Climate change has emerged as one of the most significant issues facing the world. This research endeavored to uncover and describe the lived experience of Portland, Oregon residents in relation to the substantive issue of climate change. The specific purpose of this research was to gain a better understanding of the ways that Portland residents conceive of and communicate about climate change. Utilizing semi-structured phenomenological interviews, particular attention was paid to the culture of Portland residents, their lived experience and how the issue of climate change manifests itself in their everyday experiences. In addition, this particular phenomenological inquiry incorporated elements of auto ethnography by positioning the researcher`s experiences, imagination and intellect at the center of the research endeavor. Multiple themes emerged from the in-depth, descriptive interviews that helped to reveal the structure or essence of the participant`s experience(s). A single meta-theme was identified and informed by contemporary theories such as Cosmopolitanism and the Environmental Justice Paradigm.

This project examined cyclist red light running behavior using two data sets. Previous studies of cyclist compliance have investigated the tendencies of cyclists to run red lights on the whole by generalizing different maneuvers to their end outcome, running a red light. This project differentiates between the different types of red light running and focuses on the most egregious case, gap acceptance, which is when a cyclist runs a red light by accepting a gap in opposing traffic. Using video data, a mathematical model of cyclist red light running was developed for gap acceptance. Similar to other studies, this analysis utilized only information about the cyclist, intersection, and scenario that can be outwardly observed. This analysis found that the number of cyclists already waiting at the signal, the presence of a vehicle in the adjacent lane, and female sex were deterrents to red light running. Conversely, certain types of signal phasing, witnessing a violation, and lack of helmet increased the odds that a cyclist would run the red light. Interestingly, while women in general are less likely to run a red light, those who witnessed a violation were even more prone that men who had witnessed a violation to follow suit and run the red light themselves. It is likely that the differing socialization of women and men leads to different effects of witnessing a previous violator. The analysis also confirmed that a small subset of cyclists, similar to that found in the general population, are more prone to traffic violations. These cyclists are more willing to engage in multiple biking-related risk factors that include not wearing a helmet and running red lights. Although the model has definite explanatory power regarding decisions of cyclist compliance, much of the variance in the compliance choices of the sample is left unexplained. This points toward the influence of other, not outwardly observable variables on the decision to run a red light. Analysis of survey data from cyclists further confirms that individual characteristics not visible to the observer interact with intersection, scenario, and visible cyclist characteristics to result in a decision to comply (or not) with a traffic signal. Furthermore, cyclist characteristics, in general, and unobservable individual characteristics, specifically, play a larger role in compliance decisions as the number of compliance-inducing intersection traits (e.g. conflicting traffic volume) decrease. One such unobservable trait is the regard for the law by some cyclists, which becomes a more important determinant of compliance at simpler intersections. Cyclists were also shown to choose non-compliance if they questioned the validity of the red indication for them, as cyclists. The video and survey data have some comparable findings. For instance, the relationship of age to compliance was explored in both data analyses. Age was not found to be a significant predictor of non-compliance in the video data analysis while it was negatively correlated with stated non-compliance for two of the survey intersections. Gender, while having significant effects on non-compliance in the video dataset, did not emerge as an important factor in the stated non-compliance of survey takers. Helmet use had a consistent relationship with compliance between the video and survey datasets. Helmet use was positively associated with compliance in the video data and negatively associated with revealed non-compliance at two of the survey intersections. When coupled with the positive association between normlessness and stated willingness to run a red light, the relationship between helmet use and compliance solidifies the notion that a class of cyclists is more likely to consistently violate signals. It points towards a link between red light running and individuals who do not adhere to social norms and policies as strictly as others. Variables representing cyclists and motorists waiting at the signal were positively related to signal compliance in the video data. While an increased number of cyclists may be a physical deterrent to red light running, part of the influence on compliance that this variable and the variable representing the presence of a vehicle may be due to accountability of cyclists to other road users. This relationship, however, was not revealed in the stated non-compliance data from the survey. Efforts to increase cyclist compliance may not be worth a jurisdiction's resources since nearly 90% of cyclists in the video data were already compliant. If a problem intersection does warrant intervention, different methods of ensuring bicyclist compliance are warranted depending on the intersection characteristics. An alternative solution is to consider the applicability of traffic laws (originally designed for cars) to bicyclists. Creating separation in how laws affect motorists and cyclists might be a better solution for overly simple types of intersections where cyclists have fewer conflicts, better visibility, etc. than motorists. Education or other messaging aimed at cyclists about compliance is another strategy to increase compliance. Since cyclists appear to feel more justified in running red lights at low-volume, simple-looking intersections, it would probably be prudent to target messaging at these types of intersections. Many cyclists are deterred by high-volume and/or complicated looking intersections for safety reasons. Reminding cyclists of the potential dangers at other intersections may be a successful messaging strategy. Alternatively, reminding cyclists that it is still illegal to run a red light even if they feel safe doing so may be prudent. Additionally, messaging about the purpose of infrastructure such as bicycle-specific signals or lights that indicate detection at a signal may convince cyclists that stopping at the signal is in their best interest and that the wait will be minimal and/or warranted.

