The U.S. 26 project at the Glencoe Road Interchange is located in the City of North Plains in Washington County. The project will improve safety and capacity of the interchange.

View an aerial photo of the project area.

ODOT has worked with the City of North Plains and Washington County to develop a design concept that meets the $32 million budget provided by the JTA. Project elements include:

• Replacing the Glencoe Road bridge over U.S. 26 with a new, four-lane bridge, and improving vertical clearance
• Lengthening and widening the U.S. 26 westbound exit ramp
• Replacing the culvert on Glencoe Road to the north of the interchange with a new structure
• Improving pedestrian and bicycle connections on the new bridge over U.S. 26
• Improving intersections, including traffic signals, signing, striping, drainage and water quality

The existing two-lane Glencoe Road over-crossing lacks adequate shoulders, turn lanes, and bicycle/ pedestrian accommodations. The most significant safety issue to be addressed is that the existing westbound off-ramp is not long enough to safely accommodate vehicles using the interchange, creating backups onto U.S. 26.

The U.S. 26 Glencoe Road Interchange project will serve the projected increase in traffic volumes, both from the adjacent City of North Plains and the larger regional vicinity, which includes the Cities of Hillsboro, Cornelius, and Forest Grove. The interchange is an important access point from U.S. 26 to these cities and the project will improve the capacity of the system and result in better mobility in the region.

The project will also contribute to economic development by supporting planned land use and industrial development in western Washington County.

The final design and plans for this project are complete and have been submitted to the ODOT Office of Pre-letting for advertisement and bid. ODOT held a mandatory pre-bid meeting on April 23, 2012. The project is scheduled for bid on May 15, 2012. ODOT will hold a pre-construction open house in July 2012. Construction kicked off in July with a special event and groundbreaking held on the 19th.

For more information and weekly construction updates visit the project webpage at http://www.oregon.gov/ODOT/HWY/REGION1/glencoe/.

Interstate 84 at the 257th Interchange, located in the City of Troutdale in Multnomah County, is an important freeway connection to many industrial businesses at the eastern end of the Columbia industrial corridor. The project will support connections to this important employment area by improving safety and capacity in the I-84/257th interchange area.

In July 2009, work began to improve the east end of the I-84 Troutdale interchange (Exit 17). The project, which was funded by ODOT, Port of Portland, City of Troutdale and federal stimulus funds, added an additional turn lane for traffic headed east on South Frontage Road to 257th Drive/NW Graham Road (I-84, Exit 17) and was completed in December 2009.

Project elements funded by the JTA include:

• widening and lengthening the I-84 eastbound exit ramp, and improving the intersection;
• adding a third lane to South Frontage Road; and
• improving the intersection at the I-84 westbound exit ramp and Graham Road, including adding a third lane to a portion of North Frontage Road.

Additional project elements will be designed with JTA funding. Construction of these additional project elements will depend on securing other funding, such as the Federal Transportation Reauthorization request for $28 million that ODOT, the Port of Portland and the City of Troutdale are supporting.

The interchange experiences traffic backups on the I-84 eastbound exit ramp during afternoon peak hours. This is a significant safety concern as vehicles are forced to back up into the travel lanes of the interstate. A recent traffic study, specifically addressing the increased traffic generated from the newsly constructed FedEx ground distribution facility, forecasts that congestion in the area will soon worsen. This project will improve safety, reduce congestion and provide capacity for future development of the Port's industrial property north of I-84.

The City of Troutdale, Port of Portland and ODOT began meeting in January 2010 and have entered into a Memorandum of Understanding (MOU), effective April 2, 2010, based on those meetings. The MOU (available for download on the project webpage) identifies the project purpose, elements, development strategy, management and funding.

On July 21, 2010, ODOT hosted the first project open house. City officials, residents and business owners dropped in to learn more about the interchange improvements and the IAMP. Follow-up meetings were held on July 29th and September 23rd with project partners, including representatives from the City of Troutdale, Multnomah County and Metro to further refine project details. ODOT held a second open house on December 2, 2010, to update the public on the project and on February 28, 2011, staff presented to the East Multnomah County Transportation Committee (EMCTC). A third open house was held May 2, 2011, and on May 24 staff made a presentation at the Troutdale Mayor's Business Forum.

ODOT, the City of Troutdale and the Port of Portland kicked-off an Interchange Area Management Plan (IAMP) in summer 2010. The IAMP Project Advisory Committee (consisting of business owners and residents of Troutdale) held its third meeting on March 15, 2011 in Troutdale. The IAMP will likely conclude in fall 2011.

Bids opened on March 24, 2011 for the first set of JTA improvements. Contractor Nutter Corp. started work in late May and construction is estimated to be complete by Thanksgiving 2011. Design of additional elements is underway and will be part of a future JTA-funded construction project.

For more information visit the project webpage at http://www.oregon.gov/odot/hwy/region1/troutdaleexit17/

Weekly Construction Update

The immediate interchange improvements wrapped up in July 2012. Design is underway for other elemements of the project to include removing the eixsisting I-84 bridges over Marine Drive and Graham Road and placing new bridges to provide over 17 feet of clearance under I-84 and improving the Marine Drive under crossing.

