HomeMy WebLinkAbout2009 01 21 Willamette I-5 Bridge PC Briefing MemoMEMORANDUM CITY OF SPRINGFIELD
DATE : January 21, 2009
TO: Springfield Planning Commission TRANSMITTAL
MEMORANDUM
FROM: Mark Metzger, Planner
SUBJECT: WILLAMETTE GREENWAY OVERLAY DISTRICT DEVELOPMENT (WG) &
DISCRETIONARY USE (DU) APPLICATION—I-5 WILLAMETTE RIVER BRIDGE
PROJECT PHASE I
ISSUE: A public hearing before the Planning Commission is scheduled for February 18th to
consider a Willamette Greenway Overlay District Discretionary Use application related to the
Willamette River I-5 Bridge project. ODOT representatives and staff will brief Commission
members on Phase I of the project. No action will be required by the Commission at this work
session.
Phase I involves: development of temporary construction staging areas and access routes;
construction of temporary work bridges; demolition of the existing Willamette River Bridge;
construction of new bridge sub-structure; and temporary and permanent bicycle and
pedestrian path improvements. The Phase I work described in the application is planned to
take up to four years. Construction will begin in 2009 and continue through 2012. Demolition
of the existing bridges and construction of the new facilities will require four summers of in-
water work, which is only allowed from June 1 to October 31.
The Commission will consider a separate package of development applications for Phase II
which will involves construction of the replacement bridge at a future date.
DISCUSSION: The focus of the Willamette Greenway Discretionary Use permit is on the impacts
of the activity on the riparian area along the Willamette River. These impacts include both
environmental and aesthetic impacts. At the February 18th hearing, the Commission will be
asked to review staff findings with respect to anticipated impacts that will occur during Phase I.
As mentioned above, Phase I is related to removal of the decommissioned bridge so many of
the impacts will be temporary, but even these impacts must be evaluated as part of the
permitting process.
The packet of application materials is extensive. Staff has attached an excerpt from the
narrative portion of the application. It is not expected that the Commission will have digested
all o f the content in the attachment before the work session. It is hoped that by providing the
narrative information will give members a head start on preparing for the February hearing.
More complete application materials will be included in the Commission packet for the hearing.
Attachment 1: Excerpt from the ODOT Application
WILLAMETTE GREENWAY
OVERLAY DISTRICT DEVELOPMENT (WG) &
DISCRETIONARY USE (DU) APPLICATION
I-5 WILLAMETTE RIVER BRIDGE PROJECT – PHASE I
December 1, 2008
Conceptual Rendering of I-5 Bridges
Attachment 1, Page 1 of 35
Index
WILLAMETTE GREENWAY FORM ........................................................................................... -
DISCRETIONARY USE FORM ................................................................................................. -
WRITTEN STATEMENT ............................................................................................................. -
Index ................................................................................................................................. -
1.0 Project Information ...............................................................................................3
2.0 Description of Proposal ........................................................................................5
3.0 Project Background .............................................. Error! Bookmark not defined.
4.0 Detailed Project Description..............................................................................14
5.0 Existing Conditions, Project Impacts, & Proposed Mitigation Measures .......22
Attachment 1, Page 2 of 35
1.0 PROJECT INFORMATION
Applicant’s Request: Phase I staging and construction for the I-5
Willamette River Bridge Project
Property Owner: Oregon Department of Transportation (ODOT) 680 Cottage St. NE
Salem, OR 97301-2412
503.986.4445
Willamalane Park and Recreation District
250 S. 32nd St.
Springfield, OR 97478
541.736.4544 Applicant: Oregon Department of Transportation (ODOT)
680 Cottage St. NE
Salem, OR 97301-2412
503.986.4445
Applicant’s Representative: Colin McArthur, AICP
Cameron McCarthy Gilbert & Scheibe
160 E Broadway, Eugene OR 97401
541.485.7385
colin@cmgsla.com Project Name: I-5 Willamette River Bridge Project – Phase I
Subject Property: ODOT I-5 right-of-way
Multiple Tax Lots (see Table 2-1)
Location: Interstate 5 (Pacific Highway 1)
Milepost 192.18 – 193.00 Development Area: 32.7 acres (1,426,318 square feet)
Plan Designation: ODOT I-5 right-of-way Parks and Open Space Zoning: ODOT I-5 right-of-way PLO – Public Land & Open Space Overlay Zoning: N/A
Refinement Plan: N/A Associated Applications: MA 07-3; LRP 2003-0012
Attachment 1, Page 3 of 35
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Attachment 1, Page 4 of 35
2.0 DESCRIPTION OF PROPOSAL
2.1 Introduction
The Oregon Department of Transportation (ODOT) (“the Applicant”) requests
approval to commence Phase I staging and construction for the Interstate 5 (I-5)
Willamette River Bridge Project (Project, Proposal). The Project replaces the
decommissioned Willamette River and Canoe Canal bridges and detour bridges
with new bridges.
The existing I-5 Willamette River Bridge is located within both the cities of Eugene and Springfield, with the decommissioned bridge center line constituting the
boundary line separating the two cities. The Applicant proposes to locate the
replacement bridge in essentially the same location as the existing I-5 bridge.
Demonstration of compliance with applicable land use regulations of both
jurisdictions is required.
The Phase I Project site is comprised of state-owned right-of-way (ROW), state-
owned property, and city-owned property. The majority of the Project site is within state-owned ROW associated with I-5, the Willamette River corridor, and Franklin
Boulevard. Parcels within the Phase I Project site (discussed below) and within
Eugene and Springfield jurisdiction are identified in Table 2-1.
Within Eugene jurisdiction, temporary Phase I work is proposed on three parcels; Tax
Lot No. 500 (Map No. 17-03-32-11), Tax Lot No. 800 (Map No. 17-03-33-14), and Tax
Lot No. 100 (Map No. 17-03-33-41). Temporary or permanent Phase I improvements
are not proposed on any of the remaining parcels identified below within Eugene
jurisdiction. These parcels are included for reference purposes because they will be
utilized for construction access during the Project.
Within Springfield jurisdiction, temporary and permanent Phase I work is proposed
on three parcels; Tax Lot No. 101 (Map No. 17-03-33-41) and Tax Lot No. 100 and
2600 (Map No. 17-03-33-44). Temporary or permanent Phase I improvements are
not proposed on any of the remaining parcels identified below within Springfield
jurisdiction. These parcels are included for reference purposes because they will be
utilized for construction access during the Project.
Attachment 1, Page 5 of 35
Table 2-1. Phase I Project Site Parcels within Eugene and Springfield
The Proposal complies with all applicable Springfield Development Code (SDC)
criteria listed in SDC 3.3-330 and the submittal requirements listed on the Type III
Willamette Greenway Overlay District Development application and the Type III Discretionary Use application forms. The attached materials and enclosed findings
demonstrate that the proposal is also consistent with applicable policies contained
in the Metro Plan and other relevant refinement plans.
2.2 Purpose and Need
The purpose of the Project is to improve safety and maintain connectivity and
mobility for all users of I-5 over the Willamette River in the Eugene/Springfield
Metropolitan Area. I-5 is a major transportation artery and the only freeway that
traverses the entire length of the west coast from Mexico to Canada. Regional
economies depend on the reliable use of it in the Eugene/Springfield area.
