Text Size:   A+ A- A   •   Text Only
Site Image

Oregon Roads No 101

Many Changes for T2 in 2012 and 2013

In September 2012, the T2 Center moved to the Department of Transportation Mill Creek building in downtown Salem. This move gives us daily contact with other Sections and Units of ODOT and allows us greater opportunity to partner within the organization and utilize resources that are readily available.  As part of the move, the Research Section and T2 Center partnered with the
ODOT Library, combining resources which provides a much more expanded publication library to the T2 customers. For more information on the ODOT Library, see article What Can the ODOT Library Do for You.

We have also had a number of personnel changes in the last year. For more details, see article T2 Personnel Changes.

There are more changes to come in 2013 for T2 including the longtime Research Manager retiring. We will include updates as they are available and
look forward to a wonderful year!

Back to Top

Automated Speed Enforcement Slows Down Drivers in Work Zones

In 2009, the United States recorded 667 fatalities and more than 40,000 injuries in highway work zones—a rate of one fatality every 13 hours and one injury every 13 minutes. Crashes are more likely in work zones than on regular highways. Work zone safety must improve to achieve the national goal of zero deaths from traffic crashes.
More than 7,000 crashes occur annually in highway work zones in Illinois, causing approximately 2,000 injuries. The number of work zone fatalities in the state reached a peak of 44, including 5 workers, in 2003. The percentage of work zone–related fatalities in Illinois is higher than the national average. Speeding is one of the most important contributors, affecting the frequency and severity of work zone crashes.  Improving compliance with speed limits in work zones therefore is a pressing need. 
Because state resources are limited, novel approaches were needed to make the most from minimal investment. In 2004, Illinois passed the Automated Traffic Control Systems in Highway Construction or Maintenance Zones Act, authorizing speed-radar photo enforcement (SPE) in work zones on highways. For the first time, a state department of transportation (DOT) was authorized to implement SPE in work zones on the Interstate Highway System. The objective was to improve speed limit compliance and work zone safety.  Illinois DOT initially deployed two self-contained vans to implement the program1. The speeds of vehicles approaching the SPE are monitored with two radar systems: down-the- road radar and across-the-road radar (Figure 1). The speed obtained from the down-the-road radar is displayed on a light-emitting diode display on top of the SPE van (see photo). The display gives speeding drivers a final chance to reduce speed and comply with the work zone speed limit. The range of a down-the-road radar is similar to that of a radar typically used in work zones—approximately one-quarter to one-half mile.
Across-the-road radar measures the speeds of vehicles at approximately 150 feet upstream from the van. If the speed of the vehicle, measured by across-the-road radar, is greater than a specified value, the two onboard cameras are activated to take pictures of the driver and rear license plate of the vehicle. Operation of the SPE van is by trained Illinois State Police officers.  Regular speeding fines in work zones apply to violations detected by SPE. The fine for the first violation is $375, for the second, $1,000 and a 90 day suspension of license. A court appearance is mandatory for each violation. The vans are provided under contract by a vendor at a cost of $2,950 per month each—this includes the vehicle, equipment, maintenance, upgrades, and training—plus a processing fee of $15 per ticket.
