MM 601 Mentored Ministry

Required Readings: Bill Hybles Courageous Leadership Ken Blanchard and Phil Hodges The Servant Leader (Nashville: Countryman, 2003) Andy Stanley, Reggie Joiner and Lane Jones 7 Practices of Effective Ministry (Sisters, Oregon: Multnomah, 2004) Mentored Ministry Handbook: MM/SMin 601/602 purchased from the professor for $5, or downloaded from the ATS websitehttps://place.asburyseminary.edu/syllabi/2967/thumbnail.jp

MM 601 Title: Parish: Inside the Walls

Bill Hybles Courageous Leadership Jim Collins Good To Great Mentored Ministry Handbook: MM 601/602 purchased from the professor for $5, or downloaded from the ATS websitehttps://place.asburyseminary.edu/syllabi/3553/thumbnail.jp

Webinar: Assessing Cool Corridor Heat Resilience Strategies for Human-Scale Transportation

Heat is the number one weather-related killer in the United States, and the implications of heat impacts range from individual transportation users, to emergency management services, and entire transportation networks and systems. In this presentation, we\u27ll cover key concepts for urban planning and heat resilience, including heat mitigation and management strategies. Additionally, we will discuss the original NITC-sponsored data collection evaluating one such cool corridor strategy--PlusTI cool pavement rejuvenator--and the associated challenges of researching impacts of strategies on human-comfort in natural and built environments.https://pdxscholar.library.pdx.edu/trec_webinar/1073/thumbnail.jp

Releasing God\u27s people in a ministry of excellence through total quality ministry: a case study of Southern Acres Christian Church

https://place.asburyseminary.edu/ecommonsatsdissertations/1133/thumbnail.jp

Accessibility, Income, and Person Trip Generation: Multilevel Model of Activity at Food Retail Establishments in Portland, Oregon

In the past decade, the methods for estimating multimodal transportation impacts of urban land use development have improved substantially. One assumption commonly made in these new methods is that overall person-trip rates at similarly-sized establishments of the same land use do not vary across a region. This is an assumption of convenience to permit the adjustment of ITE Trip Generation vehicle trip rates for use in different urban environments. However, this assumption is inconsistent with theories of urban economics, which recognize that businesses pay a premium to locate in areas with high levels of accessibility to attract more customers. In addition, most transportation impact analyses have ignored income effects, even though socio-economics are a proven driver of travel behavior. To test this assumption and understand the effects of accessibility and income on levels of activity at the establishment level, we examine transaction counts for 97 grocery and convenience markets in Portland, Oregon. In a multilevel negative binomial regression, we test the relationship of regional accessibility, local accessibility, and income on weekly and daily transaction rates. While there was not enough evidence to suggest a significant relationship between accessibility and transaction rates, the results indicated a significant relationship with median income of the surrounding area. The implications point to the need to consider area-wide socio-demographics in site-level transportation impact analysis. The study also provides some important discussion about the use of transaction as a proxy for person-trip rates

Moving from Cars to People

The twenty-page comic includes a dialogue, taking place in various urban settings, between characters Kelly and Kristi who are based on National Institute for Transportation and Communities (NITC) researchers Kelly Clifton of the University of British Columbia and Kristina Currans of the University of Arizona. The two have a long history of collaboration around the data, methods, and processes used to plan for multimodal transportation impacts of new development. This short graphic synopsis is an engaging, approachable way for anyone – no matter their level of expertise in this topic – to learn about their findings. Illustrated by PSU Master of Fine Arts student Joaquin Golez, the comic was authored by Clifton and Currans and developed in conjunction with Susan Kirtley, director of the Comic Studies Program at Portland State University (PSU), and Portland, OR-based illustrator Ryan Alexander-Tanner, who has worked on academic comics before and drew on his experience to help guide the collaborative process

A comparison of counting methods for software science and cyclomatic complexity

This paper reviews McCabe's cyclomatic complexity and Halstead's laws; it discusses studies in current literature relating the metrics to software. The studies are reproduced using data obtained from a large software project developed in a major electronics firm. Problems that occur when deriving the metrics are discussed; the result of computing the metrics different ways is investigated. This study shows that when the counting method is varied, there is no significant difference in the bug-to-metric rela­tionship. A strong relationship is shown to exist between Halstead's laws, McCabe's cyclomatic complexity, lines of code, and the number of bugs reported in the project

Adjusting ITE’s Trip Generation Handbook for Urban Context

This study examines the ways in which urban context affects vehicle trip generation rates across three land uses. An intercept travel survey was administered at 78 establishments (high-turnover restaurants, convenience markets, and drinking places) in the Portland, Oregon, region during 2011. This approach was developed to adjust the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip rates based on built environment characteristics where the establishments were located. A number of policy-relevant built environment measures were used to estimate a set of nine models predicting an adjustment to ITE trip rates. Each model was estimated as a single measure: activity density, number of transit corridors, number of high-frequency bus lines, employment density, lot coverage, length of bicycle facilities, presence of rail transit, retail and service employment index, and intersection density. All of these models perform similarly (Adj. R2 0.76-0.77) in estimating trip rate adjustments. Data from 34 additional sites were collected to verify the adjustments. For convenience markets and drinking places, the adjustment models were an improvement to the ITE’s handbook method, while adjustments for restaurants tended to perform similarly to those from ITE’s estimation. The approach here is useful in guiding plans and policies for a short-term improvement to the ITE’s Trip Generation Handbook. The measures are useful for communities seeking to develop local adjustments to vehicle trip rate estimates, and all could be calculated from spatial data available in most locations. The paper concludes with a discussion on what long-term improvements to the ITE’s Trip Generation Handbook might entail, with further implications in planning and practice

The Importance of Housing, Accessibility, and Transport Characteristic Ratings on Stated Neighborhood Preference

Travel demand models commonly lack the ability to understand how changing residential preferences influence future housing, land use, and transportation policies. As communities struggle to address social challenges related to increased economic uncertainty, transportation and land use planning have become increasingly centered on assumptions concerning the market for residential environments and travel choices. In response, an added importance has been placed on the development of toolkits capable of providing robust and flexible models to aid in understanding how differing assumptions contribute to a set of planning scenarios and how future residential location decisions may be made. In this study, we aim to examine the ability for current land use and transportation models to adequately account for the mechanism that drive households to prefer different neighborhoods based on typical transportation modeling methods. In particular, we conduct an original stated preference survey to identify the characteristics and preferences of individuals and households that influence unconstrained residential neighborhood preferences. Our objectives are to (a) determine the key drivers of residential neighborhood preferences, (b) test the contribution of sociodemographic and economic household characteristics commonly used in regional modeling tools to allocate households regionally across neighborhoods (e.g. household size, income, age, tenure), and (c) identify the preference profiles that can improve the sensitivity of our regional and statewide transportation-land use models to residential neighborhood preferences. The presentation for this seminar was done jointly with Steven Gehrke. It can be accessed at http://archives.pdx.edu/ds/psu/18234.https://pdxscholar.library.pdx.edu/trec_seminar/1022/thumbnail.jp

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 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\u27s 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\u27s 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\u27s 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\u27s 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\u27s 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\u27s 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\u27s Handbook performs in other circumstances, including assessing the transferability of the vehicle trip end rates or mode share reductions across regions