The Project replaces the decommissioned Willamette River and Canoe Canal
bridges and substandard detour bridges with permanent bridges to accommodate
current and future traffic volumes. The Project proposes two new bridges that will
carry traffic in one direction each, northbound (NB) and southbound (SB).
The Project is part of the Oregon Transportation Investment Act (OTIA) III State
Bridge Delivery Program, which involves the repair and replacement of more than
300 bridges statewide over a ten year period. The Project is the largest in the $1.3
billion OTIA III Program. The current estimated completion date for the Project is
December 12, 2012.
2.3 Summary of Proposal
The proposed Project consists of the following main components:
Demolition of the decommissioned Willamette River Bridges, Canoe Canal
Bridge, and detour bridges (salvaged portions of the bridges will be recycled
or reused as much as feasible);
Assessor 's Map N o.Tax Lot No.Jurisdiction
17-03-32-11 00500 Eugene
17-03-33-14 00800 Eugene
17-03-33-21 00102 Eugene
17-03-33-21 00121 Eugene
17-03-33-21 00122 Eugene
17-03-33-21 00123 Eugene
17-03-33-21 00129 Eugene
17-03-33-21 00131 Eugene
17-03-33-24 00100 Eugene
17-03-33-41 00100 Eugene
17-03-33-41 00101 Springfield
17-03-33-44 00100 Springfield
17-03-33-44 02600 Springfield
17-03-33-44 02500 Springfield
Attachment 1, Page 6 of 35
Construction of replacement bridges;
Reconstruction of the roadway near the bridges including the Franklin Blvd.
on- and off-ramps; and
Construction of park bicycle and pedestrian path improvements to preserve
and enhance public access along the river.
The new bridges will be constructed in essentially the same location as the existing bridges; including relatively minor shifts of alignment, as well as minor changes to
the Franklin Boulevard ramps. The new bridges will be designed with enough width
to eventually carry up to six lanes of traffic (three in each direction) to meet the
projected traffic needs for the next 20 years. However, upon Project completion,
the new bridges will be striped to carry two lanes in each direction, matching the
current I-5 configuration in this area.
The proposed Project will be constructed, scheduled, and permitted in two phases (Phase I and Phase II) to allow for adequate time to finalize project components
including final design of the replacement bridges, final design of compensatory
mitigation and site restoration plans (including final landscaping plans), final design
of negotiated park improvements, and final stormwater design. In addition,
proposed work will occur within and outside of ODOT right-of-way (ROW). Project
phasing is illustrated on Sheet P1.0 – Phasing Plan.
This Willamette Greenway Overlay District Development (WG) and Discretionary Use (DU) application involves Phase I work only, which includes temporary
improvements within city-owned property and permanent improvements within
state-owned ROW. Proposed work occurring within ODOT (state-owned) ROW is
provided for informational purposes to allow the reader a comprehensive
understanding of the Proposal and work planned.
2.4 Overview of Project Phases
Phase I activities, the subject of this application, involves the following components:
Outside of ODOT ROW
Development of temporary construction staging areas and access routes
Construction of temporary bicycle/pedestrian paths in the Whilamut Natural
Area and Eastgate Woodlands
Temporary reconfiguration of bicycle/pedestrian paths in the Eastgate
Woodlands
Permanent reconfiguration of a bicycle/pedestrian path along the south side
of the Willamette River
Associated site utilities and stormwater treatment facilities
Temporary landscaping and revegetation
Attachment 1, Page 7 of 35
Within ODOT ROW
Construction of temporary work bridges (in-water)
Installation of cofferdams to enclose the new bridge sub-structure (in-water)
Demolition of the decommissioned Willamette River Bridge (in-water)
Construction of new bridge sub-structures (in-water)
Construction of temporary and permanent bicycle/pedestrian paths
Phase II activities will involve the following components and will be permitted
separately from Phase I:
Demolition of detour bridges (in-water)
Construction of new bridges (in-water)
Removal of temporary work bridges (in-water)
Canoe Canal enhancement and bicycle/pedestrian path improvements
Glenwood Slough restoration and enhancement
Mill Race and Glenwood Slough interpretive center
Permanent park, bicycle/pedestrian path, and pedestrian bridge
improvements
Landscaping, revegetation, restoration, and mitigation
Stormwater treatment facilities
Attachment 1, Page 8 of 35
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Attachment 1, Page 9 of 35
3.0 PROJECT BACKGROUND
3.1 Project Origin
In 2002, during a bridge inspection of the existing I-5 Willamette River Bridge, it was
found to have major structural problems that threatened the stability and safety of
the bridge, including cracks in the supporting structures.1 Based on the inspection
analysis, weight limits were placed on the bridge that required a 200-mile detour for
heavy haul trucks.
To eliminate the 200-mile detour for heavy haul trucks and improve traffic mobility,
a temporary detour bridge was built in 2004 and the existing Willamette River and
Canoe Canal bridges were taken out of service (decommissioned). The detour
bridges over the Willamette River and Canoe Canal carry both the NB and SB lanes
on a single bridge. All traffic is now using the temporary detour bridge. The detour
bridge does not meet current seismic standards and the construction methods
used to build the bridge only met environmental requirements as they apply to
temporary, not permanent, bridges. The detour bridge has a design life of
approximately 10 years.
The decommissioned Willamette River Bridge (constructed in 1962) cannot feasibly
be repaired or widened to accommodate the traffic flow and vehicle capacity
demands that are projected 20 years in the future. ODOT estimates that it would
cost roughly $50 million to repair the decommissioned bridge to keep it in service
for 20 more years. Those repairs would not widen the bridge. The decommissioned
bridge also does not meet current design standards. It was designed using bridge
standards that are no longer appropriate for the size of longer and heavier,
modern freight trucks. In addition, the bridge has substandard shoulders that do
not provide enough room for disabled vehicles to move completely out of the
travel lanes, creating a safety problem.
3.2 Budget and Funding Source
The I-5 Willamette River Bridge project is part of the Oregon Transportation OTIA III
State Bridge Delivery Program, which involves the repair and replacement of more
than 300 bridges statewide over a 10 year period. The I-5 Willamette River Bridge
project is the largest in the $1.3 billion OTIA III program.
The project is funded at $180 million, which includes preliminary engineering and
design, ROW acquisition (if needed), demolition, road work, structures, ties to the existing transportation system, and all construction and inspection. Of the overall
budget, approximately $70 million is designated just for the bridge structures
crossing the river, railroad, and Franklin Boulevard, and Canoe Canal. This includes
approximately $10 million earmarked for additional bridge aesthetics. The Safe,
1 The inspection resulted in a sufficiency rating of 20 on a 100 point scale. A bridge qualifies for replacement funding from the Federal Highway Bridge Replacement and Rehabilitation Funding
Program if it has a sufficiency rating below 50.
Attachment 1, Page 10 of 35
Accountable, Flexible, Efficient, Transportation Equity Act: A Legacy for Users, a
federal transportation funding package, will provide $30 million for this Project
supplementing the $150 million from state sources. The OTIA III program emphasizes
using local subcontractors and material supplier; therefore, a substantial portion of
the project cost is expected to be spent in the Eugene/Springfield area over a four
year period.
