Setting speed zones on Oregon’s highways and streets is often a controversial and emotional issue.  Many citizens believe that lowering the speed will improve traffic safety on their street or in their community. On the other hand, speed zones that are unrealistic are often disregarded by a majority of motorists who are normally careful and law-abiding citizens.

Speed zoning, when used with an overall traffic plan, helps traffic move more safely and efficiently. However, it does not provide a quick fix for land-use problems or poor traffic patterns. Instead, speed zoning reflects a reasonable balance between the needs of drivers, pedestrians, and bicyclists using public roads for travel and for those who live along these roads. 

The Logic of Speed Zones

Extensive studies from around the US show that traffic moving at a speed that is reasonable for the road and weather conditions results in fewer accidents. Drivers are more patient, because a reasonable, uniform speed allows progress with less passing, less delay, and fewer rear-end collisions. Lowering the speed does not necessarily result in fewer crashes.

The Basic Rule

Designated and posted speeds are not the final word in Oregon, for all travel on public streets and highways is subject to the Basic Rule. The Basic Rule is both a safety valve and an acknowledgement that drivers are able to act independently, reasonably, and with good judgment.

The Rule states that a motorist must drive at a speed that is reasonable and prudent at all times by considering other traffic, road and weather conditions, dangers at intersections, and any other conditions that affect safety and speed.

The Basic Rule does not allow motorists to drive faster than the posted or designated speed. Instead, it expects drivers to be responsible for their own actions.

What Happens When a Speed Zone Change is Requested?

The Oregon Department of Transportation has the responsibility to investigate most public roads at the request of the road authority.

When a city or county asks ODOT to review a speed zone, an engineering study is started. The road is surveyed for the following:

• Lane and shoulder widths
• Signals and stop signs
• Number of intersections and other accesses
• Roadside development
• Parking and bicycle lanes

Other analysis includes:

• Number and type of vehicles
• Number of pedestrians and cyclists
• Crash history
• Speed checks

Recognizing that most motorists are generally safe, the speed at or below which 85 percent of the drivers travel is one nationally recognized factor proven by repeated studies as a fair and objective indication of safe and reasonable speeds.

Speed Zoning FAQs

Q: Won’t lowering the posted speed reduce speeds?

A: NO.  Studies show that there is little change in the driving speeds after a  lower speed sign is posted.  Drivers are much more influenced by the roadway conditions and their perceptions of the need to slow down.  In fact, the lowering of a speed limit, below what is perceived by drivers as a reasonable speed, may result in greater differences in speeds (more variance) with some going faster and some going slower.  This means there are more conflicts between vehicles than before the signed speed was lowered.

One study reduced posted speeds by 5, 10 and 15 mph at numerous sites. When speeds were reduced, less than one-half of a percent of the drivers complied with the posted speeds.  The average change in speed for all drivers was less than 2 mph and crashes increased by 5 percent.

Q: How do we get vehicles to slow down?

A: The real question is, “How do we improve safety?”  Often, we get so focused on the question of reducing posted speeds that we lose sight of the real reason for slowing drivers.  How to improve safety depends on what problem needs to be addressed.  Are pedestrians having a hard time finding safe gaps to cross the road?  Are vehicles trying to access a highway with high traffic congestion?  This is where a local public works department or ODOT can help.

Q: Why do we even have posted speeds?

A: Uniform speeds result in the safest and most efficient operation.  The posted speed can keep the traffic flowing smoothly when the majority of drivers find the speeds reasonable.  To do this, the speeds must be logical and consistent throughout the state.

If speeds are not reasonable, they can become a source of frustration for drivers when the speeds are enforced, a source of frustration for the local community when the speeds are not adhered to, and a source of frustration for police agencies when they are accused of enforcing the speeds just to produce revenue.

Posted speeds give the motorist an idea of an appropriate speed to drive in unfamiliar locations and are used by enforcement to identify excessive speeds and curb unreasonable behavior.

Q: How are posted speeds determined?

