Moving Ahead, Winter Edition 2013

A Mail Tribune Advertising Department publication

Department of Transportation

Oregon

December

2013

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ON OUR COVER A Lego snowplow signals winter’s approach, a time when ODOT maintenance crews in the Rogue Valley shift their schedules to provide 24-hour coverage.

“We work hard to keep our highways open,” said ODOT District Manager Jerry Marmon.

“However, we can’t do it alone.

We need the public’s help.

Ultimately, our success depends on people being prepared for winter driving conditions.”

ODOT provides a wide range of winter driving tips online: www.oregon.gov/odot/comm/ pages/winterdriving.aspx.

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Winter driving Chains, snow signs and restrictions on the Siskiyou Pass

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Oregon 62 Expessway Project Preparation work focused on utility relocation, right of way negotiation

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Applegate River Bridge Vital connection on U.S. 199 undergoing full replacement

EDITORIAL DIRECTORS Jared Castle, (541) 957-3656 jared.b.castle@odot.state.or.us

CONTRIBUTORS Bret Jackson Publication Supervisor

Gary Leaming, (541) 774-6388 gary.w.leaming@odot.state.or.us

Steve Johnson Photography

ADVERTISING Dena DeRose, (541) 776-4439 dderose@mailtribune.com

Fern Valley Interchange Phoenix ready for Oregon’s first crossing diamond design

Brian Fitz-Gerald Illustration Jared Castle, Gary Leaming Writing Sally Ridenour, Shelley Snow Editing

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.

A special thank you to Betsy Sandberg and her Grants Pass business, Rebel Bricks (541.244.1933, www.rebelbricks.com), for helping us create our cover photo.

See more online at odotmovingahead.com

April 23, 2011

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Good weather aids I-5 construction

Blessed with dry autumn weather that facilitates highway construction work, the two-year, $28 million project on Interstate 5 is substantially complete.

By late last summer, the most visible work — excavation and rock blasting to construct a new, northbound Sexton Mountain truck climbing lane — had wrapped up, allowing prime contractor Knife River Corporation to transition into paving and striping work and making safety improvements along the project’s 17-mile stretch of I-5 from Hugo north to Glendale.

“Erosion control and the draping of the rockfall screens across the slope took us into late autumn,” said ODOT Project Manager Ted Paselk. “We’ve adjusted the concrete barrier and completed storm water drain inlets in the project area.”

The project’s safety improvements included adjusting the southbound curves located south of Smith Hill.

Weather-sensitive bridge deck treatments near Sunny Valley are scheduled for completion in summer 2014.

The new 12-foot climbing lane for commercial trucks, notorious for a slow climb over Sexton Mountain, extends 2.8 miles from the northbound onramp at the Hugo (exit 66) interchange and ends just beyond the crest of the Sexton Mountain pass. The climbing lane was partially built on the former shoulder, which was replaced with a new, 10-foot shoulder built to the right of the truck climbing lane.

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Rock blasting ODOT used rolling slowdowns to keep traffic moving during the blasting stage last summer. Pilot vehicles slowed I-5 traffic to roughly 30 miles an hour from both Glendale and Rogue River. I-5 on-ramps in the project area were also temporarily closed during the rolling slowdowns.

“The rolling slowdowns gave Knife River about 20 minutes to blast and clean up any rock that blew onto the highway,” Paselk said.

Climbing lane construction required closing the I-5 emergency shoulder and placing concrete barriers to separate traffic from the construction work.

According to Paselk, an estimated 250,000 cubic yards of soil and rock were moved to clear room for the new northbound truck climbing lane.

Knife River transferred the material to three locations along I-5 — the Merlin interchange, the Hugo interchange and slightly north of the Hugo interchange along Old Highway 99.

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for the project. “On each steep climb, trucks slow down in the outside lane, which results in immediate congestion on the pass, increasing the possibility of crashes.”

While most freeway climbs are built on grades of 5 percent or less, the northbound I-5 lanes on Sexton Mountain present a 6.13 percent grade. Trucks frequently slow to less than 30 mph during the climb. The speed difference relative to other traffic can be hazardous.

When one commercial truck attempts to pass another slow-moving vehicle, both I-5 lanes are blocked, forcing traffic to brake hard or suddenly change lanes to avoid a collision. Some trucks drove along the shoulder but this left no room for disabled vehicles.

