The Butler County Engineer's
Office receives many inquiries each week from the public via
this web site and telephone. While usually project or problem-specific,
there are frequent general themes that recur in many questions
and comments.
We have addressed some
of these frequently asked questions below. If you don't see an
answer to something that's been on your mind, please contact
us with your inquiry and it may be added to this page.
- Q1: Why don't you maintain all
roads in the county?
- Q2: Don't you occasionally perform
projects on state routes?
- Q3: How many more accidents will
it take to finally get this road or that intersection improved?
- Q4: I pay taxes. Why can't you
just fix my road?
- Q5: Why is funding such a problem?
- Q6: If the money is available
for a particular project, why does it take so long to get the
project built?
- Q7: Why does it take some projects
so long to get started once design plans are complete?
- Q8: OK, so the project is under
construction. But why is it taking so long?
- Q9: Why can't you lower the speed
limit on my road? How are speed limits determined?
- Q10: Why can't you install traffic
signals at an intersection or turn it into a four-way stop to
make it safer ?
- Q11: Why does it seem like more
money is being spent on projects in the eastern half of the County
versus the western half?
- Q12: What is the difference between
a public road and a private road?
- Q13: What is the difference between
a dedicated road and an accepted road?
- Q14: Our school levy failed and
now they're cutting busing. The roads within a mile of the schools
are going to be a mess. What can you do about it?
- Q15: What do you do when private
property is needed for roadway improvements? Do you use eminent
domain?
- Q16: Does the Engineer's Office
assign addresses and how is this done?
- Q17: Does the Engineer's Office
repair railroad crossings? Why does it take so long to get a
bad crossing fixed?
- Q18: Does pre-treating the roads
with salt brine before a winter storm really work?
- Q19: How are roadway detours determined?
Why doesn't the Engineer's Office detour traffic onto smaller
roads?
Q1:
Why don't you maintain all roads in the county?
A: The Ohio Revised Code (ORC)
Section 5543.01 states that the county engineer and his staff
are responsible for the "construction, reconstruction, maintenance,
and repair of all bridges and highways within his county that
are under the jurisdiction of the board of county commissioners."
This is known as the County road network. There are four distinct
roadway systems in Ohio:
- State: The Ohio Department of Transportation
has responsibility for the maintenance and upgrade of State and
U.S. Federal highways. Examples -- Interstate 75, U.S. 27, Ohio
73. All intersections along state-maintained highways are also
the responsibility of the State.
- County: Each county in Ohio is responsible
for its own network of roads that fall under the jurisdiction
of the county commissioners. Examples -- Tylersville Road,
Jacksonburg Road, Stillwell Beckett Road. For a complete list
of all BCEO-maintained roads, click
here.
- Township: Each board of township trustees
is responsible for its township's road system. Examples -- Beckett
Ridge Boulevard (West Chester Twp), Bridgeton Manor Court (Liberty
Twp), McCoy Road (Reily Twp). Bridges on the township systems
are the full responsibility of the county.
- Municipalities:
Cities
and villages have responsibility for the streets and alleys within
their corporation limits. Examples -- Breiel Boulevard (Middletown),
Main Street (Hamilton), Campus Avenue (Oxford). Some bridges
within municipalities are the responsibility of the county.
The ORC also states
that the county engineer's office is responsible for the "construction,
reconstruction, resurfacing, or improvement of roads by boards
of township trustees..." This means that the county engineer
serves as the engineer for the townships and their network of
roadways as well. That is why the BCEO works with the trustees
on the planning and engineering of their projects.
Q2:
Don't you occasionally perform projects on state routes?
A: It is not uncommon for us
to spend County money in a good faith effort to expedite State
projects. We have worked with the Ohio Department of Transportation
on their roads, often agreeing to provide design and engineering
plans to speed up the process of getting a project to construction.
Unfortunately, the County roadway infrastructure alone has become
so overburdened with traffic and safety issues it is becoming
increasingly more difficult to justify spending local County
money on a State project versus putting the money into our own
system.
