A Mail Tribune Advertising Department publication
ODOT
17 2016
June
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I-5 Repaving
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Oregon 62 Expressway
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Fern Valley Interchange
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Phoenix Mayor
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US 199 Paving
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Siskiyou Rest Area AND WELCOME CENTER
Prime contractor Wildish Standard Paving has nearly finished building a service road from Crowson Road for the Siskiyou Rest Area and Welcome Center, located two miles south of Ashland‘s Interstate 5 Exit 14. The service road will be used to facilitate the next phase of construction. Rock and other materials will be brought in on the service road to build the new facility’s parking lot as well as the I-5 on- and off-ramps. “The service road is crucial to the construction and operation phases,” said ODOT Project Manager Tim Fletcher. “Construction work will really kick into high gear with the transition to summer weather.” The service road was cut east of the Crowson Road I-5 overpass. Fletcher said while it may appear too narrow for construction work, the road is capable of accommodating trucks hauling rock and other materials. The
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 ADVERTISING Dena DeRose, 541-776-4439 dderose@mailtribune.com
service road also spans an existing box culvert for Tolman Creek. Over the spring, concrete retaining walls were constructed. The northbound I-5 slow lane is temporarily closed so additional supports could be tied into the earthen highway shoulder. The new service road will be gated when completed. It is designed to provide an entry for staff and emergency services at the rest area and welcome center, eliminating the need to drive south on I-5 to nearly the Siskiyou Summit before returning north to access the facility. Inside the perimeter of the rest area/ welcome center, Wildish is moving earth on site to place in the fill embankments. That work includes stabilizing the existing ground as well as building it up to get the correct elevation. According to Fletcher, the second phase of the project will bid later
CONTRIBUTORS Bret Jackson Publication Supervisor Steve Johnson Photography Brian Fitz-Gerald Illustration Shelley Snow Editing
The cover photo is paving work on Interstate 5 between Ashland and Medford. The construction project will move along an eightmile section of I-5. The inside cover photo is construction work in Phoenix, part of the $72 million Fern Valley Interchange project.
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This feature publication is produced separately from the Mail Tribune’s editorial department. All content is developed and 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 are available upon request.
An artist rendering of the Siskiyou Safety Rest Area/Welcome Center viewed from the west
Gateway Design The new rest area and welcome center will serve as a signature destination for northbound visitors to Oregon. Two Cascadia-themed buildings The development of will add to the facility’s the replacement rest gateway design, area spans three which matches the decades. The environmentallyWelcome centers have previous rest friendly area, sited on sustainable look long been recognized as a 6-percent of the Welcome an important element in a grade, closed to Oregon sign local area’s hospitality in 1997 for at the California public safety, border as and tourism tool kit. following a well as new series of crashes interchange — Medford-Jackson County Chamber Executive that involved aesthetics Director Brad Hicks. commercial improvements trucks. that were incorporated into Commercial trucks have bridge projects at already been directed to use Ashland Exits 14 and 19. new restroom facilities built at the Ashland Port of Entry station that is The second phase of construction located on northbound I-5 between will add an outdoor kiosk, restrooms, Ashland Exits 14 and 19. picnic tables and an office for Oregon State Police troopers patrolling “Separating restroom facilities for southern Jackson County and the commercial trucks and the general Siskiyou Pass. public is another safety improvement the Siskiyou Safety Rest Area and The construction project is scheduled Welcome Center offers,” said Fletcher. for completion in early 2018. this year. The second phase includes construction of the rest area and welcome center buildings as well as related facilities.
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Siskiyou Safety Rest Area/Welcome Center viewed from the east.
Tourism Investment “The Welcome Center, co-located with the rest area and operated by Travel Oregon, will be a local, regional and statewide economic generator,” said ODOT Area Manager Art Anderson. Local and state tourism officials are looking forward to project completion. “The Siskiyou Safety Rest Area and Welcome Center project will serve as the gateway to Oregon,” said Travel Oregon CEO Todd Davidson. “The new facility will help enhance and inspire the journey of those returning to Oregon or visiting our state for the first time.
