Moving
Diamond Interchange
Rock Point Bridge
keeping our promise
Oregon
Department of Transportation A Mail Tribune Advertising Department publication
PHOENIX
April
23 2010
Sp
rin
ON OUR COVER ODOT Project Leader Dick Leever points at the Fern Valley Interchange’s ‘North Phoenix Through’ design. Behind him (left to right) are ODOT employees Bob Branch, Kim Wyttenberg, Michael Gamble, Jessica Bochart-Leusch, and Jayne Randleman. The project is designed to provide additional capacity and improve safety at the Interstate 5 interchange in Phoenix. INSIDE COVER Construction workers from Wildish Standard Paving of Eugene work on the historic Rock Point Bridge, located west of Gold Hill. The two-lane bridge was originally built in 1920.
EDITORIAL DIRECTORS Jared Castle, (541) 957-3656 jared.b.castle@odot.state.or.us Gary Leaming, (541) 774-6388 gary.w.leaming@odot.state.or.us CONTRIBUTORS Kristine DeVries Publication Supervisor
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Fern Valley Interchange Environmental study nearly ready for public review
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Rock Point Bridge Set to reopen for Memorial Day Weekend
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Ashland I-5 Bridges Combining architecture with state-of-the art technology
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South Medford Interchange Project Wraps up
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Highway 62 Expressway Project footprint under design
ADVERTISING Dena DeRose, (541) 776-4439 dderose@mailtribune.com For information on advertising in this publication please contact Patti Phillips-Khan (541) 776-4466 pphillips-khan@dailytidings.com
This feature publication is produced separately from the Mail Tribune’s newspaper editorial department. All content is provided or approved by the Oregon Department of Transportation. ODOT is an equal opportunity / affirmative action employer committed to a diverse workforce. Accommodations will be provided to persons with disabilities. Alternate formats available upon request.
Bret Jackson Graphic Design Steve Johnson Photography
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FERN VALLEY INTERCHANGE PROJECT Prepares to release EA soon The project team continues work to release the federally-required Environmental Assessment (EA) for the Fern Valley Interchange project. The EA will include the impacts to the natural and human environment of the final design alternative. “Federal Highway Administration is requiring ODOT to provide a visual simulation of how the roadway will look with the area terrain,” said ODOT Project Leader Dick Leever. “We initially expected to release the EA this month; with this new requirement we’re now looking at early summer.”
“The JTA investment was great news,” said ODOT Area Manager Art Anderson. “The Fern Valley Interchange project and the Highway 62 project each received a major investment that gets these projects to construction and reflects the good work we’ve done in the Rogue Valley.” The final design alternative, known as ‘North Phoenix Through’ and the ‘no build’ option will be the subject of a 30-day public comment period and open house. The document will include the impacts to the natural and human environment of the final design alternative.
“ a ‘crossing’
or ‘diamond’ design provides Higher capacity to move traffic.
The $73 million interchange project, scheduled for construction in 2012, will make improvements with a new type of interchange and provide changes to the connecting roads on either side of Interstate 5. The Fern Valley Interchange project is fully-funded thanks to the 2009 Oregon Jobs and Transportation Act.
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“Once we get the goahead from the Federal Highway Administration (FHWA), we’ll ask the public to look over the document and the design and give us their comments,” said Leever. “The public comments will be examined and answered in the revised EA.” The Fern Valley interchange will be constructed using a ‘crossing’ or
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April 23, 2010
The North Phoenix Through design
The Diamond Interchange
‘diamond’ design that provides a higher capacity to move traffic while requiring lower right-of-way needs. The Missouri Department of Transportation was the first agency to construct an interchange of this design in the United States.
This interchange design can be constructed for a relatively smaller price tag than more conventional designs. Vehicles crossing the interchange move to the opposite side of the road to either enter Interstate 5 or to cross it, reducing the number of traffic signal cycles for traffic to clear.
For more information about the Fern Valley Interchange project, visit the web site: www.oregon.gov/ODOT/HWY/REGION3/fvi_index.shtml.