“There was enough material to fill nearly 14,000 18-yard dump trucks,” Paselk said. “Most importantly, these fill locations reduced the hauling cost and, by extension, reduced the overall project cost.”

Steep climbs Motorists encounter many of the steepest grades on the interstate highway system on I-5 in southern Oregon.

The I-5 shoulders, designed to provide a safe refuge for disabled vehicles, are sometimes used by commercial trucks to navigate southern Oregon’s mountain passes. Trucks using the shoulder cause significant damage that requires frequent repair.

“The Federal Highway Administration identified that some of the worst truck bottlenecks in the nation are caused by steep grades on I-5 in southern Oregon,” said ODOT Project Leader Mark Leedom, who managed design

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The new climbing lane is expected to reduce the frequency of I-5 closures related to commercial trucks, especially during winter driving conditions. The new climbing lane is being built to today’s engineering standards, thereby reducing the need for ongoing shoulder maintenance.

More truck climbing lanes Over the past couple of years, ODOT added three short climbing lanes, each roughly one-mile long, on I-5 in Douglas County. The truck climbing lanes are located southbound at Rice Hill (milepost 147) and one in each direction on ‘Gumby Hill’ (milepost 137), the steep grade located between Sutherlin (exit 136) and Oakland (exits 138 and 140).

Truck climbing lanes are also located further north on I-5, where a three-mile section exists south of Salem, and on Interstate 84, which has a seven-mile section east of Pendleton.

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CURTAIN RISING ON TWO BUSY YEARS OF CONSTRUCTION IN PHOENIX

Big news for the Fern Valley Interchange project in Phoenix is the release of a new traffic simulation video and an apparent low bidder — Hamilton Construction of Springfield — for the two-year construction project. There’s a flurry of activity as vegetation is cleared and utilities are moved in preparation for a 2014 start of interchange construction.

The $72 million Fern Valley Interchange project will address Phoenix’s Interstate 5 interchange.

Traffic congestion is especially severe during the morning and evening commutes. Existing and proposed development along the east side of I-5 in Phoenix has reduced the capacity and created safety issues at the interchange.

Building a new interchange will require more than two full construction seasons to complete.

The project area includes I-5, Oregon 99 and Fern Valley Road. The work currently underway is highly visible.

Trees and brush in the project area are being cleared in preparation for construction. Utility companies are setting new utility poles, stringing line and drilling new gas lines.

“It looks, feels and sounds like highway construction,” said ODOT Public Information Officer Gary Leaming, “and, technically, it is. Really, though, it is just the opening act for two busy years.”

ODOT pushed the bid date from last spring to November as right of way and design issues delayed the project.

According to ODOT Project Leader Dick Leever, one of the benefits of the delay was more competitive bids. Six of the contractors that attended a prebid meeting in September ultimately filed a bid on the project. Hamilton Construction of Springfield is the apparent low bidder. The contractor will be formally selected before work can begin in the new year.

“Fall bid openings are typically more competitive and we get better prices than we would’ve seen in the spring,” said Leever. “Contractors coming off a summer construction season tend to crunch numbers harder as they look forward to the next construction season.”

Crossing diamond design The project’s design leaves most nearby roadways west of the interchange relatively untouched while constructing the new interchange at a location just north of the existing bridge.

“The interchange’s crossing diamond design provides a higher capacity to move traffic while reducing right of way needs,” Leever said.

Vehicles crossing the interchange move to the opposite side of the road to either enter I-5 or to cross it, reducing the number of signal cycles for traffic to clear.

The Missouri Department of Transportation was the first public agency in the United States to construct an interchange with the crossing diamond design.

The project will also realign North Phoenix Road between Peterbuilt Motors Co. and Home Depot. The prime contractor will also be tasked with keeping traffic moving while upgrading the water line for the city of Phoenix.

New interchange video A frequent question from local drivers and Phoenix residents, including stakeholders who have followed the project’s long development process, is: How will drivers negotiate the new interchange design?

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According to Leaming, the project’s 3-D traffic simulation shows how the new interchange will operate. The simulation was completed last September.

“We try to answer some of the most pressing questions about the Fern Valley Interchange project, but there is nothing like letting people watch it themselves; they can see what it will look like and how to drive the new interchange,” said Leaming.

The video is available online at the project website.

“We learned through the project outreach for the South Medford Interchange project that a picture or, in this case, a video, is worth a thousand words,” Leaming said. “Once people see it, people will get it.”

