Effects of Light Rail Transit in Portland: Implications for Transit-Oriented Development Design Concepts

In the Portland, Oregon, region many local planners have embraced the neotraditional planning concept in the form of transit-oriented development (TOD). One of the primary components of transit-oriented development, light rail transit (LRT), has been in place in Portland long enough to provide data for analysis. Because neotraditional planners often emphasize LRT as a crucial element in decreasing auto use and in encouraging high-density development, this paper examines the effects of LRT in the Portland region including mode share, density, and property values. The empirical analysis provides evidence that light rail alone has not been sufficient to have an appreciable impact on development patterns, residential density, auto ownership, and transit modal behavior, although there has been some positive effect of rail on single-family property values. There has also been less of a decline in transit use and slower growth in two-car households in the LRT corridor as compared to a parallel bus corridor. The small positive effects of LRT may indicate the beginning of a self-selection in housing location choice wherein persons desiring rail transit choose to live where it is available. This assessment of the evidence in terms of impacts on development trends indicates the extent to which consumer preferences have responded to LRT investments. This kind of assessment is needed to provide the basis for estimating travel mode shares and market shares for dispersed and concentrated development forms. Examination of data suggests that it may be advisable for planners to entertain more modest expectations of LRT

Light Rail Transit Impacts in Portland: The First Ten Years

This paper examines how the first decade of light rail transit (LRT) in the Portland region has affected auto ownership, mode share, density, and property values. The empirical analysis provides evidence that light rail has had some positive effect of rail on single-family property values, transit use, and slower growth of two-plus car households in the outer part of the LRT corridor as compared to an outer part of a parallel bus corridor. These effects may be the result of households self-selecting to make housing location decisions where LRT is located, rather than current households changing mode. This assessment of the evidence indicates the extent to which consumer preferences have responded to LRT investments. This kind of assessment is needed to provide the basis for estimating travel mode shares and market shares for dispersed and concentrated development forms. Examination of data suggests that it may be advisable for planners to entertain more modest expectations of LRT

A Proposed Method of Transportation Feature Identification

Geographic information systems (GIS) are being increasingly deployed by transportation agencies to help them display, review, and utilize data. The primary items of interest are transportation facilities and services, which may take the form of highways, airports, bus routes, and seaports, among others. Using GIS software, transportation facilities are represented as geometric shapes; i.e., points, lines, and areas. However, it is increasingly apparent to GIS users in the field of transportation that a geometry-based approach is not sufficient. The offered solution is to develop a feature-based GIS approach for transportation. The central requirement of such an approach is to have an unambiguously identified set of transportation features and a means of locating related features and attributes on or adjacent to the transportation features. For linear transportation features, the common location referencing system (LRS) is also linear. Usually based on milepoint offsets from a beginning point, linear LRSs are widely used by transportation agencies to locate data stored in numerous legacy databases. Some agencies may have multiple linear LRSs for various applications or topical areas. Data users unfamiliar with linear LRSs have difficulty using highway data provided by transportation agencies, and the correlation of linear and non-linear LRSs is generally quite difficult. The result is that sharing of digital road map databases within and among organizations is difficult since there are no consistent ways of representing transportation features, and different decision rules exist as to what features to include and how they are identified. Numerous efforts are underway to develop a national standard for linear LRS design and implementation, including a set of field procedures to ensure that needed accuracy is achieved. This paper will describe a means to unambiguously define transportation features using a simple set of naming rules. These rules will support linear and other forms of LRS for all types of transportation features, including airports, seaports, railroads, highways, transit services, bridges, intersections, signs, and related facilities and services. Such features may be displayed at multiple scales as point, line, and area graphical objects

ORBIT: The Oregon Road Base Information Team, A Draft Summary Report

It is clear that transportation organizations across the nation are integrating GIS into operations at many different levels—from day to day use for data display, to full-scale enterprise level integration for operations, inventory management, research and a variety of other purposes. The cost of building and maintaining a current and accurate GIS database can be substantial within any given organization. For some smaller level organizations—small counties, cities or special districts, the cost of gathering data, organizing it and implementing systems within expensive software on an expensive operating platform can be downright discouraging. Also, as more complex data structures are accumulated a window for more comprehensive modeling and analysis of regional issues is opened. Each of these trends alone provide ample incentive to develop data standards that can be applied to all systems to facilitate data sharing between organizations for system development, system update, or project specific purposes. Taken together these trends provide an imperative to develop data-sharing standards