Q3:
How many more accidents will it take to finally get this road
or that intersection improved?
A: We can engineer a solution
to any traffic problem that exists, but finding the necessary
funds to build the solution is another matter. Obtaining the
money to fix congested roads, dangerous intersections, and aging
bridges is the most difficult task with which the BCEO must contend.
Projects are prioritized based on traffic and capacity issues,
accident history, and available financing. There are many projects
the County, State, and smaller local governments recognize need
to be completed. But finding the money to accomplish these capital
improvements is extremely difficult. One of our most important
tasks is to seek out and utilize every funding source available.
Our experts work hard to leverage as much outside state and federal
grant money as is realistically possible.
Another solution might
be to over-engineer everything, but to do so would be a costly,
irresponsible use of taxpayers' money and still would not eliminate
driver error. While we strive hard to make Butler County's roads
safe for the motoring public, driver responsibility simply cannot
be ignored. We can engineer only up to the point of human error.
Engineers can build
the safest road or intersection possible based on modern design
standards, but one can never completely eliminate the factors
of driver error and inclement weather. Excessive speed, inattention,
driving under the influence of alcohol or drugs, blinding sun,
snow and rain can all contribute to accidents. Your County Engineer
encourages motorists to drive safely, respect the rules and other
drivers, and always wear a seat belt. Most roads are safe if
one drives responsibly and obeys the signs and speed limits.
For safe driving tips, please click
here.
Q4:
I pay taxes. Why can't you just fix my road?
A: Funds for road and bridge
improvements are generated primarily from license plate fees
and gasoline taxes. The Engineer's Office receives no money from
property taxes or the County's general fund. Therefore, our income
is relatively limited so we are forced to do more with less.
For a full overview of "where the money comes from,"
click here.
Q5:
Why is funding such a problem?
A: Although Butler County's population
is increasing, revenues from gas taxes and license plate fees
-- our primary sources of income -- have remained relatively
flat. Moreover, Butler County's status as one of the State's
largest counties makes it a donor county. When revenues are distributed
by the State of Ohio, Butler County actually gets back less than
it puts in. A portion of our gas tax money goes to smaller counties
that can't generate adequate revenues due to their limited populations.
In a way, we are a
victim of our own progress. As noted above, the BCEO receives
no money from local property taxes. The explosive growth
and economic development taking place in Butler County helps
build the commercial tax base for our communities and schools
but the Engineer's Office receives none of this money.
And yet the new roads we've built to accommodate this growth
and facilitate progress drives up our maintenance costs substantially.
Increased road miles, additional lanes, and more traffic signals
means more salting and plowing, paving and striping, signing,
guardrail, bridge and culvert maintenance. Our cost to upgrade
and maintain the roadway infrastructure is also subject to inflation.
Each year we pay more for blacktop, salt, materials, and labor.
Another important funding
factor is that Butler County's commercial and residential growth
generates more congestion problems and safety issues. This means
the scope of many projects is larger than ever before, thereby
generating higher engineering and construction costs for the
BCEO.
Q6:
If the money is available for a particular project, why does
it take so long to get the project built?
A: In some cases, state and federal
grant money is approved and available but not programmed (or
budgeted) until a specific year. Moreover, the use of federal
funds almost always requires that an Environmental Assessment
be performed to determine a project's impact on the surrounding
environs, including wetlands, wildlife, archaeological features,
historical structures, and the local economy. In some cases,
the initial assessment may indicate that a complete Environmental
Impact Study is required, which can be very costly and time-consuming.
It is also important
to remember that all projects require basic planning and engineering.
Safety and common sense dictate that new bridges, roadway improvements,
and intersection upgrades be designed by qualified and licensed
civil engineers. This of course involves time and careful engineering.
The bigger the project, the more extensive the design phase will
usually be.
Q7:
Why does it take some projects so long to get started once design
plans are complete?