A: The Oregon Revised Statutes sets a default speed for certain streets and roadways.  These are referred to as statutory speeds.  To set a speed limit not designated in statute, a traffic engineering investigation of the roadway conditions and current speeds must be performed.  If that investigation indicates that a lower speed is safe and reasonable, a speed zone order may be issued and a lower speed posted.

Speeds that are posted arbitrarily, without regard to the law, are suspect and could be challenged in court.

Reprinted with permission of Oregon Department of Transportation.  

The Northwest Tribal Technical Assistance Program (NWTTAP) is co-hosting the 28th annual Summer Tribal Planning Institute at Eastern Washington University this summer. Workshops provide a basic knowledge in areas such as transportation, comprehensive planning, Geographical Information Systems, and traffic safety. Join our partners for an exceptional three weeks of learning opportunities presented by accomplished speakers.

Road Life Cycle, June 13-17

Informative workshop includes the process from beginning to end of setting a tribal road.

Tribal Planning, July 11-15

Dynamic workshop will overview the tribal planning history and legal foundations for comprehensive planning and land use.

GIS for Tribal Planning, Transportation and Traffic Safety, August 8-12

Learn basic knowledge of GIS concepts, applications, data driven planning, road maps, and analysis.

Cost is $200 per workshop or $500 for all three.

“What we’re trying to do is build better, more confident managers. I would have loved to have taken a class like this, but it didn’t exist.” Those are the words of John Ostrowski, a semi-retired management consultant who served as Vancouver, Washington’s Public Works Director for 17 years.

Ostrowski helped develop the curriculum for the Northwest Public Works Institute, a series of three 30-hour classes designed to provide a comprehensive view of everything aspiring public works leaders and managers are responsible for knowing. The program is based on a national curriculum outlined by the American Public Works Association (APWA), and completion of the series leads to a certificate of recognition by APWA.

The curriculum is composed of three four-day workshops entitled, “Public Works Essentials,” “The Developing Leader,” and “Public Works Leadership Skills.” Each workshop is offered once annually in Oregon and once in Washington. Residents of either state may participate in sessions held in either location. Sessions are taught by veteran public works professionals, including Ostrowski, and include lectures and numerous group exercises. 

Topics covered include:

• Supervisory skills
• Basic management skills
• Communication
• Leadership skills
• Customer service
• Legal understanding
• Fundamentals of government
• Finance
• Resource management
• Overview of public works operations
• Planning

The series is intended not only for employees aspiring to supervisor and management positions within public works, but also for new and experienced managers and support staff. By providing comprehensive public works leadership training, “you’re going to get better leaders and better productivity,” says Ostrowski.

The Oregon and Washington based NWPWI had its first graduating class in 2007 and since then has graduated over 300 participants, nearly 1/3 of the national total of all public works institutes nationwide.  In Oregon, the classes are typically held in March, November, and December. The next class, “Public Works Leadership,” will be held November 1-4 in Cannon Beach. Registration is available at http://oregon.apwa.net/EventDetails/7560.

What Did You Say?

Contributed by Bill Kolzow

Our ears are very delicate tools.  They receive sounds from the environment and transmit them through a marvelous system to our brain.  But our ears have no built-in protection device, so the intensity and loudness of sounds they receive is “unfiltered” and, if too loud, can cause problems which may lead to hearing loss. This can develop over a period of time, and we may not recognize it happening until it is irreversible.  

Occupational hearing loss is the number one cause of non-fatal health problems in the United States. Approximately one-third of hearing loss is avoidable. What causes it? Routine exposure to very loud noise!   

• What are your favorite sounds? Could you hear them if you had a hearing loss? Could you have prevented that loss?
• Is your hearing getting worse, or are you just imagining it is?
• Does it seem that many people are mumbling these days?
• Do you find yourself pretending to understand people, when you hardly heard a word they said?
• Do your significant other, your kids or grandkids, your friends complain that you turn the TV or radio volume up too loud?

Maybe you need a hearing evaluation!

Numerous agencies now have hearing conservation programs. But don’t forget that even in our non-work environment, we need to protect our hearing tools: our ears. Use hearing protection everywhere you may be exposed to loud noise. Above 85 dBA, hearing protection is recommended, and above 90 dBA, it is necessary. Many lawnmowers and leaf blowers exceed that level. Don’t take a chance. Be smart.   