The Clackamas Industrial Area is home to one of the state's busiest and most critical freight distribution centers. Community development and industrial expansion in the Sunrise Corridor are expected to grow significantly and the existing Oregon 212/224 corridor is incapable of handling this increased demand.

Since 1988, the east/west Sunrise Corridor has been identified as an essential connection from I-5 and I-205 to U.S. 26 (Mt. Hood Highway), and to central and eastern Oregon. After years of public involvement, community participation and environmental investigation, on February 23, 2011, the Federal Highway Administration (FHWA) signed a Record of Decision (ROD) providing the necessary federal clearances for construction of the identified improvements.

The Sunrise Jobs and Transportation Act Project is constructing a smaller phase of the larger Sunrise Corridor Preferred Alternative to address existing congestion and safety problems in the Oregon 212/224 corridor. The Sunrise JTA Project will construct a new road from I-205 at the Milwaukie Expressway to 122nd Avenue and some local roadway connections serving the Lawnfield Industrial District.

ODOT and Clackamas County developed the JTA project proposal in spring 2010 and hosted a public meeting in June 2010 to discuss the proposal, answer questions and take comments. ODOT held the first design open house on November 8, 2011.

When complete, the project will reduce congestion, increase safety, and improve economic development opportunities and freight mobility.

Immediate Short-Term Improvements to Highway 212 at I-205

New Sunrise Connection

Lawnfield Industrial Access Project #1: Industrial Way

Lawnfield Industrial Access Project #2: Lawnfield Reconstruction

Highway 212 at 162nd Avenue (Intersection Design Only)

The U.S. Highway 26 at the Shute Road Interchange project is located in the City of Hillsboro in Washington County. Shute Road has been officially renamed Brookwood Parkway since the JTA was passed. This project will improve the U.S. 26 Brookwood Parkway (Helvetia) interchange by reducing congestion and increasing safety.

Project elements include:

1. Constructing a new westbound U.S. 26 to southbound Brookwood Parkway exit loop ramp
2. Reconstructing the westbound entrance ramp
3. Providing an additional northbound travel lane on the Brookwood Parkway overcrossing and widening the structure to accommodate an additional southbound lane in the future
4. Extending the northbound right-turn lane from Brookwood Parkway
5. Providing enhanced bicycle and pedestrian accommodations on the Brookwood Parkway overcrossing

The U.S. 26 Brookwood Parkway (Helvetia) interchange is a locally and regionally significant interchange along the U.S. 26 Sunset Corridor. This interchange is a primary entry point to regionally significant high-tech employment centers. The transportation challenge at this interchange is heavy traffic from the westbound U.S. 26 exit ramp to southbound Brookwood Parkway during morning peak hours, and heavy traffic northbound on Brookwood Parkway to eastbound U.S. 26 during afternoon peak hours.

The recent addition of the Evergreen and Helvetia planning areas into the Urban Growth Boundary (UGB) is intended to bring approximately 850 acres of land for industrial development and is projected to employ 13,000 people. The primary focus of land use in the area is to provide sustainable “green energy” jobs. The U.S. 26 Brookwood Parkway (Helvetia) Interchange project will accommodate a full build out of the recent UGB expansion and support the development of state certified industrial sites and recently re-zoned high-tech industrial lands.

The project will provide better access to industrial lands, reduce congestion, and increase safety and economic development opportunities.

ODOT, the City of Hillsboro and Washington County have finalized a Memorandum of Understanding (MOU) that memorializes the project purpose, priorities, goals and concepts. The MOU is available for download on the project webpage.

ODOT, the city and the county have met with potentially impacted property owners to discuss the project in more detail and to talk about the property acquisition process. Project surveying is complete and the roadway design phase is underway. As part of project design, exploratory geotechnical drilling will take place between Feb. 27, 2012, and March 31, 2012. This is necessary to determine what type of soil and rock is underneath the surface in locations where the project will build foundations for retaining walls, bridges, signals and sign supports.

ODOT held the project's first public meeting on Nov. 10, 2010, and the second on Jan. 17, 2012, to update the public on project development.

Project surveying is complete and the design phase is underway. The project footprint is being finalized and right-of-way needs are being identified for appraisal.

The agencies developed an Interchange Area Management Plan. An IAMP Project Advisory Committee (PAC) comprised of community stakeholder representatives and technical staff from the partner agencies met for the first time on May 25, 2011, in Hillsboro. The second PAC meeting was held on October 24, 2011 in Hillsboro and third on April 19, 2012. At the April 19,2012 PAC meeting the committee voted to move forward with a priority list of local improvements to support the interchange. The IAMP was approved by the Oregon Trasnporation Comission in October 2012.

ODOT hosted an open house Thursday, April 11, 2013 relating to construction impacts.

For more information visit the project webpage at: http://www.oregon.gov/ODOT/HWY/REGION1/US26_brookwoodpkwy/

ODOT’s plan is to build a full northbound auxiliary lane from the I-5/ Elligsen Road interchange to I-205 northbound that will allow vehicles to more efficiently enter I-5 from north Wilsonville and exit I-5 at I-205. With funding provided by the JTA, ODOT has designed the entire auxiliary lane. Current estimates indicate that ODOT will be able to construct the full auxiliary lane from the Elligsen Road interchange to the I-205 interchange.

