Light-Rail-Transit Impacts in Portland: The First Ten Years

Dueker, Kenneth J.; Bianco, Martha J.

doi:10.3141/1685-22

Cited by 62 publications

(43 citation statements)

References 4 publications

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“…In other words, housing prices tend to decline the farther away from the station the housing property is located. Studies conducted in Boston, Atlanta, Chicago, Portland, and Washington (Baum-Snow and Kahn 2000), Atlanta (Bowes and Inlanfeldt 2001;Nelson and McCleskey 1990), Buffalo (Hess and Almeida 2007), Dallas (Clower and Weinstein 2002), Philadelphia (Slater 1974), Portland (Al-Moasind et al 1993Dueker and Bianco 1999;Chen et al 1998), San Diego (Duncan 2008), San Francisco (Weinberger 2001), Bangkok (Chalermpong 2007), Seoul (Bae et al 2003), and Shanghai (Pan and Zhang 2008) all affirm this relationship at varying levels of strength. The two studies undertaken in Canada are similarly in accord.…”

Section: Current Research On Urt Location and Housing Pricesmentioning

confidence: 99%

The Effect of Proximity to Urban Rail on Housing Prices in Ottawa

Hewitt¹,

Hewitt²

2012

JPT

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Section: Current Research On Urt Location and Housing Pricesmentioning

confidence: 99%

The Effect of Proximity to Urban Rail on Housing Prices in Ottawa

Hewitt¹,

Hewitt²

2012

JPT

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“…The area under consideration is segmented into two or more parts, where the outer segment is treated as the reference (McDonald and Osuji 1995;Fejarang 1994;Dueker and Bianco 1999;Weinstein and Clower 1999;Voith 1993;Armstrong 1994;Grass 1992;Bowes and Ihlanfeldt 2001;Duncan 2001, 2002a,b;Weinberger 2001). Sample of presentation of effects of this type are given in Table 2.…”

Section: Station Proximity As a Distance Category Measuresmentioning

confidence: 99%

The Impact of Railway Stations on Residential and Commercial Property Value: A Meta-analysis

Debrezion

Pels

Rietveld

2007

J Real Estate Finan Econ

500

133

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Railway stations function as nodes in transport networks and places in an urban environment. They have accessibility and environmental impacts, which contribute to property value. The literature on the effects of railway stations on property value is mixed in its finding in respect to the impact magnitude and direction, ranging from a negative to an insignificant or a positive impact. This paper attempts to explain the variation in the findings by meta-analytical procedures. Generally the variations are attributed to the nature of data, particular spatial characteristics, temporal effects and methodology. Railway station proximity is addressed from two spatial considerations: a local station effect measuring the effect for properties with in 1/4 mile range and a global station effect measuring the effect of coming 250 m closer to the station. We find that the effect of railway stations on commercial property value mainly takes place at short distances. Commercial properties within 1/4 mile rang are 12.2% more expensive than residential properties. Where the price gap between the railway station zone and the rest is about 4.2% for the average residence, it is about 16.4% for the average commercial property. At longer distances the effect on residential property values dominate. We find that for every 250 m a residence is located closer to a station its price is 2.3% higher than commercial properties. Commuter railway stations have a consistently higher positive impact on the property value compared to light and heavy railway/Metro stations. The inclusion of other accessibility variables (such as highways) in the models reduces the level of reported railway station impact.

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“…This notion is supported by several other studies indicating that land use impacts tend to occur in growing areas pre-disposed to high-density development (Handy, 2005), near the central business district (CBD) (Shen, 2013), and with available land and transit-oriented development (TOD)-supportive policies in place (Higgins, Ferguson, & Kanaroglou, 2014). For example, Portland's east-side LRT line did not initially have the economic vitality or TOD-oriented planning necessary to support the desired high-density growth (Dueker & Bianco, 1999). Similarly, Pacheco-Raguz (2010) did not find evidence for light rail stimulating land-use development in Manila, which the author partially attributes to a lack of policies supportive of TOD.…”

Section: Introductionmentioning

confidence: 99%

The effect of light rail transit on land-use development in a city without zoning

Lee¹,

Sener

2017

JTLU

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Light rail transit (LRT) has become a popular strategy to improve accessibility and mobility in the United States. It has also been touted as a tool to spur urban growth, higher-density development, and revitalization in large, auto-dependent cities like Houston, Texas. Although traditionally known as sprawling and highly autooriented, Houston has greatly expanded its light rail system in recent years. The city is also unique in that it is by far the largest city in the United States without zoning ordinances.The city of Houston is used as a case study to examine land-use development around LRT stations. Analysis of parcel-level land-use data from 2005-2014 revealed a spike in commercial development along the original light rail corridor, approximately 4 to 10 years after its opening. Land-use development along the newer light rail corridors was more modest and not considerably different than the control corridors. Small changes in the levels of high-density residential housing and land-use mix near light rail stations indicated that efforts to encourage transit-oriented development have not yet had much effect.

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Light-Rail-Transit Impacts in Portland: The First Ten Years

Abstract: ally urban values of walking to neighborhood shops, meeting people on the street, and being in a culturally diverse setting.

Cited by 62 publications

References 4 publications

The Effect of Proximity to Urban Rail on Housing Prices in Ottawa

The Effect of Proximity to Urban Rail on Housing Prices in Ottawa

The Impact of Railway Stations on Residential and Commercial Property Value: A Meta-analysis

The effect of light rail transit on land-use development in a city without zoning

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