The amount of distress and severity, ranging from  Good to Warrants Structural Review is recorded. If the distress, is Warrants Structural Review, further steps are taken to ensure that the bridge condition does not pose a safety hazard. As part of the inspection, the Bridge Inspector may identify maintenance recommendations for Region Bridge Crews.

Potential Major Bridge Maintenance (MBM) and rehabilitation projects are also identified using the inspection data by investigating bridges with a significant quantity of elements in poor condition.

Q  |  What’s involved in deck rehabilitation?
A  |  Deck rehabilitation can range from simply applying a sealing product to keep moisture out, to a deck overlay with localized repairs, or a complete deck replacement. All projects include equipment mobilization, traffic control, and material costs.

The engineering design balances the need for repair of the bridge with the needs of the traveling public. Sometimes specialized products are required for high traffic areas where an overlay needs to be constructed and the bridge re-opened to traffic within hours.

Q  |  How important is timing?
A  |  To prolong the service life of a bridge, major deck work should be done every 20 to 30 years, similar to replacing the roof of a house. The actual driving surface may need more frequent attention.

Delaying deck work can lead to accelerated deterioration, triggering an increase in the risk of localized failures that impact traffic and increase deck rehabilitation costs. Extensive delays can result in a “leaky deck,” allowing water to move through to the bridge superstructure resulting in corrosion or other distress, much like a leaky roof letting water into an attic.

Q  |  Are we keeping up with bridge deck rehabilitation?
A  |  Assuming a deck requires major rehabilitation about every 30 years, we should rehabilitate about 1,270,000 sf of deck a year (38,000,000 sf deck/30 years). Unfortunately, bridges require other rehabilitation like strengthening, scour protection, crack repair, rail replacement, and joint repairs that may take precedence so only a portion of the Bridge Program budget is spent on decks. Starting from 2013, looking forward to what is programmed -- we are addressing about 270,000 sf of deck a year; about 21% of the need.

Are we keeping up? No. Fortunately, we are able to keep our bridges in reasonable condition addressing the most critical needs and doing spot repairs. However, as the bridges continue to age, it is inevitable deterioration will continue and most likely accelerate. The Bridge Program is managed as efficiently as possible to keep the bridges in fair condition and to keep them safe and drivable; however, the list of critical needs will continue to increase as the bridge inventory ages. Not being able to address the bridges will lead to rough riding surfaces, increased repair costs, and the need to load post more bridges.

Reprinted from Oregon Department of Transportation Bridge Section’s “Bridge Notes.”

The  following Federal Highway Administration (FHWA) checklists are available from the T2 Center while supplies last.  To order, call 503-986-2855 or email T2Center@odot.state.or.us.

Checklists are spiral-bound, pocket-sized publications that include preliminary responsibilities, equipment inspections, surface preparation, weather requirements, traffic control, and common problems and solutions for each topic. Topics include:

• Chip Seal Application
• Thin Hot-Mix Asphalt Overlay
• Fog Seal Application
• Microsurfacing Application
• Joint Sealing Portland Cement Concrete Pavements
• Diamond Grinding of Portland Cement Concrete Pavements
• Dowel-Bar Retrofit for Portland Cement Concrete Pavements
• Partial-Depth Repair of Portland Cement Concrete Pavements
• Full-Depth Repair of Portland Cement Concrete Pavements
• Hot In-Place Asphalt Recycling Application
• Cold In-Place Asphalt Recycling Application
• Slurry Seal Application

This year, the annual Skills Demo and Safety Conference will be held at the Douglas County Fairgrounds in Roseburg September 13 through 15. The theme this year revolves around emergency preparedness and response. It also provides an opportunity for road maintenance operators from around the state to compete in equipment operation contests.

The keynote speaker will be Bill Martin with Oregon Office of Emergency Management. Bill worked on the recent multi-state effort to coordinate “Cascadia Rising 2016,” a multi-agency and multi-state exercise to prepare and coordinate response on state, local, and federal levels. His presentation will outline what a major earthquake in Oregon will look like for public agencies and will paint a clear picture of how our public infrastructure might fare in various parts of the state.