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The following bullets detail some of the changes drivers will encounter with the new interchange design: • ‘North Phoenix Through’ design on the east side of I-5 — Traffic coming from either Phoenix or I-5 will travel north to the east side of the Home Depot before connecting with the existing North Phoenix Road near Arrowhead Ranch. Traffic bound for the east Phoenix neighborhoods and Petro Truck Stop will travel on a new South Phoenix Road. This will begin northeast of the Home Depot and connect at the exist-
ing intersection of South Phoenix and Fern Valley Roads. • ‘North Phoenix Through’ design on the west side of I-5 — Traffic from I-5 on Fern Valley Road will cross a new and wider Bear Creek bridge. The new structure will have sidewalks and bike lanes. From the west side of the Bear Creek bridge to Highway 99, Fern Valley Road will be one way westbound. Eastbound traffic from Highway 99 will travel on Boltz Road instead of the current Fern Valley Road.
“We’re at a place now where we have good community support for the solution and the funding to make it happen. ” ODOT Area Manager Art Anderson
Project design background Last year, the project still had two design alternatives on the table – the North Phoenix Through and the Fern Valley Through – a mix of previous concepts and those submitted by the Phoenix Association of Business and Property Owners. The Fern Valley Through alternative was eliminated late last year because it would have an adverse impact on nearby farm land. “We went through an extensive process to include two design alternatives but in the end the Department of Justice counseled us to drop the Fern Valley Through alternative because it would require an additional land use goal exception,” said Leever. “State land-use guidelines state that we have to use the design that doesn’t require an exception.” According to Anderson, the project’s design phase started in 2004. The design went through a major overhaul in 2006 when local opposition rose against plans to widen Highway 99 in Phoenix. “The design process has taken much longer than anyone anticipated,” Anderson said. “But, more importantly, we’re at a place now where we have good
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community support for the solution and the funding to make it happen.” IAMP approved Last year, the Phoenix Planning Commission recommended approval of the Interchange Area Management Plan (IAMP) for exit 24 and has sent it onto the Phoenix City Council for approval. The IAMP is a planning document that examines future development near the interchange. This protects the public’s investment in the roadway system. IAMPs coordinate current and future land uses and transportation improvements to ensure the safe and efficient movement of people and goods to, through, from, and within the area. This is done by analyzing current land uses and traffic conditions, and future land uses and traffic conditions. Based on the results of the analysis, the study may recommend changes to allowable land uses near the interchange, or changes to the local street network and nearby intersections. “This will protect the public investment in the interchange well into the future and ensures the interchange area won’t get bogged down by traffic due to overdevelopment,” said Leever.
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Moving Ahead is published four times per year and is available throughout Rogue Valley.
Medford Britt Festival 216 W. Main St. Chamber of Commerce 101 E. 8th St. DMV 727 Medford Center Ed’s Tire Factory 2390 N. Pacific Hwy. Food 4 Less 2230 Biddle Rd. Jackson County Library 205 S. Central Ave. Les Schwab Tire Co. 701 N. Central Ave. Les Schwab Tire Co. 2095 Commerce Blvd. Les Schwab Tire Co. 2121 S. Pacific Hwy. Rogue Valley Transportation Crater Lake Ave. Sherm’s Thunderbird 2347 Jacksonville Hwy. Witham’s Truck Stop 2343 Biddle Rd.
White City Jackson County Roads 200 Antelope Rd. Jackson County Parks 400 Antelope Rd. ODOT 100 Antelope Rd. Central Point RV Council of Governments 155 N. 1st St. Phoenix Petro Fuel 3730 Fern Valley Rd. Super 8 Motel 300 Pear Tree Ln. Ashland DMV 600 Tolman Creek Rd. Les Schwab Tire Co. 2308 Ashland St.
Grants Pass Albertson’s 340 NE Beacon Dr. Albertson’s 1690 Allen Creek Rd. Auto Zone 1695 NE 6th St. Auto Zone 1601 Williams Hwy. Chamber 1995 NW Vine St. DMV 162 NE Beacon Dr., Ste.127 Fred Meyer 1101 Grants Pass Pkwy. Josephine County Planning 500 NW 6th St. Les Schwab Tire Co. 1694 NW 6th St. Les Schwab Tire Co. 320 Union Ave. News & Smokes 1330 NW 6th St. Riverside Inn 971 Se 6th St. Roe Motors 201 NE 7th St.