During the past three decades, research in travel behavior has generally proceeded from broad-level, aggregate analysis of mode share--the proportions of walking, bicycling, transit, and vehicle travel occurring in traffic analysis zones, census tracts, neighborhood, or other geographical units--to fine-grained, disaggregate analysis of mode choices and other trip-making attributes at the individual level. One potential issue is whether there are differences in the types of conclusions drawn from results of analyses performed at these different levels, as these results directly inform transportation planning and policy. This thesis aims in part to confirm whether the types of conclusions drawn from different levels of analysis are different, and to what extent. We also examine the relationships between the built environment and non-work travel choices from a unique analysis perspective. To do this, we use data from a 2011 travel intercept survey in the Portland, Oregon metropolitan region that was administered at convenience store, bar, and restaurant establishments. We estimate, for each of the travel modes--walk, bicycle, and automobile--two analysis models: one binary logistic regression model for mode choice of the individual traveler going to the establishment and one multiple linear regression model for mode share of shoppers at the establishment. Both models control for socio-demographics, trip characteristics, and built environment measures of travelers. For the binary logistic regression models, the data are disaggregate and particular to the individual traveler. These models also controlled for attitudes and preference towards travel modes. For the multiple regression models, data are aggregated to the establishment. The built environment data in each model represent characteristics of urban form surrounding the establishment. The data being oriented to the destination-end of the trip, as well as providing controls on land use make this analysis unique in the literature, as most non-work travel studies use residential-based data. Results suggest that analyses performed at the two different levels provide policy-relevant but somewhat different conclusions. In general, characteristics of the individual and the trip have stronger associations with mode choices of individuals than when aggregated to the establishment and analyzed against the mode share patterns of shoppers. Instead, mode shares have stronger relationships with characteristics of the built environment. The built environment surrounding the destination has a much more pronounced association with mode shares at the establishment than with mode choices of individuals. The results highlight the usefulness of simple aggregate analysis, when appropriate. We also find large differences between modes in which characteristics are important for mode choice and mode share. Walking and automobile models behave somewhat similarly but in opposite directions, while bicycling behaves quite differently. These differences suggest on their own a move away from non-motorized travel to be considered as equivalent or assessed as one item in research and in practice.

An attempt is made to determine whether marital interaction is related to the health and well-being of husbands and wives and, if such a relationship exists, to explore the nature of the relationship. The dimensions of marital interaction of interest include cohesion, companionship, cooperation, and consensus. Cohesion is manifest in the feelings a couple has about their relationship. Companionship and cooperation are seen in a couple's joint activities. A shared outlook on life represents consensus.

Guild's Lake Courts was built as temporary worker housing for the steel and shipyard industries during World War II. The massive housing development in Northwest Portland consisted of 2,432 units of housing, five community buildings, five childcare centers, a grade school and a fire station. Guild's Lake Courts was the eighth largest housing project built at that time in the United States. The peak population in January 1945 was approximately 10,000 individuals. Archival research, face-to-face oral histories, and resident reunions were used to explore the social, architectural and political history of Guild's Lake Courts. The lens for understanding how the community operated is dominantly for the social history that of a childhood homefront experience. Four wartime themes emerged in this study: 1) that Portland's focus on prejudice dimmed during the war years, 2) that the community was a confluence of humanity, 3) that the design of the site and the housing was shaped by a convergence of New Deal innovations in design construction technologies and electrification and 4) that there was a willingness to sacrifice creature comforts during the war years. Guild's Lake Courts as a residential community under went three rapid evolutions prior to its demolition in 1951, a wartime housing operation 1942-1945, affordable housing 1945-1948, and a haven for Vanport Refugees June 1948-1950. Guild's Lake Courts history has been overlooked but it offers insights into the possible fate of the residents of Vanport City had the community not been flooded in 1948. The story of Guild's Lake Courts is a counterpoint story to Vanport City the largest of the three defense housing projects in Oregon that admitted African-Americans during the war years.

