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A publication of the Product Innovation Division of the Mail Tribune
MOVING AHEAD WITH ODOT
OREGON DEPARTMENT OF TRANSPORTATION
Friday, November 30, 2007
CONTENTS
PROJECTS
4
South Medford Interchange
9
Highway 199 Expressway
10
I-5 Bridges
NEWS
5
Winter travel
6-7 Winter driving 8 Tripcheck.com and 511 STAFF ON OUR COVER
CONTENT CONTRIBUTORS Jared Castle, Gary Leaming
FEEDBACK
EDITORIAL DIRECTOR Jared Castle
We welcome your comments and suggestions. Please send them by mail to: Moving Ahead with ODOT ODOT Rogue Valley Area Office 100 Antelope Road White City, Oregon 97503
ADVERTISING SALES Krystal Jordan (541) 776-4356
or e-mail ODOTMovingAhead@odot.state.or.us
PRODUCT INNOVATION Susie Wenaus, Manager Bret Jackson, Graphic Designer Steve Johnson, Photography
Please include your full name and address, telephone number, and e-mail address, if available.
PRODUCT INNOVATION DIVISION, a division of the Mail Tribune Advertising Department, provides professional production and design services to market your business in print and on the Internet. This feature publication is produced separately from the Mail Tribune’s newspaper’s editorial department. All content is provided or approved by the Oregon Department of Transportation.
Don’t play games on the road. Drive safely this winter.
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.
A publication of the Product Innovation Division of the Mail Tribune
MOVING AHEAD WITH ODOT
Friday, November 30, 2007
Fern Fern Valley Valley Interchange Interchange
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Environmental Assessment on schedule for release next year
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third year of design work is nearly complete on the Fern Valley Interchange. The federally-required Environmental Assessment, currently under review, is scheduled for release in early 2008.
The Fern Valley Interchange experiences traffic congestion throughout the day, especially during the morning and afternoon commute. New and proposed development on the east side of Interstate 5, and development growth within the Rogue Valley, are choking the interchange’s capacity and causing safety concerns. The purpose of the Draft EA is to evaluate the two design alternatives — a mix of previous concepts and those submitted by the Phoenix Association of Business and Property Owners.
Phoenix officials requested help. ODOT adjusted the signal timing and modified the existing Phoenix overpass with additional width for a turn lane. “Our technicians are adjusting the signals to give Fern Valley traffic twice as much green time as the ramp traffic,” said Leever. “We considered the added expense of modifying the bridge to the tune of at least $100,000 but it didn’t pencil out since it would be all thrown out once the new construction project begins. “It just shows we need to get this project built.” The current schedule calls for interchange construction to begin as soon as 2010. For more project information, go online to www.oregon.gov/odot/hwy/region3.
Once the draft EA is complete, a 30-day public comment period follows, which includes plans for an open house and public hearing. Public comments are included and addressed in the Revised EA. Then, the project teams vote for an alternative to build. INTERCHANGE AREA MANAGEMENT PLAN On a separate track, the Fern Valley Interchange Area Management Plan (IAMP) currently is the subject of monthly meetings.
TRANSPORTATION
ENERGY
LAND DEVELOPMENT
WATER RESOURCES
Interchange Area Management Plans 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. “Our planners are working with members from the Fern Valley Citizens Advisory Committee to finish the IAMP, which will guide the land uses and zoning near the interchange for the future,” said Project Leader Dick Leever. “The process seems long but we’re making good headway. “Our consultant is wrapping up the project’s technical reports. That will be the basis for the Draft EA.” SIGNAL TIMING CHANGES The need for a new Fern Valley interchange is becoming more acute. A short-term maintenance project at the Talent overpass added more traffic to the Phoenix interchange. “The Talent project added enough traffic to tip the Fern Valley interchange into near gridlock,” said Leever.