More stand locations are online at www.oregon.gov/ODOT/HWY/REGION3/standlocations.shtml
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Coincide, Don’t Collide
WHAT CAR DRIVERS NEED TO KNOW ABOUT TRUCKS AND BUSSES
Truck and bus drivers often tell stories about being cut-off or passed by a car driver who then puts on the brakes or dashes to the next exit. You never hear of these near misses, crashes that ALMOST happened, on the news – yet EVERYONE has their own story. If everybody could ride in a truck or bus for a day, there would be a lot more awareness and a lot fewer crashes. But since we can’t do that, get familiar with some keys to keeping safe around big rigs. These tips could save a life. 1. Never cut in front of a truck. A fully-loaded truck can take 400 feet — longer than a football field — to stop. 2. Keep a safety cushion around trucks. Try to leave a 10-car-length gap when in front of a truck and 20-25 car lengths when behind a truck. An average passenger car traveling at 55 mph takes 130140 feet to stop. 3. Never linger alongside a truck. Cars can momentarily “disappear” from a truck driver’s view due to blind spots around trucks. 4. Pass trucks quickly to increase visibility and reduce dangers associated with lingering beside a truck. 5. When a car passes a truck it’s not safe to change lanes in front of the truck until the car driver can see both truck headlights in the car rearview mirror. 6. When possible, pass a truck on the left because a truck’s blind spot on the right runs the length of the trailer and extends out three lanes. 7. Check a truck’s side mirrors. If a car is following a truck and the car driver can’t see the truck driver’s face in those mirrors, the truck driver can’t see the car. 8. Allow trucks adequate space to maneuver. Trucks make wide turns at intersections and require additional lanes to turn. 493653 3/19
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Cars and trucks have to share the road and that’s only going to get harder as our roads get busier. So, let’s all learn to drive in a cooperative manner for the safety of EVERYONE.
WHAT TRUCK DRIVERS NEED TO KNOW ABOUT CAR DRIVERS As professionals, truck drivers face a lot of stress and pressure each day just trying to do their job. They maneuver through congested highways with aggressive car drivers darting around and everyone in a rush to get where they’re going because time is money. It may make some want to gamble a bit by taking unnecessary risks. But when truck drivers gamble, they’re gambling their family’s future and the future of many innocent others. Don’t take a gamble. It’s just not worth the risk.
1. Get in a safe mind set! 2. Pre-inspect the truck’s condition and check load securement. Maximize the vision around a truck with clean, properly adjusted mirrors.
3. Buckle up! It is the last line of defense! 4. Obey traffic laws. Speeding reduces a driver’s ability to avoid a crash, extends a vehicle’s stopping distance, and increases the severity of a crash when it occurs. Slow down in bad weather and in work zones 5. Maintain a safe distance. Follow other vehicles at a safe distance (3-5 second rule).
6. Lane changes are risky. Make only safe and necessary ones. Pick a lane and stay in it as long as possible.
7. Focus on driving, not on distractions! Avoid cell phone use, changing CDs, eating, or any other in-truck distractions.
8. Never drive under the influence! And watch out for motorists whose behavior suggests they may have been drinking.
9. Get enough sleep. Sleep deprivation and fatigue causes lapses in attention, slowed awareness, and impaired judgment. A message from your Oregon Department of Transportation. Excerpted from an Operation Safe Driver program sponsored by the Commercial Vehicle Safety Alliance and Federal Motor Carrier Safety Administration. For more information, please contact the ODOT Motor Carrier Transportation Division at 503-378-6963. 493651 3/19
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Opportunities
available for local businesses, veterans
ODOT Civil Rights Field Coordinator Christie Meacham is always on the lookout for opportunities to connect local businesses with state construction projects. Meacham oversees the DBE (Disadvantaged Business Enterprises) and MWESB (Minority, Women Business Enterprises and Emerging Small Businesses) programs for the southern Oregon region. ODOT Job Fair Today If you’re a small business, ODOT is on your side. The agency is hosting a “How to Work with ODOT” job fair today, April 23 from 9 a.m. to noon at the Rogue Regency Inn, 2300 Biddle Road in Medford. The job fair is open to everyone.
relatively short in duration. Virtually all projects selected for exclusive bidding by MWESBs are advertised on the Oregon Procurement Information Network (ORPIN) system. You can go online to learn more here: orpin.oregon.gov/open.dll/welcome.
Veterans Services & Job Fair May 20 Jackson and Josephine County employers will have the opportunity to interview some of the best men and women America has to offer, while learning the benefits of hiring veterans at the the agency’s goal Hire-A-Vet, Veterans Services & Job Fair. The is to solicit and event is free and schedaward contracts uled for Thursday, May quickly, get people 20 from 1 to 5 p.m. at the lower level of working and get the Rogue Valley Mall, companies paid. 1600 N. Riverside Ave.