I-5, the West Coast’s main trade corridor, and I-205 are two of Oregon’s busiest freeways with more than 100,000 vehicles passing through the interchange each day. The I-5/I-205 interchange is also recognized as one of the Portland Metropolitan region’s worst congestion chokepoints.

When complete, the project will reduce congestion, improve safety and enhance freight mobility on I-5 and I-205.

In December 2010, ODOT sent a mailer to businesses and residents in the project area, providing project information and inviting people to attend an upcoming open house to learn more. On Jan. 5, 2011, ODOT staff spoke with community members about the project at a public open house in Wilsonville.

A small business construction contract was bid to remove trees and noxious weeds from the project area prior to the start of major freeway construction. This work was completed in February 2011.

ODOTawarded the construction contract to Kerr Contractors, Inc. Construction began in early June 2011 and is estimated to be complete by spring 2012.

This project finished in late summer 2012.

For more information visit the project webpage at: http://www.oregon.gov/ODOT/HWY/REGION1/I5-I205/index.shtml

Weekly Construction Update

For the latest construction news on this project click here.

The U.S. Highway 26: 185th Avenue to Cornell Road project is located on U.S. 26 between 185th Avenue and Cornell Road in Washington County and in the cities of Beaverton and Hillsboro. The project will improve the safety and capacity of U.S. 26.

The U.S. 26 Sunset Highway Corridor is a designated freight route and is the primary corridor between regionally significant high-tech employment centers and the Portland Metropolitan area.

The existing section of the highway between NW 185th Avenue and Cornell Road will not serve the long-term capacity needs of the Sunset Highway Corridor. The project will address the anticipated growth in demand by adding an additional U.S. 26 travel lane in both directions from NW 185th Avenue to Cornell Road.

When complete, the project will improve safety, capacity and freight mobility.

Contractor Granite Northwest, Inc. began initial construction activity at the end of June 2010. ODOT held an open house on June 30, 2010, to update the public on the construction schedule and traffic impacts.

In July 2010, traffic lanes in both directions were shifted away from the median in order to allow for roadway widening work in the median. Daytime construction work in the median (behind temporary concrete barrier) continued through October 2010. Traffic lanes in both directions were shifted into new temporary construction in the median in November 2010.

ODOT distributed an electronic project newsletter in March 2011 to elected officials, local jurisdictions, neighborhood groups, and employers in the area. The Westside Economic Alliance forwarded the newsletter to its 1200-member database. A custom newsletter was also developed for Intel, who shared it with their 17,000 employees.

Widening portion of this project is complete and new travel lanes were opened in fall 2011. However, work continues on adding electronic message signs and landscaping. Work on these elements are expected to wrap up in fall 2013.

For more information visit the project webpage at: http://www.oregon.gov/ODOT/HWY/REGION1/US26_Mod/

Weekly Construction Update

The project will realign Washington Street to pass under Highway 213 just south of the existing railroad bridge. This improvement will eliminate the need for left-turns across the highway. Highway 213 will also be widened to accommodate a third northbound lane and dedicated right-turn lanes in both directions. In addition, Redland Road will be widened to create a dedicated right turn lane and two left turn lanes to Highway 213.

The I-205/Oregon Highway 213 interchange is a locally and regionally significant interchange along I-205. Highway 213 provides access from the Interstate to the southeast metro region, including Oregon City and areas further south. While these areas are anticipated to grow quickly in the coming years, the I-205/OR 213 interchange is already at capacity.

The additional capacity gained by the I-205/ Highway 213 project will be partially used to support development of the Oregon City Regional Center a Metro 2040 designation given to signify an employment, cultural and residential center for approximately 100,000 residents.

The additional capacity will also be used to support development in past urban growth expansion around Oregon City in Clackamas County.

Current traffic studies reveal existing safety issues including backups on the interstate ramps and long traffic backups at nearby intersections. In addition, weaving (congestion that results from motorists trying to move to the right while other motorists are simultaneously trying to move to the left) and general congestion will worsen as additional development occurs in the area, unless improvements are made.