This project is a comparative case study of five Community Development Corporations (CDCs) that emerged in the seven central neighborhoods of Inner North/Northeast Portland, Oregon in the late 1980s. Of the five organizations that began at that time, only two exist currently. Analyzing how and why these organizations rose and fell, merged and failed, struggled and survived in a compressed time frame and geographic area will elucidate the different paths that each organization chose in a neighborhood that changed from derelict to gentrified. Drawing on the overlapping bodies of literature that cover low-income and affordable housing development, CDC structure and evolution, and neighborhood revitalization, this study will highlight issues of local government participation in the expansion of CDCs and a changing community context. The choices that organizations made, or were compelled to make, in response to these particularly local conditions contribute either to their fortitude or their demise. This case study is intended to fill in gaps in the existing CDC and gentrification literature and to contribute an understanding of survival strategies for CDCs in an intensely competitive environment.

Due to factors such as rising energy costs, diminishing resources, and climate change, the demand for high performance buildings is on the rise. As a result, several new building standards have emerged including the Passive House Standard, a rigorous energy-use standard based on a super-insulated and very tightly sealed building envelope. The standard requires that that air infiltration is less than or equal to 0.6 air changes per hour at a 50 Pascal pressure difference, annual heating energy is less than or equal to 15kWh/m2, and total annual source energy is less than or equal to 120 kWh/m2. A common complaint about passive houses is that they tend to overheat. Prior research using simulation suggests that the use of Phase Change Materials (PCMs), which store heat as they melt and release heat as the freeze, can reduce the number of overheated hours and improve thermal comfort. In this study, an actual passive house duplex in Southeast Portland was thoroughly instrumented to monitor various air and surface temperatures. One unit contains 130kg of PCM while the other unit contains no PCM to serve as an experimental control. The performance of the PCM was evaluated through analysis of observed data and through additional simulation using an EnergyPlus model validated with observed data. The study found that installation of the PCM had a positive effect on thermal comfort, reducing the estimated overheated hours from about 400 to 200.

The safety at half-signalized intersections in Portland, Oregon is analyzed in this thesis using 10 years of crash history and analysis of video that was collected at a subset of intersections. A half-signalized intersection has a standard red-yellow-green traffic signal for automobiles on the major road, a stop sign for motorists on the minor road, and a pedestrian signal with actuation for pedestrians and/or bicyclists on the minor road. Although prevalent in Canada, this type of intersection control is not typically found in the United States because the MUTCD explicitly prohibits its use. Half-signal use is limited mostly to two cities in the Pacific Northwest. In Portland, Oregon there are forty-seven intersections where half-signals are used but the last installation was in 1986; Seattle has over 100 intersections with half-signals and installs these in new locations where warranted. To explore the safety records of these intersections in Portland, crash data from 2002-2011 was analyzed. A total of 442 crashes over the ten-year period at half-signals were observed. Sixteen of these 442 crashes involved pedestrians. In the crashes involving pedestrians, significant differences were found between the approach street of the vehicle and whether the pedestrian or driver was at fault. In the crash error reports, it was found that significantly more of the crashes involving pedestrians were the fault of motorists departing from the minor road who collided with pedestrians crossing the major street. Further crash analysis at half-signals was performed by developing matched comparison groups of minor stop controlled and fully signalized intersections. Crash rates were 0.158 and 0.178 crashes per million entering vehicles for 3-leg and 4-leg half-signals and these rates did not differ significantly from the minor street stop controlled and signalized comparison groups. Results from the matched comparison showed that the half-signalized group had more rear-end crashes when compared with the minor stop controlled group. This was the only result that held significance when crash rates were considered. It was also observed that the minor stop controlled group had a higher proportion of angle crashes when compared with the half-signal group but this did not influence the crash severity. Pedestrian crashes were more prevalent in the half-signal group when compared with the fully-signalized group. Pedestrian volumes were not available which would be used to determine if this significant measure is a result of higher pedestrian use at half-signals. In addition to crash analysis, video was captured at five half-signalized intersections totaling 180 hours. Traffic volumes, pedestrian and bicycle volumes, and signal actuations were collected over a twenty-four hour period. Over this twenty-four hour period the five intersections averaged daily counts of 18613 vehicles on the major street, 591 vehicles on the minor street, 263 pedestrians crossing the major street, 285 pedestrians crossing the minor street, 52 bicycles on the major street, 37 bicycles on the minor street, and 126 signal actuations. Twenty-four hour observations from each of the intersections were used to study conflicts and compliance. No conflicts were observed that reflect the left-turning from the minor street pedestrian crashes that were identified in the crash history. Compliance of the half-signal by vehicles and pedestrians was comparable to compliance at fully-signalized intersections found in other studies with one exception. Across the intersections where video was collected, consisting of four 4-leg intersections and one 3-leg intersection, seven left turn on red violations were observed which had a significant impact on the time after red that red light violations were made. It is hypothesized that at half-signals vehicles on the major street make a left turn on the red signal very late into the red phase because there is not a risk of colliding with a vehicle traveling on the minor street since traffic volumes on the minor street are comparably low. The observed left turn on red violations did not put pedestrians at risk since by that point into the signal pedestrians were already clear of the intersection. Finally, a stop compliance logistic regression model was developed at four four-leg intersections to see what factors had an effect on minor street vehicle stop compliance. All 166 hours of video were used to observe vehicles that arrived at the half-signal during the pedestrian phase. The dependent variable collected was whether a vehicle came to an acceptable stop. Independent variables collected included the vehicle's queue position, if it was the peak school period, if there was a vehicle across the street on the minor road, if a vehicle was stopped at the signal on the major street, if a pedestrian was present when the vehicle arrived, and the movement that the vehicle made from the minor street. Independent variables used in the model included the vehicle's queue position, if a vehicle was stopped at the signal on the major street, if a pedestrian was present, and if the vehicle made a right turn at the signal. Pedestrian presence and right turning vehicles had a positive impact on stop compliance. Vehicles being further back in the queue and cars stopped at the signal on the major street had a negative impact on stop sign compliance. In the model, pedestrian presence had the largest positive impact on stop compliance. When pedestrians were present, a motorist on the minor street was four times more likely to stop at the sign.