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ODOT Civil Rights Field Coordinator Christie Meacham
“DBE and MWESB certification gives contractors more opportunities,” said Meacham. “There’s a wide range of construction projects. We do more than just build highways and bridges. Our agency contracts for construction projects at rest areas and maintenance facilities to name a few.” According to Meacham, the agency’s goal is to solicit and award contracts quickly, get people working and get companies paid. For more information about these opportunities, contact Meacham at (541) 957-3698. Minority-, Women-owned and Emerging Small Businesses Many contracting opportunities in the MWESB program are estimated to cost less than $100,000 and are
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According to the Oregon Employment Department, veterans bring with them integrity, leadership skills, teamwork skills, experience working in diverse teams, and experience with technology and globalization. Some veteran candidates qualify for business tax credits that can save business owners thousands. Veteran candidates provide several advantages; they: • operate on an accelerated learning curve; • offer efficient performance under pressure; • respect procedures; and • know how to follow health & safety standards.
For more information about what veterans can do for your business, go online to www.hirevetsfirst.dol.gov or call Gina Green at (541) 776-6060 x225.
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NseEtWforPRAedSwSoIoNdGHigLhAwNaEy Motorists traveling to the Oregon Coast will find the journey a little smoother with the addition of a new passing lane on Oregon 199 (Redwood Highway) near the community of Wonder. Prime contractor Copeland Construction of Grants Pass will begin work soon on a one-mile northbound passing lane. According to ODOT Project Leader Jayne Randleman, the Redwood Highway sees the most traffic during the summer months. “Increased traffic, especially slowermoving traffic, increases the likelihood of drivers making poor choic-
es,” said Randleman. “The strategic addition of the passing lane placed between Hayes Hill and the Applegate River Bridge will help improve highway safety.” U.S. Rep. Peter DeFazio helped secure the majority of federal funding for the $1 million project. According to Randleman, most construction will occur off the highway. While no delays are expected during daylight hours, drivers will encounter short nighttime delays at the end of the project as Copeland Construction completes paving. During that stage, pilot cars will be used to direct traffic through the work zone.
ver o e k a m e g d i r b e g d y Dody on Sam’s Valley Highwa rea
The Dodge Bridge spanning the Rogue River on Oregon 234 (Sam’s Valley Highway) is scheduled for a makeover. The $500,000 project will begin after the July 4 holiday weekend. “Most 50-year-olds certainly would like to be as strong as they were in their younger days,” said ODOT spokesman Gary Leaming, “the same can be said for bridges.”
According to Leaming, the project will retrofit the bridge rail to meet today’s safety standards. Plans also call for strengthening the structure’s cracked beams and caps. The construction work requires a lane closure with traffic controlled by flaggers while workers are on the bridge. “Delays should be short,” Leaming said.
tll Roads c e j o r P 0 4 1 n o g e Orligns Kirtland and Blackwe rea
Construction begins this summer on a $5.9 million project to improve mobility on Oregon 140 (Kirtland Road). Plans call for a realignment of Kirtland and Blackwell Roads near Interstate 5 exit 35. “This is a much-needed project north of Central Point because of the large volume of trucks and other traffic that travels from I-5 to the White City area,” said ODOT Project Leader Jayne Randleman.
April 23, 2010
This project will remove the stop sign for westbound traffic at Kirtland Road. Travelers on that roadway will continue through a new curve and intersection, which acts as an extension of Oregon 140 to the Blackwell Road interchange. The project also adds a Kirtland Road undercrossing for bicyclists and pedestrians, as part of the Rogue River Greenway. Construction will initially occur off the roadway with a mix of daytime and nighttime construction. Motorists will then encounter delays of up 20 minutes during the latter stages.
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ROCK POINT BRIDGE
ay weekend to reopen for Memorial D
When the Rock Point Bridge closed in September 2009, ODOT announced the bridge rehabilitation project would be completed in eight months. Problems arose earlier this year when prime contractor Wildish Standard Paving of Eugene found more deterioration in the historic structure than ODOT had originally anticipated. Incomplete drawings dating from the bridge’s original construction in 1920 added to the repair delays.
“We are
Gold Hill on Oregon 234, the two-lane bridge was built in 1920. A 1953 repair project replaced the bridge’s south approach. In 2000, the bridge underwent expedited repair work to strengthen the crossbeams, lifting a 10,000-pound weight restriction on the span. going to
keep our promise to these businesses.
