinated Population Forecasts

  This document is to accompany the coordinated population forecasts and their corresponding reports prepared by the Population Research Center (PRC). Developing long-term coordinated population forecasts ...

  Citation × Citation Citation Abstract Copy Title: Methods and Data for Developing Coordinated Population Forecasts Author: Portland State University. Population Research Center Year: 2015 This document is to accompany the coordinated population forecasts and their corresponding reports prepared by the Population Research Center (PRC). Developing long-term coordinated population forecasts for a county and its sub-areas (UGBs and areas outside UGBs are referred to sub-areas in this document), requires these main stages: 1) compiling and evaluating historical and recent data to ascertain demographic characteristics and trends in the study area and to obtain a population base from which the forecasts may be launched; 2) making assumptions about the future and adjusting the data or rates in the forecasting models (calibrating the models) to incorporate predicted rates or trends; and 3) reconciling, or adjusting the forecasts so the sum of the sub-area forecasts is consistent with the forecast for the county total. We first develop population projections and then we make adjustments to these projections in order to produce population forecasts. Population projections are developed by extending historical and current demographic and housing trends into the future. Forecasting population requires that assumptions be made about future population change, and adjusting the projection models to account for circumstances that perhaps skewed past trends or may affect future change. Such circumstances in the past could be a building moratorium or the opening of a new group quarters facility. Events affecting future change would be, for example, planned future housing development that is higher than usual, a foreseen change in an area’s physical ability to accommodate growth (buildable land available is approaching capacity or improvements to infrastructure are underway), anticipated changes in the economy (the location of a new employer or the upswing or downturn of the economy in general), or an expected change in the local population and household composition (age, ethnicity, and average household size). Title: Methods and Data for Developing Coordinated Population Forecasts Author: Portland State University. Population Research Center Year: 2015 This document is to accompany the coordinated population forecasts and their corresponding reports prepared by the Population Research Center (PRC). Developing long-term coordinated population forecasts for a county and its sub-areas (UGBs and areas outside UGBs are referred to sub-areas in this document), requires these main stages: 1) compiling and evaluating historical and recent data to ascertain demographic characteristics and trends in the study area and to obtain a population base from which the forecasts may be launched; 2) making assumptions about the future and adjusting the data or rates in the forecasting models (calibrating the models) to incorporate predicted rates or trends; and 3) reconciling, or adjusting the forecasts so the sum of the sub-area forecasts is consistent with the forecast for the county total. We first develop population projections and then we make adjustments to these projections in order to produce population forecasts. Population projections are developed by extending historical and current demographic and housing trends into the future. Forecasting population requires that assumptions be made about future population change, and adjusting the projection models to account for circumstances that perhaps skewed past trends or may affect future change. Such circumstances in the past could be a building moratorium or the opening of a new group quarters facility. Events affecting future change would be, for example, planned future housing development that is higher than usual, a foreseen change in an area’s physical ability to accommodate growth (buildable land available is approaching capacity or improvements to infrastructure are underway), anticipated changes in the economy (the location of a new employer or the upswing or downturn of the economy in general), or an expected change in the local population and household composition (age, ethnicity, and average household size). Close

• 34. [Article] Periodic Atlas of the Metroscape: Census 2000: First Take

  The following atlas summarizes some of the primary demographic indicators currently available from the 2000 Census. In addition to changes in settlement patterns and urban form (as indicated by population ...

  Citation × Citation Citation Abstract Copy Title: Periodic Atlas of the Metroscape: Census 2000: First Take Author: Sanchez, Tom, Merrick, Meg, Lycan, Richard Year: 2002 The following atlas summarizes some of the primary demographic indicators currently available from the 2000 Census. In addition to changes in settlement patterns and urban form (as indicated by population density patterns), the following maps show the ten-year changes in Hispanic, African-American, and Asian populations. Following these, are maps showing changes in homeownership patterns, household structure, and age characteristics for the region. Title: Periodic Atlas of the Metroscape: Census 2000: First Take Author: Sanchez, Tom, Merrick, Meg, Lycan, Richard Year: 2002 The following atlas summarizes some of the primary demographic indicators currently available from the 2000 Census. In addition to changes in settlement patterns and urban form (as indicated by population density patterns), the following maps show the ten-year changes in Hispanic, African-American, and Asian populations. Following these, are maps showing changes in homeownership patterns, household structure, and age characteristics for the region. Close

• 35. [Article] Exploring our Region’s Prosperity

  Prosperity refers to the economic success of the regional economy and can be measured using income data. In order to assess regional prosperity in the Portland Metropolitan region, we will consider two ...