• In October 2010, the Federal Highway Administration (FHWA) issued a Record of Decision (ROD) approving the preferred alternative for the Sellwood Bridge replacement project. Federal ROD approval concludes the planning and environmental phase of the project and allows Multnomah County and ODOT to proceed to the Right of Way and Final Design phase.
• Multnomah County has selected DEA as the owner's representative on the Sellwood Bridge replacement project. In addition, ODOT has had discussions with Multnomah County and FHWA regarding design, construction, and the overall project schedule, as well as roles and responsibilities of the project team. On Dec. 2, 2010, ODOT and Multnomah County executed an amendment to the existing Intergovernmental Agreement (IGA), designating the county as the lead agency in delivering the project.
• On March 7, 2011, ODOT signed and executed a project Charter with FHWA and Multnomah County for the Pre-Construction phase. The purpose is to convey the understanding agreed to by each agency in successfully streamlining delivery of the Sellwood Bridge replacement project. This charter establishes and communicates a preliminary delineation of roles and responsibilities, a schedule, identifies the main stakeholders, and outlines a communications plan. The Charter will be reviewed and updated quarterly.
• On May 5, 2011, Multnomah County executed the A&E contract for the project - it will be a joint venture between CH2MHill and TYLin. The A&E contract was executed on May 5, 2011.
• On May 31, 2011, Multnomah County awarded the contract for the Construction Manager/General Contractor to Slayden-Sundt, a joint venture of Slayden Construction Group and Sundt Construction, Inc.
• On June 16, 2011, the County Board voted to proceed with a new innovative method of design and construction, known as "shoo-fly," which involves building a detour bridge for use during construction. This method will reduce the construction schedule by up to 12 months and will have a potential savings of up to $5 million.
• On September 12, 2011, the public stakeholder committee approved the 60% design recommendations report.
• On November 11, 2011, Multnomah County finalized the project's finance plan and scope to address the rejection of a vehicle registration fee by Clackamas County voters during the May 2011 election. Also on November 11, 2011, the Charter was updated to include roles and responsibilities for the Construction phase of the project.
• On November 17, 2011, the County Board was presented with an amendment of the IGA, which addresses roles and responsibilities in case of a budget shortfall that would prevent the County from building the project as identified in the Final Environmental Impact Statement (FEIS) Record of Decision.
• Multnomah County, through the CM/GC and A&E firms, completed the Plans, Specifications and Cost Estimate for the detour bridge in mid-November 2011. On November 16, 2011, Multnomah County and Slayden Sundt (CM/GC contractor) signed the first Early Work Agreement (EWA), and on November 17, the County issued Notice to Proceed (NTP) to allow the contractor to procure/fabricate materials for the detour bridge.
• On December 15, 2011, the U.S. Department of Transportation announced the project would receive a $17.7 million TIGER grant to close the funding gap and build the interchange on Highway 43 as it was approved in the FEIS.
• On December 16, 2011, the County received Notice to Proceed (NTP) for in-water work and held a groundbreaking ceremony to mark the beginning of construction.
• The County is preparing a second early work agreement with the CM/GC firm to stabilize landslides on Highway 43 on the west side of the bridge. The County expects to issue NTP for this work the first week of March 2012.
• The Federal Highway Administration (FHWA) has selected the Sellwood Bridge Project for an Exemplary Human Environment Initiatives Award. The project's planning phase was honored in the Process Improvements category for "building public and agency consensus around improvements for a multi-modal, community-driven, and environmentally-sensitive infrastructure project." Multnomah County, ODOT, Clackamas County and the City of Portland accepted the award on January 24, 2012.
• On April 4, 2012, the County received Notice to Proceed (NTP) for trees removal and erosion control measures as the first step of the landslide stabilization early work package.
• Construction of the new Sellwood Bridge, which will be contracted under Guaranteed Maximum Price (GMP), is estimated to begin in summer 2012.
• County received additional $5 million in SB1543 funds closing most of the budget gap.

Field Work and Construction Updates

Oregon 6 provides a connection for freight and tourist traffic from the Portland Metropolitan Area to the Oregon Coast, and U.S. 101 is a scenic route that provides a north and south connection for the entire Oregon Coast.

In historic downtown Tillamook, both highways have a dual function as main streets. Oregon 6 follows the 1st and 3rd street couplet, and U.S. 101 follows Main and Pacific Avenues. These narrow streets and intersections were not designed to carry the large volume of traffic that uses these streets today.

This causes safety problems for vehicles and pedestrians, and it causes congestion, particularly with truck traffic year round and a high volume of tourist traffic in the summer months.

The project begins with a National Environmental Policy Act (NEPA) study that will identify better ways to move traffic between U.S. 101 and Oregon 6. It will also include construction of the resulting approved solution from the NEPA study. ODOT estimates that the project cost will be met by current funding resources.

The goal is to reduce traffic congestion and improve regional and local transportation along the Oregon 99W corridor in the Newberg and Dundee area.

Oregon 99W serves as the “main street” for both Newberg and Dundee. It also connects the cities to the Portland Metropolitan Area, McMinnville and the Oregon Coast. Because this highway is the most direct route between the Willamette Valley and coastal communities, tourist traffic has steadily increased. Weekday commuters also use the highway to travel between Yamhill County and the Portland Metropolitan Area.

All of these demands combine to create severe congestion; lines of vehicles often stretch for over a mile in both directions. Congestion and travel delays have reached unacceptable levels for those who live, work in or travel through Newberg, Dundee and the surrounding areas. This project will alleviate congestion by adding highway capacity.

A major milestone was reached when the federal government signed the Record of Decision (ROD) for the Tier 2 Final Environmental Impact Statement (FEIS). The Oregon Department of Transportation was notified of the document's signing on June 6 by the Federal Highway Administration (FHWA).

Receiving the ROD signals the end of the Tier 2 Environmental Impact Statement Process (NEPA), and is the official federal approval that allows the project to move into final design and construction. Right of way acquisition within the bypass corridor has begun and much of the right of way for Phase 1 has been acquired. Design work for Phase 1 is well underway.