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“Oregon tourism is a $10.3 billion industry. Opening a Welcome Center at such a significant entry point to the state will help drive economic growth.” More than three million vehicles travel north on I-5 into Oregon each year. According to the Oregon Tourism Commission, each dollar spent operating a welcome center equals $41 in visitor spending. “Welcome centers have long been recognized as an important element in a local area’s hospitality and tourism tool kit, and this should be no exception,” said Medford-Jackson County Chamber Executive Director Brad Hicks.
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F E R N VA L L E Y I N T E R C H A N G E The $72 million Fern Valley Interchange project is headed into the home stretch, with roughly four months left, following more than two years of highway construction in Phoenix at the Interstate 5 Exit 24. Work currently underway includes the opening of the permanent northbound off-ramp, widening and base paving on Oregon 99 and Bolz Road, and final striping. Construction work still to come includes final paving on the west side of the interchange, new traffic signals and the opening of the Bear Creek Bridge. The project is scheduled for completion in September. “The project is really starting to come together now as we enter the summer,” said ODOT Project Manager Tim Fletcher. Fletcher said the last month was a busy one with I-5 paved in the project area and the new southbound onramp opened, following a five-day closure to connect the temporary ramp with the permanent one. “After the ramp opening, we put down permanent stripes and repainted the temporary stripes we first added last February during the interchange’s partial opening,” said Fletcher. “The temporary paint fades fast.”
The application of temporary paint allowed for additional adjustments as traffic adapted to the Diverging Diamond design. Fletcher cited one example where yield bars were moved to improve sight distance for southbound traffic taking the off-ramp to travel east of Phoenix. The next, and final, ramp to complete is the permanent northbound offramp, which is scheduled for a July opening. “Work on the northbound off-ramp is harder than it was on the southbound on-ramp,” said ODOT Project Information Specialist Gary Leaming. “We need to move more material because of the old bridge approach. And a water detention pond must be built.” The Bear Creek Bridge is also slated to open in July. Once traffic shifts over to the new structure, work will focus on adding sidewalks to the north side. “The bridge will open but still be an active work zone,” said Leaming. The Bear Creek Greenway has been in a detour since the beginning of the project. Bridge replacement necessitated a rapid flashing beacon to warn motorists of Greenway users crossing the road. According to Fletcher, there’s still work left to
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connect the permanent Greenway ramps to the new bridge and build a connection beneath it. “ODOT has made it a priority to keep the Bear Creek Greenway connected during the construction project,” said Jackson County Greenway Coordinator Jenna Stanke. “The Greenway has about 400 daily users.” New Street Names Once the project is complete, different names will appear on some project area roadways. ODOT met with Phoenix officials and emergency service representatives several years ago to coordinate the changes. • North Phoenix Road will carry through the overpass to the west side of I-5 and terminate at the Oregon 99 signal across from Ray’s Market. • Fern Valley Road will appear only on the east side of I-5, terminating at a cul-de-sac joined by Pear Tree Lane. • Grove Road will replace South Phoenix Road in the southeast area of the project, extending across Fern Valley Road through the traffic signal near Home Depot before reaching a dead end behind the Lazy Boy Furniture store. Diverging Diamond Design The Fern Valley Interchange features Oregon’s first Diverging Diamond design, which reduced ODOT’s right of way needs for construction. “The Diverging Diamond design was developed specifically with Phoenix in mind,” said Leaming. “The objective was to reduce the project footprint. That reduces the project’s impact on surrounding businesses and reduces right of way costs. The design also provides better traffic capacity and safety for motorists. “To enter I-5 or cross over it, drivers move to the opposite side of the bridge, which reduces the number of signal phases a driver needs to clear.”
‘Show Me State’ Inspiration The Missouri Department of Transportation was the first in the United States to construct an interchange with this diamond design. Several DOTs across the nation have since adopted the design. The ODOT project team traveled to Missouri in 2010 to meet with Project Manager Don Saiko and see the new design first hand. Located on Interstate 44 at the intersection with Missouri Highway 13 in Springfield, the new design moves traffic efficiently and safely through a previously-congested intersection in a major commercial area. The new design is important to freight haulers. Time spent sitting in a bottleneck is money lost. ODOT produced a 3-D traffic simulation video to illustrate how the new interchange design would work. “It really helps people see how to navigate a diverging diamond interchange,” said Leaming. “The 3-D traffic simulation video is still available online at the project website.” Problem, Process, Solution The Fern Valley Interchange connects I-5 and Phoenix at Exit 24. The interchange experienced traffic congestion through the day, but was much worse during the morning and evening commutes. Existing and proposed development along the east side of I-5, as well as development growth within the Rogue Valley, reduced the interchange’s capacity and caused safety concerns. The project’s design phase began in 2004. The Fern Valley Through design alternative was eliminated in 2009 because it would have an adverse impact on nearby farm land. The Project Development Team later unanimously supported the North Phoenix Through build alternative as part of the federally required environmental assessment.