The purpose of this study was to evaluate Portland, Oregon's community policing policy by using focus groups to discuss the development and effectiveness over one year, Spring 1994 to Spring 1995. The group discussed included management level social service providers and was one piece of a large scale program evaluation. The collected data developed into six major categories: 1) personnel policies and institutional memory; 2) training; 3) consistency; 4) community involvement and responsibility; 5) partnerships or relationships, and 6) change over time. The most highly discussed issue was the discrepancy between the philosophy of the Bureau, community policing, and the way in which the Bureau moves personnel. Data analysis suggested that the level of confidence and support felt by social service providers has increased dramatically over one year. Although, the group participants still have many issues they would like to see resolved, all recognize this is a process that takes time. Generally, community policing has rooted itself and established a footing with the social service providers who are committed to assisting in the molding and development of community policing as well as providing resources to assist in that Journey.

This study assessed the influence of landscape development on stream-associated amphibians in forested riparian areas within the Portland-Vancouver metropolitan region. Human alteration of landscapes may dramatically affect the ecology of neighboring aquatic systems. It was hypothesized that lotic amphibians would be negatively associated with greater amounts of landscape development and positively associated with forested area within the surrounding watershed. Thirty-seven 1st-3rd order streams were sampled between June 21st and September 21st in 2011. Streams potentially providing adequate habitat for stream-obligate amphibians were randomly selected. Amphibians were surveyed along 30-meter stream transects using an active-cover search (ACS). Environmental variables associated with development in surrounding landscapes were measured in situ. GIS delineation was conducted to define landscape-scale variables at stratified distances from riparian networks up-stream of each site via the utilization of the 2006 NLCD dataset and a finer-scale, regional dataset compiled by the Institute for Natural Resources (INR). Amphibians were detected at seventeen of the thirty-seven sampled streams. The most commonly detected species were Dicamptadon tenebrosus, Plethadon vehiculum and Plethadon dunni. Streams where amphibians were observed had lower average water temperature and conductivity, coarser stream substrate and were located on public property more often than streams where no amphibians were detected. Landscape variables were most significant to amphibians within 100 and 200 meters of the upstream stream network. Occupancy of a site by facultative species was best explained by the proportion of mixed forest in the surrounding watershed (R2=0.343, p<0.001). Occupancy of a stream by obligate species was best predicted by measurements of water quality and in-stream cover (Water Temperature: R2=0.275, p<0.001; Water Conductivity: R2=0.248, p<0.001; Cover: R2=0.323, p<0.001). Occupancy of stream refugia by all observed amphibians was positively influenced by higher percentages of forest cover and lower percentages of urban development and herbaceous vegetation in the surrounding watershed. Results of this study indicate that urban refugia must contain adequate riparian forest area, coarse stream substrate and clean, cool water to sustain stream-amphibian communities. Protection of remnant forested headwater stream networks is essential to the conservation of lotic amphibians in this urbanized region.