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Oregon Roads No. 103

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A Creative Method for Controlling Invasive Species

Controlling invasive weeds is a routine maintenance task for roadway agencies and landowners, and both groups are always searching for better, cheaper, and more environmentally friendly methods for completing the task. One solution being used is employing various sized herds of goats to eat unwanted brush and weeds, a technique known as conservation grazing. Superb climbing skills and environmentally friendly characteristics allow goats to be the perfect candidate for removing unwanted brush.  Using goats for weed control offers an alternative that minimizes pollution, reduces energy consumption, and helps prevent the growth of new weeds.

Unlike a mower or tractor, goats do not disrupt existing soils. The use of hired goats can even benefit other domesticated mammals and wildlife by maintaining their natural environment. A real-life example of this is the use of goats for vegetation management in wetlands located in Carroll County Maryland. Overgrown vegetation led to the decline of the bog turtle, a species listed as threatened by the Federal Endangered Species Act. In July 2008, as part of an experiment, Service biologists introduced a group of hired goats to graze the area in a bog turtle habitat site. The goats cleared away woody vegetation and opened up canopies, allowing the bog turtles to eat, reproduce, and hibernate.

The goats cleared away woody vegetation and opened up canopies, allowing the bog turtles to eat, reproduce, and hibernate.

Julie Thompson Slacum, Division Chief, Strategic Resource Conservation, with the United States Fish and Wildlife Service, did the photo-monitoring for this experiment. She indicated that the goats did a wonderful job the two years they were on the habitat site, and since they prefer woody vegetation over herbaceous vegetation, they do a really good job at sites that have monocultures of multi flora rose and smaller trees.

One important aspect of the grazing goats is that they did not cause damage as a machine would have. Had a heavy duty mower been used to clear the vegetation instead of the goats, the ti res would have embedded ruts that could have destroyed the area’s hydrology and further endangered the bog turtle.

Goats have a tendency, though, to be great escape artists due to their ability to climb, jump, crawl, and roam at great lengths. Although these characteristics are beneficial in making goats very successful at clearing unwanted brush, especially on hillsides that may be difficult to mow or brush hog, these characteristics also pose a negative while goats are on the job. How can landowners and roadway agencies contain their goat employees without the probability of escape? For small herds of goats, some landowners are using welded cattle wire panels. For large herds of goats, one answer is using the same material, but the panels are woven together as opposed to being welded. Once goats have finished clearing the wanted area of weeds, these entrapments are easy to move to a new job site.

Some landowners are using water, such as streams or rivers, as a boundary to control their goats’ escape tactics. Goats detest getting their bodies wet and will avoid doing so. Another containment solution is to use an electrical fence. A six-strand high tensile electric fence provided the containment solution during the 2008 experiment in Maryland.

The idea of employing goats for invasive plant control is becoming more common. In many cases, goats can eliminate the need for machinery or herbicides, which means a chemical free method for vegetation control. Using goats for conservation grazing can provide roadway agencies with a viable alternative that is oft en a win-win solution for all involved. This is one solution that can benefit roadway agencies and the environment. When groups work together, the environment and endangered species can be protected and infrastructure needs can still be met.

For more information on the proper practices and procedures for invasive plant species control through grazing, please see page 50 of the National Cooperative Highway Research Program (NCHRP) Synthesis 363: Control of Invasive Species (http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_syn_363.pdf).
Included in the next column are a few specific examples from this report of using goats for weed control.

The WV LTAP would also like to hear if your agency has used goats for vegetation control and if so, what your experience has been.

Examples Included in the NCHRP Synthesis 363:

The following text and specific examples were taken from the NCHRP Synthesis 363: Control of Invasive Species report.

Two angora goats were hired to eat a yellow flowered noxious weed that was growing along the banks of the Yellowstone River.  The goats preferred eating the top part of the leafy green perennial where the flower buds form, thus preventing blooming and subsequent spread.

In Albuquerque, approximately 1,000 goats were brought in to clean up weeds along the Rio Grande. The district biologist reported that “tightly managed and limited use of goats is a really good and ecologically sound way to manage vegetation without having to use herbicides or fossil fuel for mowers” and leave the native grasses to flourish.