FERN VALLEY continued on page 13
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How Do You Drive a
Diverging Diamond Interchange?
The Diverging Diamond Interchange is a different driving experience. The DDI moves traffic more safely and efficiently. Do your homework now. Learn how to drive the DDI. Project Page http://goo.gl/9qIVIU
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Watch the project video, which shows you how to drive the new Fern Valley interchange at I-5 Exit 24.
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Hy-Sign Flagging
keeps traffic moving ODOT helps small businesses take advantage of contracting opportunities through its Minorityowned, Women-owned, and Emerging Small Business (MWESB) program. Hy-Sign Flagging of Coos Bay is currently working as a subcontractor on the $72 million Fern Valley Interchange project in Phoenix. Owner Karen George employs a crew of 15 on a regular basis, although that number jumps up to nearly 90 during the busy summer months. HySign Flagging was started by Karen’s mother, Barbara, and started working on state projects in 1986. “Flagging takes good communication skills, the ability to focus and, frankly, the ability to fight through the boredom when there’s no traffic,” said George. George attributes some of Hy-Sign’s success to its support from the MWESB program. “My mother started the company when female-owned road construction
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businesses were unheard of,” said George. She attributes the company’s continued success to its employees. “Our philosophy is everyone has a real life and kids and family come first.” ODOT’s ESB program works to create new and innovative contracting opportunities for Oregon’s small business community. It’s also a goal of the program to assist emerging small businesses in overcoming barriers to participating in the state’s extensive public contracting procurement programs. The program annually identifies hundreds of contracting opportunities that certified Oregon firms are encouraged to pursue. On the Fern Valley Interchange project, the program continues its record of success. George said it has been good working for prime contractor Hamilton Construction of Springfield. “We try to stay hydrated and Stacey (Hamilton’s Traffic Control Supervisor) always stops by to make sure we have everything we need,” said George. “Stacey treats us as real people and not human sign holders.”
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Opportunities to Connect ODOT Civil Rights Field Coordinator Christie Meacham is always on the lookout for opportunities to connect local businesses with state construction projects. Meacham manages the regional Disadvantaged Business Enterprises (DBE) and MWESB programs in southern Oregon. “DBE and MWESB certification gives contractors more opportunities,” said Meacham. “There’s a wide range of contracting opportunities beyond just building highways and bridges.” Meacham can be reached at 541-957-3698 or christie.meacham@odot.state.or.us. July 14 Event Small business owners are invited to attend “Doing Business with Public Transit and Public Works,” an ODOThosted all-day event at the Small Business Development Center, 101 South Bartlett Street, Room 132, in Medford on Thursday, July 14.
A panel of regional transit representatives will discuss upcoming projects and how local, small business owners can connect with them. The event also includes presentations on different certification programs, including the Oregon Procurement Information Network (ORPIN) system and the Certification Office of Business Inclusion and Diversity (COBID). “Learning about certification is vital for small business owners,” said ODOT Intermodal Civil Rights Manager Sherrin K. Coleman. “There are numerous benefits of attending. Certification can bring more business to your company. This is also a great opportunity for networking with southern Oregon’s public transit providers.” For additional information or to RVSP for the July 14 “Doing Business with Transit” event, please contact Coleman at 503-986-3169 or sherrin.k.coleman@odot.state.or.us.
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A LONG-TERM
DREAM NEARS REALITY By Phoenix Mayor Jeff Bellah In early 2014, we were ready to begin the two and a half year process needed to rebuild Interstate 5 Exit 24. Through the years of planning and communication with ODOT, we knew this project would be more complex than just replacing a bridge and a few freeway ramps. It would stretch about a half mile west on Fern Valley Road with a new bridge over Bear Creek to connect with Highway 99. On the east side, there would be a new road to connect both sides of the city through the interchange.