At David Evans and Associates, Inc., our core purpose is “to improve the quality of life while demonstrating stewardship of the built and natural environments.” We are proud to be working in southwest Oregon on projects like the Isthmus Slough Bridge replacement. Projects like this give us an opportunity to work in partnership with ODOT to identify innovative solutions that are respectful of the communities in which they are built. www.deainc.com
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A publication of the Product Innovation Division of the Mail Tribune
MOVING AHEAD WITH ODOT
Friday, November 30, 2007
South Medford Interchange
Bridge construction continues as paving season closes According to Boyett, the Bear Creek Bridge replacement work will occur under a full closure so that it can be finished as quickly as possible. The South Medford Interchange project went to bid in 2006 after more than seven years of development. The project has the distinction of being the largest state highway project in the Rogue Valley since Interstate 5 was built. A joint venture with the City of Medford, the project is designed to improve safety and congestion. The City of Medford is contributing $15 million toward the project. The centerpiece of the project is construction of a new interchange 1,900 feet south of the existing Barnett Road exit (exit 27). The new interchange design is called a single point urban interchange (SPUI), which can handle large volumes of traffic. The SPUI is located close to Bear Creek, so additional bridges are needed to accommodate the retaining walls for the on- and off-ramps. A project Solution Team and Citizens Advisory Committee worked through more than 20 different concepts to develop the design. The Highland Alternative was identified as the preferred alternative. According to Project Information Specialist Gary Leaming, a video is available online at www.oregon.gov/odot/hwy/region3, which shows how the SPUI operates. “The web site helps keep the public informed about the new interchange design and the ongoing construction work,” Leaming said.
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he bustle of activity known as the South Medford Interchange — summer excavation and paving — is scaling back for the winter season to focus primarily on bridge work.
The $70 million project reached several significant milestones this past summer. Major construction is now complete on Barnett Road between Highland Drive and Ellendale Drive. Wildish Standard Paving and its subcontractors will focus on the interchange area and the Highland Drive and Garfield Street connectors, which feed vehicles to the new interchange. “Wildish continues to stay ahead of schedule on major project segments,” said ODOT Public Service Representative Bill Boyett. “The project is really starting to take shape. Local motorists are beginning to get a sense of the size of this project.” In the interchange area, construction crews are working on the new northbound and southbound off-ramps. Crews are also rebuilding the new southbound Bear Creek Bridge on Interstate 5. The new bridge will span the creek to conform to current flood control and environmental regulations. Other ongoing work includes soil compaction that will make up the east portion of the new interchange. The work also includes the connector road from Interstate 5 to Highway 99 and a realigned Center Drive. Other work on tap includes:
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• Completing Highway 99 improvements; • Setting support spans across Interstate 5; and • Beginning Barnett Road construction between Alba Drive and Highland Drive, including replacement of the Bear Creek Bridge over Barnett Road.
ELECTRICAL DESIGN . PROJECT MANAGEMENT . CONSTRUCTION
A publication of the Product Innovation Division of the Mail Tribune
MOVING AHEAD WITH ODOT
When winter hits, ODOT maintenance crews make I-5 their first priority
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s winter approaches, John Vial, the ODOT District Manager, warmed up his message, his mantra for the Rogue Valley. “Keeping the roads open is a partnership between ODOT and the public,” said Vial. We’re prepared for severe winter weather and we ask the public to do the same.” With a winter maintenance goal to maintain a safe driving surface, ODOT maintenance crews throughout the Rogue Valley use many different tools and practices, including plowing, chemicals and sanding materials, to stay ahead of the winter weather. Maintenance crews apply chemicals and sanding material on hills, curves, structures, and known trouble spots. Chemicals are used both as an anti-icer, before the storm to help prevent ice from forming on the road surface, and as a deicer, after the storm to help break the bond between ice and the road surface. ODOT maintenance crews shift their schedules to provide 24-hour coverage during the winter to keep employees fresh and ready to respond to any storm, day or night. “Our crews really gear up for winter,” said Vial. “When a snowstorm hits the I-5 mountain passes, it’s an all-hands-on-deck event. Keeping I-5 open is our first priority.” SISKIYOU PASS The Siskiyou Pass presents a unique challenge. When a storm hits Southern Oregon, the highest priority is the ten-mile stretch of Siskiyou Pass on Interstate 5, due to its importance as a regional freight route and its high traffic volumes. ODOT maintains other mountain passes in Southern Oregon at lower levels of service than the Siskiyou Pass. The Sexton and Smith Passes on I-5 in Josephine County are equal priority to the Siskiyous, however those mountain passes are at significantly lower elevations and do not see the same frequency of winter storms. The Siskiyou Pass is Oregon’s only mountain pass where all-weather or studded tires cannot be substituted for chains.