Collaboration with private contractors The project team collaborated with several private contractors in 2012 to develop construction methods best suited for the challenges ahead of this project, such as the close proximity of the new bridge ramps to the existing ramps. According to Leever, significant grade differences are in store for the winning prime contractor. The new roadway is designed to rise nearly eight feet higher than the current level at the top of the southbound I-5 off-ramp.

“We’re proposing the project contractor build temporary southbound on- and off-ramps in the southwest quadrant of the interchange area, funneling traffic into Phoenix via Luman Road,” Leever said.

“However, there are still some details

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to work out. Staging proposals may be refined yet again once a contractor is formally selected.”

Keeping the businesses and commuters in the Phoenix community informed during the two-year construction schedule will be the key to reducing delays and traffic impacts.

One of the results of the collaborative meeting with contractors was a staged “Of course, another one of approach that sets aside a our major project goals is large area for unimpeded to keep construction construction and impacts to a builds temporary minimum,” said roadways and Leaming. “We ramps, opening We try to answer some of are planning up the entire the most pressing questions a significant project area media for heavy about this project, but campaign to construction. there is nothing like reach out to showing people what it will “Reducing commuters congestion and encourage look like and how to drive during them to use the new interchange. construction alternate routes — ODOT Public Information will be quite and adjust their Officer Gary Leaming a trick in such a travel plans to avoid tightly-developed the busiest times of commercial and the day. residential interchange area,” “We will do our best to minimize the Leever said. “Our plans call for stages construction impacts, but there will to quickly and efficiently build the new be impacts.” interchange while keeping I-5 and the local roadways open at the same time.”

The project’s design phase began Sharing information information key key to in 2004. The Fern Valley Through Sharing to project success design alternative was eliminated project success “As the project nears its official kick off, in 2009 because it would have an adverse impact on nearby farm land. businesses and residents will see more The Project Development Team later of us,” said Leaming. “Once we have unanimously supported the North a prime contractor on board and our Phoenix Through build alternative construction plans are solid we’ll host as part of the federally required another open house for the Phoenix environmental assessment. community to share the details.”

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TripCheck cameras will capture Phoenix traffic Project plans are in place to have at least two new cameras keeping an eye on construction-related traffic once the Fern Valley Interchange project begins.

“We’re installing traffic cameras to help people navigate the area,” said Leaming. “There will be congestion during construction. These cameras will help commuters and other local drivers see the conditions and consider other routes.”

Plans are to have both cameras operational prior to the first major construction stage, which involves excavation of a drainage pipe across I-5. That work will require a month of single-lane closures on I-5 either late in winter or early spring 2014.

The first TripCheck camera will be placed near the existing Fern Valley Road overpass. The second will be placed on the variable message sign bridge that spans I-5 roughly one mile north of the Phoenix interchange.

“TripCheck cameras were invaluable during the South Medford Interchange project,” Leaming said. “These new cameras in Phoenix will also give drivers a first-hand look at the congestion during construction.”

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Know Chain Requirements

Before You Go

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.

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.

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 GVW (gross vehicle weight) 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.

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.

Traction tires include studded tires or other tires that meet tire industry standards for use in severe snow conditions. Studless traction tires that meet Rubber Manufacturers Association standards for use in severe snow conditions carry a special symbol on the tire sidewall: a three-peaked mountain

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and snowflake. Research shows these tires provide better traction than studded tires on bare pavement.

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, fourwheel and all-wheel-drive vehicles are exempt from the requirement to use chains or traction tires if the vehicle is not towing.

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Winter maintenance 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, salt, and sanding materials, to stay ahead of the winter weather.

ODOT maintenance crews also transition 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 ODOT District Manager Jerry Marmon. “When a snowstorm hits the Interstate 5 mountain passes, it’s an allhands-on-deck event.”

Siskiyou Pass The Siskiyou Pass presents a unique challenge. When a storm hits Southern Oregon, the highest priority is the tenmile stretch of Siskiyou Pass on I-5 due to its importance as a national freight route and its high traffic volumes.

“Because of the grades, the traffic and the experience of drivers on Siskiyou Pass, we go to a higher standard of traction devices,” Marmon said. “When we say chains are required on the

Siskiyous, every vehicle has to chain up except vehicles equipped with fourwheel drive.”