SPE was pilot-tested in two work zones in Illinois— one on Interstate 64 in summer 2006 and the other on Interstate 55 in summer 2007. Both work zones were part of major reconstruction projects. Under the supervision of faculty member Rahim Benekohal, a research team from the University of Illinois at Urbana–Champaign led by Madhav Chitturi collected three data sets in the two work zones. The team evaluated the effectiveness of SPE in reducing motorist speeds in work zones and compared the results with those of traditional enforcement approaches, such as police presence with and without patrol lights, speed display trailers, and a combination of police presence and a speed display trailer.  The spatio temporal effects of SPE and traditional approaches also were measured. To evaluate the spatial effect, speeds were measured at a location 1.5 miles downstream. For temporal effect, speeds were measured immediately after enforcement was removed from the work zone for a period of 1 hour.
SPE significantly reduced the speeds of cars and trucks by 3 to 8 mph in work zones2. At the work zone location, SPE reduced the average speeds significantly below the speed limit of 55 mph in all but one scenario, as shown in Table 1.
The percentage of free-flowing vehicles—with headways greater than 4 seconds—exceeding the speed limit at the treatment location was reduced drastically (Figure 2). The percentage of speeding free-flowing cars decreased from 93, 40, and 30 percent to 45, 8, and 4 percent, respectively, for the three data sets. The percentage of speeding heavy vehicles dropped from 69, 17, and 6 percent to 15, 4, and 1 percent, respectively. SPE reduced the speeds of vehicles 1.5 miles downstream of the van location by 2 to 5 mph, as shown in Table 1.  SPE had a limited halo effect—that is, influence after the departure of the van—reducing the speeds of vehicles by 2 mph or less. Details of the results are available in the final report from this study3.  Aggressive law enforcement, including the use of SPE vans, in conjunction with educational campaigns and improvements to work zone traffic control, have reduced work zone fatalities from a high of 44 in 2003 to 31 in 2009. Illinois DOT has expanded the SPE program to five SPE vans, one for each region in the state.  The success of SPE in Illinois led to similar initiatives in Maryland, Oregon, and Washington. The Research Advisory Committee of the American Association of State Highway and Transportation Officials (AASHTO) recognized “Speed Photo Enforcement in Illinois Work Zones” as a high-value research project at the regional level.
The Illinois Center for Transportation, a joint partnership of Illinois DOT and the University of Illinois at Urbana– Champaign, supported and funded the evaluation of SPE.
For additional information, contact Priscilla Tobias, Bureau of Safety, Illinois Department of Transportation, 2300 South Dirksen Parkway, Springfield, IL 62764; telephone (217) 782-3568; or email Priscilla.Tobias@illinois.gov.
  1. Benekohal, R. F., M. V. Chitturi, A. Hajbabaie, M.-H. Wang, and J. C. Medina. Automated Speed Photo Enforcement Effects on Speeds in Work Zones.In Transportation Research Record: Journal of the Transportation Research Board, No. 2055, Transportation Research Board of the NationalAcademies, Washington, D.C., 2008, pp.11–20.
  2. Chitturi, M. V., R. F. Benekohal, A. Hajbabaie, M.-H. Wang, and J. C. Medina. Effectiveness of Automated Speed Enforcement in Work Zones. ITEJournal, Vol. 80, No. 6, June 2010, pp. 28–35.
  3. Benekohal, R. F., A. Hajbabaie, J. C. Medina, M.-H. Wang, and M. V. Chitturi. Speed Photo-Radar Enforcement Evaluation in Illinois Work Zones.FHWA-ICT-10-064, Illinois Center for Transportation, Rantoul, January 2010