“Because of the grades, the traffic and the experience of drivers on Siskiyou Pass, we go to a higher standard of traction devices,” Vial said. “When we say chains are required on the Siskiyous, every vehicle has to chain up except vehicles equipped with four-wheel drive.” [Detailed information about conditional closures for Siskiyou Pass is available on page 7.] ILL-EQUIPPED FOR WINTER TRAVEL Storm-related delays and short-term closures on the Siskiyou Pass are a common occurrence. However, motorists are often caught ill-equipped to travel over the I-5 mountain pass. “One of the biggest errors we see is people unprepared for winter conditions and a long wait in their car,” Vial said. “We’ve seen people in shorts and tennis shoes. They have no gloves and no flashlight, but they’re bent over in the snow trying to chain up.” In addition to pre-trip recommendations for winter travel, ODOT recommends motorists use these tips before traveling over the Siskiyou Pass: • Dress warmly. Leave the Hawaiian T-shirt at home. It may be warm in your car, but you’ll miss your winter coat should you need to chain up. Carry an extra blanket and spare clothing in your vehicle. • Fuel up. ODOT maintenance crews work hard to reopen I-5 during a winter storm, but it is not unusual for motorists to spend an hour or more waiting for the road to clear. Keep your tank full and ensure you’ll have plenty of gas to keep your car (and heater) running. • Stay equipped. At a minimum, carry tire chains, a working flashlight and drinking water. Make your wait more bearable by taking along a pair of gloves, a cell phone and some snacks. • Find relief. Don’t find yourself stuck in a snowstorm wishing you had ordered the small coffee instead. Nature calls, and loudly, when you’re sitting in bumper-to-bumper traffic. Warmer facilities are abundant in Ashland, so make a final stop before heading south over Siskiyou Pass.
Friday, November 30, 2007
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DRIVE WITH CAUTION AROUND SNOWPLOWS Drivers who try to pass on the right when a snowplow is in operation run the risk of damaging their vehicles, hitting the snowplow or running off the road and into a snow bank or guardrail. On state highways, passing a snowplow on the right is illegal. On most Oregon highways, snowplows have “wing” plows that stick out more than eight feet from the right front edge of the truck. The snow being plowed or blown off the road can contain rocks and other debris that can damage vehicles. Trying to pass a plow on the left also has its problems. The road behind the snowplow is in much better condition than the road ahead. If conditions are severe enough to require the attention of a snowplow, drivers should use extra care when trying to accelerate and pass other vehicles. Ruts in the snow can grab tires; icy conditions make it difficult to control any vehicle at higher speeds. Drivers should give winter maintenance vehicles such as plows and sanders a wide berth. They do not travel at high speeds and other vehicles quickly overtake them. Plows and sanding trucks pull over periodically to let traffic pass. The best advice is to stay at least three car lengths behind and give yourself more time to get where you are going.
DON’T PLACE DRIVEWAY SNOW ONTO STATE HIGHWAYS The state highway is not a good place to deposit snow from your driveway. In fact, it’s against the law to deposit any object onto Oregon highways and highway right of way, including snow. Placing driveway snow on the road or shoulder creates a hazard for other highway users and for ODOT snowplow operators. Chunks of snow and ice form an uneven road surface that can surprise drivers and cause crashes. When snowplows create berms of snow at the end of driveways, ODOT asks property owners to help by shoveling that snow to the sides of their driveways, rather than back onto the road or shoulder. If you shovel snow onto the roadway, you will be asked to clear it away. Or ODOT may remove the snow and bill you for the cost of doing so. In addition, you may be cited under Oregon law; violations are punishable as a misdemeanor under ORS 374.990.
A publication of the Product Innovation Division of the Mail Tribune A publication of the Product Innovation Division of the Mail Tribune
WINTER DRIVING SAFETY
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MOVING AHEAD WITH ODOT MOVING AHEAD WITH ODOT
KNOW YOUR CHAIN REQUIREMENTS BEFORE THE SNOW HITS Snow zone signs inform motorists about the current requirements for chains and traction tires. Normally, three messages may be displayed on these signs throughout the winter months.