• Reconstruct the interchange to a partial cloverleaf with loop ramps;
• Lengthen the ramps to meet current design standards;
• Widen the existing over-crossing structure (bridge) to the north;
• Raise the profile of the bridge approaches in order to improve sight lines;
• Widen Oregon 214 and 219 equally or northerly of the existing centerline, depending on the segment;
• Provide new 6-foot sidewalks with an additional 6 foot-wide landscaped buffer between the sidewalk and the curb;
• Provide one (1) bicycle lane in each direction along Oregon 214 and 219;
• Add a raised median to control turning movements;
• Modify access for local city streets at Oregon Way, Evergreen Road and Lawson Avenue;
• Construct a Transit Facility (Park & Ride) and extend Evergreen Road north of Oregon 214 for neighborhood access to the public transit lines listed above;
• Construct the gateway design package approved by the Woodburn City Council on June 11, 2012.

The modernization project has been divided into smaller sections (units) to make it easier to construct parts of the project as funding becomes available. Unit 1 was completed in late 2009, and Unit 2 was compled in the Summer of 2011. Units 5, 6 and 7 have been integrated within Units 3 and 4 for construction in 2013 and 2015, respectively. For more information on Unit 2, visit: http://www.oregon.gov/ODOT/HWY/REGION2/I-5_Beltline_Unit2.shtml

The planned improvements being proposed for Unit 3 are:

1. A new I-5 southbound to westbound Beltline off-ramp.
2. A new I-5 southbound to eastbound Beltline off-ramp.
3. A new westbound Beltline to southbound I-5 on-ramp.
4. A new Beltline Bridge over I-5.
5. And base construction and structures for a new multi-use path to connect south of the interchange to north of the interchange. Path is to open upon completion of Unit 4 in 2016.

The planned improvements being proposed for Unit 4 are:

1. A new eastbound Beltline auxiliary lane from Coburg Road to southbound I-5 on ramp;
2. A new southbound I-5 auxiliary lane from Beltline Hwy to I-105;
3. A new eastbound Beltline to northbound I-5 on-ramp, including a structure over I-5
4. A new Harlow Bridge (replacement)
5. Final stages of the Multi Use path that will be partially constructed in Unit 3
6. A soundwall south of Beltline and east of Coburg Road
7. A soundwall west of I-5, south of Harlow Road and north of I-105
8. Noise studies for the replacement of the Harlow Bridge and noise mitigation as warranted

The additional work to be done in Units 3 and 4 will continue to modernize the interchange, which serves interstate, regional, and local traffic to the surrounding residential and commercial centers. The units will continue to correct deficiencies to enable the interchange to safely accommodate travel demands 20 years into the future.

The interchange is located at the northern boundary of Oregon’s second largest metropolitan center. Originally constructed in 1968, where dairy farms and pastures once occupied much of the area, today the land is being developed for residential, retail commercial use, interstate traveler services and industrial centers providing regional employment. The once rural interchange cannot accommodate the increase in traffic, creating congestion, delays and safety problems.

ITS is the application of advanced technology to address transportation problems. ITS makes use of advanced communication and computer technology to address these problems and enhance the movement of people and goods.

The project was anticipated to analyze, design, and construct ITS solutions along the Beltline Highway corridor. The project will also look at ways to reduce speed using ITS solutions. ODOT, in collaboration with the City of Eugene and Lane County advanced the planning study recommendation of placing ramp metering at Beltline Hwy on ramps from River Road and River Avenue eastbound, and at Beltline Hwy on ramps from Green Acres and Coburg Roads westbound. The ramp designs were completed in the fall of 2012 and the project work was awarded to Lantz Electric Inc. of Eugene. A ramp meter is a traffic signal on a ramp that controls the rate vehicles enter a freeway facility. Solutions other than ramp metering, such as traffic messages and ways to reduce speed were considered in the analysis.

At its December 19 meeting, the Oregon Transportation Commission approved moving ahead with the first ever unsolicited proposal from a private entity that would modify the planned interchange project. By a 3-2 vote, the commission decided to move the unsolicited proposal to the next step described under Oregon law and administered through the Office of Innovative Partnerships (OIPP) process.

The project was currently about to go to design with construction expected to begin in late 2013. The decision to solicit competing proposals is likely to delay the start of the project but it is unclear at this time how long the delay will be.

The Mill Creek Corporate Center (MCCC )is a partnership between the State of Oregon and the City of Salem to create a major employment center on agricultural land previously owned by the Oregon Department of Corrections in southeast Salem.

The City has adopted the necessary comprehensive plan and zoning designations to permit development of the agricultural property and has created an urban renewal area (URA) to assist with the completion of infrastructure improvements necessary to support the development.

The MCCC is approximately 650 acres in size, making it Oregon's largest industrial park along the Interstate 5 corridor. Over 200 acres of the park are already certified as a State industrial, "shovel ready" site. Development on a portion of the property is underway. When completed, the MCCC is expected to:

• Create more than 5,000 “family wage” jobs in the MCCC;
• Generate hundreds of millions in private investment in the local economy;
• Transfer 650 acres from public to private ownership; and
• Create over 100 acres of wetlands and open space.

