Health impact assessment (HIA) has emerged in the U.S. as one promising process to increase social and environmental justice through addressing health equity issues within planning. HIA practice is guided by values such as democracy and equity and grounded in broad social determinants of health. The most readily applied definition of democracy is problematic because it implies an element of direct, participatory engagement with the public. This is at odds with HIA practice that largely relies on stakeholder engagement strategies. This dissertation critically examines the engagement strategies of three transportation planning HIA cases to more fully understand how the HIA process may or may not promote democratic values and protect community health interests. It employs a multi-case study design that uses qualitative content analysis to trace community health interests through the HIA process, HIA document, and target plan. It finds that while the field is overstating the participatory nature of HIA, commitments to health equity and broad determinants of health protect community health interests with and without robust engagement of community stakeholders.

Portland and Seattle are often considered to be divergent in character, partly because civic leadership in each city has a different vision. The adoption of contrasting downtown core plans, projects, and policies in each city allows us an opportunity to understand the nature of each city's regime. As defined by Elkin, an urban regime is the community's governing coalition, those who exercise public authority in a legal sense and those private actors able to act collectively and bring concerted influence to bear. The time frame for this study begins with the first modern planning document, the 1972 City of Portland Downtown Plan. During this period, both central business districts were transformed, simultaneously losing some retail, commercial and industrial functions while gaining further control of regional economies. Portland perfected the entrepreneurial urban regime. The linkage among the land use alliance (property owners, investors and private professionals); the bureaucracy; and politicians was established by the success of the 1972 Downtown Plan. There is little conflict in Portland. Systemic bias is masked by overly extensive citizen involvement processes; city subsidies and grants which influence activists' positions; and use of tax increment money to hire consultants who reinforce the business point of view. Seattle never perfected the entrepreneurial regime. The business community was fractured into conservatives and progressive camps. Also, the bureaucracy was caught in the Mayoral-Council crossfire. There is great controversy in Seattle. The prodevelopment decisions are still made but activist groups can successfully make it to the ballot box. Primary sources of information included planning studies; reports; memoranda; minutes of meetings; resolutions; budgets; and activists' printed materials. Participants in each city were interviewed. Secondary sources of information included articles, and census materials.

Green building, as an environmentally responsible and resource-efficient product, has emerged in recent decades. Along with the growing interest in green building design and operating practices, a number of green building certification standards and rating systems have been developed by different organizations worldwide. Those rating systems allow government regulators, building professionals, and consumers to embrace green building with confidence. Many recent studies find that LEED and Energy Star certified commercial buildings gain significant rental and sales price premiums and have higher occupancy rates. However, little research has been conducted to measure the market value of certified multi-family residential buildings, for instance, green condominiums. This study investigates the price effects of LEED certification on condominium real estate assets in a local housing market, in this case Portland, Oregon. The overall dataset is developed by combining information from Metro's Regional Land Information System (RLIS) and LEED certifications by the U.S. Green Building Council (USGBC). A hedonic pricing model is employed to measure the effects of certification levels on sales prices. The model results indicate that, compared to non-certified condominiums in Portland, green certified properties have a 5.8 percent sales price premium on average. The result of this study confirms that LEED condominiums exhibit higher sales prices controlling for location- and property-specific factors.

The purpose of this study is to explore the use of integrated probe vehicle, traffic and land use data to identify and characterize fine particulate matter (PM[subscript 2.5]) hot spot locations on urban arterial corridors. In addition, a preliminary analysis is conducted to consider volatile organic compound (VOC) hot spot locations. A pollutant hot spot is defined as a location on a corridor in which the mean pollutant concentrations are consistently above the 85th percentile of pollutant concentrations when compared to all locations along the corridor. In order to collect data for this study, an electric vehicle was equipped with instruments designed to measure PM[subscript 2.5] and total VOC (TVOC) concentrations. Second-by-second measurements were performed for each pollutant from both the right and left sides of the vehicle. Detailed meteorological, traffic and land use data is also available for this research. The results of a statistical analysis, including multiple regression, are used to better understand which data sources are most valuable in estimating PM[subscript 2.5] hot spot locations consistent with empirical data; knowledge is gained as to which variables have the strongest statistical relationships with traffic emissions and pollutant levels at a corridor level. A preliminary analysis is also completed to consider which variables are statistically related to TVOC hot spot locations. This research highlights the importance of considering both consistency and magnitude of pollutant concentrations when identifying hot spot locations. An objective of this research is to develop a method to identify urban arterial hot spot locations that provides a balance of efficiency (in terms of capital expenses, time, resources, expertise requirements, etc.) and accuracy.