Friday, November 30, 2007 Friday, November 30, 2007
Minimum Cha LIGHT DUTY VEHICLES One tire on each side of the primary drive axle.
Rear-Wheel Drive
1. Carry Chains or Traction Tires When signs say you must carry chains or traction tires, the chains or traction tires must be in or on your vehicle, and they must be the right size for your vehicle and of sufficient number to comply with the chain rules.
TOWING
Chains must be on one tire on each side of one axle of a trailer that is equipped with a brake.
One tire each side.
2. Chains Required on Vehicles Towing or Over 10,000 GVW When this message is displayed, vehicles towing or rated for more than 10,000 pounds gross vehicle weight (GVW) must use chains.
3. Chains Required-Traction Tires Allowed on Vehicles Under 10,000 GVW Vehicles towing or rated for 10,000 pounds GVW must use chains. Vehicles weighing 10,000 pounds GVW or less and that are not towing must use chains or traction tires.
“Traction tires” are studded tires or other tires that meet tire industry standards for use in severe snow conditions. These tires display a symbol of a three-peaked mountain and a snowflake on the sidewall. When towing, cars and light trucks must use chains on both tires of the drive axle. Chains also must be on the two outside tires of at least one axle of a trailer that is equipped with a brake. In most winter conditions, four-wheel and all-wheel-drive vehicles are exempt from the requirement to use chains or traction tires if the vehicle is not towing.
One tire each side.
One tire on each side of one axle.
TRUCK TRACTOR SEMI TRAILER Two tires, one on each side of any axle.
TRUCK TRACTOR SEMI TRAILER Two tires, one on each side of any axle.
Oregon’s chain requirements Chains include link chains, cable chains, or any other device that attaches to the wheel, vehicle, or outside of the tire that is specifically designed to increase traction on ice and snow.
Front-Wheel Drive
Two tires on each side of the primary drive axle.
TRUCK TRACTOR SEMI TRAILER If both axles are powered by the Two tires, one on each drive line: one tire on each side side of any axle. of each drive axle.
TRUCK TRAILER
TRUCK TRAILER One tire, either side, either axle.
Two tires on each side of the primary drive axle.
TRUCK TRAILER One tire, either side, either axle.
If both axles are powered by the drive line: one tire on each side of each drive axle.
publicationofofthe theProduct ProductInnovation InnovationDivision Divisionofofthethe Mail Tribune AApublication Mail Tribune
MOVINGAHEAD AHEADWITH WITH ODOT ODOT MOVING
CONDITIONAL CLOSURES ON SISKIYOU PASS
MEDIUM DUTY VEHICLES
Tandem drive axle with one powered by the drive line: Two tires on each side of the primary drive axle.
Single Drive Axle: One tire on each side of the drive axle.
If both axles are powered by the drive line: one tire on each side of each drive axle.
One single-wheel axle and one dualwheel axle: must have chains on one tire on each side of the dual wheel axle
In very bad winter road conditions all vehicles may be required to use chains regardless of the type of vehicle or type of tire being used. This is known as a conditional road closure. While a conditional road closure may occur on any of Oregon’s highways, they are most frequent on Interstate 5 through the Siskiyou Pass because of the geometry of the highway, experience of drivers, high truck traffic and overall large traffic volumes. On the Siskiyou Pass, the basic “Carry Chains” requirement and three types of conditional closures are used.
SOLO COMMERCIAL VEHICLES
th axles are powered by the drive line: tire on each side of each drive axle.
Tandem drive axle with one powered by the drive line: Two tires on each side of the primary drive axle.
Single drive axle: one tire on each side of the drive axle.
1. Carry Chains When signs say you must carry chains, the chains must be in or on your vehicle, and they must be the right size for your vehicle and of sufficient number to comply with the chain rules.
SET OF DOUBLES
2. Single Axle Trucks and Vehicles Pulling Trailers
Two tires, one on each side of any axle.
Under this conditional closure, all single drive axle trucks over 10,000 GVW, trucks pulling double trailers, and any vehicle pulling a trailer is required to install chains. Traction tires cannot be substituted for chains.