Goats can help an agency reduce its dependence on fossil fuels and, because goats, unlike mowers, do not start brush fires with sparks from their motors, they have been used extensively since the fires of 1990 in the Oakland–Berkeley Hills, California area to safely manage the growth of undesirable vegetation by clearing dense undergrowth, including the highly flammable manzanita.

Sources for this Article

“Goats and Weed Control.” http://www.noble.org/ag/livestock/goats/index.html

“Using Goats for Vegetation Management.” http://www.noble.org/ag/livestock/goatvegetation/

“Hungry Goats Restore Bog Turtle Habitat.” http://www.fws.gov/endangered/news/

National Cooperative Highway Research Program (NCHRP) Synthesis 363: Control of Invasive Species http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_syn_363.pdf

Reprinted with permission from West Virginia LTAP Summer 2011 Newsletter.  Pictures courtesy of US Fish and Wildlife Service.

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A Risk that Affects Us All

Everyone is at risk of injury or death from drowsy driving: drivers, passengers, pedestrians, babes in arms or octogenarians; it doesn’t matter your age or mode of travel. Over the five-year period from 2008 – 2011 in Oregon, there were 4,300 crashes involving drowsy drivers, and most in the industry believe drowsy driving is underreported, so there were probably many more. From those crashes, 67 people were killed. It’s a very sad statistic.

Short of being ready to move quickly at all times, as pedestrians or bicyclists, actions we can take in response to a sleep-deprived driver are limited. But as drivers, we are in complete control of what we do. How many of us exercise that control? Most of us abhor the intoxicated driver, but we often don’t think twice about getting behind the wheel even though we’re tired. Yet research shows sleep-deprivation driving is similar to drunken driving.

Know the Symptoms

According to the National Sleep Foundation, most people aren’t aware of how drowsiness affects their driving performance. They may not even be aware of short lapses in wakefulness! 
Starting today, whenever you get behind the wheel, watch carefully for these signs of sleepiness:

  • Frequent blinking, longer blinks and head nodding
  • Having trouble keeping your eyes focused
  • Daydreaming… at length
  • Drifting from your lane or onto the shoulder
  • Suddenly realizing you are at a certain point on your route and you don’t recall passing familiar landmarks

Knowing these indicators is only helpful if you take action immediately to mitigate the risk. An ODOT employee recently realized she was tired and decided to pull out at the next rest stop… but she nodded off before she could get there. She drove off the road, over-corrected and ended up facing the other direction in the other lane. Fortunately, she wasn’t hurt nor was anyone else or the vehicle. But she now knows she has to act sooner rather than later.

Not Worth The Risk

“I also recommend staying over night and not pushing yourself beyond your limits,” she said. “It’s just not worth the risk.”

In fact, not driving at all may be in everyone’s best interest. Consider other ways to “take control” of the situation. For early morning meetings in another location, see if you can change to a later time. Look into teleconferencing or video-conferencing. Check out public transit or the train options.

One important question to ask yourself is, “What does my supervisor expect if I am faced with driving when I did not get sufficient sleep?” So many ODOT employees could face this situation that the topic should be a regular one at safety, crew and team meetings.

Plan Your Response

What do you do if you do feel fatigue coming on? The best response is to pull over to a safe spot and sleep. Studies suggest a 20-minute nap can fully revive most people. Others can get a jolt by drinking two cups of coffee or other caffeinated beverage (most people know if this strategy works). Important note: there is no evidence that opening car windows, stopping to stretch or turning up the volume of the radio prevents drowsy driving crashes.

For your own safety, and the safety of your families and the public, we encourage you to do your part to make our roads safer. Do not add to the problem of impaired driving, which is ultimately what happens with sleep-deprived driving. If you have to drive often and have a sleep disorder, contact your medical provider or our Employee Assistance Program. You might also approach your supervisor or HR manager for assistance. It will be easier to talk about now rather than after there has been an incident.

For more information, visit the National Sleep Foundation website, http://drowsydriving.org/.

Reprinted from March 2013 Inside ODOT

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From the Director...