3.3 Planning Context
In 2003, Lane County and the Cities of Eugene and Springfield and Eugene
approved a Metro Plan amendment and an exception to Statewide Planning Goal
15 (Willamette River Greenway) authorizing construction of the temporary detour
bridge and its removal following completion of the permanent replacement
bridges. The exception was adopted to Metro Plan text, Policy No. 13, Chapter III,
Section D.2 The detour bridge is located entirely within the jurisdictional boundaries
of the City of Springfield.
In 2008, Lane County and the Cities of Eugene and Springfield approved a Metro
Plan amendment and an exception to Goal 15 authorizing the construction of the
permanent replacement bridges and removal of the decommissioned and detour
bridges. The exception was adopted to Metro Plan text, Policy No. 11, Chapter 11,
Section D.3 The Eugene ordinance also amended the Willakenzie Area Plan text for
portions of paragraph one in the Willamette Greenway section to provide an
exception for, “[r]eplacement or expansion of the I-5 Willamette River Bridge and its
approaches.”4
The City of Eugene requires a pre-application meeting held in advance of
Willamette Greenway permit application submittals. On October29, 2008, the
Applicant conducted a mandatory Limited Consultation Meeting pre with the City
of Eugene. The City of Springfield recommends a pre-application meeting held in
advance of Willamette Greenway permit application submittals. On November 7,
2008, the Applicant conducted a Development Issues Meeting with the City of
Springfield.
3.4 Public Involvement Efforts
The Applicant recognizes the need for citizen participation in all phases of this
project. Public outreach and involvement for the Project have included: project
information provided to the public through newsletters and project website; public
open house meetings to provide project information and solicit public input;
briefings to neighborhood and civic groups and local elected bodies; and
meetings of the project’s Citizens Advisory Group (CAG). The CAG functions in an
advisory role and provides recommendations to the Project Development Team
2 Springfield File LRP 2003-0012.
3 Eugene Ordinance No. 20414 and 20415; Springfield Ordinance No. 6227; and Lane County Ordinance No. PA 1247.
4 Eugene File MA 07-3 and RA 08-1.
Attachment 1, Page 11 of 35
(PDT). The PDT consists of ten members that include representatives from ODOT,
Federal Highway Administration (FHWA), the Cities of Eugene and Springfield, Lane
County, and the CAG.
Public opportunities to ask questions and provide input on the Project have been
provided by the Applicant through the project website, at open houses, by mail,
and by direct contact with ODOT staff. Public involvement activities to date are summarized below:
Environmental Assessment (EA) open houses held Jan. 31, 2008, in Eugene and
Springfield
CAG meeting June 17, 2008
CAG meeting July 15, 2008
Stakeholder newsletter mailed week of July 21, 2008
Design Kickoff/Type Selection public meeting and self-guided tour event held
July 26, 2008
CAG meeting Aug. 5, 2008
ODOT outreach to local public officials and media to announce type
selection: week of Sept. 8, 2008
Joint CAG and PDT meeting Oct. 14, 2008
Joint CAG and PDT meeting Oct. 30, 2008
Joint CAG and PDT design theme discussion workshop Nov. 20, 2008
CAG meeting scheduled for Dec. 2, 2008
PDT meeting scheduled for Dec. 5, 2008
Attachment 1, Page 12 of 35
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Attachment 1, Page 13 of 35
4.0 DETAILED PROJECT DESCRIPTION
The I-5 Willamette River Bridge Project proposes to replace both the
decommissioned bridge and the temporary detour bridge across the Willamette
River, Franklin Boulevard, and the Union Pacific railroad tracks with two new parallel
bridges (one NB and one SB). In addition, the existing bridges across the Canoe
Canal will be removed and replaced with new bridges.
At this time, OBEC Consulting Engineers (OBEC) and its subconsultants have
developed preliminary design plans for the new I-5 bridges and associated site
work, but have not completed final design plans. Final designs for the I-5 bridges
and associated site work will be the subject of a Phase II Willamette Greenway
permit application, tentatively scheduled for submittal during summer 2009. As
noted above, the Applicant requests approval for Phase I development as
described herein.
Design elements related to Phase II work described in this application are based on
preliminary design plans; therefore, information presented in this application not
included in Phase I should be considered preliminary and subject to change during
the final design process.
4.1 Project Overview
The new crossing will be composed of two bridges over the Willamette River: one
dedicated to carrying NB traffic and the other carrying SB traffic. Together, the
new bridges will be wider than the decommissioned bridge to accommodate
additional travel lanes in the future. Additional travel lanes are not proposed as
part of this Project and the new bridge will be striped to match the existing travel
lanes at both the north and south ends (i.e., two lanes in each direction). There
would be a slight shift in the alignment of I-5; however the vast majority of all
roadway and bridge improvements will remain within the existing ODOT ROW. The
shift in alignment for the new Willamette River bridges will require the replacement
of the decommissioned and temporary detour Canoe Canal bridges. Therefore,
the existing I-5 crossing of the Canoe Canal north of the Willamette River will also be
replaced by a pair of new bridges.
For the purpose of this and subsequent applications, the new bridges over the
Willamette River and the Canoe Canal will be considered the same facility. These
bridges will meet current safety and design standards for all travel needs typical on
this section of I-5. Traffic volumes will not change as a result of the proposed bridge
replacement. No additional lanes or speed zone changes are planned, although
the new bridges will be designed to accommodate future traffic needs.
The new bridges will be constructed in the same general location as the existing
bridges. As noted above, the new bridge location will require some minor shifts of
alignment, as well as reconnection of portions of the NB and SB on/off ramps to
Franklin Boulevard. The new bridges will be higher than the decommissioned
Attachment 1, Page 14 of 35
bridge to provide more clearance over Franklin Boulevard, which will provide
flexibility to local jurisdictions for future improvements to the Franklin Boulevard
corridor, as well as meet current vertical clearance requirements for state highways
and railroads. Although there are no specific plans for future improvements to
Franklin Boulevard, the proposed clearances would allow the addition of turning or
through lanes, sidewalks or bicycle/pedestrian paths, transit lanes, aesthetic
treatments, or other improvements.
Piers for the new bridges will be located on the north and south riverbank within the
Willamette Greenway. The estimated size of these pier foundations is 64 feet by 17
feet. Each new bridge will have one pier located in the middle of the Willamette
River, one pier on the north bank, and one pier on or near the south bank, which is
a substantial reduction from the five piers for the decommissioned bridge and six
piers for the detour bridge currently in the river. The Canoe Canal will be spanned
completely and these bridges will be perched on fill associated with the roadway.
4.2 Temporary Phase I Work
The Proposal involves temporary construction activities in Phase I, as described
below, and identified by applicable jurisdiction (Eugene or Springfield). The use of
temporary construction facilities is a necessary part of the proposed Project and
the Applicant will implement mitigation and conservation measures developed
during the environmental permitting process and restoration measures developed
during the Willamette Greenway Phase II permitting process to limit and offset
temporary impacts.
Construction and Demolition Staging Areas
As with any significant bridge construction, the Project will require temporary
construction facilities, including contractor staging areas. Two contractor staging
areas are proposed: one located on the north side of the river in the Whilamut
Natural Area of Alton Baker Park (Eugene); and one located on the south side of
the river on state-owned property south of Franklin Boulevard (Springfield). All
contractor work trailers will be located within ODOT ROW or on state-owned
property. Staging areas will be restored to original conditions post construction.