SET OF DOUBLES One tire, either side, either axle.
Two tires, one on each side of any axle.
Two tires on each side of the primary drive axle.
SET OF DOUBLES
3. All Trucks and Vehicles Pulling Trailers This next level of conditional closure requires all trucks over 10,000 GVW as well as any vehicle pulling a trailer to chain up. Traction tires cannot be substituted for chains. 4. Full Chain Restriction
One tire, either side, either axle.
NDEMIVE AXLE ” & “C” AINS Two tires, one on each side of any axle.
NDEMRIVE AXLE ” & “C” AINS Two tires, one on each side of any axle.
Two tires, one on each side of any axle.
Two tires, one on each side of any axle.
If both axles are powered by the drive line: one tire on each side of each drive axle.
Two tires on each side of the primary drive axle.
Short of a full closure, this is the most severe winter conditional closure used in Oregon. Under the full chain restriction, all vehicles with the exception of 4-wheel drive and emergency response, are required to install chains. A traction tire is not allowed to substitute for chains. “We often find motorists are unaware of the conditional closure requirements on Siskiyou Pass,” said John Vial, district manager for the Oregon Department of Transportation. “When we say a full chain-up, we expect to have all non-exempt vehicles to be running with chains, not traction tires. “This is probably the least understood restriction for the Siskiyous.”
Two tires, one on each side of any axle.
If both axles are powered by the drive line: one tire on each side of each drive axle.
According to Vial, ODOT and Oregon State Police maintain check points on either side of the Siskiyou pass and will turn a motorist around if they aren’t prepared.
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WINTER DRIVING SAFETY
Requirements
Friday, November 30, 2007 7 Friday, November 30, 2007
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A publication of the Product Innovation Division of the Mail Tribune
MOVING AHEAD WITH ODOT
TripCheck and 511 offer winter travel information
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eed to check the Siskiyou or Sexton pass conditions? Start with TripCheck.com. Now in its eighth year of service, the Oregon Department of Transportation’s travel information Web site continues to provide valuable traveler information.
The TripCheck.com network of cameras now includes more than 190 cameras statewide. Here are some of the new features available. • NOAA Alerts – The National Oceanic Atmosphere Administration (NOAA) provides adverse weather watches and warnings. We now display these watches and warnings under the Alerts section of TripCheck. • Sno-Zone update – TripCheck added new icons to show areas specifically for snow zones. These are the new white dot icons. They will show information on areas where motorists are required to chain up or carry traction tires.
Friday, November 30, 2007
Dick’s
Wrecker Service
• Transportation Options – This menu offers four easy ways to find services in planning a trip on public transportation. Search by City or County, City to City, Special Accommodations, or by an alphabetical listing. • Ramp and Rest Area closures – Highway ramps, interchanges, and rest area delays and closures will appear on the TripCheck map. Icons for the delays and closures on the ramps and interchanges will be the same as all the others, with the exception of stating “interchange” or “on/off-ramp” in the icon message at the location. 5-1-1 SERVICE The phone service provides the same road condition information as TripCheck.com. Please be aware that some phone companies in Oregon do not support the 511 dialing option. If your carrier is among this group, please dial our other toll-free number 800-977-ODOT (6368). If you are dialing from outside the state of Oregon, please dial 503-588-2941. You may use TripCheck 511 system’s voice recognition system to ‘speak’ your instructions into the system. Just follow the prompts provided. This can speed your use of the system and make selection easier, particularly for cell phone users. The system will also allow you to interrupt the information being presented if you want to navigate to another menu. For instance, speak ‘highway’ at any time and the system will return you to the Road Conditions by Highway menu option. CELL PHONES, PDAS Oregon road condition information is now available for cell phones and personal digital assistants (PDAs). The new service provides incident information formatted specifically for the smaller screens of mobile devices. Users simply go to the site on their mobile device, www.TripCheck.com or www.TripCheck.com/mobile. An easy-to-use menu offers access to traffic alerts, incident information, road conditions, and traveler services. In addition, cameras within three miles of a reported incident are linked directly to that incident for quick visual checking. Users can also create and save a list of the cameras they check most often. The new mobile site also offers easy links to restaurants, lodging, gas stations, camping and attractions. Users simply follow the menu to find options, select one and click the link to dial the hotel directly.