Effects of Comprehensive Plan Amendments on Interchange Traffic in Oregon

In this paper we examine the effects of amendments to local comprehensive plans on interchange performance. Plan amendments over a 15-year period in Oregon resulting in changes to industrial or commercial land use were reviewed to identify those that occurred within one mile of an interchange. Regression analysis was then performed to estimate the impact of nearby plan amendments on subsequent interchange ADT. Plan amendments were found to have a substantial ADT effect on rural interchanges, but their incidence was very limited. In urban core areas, the estimated effect of plan amendments was negligible, possibly due to interchange congestion or effective land use planning. In urban fringe areas, plan amendments were estimated to account for about 5 percent of the subsequent interchange ADT, equivalent to about two years of the design life of these facilities

Portland\u27s Changing Landscape

Occasional Papers in Geography Publication No. 4 What is the nature and character of Portland? What are the conditions, changes and developments that have made it what it is? How does Portland compare with other places? What makes it unique? These are some of the question pursued in this volume. This book contains thirteen chapters discussing various facets of Portland\u27s environmental, economy, and character. It is an up-to-date and comprehensive analysis of dynamics and change in the landscape. An overview is provided of Portland as a city and place to live, as well as its functional significance on a national and international basis. Two threads are woven through the tapestry of these essays. One is that Portland is a big city but with many attributes of a small town. The other is the closeness and accessibility of city and nature. The challenge is how to nurture and maintain both - to have our cake and eat it too. The evidence is clear that most American cities have not been able to achieve this. Only the future can tell how Portland will fare. The authors are all professional geographers or work in closely related fields. All have been involved with the Portland scene for a number of years and are uniquely qualified to write about these topics. While each approaches problems from his or her own perspective, the net result is a summing up, a taking stock of where we have been and where we are going. When considered as a whole the book should provide a better view than we have had of the nature and character of this special place.https://pdxscholar.library.pdx.edu/geog_occasionalpaper/1000/thumbnail.jp

Mapping the human genetic architecture of COVID-19

Matters Arising to this article was published on 03 August 2022, available online at: https://doi.org/10.1038/s41586-022-04826-7 . A second Matters Arising to this article was published on 06 September 2023, available online at: https://doi.org/10.1038/s41586-023-06355-3 .Data availability: Summary statistics generated by the COVID-19 HGI are available at https://www.covid19hg.org/results/r5/ and are available in the GWAS Catalog (study code GCST011074). The analyses described here include the freeze-5 data. COVID-19 HGI continues to regularly release new data freezes. Summary statistics for non-European ancestry samples are not currently available due to the small individual sample sizes of these groups, but results for lead variants of 13 loci are reported in Supplementary Table 3. Individual level data can be requested directly from contributing studies, listed in Supplementary Table 1. We used publicly available data from GTEx (https://gtexportal.org/home/), the Neale lab (https://www.nealelab.is/uk-biobank/), Finucane lab (https://www.finucanelab.org), the FinnGen Freeze 4 cohort (https://www.finngen.fi/en/access_results) and the eQTL catalogue release 3 (https://www.ebi.ac.uk/eqtl/).Code availability: The code for summary statistics lift-over, the projection PCA pipeline including precomputed loadings and meta-analyses are available on GitHub (https://github.com/covid19-hg/) and the code for the Mendelian randomization and genetic correlation pipeline is available on GitHub at https://github.com/marcoralab/MRcovid.Reporting summary: Further information on research design is available in the Nature Research Reporting Summary linked to this paper online at: https://www.nature.com/articles/s41586-021-03767-x#MOESM2 .Supplementary information is available onlne at: https://www.nature.com/articles/s41586-021-03767-x#Sec24 .Extended data figures and tables are available online at: https://www.nature.com/articles/s41586-021-03767-x#Sec23 .Copyright © The Author(s) 2021. The genetic make-up of an individual contributes to the susceptibility and response to viral infection. Although environmental, clinical and social factors have a role in the chance of exposure to SARS-CoV-2 and the severity of COVID-191,2, host genetics may also be important. Identifying host-specific genetic factors may reveal biological mechanisms of therapeutic relevance and clarify causal relationships of modifiable environmental risk factors for SARS-CoV-2 infection and outcomes. We formed a global network of researchers to investigate the role of human genetics in SARS-CoV-2 infection and COVID-19 severity. Here we describe the results of three genome-wide association meta-analyses that consist of up to 49,562 patients with COVID-19 from 46 studies across 19 countries. We report 13 genome-wide significant loci that are associated with SARS-CoV-2 infection or severe manifestations of COVID-19. Several of these loci correspond to previously documented associations to lung or autoimmune and inflammatory diseases3–7. They also represent potentially actionable mechanisms in response to infection. Mendelian randomization analyses support a causal role for smoking and body-mass index for severe COVID-19 although not for type II diabetes. The identification of novel host genetic factors associated with COVID-19 was made possible by the community of human genetics researchers coming together to prioritize the sharing of data, results, resources and analytical frameworks. This working model of international collaboration underscores what is possible for future genetic discoveries in emerging pandemics, or indeed for any complex human disease