Other sessions include the T2 Center’s Emergency Bridge Assessment class, Roads Scholar RS-10 (Introduction to Survey and Grade Checking), Equipment Tie-down, and a presentation by the Disaster Doc, Dr. Sheila Sund.

Dr. Sund is a regular speaker on disaster preparedness topics for healthcare, business, and community groups. Her “disasterdoc” blog is read throughout the world. Her presentation is entitled, “Surviving Cascadia — Are You Ready” and focuses on helping public works employees to develop an action plan now to ensure that their families are prepared for post-disaster survival and to maximize their own safety and well-being while meeting their essential role in community recovery.

An awards banquet will take place on Wednesday evening, where the winners of each skills competition will be announced and prizes will be awarded. Prizes will be awarded for first, second, and third place in the following categories plus “Top Gun” for highest overall score: Pre-trip inspection, Grader operation, Truck plow, Backhoe, Loader, and Chains on/off. Registration will open in June at http://skillsdemo.org. 

Local elected officials play a major role in local road safety. They set goals, adopt policies, build coalitions, and approve the budgets for the roads you operate.

These officials, however, typically face many demands for their time and many requests for funding. When you work with them, you need to make every minute count.

COMMUNICATE

Keep it simple

Provide the facts in clear, concise language. Use terms that lay people will understand. Avoid acronyms and engineering jargon— for example, use “federal sign regulations,” not “MUTCD.”

Tell a story

Supplement facts and figures with stories of actual crashes. Explain how your plans may reduce these crashes.

Highlight successful examples

Share success stories from similar communities to show what has been proven to work. Use statistics about effective countermeasures.

Use creative presentation tools

• Utilize visual aids: photos of a problem site or feature; plans, graphics, or other images of your proposed solutions. 
• Consider props: Washington County, MN, for example, created a roundabout “rug” that people can walk on to understand roundabout navigation.

NETWORK

Build and maintain relationships with other safety stakeholders, such as:

• Elected officials’ staff  
• Your state’s department of transportation practitioners
• Law enforcement
• Public health officials

These stakeholders can help you gather safety information and reinforce support for safety initiatives when you communicate with your elected officials.

KNOW THE FACTS

Have the facts at hand about road safety in your community. You are the roadway expert, and the elected official looks to you for guidance:

• Know the problem locations, crash data, causes, and citizen concerns.
• Know State and Federal funding options and relevant safety policies.
• Know potential safety strategies and countermeasures to address issues.

INFORM AND EDUCATE

Inform and educate your elected officials:

• Present your data, proposed solutions, and costs.
• Scale your proposed solutions to a level your officials are able to address.
• Educate listeners about proven, effective, low-cost solutions. 
• Anticipate opposing views, and prepare responses to address them.
• Prepare a one-page summary of your main points.

Contributed by Michael Swan

Safety, like many things in our lives and careers, is frequently about choices – and we all have a role in making the choices that affect traffic safety.  Managers and administrators have responsibilities for creating policy and we all share in contributing to and implementing those policies. 

One of the first steps in addressing safety issues is identifying them.  We receive information through many channels.  Citizen complaints are not the only source.  All of our workers can, and should, contribute as well.  A maintenance crew pulling shoulders or ditches may see tire tracks running off the road and may notice that this happens repeatedly in a particular area.  Sharing that information with management may alert them to a problem.

Once a safety problem is identified, the causes need to be found.  Sometimes this is easy, but sometimes the causes are complicated and many factors may contribute.  Understanding the causes frequently points to a solution.  Unfortunately, it is unlikely any agency will have the funding to address every safety issue, much less the ability to deal with each of them immediately.  Prioritizing the safety issues and their solutions is important.  It allows an agency to spend its limited funds in an organized manner and can help the public understand why the choices were made.  Additionally, having a plan may provide some protection in the unfortunate event of a lawsuit.

Michael Swan, ODOT’s Safety Circuit Rider, can provide help to identify problems and their causes.  Additionally, he can provide technical assistance in finding solutions.

Choose safety and choose safely.  Share what you see.  We will all benefit.