DON’T DRINK & DRIVE
BE SAFE!
Call us today! 772-4040 800-332-ATOW x375513-11/30
A publication of the Product Innovation Division of the Mail Tribune
MOVING AHEAD WITH ODOT
Friday, November 30, 2007
U.S. Highway 199 Expressway
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New alternative under consideration to improve traffic safety
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third alternative is currently under review by the U.S. Highway 199 Expressway project team for the important transportation link between Interstate 5 and the California border. Following examination by the City of Grants Pass and other stakeholders, the Project Development Team voted to include the “Working Group Alternative” in the Supplemental Environmental Assessment (SEA), which is scheduled for release in December. “The SEA will look at the three remaining alternatives side by side,” said ODOT Environmental Project Manager Jerry Marmon. “Once the document is released, we’ll launch a 30-day, public comment period. During this time, we’ll host an open house on the project, which will provide people an opportunity to weigh in on the project and the alternatives.” The Working Group consists of a combination of staff from the City of Grants Pass and various local stakeholders. The Working Group developed the design after extensive work earlier this year. The alternative they produced will be compared with previous eastside alternatives “A” and “C” on how best to handle the increasing traffic and safety concerns in the corridor near the Josephine County Fairgrounds for the next 20 years.
The Highway 199 Expressway project focuses on the area near the South Y in Grants Pass and extends more than four miles west to Midway Avenue. In addition to a west-side alternative from Dowell Road to Midway Avenue, there are three east-side alternatives, where there is more development and driveways, which extend from Tussey Lane to Dowell Road. Marmon said that while the comment period is important, it doesn’t mean the most popular alternative will be approved. “There are long-term considerations we need to look at, such as how does the alternative adjust to future growth,” Marmon said. In 2006, the project teams – the Citizens Advisory Committee and the Project Development Team – voted unanimously to forward Alternatives “A” and “C” into the Environmental Assessment. This $17 million project includes a $2 million federal earmark. Construction on the west side is scheduled for next year. The east side work is scheduled to begin in 2009. Public comments, concept alternatives, and those dismissed, are available for viewing on the web at: www.odot.state.or.us/region3.
WEST-SIDE ALTERNATIVE Along the western length of the U.S. Highway 199 Expressway, drivers encounter a dangerous combination of four travel lanes, numerous driveways and a 50-mile per hour speed limit. The combination often results in crashes, giving the highway the distinction of having the highest crash rate in the state of Oregon. “That stretch of highway has experienced serious crossover crashes,” said ODOT Environmental Project Manager Jerry Marmon. “Some of the crashes have involved deaths. We expect this project will eliminate those dangers.” Concrete median barrier will be placed in the center of the highway from Dowell Road west and driveways will be reduced to right in-right out access in the corridor. Left turns will be allowed in the southbound direction at locations such as Willow Lane and the entrance to Rogue Community College. The changes will require drivers to make turns at signals or U-turns at Midway Avenue. The west portion of U.S. Highway 199 is scheduled for construction in 2008. “We want to get this project on the ground as soon as possible,” said ODOT Project Leader Jayne Randleman. “Improving the safety of the highway is our main concern.”
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A publication of the Product Innovation Division of the Mail Tribune
MOVING AHEAD WITH ODOT
Friday, November 30, 2007
OTIA III focuses on aging I-5 bridges in southern Oregon
M
ajor bridge repair and replacement projects are currently under construction or are scheduled to begin along Interstate 5 from Eugene south to the California border. Developed to allow an unobstructed flow of goods and services during construction, each project consists of several bridges bundled together. “There’s a tremendous amount of construction work ahead of us,” said ODOT Area Manager Art Anderson. “This work in southern Oregon is the third stage in a fivestage plan that will keep commerce flowing throughout key freight corridors—especially along Interstate 5. “Granted, many of these bridges are relatively unknown, but the sheer number of bridges scheduled for repair or replacement requires significant coordination to ensure we minimize impacts to motorists and commercial freight.”