Nearby businesses – the Del Rio Vineyard and the Oregon Vortex – rely on the Rock Point Bridge to ODOT Project Manager bring customers from Joe Thomas Interstate 5. ODOT had promised these businesses that the bridge would reopen before the 2010 Memorial Day weekend, the official start of the summer tourism season. “For instance, what was thought to be a 8-inch think concrete wall turned out Once it was apparent the rehabilitato be 8 feet thick.” said ODOT Public tion project would not be completed Service Representative Dennis Steers. That affected the contractor’s schedule.” in time, ODOT directed the contractor to make adjustments so a single lane of traffic would be open from Interstate 5 This repair project isn’t the first for the for the summer tourism season. Rock Point Bridge. Located west of
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Construction workers set forms during the construction of the Rock Point Bridge. A historical photo showcases the bridge’s guard rails.
“We are going to keep our promise to these businesses,” said ODOT Project Manager Joe Thomas. “Construction work will continue behind a barrier and there may be some night closures to allow critical work to continue but the Rock Point Bridge will be open for the summer.” According to Thomas, ODOT will allow the contractor to close the bridge again after the Labor Day weekend so the work can be completed. The $3.9 million rehabilitation project targets the bridge’s damaged deck and side rails as well as cracked concrete beneath the bridge. Wildish Standard Paving is using rebar-enforced concrete to replace the bridge’s original concrete
rails and urn-shaped balusters and applying a new bridge deck to the nearly 90-year old historic structure. The current detour directs drivers to use I-5 exit 40. In addition to coordinating with the Del Rio Vineyard and the Oregon Vortex, ODOT worked with emergency service providers and the Central Point School District to ensure necessary adjustments were made during the bridge closure. “Surprises happen when you’re working on a structure as old as the Rock Point Bridge,” Thomas said. “Thankfully, we’ve found a short-term solution that will satisfy the local businesses and allow us to get the repairs finished as soon as possible.”
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Ashland’s Interstate 5 bridges
combine architecture with state-of-the-art bicycle technology
Long-planned improvements at both of Ashland’s Interstate 5 exits — exit 14, Green Springs Highway (Oregon 66) and exit 19, North Ashland interchange — are scheduled to begin in earnest this summer as contractors initiate two separate projects for ODOT. Brush clearing and other initial site work commences in spring, with heavy construction expected to begin in June and July. The project is expected to be completed by mid-2012. The Green Springs Highway Bridge at I-5 exit 14 is being widened from the center out to accommodate higher traffic volumes and improved bicycle and pedestrian safety. The bridge deck will nearly triple in width and will feature two 12-foot travel lanes, a center turn lane, traffic signals at both ends of the bridge, and bike lanes and sidewalks. Plans call for repairing the existing deck, replacing non-standard bridge rails, and adding roadway lighting, decorative pedestrian lighting and a bike signal. The South Valley View Road Bridge at I-5 exit 19 will be entirely replaced with a new, wider structure. The replacement bridge will provide two 12-foot travel lanes, a center turn lane, and widened shoulders. Funding for both of these projects is provided by the Oregon Transportation Investment Act (OTIA). Art Deco treatments chosen for new bridges The new bridges at I-5 exits 14 and 19 will feature artistic treatments that
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“… the group recommended an Art Deco theme for the bridges. [they] found inspiration in design details from the rooftop of the 1925 Ashland Springs Hotel.
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reflect downtown Ashland’s historic architecture and natural environment. A nine-member Aesthetic Advisory Committee, appointed by the City of Ashland to make design recommendations for the project, met six times in 2009. After considering several design options, the group recommended an Art Deco theme for the bridges. The group found inspiration in design details from the rooftop of the 1925 Ashland Springs Hotel. Ten-foot tall concrete pylons at the ends of the bridges are topped by pointed “chevron” designs also found on the hotel’s parapets. The shape also is featured on the supports for the light poles. The pedestrian fencing with a rust-colored powder coating features a central arch design that can be seen on the hotel’s rooftop facade.
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April 23, 2010
Interstate 5 exit 14, Green Springs Highway Bridge
In another nod to downtown Ashland, the light poles on the bridge will provide supports for banners. The light fixtures will be “dark-sky compliant” to minimize any light pollution at night. The exit 19 design will be a more simplified version of exit 14. Both interchanges will be painted a light tan color to match their natural surroundings. New landscaping will also be included. Bridge designs for I-5 exits 14 and 19 were shared with the public on April 8. The open house, held at the Best Western Windsor Inn in Ashland, provided the public with the opportunity to meet project staff and review the final design plans.