  Citation × Citation Citation Abstract Copy Title: Exploring our Region’s Prosperity Author: Martin, Sheila A., Picha, Emily Year: 2009 Prosperity refers to the economic success of the regional economy and can be measured using income data. In order to assess regional prosperity in the Portland Metropolitan region, we will consider two measures of income: aggregate regional income (Metropolitan GDP) and income for individuals and households. In addition, we will discuss poverty levels in the Portland Metropolitan region according to the federal poverty standard. To ascertain the significant income variations both within the region and between comparable regions, this paper will compare counties within the Portland Metropolitan region and discuss how Portland measures up to ten "comparator regions" in the United States. Title: Exploring our Region’s Prosperity Author: Martin, Sheila A., Picha, Emily Year: 2009 Prosperity refers to the economic success of the regional economy and can be measured using income data. In order to assess regional prosperity in the Portland Metropolitan region, we will consider two measures of income: aggregate regional income (Metropolitan GDP) and income for individuals and households. In addition, we will discuss poverty levels in the Portland Metropolitan region according to the federal poverty standard. To ascertain the significant income variations both within the region and between comparable regions, this paper will compare counties within the Portland Metropolitan region and discuss how Portland measures up to ten "comparator regions" in the United States. Close

• 36. [Article] Washington County Affordable Housing Development Strategy

  The Washington County Consolidated Housing Plan estimates a need for 14,000 housing units affordable to low and very low-income households. This project was developed to create an initial strategy for ...

  Citation × Citation Citation Abstract Copy Title: Washington County Affordable Housing Development Strategy Author: Heberling, Mary, Mallen, Hayley, Peterson, Danelle, Statz, Jill, Tetrick, David Year: 2016 The Washington County Consolidated Housing Plan estimates a need for 14,000 housing units affordable to low and very low-income households. This project was developed to create an initial strategy for meeting that need. It provides 30 specific recommendations for Washington County to enable it to take action in the coming years. As the plan notes, there is no single action that will suffice. The County can make progress towards meeting the challenge posed by its affordable housing crisis by leveraging the proposed recommendations with each other. Title: Washington County Affordable Housing Development Strategy Author: Heberling, Mary, Mallen, Hayley, Peterson, Danelle, Statz, Jill, Tetrick, David Year: 2016 The Washington County Consolidated Housing Plan estimates a need for 14,000 housing units affordable to low and very low-income households. This project was developed to create an initial strategy for meeting that need. It provides 30 specific recommendations for Washington County to enable it to take action in the coming years. As the plan notes, there is no single action that will suffice. The County can make progress towards meeting the challenge posed by its affordable housing crisis by leveraging the proposed recommendations with each other. Close

• 37. [Article] DASH: The Portland Region's Next-Generation Activity-Based Model

  DASH is the next generation activity based model being developed by the Metro Research Center. Upon completion, it will be one of the most advanced in the nation. This model will be used extensively in ...

  Citation × Citation Citation Abstract Copy Title: DASH: The Portland Region's Next-Generation Activity-Based Model Author: Walker, Richard Year: 2015 DASH is the next generation activity based model being developed by the Metro Research Center. Upon completion, it will be one of the most advanced in the nation. This model will be used extensively in estimating the activity and travel response of individuals to policies and infrastructure investments. Compared to past models, it will include enhanced consideration of the socio-economic roles of individuals, discrete temporal dynamics, and intra-household dependencies. Title: DASH: The Portland Region's Next-Generation Activity-Based Model Author: Walker, Richard Year: 2015 DASH is the next generation activity based model being developed by the Metro Research Center. Upon completion, it will be one of the most advanced in the nation. This model will be used extensively in estimating the activity and travel response of individuals to policies and infrastructure investments. Compared to past models, it will include enhanced consideration of the socio-economic roles of individuals, discrete temporal dynamics, and intra-household dependencies. Close

• 38. [Article] Improving Vehicle Trip Generation Estimations for Urban Contexts: A Method Using Household Travel Surveys to Adjust ITE Trip Generation Rates

  The purpose of this research is to develop and test a widely available, ready-to-use method for adjusting the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip generation ...