OTIA III bridges in design or construction for Jackson and Josephine counties. Region managed and cmpleted bundles are not shown in the map. Bridge data from Oregon Bridge Delivery Partners as of September 30, 2007.
The projects are funded through the $2.46 billion Oregon Transportation Investment Act of 2003. The legislation provides $1.3 billion to repair or replace hundreds of aging state-owned bridges, known as the OTIA III State Bridge Delivery Program. INTERSTATE 5: EAGLE MILL ROAD, NEIL CREEK – ASHLAND (BUNDLE 301) Beginning construction in April 2008, this project will replace five aging I-5 bridges. The bridges scheduled for replacement in this bundle are: • the northbound and southbound bridges over Eagle Mill Road, located two miles south of exit 19; • the northbound and southbound bridges over Bear Creek, located roughly one mile north of exit 14; and • the bridge over Neil Creek Road, located three miles south of Ashland. Flaggers will periodically control alternating one-way traffic on Eagle Mill Road. A temporary closure of Eagle Mill Road will occur during demolition of the old bridge. Two lanes of traffic in both directions will be maintained during construction. During replacement of the bridge spanning Neil Creek Road, slow-moving trucks on I-5 will not be allowed to use the southbound freeway shoulder as a climbing lane between milepost 10 and milepost 11. A temporary closure of Neil Creek Road will occur during demolition of the old bridge. The bridges in this bundle (#23-27 on the map) are scheduled for completion in November 2009. INTERSTATE 5: CREEK & COUNTY – CENTRAL POINT (BUNDLE 302) Currently underway, this project replaces two I-5 bridges and repairs another between Rogue River and Central Point as well as replaces one bridge on Upton Road near Central Point. The construction work requires closure of Upton Road spanning I-5 to quickly replace the I-5 overpass. Foley Lane under I-5 is undergoing a brief closure to allow construction to focus on the demolition of the I-5 overpass. The bridges in this bundle (#12-15 on the map) are scheduled for completion by May 2008. INTERSTATE 5: SOUTH WOLF CREEK – FOOTHILLS BOULEVARD (BUNDLE 303) Construction is already underway on this project, which will repair six I-5 bridges and replace two others in Josephine County. I-5 bridges that are being repaired: • the southbound Wolf Creek Connector bridge (MP 76); • the northbound and southbound Jumpoff Joe Creek bridges (MP 65); • a bridge spanning Foothill Boulevard (MP 55); • the northbound and southbound bridges spanning Foothill Boulevard (MP 54). New northbound and southbound I-5 bridges are currently under construction over Beacon Drive. The construction work has reduced I-5 to one lane in each direction. Drivers are advised to use caution in the work zone. The bridges in this bundle (#2-8 on the map) are scheduled for completion by April 2009. INTERSTATE 5: LOUSE CREEK – US 199 (BUNDLE 304) Scheduled to begin construction in 2008, this project will replace three aging I-5 bridges – the east Grants Pass interchange bridge, and the northbound and south-
bound bridges over Merlin Road. The bridges in this bundle (#9-11 on the map) are scheduled for completion in mid-2010. INTERSTATE 5: HOMESTEAD TO SOUTH GOLD HILL (BUNDLE 313) Scheduled to begin construction in late 2008, this project repairs five aging bridges on I-5 between Gold Hill and Rogue River. In response to public input, the project will improve access for the Valley of the Rogue State Park, including bike trail extensions, walkways and aesthetic features on the bridges. Construction work is being designed to allow recreational river use with construction stopping during the busy summer tourist season. The bridges in this bundle (#16-20 on the map) are scheduled for completion in 2010.
ASHLAND’S INTERCHANGES Ashland’s two I-5 bridges (#21-22 on the map) are scheduled to undergo construction work in 2009-2010. While formal contracts haven’t been released to begin preliminary plans, the project will repair and widen the bridge spanning I-5 at exit 14 and replace the bridge spanning I-5 at exit 19. “These are vital bridges to Ashland, they serve as the gateway to the community,” said ODOT Area Manager Art Anderson. “We’re going to work closely with the Ashland community as we develop plans for these interchanges.” Ashland exit 14 Modify and widen the existing bridge structure to accommodate: • construction of a center turn lane for northbound I-5 traffic; • installation of traffic signals at the off-ramps; • addition of sidewalks on both sides of the bridge; and • lowering the I-5 profile to accommodate current height standards. Ashland exit 19 Rebuild the existing overpass and modify the interchange area to: • construct a new bridge with three lanes; • provide conduit for future traffic signals at the end of the ramps; and • provide wider shoulders for bicyclists and pedestrians.