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,” said Marmon. “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.”

BE SAFE! BE SEEN! Morning and evening commutes are now darker and often foggy, making it harder for drivers to see pedestrians, cyclists and even other motorists. The Rogue Valley Transportation District (RVTD) recently distributed reflective wristbands, ankle cuffs and jacket zipper pulls during our “Drive Less Challenge” to improve safety. Wearing light colored clothing is often not enough to be seen. Reflective clothing and materials such as RVTD wrist bands are a better option and will help you and your loved ones ‘Be Safe and Be Seen.’

By Paige Townsend, RVTD Senior Planner

Bus Stopper devices have been added at 100 bus stops on RVTD routes to assist riders who want to alert a driver. The Bus Stopper device is attached to the bus stop pole. When pressed, it alerts the bus driver that someone wants to be picked up. In rural areas it is especially difficult for bus drivers to see waiting passengers.

Whether you are waiting for the bus, walking to work or school, or cycling along the Bear Creek Greenway make sure you are ‘Safe and Seen!’ Come pick up a reflector from RVTD or invest in a reflective jacket or shoes, both are easy steps that could save your life.

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RESTRICTIONS ON THE SISKIYOU PASS 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. The basic Carry Chains requirement and three additional types of restrictions are used.

Carry Chains When signs say you must carry chains, the chains must be in or on your vehicle

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all winter, and must be the right size and of sufficient number to comply with chain laws.

Single Axle Trucks and Vehicles Pulling Trailers Under this restriction, all single axle trucks over 10,000 GVW (gross vehicle weight), trucks pulling double trailers, and any vehicle pulling a trailer is

required to install chains. Traction tires cannot be substituted for chains.

All Trucks and Vehicles Pulling Trailers Under this restriction, all trucks over 10,000 GVW as well as any vehicle pulling a trailer needs to chain up. Traction tires cannot be substituted for chains.

Full Chain Restriction This is the most severe winter restriction used in Oregon (short of a full closure).

Under the Full Chain restriction, all vehicles with the exception of 4-wheel drive and emergency response vehicles, are required to install chains. A traction tire is not allowed to substitute for chains.

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TRAVEL TIPS

TIP 1 Overwhelmingly the most important tip is to get here early!

So many times people think because Medford is a smaller community, they can easily arrive 30-40 minutes before their departing flight and make it onboard the aircraft. Unfortunately, that is not the case. Flight schedules vary and there can be 7-8 departing flights within a short time, especially in the early mornings. That may not sound like very many but, for an airport our size, the air carriers utilize their staff to multi-task, meaning the same person can be used in a variety of areas including the ticket counter, the gate area and then out to the ramp to help load passengers’ bags. So, if you’re cutting your arrival to the airport short, there may not be a ticket agent at the counter to get you processed because they’ve closed the counter and have already moved to the gate area to begin the boarding process.

Make it easy on yourself. Allow an hour and a half minimum to arrive at the airport before your scheduled

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By Kim Stearns, Rogue Valley International — Medford Airport

departure and use any extra time to catch up on your reading or emails.

TIP 2 Remember to pack your carry-on bags appropriately in regards to the amount of liquids you can bring and how they should be packed. The Transportation Security Administration’s (TSA’s) 3-1-1 rule still applies: three ounces or less, in a one quart-sized, clear plastic zip-top bag; and one bag per passenger.

TSA has a great app for your smart phone or tablet called My TSA. It’s easy to download and very user friendly.

This app allows you to type in an item to determine if it’s allowed in your carry-on. Once downloaded just click on an icon on the bottom of the home page labeled, ‘Can I Bring.’ Type in a search word like ‘peanut butter’ and applicable information will pop up.

TIP 3 Wear socks. This way when you have to take your shoes off during screening you’re not walking barefoot where a million feet have trod.

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ROGUE VALLEY INCIDENT RESPONSE The agency’s first Incident Response (IR) vehicle in the Rogue Valley is operated by Sergio Mendoza, a former 911 dispatcher from Texas, who transitioned to his new role earlier this year from the Southern Oregon Traffic Operations Center.

Mendoza handles incidents that otherwise would necessitate pulling maintenance crews off other projects to respond. The IR program increases efficiency for ODOT’s maintenance program while providing the quick response and service important for keeping traffic moving.