Construction and demolition staging areas are illustrated on Sheets L2.0 – L2.5 Site
Plan (Exhibit C).
Construction Access Routes
The Project site will be served by two primary construction access routes, one on
each side of the river. Access to construction areas on the north side of the river
will be provided by North Walnut Road, an existing paved road, beginning at Leo
Harris Parkway and extending through Alton Baker Park and the Whilamut Natural
Area to the Project site (Eugene). This is the same route that was used for access
during construction of the detour bridge in 2004. Access to construction areas on
the south side of the river will be provided from Jenkins Drive, located south of
Franklin Boulevard (Springfield). A temporary construction access road will be
constructed under the detour bridge, decommissioned bridge, and Franklin
Attachment 1, Page 15 of 35
Boulevard extending west from Jenkins Drive (Eugene and Springfield). On the
Eugene side, the temporary road will be constructed above a channelized,
concrete lined, waterway associated with the Glenwood Slough.5 The waterway
will be piped and protected through the duration of construction. Following bridge
construction, the waterway will be restored and enhanced, including the removal
of existing concrete channel along its banks. Construction access routes are
illustrated on Sheets L2.0 – L2.5 Site Plan (Exhibit C).
Temporary Work Bridges
Temporary work bridges will be constructed to facilitate demolition of the old
bridges and construction of the new bridges. The work bridges will be supported
with driven piles to create a stable and temporary work platform across the river.
The use of this technique will not require any significant fill to construct the work
bridges. During Phase I, temporary work bridges will be used for demolition of the
decommissioned bridge, construction of cofferdams to enclose the new bridge
sub-structures, and construction of the sub-structures themselves. The work bridges,
including all pilings, will be removed after the project is complete during Phase II.
The temporary work bridges will be located mostly within Springfield jurisdiction,
although portions are likely to extend into Eugene jurisdiction.
Bicycle and Pedestrian Paths
Construction activities and staging locations will impact the existing network of
multi-use (bicycle and pedestrian) paths extending along the north side of the
Willamette River. In order to provide for public access along the river between the
communities of Eugene and Springfield during construction, the Applicant will
construct both temporary paved and soft paths to route traffic around and
through the Project site (Eugene). Within the Project site, the North Bank Trail will be closed during demolition of the existing bridges and construction of the new
bridges. Bicycle and pedestrian traffic will be routed from the North Bank Trail to
the Canoe Canal Path, an existing path along Canoe Canal that extends through
the Project site to the Eastgate Woodlands. A portion of the existing Pre’s Trail
located under the existing bridges will also be temporarily reconfigured during
construction to facilitate through traffic and address potential safety concerns
(Eugene). Following construction, the paths will be restored to their original
locations prior to construction or reconfigured to locations agreed upon by Eugene
Parks and Open Space (POS) and Willamalane. Proposed bicycle and pedestrian
paths are illustrated on Sheets L2.0 – L2.5 Site Plan (Exhibit C).
Site Utilities and Stormwater Treatment Facilities
Construction staging and demolition areas may require minimal extension of site
utilities, specifically power, for operations. Temporary, paved bicycle and
pedestrian paths and construction access routes require associated stormwater
treatment facilities. Proposed stormwater treatment facilities are described in the
5 This waterway is identified as an unnamed tributary
Attachment 1, Page 16 of 35
Stormwater Report (Exhibit E) and are illustrated on Sheets C2.0 – C2.6 Stormwater
and Utilities Plan (Exhibit C).
4.3 Permanent Phase I Work
The Proposal involves permanent construction activities in Phase I, as described
below, and identified by applicable jurisdiction (Eugene or Springfield).
Demolition of the Decommissioned Willamette River Bridge
The primary component of Phase I work is demolition of the decommissioned
Willamette River Bridge. As noted above, work bridges will be constructed to
facilitate these activities. Salvaged portions of the bridge will be recycled or reused
as much as feasible.
Construction of New Bridge Sub-structures
Another critical component of Phase I work is construction of the new bridge sub-
structures. As noted above, piers for the new bridges will be located on the north
and south riverbank within the Willamette River Greenway. The estimated size of
these pier foundations is 64 feet by 17 feet. Each new bridge will have one pier
located in the middle of the Willamette River, one pier on the north bank, and one
pier on or near the south bank. The locations of proposed bridge sub-structures are
shown on Sheets L2.0 – L2.5 Site Plan (Exhibit C).
Attachment 1, Page 17 of 35
Reconfiguration of Bicycle/Pedestrian Path along the South Side of the Willamette River
The Proposal includes the construction of a reconfigured, permanent
bicycle/pedestrian path along the south side of the Willamette River. An existing
path extends along the south side of the river from the Knickerbocker Bridge area
(Eugene), under the decommissioned bridge and detour bridge, to the
approximate extent of the eastern Project limits at Franklin Boulevard (Springfield).
The existing path will be affected by construction access and bridge demolition
activities. The path will be reconfigured to avoid construction activities and a new
path will be constructed, with minor shifts in the alignment. This proposed path will
remain open during construction and facilitate pedestrian and bicycle traffic along the south side of the river between Eugene and Springfield. The proposed path will
be illuminated with lighting, as illustrated on Sheets E1.0 – E1.3 Lighting Plan (Exhibit
C).
Reconfiguration of Bicycle/Pedestrian Paths in Eastgate Woodlands
The Proposal includes minor reconfiguration, including demolition and
reconstruction, of Pre’s Trail and the Woodlands Trail within the Eastgate Woodlands
portion of the Whilamut Natural Area (Springfield). Because the existing North Bank
Trail will be closed to public access during construction (within the Project site) and
through traffic will be routed to the existing Canoe Canal Path, minor
reconfiguration of the connecting path system in Eastgate Woodlands is necessary
to accommodate bicycle and pedestrian traffic along Pre’s Trail and the
Woodlands Trail safely and efficiently. Proposed path reconfigurations are
illustrated on Sheets L2.0 – L2.5 Site Plans (Exhibit C).
Stormwater Treatment Facilities
Stormwater treatment is addressed for Phase I through the use of filter strips along
proposed permanent bike path reconfigurations. North of the river, in the Eastgate
Woodlands, path reconfigurations will be treated by overland flow and infiltration
using existing vegetation and soil adjacent the path (Springfield). South of the river
and East of I-5, path reconfigurations will be treated through the construction of a
5-foot vegetated filter strip (Springfield). South of the river and West of I-5, path
reconfirmations will be treated through a combination of proposed filter strips and
offsetting areas (Eugene). Proposed stormwater treatment facilities are illustrated
on Sheets C2.0 – C2.6 Stormwater and Utilities Plan (Exhibit C).
4.4 Duration and Sequence of Construction
Construction is planned to take up to four years. Construction will begin in 2009
and continue through 2012. The Applicant requests approval for Phase I work
described herein through December 12, 2012.
Demolition of the existing bridges and construction of the new facilities will require
four summers of in-water work, which is only allowed from June 1 to October 31.
