Op-Ed: The Next Step of Portland’s Transit Oriented Development

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Portland, Oregon, has one of the most advanced public transportation systems in the United States. (Speck 2013; Banis & Shobe 2015). However, the traffic system in Portland still needs to be prepared for traffic safety problems, and future congestion[1]. In this regard, I would like to propose continuous Transit Oriented Development (TOD) and the expansion of the advanced Transit Mall, supporting this idea with an example in Seoul.

What is the TOD and how does it relate to problems in Portland?

Transit-Oriented Development (TOD) is a development method that encourages people to live near transit services and to decrease their dependence on driving (Still, 2002)[2]. TOD can increase transit ridership and enhance economic development (Hess & Lombardi, 2004) Furthermore, Hess and Lombardi (2014) assert that it is also able to increase public safety and household’s disposable income.  In addition, it can reduce rates of vehicle miles traveled (VMT), air pollution, and everyday energy consumption rates (Cervero, 2002). How can these potential benefits solve transportation problems in Portland?
First, with the aforementioned potential benefits of TOD, I would like to suggest that Portland address the safety of traffic. Although Portland is renowned for its public transportation system, deaths and serious injuries from traffic accidents threaten its reputation. (Beebe, 2016; Loose, 2018; Kenny, 2016). In 2017, 35 pedestrian deaths occurred in Oregon, 17 of them in Portland, which means an increase of 5 from the previous year. (Loose, 2018). Federal Transportation Bill gave more grant money Oregon, but, implementation of the advanced policy and strategy are needed to solve this safety issue (Beebe, 2016).
Next, I believe that Portland needs to prepare for traffic jams that will come up. Although traffic congestion might not be as urgent as safety issues, Portland continues to grow in the population density. (World Population Review, 2018). Although it is difficult to say that the population is the only reason for traffic congestion, the population volume and density are somewhat related to the volume of traffic. (Ladd, 1992) (Figure 1 & 2).

Figure1 Population Density of Oregon State
Source: World Population Review (2018)

Figure 2 Traffic Flow Map 2016 of Oregon
Source: Oregon.gov (2016)

Therefore, to solve these problems, I propose a regional expansion of the Transit Mall as one of the ways of the TOD. Since the 1970s, Portland has already had a transit mall(TriMet). However, it is only partially underway, from 5th Ave to 6th Ave, in Portland (TriMet) (Figure 4). This may be due to zoning. Mixed land use is an important prerequisite for TOD and, even included in most definitions of TOD (Cervero, 2002; Hess & Lombardi, 2004). The Transit Mall in Portland is also in the mixed-use land (Portland Zoning; TriMet) (Figure 3 & 4). For the proposed TOD in the form of Transit Mall, I suggest that these mixed-use extensions are needed (Figure 3 & 4). However, public transportation and bicycles, including buses and MAX, are not the only modes that pass through the transit mall (TriMet). Private cars are also available to pass through these streets (TriMet).

Figure 3 Land Use in Portland
Source: Portland Zoning (2018)

Figure 4 Transit Mall in Portland
Source: TriMet (2018)

This type of TOD may not fully solve the traffic safety problem in Portland. Therefore, I would like to propose a slightly different TOD that might be able to solve this problem following Korea's example by controlling private vehicles for safer walkshed.

Why does Sichon(Seoul) choose the Transit Mall?

Unlike Portland Transit Mall, private cars are not allowed to travel on the transit mall in Sinchon, Seoul (Ko, 2015). Only public transportation buses, and emergency vehicles such as fire trucks, police cars, ambulances, etc. are allowed to pass (Ko, 2015). All passing vehicles are regulated under 30 km/h(Ko, 2015; Kim, 2014). Penalties are imposed in the event of other normal vehicles passing through or parking vehicles, all of which are monitored in real time via CCTV (Kim, 2014). Before starting the project, many experts and policymakers predicted that it would make it easier for citizens to jaywalk as much as the traffic decreases on the street, which would soon lead to an increase in traffic accidents (Ko, 2015; Nicola, 2014). In reality, however, traffic accidents on the street, have decreased by about 55 percent in two years since the policy was implemented (Ko, 2015). Traffic accidents in the back streets of Yonsei-ro have also been reduced by about 22 percent (Ko, 2015). At the beginning of the project, the traffic congestion appeared to be caused by the transit mall, but the bypass installation and guidance also solved this problem (Ko, 2015; Nicola, 2014). I believe that it is a kind of drastic change from a single policy on the street suffering from heavy traffic and overpopulated pedestrians in a relatively short period of time. This way could help Portland and nearby counties in that it reduces traffic congestion and increases citizens' safety.
In conclusion, to create a safe and pleasant transportation environment, I recommend creating a kind of advanced Transit Mall based on mixed land use without private vehicles in Portland.