Bicycle use is increasing in many parts of the U.S. Local and regional governments have set ambitious bicycle mode share goals as part of their strategy to curb greenhouse gas emissions and relieve traffic congestion. In particular, Portland, Oregon has set a 25% mode share goal for 2030 (PBOT 2010). Currently bicycle mode share in Portland is 6.1% of all trips. Other cities and regional planning organizations are also setting ambitious bicycle mode share goals and increasing bicycle facilities and programs to encourage bicycling. Increases in bicycle mode share are being encouraged to increase. However, cities with higher-than-average bicycle mode share are beginning to experience locations with bicycle traffic congestion, especially during peak commute hours. Today, there are no established methods are used to describe or measure bicycle traffic flows. In the 1960s, the Highway Capacity Manual (HCM) introduced Level of Service (LOS) measurements to describe traffic flow and capacity of motor vehicles on highways using an A-to-F grading system; "A" describes free flow traffic with no maneuvering constraints for the driver and an "F" grade corresponds to over capacity situations in which traffic flow breaks down or becomes "jammed". LOS metrics were expanded to highway and road facilities, operations and design. In the 1990s, the HCM introduced LOS measurements for transit, pedestrians, and bicycles. Today, there are many well established and emerging bicycle level of service (BLOS) methods that measure the stress, comfort and perception of safety of bicycle facilities. However, it was been assumed that bicycle traffic volumes are low and do not warrant the use of a LOS measure for bicycle capacity and traffic flow. There are few BLOS methods that take bicycle flow into consideration, except for in the case of separated bicycle and bicycle-pedestrian paths. This thesis investigated the state of BLOS capacity methods that use bicycle volumes as a variable. The existing methods were applied to bicycle facility elements along a corridor that experiences high bicycle volumes in Portland, Oregon. Using data from the study corridor, BLOS was calculated and a sensitivity analysis was applied to each of the methods to determine how sensitive the models are to each of the variables used. An intercept survey was conducted to compare the BLOS capacity scores calculated for the corridor with the users' perception. In addition, 2030 bicycle mode share for the study corridor was estimated and the implications of increased future bicycle congestion were discussed. Gaps in the BLOS methods, limitations of the thesis study and future research were summarized. In general, the existing methods for BLOS capacity are intended for separated paths; they are not appropriate for existing high traffic flow facilities. Most of the BLOS traffic flow methods that have been developed are most sensitive to bicycle volumes. Some of these models may be a good starting point to improve BLOS capacity and traffic flow measures for high bicycle volume locations. Without the tools to measure and evaluate the patterns of bicycle capacity and traffic flow, it will be difficult to monitor and mitigate bicycle congestion and to plan for efficient bicycle facilities in the future. This report concludes that it is now time to develop new BLOS capacity measures that address bicycle traffic flow.

Produced by the Johnson City GIS Division on September 9, 2003, this map denotes the streets of Johnson City. The legend includes fire stations, neighborhoods, and schools. A city street index is also included. The map was designed by Gregory Plumb, GIS Coordinator and Ann Howland, GIS Database Specialist. This map was donated by the Johnson City GIS Division and now resides in the map collection of Sherrod Library's Government Information, Law and Maps Department. Physical copy resides in the Government Information, Law and Maps Department of East Tennessee State University’s Sherrod Library. / https://dc.etsu.edu/rare-maps/1012/thumbnail.jpg

Pipeline map of east Tennessee published in 1983 by the State of Tennessee Department of Conservation, Division of Geology. Compiled by Robert A. Miller. Assisted by Frank McConnell, the Tennessee Gas Association, the Tennessee Public Service Commission, and the private and public utilities and carriers shown on the map. The legend denotes interstate and intrastate pipelines, gas utilities, and private gas company franchised areas. The scale is 1:250,000. The eastern sheet is part of a series of maps that cover the entire state. The coverage area on this map is from Knoxville to the tip of northeast Tennessee. Physical copy resides in the Government Information, Law and Maps Department of East Tennessee State University’s Sherrod Library. / https://dc.etsu.edu/rare-maps/1014/thumbnail.jpg

Pipeline map of east-central Tennessee published in 1983 by the State of Tennessee Department of Conservation, Division of Geology. Compiled by Robert A. Miller. Assisted by Frank McConnell, the Tennessee Gas Association, the Tennessee Public Service Commission, and the private and public utilities and carriers shown on the map. The legend denotes interstate and intrastate pipelines, gas utilities, and private gas company franchised areas. The scale is 1:250,000. The central-eastern sheet is part of a series of maps that cover the entire state. The coverage area on this map is from the Middle Tennessee Natural Gas Utility District to the Oak Ridge Utility District. Physical copy resides in the Government Information, Law and Maps Department of East Tennessee State University’s Sherrod Library. / https://dc.etsu.edu/rare-maps/1015/thumbnail.jpg

Geologic map of Tennessee published in 1966 by the Tennessee Department of Conservation, Division of Geology. William D. Hardeman supervised and directed this geologic mapping and the compilation, preparation, and editing of this map. The source material for the map includes all recent (as of 1966) detailed published geologic maps and much recent unpublished geologic mapping that was begun and completed by the Division of Geology for the specific purpose of making this map of uniform accuracy through the state. The scale is 1:250,000 with the lower half including a detailed explanation including symbols/colors for rock types, mountain formations, and other geologic features. The sources of geologic information is also included. Physical copy resides in the Government Information, Law and Maps Department of East Tennessee State University’s Sherrod Library. / https://dc.etsu.edu/rare-maps/1016/thumbnail.jpg

Geologic hazards map of Tennessee published in 1977 by the Tennessee Department of Conservation, Division of Geology. Compiled by Robert A. Miller, assisted by Preston D. Sitterly. The preparation of this report was financed in part through a comprehensive planning grant form the Department of Housing and Urban Development. The lower half includes an explanation of various geographic hazards and how to identify those areas on the map. A list of selected references is also included. Physical copy resides in the Government Information, Law and Maps Department of East Tennessee State University’s Sherrod Library. / https://dc.etsu.edu/rare-maps/1018/thumbnail.jpg