Reprinted with permission from the Summer/Fall 2012 edition of the Delaware Center for Transportation’s TranSearch Newsletter.​

Back to Top

From the Director...

The Oregon Technology Transfer (T2) Center is funded by the Federal Highway Administration (FHWA), the cities and counties of Oregon and the Oregon Department of Transportation (ODOT). Since we are funded in part by the FHWA, we must provide an annual Program Assessment Report (PAR) of our activities to the agency by the end of January for the previous year. The PAR is a quantitative evaluation of the services we provided to our customers and I would like to share some of the statistics from the 2012 report that we recently submitted.
The primary focus of the T2 Center is to provide low-cost training to our customers. (See our Statement of Purpose). Our training program is a blend of classes directly available from the Center such as those delivered by our Training Specialists (Circuit Riders), along with our Roads Scholar program classes coupled with classes co-sponsored with partners such as the APWA, OACES and ODOT. In 2012, the T2 Center sponsored and/or co-sponsored 192 training sessions covering 45 topics. The classes were reported to the FHWA in four different categories and the chart to the right illustrates course distribution, with safety training being the predominant focus area.
There were 5,772 attendees at the 192 classes, for a total of 24,395 contact hours of training. As illustrated in the Training Attendance chart below, the steady increase in class attendance that we have enjoyed for almost 10 years, decreased somewhat in 2011, but has rebounded in 2012. We were just shy of our 2012 goal of matching the 2010 statistics; however, the upswing from 2011 is amazing!
A summary of the training classes sponsored by the T2 Center can be viewed on our website at: http://www.oregon.gov/ODOT/TD/TP_T2/Pages/index.aspx. If your agency is interested in any of the classes listed, please call Linda at (503) 986-2855 and she will assist you in setting up a class. Co-sponsored classes and schools are also advertised on our website along with a registration link.
In addition to providing training classes, the Oregon T2 Center publishes a newsletter that is distributed electronically to over 1,300 recipients.
In the fall of 2012, the Center joined efforts with the ODOT Library and combined our publication resources with them to be able to offer a broader resource (see article below for more information on what the ODOT Library can do for you). You can still contact the T2 Center for questions on publications, or feel free to contact the ODOT Library at (503) 986-3280. In 2012, we loaned out 131 videos on workplace safety, highway safety, infrastructure management and workforce development. For video requests, please contact the T2 Center at (503) 986-2855 or download or view the video catalog on our website at
Annual visits by T2 Training Specialists (Circuit Riders) are made to counties, cities and other customers throughout Oregon. In 2012, a total of 256 county and city public works offices, and tribal and federal offices were visited by T2 Center representatives, who delivered and discussed packets containing T2 Center training information, current technical publications and other material. We also continue to provide technical assistance or referrals to our customers on transportation related subjects.
I would like to thank everyone for the warm welcome back to the T2 Center! I am excited about what is to come for T2 and look forward to hearing from all of you.
Our goal is to provide positive, timely and constructive responses to our customers needs. This year, we plan to do a customer needs survey, which will be announced via email and on our website. In the meantime, if you have suggestions on how we can improve our customer service or have a question about any of our programs, please feel free to contact me or a member of the T2 Center's Steering Committee (listed below).
Rebekah Clack
T2 Program Director​
Back to Top

What Can the ODOT Library Do for You?

The ODOT Library is now part of the ODOT Research and T2 Center. Primarily a technical collection, the library offers a range of journals, standards and transportation-related resources to ODOT, other agencies, and the general public. In addition, research and reference services are available, including basic research, literature searches, queries to other state DOTs for determining best practices, and assistance with available databases.
New for 2013: All of the ASCE journals to 1983 and conference proceedings to 1996 are available in full-text format through ODOT computers. Simply log onto http://ascelibrary.org – the ODOT IP address will be recognized, and there is no need to log in. There are 33 titles in the journal series including:
  • Journal of Transportation Engineering
  • Journal of Bridge Engineering
  • Journal of Infrastructure Systems
  • International Journal of Geomechanics
  • Journal of Geotechnical & Geoenvironmental Engineering
From the “My Tools” link in the green banner at the top of the page, you can choose email alerts or RSS feeds for current articles or tables of contents.
Want an article or proceeding but don’t have access to an ODOT computer? Simply call the library for a copy.
The ODOT Library is networked with other libraries throughout the country, offering access to resources not available locally. Books and articles can be requested from other libraries through inter library loans.
To access the library: http://www.oregon.gov/ODOT/TD/TP_RES/Pages/ODOT-Library.aspx. Click on icon to enter the library catalog.
Laura Wilt, Librarian
555 13th St NE, Ste. 1, Salem, OR 97301.
Phone: (503) 986-3280 Fax: (503) 986-2844
Back to Top

Living in a Chemical World

Chemistry 101: remember that dreaded class in high school or college? Some of us loved it, some of us hated it. But none can escape the fact that we come in contact with chemicals of all sorts every day of our lives. In fact, can you think of anything that’s not made up of chemicals? If you said ‘no,’ you’re absolutely right! Everything you’ve ever seen, touched, held, tasted, smelled, worn or wielded is made from roughly 100 ‘building blocks’ called elements.

