The story begins with an informal agreement between the county government, the regional agency, and the state DOT in the late 1980’s to build a bypass. Why was the bypass considered necessary? Washington County was rooted in agriculture until the 1960’s when the trend towards suburbanization of households greatly accelerated and was joined by huge increases in commercial and industrial growth. Especially high tech… thus the name the Silicon Forest.
How can we take existing classes/resources, apply them to cities, and push sustainability efforts in these cities
The Citizens’ Role in Creating Sustainable Communities in Oregon Robert Liberty, Sustainable Cities Initiative, University of Oregon June 2011
Urban growth boundaries shall be established and maintained by cities, counties and regional governments to provide land for urban development needs and to identify and separate urban and urbanizable land from rural land .
To provide and encourage a safe, convenient and economic transportation system.
A transportation plan shall ( 1) consider all modes of transportation including mass transit, air, water, pipeline, rail, highway, bicycle and pedestrian; (2) be based upon an inventory of local, regional and state transportation needs; (3) consider the differences in social consequences that would result from utilizing differing combinations of transportation modes; (4) avoid principal reliance upon any one mode of transportation; (5) minimize adverse social, economic and environmental impacts and costs; (6) conserve energy; (7) meet the needs of the transportation disadvantaged by improving transportation services; (8) facilitate the flow of goods and services so as to strengthen the local and regional economy; and (9) conform with local and regional comprehensive land use plans.
Professor, Urban Planning and Policy Development Program Research Associate, Alan M. Voorhees Transportation Center Urban travel behavior as the outcome of public policy: The example of modal-split in Western Europe and North America JAPA 1988 Prof. John Pucher Rutgers University
Land Use Transportation Air Quality (LUTRAQ) Alternatives
New connector highway*
New connector highway with demand management including road pricing
Changing land use patterns*
Changing land use patterns plus TDM and road pricing*
* Included extending light rail line
Table 2-6: Vehicle Hours of Delay (P.M. Peak Hour) 1370 1210 1670 2930 Total 460 370 540 830 Minor Arterials 520 470 660 960 Major Arterials 390 370 470 1140 Freeway LUTRAQ +TDM 200 430 370 1000 LUTRAQ Hwy + TDM Hwy only No Build Hours of Delay
Figure 2-1: Percentage of Work Trips by Mode No build Highway only Highway + TDM LUTRAQ LUTRAQ TODs LUTRAQ + TDM LUTRAQ + TDMS TODs
The LUTRAQ Project Results LUTRAQ vs. Highways Only Option 22.5% fewer works trips made by SOV 27% more trips made by walking and transit 21% greater access to jobs (30 minutes to 1/2 million jobs) 7.9% less emissions of greenhouse gases 6.0 - 8.7% less air pollutants (NOx, hydrocarbons, CO) 7.9% less energy consumed