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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Vehicle Trip Reduction Impacts of Transit-Oriented Housing</title>
      <link>https://trid.trb.org/View/873194</link>
      <description><![CDATA[A survey of 17 transit-oriented developments (TOD) in 5 U.S. metropolitan areas showed that vehicle trips per dwelling unit were substantially below what the Institute of Transportation Engineer’s Trip Generation manual estimates. Over a typical weekday period, the surveyed TOD housing projects averaged 44% fewer vehicle trips than that estimated by the manual (3.75 vs. 6.72). Vehicle trip rates of transit-oriented housing projects were particularly low in metropolitan Washington, D.C. and Portland, Oregon, both known for successful TOD planning at the regional and corridor levels. Trip rates also generally fell as neighborhood densities increased. Local officials should account for the lower automobile use of those residing in TOD housing through such measures as traffic impact-fee adjustments and reduced off-street parking requirements.]]></description>
      <pubDate>Wed, 29 Oct 2008 10:14:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/873194</guid>
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      <title>Transit Use at Transit-Oriented Developments in Portland, Oregon, Area</title>
      <link>https://trid.trb.org/View/848349</link>
      <description><![CDATA[Many regions throughout the United States are turning to various smart growth concepts, including transit-oriented development (TOD), to address a variety of concerns. Public agencies in the Portland, Oregon, region were early adopters of policies to promote TOD. More than 300 residents of TODs near four rail stations in the Portland area were surveyed about their travel behavior. The neighborhoods were selected to represent a range of styles of TODs while controlling for income. All the TODs surveyed were market-price units, most of them for sale, generally marketed to higher-income households. None of the neighborhoods completely satisfies agreed-on standards for good TODs: higher density, good land use mix, pedestrian friendly, and close to transit. The research found that households in the neighborhoods tend to be smaller than in the surrounding cities and often are without children. The residents of the surveyed TODs are not transit dependent, although they did commute by transit at a significantly higher rate than residents citywide. The physical features and locations of the TODs did not appear to affect levels of transit commuting but did influence access mode to the station and transit use for noncommute travel. Distance to a rail station and parking pricing were important factors in commute mode choice. Respondents also reported using transit more than they had at their previous residences.]]></description>
      <pubDate>Mon, 25 Feb 2008 14:33:01 GMT</pubDate>
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      <title>Analyzing the effect of land use policies on travel behavior using activity-based modeling</title>
      <link>https://trid.trb.org/View/846697</link>
      <description><![CDATA[Land use policies are often suggested as means to mitigate transportation problems and some regions have tried to implement policies such as transit oriented developments, mixed land use, different concentrations schemes and various forms of urban design. These policies are motivated by the assumption, also supported by numerous studies that residents of neighborhoods with a higher density, mixed landuse, transit accessibility, and pedestrian friendliness drive less than residents of neighborhoods with lower levels of these characteristics. However, our understanding of the effects of the various land use polices on travel behavior is limited and there are also questions of self selectivity: do land use policies affect travel behavior or do people with different travel behavior preferences select different types of neighborhood to live in. Advance in the study of travel behavior have led to the development of activity-based models that treat travel as being derived from the demand for personal activities. Travel choices, therefore, become part of a broader activity scheduling process based on modeling the demand for activities rather than merely trips. The explicit modeling of activities and the consequent tours and trips enables a more credible analysis of response to policies and their effect on traffic and air quality and open up new opportunities to improve our understanding of the effect of land-use policies on travel behavior. Some studies have already used this approach to analyze various transport policies. However, relatively few studies have applied the activity-based framework to investigate the relationships between urban forms and travel. The theoretical framework of activity based models starts with urban and land use development as input but there is a need to translate this framework to analyze specific land use policies. The purpose of this paper is to show the advantages and potential of activity-based models to better analyze the effect of land-use policies on travel behavior. Furthermore, improvements are suggested that will extend the general framework to achieve a better understanding of travelers' responses to various land-use policies. The paper first discusses the development of activity-based models and their limited current use in analyzing land-use policies. It then extends the framework and proposes improvements. Finally it presents a case study based on the Portland, Oregon activitybased model combined with a stated-preference residential choice model. A package of land use policies, including improved land use, school quality, safety and transit service in the city centre is introduced, and its effect on household redistribution and regional travel is tested. Another example is currently being developed using some Israeli data and a new activity-based model under development for Tel-Aviv. For the covering abstract see ITRD E135582]]></description>
      <pubDate>Tue, 29 Jan 2008 09:50:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/846697</guid>
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      <title>Travel and Transit Use at Portland Area Transit-Oriented Developments (TODs)</title>
      <link>https://trid.trb.org/View/786823</link>