These 100 or so elements can bond with each other in literally billions of ways to form all the solid, liquid and gaseous compounds that make up our world, and indeed our entire universe. Our modern world is increasingly dependent on chemistry, to do everything from increasing crop yields to cleaning our ovens to creating more durable pavements. The increase in the human lifespan is largely due to better nutrition and advances in medicine, both of which come ultimately from research in how chemicals bind together and interact with each other.
Understanding how chemicals react with each other is critical to this progress – and essential in being able to work with chemicals in a safe manner. We need this understanding to use chemicals to our advantage and to protect ourselves and our environment from chemical excesses, imbalances, and incompatibilities. And we need this understanding both on the job and in our daily lives at home.
In the workplace, chemical safety is so important that there are specific federal and OR-OSHA rules for training people in how to recognize the hazards chemicals may present. In Oregon, these rules are found in the Hazard Communication Standard (HCS) at OAR 437-002-1910.1200, the so-called “Right-to-Know” standard. The concept of the regulation is that employees have a right to know about the hazards certain chemicals may present – and a right to know how to work with them safely.
To accomplish this, we train workers in using information sheets called MSDS – Material Safety Data Sheets – that describe the materials, the hazards of each component, and how to use and dispose of them safely. The Hazard Communication Rule is about to be revised to make chemical information more uniform from country to country in our global economy, and this change will benefit workers and employers alike.
At home, we don’t have the benefit of required training or regulations on how we use chemicals, but we still face the hazards of using them incorrectly. For example, how many know that mixing household bleach and ammonia can create highly toxic gasses called chloramines? Or that chlorine gas is released if bleach is mixed with acidic chemicals, such as another favorite home cleaning product, vinegar? Or that most oven cleaners, which contain sodium hydroxide (lye), will react explosively with vinegar or other acidic compounds? As you can see, even though we don’t have an OSHA looking out for us at home, we still need to read labels and understand the potential hazards of the chemicals we use in our daily lives. We all have a right to know and a right to understand, whether on or off the job – and when using chemical materials, our safety depends on it!
This article was reprinted from the June 2012 issue of Inside ODOT​
Back to Top

T2 Personnel Changes

The Oregon T2 Center staff currently consists of a full-time Director, a full time T2 Assistant and three part-time Training and Development Specialists (also referred to as Circuit Riders). Since the Center has experienced some staff changes over the last year, a brief description of the individuals that occupy those positions is timely.
The new director of the T2 Center is Rebekah Clack (pictured on left). Rebekah was promoted to the Director position effective February 1, 2013 after spending over four years as the T2 Assistant. Prior to joining the T2 Center, Rebekah managed multiple small businesses, worked in the insurance field and had over six years of office experience.
The Interim T2 assistant is Linda Perkins (pictured on right) who has been working with the ODOT Research Section for over five years and acting as T2 Assistant since October 2012. Before working with ODOT, Linda had managed several small businesses and been employed as an office manager with various companies for over fourteen years. She had also participated as a volunteer with a Deaf Relay System and other non-profit organizations.
The three Training and Development Specialists, along with a brief biography of each are as follows:
Bill Kolzow (left in picture) began his part-time employment with the T2 Center in 1999 after spending almost 40 years with the US Forest Service where he retired as the Director of Engineering for the Northwest Regional office in Portland. Bill has a BS and a MS in Engineering, is a registered Professional Engineer and has a Traffic Control Supervisor certification.
Dave White (right in picture) was hired in 2007 by the T2 Center as a part-time trainer. Previously, Dave worked for ODOT for over 34 years in various positions that included Regional Safety Manager, statewide Employee Safety and Risk Manager and as a part-time trainer for the T2 Center. Dave also manages a safety consulting business and is a Master Trainer in Oregon and Washington for both state’s Traffic Control Supervisor programs. In addition, he is a certified American Traffic Safety Services Association (ATSSA) Traffic Control Supervisor. Dave is recognized regionally as an excellent resource in work zone traffic matters and actively participates as an expert witness in work zone accident lawsuits in both states.
Robert “Bob” Raths (center in picture) was hired in December 2012 as a part-time Training and Development Specialist to replace Gene Rushing who resigned earlier in the year. Previously, Bob was the Director of the Oregon T2 Center for ten years having joined the Center in 2003 following a 33 year career with Federal Highway Administration. Bob has a BS in Biology from Montana State University and a Masters in Public Administration from Portland State University.​
Back to Top

Can You Spot What's Wrong With These Pictures?