“My responsibility is to keep the public safe and be the agency’s resource on

the road,” said Mendoza. “My role also allows ODOT to better coordinate and connect with local emergency response agencies both on the highway and in strategy meetings.”

The IR program’s ability to quickly clear incidents from Oregon’s highways benefits the public by reducing delay and reducing fuel consumption.

Incident responders will also respond to incidents in other locations as requested by dispatch.

“The best compliments are from motorists thankful to have a helping hand on the highway and from our partner agencies because we’re there to assist,” said Mendoza.

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continued from page 16 TIP 4 Go through your carry-on bags before you start packing to make sure you don’t have any prohibited items from a hunting or camping trip. Every day across the United States, guns and knives are found in carryon bags at checkpoints. The average fine for prohibited items runs in the thousands and can really spoil your trip.

TIP 5 Before leaving the screening area; make sure you recover all of your belongings.

This is the greatest collecting point for lost items. The airport administration office receives the items that have been left at the screening area. These range from lap tops, electronic tablets, wallets, coats, scarves, etc. Jewelry and medications also get left behind.

Best advice is to double check the area before you leave. Of course, the less you bring, the less you’ll have to keep track of on your trip.

TIP 6 Do not wrap presents before traveling. Your gifts could be unwrapped by TSA as part of the screening processes. Save the wrapping until after you arrive at your destination.

This list is certainly not all inclusive but it does reflect the greatest number of issues we see at our airport. We want all of our passengers to have the best travel experience they can, and while there are so many things outside of one’s control in today’s aviation climate, this list will help you, as the passenger, make your trip less stressful.

Happy Holidays from the staff at the Rogue Valley International – Medford Airport!

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OREGON 62 EXPRESSWAY PROJECT Work focused on utility relocation, right of way negotiation “Our right of way agents are meeting with local property owners to secure the additional easements we need to provide the contractor room to build.”

Construction activity — relocating and upgrading a Medford Water Commission line — along the south side of Crater Lake Highway is another clear sign that the Oregon 62 Expressway Project is quickly approaching.

The $120 million multimodal project is being designed to increase capacity and improve safety along the Oregon 62 corridor. The corridor is a critical business connection for freight, tourism and commuters. Unfortunately, the highway exceeds capacity standards and future growth is expected to significantly increase traffic volumes.

“Oregon 62 and Delta Waters Road is the busiest intersection in the entire southwest Oregon region,” said ODOT Public Information Officer Gary Leaming. “The traffic counts are higher than those at I-5 north of Medford.”

Right of way negotiations for construction easements along Crater Lake Highway — from Poplar Drive to Delta Waters Road — are ongoing in preparation for a mid-2014 construction start.

“The right of way work is not as visible as the utility and construction work but it is no less important to the overall project,” said Leaming. “ODOT owns a lot of the right of way along the Oregon 62 corridor but there are gaps we need to address.

According to ODOT Project Manager Tim Fletcher, the agency is working with the Medford Water Commission as it upgrades its water line along the south side of the highway between Hubbard’s Hardware and Lava Lanes.

“The water line work will be underway soon,” said Fletcher. “Drivers will begin to see the activity off the side of the road. Eventually, the utility work will transition to nighttime work, so the pipe can be placed under the highway with the least impact to traffic.”

Addressing safety The multimodal project adds sidewalks and transit-related enhancements on the existing Oregon 62 corridor. The project will also build a four-lane accesscontrolled expressway that provides faster travel and improved safety within and throughout the region.

“Higher crash rates at Oregon 62 corridor intersections, especially from Interstate 5 to Delta Waters Road, are a safety concern,” said Leaming.

The 4.5-mile expressway will start with three lanes of eastbound traffic at Poplar and Bullock Roads near Fred Meyer. Through traffic will merge on a directional interchange across from

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Whittle Road. Traffic will then travel along a four-lane expressway on the east side of the Medford Airport, span over Vilas Road, and connect to the existing Crater Lake Highway near Corey Road. Traffic destined for commercial centers such as Costco, Lowe’s and Safeway will continue as is done today.

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According to Fletcher, the most challenging segment during the first construction phase is located where traffic already runs heavy, between Poplar Drive and Delta Waters Road. ODOT plans to take advantage of a wide section of its own right of way on the south side of that highway section.

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changes included:

“Project staging is crucial to keep traffic moving and business accesses open,” said Leaming. “Much of the first-phase work will be completed at night or behind concrete barrier to limit the impacts to traffic.”