Access to I-5 is provided by Kuebler Boulevard SE. The URA has identified several transportation improvements that are necessary to provide an appropriate level of access to I-5. Within the MCCC area, Aumsville Highway SE is a major east-west route providing direct access to the property east of its intersection with Kuebler Boulevard SE. The existing Aumsville Highway SE is a substandard two-lane street with roadside ditches. It does not have sufficient existing capacity to support additional vehicular and freight traffic that will be generated by redevelopment.

Construction of the street improvements is underway by North Santiam Paving Co. of Stayton, Oregon. Groundbreaking was April 8, 2013. Construction is expected to be substantially complete by Fall 2013. Final landscaping is expected to be complete by Spring 2014.

Tree removal and construction of City of Salem water and sanitary sewer improvements has been completed. Relocation of electrical, telecommunications, and natural gas utilities is underway and is expected to be complete in April, 2013. Clearing and grubbing for street improvements and construction of storm drain utilities is underway.

The US Army Corps of Engineers has issued authorization to proceed with the project; The Oregon Department of State Lands has issued a removal/fill permit.

All right-of-way and easement acquisition has been completed.

The final project estimate including all PE, ROW and CE hard and soft costs, is approximately $6,000,000. Project funding includes $4,000,000 JTA funds and approximately $2,300,000 City of Salem and Mill Creek Corporate Center Urban Renewal Area funds.

The OR 62: Corridor Solution, Unit II project is located in Jackson County. This project of statewide significance will increase the capacity and improve the safety and air quality on OR 62 from Poplar Drive east to White City. Unit II will include a four lane bypass from OR 62 near the Poplar Drive/Bullock Road intersection to a terminus south of White City. This Unit will allow through traffic to use the expressway to avoid the Delta Waters/OR 62 intersection, which is currently experiencing severe congestion, and will include an overcrossing of Vilas Road. This section of the corridor also has a higher than normal crash rate. Staff worked with the projects' Citizens Advisory Committee and Project Development Team for direction to extend the northern terminus as far north as possible to maximize the public investment and minimize the impacts to property owners and businesses. The northern terminus will be in the vicinity of the existing OR 62 and Agate Road intersection. The project has been divided into two phases. Phase 1 will extend from Poplar Drive to E. Vilas Road to the north. Phase 2 will extend from E. Vilas Road to Dutton Road in White City.

This project of statewide significance will increase the capacity and improve the safety and air quality on Oregon 62 from Poplar Drive east to White City.

Oregon 62 has an expressway designation from mile point 0 to 10 and is classified as a state highway and freight route from mile point 0 to the intersection of OR 140, at mile point 6.03.

This section of highway is approaching capacity from the I-5 interchange to the White City area. An Environmental Impact Statement (EIS) is being completed which will define the project corridor and preferred alternative for the project. Development along the proposed corridor is currently occurring at a rapid pace.

The project has been separated into two phases due to the need to prepare a land use goal exception (EFU) for the northerly portion of the project (Phase 2). The Value Engineering Study was completed and recommended changes incorporated into the design. The design approval process (DAP) has been completed for Phase 1 and the consultant is working on the final design drawings. Phase 2 design has also started and will be designed in-house by the ODOT technical staff. The Draft EIS for the entire project was released in September 2012.

The continuing growth in Phoenix and southeast Medford and the large volume of trucks using the interchange is causing traffic to backup onto Interstate 5. An environmental analysis recommends replacing the existing interchange with a new one and replacing the Bear Creek Bridge west of the interchange. The Fern Valley Road Interchange project includes replacing the existing I-5 and Fern Valley Road Interchange and replacing the Bear Creek Bridge west of the interchange. It will also include widening Fern Valley Road to five lanes from its intersection of OR 99 to where it merges with North Phoenix Road and realigning and widening North Phoenix Road to five lanes at its intersection with South Phoenix Road. There will also be minimal improvements on OR 99 to include bicycle facilities and widening of Bolz Road between OR 99 and Fern Valley Road to handle the east bound traffic from OR 99.

The project will increase the capacity of the interchange, improve mobility, and improve safety.

The Fern Valley Interchange serves as a regionally significant interchange for the Rogue Valley and is the main link between the I-5 corridor and the City of Phoenix. The interchange is being put under pressure by continuing growth in Phoenix and southeast Medford. This continuing growth and the large volume of trucks using the interchange is causing traffic on the off-ramps to back up onto the freeway. With limited sight distance on the overcrossing structure and heavy traffic on Fern Valley Road there are not enough gaps for the traffic to turn onto the ramps, so vehicles make unsafe turns.

The design phase is underway. Construction is scheduled to be complete in fall 2015.

The Interstate 5 Sutherlin truck climbing lanes project is located on Sutherlin Hill and Rice Hill in Douglas County. The project is designed to improve freeway operations by providing climbing lanes for trucks and other slow vehicles facing challenges on the steep grades. The project will add a southbound and northbound climbing lane dedicated to trucks and other slow moving vehicles at Sutherlin Hill and and a southbound climbing lane at Rice Hill in Douglas County. It will also widen the outside shoulder to allow it to be used as intended for disabled or emergency vehicles. The project is being combined with an Interstate Maintenance paving project which will be constructed northbound and southbound between mile points 136.66 and 154.88.

The project is designed to improve freeway operations by providing climbing lanes for trucks and other slow vehicles facing challenges on the steep grades.