This bike signal, currently in use in Portland, is representative of the signal plan for the exit 14 bridge.
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Bridge designs are the work of many Thanks to the hard work of a group of dedicated volunteers and project staff, the new bridges at Interstate 5 exits 14 and 19 will be distinctive community features unique to Ashland and I-5. “We’d like to acknowledge the contributions of all of these individuals who worked so hard to ensure that this project represents the best of Ashland,” said, ODOT Area Manager Art Anderson. “By coordinating design input through the advisory committee and the public through our open houses, we are creating not just freeway infrastructure but architectural statements for the community and its visitors. “It has been very rewarding watching it all come together.” In 2008, ODOT and the City of Ashland partnered to establish an Aesthetic Advisory Committee consisting of various
city commissions and project stakeholders to make design recommendations for each I-5 interchange. John Galbraith of Galbraith and Associates of Medford turned the committee’s ideas into design concepts. Quincy Engineering provided structural engineering support. “The partnership has been a positive experience,” said Ashland City Council member Kate Jackson, who also serves on the project committee. “The team was responsive to our requests for information and I am very appreciative that ODOT used a local landscape architect. John Galbraith did a superb job of capturing the themes we discussed. “The process and the resulting designs reflect well on ODOT and the City of Ashland.”
The exit 14 bridge will incorporate bicycle traffic controls similar to what is currently in use in Portland.
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Bicycle/pedestrian improvements on the way Once construction is complete, bicycling or walking across Green Springs Highway (Oregon 66) Bridge at Interstate 5 exit 14 will be a lot easier than it is today. The exit 14 overpass will receive dedicated bicycle and pedestrian facilities because it is located in a congested area, with development on either side of the freeway. Safely accommodating the movement of bicyclists and pedestrians there is a priority for ODOT and the City of Ashland. The diagram on page 17 illustrates the new design for the overpass. Approaching the interchange from downtown Ashland on Ashland Street from the west, new 5’ bike lanes and 7’ sidewalks on the interchange approaches will connect to existing city facilities. On the bridge itself, the bike lanes widen to 8’, which is wider than the standard. The bike lanes will be 6’ wide on the east side of the interchange. The facilities are basically the same as you approach the interchange from the east on Green Springs Highway. The only real difference is that a new dedicated right turn lane will be constructed for vehicles
turning northbound onto I-5. Cyclists approaching from the east will continue in the bike lane heading straight across the overpass. Vehicles heading southbound onto I-5 at exit 14 present a potential hazard to cyclists heading east, where the traffic crosses the bike lane at the entrance to the on-ramp. To address this, ODOT will install a bike signal that is activated by a detector loop, similar to the way traffic signals operate. The bike signal will allow cyclists to cross the entrance to the freeway before vehicles are allowed to turn into the southbound on-ramp. Examples of a similar bike signal are shown on pages 17 and 18. Bike signals are an emerging transportation technology still relatively new to Oregon. Ashland will be among the first communities to receive one. “We are pleased to be able to accommodate the City’s request for additional bicycle safety features at exit 14,” said ODOT Area Manager Art Anderson.
Oregon Transportation Investment Act The $1.3 billion Oregon Transportation Investment Act (OTIA) III repairs and replaces hundreds of bridges across the state to ensure the unrestricted movement of freight and spur economic growth.
Between 2009 and 2011, the bridge program expects to sustain an average of more than 2,600 jobs per year before dropping to about 1,100 jobs per year in 2012. Overall, the 10-year bridge program will sustain an annual average of approximately 2,300 jobs.
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South Medford Interchange project
wraps up
On pace to finish well ahead of the project’s scheduled October 2010 completion date, prime contractor Wildish Standard Paving of Eugene is finishing up the landscaping around the new interchange as well as clean-up work. The South Medford Interchange project’s final milestone occurred on Jan. 12 when the Barnett Road-Bear Creek Bridge opened to traffic following a six-month closure. The $1.7 million structure was the last of 11 bridges constructed within the four-year, $72 million project.
The Barnett Road closure significantly impacted six local businesses – the Black Bear Restaurant and Best Western Inn on the south side of the road and the Dairy Queen, Motel 6, Days Inn and Travel Lodge on the north side of the road.