The T2 Center has been quite busy lately providing training to meet your needs.  During the first half of 2013, the Center partnered with Oregon Chapter of the APWA in presenting a number of multi-day training events that included the Street Maintenance and Collection Systems Spring School at the Seaside Civic and Convention Center in Seaside, and the NWPWI Developing Leader at Mt. Bachelor Village in Bend.
We also offered a number of Roads Scholar classes during the same period.  The RS-1 Basics of a Good Road and RS-2 Drainage: Key to Roads that Last classes were presented at the Street Maintenance and Collection Systems Spring School held at the Seaside Civic and Convention Center in April and RS-7 Effective Communication Skills and RS-8 Environmental BMPs 2 were offered in Salem, Bend, Lake Oswego and Tillamook in May.  We also continued the Roads Scholar Level 2 program at the spring school by presenting the RS-11 Workplace Safety Training 1 class for the first time.
During the first half of 2013, an additional 27 program participants completed their Level 1 Roads Scholar requirements and those successful individuals are: 
  • Jaime Estrada (City of Hubbard)
  • Michael Griffin (City of Keizer)
  • Kim Crespo (City of Eugene)
  • Mike Bruck (Clackamas County)
  • Raymond Friberg (Clackamas County)
  • Joe Pekkola (Clackamas County)
  • Douglas Decock (City of Woodburn)
  • Mike Reese (City of Central Point)
  • Mark Callaway (City of Albany)
  • Kurtis Baumgardner (City of Hillsboro)
  • Nick Gilbert (City of Hillsboro)
  • Joseph Hazel (City of Hillsboro)
  • Jason Henderson (City of Hillsboro)
  • Justin Jensen (City of Hillsboro)
  • Steve Sullivan (City of Hillsboro)
  • Josh Vanderzanden (City of Hillsboro)
  • Richard Kuss (City of Bend)
  • Jim Lindsey (City of Bend)
  • Don McBride (City of Bend)
  • George Morrison (City of Bend)
  • David Oak (City of Bend)
  • Jeanette Prince (City of Bend)
  • Craig Qual (City of Bend)
  • Sadell Scarbrough (City of Bend)
  • Will Smith (City of Bend)
  • Michael Carr (City of Wilsonville)
  • Joe Roberts (City of Eugene Airport)
If you are one of these individuals, your certificate was mailed to your supervisor in July.  With the addition of these recent graduates, 323 program participants have completed the Roads Scholar Level 1 Certificate since the program inception in the fall of 2001.  Our congratulations go out to all of these individuals on their accomplishments which demonstrate a significant commitment to self-improvement and personal development.  We also extend our appreciation to the counties and cities of Oregon and the Oregon DOT for participation in and support of the Oregon Roads Scholar program.
We will continue to offer more Roads Scholar Level 1 classes at numerous locations in 2013 and 2014.  If your agency is interested in hosting the RS-9 Maintenance Math and RS-10 Introduction to Survey and Grade Checking, please let us know.  We will soon begin working on a schedule for these classes and notices will be sent out to agency contacts when those dates are firmed up.  We also plan on offering RS-3 Paving Materials and RS-4 Environmental BMPs 1 at the 2013 APWA Street Maintenance and Collection Systems Fall School scheduled for October 16th -18th at the Riverhouse Hotel and Convention Center in Bend.  We will also be offering the Level 2 class RS-12 Workplace Safety Training 2 at the fall school for those who have completed the Level 1 requirements.
In addition to our partnership training and our Roads Scholar classes, the T2 Center also has provided 79 no-cost training classes upon request in the first six months of 2013.  You'll find a description of the classes on our website at: http://www.oregon.gov/ODOT/TD/TP_T2/ .  The classes are taught by our three in-house trainers, Bill Kolzow, Dave White and Bob Raths.  To schedule one of the listed training classes, the RS-9 and RS-10 Roads Scholar classes or if you just have questions, please contact Tasha Martinez at the T2 Center by calling 503-986-2855.

Oregon T2 Center Director
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Creating an Initial Sign Inventory


The most frequently asked question is how to do an initial sign inventory. Whether you are looking for a company to provide the service to inventory your signs, or will do it yourself, creating an initial sign inventory is probably the biggest issue Agencies have. While the task might seem daunting, if done systematically it does not have to be an overwhelming project.

The first thing to keep in mind, regardless of the method you use, is that the deadline given by the FHWA of June 2014 is simply to have a system in place to manage your signs replacement schedule and reflectivity levels. It does not mean that you have to have all of your signs inventoried by that date. 