  Citation × Citation Citation Abstract Copy Title: Improving Vehicle Trip Generation Estimations for Urban Contexts: A Method Using Household Travel Surveys to Adjust ITE Trip Generation Rates Author: Currans, Kristina Marie Year: 2013 The purpose of this research is to develop and test a widely available, ready-to-use method for adjusting the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip generation estimates for urban context using regional household travel survey data. The ITE Handbook has become the predominant method for estimating vehicle trips generated by different land uses or establishment, providing a method for data collection and vehicle trip estimation based on the size of the development (e.g. gross square footage, number of employees, number of dwelling units). These estimates are used in traffic impact analysis to assess the amount of impact the development will have on nearby transportation facilities and, the corresponding charges for mitigating the development's negative impacts, with roadway expansions, added turning bays, additional parking or traffic signalization, for example. The Handbook is often criticized, however, for its inability to account for variations in travel modes across urban contexts. For more than fifty years, ITE has collected suburban, vehicle-oriented data on trip generation for automobiles only. Despite the provision of warnings against application in urban areas, local governments continue to require the use of the ITE Handbook across all area-types. By over predicting vehicle traffic to developments in urban developments, developments may be overcharged to mitigate these developments locating in urban environments despite the lower automobile mode shares, discouraging infill development or densification. When ITE's Trip Generation Handbook overestimates the vehicle impact of a development, facilities are also overbuilt for the automobile traffic and diminishing the use of alternative modes. When ITE's TGH underestimates this impact, adjacent facilities may become oversaturated with traffic, pushing cars onto smaller facilities nearby. Currently, there is momentum amongst practitioners to improve these estimation techniques in urban contexts to help support smart growth and better plan for multiple modes. This research developed and tested a method to adjust ITE's Handbook vehicle trip generation estimates for changes in transportation mode shares in more urban contexts using information from household travel surveys. Mode share adjustments provide direct reductions to ITE's Handbook vehicle trip estimations. Household travel survey (HTS) data from three regions were collected: Portland, Oregon; Seattle, Washington; and Baltimore, Maryland. These data were used to estimate the automobile mode share rates across urban context using three different adjustment methodologies: (A) a descriptive table of mode shares across activity density ranges, (B) a binary logistic regression that includes a built environment description of urban context with the best predictive power, and (C) a binary logistic regression that includes a built environment description of urban context with high predictive power and land use policy-sensitivity. Each of these three methods for estimating the automobile mode share across urban context were estimated for each of nine land use categories, resulting in nine descriptive tables (Adjustment A) and eighteen regressions (Adjustments B and C). Additionally, a linear regression was estimated to predict vehicle occupancy rates across urban contexts for each of nine land use categories. 195 independently collected establishment-level vehicle trip generation data were collected in accordance with the ITE Handbook to validate and compare the performance of the three adjustment methods and estimations from the Handbook. Six land use categories (out of the nine estimated) were able to be tested. Out of all of the land uses tested and verified, ITE's Trip Generation Handbook appeared to have more accurate estimations for land uses that included residential condominiums/townhouses (LUC 230), supermarkets (LUC 850) and quality (sit-down) restaurants (LUC 931). Moderate or small improvements were observed when applying urban context adjustments to mid-rise apartments (LUC 223), high-turnover (sit-down) restaurants (LUC 932). The most substantial improvements occurred at high-rise apartments (LUC 222) and condominiums/townhouses (LUC 232), shopping centers (LUC 820), or coffee/donut (LUC 936) or bread/donut/bagel shops (LUC 939) without drive-through windows. The three methods proposed to estimate automobile mode share provides improvements to the Handbook rates for most infill developments in urban environments. For the land uses analyzed, it appeared a descriptive table of mode shares across activity density provided results with comparable improvements to the results from the more sophisticated binary logistic model estimations. Additional independently collected establishment-level data collections representing more land uses, time periods and time of days are necessary to determine how ITE's Handbook performs in other circumstances, including assessing the transferability of the vehicle trip end rates or mode share reductions