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Land Use
Pages 38-39

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From page 38... ... For example, to meet the burgeoning demand for e-commerce in major population centers, warehouses are being added around urban areas on land that has limited zoning regulations, sometimes to the consternation of residents unexpectedly living next to them.160 For metropolitan areas, fragmentation of land use control across multiple local governments often leads to commuting sheds and travel patterns that encompass many jurisdictions.161 However, state, center city, and urban county transportation agencies typically have little or no direct influence on the land use plans and zoning policies for most of the jurisdictions within their respective metropolitan areas. Most metropolitan areas have metropolitan planning organizations, but these typically focus only on transportation and have no direct control over development patterns, even though many develop long-range plans reflecting regional land use and transportation goals. Read the entire page →
From page 39... ... Oregon is the most prominent example of a state exerting control over development; it has long exercised more influence over land use than other states.166 After decades of planning, land use regulation, and investment in transit and bikeways, the Portland urbanized area has roughly 27 percent lower per capita automobile travel than the national average for urbanized areas.167 More recently, Oregon in 2019168 and California in 2021169 passed state laws overriding local zoning restrictions to allow conversion of existing single-family lots to lots for up to four housing units. California subsequently enacted many new and modified laws to streamline permitting, increase development density, remove maximum parking mandates, and take other measures that could have a significant impact on motor vehicle travel.170 Given the durability of housing stock, development patterns, and transportation infrastructure, as well as fragmented governance, it is difficult to shift residents of metro areas away from automobile dependence. Read the entire page →

From page 38...

... For example, to meet the burgeoning demand for e-commerce in major population centers, warehouses are being added around urban areas on land that has limited zoning regulations, sometimes to the consternation of residents unexpectedly living next to them.160 For metropolitan areas, fragmentation of land use control across multiple local governments often leads to commuting sheds and travel patterns that encompass many jurisdictions.161 However, state, center city, and urban county transportation agencies typically have little or no direct influence on the land use plans and zoning policies for most of the jurisdictions within their respective metropolitan areas. Most metropolitan areas have metropolitan planning organizations, but these typically focus only on transportation and have no direct control over development patterns, even though many develop long-range plans reflecting regional land use and transportation goals.

Read the entire page →

From page 39...

... Oregon is the most prominent example of a state exerting control over development; it has long exercised more influence over land use than other states.166 After decades of planning, land use regulation, and investment in transit and bikeways, the Portland urbanized area has roughly 27 percent lower per capita automobile travel than the national average for urbanized areas.167 More recently, Oregon in 2019168 and California in 2021169 passed state laws overriding local zoning restrictions to allow conversion of existing single-family lots to lots for up to four housing units. California subsequently enacted many new and modified laws to streamline permitting, increase development density, remove maximum parking mandates, and take other measures that could have a significant impact on motor vehicle travel.170 Given the durability of housing stock, development patterns, and transportation infrastructure, as well as fragmented governance, it is difficult to shift residents of metro areas away from automobile dependence.

Read the entire page →

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Land Use Pages 38-39

Land Use
Pages 38-39