MOVING AHEAD WITH ODOT
Highway 62 Corridor DEIS due in early 2008
W
ith the footprint set, studies are nearly complete on bypass alternatives for the Highway 62 Corridor Project, which has been in development for more than three years.
The bypass alternatives will now be studied in the Draft Environment Environmental Impact Statement (DEIS). The federally-required DEIS is scheduled for release in March. “We’ve hunkered down getting these reports done,” said ODOT Environmental Project Manager Jerry Marmon. “We had a few meetings this past fall, but nothing like the earlier meetings, where we changed the proposed footprint to reduce project impacts.” Changes were made in the area of the proposed Vilas Road interchange. Now, the project teams are considering a Single Point Urban Interchange (SPUI), similar to what is planned for the South Medford Interchange Project currently under construction. Changes have also been made on the north end of the Highway 62 corridor near the Veterans’ Administration Domiciliary. The corridor alternatives would allow through traffic to travel on an access-controlled highway and leave Highway 62 as it currently is with full access to streets and driveways.
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There are several variations of the route to avoid development or natural resources.
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• The Bypass Alternative, where the bypass would merge with the existing Highway 62 from I-5 to near the current Butler Truck Center and Lava Lanes. Due to high volumes of traffic, there would be no access from that point west to I-5. The Poplar/Bullock intersection on Highway 62 would change into either an underpass or overpass. The Highway 62 corridor from Medford to White City experiences some of the heaviest traffic and congestion in southern Oregon. The volume of traffic in the corridor is similar to that found on Interstate 5 north of Medford and it is expected to double over the next 20 years. Alternatives under consideration and other project information is available online at www.oregon.gov/odot/hwy/region3.
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The two options at the south end to the bypass are: • The Split-Diamond option, which would modify the existing ramps north of Interstate 5 exit 30 to accommodate bypass traffic. Motorists would travel on a separate road from I-5 to White City. The existing alignment on Highway 62 would remain as is with full access to businesses.
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Friday, November 30, 2007
C377687-11/30
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Hamilton Construction of Springfield was recently awarded the Golden Salmon for environmental sensitivity during a project that replaced four bridges along the Redwood Highway (US 199), between Cave Junction and the California border. The Golden Salmon award presentation was held at a Rogue Valley Area Commission on Transportation meeting in Grants Pass. ODOT Biologist Ken Cannon and Project Manager Joe Thomas led the presentation. Kate Robarge received the award on behalf of Hamilton Construction.
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“This project had a full suite of environmental challenges,” Cannon said. “Within the project limits, we identified migratory birds, Townsend’s bats, federal and state-listed endangered plants and Coho salmon.” According to Cannon, Hamilton Construction demonstrated success in minimizing impacts to water quality in light of significant in-water work periods required for the bridge replacement project. “We wanted to recognize the company for its sensitivity and care regarding all of these environmental issues,” Cannon said. “Hamilton’s Project Manager Wendell Snook was instrumental in the project’s success. Wendell was proactive and attentive to environmental issues; he’s an asset for Hamilton Construction and for Oregon natural resources.” The bridges, which span the Illinois River and its tributaries, were either functionally obsolete or suffered from cracks that put them in danger of being weight limited. The Rough and Ready Bridge was replaced on a slightly different alignment, while the three other bridges — Little West Fork, Big West Fork and East Fork — were reconstructed on their original alignment, using temporary bridges to avoid travel delays. The project is scheduled for completion at the end of this year. “Highway 199 is a critical economic and tourist link from Interstate 5 to the Oregon Coast,” Thomas said. “These bridges were built with virtually no delays to travelers.”
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ODOT Biologist Ken Cannon and Project Manager Joe Thomas present the Golden Salmon Award to Kate Robarge on behalf of Hamilton Construction.
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