The actual sequence of construction for Phase II work has not been determined,
but a likely sequence is as follows:
Attachment 1, Page 18 of 35
Construction of temporary work access, staging areas, and work bridges (Phase I)
Removal of decommissioned bridges (Phase I)
Construction of new SB bridges and connecting roadway
Temporarily route both directions of I-5 traffic on the new SB bridges
Removal of the detour bridges and construction of temporary work bridge
Construction of new NB bridges and connecting roadway
Construction of stormwater facilities
Removal of work bridges, staging, and access areas, and restoration and
enhancement of the Project area
Traffic will be maintained on I-5, Franklin Boulevard, the railroad, and the
bicycle/pedestrian paths throughout construction. Some short term road closures
may be required, but these would be limited to a few hours. The Applicant is currently in ongoing negotiation to permit long-term (6 to 8 week) closures of the
NB and SB ramps at the Franklin Boulevard interchange and rerouting traffic to the
Glenwood interchange via Glenwood Boulevard. A continuous route across ODOT
ROW for the bicycle/pedestrian pathways will be maintained on both the north
side and south side of the river during construction.
4.5 Overview of Proposed Mitigation Measures
The Applicant seeks to preserve scenic, aesthetic, historic, and environmental
resources throughout the proposed project. The National Environmental Policy Act
(NEPA) environmental assessment (EA) prepared for the Project identifies proposed
measures that avoid, minimize, and/or mitigate environmental impacts.6 In
response to the EA, FHWA issued a “finding of not significant effect” (FONSI) letter
for the proposed project on November 25, 2008. Construction activities will follow
the best management practices designed to minimize impacts to resources. Such
practices include, but are not limited to, dust, noise, and erosion control. To avoid,
minimize, and/or mitigate the impacts of this Project, the Applicant proposes the
following general measures, among others:
Meet OTIA III Environmental Performance Standards (EPS) in order to meet the
requirements of the programmatic environmental permits that apply to the statewide bridge program.7
Continue public involvement through design and construction
6 I-5 Willamette River Bridge Environmental Assessment. Federal Highway Administration and ODOT.
January 2008.
7 These performance standards define the level of effect that a project may have upon the environment, thereby limiting or avoiding impacts to the environment through the use of proper
planning, design, and construction activities.
Attachment 1, Page 19 of 35
Plan traffic management to keep all travel modes open and safe during
construction
Limit work hours
Limit project noise
Restore and enhance affected areas
Specific mitigation measures are described in Section 5 and illustrated in the attached Plan Set (Exhibit C).
Attachment 1, Page 20 of 35
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Attachment 1, Page 21 of 35
5.0 EXISTING CONDITIONS, PROJECT IMPACTS, & PROPOSED
MITIGATION MEASURES
Interstate 5 (I-5) is an Urban Interstate and a controlled access freeway that has
two NB travel lanes and two SB travel lanes separated by a paved median
varying in width from 8.4 feet to 16 feet. Most of the land within the project area
is within the Eugene or Springfield city limits. There are unincorporated areas
within the project area, but they are within urban growth boundaries (UGB) of
Eugene or Springfield.
The Project will not result in changes to existing land uses (i.e., change in zoning)
but will result in temporary impacts to the use of project area by pedestrian,
bicycle, and vehicle movement. The proposed Project will not, of itself, increase
the capacity of I-5, nor facilitate development in the project area. The new
bridge will be part of the transportation system needed to support planned
growth.
During Phase I construction, temporary and permanent impacts to site features
including parks, open space, and roadways (interstate and local) are
unavoidable. Temporary and permanent impacts that will occur include:
Temporary occupancy of portions of Eastgate Woodlands and the
Whilamut Natural Area during construction (for staging, material storage,
and transportation of materials and equipment). The occupancy will occur
during the term of construction and park uses will be preserved during
construction. During construction, the Applicant will keep park facilities
open and functioning to the maximum extent practicable.
Temporary detours and alignment modifications to paths and trails through
the Whilamut Natural Area to provide safe pedestrian and bike movement
around and through the construction site.
Temporary and permanent path realignments underneath the Canoe
Canal bridge to connect with the paths and trails in Eastgate Woodlands.
Pedestrian and bike traffic will be detoured to the west of construction site
work area immediately adjacent I-5 and along the Willamette River and
rerouted on new soft and hard surface paths built to facilitate the detour
route.
Permanent realignment of pedestrian/bike paths on the south side of the
Willamette River.
Permanent realignment of pedestrian/bike paths in Eastgate Woodlands.
Intermittent staging/closures on local roadways during construction.
Closures and traffic control will be required to provide movement of
construction equipment and traffic in/out construction sites.
Attachment 1, Page 22 of 35
5.1 Parks and Open Space
The parks and open spaces in the project area include the Whilamut Natural
Area of Alton Baker Park, Franklin Park, and Prefontaine Memorial Park. Within the project area, the North Bank Trail extends along the northern border of the
Willamette River though the Whilamut Natural Area and the Eastgate
Woodlands. The southeast loop of Pre’s Trail is located within the Whilamut
Natural Area with an extension to the Eastgate Woodlands. There are additional
connecting paths throughout the Whilamut Natural Area, on the Knickerbocker
Bridge, and along Franklin Boulevard.
Temporary occupancy of the Whilamut Natural Area in Eugene is proposed for staging and construction access. The construction contractor will occupy
approximately two acres adjacent to the project area for staging, and will use a
paved path (North Walnut Road) as a haul route through the park to access the
staging area and project site. The proposed use is temporary and no portion of
the park will be permanently impacted. The temporary occupancy will last for
the duration of construction, approximately four years.
Use of the paved path as a haul route will disrupt access to and through the park. However, there are two other paved paths in this area that also provide
east-west access. To minimize disruptions, the Applicant will develop a traffic
control plan for paths and trails; will coordinate with Eugene POS on path and
trail closures; and will provide advance public notice of path and trail closures.
The path used for the haul route will be fully restored at the conclusion of the
project during Phase II.
Eugene POS identified the natural area as a source of solace for users and also categorized it as a noise sensitive resource. The Applicant conducted a noise
analysis for use of the haul route using the 55 dBA criteria for noise sensitive
recreation activities. That analysis determined that activities within 83 feet of the
route centerline will be noise impacted. However, areas of the park within 1860
feet of I-5 are already noise impacted. After subtracting areas that are already
noise impacted, approximately 12.0 acres will be impacted by noise from the
haul route. Noise impacts will occur only during working hours, generally Monday through Friday, 7:00 AM to 5:30 PM with longer work weeks and hours
probable during summer months.
As part of the project, the Applicant proposes to conduct minor reconstruction
and improvement of the trail system in the Eastgate Woodlands. The
improvements are proposed to facilitate bicycle and pedestrian movements
through the project area during and following construction. The improvements
have been developed in coordination with the Willamalane Park and Recreation District (WPRD).
Attachment 1, Page 23 of 35
The Applicant has coordinated extensively with Eugene POS and WPRD
regarding potential impacts and mitigation measures within Alton Baker Park,
Whilamut Natural Area, and Eastgate Woodlands. Based on this coordination, a
comprehensive program of mitigation measures has been proposed by the
Applicant. Eugene POS and WPRD have indicated their general concurrence
with the following mitigation measures:
The Applicant shall require its contractor to control access to North Walnut
Road at all times. The gate at the entrance to the road will be locked
when road is not in use. An onsite security person shall be stationed at the
gate at all times during work activities to ensure only authorized vehicles
are admitted.
The Applicant shall have the bridge on North Walnut Road checked to
ensure its load capacity prior to commencing contractor activities on the
property.
The Applicant’s contractor shall minimize the areas used for material
storage and staging to the extent practicable.