A: It is important to understand
why the government cannot move in with bulldozers and start work
right away. There are many steps designed to protect our citizens
which must be completed before construction can proceed. For
example, after design plans have been finalized, we must acquire
right-of-way. When private property must be acquired, there is
a process which must be followed to compensate the property owner.
Purchase of private land usually proceeds smoothly but occasionally
an agreement cannot be reached. The government may acquire the
land through eminent domain and proceed with the project,
but not until a settlement has been reached. The concept of eminent
domain gives the government the right to use private land,
but this is strictly based upon a fair assessment of its value.
Sometimes fair market value must be determined through the courts
and a trial. Unfortunately, this scenario can slow down a project.
There are also numerous
above-ground and underground utilities which must typically be
relocated before any project can begin. Easements and permits
must be obtained prior to relocating utilities. Again, it is
a lengthy and time-consuming process to move telephone lines,
TV cable, water and gas mains so as to not interrupt service
to thousands of homes and businesses. Gas mains pose a particular
hazard to workers digging in their vicinity. Unless these are
carefully located and moved before digging, an explosion could
result in the death and injury of many workers and citizens near
the construction area. Once all right-of-way has been acquired
and all affected utilities have been relocated, construction
can begin.
Q8:
OK, so the project is under construction. But why is it taking
so long?
A: There are several factors that
the neither the BCEO nor the construction contractor can control.
The most obvious of these is weather -- a very important factor
in the road construction business. Rain can hamper progress even
on a sunny day. When there is earthwork to be performed at a
project site, the ground must be dry enough to work. Several
days of sunshine may be required to dry a project site and then,
unfortunately, sometimes it rains again.
Delivery of materials
can be delayed. For example, a new bridge may be nearly complete,
but the guardrail cannot be installed because it has not arrived.
Safety factors and the law prohibit us from opening a bridge
to traffic without guardrail.
Q9:
Why can't you lower the speed limit on my road? How are speed
limits determined?
A: There are very strict rules
which govern the posting of speed limits. The Engineer's Office
is not at liberty to randomly raise and lower speed limits, as
these are strictly determined by the State of Ohio Manual of
Uniform Traffic Control Devices, per the Ohio Revised Code. While
this may sound rigid, the State has implemented these rules to
provide uniformity throughout the Ohio which in the long run
makes driving safer for all motorists. In the unincorporated
areas for which we the County have responsibility, every speed
limit change must be approved by the Ohio Department of Transportation
(ODOT). A speed study must be performed and submitted to ODOT
in order to determine if a road or stretch of roadway meets specific
speed limit warrants. As part of this study, accident history
and roadside development are reviewed. While a speed study may
result in the lowering of a posted speed limit, enforcement is
usually the issue, not necessarily the speed limit itself.
County and Township
roads have different parameters than state routes and roadways
located within a municipal corporation. Any platted subdivision,
residential or commercial, is subject to a 25 mph speed limit.
All other county and township roadways are statutory 55 mph until
a speed study is completed and approved by ODOT.
A speed study is based
on five factors:
- Highway development
-- The number of access drives and intersections along the studied
stretch of roadway;
- Roadway features --
Lane widths, shoulder widths, and geometric characteristics;
- Accident history --
Accidents along the studied stretch are reviewed. Only speed-related
type accidents are included, not accidents caused by animals,
weather, or congestion;
- 85th percentile speed
-- The speed at which 85 percent of the vehicles are traveling;
- The pace of vehicles
-- The 10 mph range of speeds containing the greatest number
of observed speeds.
Ultimately, speeding
is an enforcement issue. As posted speed limits are appropriate
per state regulations, it is the responsibility of local law
enforcement agencies to enforce the speed limits and, of course,
motorists must be responsible for driving safely and observing
all laws and traffic control devices.
Click here
for an overview of the BCEO's Speed Limit Study Process.
Q10:
Why can't you install traffic signals at an intersection or turn
it into a four-way stop to make it safer?