Back to Top

Roads Scholar Graduates






Back to Top

Roads Scholar Agency Plaques


Back to Top

Answer to What's Wrong With These Pictures

One of the basic principles of safe work zones is to use correct and meaningful signing, in “Acceptable” condition. We want road users to always believe our signs, be attentive, react properly to them, and exercise caution in and near work zones. Road users shouldn’t be exposed to unnecessary, meaningless, or inaccurate signing. Such exposure can lead to misunderstanding, confusion, and possibly a more casual attitude when that user encounters the next work zone signing.
Sign #1 – This sign has been installed along a state highway for numerous months. It stands by itself; no other work zone signing is present. In at least the last 4 months, no actual work has been observed on or near the highway, or on adjoining streets. Perhaps a previous contractor forgot to remove it? I call it “perpetual work zone signing,” which needs to be removed.
Sign #2 – This “Flagger Ahead” sign was observed three times in a two hour period. Each time, there was no work going on, no work zone established, and no flagger present, including on adjoining streets. The sign should be in place only when active flagging is occurring. At other times, it should be removed, turned, or covered. If there is no flagger present at this location, why should we expect road users to believe there will be one present at the next location they approach? We want users to always believe the actions or maneuvers we ask them to expect/take are necessary.​
Back to Top

Research Project Selection

The T2 Center is part of the ODOT Research Section. One of the roles of the Research section is to solicit for ideas or projects that need researched. Project selection starts in early October when an announcement is sent to all ODOT employees and to an extensive list of external partners in universities, other agencies and the private sector. The announcement asks for research ideas, in the form of a one-page research problem statement. The open solicitation ends in mid-November.

Research project selection is carried out in two stages. Expert Task Groups (ETGs), with support and coordination from the Research Section staff, make initial recommendations, by nominating two or three research ideas in each of seven subject areas, which are:

  • Maintenance and Operations;
  • Hydraulics, Geotechnical, and Environmental;
  • Multimodal and Sustainable Transportation;
  • Planning and Economic Analysis;
  • Construction, Pavements, and Materials;
  • Traffic, Safety, and Human Factors; and
  • Structures.

New problem statements are also reviewed for ideas with merit that don't fit well within one of these designated transportation topic areas. Some of these may be advanced as "emerging issues."

Each year, about 20-25 research ideas are nominated to move forward for additional consideration. These 20-25 ideas are developed into what we call a stage two problem statements. A stage two problem statement includes information about how the research would be conducted, a schedule, a budget, and other details and refinements. A stage two problem statement more closely resembles the scope of work for a research proposal. In late February, the ODOT Research Advisory Committee (RAC) meets and makes the final decisions, selecting 8 - 12 projects to go forward from the pool of ideas nominated by the ETGs. 
The projects selected this year by the RAC are as follows:
  1. Multi-modal Performance Measures in Oregon: Developing a Transportation Cost Index
  2. Evaluation of Weather Based Variable Speed Limit Systems
  3. High Strength Steel Reinforcement for Bridges
  4. Mechanistic Design Data
  5. Preparing a Possible Oregon Road Map for Connected Vehicle/Cooperative Systems
  6. Assessment of High Strength Steel Bars and Steel Casing on Response of Drilled Shafts
  7. Effective Measures to Restrict Vehicle Turning Movements
  8. Toward Effective Design Treatments for Right-Turns at Intersections with Bicycle Traffic
  9. Crowdsourcing as a Data Collection Method for Bicycle Performance Measures
  10. Implementing Safe and Effective Speed Reductions for Specific Freeway Work Zones
  11. Impact of Cascadia Earthquake on the Seismic Evaluation Criteria of Bridges
  12. Risk Factors Associated with High Potential for Serious Crashes