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After a slow start that first winter, the summer of 2014 kicked into high gear with steady construction ever since. We now see the light at the end of the tunnel with a projected finish date later this year in September. While people are weary of construction, they eagerly anticipate the long-term benefits to Phoenix. I have thought about what this will mean for Phoenix a great deal. I have come to the conclusion that the Exit 24 project will be a tremendous benefit and a key to our future. Retail, light industrial and other developers will want to build near the high-
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capacity interchange. Approximately 400 acres near there will be brought into our urban growth boundary with part of it providing some relief for much-needed residential development. The project will help provide a jump start for our urban renewal efforts in our city center on the west side of I-5. Along with our move to single-lane traffic on Highway 99, the new traffic patterns from this project help meet our plans for a small business- and pedestrianfriendly city center. While I can’t say the process has been without inconvenience, I can say that ODOT and the contractors have exceeded our expectations to communicate effectively and plan any temporary inconveniences well in advance. Looking back, I am amazed at the mountains of dirt that have been moved; the two bridges that have been dismantled and replaced with much larger bridges; and, the roads
that have been built or expanded. The current state of road and bridge construction is truly a marvel. We are now at a point where it is almost finished and excited to see what the future will bring. On behalf of the people of Phoenix, we say thank you to everyone who helped make this long-term dream a reality.
Jeff Bellah is in his fourth year as the Mayor of Phoenix, after serving on the City Council. An Army Veteran, Mr. Bellah served a total of 35 years in civilian service with the federal government. Serving in a wide range of positions, including Regional Quality Manager and National Program Director, Bellah retired in 2011. He is a proud graduate of the University of Oregon. A longtime resident of Phoenix, he has been married for 37 years and has two grown daughters and two grandchildren.
FERN VALLEY continued from page 8 A $25 million investment from the 2009 Oregon Jobs and Transportation Act — a funding package based in part on increases in truck weight-mile flat fees, registration fees, road use assessment fees, and heavy vehicle trip permit fees — was the last piece of the Fern Valley Interchange project’s funding puzzle.
That same year, the Phoenix Planning Commission and Phoenix City Council approved an Interchange Area Management Plan for I-5 Exit 24. The IAMP is a requirement of the Oregon Transportation Commission, which sets policy for ODOT. In 2012, the ODOT project team collaborated with a consortium of
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I-5 INVESTMENTS FROM CENTRAL POINT TO ASHLAND Exit 35 ($24 million, 2010) — The Oregon Transportation Investment Act III (OTIA III) funded a major redesign that included replacement of the interchange overpass and two bridges, which span the railroad tracks to the north. Exit 33 ($3.4 million, 2012) — Project replaced the Pine Street Bear Creek Bridge, added a lane for the southbound off-ramp, and lanes on Pine Street to accommodate destination traffic for the Pilot Truck Stop. Exit 30 ($36 million, 2008) — Major redesign improved safety and reduced congestion by providing better connections between I-5, Oregon 62 and local roads. Exit 27 ($97 million, 2009) — Built a Single Point Urban Interchange (SPUI) to replace the I-5 interchange at Barnett Road, where traffic queues on the southbound off-ramp were daily incidents. The SPUI increased capacity and improved safety in south Medford. Exit 24 ($72 million, 2016) — Scheduled for completion later this year, the new Phoenix interchange is Oregon’s first diverging diamond interchange design, which improves safety and increases capacity with a smaller footprint that reduced project costs and reduced construction impacts to neighboring businesses. Exit 21 ($486,000, 2007) — A new concrete deck was added to this I-5 overpass, which is one of the last I-5 structures originally built in the 1960s. Exit 19 ($5.7 million, 2012) — OTIA III funded the replacement of Ashland’s north interchange with a wider structure. The new structure received aesthetic treatments to match Ashland’s bookend interchange at Exit 14. This project also replaced I-5 bridges between Exit 19 and Exit 14, including the Eagle Mill Road and the Bear Creek structures. Exit 14 ($8 million; 2013) — OTIA III funded repair of Ashland’s gateway interchange with art deco finishing to harmonize with Exit 19. Improvements included new signals and illumination around the interchange. Exit 11 ($305,000; 2007) — Like Exit 21, a new concrete deck was added to this directional interchange into Ashland.