A: Many times following an accident
we receive urgent requests to fix an intersection by installing
signals or turning it into a four-way stop. However, a reactionary
and emotional response following an accident would not be prudent
or wise. Like speed limits, there are very strict rules which
govern the utilization of traffic control devices. We must perform
an objective study that assesses traffic volumes, accident history,
and other factors. The BCEO cannot randomly install signals,
stop signs, or any other traffic control device unless certain
warrants, or criteria, are met. To do so is illegal. These warrants
are strictly dictated by the state and justifiably so. There
has to be a standard uniform application of traffic control devices
to prevent driver confusion. While some intersections may seem
problematic, we must evaluate them in an objective manner using
factual information and sound engineering judgment. It would
be fiscally irresponsible to spend money on improvements that
are not necessarily justified.
Sometimes a four-way
stop may seem like a logical solution, yet there are circumstances
in which this can actually create a more dangerous situation
than might already exist, resulting in more, not fewer, accidents.
To reiterate, we strive
hard to make Butler County's roads safe for the motoring public.
That is our job. However, we can engineer only up to the point
of human error. Driver responsibility is an important component
of safe motoring. Engineers can build the safest road or intersection
possible based on modern design standards, but one can never
completely eliminate the factors of driver error and inclement
weather. Installing more stop signs or adding signals does not
guarantee that motorists will always obey them. Excessive speed,
inattention, driving under the influence, blinding sun and snow
and rain can all contribute to accidents.
With that in mind,
it is important to understand that we do closely monitor all
roads, bridges, and intersections for which we have responsibility
per the Ohio Revised Code. Safety, congestion issues, and accident
data are reviewed with frequency to ensure that we stay on top
of any developing problem areas. Some areas are more accident-prone
than others and we hear demands to improve each of them. In many
cases improvements are already being planned, designed, or are
slated for construction.
It is not our intent
to diminish the urgency of citizen requests that come into our
Office. We'd like to fix every single problem right away, but
realistically we have to prioritize based on traffic and capacity
issues, accident history, and of course, available financing.
Q11:
Why does it seem that more money is being spent on projects in
the eastern half of the County versus the western half?
A: There tend to be more large
scale projects in the eastern half because that is where the
needs are. This is due to the explosive growth taking place along
the I-75 corridor and the surrounding areas. This growth places
huge demands on the roadway system. Consequently, there are more
congestion and capacity related projects there; ie, projects
which add lanes or involve construction of new roads designed
to accommodate more vehicles. These types of projects require
more funding.The western half of the County is growing at a slower
rate and the traffic demands are not nearly the same. Most projects
there involve bridge and culvert replacements, intersection modifications,
and resurfacing. These tend to be less expensive overall.
A look at our Current
Projects page will show that the actual number of projects
is fairly evenly distributed. It varies from year to year and
in some years one township may have more than another, but it
balances out over time. Moreover, projects in some townships
like West Chester, Liberty, or Fairfield, may actually be funded
through their own TIFs or private developers. The County simply
manages the engineering and construction.
The BCEO's first priority
is safety -- safe roads, safe bridges. We are very aware of the
perception issues by the western half of the County regarding
the eastern half. We look at where the needs are and try to be
fair to everyone. But the fact is there are very few roads in
the western half that are over capacity (congested) in the same
way that many are in the eastern half. This does not mean the
western half is being ignored or slighted in any way. It just
means that the needs are different.
Q12:
What is the difference between a public road and a private road?
A: A public road is one that
has been officially accepted by a governing agency -- city, township,
county, state -- for public use. It has been recorded in the
agency road records as a public road and is therefore maintained
by that agency. Maintenance includes snow removal, paving and
repairs, and any necessary upgrades.
Private roads have
NOT been accepted as public roadways and are therefore not recorded
in any agency's road records. Here in Butler County, some private
roadways are on file with the BCEO's Tax Map Department for reference
purposes only, but these roads are not maintained by any public
agency. Maintenance responsibility of a private road falls upon
the property owners who live on the road. If a neighborhood homeowner's
association exists, the association usually takes responsibility.