The Applicant shall instruct its contractor to design any necessary nighttime
work lighting so as to minimize impacts outside the construction area zone.
Trails will, to the maximum extent practicable, be kept open, safe, and
useable during construction. A continuous route across state-owned ROW
for the bicycle/pedestrian pathways will be kept open and accessible at
all times on both the north side, and to the extent practicable, the south
side of the river during construction. The contractor will, in coordination
with ODOT, Eugene POS, and WPRD, prepare a traffic control plan for the
park trail system in the Project area. The Applicant will provide as much
advance notice as possible of proposed trail closures.
The Applicant shall coordinate with Eugene POS and WPRD park officials,
and the Citizen Planning Committee (CPC) for the Whilamut Natural Area
on temporary closures or detours of trails of more than one day in duration.
In consideration for the Applicant’s use of the Whilamut Natural Area, the
following mitigation measures shall be taken:
The Applicant shall, in coordination with Eugene POS, plant native
vegetation to initiate establishment of a riparian forest corridor west of I-
5, outside of ODOT ROW, between the existing forested areas along the
Willamette River and south of the Canoe Canal, extending to the
forested area southward toward the Willamette River. The Applicant will
coordinate with the Eugene POS to develop the planting plan and
define the specific areas to be planted. The Applicant will monitor the
plantings for two years.
Attachment 1, Page 24 of 35
The Applicant shall, in coordination with Eugene POS, remove invasive
plants from and plant native understory plants in the existing riparian
forest area west of I-5 and south of the Canoe Canal. The Applicant will
coordinate with the City to develop the planting plan for the re-
establishment of native understory plants, and define the specific area
where the invasive plants will be removed. The Applicant will monitor the
plantings for two years.
The Applicant shall fund the creation and placement of up to five
additional “talking stones” for placement within the Whilamut Natural
Area (within the combined areas under the jurisdiction of the City of
Springfield and Willamalane Park and Recreation District). The final
placement of the stones will be determined by Eugene POS, WPRD, and
the CPC for the Whilamut Natural Area. The talking stones will be similar
in size and designed to those previously placed in the park.
The Applicant will restore areas within the Whilamut Natural Area
affected by the Project to the same or better condition as prior to the
start of Project. Affected sites will be restored in accordance with the
OTIA III Site Management and Maintenance requirements. Restoration
plans will be provided to Eugene POS for review, comment, and
approval. In accordance with the OTIA III EPS. ODOT or designate, will
monitor and maintain restored areas within the Project limits, for a period
of five years after installation to ensure they are established.
Any reconstruction or realignment of trails will be done in accordance with
applicable design standards.
Removal of mature vegetation outside the State’s permanent ROW will be
limited to the minimum area necessary for construction and staging
activities, park trail repairs, trail enhancement, noxious weed abatement,
and restoration, and will be reviewed by and subject to City approval,
which will not be unreasonably withheld.
5.2 Traffic Mobility and Movement (Vehicle, Bicycle, and Pedestrian)
Intermittent staging/closures will be required on I-5 and local roadways during
construction. Closures and traffic control will be required to provide movement
of construction equipment and traffic in/out of construction sites, as well as
during demolition of several of the existing bridge spans. Pedestrian and bicycle
traffic will be detoured around the construction site work areas immediately
adjacent to I-5 and along the Willamette River and rerouted on new temporary
and permanent alignments.
A Traffic Management Plan (TMP) will be prepared to provide the details behind
the development of Traffic Control Plan (TCP) and other measures that will be
put in place for the construction of the project, as well as to minimize disruptions
Attachment 1, Page 25 of 35
to motorists, the freight industry and communities, without compromising public
or worker safety, or the quality of work being performed. The TMP is intended to
be used as a tool used by the Applicant to document and track critical
decisions made throughout the course of project development, as well as a
method for referring back to those decisions during the administration and
construction of the project.
5.3 Floodway/Floodplain
FEMA flood profiles for the Willamette River for the 500-, 100-, 50-, and 10-year
flood events exist for the project location. These water surface elevations for the
above mentioned recurrence intervals are 432.0, 428.5, 427.3, and 425.0 feet,
respectively. An approximate low steel elevation as listed in the Lane County FIS
flood profile is 472 feet.
The Project site is within the limits of a detailed Flood Insurance Study (FIS). The
community panel number of the map for the site is 41039C1141 F with an
effective date of June 2, 1999. The FIS indicates that the bridge is in a Zone AE
designation. Zone AE designated areas correspond to special flood hazard
areas inundated by the 100-year flood.
During Phase II, the proposed Willamette River Bridge would replace the existing
decommissioned bridge in its present location. The proposed new bridges each
have two piers in the main channel of the river. One pier is located at the
center of the span, and one pier is located just inside ordinary high water on the
south bank of the river. The configuration of these piers and the arch ribs they
support has been developed with consideration given to hydraulic efficiency.
The hydraulic opening will be improved by reducing the pier area in the stream
cross section under the 100-year water surface elevation. This reduced area will
result in a reduction of friction losses through the bridge opening, thus tending to
lower the water surface elevations.
5.4 Water Quality
The Willamette River is the receiving water for the project area. The Willamette
River in the vicinity of the project is listed on the DEQ 303(d) List (Section 303[d]
of the Clean Water Act [CWA]) of water bodies that do not meet water quality standards. The Willamette River is listed for temperature, arsenic, chlorophyll a,
dioxin, dissolved oxygen, E. coli, fecal coliform, manganese, mercury, and iron.
Phase I construction activities will include vegetation removal and soil
disturbance, which could lead to erosion and increased sedimentation to
wetlands and waterways, resulting in water quality impacts. Additionally, there
is the potential for releases of hazardous materials and wastes such as oil,
grease, and fuels used for construction equipment or releases of products
(concrete, silicants, etc.), which if they entered wetlands or waterways, would
result in decreased water quality.
Attachment 1, Page 26 of 35
Phase I construction activities will require in-water work. Direct impacts
associated with in-water work include construction of temporary
work/containment bridges, removal of existing piers and construction of the
proposed bridge piers, which involves site preparation, pile driving, dewatering
and isolation, and re-watering once work is complete. There is also the potential
for materials to drop into the waterway during demolition and new construction.
Increased turbidity associated with in-water work should be minimal because
the new and temporary piers for the work bridges would be drilled or driven into
bedrock. There may be a slight increase of turbidity during rewatering of the
isolation area from pulling isolation structure(s). This slight increase would be
expected to be within allowable limits, which is an increase of up to10 percent
over natural background turbidity 100 feet downstream of the fill point.
Potential temporary impacts to water quality during construction will be
mitigated through use of standard Best Management Practices (BMPs) and
erosion control measures. These measures will follow the ODOT Erosion Control
Manual (ODOT 2005) and ODOT Special Provisions Specifications (ODOT 2008).
An Erosion and Sediment Control Plan (ESCP) will be developed before
construction by the Construction Manager/General Contractor (CM/GC) and
will detail erosion and sediment control measures to be used during
construction. A Pollution Control Plan (PCP) will be developed for this project
prior to construction by the CM/GC to minimize or avoid project effects to water
quality. A National Pollutant Discharge Elimination System (NPDES) 1200-series
permit will need to be obtained prior to ground disturbing activities and will
incorporate the OTIA III EPS, ESCP, and PCP components developed for the
project and will be implemented during construction. The project will also need
to adhere to the conditions of the CWA 401 Water Quality Certification issued for the U.S. Army Corps of Engineers (USACE) Section 404 permit.