Agencies should know an approximate number of signs to be inventoried (1,000 vs. 50,000 for example) based on the size of their area, population and number of streets. If Agencies just want to start setting up their inventory as they install new signs or replace signs that are damaged or have inadequate reflectivity, budgeting for this activity would not be much more than the cost they incur currently. However, most Agencies want to get the inventory done all at once so extra budgeting is now an issue.

Smaller Agencies, with little funding for the project, will most likely do the inventorying themselves. Larger Agencies, or those who are fortunate to get Federal funding, may choose to hire an outside source to collect the data. Once the inventory is in place, deciding which method to use for future replacements and retroreflectivity management is also a decision Agencies have to decide on (i.e. purchasing a specific sign inventory program, using an Excel spreadsheet or just keeping a manual log).

 Methods Approved by FHWA


There are five FHWA approved methods for maintaining retroreflectivity:

  • Assessment Methods
    • Visual Nighttime Inspections
    • Measured Sign Retroreflectivity
  • Management Methods
    • Expected Sign Life
    • Blanket Replacement
    • Control Signs

Regardless of the method or methods selected, when establishing a sign inventory system, data must be collected as to the sheeting type of the existing sign, GPS location, an approximate date of installation, current retroreflectivity levels and establish an estimated replacement date. For those Agencies who have had the forethought to start replacing signs with higher performance sheeting over the past few years will have a better timeline for sign age than those who have continued to replace with Engineer Grade sheeting. Establishing an estimated replacement date is a key component for budgeting future replacement costs.

Starting from Scratch:

  • Setup Zones, Districts or Quadrants
  • Setup Routes within the Zones, Districts or Quadrants for better time management
  • Select a plan for inventorying – i.e. by route or sign type (i.e. stop signs first)
  • Drive route with proper devices / logs to gather all the necessary information. Some use a video camera, others only a still camera while others only document each sign on a paper log.
    • At a minimum you need to be able to identify the sign (MUTCD code) and sheeting type
    • Getting the GPS coordinates is needed for mapping the signs
    • Knowing the post type and substrate material is helpful when the sign needs to be replaced
    • If not using a Retroreflectometer, the general condition of the sign and its retroreflectivity should be noted and marked for replacement or service if necessary
    • If possible establish an estimated replacement date
  • Enter collected data into a management tool (i.e. spreadsheet or inventory software program)
  • Establish a schedule to follow up on signs that need replacing or service
  • Continue with process until all zones / routes are covered

If Sign Data is Available:

  • Import sign data into software program or use Excel to update information
  • Setup Zones, Districts or Quadrants
  • Print list of signs and map out process to verify and inspect signs
  • Update the existing sign information and record the condition of the sign
  • Add new signs as they are located
  • Establish a method/schedule to follow up on signs that need replacing or service
  • Continue with process until all zones / routes are covered

Hire Outside Service:

  • Find a company that will complete the tasks you need (inventorying – monitoring – replacements)
  • Make sure they are aware of data elements / location of final data (i.e. database vs. spreadsheet), sheeting type, retroreflectivity, bar codes
  • What is the final product you require and in what form?
  • Who will continue to own/update/monitor the data?
  • Work out issues if data is incomplete or incorrect (it does happen)

After all the sign inventory has been setup, it will be important to service and/or replace those signs that required attention, then set a plan in place to continue to monitor those signs that were closer to the end of their life cycle.

Reprinted with permission from iTracSigns

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Now Available - Nine Intersection Safety Case Study Success Stories

In March, The Office of Safety Design announced the availability of technical summaries, PowerPoint slides, and newsletter articles for nine intersection safety case study success stories. These case studies describe crash reductions resulting from implementation of a specific intersection safety countermeasure or countermeasures. All of these materials are available on the Office of Safety website at http://safety.fhwa.dot.gov/intersection/resources/casestudies/. Hard copies of only the technical summaries are currently being printed and will be available in a couple of months.
The nine case studies are as follows:

  1. STOP-Sign Controlled Intersections: Enhanced Signs and Markings – A Winston-Salem Success Story (FHWA-SA-09-010)
  2. Retroreflective Borders on Traffic Signal Backplates – A South Carolina Success Story (FHWA-SA-09-011)
  3. Removal of Signal Flashing Mode During Late-Night/Early-Morning Operation (FHWA-SA-09-012)
  4. Minnesota Roundabout – A Scott County Success Story (FHWA-SA-09-013)
  5. Improving Safety by Providing All-Red Clearance Intervals and Larger Signal Lenses (FHWA-SA-09-014)
  6. Permissive/Protected Left-Turn Phasing (FHWA-SA-09-015)
  7. Continuous Green T-Intersections (FHWA-SA-09-016)
  8. Reducing Late-Night/Early-Morning Intersection Crashes by Providing Lighting (FHWA-SA-09-017)
  9. Roundabouts – The Maryland Experience (FHWA-SA-09-018)

The intent of these summaries is to provide information to practitioners and decision makers on treatments that have been successful in reducing crashes at specific intersection(s). Each technical summary, with accompanying slides and newsletter article, contains information on the purpose and details of the treatment, evaluation methodology, cost and implementation time frame, any implementation issues, crash reductions achieved, and state or local contact information. The crash reductions are typically based on before-after studies, and are not necessarily statistically significant - they are merely intended to show instances where implementing a countermeasure(s) was successful in reducing intersection crashes.

For more information, contact at Ed.rice@dot.gov or (202) 366-9064.

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Can You Spot What's Wrong with this Picture?

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Circuit Rider Corner

The essence of hazard communication is knowledge and understanding.  Individuals use thousands of chemical products throughout their lives, at home and at work, but most would be hard-pressed to distinguish safe products from hazardous ones without information and training.  Oregon OSHA’s Hazard Communication Standard (HCS) requires employers to train their employees to recognize chemical hazards – using the information provided on product labels and in safety data sheets – and to take the necessary precautions to protect themselves.

An effective hazard communication program ensures that workers who may be exposed to hazardous chemicals know about the chemical’s hazards and understand how to protect themselves from those hazards.  Product labels and safety data sheets (SDS), formerly known as material safety data sheets (MSDS), are the main tools for developing a hazard communication program. They identify the hazardous properties of chemicals that may pose a health or physical hazard and provide guidance for appropriate protective measures.

In 2012, OSHA revised the HCS to be consistent with the United Nation’s Globally Harmonized System (GHS) of classification and labeling of chemicals.  The GHS is an international approach to hazard communication that provides specific criteria for classification of chemical hazards and a standardized approach to label elements and safety data sheets.  Since the US is both a major importer and exporter of chemicals, American workers often see labels and safety data sheets required by other countries. As countries around the world adopt the GHS, chemicals crossing borders will have consistent information.  This will enhance both employer and worker comprehension of the hazards, and will help to ensure appropriate handling and safe use of workplace chemicals.  Oregon’s adoption of the GHS is underway and phase-in dates for the new requirements are as follows:

Effective Completion Date
Dec. 1, 2013
Train employees on the new label elements and safety data sheet (SDS) format.
June 1, 2015
Compliance with all modified provisions of this final rule, except distributors have an additional six months to ship product without GHS labels.
Chemical manufacturers, importers, distributors, and employers
Dec. 1, 2015
Must not ship containers without a GHS label.
June 1, 2016
Update alternative workplace labeling and hazard communication program as necessary, and provide additional employee training for newly identified physical or health hazards.


Material for this article was excerpted by permission from the technical publication Oregon OSHA’s Guide to the GHS-aligned Hazard Communication Standard.  For additional information regarding the HCS and the GHS, please refer to the complete technical publication and the 5/30/13 proposed changes for corrections/technical amendments to the Hazard communication Administrative Rules.  Both of those items are available from the Oregon OSHA website http://www.orosha.org/  by going to the “A- Z Topic List” in the left menu and then “Hazard Communication.”

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New Additions to the Video Library

In agencies, it can be difficult to capture a best practice, and it takes time for it to catch on throughout an agency.  Now, capturing best practices for maintenance operations has just gotten easier with a series of best practice training videos starring maintenance crews from around the state of Ohio.  The first two best practices training videos released by the Ohio DOT (ODOT), Crack Filling/Sealing and Culvert Replacement, were announced in the Summer/Fall 2012 edition of the Oregon Roads Newsletter.  More recently, ODOT has released three additional best practices videos on the subjects of spray injection patching, berming and snow and ice control.  Copies of all five videos are available from the T2 Center.