• Building a short bridge over Commerce Drive to access the properties located along the east side of the Medford Airport instead of a series of streets from Vilas Road;

Traffic may be shifted from one side of the roadway to the other with construction occurring behind a concrete barrier.

• Replacing the planned connection of Justice Road and East Gregory Road with an emergency vehicle access from the expressway; and

Fine tuning leads to $15 million savings The project’s engineering team finetuned the conceptual design, leading to $15 million in savings. Those

• Modifying the bridge over Vilas Road to accept a tighter diamond interchange design when on- and offramps are eventually constructed.

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OREGON 62 IMPROVEMENTS WRAPPED UP NEAR EAGLE POINT culverts were replaced within the work zone.

The project’s design improvements required that utilities be relocated before the prime contractor, Oregon Mainline of McMinnville, began nighttime construction.

Following a full summer of construction, a stretch of Oregon 62 now features new pavement, rumble strips, new guardrail and a continuous left-turn lane from Crystal Drive to Rolling Hills Drive.

This 3.6-mile section of Oregon 62 is located north of Eagle Point, between Linn Road and Oregon 234.

The relocation of a limited number of mailboxes were required as part of the widening work. A left-turn pocket was constructed for Barton Road and

Prior to the start of construction, an ODOT project team briefed the Eagle Point City Council and received an exception to the city’s noise ordinance for the nighttime work.

“Traffic is heavy on this section of highway, especially during the summer,” said ODOT Public Service Representative Dennis Steers.

Construction work began after the Fourth of July holiday to reduce impacts during the busy summer tourism season. The project was substantially complete last October.

continued from page 21 Environmental Impact Statement After nearly nine years of planning and public meetings, ODOT completed the federally-required Final Environmental Impact Statement in spring 2013. The milestone is necessary before construction can begin.

“Both the northern portion of the corridor from Corey Road to Dutton Road and the southern portion from I-5 to Poplar Drive are planned for future construction,” Leaming said.

The Citizen’s Advisory Committee (CAC) and Project Development Team (PDT) shepherded the project since its inception in 2004. ODOT, the Federal Highway Administration, stakeholders, regulatory agencies, and the general public worked together to develop the build alternatives.

The PDT included representatives from ODOT, the City of Medford, Jackson County, the Rogue Valley

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Metropolitan Planning Organization, the Jackson County/Medford Chamber of Commerce, the freight and trucking industry, FHWA, the CAC, and two citizens-at-large.

The team was responsible for management decisions, technical quality and assisting in the successful development of the project.

The CAC comprised representatives of neighborhoods, businesses, and community interests. These members represent disciplines such as bicyclists, pedestrians, transit, agriculture, environmental issues and other interests.

ODOT also conducted other outreach efforts as part of the process, including public workshops.

The first two project phases received $100 million from the 2009 Oregon Jobs and Transportation Act. No funding is currently programmed for future phases.

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5 Things

I Wish Every Driver Would Do

By Larry Nicholson, State Farm Agent Every winter in Southern Oregon, we read or hear about an auto accident or driving situation that might have been preventable had folks been better prepared. Winter driving conditions can turn treacherous in an instant. Snow, ice, poor visibility, and extreme cold can disable your vehicle or make roads impassable. Even on a relatively short trip, you can find yourself stranded for several hours. It’s important to plan ahead for such a situation. Here are five things I wish every driver would do to be better prepared: 1. Prepare Your Vehicle The best time to get ready is before the first storm of the season, so be sure to check: • Hoses and fan belts • Spark plugs • Fluid levels • Battery strength • Tire pressure and tread life • Air, fuel, and emission filters • Spare tire and jack 2. Follow Winter Driving Recommendations From the moment you start your vehicle, winter driving has its own set of challenges.

• Never warm up your vehicle in a closed garage.

• Keep your gas tank at least half full to prevent gas line freeze-up.

• Make sure your exhaust pipe is not clogged with mud or snow.

• Don’t use cruise control on icy roads.

• Allow more time for braking when visibility is poor.

• Stay calm if you start to skid.

3. Carry Emergency Supplies In addition to the just-in-case items you should always have in your vehicle — jumper cables, tire-changing tools, a flashlight, and a first aid kit — be sure to carry these winter essentials: • A small, folding shovel • Tow and tire chains • Basic tool kit • Bag of road salt or cat litter • Windshield wiper fluid • Antifreeze • Warning flares • Tire chains (know how to install!)