5.5 Stormwater Management
Currently stormwater flows from the I-5 roadway and, either infiltrates into the
groundwater system or drains overland into the Willamette River, Canoe Canal,
and other project area waterways. Stormwater management for the Project is
designed to meet the OTIA III EPS, and City of Eugene and Springfield standards.
Impacts associated with implementation of stormwater management will be
mitigated during Phase II through construction of BMPs selected for stormwater
management on this project, which will include bioslopes, grassy swale with
amended soils, bio-infiltration swales, and dry detention ponds. All of the BMPs
selected provide a high effectiveness for the removal of sediments, nutrients,
and heavy metals both dissolved and particulates; and provide moderate
effectiveness for removal of hydrocarbons and polyaromatic hydrocarbons.
Stormwater management facilities included in Phase I work are discussed in the
attached Stormwater Report (Exhibit E)
Attachment 1, Page 27 of 35
5.6 Vegetation and Habitat Types
Vegetation and habitat types within the project area are generally associated
with urban development or natural/open space areas. The urban developed
areas include residential, commercial, and transportation (roadways and
railroads) that have been planted with landscaping. The open space areas
include a combination of forested and emergent wetlands, upland forest
(mixed deciduous-coniferous type), mixed deciduous-coniferous riparian, and
grassland type habitats that are predominantly managed grass areas within the
I-5 corridor. These natural/open space areas are vegetated with a
predominance of native species, although disturbance has allowed
encroachment of invasive species. Some of the most common identified
invasive species known to occur within the project area include: Himalayan
blackberry (Rubus armeniacus); Scotch broom (Cytisus scoparius); Pennyroyal (Mentha pulegium); Tall fescue (Festuca arundinacea); Italian ryegrass (Lolium
multiflorum); English ivy (Hedera helix); Reed canarygrass (Phalaris arundinacea);
European birch (Betula pendula); and False brome (Brachypodium sylvaticum).
No federal or state Endangered Species Act (ESA)-listed plant species or plant
habitats have been identified within the project area.
The project area includes 13 bodies of water: the Willamette River (and Mill
Race), Canoe Canal (Patterson Slough), Augusta Creek/Laurel Valley Creek, and several unnamed streams and roadside ditches; eight of which are located
within the City of Eugene limits and three of the waterways connect/flow to
waterways within City of Springfield limits.
Fourteen wetlands have been identified and delineated within the project area.
Wetland delineation reports for the project area are included as Exhibit E. A
total of 11 wetlands have been located within the City of Eugene (one of which
is located in both the Cities of Eugene and Springfield). The remaining three
wetlands are located within the city limits of Springfield. The wetlands include
emergent, shrub-scrub, and forested wetland types.
The proposed project will have temporary impacts on wetland and water
resources within the project site from the construction of temporary work
bridges, the removal of the existing decommissioned bridge and existing
temporary detour bridge, plus associated construction activities such as
clearing, grading, excavation, and the construction and use of staging areas,
and hauling routes.
Construction activities will require in-water work. Direct impacts associated with
in-water work include construction of temporary work/containment bridges,
removal of existing piers and construction of the proposed bridge piers, which
involves site preparation, pile driving, dewatering and isolation, and re-watering
once work is complete.
Attachment 1, Page 28 of 35
Approximately 0.04 acre of wetlands and 1.18 acres of waters will be temporarily
disturbed during construction activities. Temporary disturbances will include
vegetation removal, excavation/fill associated with temporary work bridges,
removal of the decommissioned bridge, and creation and use of construction
staging areas. Approximately 0.02 acre of wetlands and 0.55 acres of waters will
be permanently impacted with implementation of the proposed Project.
Wetland impacts described herein are based on the entire project (Phase I and Phase II).
After the project is completed disturbed wetland vegetation and hydrology will
be reestablished. Wetlands temporarily impacted during construction (including
areas occupied by temporary work bridges, staging areas, and the
decommissioned and detour bridge locations) will be restored to pre-existing
conditions following the completion of work. It is anticipated the wetlands will
return to a functioning state within five years. Vegetation plantings associated
with site restoration will increase the number of native plant and tree seed
banks, which could improve localized genetic diversity and minimize distances
necessary for plant pollination. The project may eradicate some noxious weeds
through vegetative and seed bank removal.
To minimize the impacts to vegetation and habitat during construction and
operational activities the project will continue coordination with resource
agencies (federal, state, and local) and implement OTIA III EPS, obtain
regulatory permits (Oregon Department of State Lands [DSL] Removal-Fill and
USACE Section 404), provide site restoration and compensatory mitigation, and
identify additional opportunities to minimize disturbances to vegetation and
habitat. The Applicant will coordinate with Oregon Department of Fish and
Wildlife (ODFW) through the final design process to identify opportunities to
minimize habitat disturbance. To avoid and minimize impacts, additional
mitigation measures will be implemented to reduce the extent of direct and
indirect impacts to habitat. These include:
Minimize effects to natural stream and floodplain by keeping the work area
within the smallest footprint needed.
Prepare and implement a plan to prevent construction debris from
dropping into the Willamette River and to remove materials that may drop
with a minimum disturbance to aquatic habitat.
Prepare site restoration plans for upland, wetland, and streambank areas
to include native plant species and noxious weed abatement techniques,
and use large wood and rock as components of streambed protection
treatments.
Flag boundaries of clearing limits and sensitive areas to be avoided during
construction.
Attachment 1, Page 29 of 35
Coordinate with WPRD, Eugene POS, and the CPC regarding sensitive
areas in the Whilamut Natural Area of Alton Baker Park, which should be
avoided during construction.
Restore and revegetate disturbed areas using native plant species and
noxious weed abatement techniques. Disturbed areas will be restored to
the same or better condition than before construction.
Where practical, revegetate riparian areas beneath new bridges with
native plants appropriate for limited light conditions.
Employ a five-year monitoring and maintenance plan for site restoration
areas.
The Applicant will provide training for the contractor staff and construction
inspectors regarding sensitive species in the project area. If Northwestern
pond turtles or other sensitive species are encountered during construction,
they will be relocated by qualified personnel to an appropriate area
outside of the project construction area.
The contractor will implement the Noxious Weed Management Plan and
clean vehicles and equipment to prevent tracking and spread of noxious
weed seeds.
The Applicant has entered into formal agreements with the WPRD and Eugene
POS regarding the mitigation and conservation measures that will be executed
during and following construction. In addition to the above noted mitigation
measures, the Applicant proposes the following measures:
Plant the area immediately west of I-5 in the Whilamut Natural Area with
native vegetation to extend the riparian forest to the area between the
Willamette River and the Canoe Canal.
Remove invasive plant species from the riparian forest area immediately west of I-5 and south of the Canoe Canal.
Plan and implement the above enhancement measures in coordination
with Eugene POS and the CPC for the Whilamut Natural Area. These areas
will be monitored and maintained by the Applicant for one year.