A developer has the
option to construct a road as public or private. A road typically
remains private if the developer chooses not to build it to public
standards. If a road does not meet these standards, it will not
be accepted as a public road.
In some cases a private
road is never filed with our Tax Map Department and therefore
it is impossible for us to have any documentation of its existence.
We encourage all developers of private roads to file documentation
with our Tax Map Department so that these roads can be placed
in the 911 emergency system and shown on our Official Transportation
Map.
Q13:
What is the difference between a dedicated road and an accepted
road?
A: When reference is made to
a dedicated road, technically speaking, that reference is to
a dedicated right-of-way -- land that has been reserved, or dedicated,
for construction of a roadway that will eventually be accepted
and maintained as a public road. Once this road is constructed,
it is not accepted as a public road by the local governing agency
until the developer has finished building the homes or businesses
around it. Until then, the developer is responsible for keeping
the roads free and clear of snow and debris.
Once all development
is complete, any necessary repairs to the road can be made by
the developer and then a final layer of asphalt is laid. At this
point, the developer must continue to maintain the road for one
year before it can be accepted as an official public road.
Q14:
Our school levy failed and now they're cutting busing. The roads
within a mile of the schools are going to be a mess. What can
you do about it?
A: Concern about increased congestion
on local roads when a local school district reduces bus service
is understandable. Safety is a concern for all of us. It is what
drives most projects here at the Engineer's Office.
Implementing immediate
upgrades such as major roadway and intersection improvements,
sidewalks, traffic signals, or speed limit reductions, is not
feasible in a short period of time. Roadway projects are based
on long-range planning, which includes local growth and development,
traffic counts and traffic patterns, accident data, and funding
availability. When it comes to long-range planning and budgeting
limited funds for roadway projects, it is impossible to predict
and measure what a local school community may do in the short
and long term. School levies are fickle and their impact on a
local community can vary widely within relatively short time
periods. For example, if a local levy suddenly passes, the school
district may likely reinstate bus service, alleviating the traffic
issues in the vicinity of their schools.
Some things to keep
in mind with regards to traffic control:
- Some have suggested
reducing speed limits to 20 mph on all roads within a one mile
radius of schools on school days. This is not only impracticle
but illegal. Speed limits cannot be lowered arbitrarily. Speed
zones must be warranted and adhere to the Ohio Revised Code.
Only roadways that front a school may be signed for school zone
speed limit. The Ohio Department of Transportation must also
approve all requests for warranted speed zones.
- We have been asked
to install additional traffic control devices, such as stop signs
and traffic signals. These however must be warranted. A traffic
signal is the most restrictive of all traffic control devices.
Even if a traffic signal is warranted, it still requires time
to design and money to construct. The minimum cost of a traffic
signal is between $75,000 and $100,000 to design and install.
Design of a traffic signal takes an average of three to four
months to design.
- Some have also suggested
that we immediately install new sidewalks along all roads near
a school when a school district threatens to reduce busing services.
Planning and construction of sidewalks is a major undertaking.
Land must be surveyed, sidewalks must be designed, existing drainage
features must be addressed, right-of-way must be acquired, existing
utilities must be relocated, and funding must be secured. The
cost of installing sidewalks runs approximately $5 per square
foot. This cost does not include the cost for right-of-way, utility
relocation, or modification to existing drainage features.
Since projects are
long-range undertakings, we cannot possibly plan around local
school levy failures and school board decisions. The BCEO is
responsible for roads and bridges in 13 townships that are served
by 15 different school districts here in Butler County. And as
noted, we are also restricted by traffic control measures set
forth by the State of Ohio. When school levies fail, your primary
issues really are with your local school district, not necessarily
with the County or local governing agency. However, it is always
our hope that a reasonable settlement is attained by the school
district and its citizens with regards to a school tax levy.
