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The video begins at 2:35.

“We are faced with a grave crisis that may change our way of life forever. We live in a civilization that evolved on the promise of an endless supply of cheap oil. The era of cheap oil will end, probably much sooner than most people realize. To put this looming crisis in perspective, and to judge its significance, it helps to start from the beginning.”

In this presentation Dr. Goodstein examines the rapid disappearance of oil and predicts its depletion will arrive much sooner than projected. Imagining a world caught suddenly, and perhaps unprepared, without oil, Dr. Goodstein discusses the alternatives and their implications for the environment.

Lewison Lem, Principal Consultant of Parsons Brinckerhoff, on reducing the climate impact of the transportation system.

View paper: Transportation Strategies to Mitigate Climate Change

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The video begins at 1:49.

The video begins at 8:32.

Abstract: Would a logistics service provider be a success story, if its services are called; "A logistics assistant for households and a partner for retail and other services"? And would shopping malls be more environmentally friendly, if they have their "virtual duplicate" with delivery services? 

This talk will focus on a project in the Helsinki area now in its early piloting phase, called SeuLo, an abbreviation from Sustainable Urban Logistics. SeuLo-service may be characterized by the slogan: “A logistics assistant for households and a neutral partner for e-retail and other services.” The idea is to have a viewpoint of a household with its different logistics needs, rather than a viewpoint of different retailers or other services. This idea, after it was found, is very simple and natural, but its implementation as a demand chain network is complicated and has to be opened up using a “step by step” approach. Using the SeuLo-service, a household may shop from different e-retailers: grocery, local and organic food producers, pharmacy, laundry services or order books from public library in a consolidated order and have these parcels delivered as a single shipment.

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During the March 2011 earthquake/ tsunami/nuclear disaster, the internet filled with stories of how something quite ordinary in Japanese life became an important lifeline—the bicycle. For example an 83-year-old woman escaped the tsunami by bicycle, and due to public-transport disruptions, bicycle stores sold out of bicycles as quickly as supermarkets sold out of food. However not just in disasters, but in daily life, the most reliable, sustainable form of transportation, next to walking, is via Japan’s estimated 80,000,000 bicycles, affectionately called mamachari.

This illustrated presentation, based on four-years of cultural-landscape research culminating the publication of世界が称賛した日本の町の秘密 (Secrets of Japanese Cities the World Admires. Tokyo: Yousensha, 2011), begins by discussing why mamachari are perfect for local transportation and the many practical ways Japanese use them. It then explores why many of Japan’s densely populated, fine-grained neighborhoods with auto-resistant narrow streets and nearby shopping, make ideal bicycle neighborhoods. Issues explored will include the mamachari’s impact on: neighborhood livability; sustainability; public health through active transportation; fostering direct human contact not possible with motor-car travel; and maintaining the compact human scale of communities by limiting transport of daily...

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The video begins at 9:39.

I-5 is the only continuous north/south interstate highway on the West Coast, providing a commerce link for the United States, Canada, and Mexico. In the Vancouver-Portland region, I-5 is one of two major highways that provide interstate connectivity and mobility. Operation of the I-5 crossing over the Columbia River is directly influenced by the 5-mile segment of I-5 between SR 500 in Vancouver and Columbia Boulevard in Portland. This segment includes interchanges with three state highways (SR 14, SR 500, and SR 501) and five major arterial roadways that serve a variety of land uses, and provides access to downtown Vancouver, two international ports, industrial centers, residential neighborhoods, retail centers, and recreational areas.

The existing I-5 crossing of the Columbia River consists of two side-by-side bridges, built four decades apart. The crossing, which served 30,000 vehicles per day in the 1960s, now carries more than 130,000 automobiles, buses, and trucks each weekday. The bridges are stretched far beyond capacity—the hours of stop-and-go traffic grow every year. As the metropolitan region grows, mobility and accessibility for automobile, vehicular freight, and transit will decline unless added capacity is provided in the I-5...

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The video begins at 12:44.

Abstract: Average Portland rainfall is nearly 37 inches a year. This rainfall usually runs off streets and other impervious surfaces such as roofs and into the sewer system, but this can cause two major problems. First, disposing of runoff in a storm sewer that drains to a river or stream sends dirt, metals, oil, pesticides, and other pollutants right into the water. Second, in neighborhoods with combined sewers, (that is, sewage systems that combine household sewage with the runoff waters from rain), after a heavy rainfall, the high volume of sewage sent to be treated can overwhelm the treatment center and lead to raw sewage discharges into the Willamette River. About 27% of the city is covered by buildings, streets, sidewalks, and other hard, or impervious, surfaces. Paved streets cover about 19% of Portland’s land area, but those streets account for nearly half of Portland’s impervious surfaces. Paved streets contribute 66% of the total annual stormwater runoff and 77% of the pollutants in the runoff. To address this problem, the City of Portland has begun investing in ways to treat stormwater runoff before it enters the sewer system. The city has built and is developing a number of “green street” projects that mimic what happens to rain when it falls on undeveloped areas. A green street uses landscaped curb extensions, lowered infiltration planters and basins, swales, trees,...

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OVERVIEW

Recreational trails serve as valuable transportation corridors and support the health of users. Wheelchair accessibility of recreational trails depends on a variety of conditions, including slope, cross-slope, and surface characteristics. This project focused on improving the firmness and stability of a 0.2-mile section of trail that was otherwise accessible. The existing trail surface consisted of loose ¼” off-specification aggregate on native soil. A volcanic ash-Portland cement binder, studied in prior research, was batched, distributed, mixed, wetted, and compacted on site to improve the firmness and stability of the surface resulting in a smoother surface with less rolling resistance. The webinar will present details of the trail conditions, materials, batching, placement, and surface characteristics before and after treatment.

KEY LEARNING OUTCOMES

Attendees will be able to:

  • Describe and differentiate pozzolanic and cementitious behavior
  • Describe how to practically use a raw volcanic ash with little processing as a binder for a soil-cement
  • Measure trail surface firmness and stability using a rotational wheel penetrometer
  • Mobilize small groups to practically treat a recreational trail with a cementitious binder to improve the firmness and stability of the trail surface

THE RESEARCH

This webinar is based on a study funded by the National Institute for Transportation and Communities (...

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