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FERN VALLEY continued from page 13 private contractors 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. Natural Colors Aesthetic features inspired by the natural colors surrounding Phoenix, the hills and grasses, are incorporated in the Fern Valley Interchange project. The use of concrete form liners and different stains and paints presented opportunities to design a bridge with a local look instead of the drab concrete structures commonly built when I-5 was first constructed. The project team filtered through several designs with the help of Medford landscape architect John Galbraith, before selecting aesthetics for the Fern Valley Road bridges that span I-5 and Bear Creek at Exit 24.
Work Zone Safety People benefit from many safety features in the Fern Valley Interchange project’s work zone, including TripCheck traffic cameras, the Rogue Valley’s Incident Response vehicle, transverse rumble strips and a reduced speed limit to 50 mph. The Oregon State Police patrols the work zone. Traffic fines double in work zones, even when there are no workers present. TripCheck cameras were installed to help keep an eye on traffic in the work zone. “Adding TripCheck cameras to the project provides drivers with timely information to avoid congestion during construction,” said Leaming. ODOT maintains a temporary construction office within The Shoppes at Exit 24 to serve as a base of operations for the project inspectors. The public is welcome to stop by the office for more information.
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U.S. 199 APPLEGATE RIVER TO SLATE CREEK PAVING Nighttime paving returns to the Redwood Highway (U.S. 199) this summer with work planned west of Grants Pass from Applegate River Bridge to Slate Creek. The seven-mile section of U.S. 199 targeted this year will complete a 21mile paving and safety upgrade, from Grants Pass and Cave Junction, which began two summers ago. “Same highway, different year,” said ODOT Project Manager Ted Paselk. “This summer we’re working north of where we worked last year. We’ll replace some substandard guardrail, widen the highway shoulders in select locations and improve the overall nighttime visibility on the highway.” Some of the earliest work scheduled for this summer’s project involves replacing two failing culverts under the highway.
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“Drivers who have felt the dip, just southwest of the Applegate River Bridge, will be glad to know that 42inch culvert will be replaced during the night, said Paselk. “The challenge will be that the culvert is nearly 20 feet deep.” Paselk said an 18-inch culvert will also be replaced near Slate Creek. The Redwood Highway experiences one of the larger seasonal increases in traffic compared to other Oregon highways, averaging as much as 9,100 vehicles per day throughout the year and rising to 11,000 vehicles per day during the summer. The section of the Redwood Highway from Grants Pass to Cave Junction has a higher-than-normal crash rate for rural interstate highways in Oregon with many of the crashes involving drivers who run off the road, especially at night.
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The 2015 summer project paved 15 miles of the Redwood Highway between Slate Creek and Cave Junction. That project included a lane conversion project in Cave Junction that reduced the number of traffic lanes from four to three and included a new two-way, left-turn lane. The city of Cave Junction supported the design, which added bicycle lanes on both sides of the highway and improved pedestrian access along a half-mile section inside the city limits. This summer, ODOT returns to Cave Junction, where it will improve ADA ramps at three city intersections. However, the majority of the planned work is focused on replacing the existing open-graded asphalt with a dense grade mix of asphalt to create a smoother ride. This project will also add center line rumble strips, replace substandard guardrail and add a right-turn lane for westbound traffic at the intersection of Redwood Highway and Round Prairie Road.
Work Zone Safety • Slow down. Traffic fines double in work zones. • Reduce distractions and pay attention to your driving. • Double your following distance. • Get in the correct lane well in advance. • Remember, work zone traffic lanes often are narrow, without shoulders or emergency lanes. • Be aware of temporary accesses to the roadway from the median. • Uneven or sloped road surfaces can affect how your car handles. • Report missing or poor signs.