Q15:
What do you do when private property is needed for roadway improvements?
Do you use eminent domain?
A: The issue of eminent domain
seems to be in the news a lot, mostly in a less than positive
light. But when it comes to roadway safety improvements eminent
domain can result in a win-win situation for everybody as
it is designed to protect private property owners while allowing
public projects to proceed for the public safety.
It is the County Engineer's
duty to build and maintain safe roads and bridges for the motoring
public. This involves planning ahead, engineering, designing,
and constructing improvements before the local roadway network
becomes structurally and functionally obsolete. Certain projects
such as roadway widenings may necessitate the acquisition of
right-of-way from private property owners.
While we design for
the least amount of impact to nearby properties, a roadway project's
integrity must not be jeopardized. We obviously do not design
a road or bridge project in haphazard fashion. All aspects of
a project are taken into account including the effects on local
properties. Everything possible is done to ensure the least amount
of impact while utilizing safe, modern design standards that
will result in a safe and efficient roadway for the general public.
Sometimes however a
property owner may not be receptive to a road or bridge project.
This usually involves one of two issues: 1) the property owner
does not agree with the project design and its impact on their
property, or 2) the property owner does not agree with the amount
of compensation that is being offered for acquisition of all
or part of their property.
We have a public responsibility
to improve traffic flow and roadway safety for the public at
large, but in doing so, local property owners may feel as if
they are being negatively impacted. It is a delicate and sometimes
difficult balancing act between doing what is required for public
safety versus the rights and wellbeing of the individual property
owner who lives along a proposed road improvement. Quite frankly,
we at the Engineer's Office sometimes find ourselves in a no-win
situation. If we don't construct a much needed road project we
are neglecting our public duty and become subject to public criticism.
Should we do the project and it becomes necessary to use eminent
domain we are characterized as the big, bad government.
The good news is that
we negotiate for hundreds of right-of-way parcels a year with
very few problems. We work in good faith with all property owners,
meeting with them as necessary to explain a project and its effects
on their property. We listen carefully to property owner concerns,
make suggestions, and even modify the design within reason. We
will not however risk public safety by compromising sound engineering
principles and safe design standards.
When acquiring rights-of-way
for a project, property is not "taken." A fair market
value is offered to the property owner as just compensation.
This estimate is determined through a formal assessment of the
property's worth, and in the case of federally funded projects
or appropriations an independent certified appraiser is utilized.
Any property owner however has the right to dispute the compensation
amount. This is when the concept of eminent domain is
exercised. Eminent domain protects the property owner's
rights to just compensation, which is the fair market value of
what the parcel is actually worth plus allowances for damages
to the residue if any. Eminent domain allows public projects
to proceed for the public safety but protects the individual
property owner for just compensation.
It is critical to understand
that we have a public responsibility to offer fair market value.
Anything more would call into question our responsible handling
of taxpayers' money. The accusation would be that we are giving
public money away. Our duty is to protect the taxpayers while
being fair to the property owner.
Government agencies
including this one have been unfairly characterized as unresponsive
or accused of doing the minimum to help a property owner. Nothing
could be further from the truth. In a handful of cases a property
owner may simply be unwilling to negotiate in a reasonable manner.
But our staff of professionals works very hard to create a win-win
situation for the property owner and the general public whom
we represent. We always keep in mind that we work for all citizens
of Butler County -- for the individual property owner and for
the public at large.
Q16:
Does the Engineer's Office assign addresses and how is this done?
A: The BCEO's Tax Map Department
assigns addresses in the unincorporated areas of Butler County.
This would include all of those new subdivisions and commercial
side streets popping up almost daily in townships like Fairfield,
Liberty, and West Chester.
Some have asked why
often times the address numbers jump in increments greater than
two. One factor to consider is that traditional street blocks
are less common in the unincorporated parts of the county than
in the cities. New subdivision streets out in the townships tend
to curve and meander a lot. So that is why the 100, 102, 104
system does not necessarily work.
