The Oregon Department of Transportation (ODOT) is a department of the state government of the U.S. state of Oregon responsible for systems of transportation. It was first established in 1969. It had been preceded by the Oregon State Highway Department which, along with the Oregon State Highway Commission, was created by an act of the Oregon Legislative Assembly in 1913. It works closely with the five-member Oregon Transportation Commission (the modern name of the Highway Commission) in managing the state's transportation systems.The Oregon Transportation Commission, formerly the Oregon State Highway Commission, is a five-member governor-appointed government agency that manages the state highways and other transportation in the U.S. state of Oregon, in conjunction with the Oregon Department of Transportation.S.
Believe it or not, over the last 70 years, the yellow change and red clearance intervals (CCI) at signalized intersections have been continually studied, researched, modified, improved, and vigorously debated. Still, we can see quite a variety of different CCI guidance applied from federal, state and local perspectives. The latest ITE journal article suggests that CCI “Research [is] Still Needed!” Within 11 areas of identified and related interests, “safety benefits of yellow change and red clearance intervals” is identified as the most important. In 2020, “ITE Releases Recommended Practice for Traffic Signal Change”; however, “this report is specifically focused on the timing of traffic signal change intervals and does not address pedestrian signal change intervals or enforcement of red light running”. If we seek to design surface transportation systems that promote the safety of all road users, we ask the question: do pedestrians and rollers/cyclists deserve all-red clearances that serve their needs in the way that the concurrent moving vehicles at signalized intersections receive. And, if so, what should the duration of the all-red indication be? To answer this question, the authors illustrate a thought experiment of five hypothetical signalization scenarios including dynamic traffic “simulation” by manually diagraming the three critical seconds of signal timing transition: yellow, red, green in one cycle with considerations of all approaches of passenger cars, pedestrians, cyclists and rollers. Through the scenarios, we can visually see the progressive safety improvements of reducing the frequency of “forced conflicts” as a surrogate for potential crashes. The authors randomly surveyed around 100 northwest urban signalized intersections among each of the states of Oregon and Washington, and Canadian British Columbia District (BC). The random survey findings are mostly supportive of the all-red-clearance signalization for all travelers, particularly the superior leading pedestrian intervals (LPI), which has also been incrementally implemented at major cities, such as Portland, Seattle and Vancouver.
ABSTRACT Archaeology on Oregon's Coast has been largely limited in scope and has lacked the holistic viewpoint of Indigenous coastal history. Investigations began in earnest around 1930 with avocational archaeologists like Marcus Seale interested in expanding their “trophy item” collections. The male dominated field of professional archaeology began to evolve in the 1940s and 1950s with investigators from varying backgrounds, like Luther Cressman who began studying the material culture of the Oregon Tribes as if they were an extinct group. The 1970s push for federal recognition brought increased Tribal involvement and collaboration with archaeologists such as Richard Everett “Dick” Ross. Unfortunately, Tribes remain largely uninterested in archaeology as Indigenous individuals and communities continue to be left out of the narrative. Cultural resource professionals at major institutions continue to curate “cultural material” under the aegis of science and resource protection while arguing against the repatriation of material based on either lack of skeletal components, or a misguided understanding of “affiliation” and of Native views of sacredness. We explore the legacy of our predecessors and how we as archaeologists must take a more comprehensive Tribal perspective approach to understanding Oregon coastal history and more respectfully manage legacy collections.
Archaeology on Oregon's Coast has been largely limited in scope and has lacked the holistic viewpoint of Indigenous coastal history. Investigations began in earnest around 1930 with avocational archaeologists like Marcus Seale interested in expanding their “trophy item” collections. The male dominated field of professional archaeology began to evolve in the 1940s and 1950s with investigators from varying backgrounds, like Luther Cressman who began studying the material culture of the Oregon Tribes as if they were an extinct group. The 1970s push for federal recognition brought increased Tribal involvement and collaboration with archaeologists such as Richard Everett “Dick” Ross. Unfortunately, Tribes remain largely uninterested in archaeology as Indigenous individuals and communities continue to be left out of the narrative. Cultural resource professionals at major institutions continue to curate “cultural material” under the aegis of science and resource protection while arguing against the repatriation of material based on either lack of skeletal components, or a misguided understanding of “affiliation” and of Native views of sacredness. We explore the legacy of our predecessors and how we as archaeologists must take a more comprehensive Tribal perspective approach to understanding Oregon coastal history and more respectfully manage legacy collections.
The Rocky Point Viaduct, located near Port Orford, OR, was replaced after only 40 years of service. A beam from the original viaduct was studied in detail to determine the mechanisms contributing to severe corrosion damage to the structure. Results are presented from the delamination survey, potential and corrosion mapping, concrete chemistry, and concrete physical properties. The major cause of corrosion damage appears to have been the presence of both pre-existing and environmentally-delivered chlorides in the concrete.
Distracted driving indiscriminately kills nearly 3500 people each year with young adults having greater risks associated with this phenomenon. Prevention programs targeting the distracted driving habits of young adults are necessary to ameliorate the high costs, both in dollars and in lives, associated with this behavior. Few health education and prevention programs have been assessed for their effectiveness in changing knowledge, attitudes, and behaviors related to distracted driving. This study explores a distracted driving intervention among undergraduate students enrolled in an introductory public health course. A quasi-experimental study design was used to compare the pre- and post-data of the group receiving 5-weeks of a distracted driving intervention to a control group. Questionnaires were administered to both groups prior to and 2 weeks following the intervention to assess changes in knowledge, attitudes, and behaviors related to distracted driving. A Difference-in-Difference technique showed significant changes in knowledge (β = 0.40, p = 0.03) and total scores (β = 2.48, p = 0.04) in the intervention (n = 97) compared to the control (n = 131). T-tests examining pre- and post-scores for individual behaviors showed the intervention group displayed positive changes for some behaviors (talking, texting, cellphone use, grooming) compared to the control. The results support the impact that a classroom-based distracted driving intervention can have on undergraduate college students. Implications for this type of health education program may lead to improvements in distracted driving attitudes and behavior among this age-group.