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I-5 NORTH ASHLAND TO SOUTH MEDFORD PAVING
Nighttime travel between Ashland and Medford on Interstate 5 will encounter a moving work zone and short delays as nighttime paving returns to Interstate 5. ODOT awarded Rocky Mountain Construction of Klamath Falls the nearly $6 million project, which is expected to begin later this month. The construction project will move along an eight-mile section of I-5 (MP 19 to MP 27) from 7 p.m. to 7 a.m., avoiding the higher traffic volumes that peak during the summer. “There’s a lot of traffic on I-5, no matter what season you choose,” said ODOT Project Manager Tim Fletcher. “That’s why we only allow construction work that closes or slows down traffic to be performed at night.” The asphalt along this section of I-5 has gradually become rough and rutted as it reached the end of its
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design life. According to Fletcher, ODOT directed a rehabilitation project several years ago as part of the agency’s preventative maintenance program to maximize the service life of the highway. The paving work in the Fern Valley Interchange project area has already been completed. “Commuters who travel between Ashland and Medford will welcome the smoother ride,” said Fletcher. Grind/inlay, also known as mill/inlay, involves grinding into the upper layer of the existing asphalt to remove any cracks, ruts and imperfections. A layer of inlay paving is placed atop the milled surface to fill holes and level it off. The last step is an asphalt overlay that finishes the process. “This grind inlay project will replace the existing open-graded asphalt mix with a denser mix, which is designed to wear better and give a better ride,” said Fletcher.
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Drivers will encounter intermittent ramp closures during the nighttime construction work. The project specifications will only allow each ramp to be closed for one night at a time. “My advice this summer is to leave a little extra time, perhaps take an alternate route,” said Fletcher. “We’ll work with the contractor to keep the work zone safe, yet minimize traffic delays.”
“It’s less expensive to build, it’s easier to repair, and it’s proven to prevent catastrophic crossover crashes.” Marmon said the section of cable barrier struck the most times in the Rogue Valley is located on I-5 north of Gold Hill, where southbound travelers have missed the curve near milepost 44 and struck the barrier multiple times, including a fatal motorcycle crash that occurred last month during the Memorial Day weekend.
Cable barrier In addition to eight miles of paving work, the project will construct safety cable barrier between northbound and southbound I-5 from Exit 11 north to Medford. “Compared to concrete barrier or regular guardrail, the three strands of cable barrier act like a rubber band,” said ODOT District Manager Jerry Marmon. odotmovingahead.com
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MEDFORD VIADUCT ODOT began the I-5 Medford Viaduct Planning and Environmental Study, a multi-part analysis, last year on the iconic, yet controversial Interstate 5 structure built in the early 1960s. The study is examining the safety, operational and structural needs of the 3,222-foot concrete structure as well as the entire I-5 corridor from the Exit 27 south Medford interchange to the Exit 30 north Medford interchange. However, with neither dedicated funding nor a construction design on the shelf, the viaduct will likely remain unchanged for the foreseeable future. “Our project team interviewed more than 20 community and transportation leaders last fall,” said ODOT Project Manager Lisa Cornutt. “Some key themes we heard from them included seismic vulnerability, environmental concerns, and the local need for better north-south routes in Medford. “Surprisingly, tunneling I-5 was a popular idea, but very expensive.” Data collected on the Medford viaduct shows consistent travel times and better-than-average capacity, which meets today’s mobility targets as well as those projected for 2040. Contrary to popular belief, the crash rate on the viaduct is relatively lower than the crash rate on either side of the bridge. A five-year comparison showed only eight reported crashes on the Medford viaduct and 23 reported crashes on either side. Another 53 crashes were reported near Exit 27 and Exit 30. The project team is currently taking the first steps in preparing a seismic analysis model for the Medford viaduct. The work is scheduled through this summer. Data collected will help the team develop the next steps for the I-5 Medford Viaduct Planning and Environmental Study, which could extend through 2019.