ODOT brought in Barbara Findlay Schenck, a national marketing expert and published author of Small Business Marketing for Dummies, Business Plans Kit for Dummies, Branding for Dummies and Selling Your Business for Dummies, to meet with the local business owners.
Current federal flood requirements “That was one of the first times these called for the new bridge to be built six businesses met together as a marwith a higher elevation to keep bridge keting group,” said Tom Hawkins, ownsupports out of the 100-year floodway. er of the Dairy Queen on Barnett Road. To meet that requirement, the Barnett “There were some good ideas that Road-Bear Creek Bridge features ‘moncame out of that meeting…and I found ster’ beams – each of the 15 beams it worthwhile.” measure 172 feet in length, seven-andWe wanted to recognize ODOT added a-half feet in height signage along the and weigh more the great partnership we have detour routes to dithan 86 tons – the rect motorists to the largest pre-cast, with the City of Medford. businesses. The Medbridge beams of ford Area Chamber the more than 200 This partnership has of Commerce led a used throughout the ‘Buy Barnett’ marketSouth Medford Interdone great things. ing effort during the change project. six-month bridge ODOT Area Manager Art Anderson closure to comple“There was a lot of ment ODOT’s inforbehind-the-scenes mation campaign. work and planning involved in delivering these 15 monster “The project was long for us but during beams,” said ODOT Project Manager the holidays we could look out at the Joe Thomas. “Due to their length, the construction workers on the bridge beams had to be directed east down and knew it would be open soon,” said Barnett Road before the crew could Grace Grueso, manager of the Black back them in to the work site.” Bear Diner. In addition to meeting federal flood Grueso and Hawkins both spoke at a requirements, the larger bridge features ribbon-cutting event sponsored by the sidewalks and bike lanes. Chamber last January. Barnett Road was closed between Alba “We knew the businesses struggled Drive and Highland Drive to through during the 180-day bridge closure,” traffic for six months during the bridge said ODOT spokesman Gary Leaming, replacement stage. Wildish Standard “but we were optimistic that, once Paving replaced the bridge and rebuilt Barnett reopened, business would the roadway. come roaring back.”
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Cupcakes decorated with project signs commemorated the partnership between ODOT and the City of Medford.
Leaming and ODOT Area Manager Art Anderson gave a brief presentation to the Medford City Council in February, acknowledging the joint venture and the City of Medford’s $15 million contribution to the project. Leaming handed out cupcakes decorated with project signs to commemorate the partnership.
“We wanted to recognize the great partnership we have with the City of Medford,” Anderson said. “This partnership has done great things. Not only did it jump start the South Medford Interchange project but it has set the example for project development in the region and statewide.”
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Massive project changes south Medford The $72 million South Medford Interchange project went to bid in 2006, following more than seven years of development. Not surprisingly, the population growth in the Medford area was unforeseen when the Interstate 5 interchange was built in 1963. “When (former Oregon Transportation Commission Chairman) Glenn Jackson dedicated I-5 at the Barnett Road interchange, Medford had about 30,000 people and was a rural community,” said ODOT spokesman Gary Leaming. “Medford is now an urban community and needs an urban interchange. “This interchange allows traffic to move better in south Medford and will help Medford grow as a community and as a regional commercial center.” A joint venture with the City of Medford, this was the largest state highway project in the Rogue Valley since I-5 was constructed. The City of Medford contributed $15 million to the project, which was designed to improve safety and congestion. “This was quite simply the largest project many of us have ever worked on,” said ODOT Area Manager Art Anderson. “The plan sheets alone for this project were nearly 800 pages.”
Former Oregon Governor Mark Hatfield cuts the ribbon, opening the Medford to Ashland section of Interstate 5
The project’s centerpiece is the new interchange design, a single point urban interchange (SPUI), which handles large volumes of traffic while minimizing the amount of land required for on-ramps and off-ramps in both the environmentally and developmentally constrained areas associated with Bear Creek, and also in areas to the east and west of I-5. This was only the second SPUI design constructed in the state of Oregon. The other is located in Salem at the Market Street interchange beneath I-5.