Large-scale genome-wide analysis identifies genetic variants associated with cardiac structure and function

BACKGROUND: Understanding the genetic architecture of cardiac structure and function may help to prevent and treat heart disease. This investigation sought to identify common genetic variations associated with inter-individual variability in cardiac structure and function. METHODS: A GWAS meta-analysis of echocardiographic traits was performed, including 46,533 individuals from 30 studies (EchoGen consortium). The analysis included 16 traits of left ventricular (LV) structure, and systolic and diastolic function. RESULTS: The discovery analysis included 21 cohorts for structural and systolic function traits (n = 32,212) and 17 cohorts for diastolic function traits (n = 21,852). Replication was performed in 5 cohorts (n = 14,321) and 6 cohorts (n = 16,308), respectively. Besides 5 previously reported loci, the combined meta-analysis identified 10 additional genome-wide significant SNPs: rs12541595 near MTSS1 and rs10774625 in ATXN2 for LV end-diastolic internal dimension; rs806322 near KCNRG, rs4765663 in CACNA1C, rs6702619 near PALMD, rs7127129 in TMEM16A, rs11207426 near FGGY, rs17608766 in GOSR2, and rs17696696 in CFDP1 for aortic root diameter; and rs12440869 in IQCH for Doppler transmitral A-wave peak velocity. Findings were in part validated in other cohorts and in GWAS of related disease traits. The genetic loci showed associations with putative signaling pathways, and with gene expression in whole blood, monocytes, and myocardial tissue. CONCLUSION: The additional genetic loci identified in this large meta-analysis of cardiac structure and function provide insights into the underlying genetic architecture of cardiac structure and warrant follow-up in future functional studies. FUNDING: For detailed information per study, see Acknowledgments.This work was supported by a grant from the US National Heart, Lung, and Blood Institute (N01-HL-25195; R01HL 093328 to RSV), a MAIFOR grant from the University Medical Center Mainz, Germany (to PSW), the Center for Translational Vascular Biology (CTVB) of the Johannes Gutenberg-University of Mainz, and the Federal Ministry of Research and Education, Germany (BMBF 01EO1003 to PSW). This work was also supported by the research project Greifswald Approach to Individualized Medicine (GANI_MED). GANI_MED was funded by the Federal Ministry of Education and Research and the Ministry of Cultural Affairs of the Federal State of Mecklenburg, West Pomerania (contract 03IS2061A). We thank all study participants, and the colleagues and coworkers from all cohorts and sites who were involved in the generation of data or in the analysis. We especially thank Andrew Johnson (FHS) for generation of the gene annotation database used for analysis. We thank the German Center for Cardiovascular Research (DZHK e.V.) for supporting the analysis and publication of this project. RSV is a member of the Scientific Advisory Board of the DZHK. Data on CAD and MI were contributed by CARDIoGRAMplusC4D investigators. See Supplemental Acknowledgments for consortium details. PSW, JFF, AS, AT, TZ, RSV, and MD had full access to all of the data in the study and take responsibility for the integrity of the data and the accuracy of the data analysis

A Primer on GIS-T Databases

This paper describes the primary database design approaches that have been and are being used in geographic information system applications for transportation (GIS-T). While not intending to be exhaustive, the paper covers the primary approaches used in federal, state, and local transportation agencies

Neotraditional Design: Resisting the Decentralizing Forces of New Spatial Technologies

The New Urbanist, or Neotraditional, movement that has characterized urban planning since the beginning of the 1990s has a vision of how people should live, work, and travel in a manner that, planners believe, will be best for society and for the environment. At the core of this vision is the notion that a return to the high densities, architectural form, and lifestyle of the period prior to World War II will result in a better society. A question that is ignored by the neotraditional proposals is the extent to which changing technologies might make calls for higher densities obsolete. As both communications and transportation technologies improve, how significant might the costs of sprawl really turn out to be? Portland is an example of an area where most local planners have embraced the neotraditional planning concept. One of the primary components of transit-oriented development, light rail transit (LRT), has been in place long enough to provide data for analysis. Because LRT is often held up by neotraditional planners as a crucial element in decreasing auto use and in encouraging high-density development, this paper examines the extent to which LRT in the Portland region has affected mode share and multifamily development. The empirical analysis provides evidence that light rail alone has not been sufficient to change development patterns and transit modal behavior appreciably. The challenge to planners is to assess development trends and consumer preferences, as well as the implications of how new spatial technologies might impact trends and preferences. This assessment will provide the basis for estimating market shares for dispersed and concentrated development forms