For questions on the Research program or submitting research proposals, contact Linda Perkins at (503) 986-2855 or Michael Bufalino at (503) 986-2845.​

Back to Top

These Boots are Made for Walking

Or are they for protecting your feet from injuries?
The subject of boots is not quite as straight-forward as Nancy Sinatra’s hit in 1966 implied. Not only do today’s workers need to decide which boot design is appropriate for their work activities, they then have to choose materials. The choice of the outer layer in 1966 was most likely pretty simple: leather. Now the features of a work boot might include special toe protection, sole design and water resistance.
When it comes to work boots, songwriter Lee Hazelwood did get one thing right — the boots need to be selected with walking in mind. Proper design and fit can improve safety when walking on rough surfaces as well as prevent foot problems. The wearer needs to take responsibility to select the right design to comfortably accommodate the foot for what might be 10 hours or more a day. But the employer and OSHA have something to say about the protection a boot must provide.
OSHA requirements
OSHA requires that employees wear protective footwear when working in areas where there is a danger of foot injuries due to falling and rolling objects or objects piercing the sole, and where employee’s feet are exposed to electrical hazards or chemical hazards.
ODOT’s Personal Protective Equipment Standard 96015 requires that the need for foot protection be identified through the Job Hazard Analysis process. If a JHA has not been done, OSHA still requires an assessment of personal protective equipment. STD96015 requires toe protection when there is a risk of a heavy object dropping on the foot from lifting or when working with heavy objects.
Most safety shoes are shoes with special toe protection and that used to be available only in steel. Newer composite materials, and even reinforced fiber-glass, are lighter and may also meet the ASTM or ANSI standards required by OSHA. Toe protection is required to protect from sudden impact or compression. Although toe guards may be purchased to fit over regular shoes or boots, these devices are seldom used because of comfort and fit. The soles on some safety shoes may also have steel in them for additional protection.
Work, ANSI boots not same
At ODOT, we think of work boots and “ANSI-approved boots,” which aren’t the same. ANSI-approved boots have toe protection and are addressed in the union contracts. Occasionally crews will purchase rubber boots for working in mud and water areas, and these often have toe protection that generally meets ANSI standards.
Most of us that are working outside of the office are expected to wear work boots. The requirements for work boots, defined in ODOT’s STD96015, includes:
  • 6 inches high from the bottom of the heel to the top of the boot.
  • Fully enclosed at the heel and toe.
  • Upper material constructed of leather or leather with breathable openings of cut-resistant ballistic nylon or Cordura™ type materials or leather with rubber lower waterproof sections.
  • Heels low and wide and a maximum height of 2 inches.

This article was revised and reprinted from the July 2012 edition of Inside ODOT.

Back to Top

Circuit Rider Corner

By Dave White
In the Public Agency Work Zone Traffic Control program presented by the T2 Center, there is an emphasis on selecting the appropriate traffic control based on the type of road, location of the work, etc. The MUTCD and the Oregon Temporary Traffic Control Handbook (OTTCHB) have numerous examples of Traffic Control Plans (TCPs) for many situations. However, both manuals state that the diagrams do not cover every situation.
When a work activity exists that is not covered in the OTTCHB, the crew needs to develop a customized TCP to fit the field conditions. It should be based on the fundamental principles of traffic control and meet the basic requirements regarding sign and cone spacing. In addition, the TCP should be based on one or many existing diagrams in the OTTCHB.
A recent case in point was how to meet all the requirements for traffic control while pot hole patching. Pothole patching sounds simple enough and is addressed on pages 76 and 77 (diagram 200) in the 2011 OTTCHB. But what is the appropriate thing to do when there is not room to park the work vehicle out of the travel lane? Item #5 on page 76 states that when a 10’ travel lane cannot be maintained, use diagrams 310 through 350 for examples. After consultation with the ODOT Traffic Control Plans Unit engineer, it was decided that diagrams #100 and #110 also contained useful information.
The solution: Since the potholes were scattered and it was not feasible to place 6 signs and two flaggers for each pothole, it was recommended that this activity be treated as a modified mobile operation. Diagram 110 was used as the starting point. A shadow vehicle would be placed approximately 500 to 1000 feet behind the work vehicle and as far to the right as practical. Both vehicles should be equipped with “Yield to Oncoming Traffic” signs. The shadow vehicle should maximize the sight distance to the rear. This could include actually stopping momentarily where there is room to stop out of the travel lane. See the OTTCHB page 64, items 1, 3c, 5, 6, 9, and 10. A truck mounted Portable Changeable Message Sign (PCMS), if available, could be used instead of the truck mounted signs. Information from pages 94 and 95 was also used to determine the appropriate strategy.
Some key points to remember are:
  1. TCPs may be modified to fit field conditions but should be based on the appropriate diagrams and notes.
  2. If in doubt, or more help is needed, contact T2 who will consult with the ODOT traffic control plans unit if needed.
  3. Ultimately, a written and drawn TCP should be developed using the notes from the appropriate pages of the OTTCHB.
  4. Every crew should keep a record of the page or pages used for the TCP each day.