      <description><![CDATA[In recent years there has been a growing interest in using land use planning to reduce reliance on the automobile long-term, through ideas such as smart growth, New Urbanism, pedestrian pockets, and transit-oriented developments (TODs).  Many growing regions throughout the United States, are turning to these concepts to address problems of traffic congestion and suburban sprawl.  However, the effectiveness of such policies in reducing automobile travel and improving livability is largely unknown.  Portland was one of the early adopters and is often pointed to as a model for other regions.  The Region's 2040 Growth Concept, adopted by the Metro regional government, includes many smart growth concepts.  Metro uses a number of programs and policies to implement the 2040 Growth Concept, including subsidies to TODs.  This research surveyed residents of TODs in the Portland area to help answer the following questions:  (1) Do residents of TODs drive vehicles less, use transit more, and/or walk and bicycle more than residents of other neighborhoods? (2) To what extent can TODs increase transit ridership? (3) How do features of the TOD influence travel choices? (4) Do the features of TODs induce people to change their travel behavior?  Alternatively, are people who move to these neighborhoods already active transit users, walkers, or cyclists, i.e., are they seeking an environment in which to practice their preferred travel behaviors?  These questions are key to understanding the cause-effect relationship between the built environment and travel behavior.  (5) How do people's attitudes toward travel and their neighborhood influence travel behavior?]]></description>
      <pubDate>Fri, 11 Aug 2006 16:38:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/786823</guid>
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      <title>REVISION OF TRAVEL DEMAND MODELS TO ENABLE ANALYSIS OF A TYPICAL LAND USE PATTERN</title>
      <link>https://trid.trb.org/View/383912</link>
      <description><![CDATA[Among the problems associated with the traditional four-step transportation demand modeling process is the inability of the models to evaluate innovative changes in the factors affecting travel behavior.  These factors may include travel demand management methods, atypical demographic changes, and alternative urban design and land use options.  For the most part, existing models are capable of using only variables easily measured and typically associated with travel behavior such as travel time, cost, and socioeconomic measures.  Since the models are estimated from travel survey data, they are designed to analyze travel demand within the range of behavior reported in the survey.  In Portland, Oregon, alternative land use patterns for future suburban growth, travel demand management measures, and public transportation improvements are being considered as a way to slow growth in automobile travel.  The land use options are different from typical suburban development patterns, and the existing travel demand models for Portland, developed by the Metropolitan Service District (Metro), were not designed to analyze the travel demand effects of such developments.  As part of the project "Making the Land Use, Transportation, and Air Quality Connection" (LUTRAQ) for 1000 Friends of Oregon, an environmental advocacy organization, Cambridge Systematics and Metro revised the travel models to include variables representing characteristics of developments that are different from typical suburban land use.  The variables tested include measures of residential and employment density and heterogeneity and of the quality of the pedestrian environment.  Models revised included mode choice (including walk/bike, auto, and transit modes) and auto ownership.  The original models had been calibrated to replicate the survey data across a range of different variables including location, trip length, and various household characteristics.  The additional variables used in the revised models improved the ability to replicate the survey data, not only across ranges of these variables but also across ranges of employment density and pedestrian environment quality in the Portland area.  The revised models were used to analyze the effects of the "LUTRAQ Alternative" in suburban Washington County, consisting of alternative land use patterns such as "transit oriented developments" (TODs), improved transit service, and travel demand management actions designed to discourage commuting by single occupant automobiles.  The LUTRAQ alternative was compared to other scenarios, including a "no action" alternative.  The results from the model runs demonstrated that the LUTRAQ alternative was successful in reducing automobile travel and increasing walking, bicycling, and transit use compared to the other alternatives.]]></description>
      <pubDate>Wed, 08 Dec 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/383912</guid>
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      <title>STATEWIDE TRANSIT-ORIENTED DEVELOPMENT(TOD) STUDY : FACTORS FOR SUCCESS IN CALIFORNIA : SPECIAL REPORT, PARKING AND TOD : CHALLENGES AND OPPORTUNITIES</title>
      <link>https://trid.trb.org/View/698101</link>
      <description><![CDATA[This report provides information regarding the development and implementation of parking standards and programs for transit-oriented developments (TODs) in California. It provides an overview of available information regarding the extent to which parking for different types of land uses may be reduced in the vicinity of major transit stations. It looks at site-specific approaches, as well as city approaches used by cities, states, and regional areas. The report also contains several appendices as supplements. These include a general methodology for implementing shared parking strategies, a description of parking policies and programs in a number of case study TODS, a list of maximum parking standards used by local governments in the Portland Oregon metropolitan area and parking planning worksheets for estimating parking requirements in TODs.]]></description>
      <pubDate>Wed, 02 Jun 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/698101</guid>
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      <title>LIGHT RAIL BREATHES LIFE BACK INTO SUBURBS</title>
      <link>https://trid.trb.org/View/733762</link>
      <description><![CDATA[This article presents a look at two transit-oriented developments that have incorporated light-rail transit into plans to revive suburban areas as downtown villages in Englewood, Colorado, and Gresham, Oregon. Englewood's project centered around a 1968-era Cinderella City Mall, that at one time accounted for more than half of the city's sales tax revenues but had shrunk to 2.6% by 1994. It is typical of what planners call "greyfield" sites that have outlived their original vitality. the city located a number of funding sources to pay for a $38 million redevelopment that created a mixed-use downtown center that is easily reached by transit, car, bike and foot. The Englewood Station carries 3,400 commuters each workday. Gresham used its transit hub, which centers around a station serving the Metropolitan Area Express line running between Portland and other suburbs to connect with about 320,000 square feet of office space and the development of a 130-acre district named Gresham Civic Neighborhood. Both projects required the transit agency to incorporate development plans with transportation plans.]]></description>
      <pubDate>Wed, 03 Mar 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/733762</guid>
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