Interstate 5 is the West Coast’s major trade corridor and one of the top freight routes in the nation. As it passes through Douglas, Josephine, and Jackson counties in Southern Oregon, I-5 travels through rugged mountain terrain with steep grades. Trucks traveling on I-5 in Southern Oregon are slowed down significantly as they travel up these steep grades, often to 20 miles per hour or less.

This causes safety problems and congestion, particularly when trucks pass other trucks or use the highway shoulder to crawl up the mountains. ODOT and the Federal Highway Administration (FHWA) have identified the need for truck climbing lanes at multiple locations in Southern Oregon. The cost of addressing all the needs exceeds $100 million. ODOT has additional segments of climbing lanes planned for in the STIP and has requested a federal earmark for additional segments.

The project construction is complete.

The Interstate 5 truck climbing lanes project encompasses three mountain passes in southern Douglas County and northern Josephine County. The project is designed to improve freeway operations by providing climbing lanes for trucks and other slow vehicles facing challenges on the steep grades.

The Interstate 5 truck climbing lanes project encompasses three mountain passes in southern Douglas County and northern Josephine County. The project is designed to improve freeway operations by providing a climbing lanes for trucks and other slow vehicles facing challenges on the uphill section of Sexton pass. The additional lanes will allow the shoulder to be used as intended for disabled or emergency vehicles and will address safety and operational problems at these locations. The current project will gather initial design data on all three passes and construct the climbing lane in the northbound direction on Sexton Summit. Lanes will be constructed on the other passes as future funding allows.

I-5 is the West Coast's major trade corridor and one of the top freight routes in the nation. As it passes through Douglas, Josephine, and Jackson counties in southern Oregon, I-5 travels through rugged mountain terrain with steep grades. Trucks traveling on I-5 in southern Oregon are slowed down significantly as they travel up these steep grades, often to 20 miles per hour or less. This causes safety problems and congestion, particularly when trucks pass other trucks or use the highway shoulder to crawl up the mountains. ODOT and the Federal Highway Administration have identified the need for truck climbing lanes at multiple locations in southern Oregon. The cost of addressing all the needs exceeds $100 million. ODOT will continue seeking funds for additional climbing lanes in Southern Oregon and will program projects in the Statewide Transportation Improvement Program when available.

The project let date has moved to spring 2013 due to delays in finding a materials disposal source. The let date was set to allow time to gather data on all three passes and complete initial design on three of the six climbing lanes mentioned above. Due to funding constraints, contract plans have only been developed for the northbound Sexton climbing lane. Current completion date is fall 2014.

This project will replace the US 97 bridges over Interstate 84 and the Union Pacific Railroad, and widen the US 97 roadway from one lane in each direction to two lanes in each direction plus a center median. The acceleration lane for the westbound I-84 on ramp will be extended and all the interchange ramps will be realigned and widened to better accommodate the volume and size of the vehicles using this interchange. An auxiliary lane will also be included along southbound US 97 from the Celilo-Wasco Spur/Biggs-Rufus Frontage Road/US 97 (Biggs Jct.) intersection south to the Spanish Hollow Creek Bridge. Both ramp terminals and the Biggs Jct. intersection will be signalized and improvements to pedestrian safety at Biggs Jct. intersection will be provided by installing striped crosswalks and a pedestrian refuge island at the southeast corner of the intersection.

The scope of the project was expanded to include replacement of approximately five and a half miles of substandard median barrier on either side of the I-84/US 97 interchange. This work will be funded by federal dollars.

Interstate 84 at U.S. 97 (Biggs) Interchange is a major hub for transportation of freight by truck, as well as the intermodal connection point for the transfer of wheat from trucks on the highway to barges on the Columbia River. The interchange ramps and intersections are in a very tight area, such that the interchange cannot accommodate the majority of over-sized wind-tower loads that continue to be delivered to wind turbine projects in this region, causing costly out-of-direction travel. Biggs Junction, located immediately south of the interchange, has also experienced increased commercial development catering to highway traffic.

Traffic studies performed by the Oregon Department of Transportation indicate that if no improvements are made to this intersection, the consequence of high volumes of heavy truck traffic westbound will cause the congestion of vehicles to back-up onto the mainline of I-84. Traffic counts and vehicle classifications show that over 40% of the vehicles in the area are large trucks.

Because of the heavy truck traffic circulating throughout the project area and the existing restrictive ramp and intersection space, left and right-turns for vehicles from the off-ramps are contributing to high congestion and back-up problems. Intersections at the ramps are narrow and heavy vehicles turning onto US 97 cannot stay within the correct lanes, creating safety concerns at these stop-sign controlled intersections. Because these maneuvers require “gaps” in traffic from either direction, it is most likely the single largest contributor to the existing back-up problem on the I-84 eastbound off ramp.

U.S. 97 is a critical part of the state’s transportation system and is generally classified as an “Expressway.” U.S. 97 carries a high volume of freight and tourist traffic to and from the Washington and California borders. It is also an important highway for local commuter traffic.