The assignment of addresses
is measured off of a Countywide grid. There are 600 numbers per
mile in the grid. Our Tax Map Department divides this out to
get a number for every nine feet. There are other factors that
also influence the assignment of addresses. Adjacent address
numbers may differ by a value of four or more to allow for possible
future zoning law changes. For example, additional addresses
need to be available if for some reason a lot would be split
and additional housing or business units inserted. These new
addresses would need to be in sequential order with the rest
of the addresses on the street. Another issue encountered with
increasing frequency is that cell phone companies purchase or
rent space on certain properties to install towers. These towers
are required to be associated with their own address, so allowances
need to be made for the assignment of a new address in these
cases.
There are several factors
considered when assigning addresses and it's not an exact science.
Every situation is a little different.
Q17:
Does the Engineer's Office repair railroad crossings? Why does
it take so long to get a bad crossing fixed?
A: The railroads own all crossings
and are responsible for their maintenance and upkeep. When crossings
become bumpy and worn out, the BCEO works with the railroads
to expedite repairs but has no authority to actually perform
the repairs. If the railroad does not fix a bad crossing in a
timely manner, we do everything legally possible to get the railroad
to address the problem, but unfortunately state and federal law
provides local agencies with very little recourse against the
railroads.
Whenever the BCEO receives
a complaint about a bad crossing we are usually already aware
of it and have spoken with the offending railroad. We do suggest
that citizens also contact the railroad themselves as well as
the PUCO - Railroad Division (Public Utilities
Commission of Ohio), which has regulatory authority over the
railroads. If the crossing involves a city or state-maintained
road, citizens should register their complaint with the city
or ODOT,
District 8, who will then contact the appropriate railroad.
Q18:
Does pre-treating the roads with salt brine before a winter storm
really work?
A: The application of salt brine
helps prevent the initial bonding of snow and frozen precipitation
to roadway surfaces. It provides melting in the same manner as
traditional salt granules, but sooner. This immediate melting
action reduces early accumulations and allows road crews to get
a jump on clearing the roads.
Studies have proven
that applying liquid brine before snow or ice has bonded to the
pavement can be ten times more effective than spreading granular
salt on top of snow and ice after the precipitation has already
bonded to the pavement. It takes one ton of salt to make 1,000
gallons of brine, resulting in less granular salt usage. Since
pre-treating with brine makes subsequent applications of granular
salt work more effectively, twice as much can be accomplished
with the same amount of salt. This results in a direct cost-savings
to the taxpayers.
The Butler County Engineer's
Office has been utilizing salt brine to pre-treat roads since
2003. Our primary goal is to keep roads safe and clear for the
motoring public. But if we can save our citizens money by doing
it more efficiently then hopefully that's a bonus.
If minor snows have caused more problems in recent years, perhaps
it is due to the fact that our area doesn't get nearly as much
snow as in years past, nor as often. Therefore we may be less
accustomed to driving in it. This might be a good time to remind
motorists to drive cautiously in all winter weather situations
and be especially careful and courteous when driving near salt
trucks and snow plows.
Q19:
How are roadway detours determined? Why doesn't the Engineer's
Office detour traffic onto smaller roads?
A: Much thought and planning
goes into every road closure and any necessary detours. We must
consider the impact on all local and surrounding roads since
most County roads are major arteries. Local roads usually will
not suffice as adequate detour routes for County arterials which
typically carry much higher traffic volumes. Any time we close
a County road we are obligated to detour traffic onto County
or State roads of equal or greater capacity. We cannot detour
traffic down to smaller township roads and streets that are not
designed to handle large amounts of traffic.
Routing high volumes
of County road traffic onto smaller subdivision streets, through
shopping or entertainment districts, or onto less adequate township
roads is not practical, could result in traffic jams, and would
create an unsafe situation for motorists and pedestrians. While
the Engineer's Office understands that some local motorists find
their own ways around detoured project areas, our official detours
must follow higher capacity County and State roads.