This would be very beneficial in dealing with OR-OSHA and/or in case of a lawsuit.​

Back to Top

Calendar of Events and Training


ODOT                                            http://www.oregon.gov/ODOT/HWY/TECHSERV/Pages/upcomingengtrng.aspx
Date Class Title Location
Mar 25
Mar 27
MICROSTATION: V8I SS3 User Update Salem
Mar 25
Mar 27
INROADS: V8I SS2 User Update Salem
Mar 21
General Construction Inspector Workshop
Apr 2
General Construction Inspector (CGI) Standard
April 17
Temporary Traffic Control Pland Design Workshop
Oregon State University (OSU)                                               
Highway Safety Manual
Manual on Uniform Traffic Control Devices (MUTCD)
AOC/LOC Oregon Local Leadership Institute          http://www.orcities.org/Training/tabid/1026/Default.aspx
Apr 16-Apr 17 Elements of Effective Supervisions - Part 1 of 2 Florence
Apr 1
May 7
May 15
Working Effectively with Your Public Safety Agencies
Apr 2 Effective Local Government Manager Seaside
Apr 4
April 9
Governing Basics & Beyond
Baker City
Apr 5
May 20
Government Ethics
Apr 9-Apr 10 Elements of Effective Supervisions - Part 1 of 2 Happy Valley
Apr 18 Customer Service on the Front Line Newport
April 20 Land Use Planning: Building Successful Oregon Communities Salem
Apr 22
Apr 25
May 16
Councilor/Manager/Staff Relations
May 9-May 10 Leadership in Turbulent Times Independence
May 14 Public Sector Labor Relations/Collective Bargaining Pendleton
May 17 Financial Analysis and Planning LaGrande
May 22 Oregon Planning Procedures—From Application to Approval Newport
May 23 Urban Renewal—The Basics & Beyond Newport
American Public Works Association (APWA)  
Apr 2-Apr 5 Oregon APWA Spring Conference Hood River
Apr 9-Apr 11 Street Maintenance and Collection Systems Spring School Seaside
Miscellaneous Conferences
Apr 23-Apr 25 2013 Pacific Northwest Bridge Inspector’s Conference Portland
Oregon T2 Center                                                    http://www.oregon.gov/ODOT/TD/TP_T2/Pages/Index.aspx
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 Linda Perkins 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" headings.



Back to Top




Back to Top

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
Bill Whitson
Road Maintenance Manager
Multnomah County
Liane Welch
Public Works Director
Tillamook County
Evelyn Pech, Vice Chair
Operations Supervisor
Marion County

Larry Beskow
City Engineer
City of Medford

Jon Oshel
County Roads Program Mgr.
Association of Oregon Counties

Michael Sorenson
Safety and Risk Officer
City of Hillsboro




Back to Top

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.​
Back to Top

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
Bob Raths, T2 Trainer


Back to Top