Keeping roads in good condition and providing for safe travel are critical parts of the Oregon Department of Transportation’s (ODOT) mission. On “Expressways” and major freight corridors like U.S. 97, vehicles are generally traveling at high speeds. There are multiple intersections along the stretch of U.S. 97 north of Terrebonne that often cause a mixture of conflicting fast and slow traffic, which has been a safety issue for both travelers on U.S. 97 and people entering or exiting the highway. In addition, this five mile section of U.S. 97 was rutting and beginning to break apart, with potholes and de-lamination (where layers of the pavement begin separating). Such conditions allow water and ice to collect on the road surface, causing slippery road conditions and a serious safety issue, where potholes and de-lamination increase the rate of pavement degradation as well as presenting a safety hazard.

OR140 @ Washburn Way (Klamath Falls) - shown in the past as "OR 140/OR 39 Intersection Improvements (Klamath Falls)" and "OR 140: Signal Improvement (Klamath Falls)"
The OR 140 @ Washburn Way Project will install a traffic signal at the end of the east bound off ramp of Oregon 140 and Washburn Way. This work will eliminate capacity deficiencies within the "last mile" that will make it easier for industrial land to be developed north of the interchange. The original scope of the OR 140/OR 39 Intersection Improvements (Klamath Falls) Project was scaled back and now only includes the replacement of a signal pole at this intersection, which is being included in the OR 140 @ Washburn Way Project.

OR 140: Ritter Road – Deer Run Road (Bly Mountain) Project (milepost 25.17 and 34.43)
The project will straighten curves, widen the roadway and shoulders, repave the 9.4-mile segment, remove obstacles in the clear zone (the area beyond the edge of the highway that allows a driver to stop safely or regain control of a vehicle that leaves the roadway), and upgrade guard rail and signage.

OR 140: Beatty Curves Project (milepost 41.70 – 42.70)
The project will straighten curves, widen the roadway and shoulders, remove obstacles in the clear zone, install new or upgraded guard rail and upgrade signs.

OR 140: Warner Curve Project (milepost 20.8 to 21.23)
The project will realign curves, widen shoulders, upgrade guard rail and signing, and install a box culvert in Parsnip Creek to enhance fish passage.

OR 140 Corridor Improvements (shown before as "OR 140 Curve Corrections (MP43-45)"
This project will improve horizontal and/or vertical deficiencies to allow unrestricted freight movement, and improve the operational and safety functionality of this corridor.

Oregon 140 is an important part of the State’s transportation system in south central Oregon. It is a major truck route for freight from the Oregon coast to Nevada. Keeping roads in good condition and providing for safe travel are critical parts of the Oregon Department of Transportation’s mission.

The sharp curves limit the length of trucks that can use this portion of Oregon 140. There have been a number of crashes in the area including some fatalities and serious injuries. The sharpness of the curve and excessive travel speeds seem to be common elements in the crashes. The long-term goal is to correct these sharp curves so the length restriction can be removed. This overall project is comprised of Six discrete projects.

OR 140 @ Washburn Way (Klamath Falls) - The project was completed in October 2012.

OR 140: Warner Curve Project - The project was completed in November 2010.

OR 140: Beatty Curves Project -The project was completed in November 2010.

OR 140: Ritter Road – Deer Run Road (Bly Mountain) Project - The project bid date is scheduled for 2014 with construction taking 2-3 years.

OR 140 Corridor Improvements - Additional analysis and specific project locations will be completed in 2013.

This first project will:

• realign and extend Murphy Road from Parrell Road, overcrossing the Bend Parkway, to Brookswood Blvd.,
• construct a fly-over connection from the new Murphy Road/Third Street intersection to southbound U.S. 97,
• and remove traffic signals at U.S. 97/Third Street and U.S. 97/Pinebrook Blvd.

The project will improve travel times, enhance freight mobility, reduce current and future congestion, and improve east-west connectivity, which is hampered by the at-grade crossings of the Bend Parkway, thereby allowing local trips to travel on city streets rather than on U.S. 97. The project will also provide enhanced bicycle and pedestrian access across U.S. 97, which is currently limited, and reduce safety problems.

U.S. 97 is a designated freight route and the only major north-south route in Oregon east of the Cascade Mountains. U.S. 97 plays a key role for travel to and within Central Oregon, and it also serves through traffic from California to Washington. ODOT has invested significant resources in improving U.S. 97 for freight and passenger travel, including building the Bend Parkway and the Redmond Reroute. Both of these projects created new alignments for U.S. 97 to offer a faster way for through traffic to travel through the region.

The southern section of the Bend Parkway was opened in 2001. Unlike the rest of the parkway, which features grade-separated interchanges, most of the intersections on the south end of the Parkway are at-grade with traffic signals. However, significant growth in the region-Bend was one of the fastest growing cities in the country for much of the last two decades-is adding pressure to an already congested transportation network. These at-grade intersections on the southern section of the Parkway slow travel and also create traffic conflicts and safety issues. Recent planning efforts by ODOT and the City of Bend have determined that a new overcrossing should be built on U.S. 97 at Murphy Road. This would allow for removal of traffic signals on U.S. 97 at Pinebrook Boulevard and Third Street. The project will build out the transportation system in a rapidly-growing part of the region and allow for future economic development in the area by opening up access to undeveloped land within the city limits.