4. Pack a Survival Kit You might want to keep a small survival kit on hand in case you are ever stranded in your vehicle. Some useful items include: • Compass • Ice scraper and brush • Wooden matches • High-energy, non-perishable food • Prescription medicine • Cell phone charger • Blankets and warm clothing 5. Stay Calm if Stranded If a winter storm strands you with your vehicle, follow these tips: • Pull off the highway, if possible, turn on your hazard lights or light flares, and hang a distress flag from an antenna or window.

• If you have a phone, call 911 and describe your location as precisely as possible.

• Remain in your vehicle so help can find you.

• Run your vehicle’s engine and heater about 10 minutes each hour to keep warm. Crack open a downwind window slightly for ventilation and clear snow from the exhaust pipe to prevent carbon monoxide poisoning.

• Exercise a little to maintain body heat, but avoid overexertion and sweating.

• Drink fluids to avoid dehydration.

• Conserve your vehicle’s battery. Use lights, heat, and radio sparingly.

• At night, turn on an light when you run the engine so help can see you.

Let’s all be safe this year! Plan ahead and be prepared!

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Applegate River Bridge project POISED FOR WINTER HIATUS

The $5.9 million replacement project will use pre-stressed concrete beams on the new Applegate River Bridge. Nearly 50 feet wide, the new bridge will feature two 12-foot travel lanes with two 10foot shoulders.

The Applegate River Bridge replacement project is poised for a winter hiatus that follows productive summer and autumn construction seasons. With traffic moving unobstructed on a detour bridge, the prime contractor, Carter and Company of Salem, demolished the 58-year old structure and began building its replacement.

U.S. 199 traffic shifted to the temporary structure in mid-August, which allowed the crew to transition into building mode for the new bridge, located eight miles west of Grants Pass.

“Carter and Company is finishing the bridge caps, setting the beams and tying steel rebar,” said ODOT Project Manager Ted Paselk.

“Because pouring the bridge deck is weather-sensitive work, they may possibly take a few months off because of winter.

“But, who knows? There may be a window of relatively warm weather for the deck pour or they may button it up and come back in the spring.”

By spring, Carter and Company could pour the deck and have traffic on the new bridge by summer 2014.

“The new bridge railings will meet today’s safety standards and, unlike the old structure that had six supports in the river channel, the new bridge will only have two,” said ODOT Lead Bridge Engineer Bob Grubbs.

According to Grubbs, the new bridge will be slightly wider on the west end to accommodate a new turn lane at Riverbanks Road.

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The Applegate River Bridge is a vital connection between Interstate 5, the Illinois Valley, northern California and the Oregon coast.

—ODOT Project Information Specialist Dan Latham

odotmovingahead.com

December 6, 2013

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Critical in-water deadline extended The in-water work permit spans from June to September because anadromous fish runs typically don’t spawn during the drier summer months. During this period, the contractor demolished the old bridge and drilled supports for the new structure.

“The weather cooperated, so Carter and Company received an extension of its in-water deadline,” said Paselk.

According to Paselk, extra care was taken during demolition. Post tension cables, installed during a 2001 repair

project, had 170,000 pounds of pressure per square inch. Each cable had to be released carefully.

“When a cable goes, it sounds like a broken piano string,” said Paselk.

Construction began last spring.

Motorists had to contend with traffic delays as fill materials were brought in and compacted for the temporary bridge approaches and supports. The U.S. 199 (Redwood Highway) speed limit in the work zone was reduced to 40 mph, which led to delays during peak driving times.

“We knew we’d have delays for a short time until the temporary bridge was constructed,” said ODOT Project Information Specialist Dan Latham.

“The temporary bridge keeps traffic moving, so the contractor can focus on building the new structure.”

Vital connection When the existing bridge was built in 1955, about 2,000 vehicles crossed the 547-foot span daily.

By 2011, the number of vehicles had increased to 10,300 per day.

The old bridge’s narrow 30-foot roadway and bridge rails did not meet today’s safety standards, which enforced the need for a bridge replacement project.

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“The Applegate River Bridge is a vital connection between Interstate 5, the Illinois Valley, northern California and the Oregon coast” Latham said. “This project ensures that transportation resource will continue to serve for generations to come.”

December 6, 2013

odotmovingahead.com