across regions. Title: Improving Vehicle Trip Generation Estimations for Urban Contexts: A Method Using Household Travel Surveys to Adjust ITE Trip Generation Rates Author: Currans, Kristina Marie Year: 2013 The purpose of this research is to develop and test a widely available, ready-to-use method for adjusting the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip generation estimates for urban context using regional household travel survey data. The ITE Handbook has become the predominant method for estimating vehicle trips generated by different land uses or establishment, providing a method for data collection and vehicle trip estimation based on the size of the development (e.g. gross square footage, number of employees, number of dwelling units). These estimates are used in traffic impact analysis to assess the amount of impact the development will have on nearby transportation facilities and, the corresponding charges for mitigating the development's negative impacts, with roadway expansions, added turning bays, additional parking or traffic signalization, for example. The Handbook is often criticized, however, for its inability to account for variations in travel modes across urban contexts. For more than fifty years, ITE has collected suburban, vehicle-oriented data on trip generation for automobiles only. Despite the provision of warnings against application in urban areas, local governments continue to require the use of the ITE Handbook across all area-types. By over predicting vehicle traffic to developments in urban developments, developments may be overcharged to mitigate these developments locating in urban environments despite the lower automobile mode shares, discouraging infill development or densification. When ITE's Trip Generation Handbook overestimates the vehicle impact of a development, facilities are also overbuilt for the automobile traffic and diminishing the use of alternative modes. When ITE's TGH underestimates this impact, adjacent facilities may become oversaturated with traffic, pushing cars onto smaller facilities nearby. Currently, there is momentum amongst practitioners to improve these estimation techniques in urban contexts to help support smart growth and better plan for multiple modes. This research developed and tested a method to adjust ITE's Handbook vehicle trip generation estimates for changes in transportation mode shares in more urban contexts using information from household travel surveys. Mode share adjustments provide direct reductions to ITE's Handbook vehicle trip estimations. Household travel survey (HTS) data from three regions were collected: Portland, Oregon; Seattle, Washington; and Baltimore, Maryland. These data were used to estimate the automobile mode share rates across urban context using three different adjustment methodologies: (A) a descriptive table of mode shares across activity density ranges, (B) a binary logistic regression that includes a built environment description of urban context with the best predictive power, and (C) a binary logistic regression that includes a built environment description of urban context with high predictive power and land use policy-sensitivity. Each of these three methods for estimating the automobile mode share across urban context were estimated for each of nine land use categories, resulting in nine descriptive tables (Adjustment A) and eighteen regressions (Adjustments B and C). Additionally, a linear regression was estimated to predict vehicle occupancy rates across urban contexts for each of nine land use categories. 195 independently collected establishment-level vehicle trip generation data were collected in accordance with the ITE Handbook to validate and compare the performance of the three adjustment methods and estimations from the Handbook. Six land use categories (out of the nine estimated) were able to be tested. Out of all of the land uses tested and verified, ITE's Trip Generation Handbook appeared to have more accurate estimations for land uses that included residential condominiums/townhouses (LUC 230), supermarkets (LUC 850) and quality (sit-down) restaurants (LUC 931). Moderate or small improvements were observed when applying urban context adjustments to mid-rise apartments (LUC 223), high-turnover (sit-down) restaurants (LUC 932). The most substantial improvements occurred at high-rise apartments (LUC 222) and condominiums/townhouses (LUC 232), shopping centers (LUC 820), or coffee/donut (LUC 936) or bread/donut/bagel shops (LUC 939) without drive-through windows. The three methods proposed to estimate automobile mode share provides improvements to the Handbook rates for most infill developments in urban environments. For the land uses analyzed, it appeared a descriptive table of mode shares across activity density provided results with comparable improvements to the results from the more sophisticated binary logistic model estimations. Additional independently collected establishment-level data collections representing more land uses, time periods and time of days are necessary to determine how ITE's Handbook performs in other circumstances, including assessing the transferability of the vehicle trip end rates or mode share reductions across regions. Close