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“We hope to select a solution by 2019,” said Cornutt. “Construction funding would be pursued then as well.” Oregon was thought to be seismically quiet when the Medford viaduct was originally constructed. Today, it is well known Oregon is vulnerable to a Cascadia Subduction Zone earthquake. ODOT completed phase one seismic retrofitting, which added shear blocks and cabling for the horizontal beams to the vertical supports, on the Medford viaduct in 2003. Phase two seismic retrofitting, both more expensive and more extensive, still needs to be completed. “Our initial screening showed we should be focusing our efforts toward seismic and operational improvements,” said Cornutt. “We’re currently not looking at capacity or changes to the local street network.” The Oregon Transportation Commission selected the I-5 Medford Viaduct Planning and Environmental Study to receive $4 million in discretionary Enhance funding, a category of the ODOT capital improvement program focused on projects that enhance, expand or improve the transportation system. “Any future project for the Medford viaduct would also need to balance environmental issues with Bear Creek, park land and expensive right of way costs,” said Cornutt. “When you start talking about replacement, project costs start at hundreds of millions of dollars. It is imperative we look at improvements at a lower range of costs that optimize public dollars.”
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More project information is available online: www.medfordviaduct.org
Phase 1 Completed Installed in 2003, cable restrainers were used to ensure girders stay in contact with substructure. In Phase 2, cross beams will be strengthened to ensure the bridge reacts as designed during a seismic event. In Phase 2, column jacketing will confine the concrete and ensure ductility in a seismic event. In Phase 2, the footing size will increase, be strengthened and pinned to ensure stability and functionality in a seismic event.
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CLIMBING LANES SOLVE TRUCK BOTTLENECKS Thanks to Oregon’s 2009 Jobs and Transportation Act (JTA), commercial truckers climbing some of the steepest mountain grades found on the entire Interstate 5 corridor are traveling safer and experiencing less congestion than ever before. Last year, prime contractor Knife River Corporation of Central Point completed the northbound climbing lane on Sexton Mountain, part of a $49 million project that included paving, striping work and safety improvements to curves along a 17mile stretch of I-5 from Hugo north to Glendale. The JTA funded $10 million of the project. “The truck climbing lanes are a huge benefit,” said Mike Card, president of Combined Transport based in Central Point. “Trucks are a lot slower going up mountain passes. When you have only two lanes and cars and other trucks trying to pass, you have congestion. Safety is critical.”
While most freeway climbs are built on grades of 5 percent or less, the northbound I-5 lanes on Sexton Mountain pose a 6.13-percent grade, which caused trucks to frequently slow to less than 30 mph during the climb. The speed differential to other I-5 traffic can be hazardous. The Federal Highway Administration identified some of the worst truck bottlenecks in the nation are caused by steep grades on I-5 in southern Oregon. Sexton Mountain The 12-foot truck climbing lane extends 2.8 miles from the northbound on-ramp at the Hugo Exit 66 to just beyond the crest of the Sexton Mountain pass. The climbing lane was partially built on the former I-5 shoulder, which was also replaced with a new, 10-foot shoulder.
Card is past chair of the American Trucking Association and a member of the Oregon Trucking Association.
The Sexton truck climbing lane will reduce the frequency of I-5 closures related to commercial trucks, especially during winter, and reduce the need for ongoing shoulder maintenance.
“We’re an industry based on just in time delivery and any delay is harmful,” said Card. “The ability to pass other trucks in a safe environment helps us stay on schedule.”
Construction of the Sexton truck climbing lane required closing the emergency shoulder and placing concrete barriers on I-5 to separate traffic from construction work. An estimated 250,000 cubic yards of soil
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and rock — enough material to fill nearly 14,000 18-yard dump trucks —were removed to clear room for the truck climbing lane. Douglas County ODOT also added three I-5 truck climbing lanes, each roughly onemile long, in Douglas County. The lanes are located southbound at Rice Hill (milepost 147) and one in each direction on the steep grade located between Sutherlin Exit 136 and Oakland Exit 140. The JTA provided $4.1 million for the three new truck climbing lanes in Douglas County. Truck climbing lanes are also located further north on I-5, where a threemile section exists south of Salem, and on Interstate 84, which has a sevenmile section east of Pendleton. Future Lanes ODOT continues to analyze the need for more truck climbing lanes. Design is currently underway to add
northbound and southbound truck climbing lanes to Roberts Mountain, a steep climb located roughly two miles south of the I-5 connection to the Oregon 42 freight route. The Oregon Gateway Report from 2007, which was developed by the Southwest Economic Transportation Team, also described the need for continued improvements to I-5. The report noted that improved highway capacity between the Rogue Valley and the Port of Coos Bay and the coastal communities in Coos and Curry counties will result in substantial economic expansion. The addition of climbing lanes in the mountain pass areas of I-5 would contribute to this economic expansion. “We need to improve all of the steep passes in southern Oregon,” said Card. “Congestion is an issue for everyone in Portland and truck climbing lanes is a need for everyone traveling through southern Oregon.”