Reference

Beebe, C. (2016). With transportation, no challenge is isolated. Each connects to another, and another, linking together like tightly gridded streets. Metro News. Retrieved from https://www.oregonmetro.gov/news/rundown-3-big-challenges-portlands-transportation-system
Cervero, R., Ferrell, C., & Murphy, S. (2002). Transit-oriented development and joint development in the United States: A literature review. TCRP research results digest, (52).
Federal Highway Administration (FHWA). (2011). TEA-21 - Transportation Equity Act for the 21st Century: A SUMMARY - Improving Safety. Retrieved from https://www.fhwa.dot.gov/tea21/sumsafe.htm#sacg
Hess, D., & Lombardi, P. (2004). Policy support for and barriers to transit-oriented development in the inner city: Literature review. Transportation Research Record: Journal of the Transportation Research Board, (1887), 26-33.
Ladd, H. F. (1992). Population growth, density and the costs of providing public services. Urban Studies, 29(2), 273-295.
Kenny, J. (2016) Vision Zero Activists Target Dangerous Portland Corridor. Retrieved from https://nextcity.org/daily/entry/portland-division-street-diy-road-makeover
Kim, J. Y. (2014). Around-the-clock Surveillance with CCTV on the Transit Mall in Sinchon. The Asia Business Daily. Retrieved from http://www.asiae.co.kr/news/view.htm?idxno=2014022722155093283
Ko, J. H. (2015). Transit Oriented Development: Yonsei-ro Transit Mall Project. Retrieved from https://seoulsolution.kr/ko/content/%EB%8C%80%EC%A4%91%EA%B5%90%ED%86%B5%EC%A0%84%EC%9A%A9%EC%A7%80%EA%B5%AC-%EC%97%B0%EC%84%B8%EB%A1%9C-%EB%8C%80%EC%A4%91%EA%B5%90%ED%86%B5%EC%A0%84%EC%9A%A9%EC%A7%80%EA%B5%ACtransit-mall-%EC%A1%B0%EC%84%B1%EC%82%AC%EC%97%85
Loose, T. (2018) Pedestrian Deaths in Oregon Increase Despite Safety Efforts. Retrieved from https://patch.com/oregon/across-or/pedestrian-deaths-oregon-increase-despite-safety-efforts
Metro. (2015). 2014 Urban Growth Report. Retrieved from https://www.oregonmetro.gov/sites/default/files/2015/10/27/20151026-Final-UGR.pdf
Metro. (2018). Draft 2018 Urban Growth Report. Retrieved from https://www.oregonmetro.gov/sites/default/files/2018/07/09/2018_UGR-summary-07092018.pdf
Nicola. (2014). Yonsei-ro, Seoul’s First Transit Mall. Retrieved from https://kojects.com/2014/06/30/yonsei-ro-seouls-first-transit-mall/
The City of Portland. Portland Zoning. Retrieved from https://www.portlandmaps.com/bps/zoning/#/map/
TRIMET. Traveling Safely on the Portland Transit Mall. Retrieved from https://trimet.org/portlandmall/safety.htm
World Population Review. (2018). Portland, Oregon Population 2018. Retrieved from http://worldpopulationreview.com/us-cities/portland-population/



[1] Portland is the most populous area in Oregon, followed by Seattle and Vancouver in the Pacific Northwest. The population of Portland increased by more than 10 percent from 2000, and the city's population growth is higher than the national average for the past decade. This trend is expected to continue for the next 50 years. And this population increase is likely to affect traffic congestion. (Beebe, 2016; World Population Review, 2018; Metro, 2015; Metro 2018)
[2] Recite Still’s (2002) definition of Transit Oriented Development from Cervero, R., Ferrell, C., & Murphy, S. (2002).

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