Former Oregon Transportation Commission Chairman Glenn Jackson speaks at the ribbon-cutting event
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The south Medford interchange as it was originally constructed in 1963
The new south Medford interchange built south of Barnett Road
“The SPUI is located close to Bear Creek so additional bridges were needed to accommodate the retaining walls for the on- and off-ramps,” Leaming said. A project Solution Team and Citizens Advisory Committee worked through more than 20 different concepts to develop the best design. The Highland Alternative was identified as the preferred alternative in the Final Environ-
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mental Impact Statement required by the Federal Highway Administration. “The development process took a lot of time but we needed that time to make sure we got it right,” said Anderson. “A project like this changes Medford and the surrounding area, just as the construction of I-5 did back in the 1960s.”
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$11.2 million project starts this summer in northeast Medford The City of Medford plans to begin construction this summer on the Oregon 62-Owen/Coker Butte project in northeast Medford. The highway project is designed to improve traffic flow, safety, and reduce congestion on both Crater Lake Highway and Crater Lake Avenue. “This project will improve safety and congestion on both city streets in north Medford and Crater Lake Highway,” said Medford City Engineer Larry Beskow.
ford by connecting Springbrook Road to Owen Drive, north of Delta Waters Road,” Beskow said. Apart from this project, the City of Medford is also in negotiations with WalMart to allow access from Owen Drive to Lear Way between the Costco and WalMart stores. According to Beskow, this will also help improve connectivity in the area.
According to Beskow, the overall cost of the $11.2 million, two-year project makes the following improvements: • Moves the Cardinal Avenue traffic signal south to the improved Owen Drive, which will become a four-way intersection; • Limits right turns only at the intersection of Cardinal Avenue and Oregon 62; • Closes the existing Webfood and Coker Butte Road intersections east of Oregon 62; and • Improves Crater Lake Avenue by moving it farther back from the highway at both Owen Drive and the new fourway Coker Butte intersection. This will improve the safety of the intersections by removing the frequent conflicts that arise because the intersections are too close to one another. “These changes will also improve north-south connectivity in east MedFor more information about the City of Medford project visit online: www.oregon.gov/ODOT/HWY/REGION3/Oregon62_Owen_Coker_index.shtml.
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H i g h way 6 2 E x p r e s sway project moves forward
The footprint for the next phase of the Highway 62 Expressway project is nearly complete. Following a series of public meetings for Unit 2 of the Highway 62 Corridor Project, the project’s Citizens Advisory Committee and Project Development Team selected their preferred alternative, a 4.5-mile expressway that parallels the Old Medco Haul Road between White City and Medford. The alternative selection is necessary for the federally-required environmental document, known as the Draft Environmental Impact Statement (DEIS).
The footprint for the corridor’s next phase: • Builds a four-lane section eastbound from Poplar Drive on Highway 62 with the expressway traveling north near Whittle Avenue; • Allows traffic headed for the retail businesses to remain on the existing Highway 62 as they do today; and • Makes the expressway continue north just east of the airport property, span Vilas Road and end at a signalized intersection near Corey Road. ODOT has targeted 2013 target to begin construction of a multi-modal
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transportation solution that will reduce congestion and improve safety along Highway 62. ODOT traffic analysis shows traffic volume on Highway 62 is almost as high as that found on Interstate 5 and it is expected to double within 20 years. The Highway 62 corridor in the Medford area has some of the heaviest traffic and congestion issues in southern Oregon. “The existing Highway 62 corridor will continue to function as a service corridor, providing access to the goods and services people need,” said ODOT Area Manager Art Anderson. “We expect that once constructed, the first phase of this expressway project will move about half of the traffic off the existing highway.” The 2009 Jobs and Transportation Act dedicated $100 million toward the project. According to Anderson, the project needs another $20 million.
“With a funding shortage it will be imperative for the teams – Jackson County and City of Medford as well as the community – to help us bridge the funding gap,” said Anderson. Highway 62 Corridor project Unit 1 improved the north Medford interchange, realigning the I-5 ramps and reducing congestion and improving safety around Exit 30. Unit 2 builds an access controlled expressway for through traffic from north Medford Interchange toward White City. “The solution must be built in stages as funding becomes available,” ODOT Project Leader Dick Leever said. “However, Unit 2 provides a multi-modal solution that not only addresses transit, bicycles, and pedestrians but also provides a solid foundation for a Unit 3 project in the future.”
Additional information about Unit 2 of the Highway 62 Corridor Project is available online at www.oregon.gov/odot/hwy/region3.
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DON’T GET A TICKET
http://www.oregon.gov/ODOT/MCT/
A message from the Oregon Department of Transportation.