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OREGON 62 EXPRESSWAY Commuters, shoppers and other travelers on Crater Lake Highway (Oregon 62) from Interstate 5 to Delta Waters Road trek through an active work zone for the $120 million Oregon 62 Expressway project. Last month, prime contractor Knife River Materials of Central Point began construction on the project’s first phase. The two-year multimodal solution, which underwent more than a decade of planning, will increase capacity and improve safety along the Crater Lake Highway corridor, a critical business connection for freight, tourism and commuters. Mobility is Critical Project plans require Knife River and its subcontractors to keep two lanes of Oregon 62 open in each direction from 6 a.m. to 7 p.m., Monday through Thursday and from 6 a.m. to 10 p.m. Friday through Sunday. “Keeping traffic moving through the corridor and business accesses open are project priorities,” said ODOT Project Manager Tim Fletcher. From now through mid-September, the project calls for three traffic
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switches during the replacement of the Lone Pine Creek box culvert located in front of Lava Lanes. “The traffic switches are to ensure people can keep moving smoothly in the corridor while the box culvert is constructed,” said Fletcher. A temporary access change to Delta Center behind Starbucks will also occur during the culvert replacement work. Traffic will still be allowed to enter but will need to exit at either Delta Waters Road or Excel Drive. Other construction work that’s nearly complete is a multi-use path located on ODOT-owned property south of the existing sidewalk. The multi-use path will allow the contractor to begin tearing out the old south side curb line and begin constructing the new curb, gutter and sidewalk. Removing Left Turns Oregon 62 exceeds its capacity standards. Future growth is expected to significantly increase traffic. The multimodal solution took more than a decade to complete. “The safety concern is higher crash rates at corridor intersections, especially from I-5 to Delta Waters
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Road,” said ODOT Project Information Specialist Gary Leaming. “The busiest intersection in the Rogue Valley is Oregon 62 and Delta Waters Road. It has traffic numbers higher than those along I-5 north of Medford.” Left turns from Crater Lake Highway and from the intersection of Whittle Road and Skypark Drive will be removed. Westbound left turns were taken away earlier this month at Whittle Road in preparation for the culvert replacement. Further, the project schedule calls for removing left turns onto Oregon 62 in front of Hubbard’s Hardware in July and at Skypark Drive in September. “We’re eliminating several left turns to improve safety along Crater Lake Highway,” said Fletcher. “Many locations along the Oregon 62 corridor have high volumes of traffic and higher-than-average crash rates. Removing these left turns will help reduce the crash rate.” Business Access Changes Businesses along Crater Lake Highway are cautiously optimistic. “We know the highway needs to be upgraded for safety, but we’re obviously concerned that customers
will continue to find us and shop with us,” said Bob Seus, owner of Hubbard’s Hardware. Seus plans a media campaign to alert his customers of the coming traffic changes. Seus said a big concern for Hubbard’s is shoppers won’t be able to turn left onto Whittle Road during much of the construction. He’s looking at options to direct customers coming from south from the Eagle Point area via either Owen Drive or Delta Waters Road. 4.5-mile Expressway Through traffic will travel along a 4.5-mile, four-lane expressway on the east side of the Medford Airport. The expressway will cross over Vilas Road via an overpass, and connect to the existing Crater Lake Highway near Corey Road. The project adds sidewalks and transitrelated enhancements on the existing Oregon 62 corridor. According to RVTD Manager Julie Brown, the biggest advantage of the upcoming expressway for transit riders could be a Bus Rapid Transit route from a Park-and-Ride in the White City area to an unspecified location in or near downtown Medford.
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“Better access through sidewalks, the possibilities of Park-and-Rides for commuters, and the addition of signal priority will help us get back on schedule,” said Brown. Second Phase The project’s second phase will continue the new roadway north, spanning Vilas Road via an overpass as it follows the Old Medco Haul Road before connecting with the existing Oregon 62 corridor near Corey Road. The second phase is scheduled to bid later this year.
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