• 39. [Article] Household Travel/Activity Decisions: Who wants to Travel?

  Researchers are using activity-based survey data to better understand the nature of the derived demand for travel. However, a strong theoretical construct for derived demand has yet to be developed. In ...

  Citation × Citation Citation Abstract Copy Title: Household Travel/Activity Decisions: Who wants to Travel? Author: Lawson, Catherine T. Year: 1998 Researchers are using activity-based survey data to better understand the nature of the derived demand for travel. However, a strong theoretical construct for derived demand has yet to be developed. In order to understand the ramifications of considering travel as a derived demand, it is necessary to review some of the basic tenets of economics. Some activities require travel (i.e. shopping or picking up children from daycare), while others are conducted entirely within the confines of the home. There is a set of activities that can be conducted either in or out of the home. A need to travel arises out of the choice to conduct one of these activities out of the home. This study uses a microeconomic framework to examine the decision to travel, using “new home economics” and related home production approaches. Title: Household Travel/Activity Decisions: Who wants to Travel? Author: Lawson, Catherine T. Year: 1998 Researchers are using activity-based survey data to better understand the nature of the derived demand for travel. However, a strong theoretical construct for derived demand has yet to be developed. In order to understand the ramifications of considering travel as a derived demand, it is necessary to review some of the basic tenets of economics. Some activities require travel (i.e. shopping or picking up children from daycare), while others are conducted entirely within the confines of the home. There is a set of activities that can be conducted either in or out of the home. A need to travel arises out of the choice to conduct one of these activities out of the home. This study uses a microeconomic framework to examine the decision to travel, using “new home economics” and related home production approaches. Close

• 40. [Article] Effects of Human Choices on Characteristics of Urban Ecosystems

  Most urban ecology in cities remains an "ecology in cities" rather than an "ecology of cities." Accomplishing the latter requires the inclusion of humans within the concept of "ecosystem," both how humans ...

  Citation × Citation Citation Abstract Copy Title: Effects of Human Choices on Characteristics of Urban Ecosystems Author: Baker, Lawrence A., Brazel, Anthony J., Bryne, Loren, Felson, Alex, Grove, Morgan, Hill, Kristina, Nelson, Kristen C., Walker, Jason, Shandas, Vivek Year: 2007 Most urban ecology in cities remains an "ecology in cities" rather than an "ecology of cities." Accomplishing the latter requires the inclusion of humans within the concept of "ecosystem," both how humans alter the properties of urban ecosystems and how these alterations in turn influence human well-being. These influences are both direct (e.g., physiological and psychological influences on the human organism) and indirect, by influencing ecosystem sustainability. For the 2007 ESA meeting, Larry Baker, Loren Byrne, Jason Walker, and Alex Felson organized a symposium to address the relationships among human choices and urban ecosystems. In the introductory talk of this symposium, these authors discussed how the cumulative effect of individual household choices can have major effects on the properties of urban ecosystems. Title: Effects of Human Choices on Characteristics of Urban Ecosystems Author: Baker, Lawrence A., Brazel, Anthony J., Bryne, Loren, Felson, Alex, Grove, Morgan, Hill, Kristina, Nelson, Kristen C., Walker, Jason, Shandas, Vivek Year: 2007 Most urban ecology in cities remains an "ecology in cities" rather than an "ecology of cities." Accomplishing the latter requires the inclusion of humans within the concept of "ecosystem," both how humans alter the properties of urban ecosystems and how these alterations in turn influence human well-being. These influences are both direct (e.g., physiological and psychological influences on the human organism) and indirect, by influencing ecosystem sustainability. For the 2007 ESA meeting, Larry Baker, Loren Byrne, Jason Walker, and Alex Felson organized a symposium to address the relationships among human choices and urban ecosystems. In the introductory talk of this symposium, these authors discussed how the cumulative effect of individual household choices can have major effects on the properties of urban ecosystems. Close