Best Practices: Spray Injection Patching

2013, Ohio DOT - 14 minutes
With its third best practices release, viewers will join a maintenance crew in the eastern Ohio county of Tuscarawas as they use a commercially available spray injection patching machine to fill pot holes.  This video covers some of the necessary traffic control measures, demonstrates the use of the machine to efficiently create durable patches and then closes with the daily pre-trip inspections needed before putting the machine to use.


Best Practices: Berming
2013, Ohio DOT – 10 minutes
ODOT’s fourth best practices release focuses on both the removal and addition of material to roadway shoulders to improve drainage and create a smoother transition from the edge of the roadway.  This video visits three counties in eastern Ohio and shows maintenance activities associated with shoulder improvement including both blading berms to remove excess material and adding material where needed.  In addition, traffic control, brooming, compaction, proper disposal of excess materials and dust control are all emphasized.


Best Practices: Snow and Ice Control, Winter Formula

2013, Ohio DOT – 18 minutes
ODOT’s fifth best practices video release gives an excellent overview of their snow and ice “winter formula”.  Their “winter formula” includes a well trained workforce, adequate stockpiles or supplies of the right material, well maintained plows, dump trucks and spreaders, and an extensive weather forecasting system.  The video details how all of these elements work together in order to provide a timely deployment of manpower and equipment during deteriorating weather conditions. 

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Technical Resource

Field Testing Guide for Deicing Chemicals Handbook and Video
Clear Roads has developed a step-by-step instructional video to accompany its Field Testing Guide for Deicing Chemicals, which outlines the three levels of field testing that public agency staff can perform to determine the effectiveness of a deicing chemical. The video complements the guide by providing a demonstration of the methodology presented in the Guide.  It is available at: http://www.youtube.com/watch?v=cIPTRCXRBDM
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T2 Customer Needs Survey

The Oregon T2 Center’s mission is to foster a safe and efficient transportation system through training, technical assistance and technology transfer. Our training and services are designed with you, our Oregon customer, in mind. It is very important to us to know that we are meeting your needs.

We are continually revising and updating our program, and in order to assess if we are moving in the right direction, we are conducting an on-line customer satisfaction survey. If you are one of our many county, city, state, federal agency or tribal government customers residing in the state of Oregon, your input is needed. As a group, your responses to the survey will have a direct influence on the shape of the Oregon T2 program into the future.

Please assist us by completing our on-line survey before November 1st by clicking the survey link on the T2 Center website at: http://www.oregon.gov/ODOT/TD/TP_T2 or going directly to the survey at https://www.surveymonkey.com/s/T2Center.



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Recent Roads Scholar Graduates


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Calendar of Events and Training


Class Title
Oct 10
Cultural Resources Consultant Training
Oct 16
Temporary Traffic Control Plans Design
Oregon State University (OSU) http://cce.oregonstate.edu/node/216
Class Title
Nov 2013
Retroreflectivity of Signs
Dec 2013
Traffic Engineering Fundamentals
Feb 2014
ADA Design for Bikes & Pedestrians
AOC/LOC Oregon Local Leadership Institute http://www.orcities.org/Training/tabid/1026/Defalt.aspx
Class Title
Dec 3
Community Visioning & Strategic Planning
Oct 12
Nov 8
Government Ethics
Oct 18
Economic Development & Community Vision
Baker City
Oct 19
Council/Manager/Staff Relations
Baker City
Oct 25
Nov 7
Governing Basics
Oct 29
Dec 16
Financial Analysis & Planning
Happy Valley
Oct 30
Customer Service on the Front Line
Central Point
Nov 1
Urban Renewal: The Basics & Beyond
Nov 2
Land Use Planning
Nov 4
System Development Charges
Nov 6-7
Nov 13-14
Elements of Effective Supervision
Dec 2
Community & Media Relations
Dec 5
Oregon Planning Procedures
Dec 10
Effective Disciplinary Actions
American Public Works Association (APWA)    
Class Title
Oct 16-18
Fall Street Maintenance & Collection Systems School
Oct 22-25
Oregon APWA Fall Conference
Nov 12-15
NWPWI Public Works Leadership
Cannon Beach
Dec 10-13
NWPWI Public Works Essentials
Miscellaneous Conferences
Mar 2014
Northwest Transportation Conference
A full list of training classes offered by the T2 Center is available on-line at the above website under the "Training Programs" heading. To schedule any of the "Circuit Rider" classes, please contact Tasha Martinez at (503) 986-2855. Additional information on training sponsored by the T2 Center is available at our website under the "Training Programs" and "Training Calendar" links on the left navigation bar.


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Answer to "What's Wrong with this Picture?"

Prior to being moved, the barricade had been used to close off the street on the other side of this intersection.  There was an on-street car show on the blocked off street.  When the show ended, city workers moved the barricade to where you now see it, prior to completely removing it from the area.

Look closely at the barricade and other signing at this intersection.  Following are some points to consider:

  • The barricade has slashes down to the right.  However, it also has a two-way arrow sign (DETOUR) on its face.  Which do you think most drivers understand; the slash direction or the detour sign with arrows?
  • There is a “No Left Turn” sign on the signal pole.
  • There is a “One Way Right” sign between the traffic lights.

This is a classic example of conflicting, confusing messages.  Because the “DETOUR” (two-way arrow) sign on the barricade is very prominent, many vehicle operators will focus on it and perhaps not even see the other intersection signs.  The arrows indicate one can turn in either direction.  Do you suppose a visitor to this city, unfamiliar with the intersection, might turn against one way traffic, particularly if there were no vehicles at or near the intersection on the one way street at the time?  Remember, it’s marked as a detour.  What affect might the erroneous sign on the barricade have as far as city liability goes?  Do drivers ever get confused by conflicting signing?

We want vehicle operators to always believe and have confidence in what we are asking them to do, including our signing.  It’s a basic safety premise.  We can do better if we plan ahead and take a careful look at our work before others do.

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Upcoming Event


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Oregon T2 Steering Committee

The Technology Transfer Center Steering Committee members listed below help guide and direct the policies and activities of the Oregon Technology Transfer (T2) Center. You are invited to contact any of them to comment, make suggestions or ask questions about any aspect of the T2 Program.?
​Bruce Hildebrandt, Chair
Street Supervisor
City of Salem
Jim Buisman
Public Works Director
Lincoln County
Gerald Russell
Staff Engineer
Bureau of Land Mgmt, Portland
Terry Learfield
Road Maintenance Supervisor
Clackamas County
Liane Welch
Public Works Director
Tillamook County
Evelyn Pech, Vice Chair
Operations Supervisor
Marion County
Larry Beskow
City Engineer
City of Medford
Emily Ackland
County Roads Program Mgr.
Association of Oregon Counties
City Committee Member





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T2 Statement of Purpose

The center is jointly sponsored by the Federal Highway Administration (FHWA), the counties and cities of Oregon, and the Oregon Department of Transportation (ODOT). FHWA funds are provided through the Local Technical Assistance Program (LTAP).

The purpose of the Oregon T2 Center is to help local transportation agencies obtain information and training on transportation technology relating to roads, bridges and public transportation. To accomplish this purpose, we:

  • provide low-cost seminars, training classes and workshops;
  • publish a quarterly newsletter;
  • provide a “Circuit Rider” service, taking video programs and informational materials to local agencies;
  • provide a lending library service of audio/visual programs on a variety of transportation topics;
  • provide copies of technical bulletins or reports upon request; and
  • respond to telephone and mail inquires relating to transportation technology or make a referral to a specialist.
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About Oregon Roads Newsletter

Oregon Roads is a quarterly publication of the Oregon Technology Transfer (T2)Center, furnishing information on transportation technology to local agencies. It is distributed free of charge to cities, counties, tribal governments, road districts, and others having transportation responsibilities. The opinions, findings or recommendations expressed in this newsletter are those of the authors and do not necessarily reflect the views of the Oregon Department of Transportation or Federal Highway Administration. We do not endorse products or manufacturers. Where names of either appear, it is only to lend clarity or completeness to the article. Space limitations and other considerations prohibit us from providing an advertising service to our readership.
Rebekah Clack, T2 Director
Tasha Martinez, T2 Program Coordinator
Bob Raths, T2 Trainer

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