5.7 Fish
Two salmonid populations listed under the Endangered Species Act are
documented as occurring within the reach of the Willamette River that flows
through the project area:
Upper Willamette River spring Chinook (Oncorhynchus tshawytscha) and
Critical Habitat – federally threatened (FT)
Columbia River bull trout (Salvelinus confluentus) Distinct Population
Segment (DPS) and Critical Habitat – FT
Attachment 1, Page 30 of 35
The Willamette River supports resident populations of numerous native and
introduced species that are not threatened or endangered. It supports two
anadromous salmonids that are not listed or proposed for listing within the
project area. Specifically, it provides spawning and rearing habitat for fall
Chinook and a migration route for steelhead. Resident native fish that are likely
to be present in the project area include: Rainbow trout (O. mykiss); Cutthroat
trout (O. clarkii); Sculpins (Cottus spp.); Leopard dace (Rhinichthys flacatus);
Longnose dace (Rhinichthys cataractae); Redside shiner (Richardsonius
balteatus); Northern pikeminnow (Ptychocheilus oregonensis); and Largescale
sucker (Catostomus macrocheilus).
The width of the Willamette River varies from 600 feet to 800 feet in the vicinity of
the bridge crossing. Through the project area, the Willamette River is generally
confined by a bedrock channel. Near the existing bridges, the Willamette River
consists of shallow riffle habitat. Along this reach of the Willamette River, the
ODFW designated in-water work window is June 1 to October 31. This is the time
period when construction activities may occur within the active waterway.
North of the Willamette River, the Canoe Canal (Patterson Slough) begins
upstream from the project area through a culvert connected to the Willamette
River and flows through the project area and reconnects with the Willamette
River about 2.5 miles downstream. The Canoe Canal is unlikely to provide
salmonid spawning habitat due to the lack of suitable spawning gravel, but
likely serves as off-channel rearing habitat for steelhead and resident trout as
well as Chinook salmon. This water body also provides potential Oregon chub
habitat.
In the southern portion of the project area there is a small, unnamed stream
associated with Glenwood Slough that flows to the Willamette River. It is
generally low quality fish habitat and there is little cover or riparian vegetation.
This stream connects to the Willamette River through a culvert underneath
Franklin Boulevard that drops about one foot onto riprap with no pool at the
outlet, which makes this culvert a fish passage barrier. The stream provides no
habitat for salmon, steelhead, or other anadromous species; however, resident
cutthroat trout have been observed in the stream.
Augusta Creek/Laurel Valley Creek is conveyed from the west under I-5 through
a box culvert near the terminus of Judkins Road. This stream flows through a
corrugated metal arch culvert and through a culvert under the railroad grade
to converge with the unnamed tributary (discussed above) upstream of the
Franklin Boulevard culvert. Upstream of I-5, Augusta Creek/Laurel Valley Creek is
likely to provide habitat for species such as sculpins (Cottus spp.) and resident
cutthroat trout.
Attachment 1, Page 31 of 35
Construction activities will require in-water work and are anticipated to require
four in-water work periods. Temporary effects from in-water work will include
construction of temporary work/containment bridges, construction or removal
of piling/piers, which involves site preparation, pile driving, dewatering and
isolation, and rewatering once work is complete. Proposed in-water work will
require work area isolation with the use of cofferdams or similar measures
designed to isolate work areas from the river. Work area isolation will require fish
capture and release operations in the Willamette River, which would affect both
listed and non-listed fish species. All fish capture and release operations will be
conducted by experienced biologists following guidelines established by ODFW
and National Marine Fisheries Service (NMFS).
There will be permanent direct effects to fish or aquatic resources, such as loss of
habitat or habitat alteration by the placement of piers within the ordinary high
water (OHW) of the Willamette. The pier placements would result in direct
impacts to fish habitat. Although this would be a direct impact to fish habitat
within the Willamette River, it would represent a benefit when compared to the
existing conditions and the number of piers currently below the OHW and within
wetlands (a total of 29 piers). The proposed project will have a smaller footprint
within the Willamette River, allowing increased opportunities for fish and aquatic
resources to utilize the project area.
No direct permanent impacts would occur to fish or aquatic resources from the
loss of habitat or habitat alteration over the Canoe Canal.
The proposed project during construction and when operational will not
obstruct fish passage in the Willamette River, Canoe Canal (Patterson Slough), or
adjacent unnamed waterways where resident fish are present. The proposed
project will not have a direct impact to existing hydraulic and fluvial conditions
that would cause changes to the aquatic environment.
The project does have the potential to impact fish and wildlife species during
construction activities. To avoid fish and wildlife species and minimize temporary
impacts from construction activities, all applicable OTIA III State Bridge Delivery
Program EPS will be implemented to reduce the extent of direct and indirect
impacts to fish and wildlife species. These include (but are not limited to):
Fish avoidance, including in-water work timing
Cessation of work under high flow conditions
Fish screens for water in-takes or diversions
Providing for fish passage during and after construction and preparation of
a Fish Passage Plan for submittal and approval from ODFW
Isolation of the work area and release of fish species captured during
isolation
Attachment 1, Page 32 of 35
Maintain existing and re-establish connectivity between aquatic habitats
for fish movement
Follow the terms and conditions of ODOT’s most recent Drilling
Programmatic Biological Opinion
In addition to the measures outlined in the OTIA III State Bridge Delivery Program
EPS, the following measures will be implemented to further avoid or minimize the
impacts of the project:
The contractor will minimize lighting during construction to only the areas
necessary for safety, security, and operations. The Applicant will
encourage directional lighting for areas where lighting is required for
construction, safety, or security, to minimize intrusion into the surrounding
natural area.
5.8 Wildlife
A species list provided by Oregon Natural Heritage Information Center (ORNHIC)
indicated that there are no federal- or state-listed ESA terrestrial wildlife species
known to reside within the project area. There are reports of sensitive or species
of concern terrestrial wildlife within two miles of the project area; however there
is habitat that would support only one of these sensitive species in the project
area (i.e., the northwestern pond turtle).
The project area provides potential habitat for bird species protected by the
Migratory Bird Treaty Act (MBTA): Cliff swallows (Hirundo pyrrhonota). These birds
may use the existing bridges for nesting locations, although none were present
during field investigations.
Human-tolerant wildlife species such as raccoons (Procyon lotor), coyote (Canis
latrans), and various perching birds occur within the project area. Beavers
(Castor canadensis), bats (Myotis spp.), osprey (Pandion haliaetus), great
horned owl (Bubo virginianus), western meadowlark (Sturnella neglecta), western gray squirrel (Sciurus griseus), northwestern pond turtle (Actinemys
marmorata), river otters (Lutra canadensis), great blue heron (Ardea herodias),
and raptors may also be present. The existing bridges in the area may provide
roosting habitat for bats such as the little brown bat (Myotis lucifugus), big brown
bat (Eptesicus fuscus), and yuma myotis (Myotis yumanensis). Townsend’s big-
eared bats (Corynorhinus townsendii) are known to occur on the I-5 bridge over
the McKenzie River located about four miles north of the project area.
Northwestern pond turtles (Actinemys marmorata) have been reported in
Canoe Canal within the project area (ORNHIC, 2006). However, much of the
Canoe Canal within the project area is a concrete channel with steep banks
and lack of suitable nesting habitat, which is likely to reduce the frequency of
pond turtle occurrence. The northwestern pond turtle also uses the Willamette
Attachment 1, Page 33 of 35
River, isolated ephemeral ponds adjacent to hiking trails within the project area,
and upland habitat areas for nesting and overwintering.
There is a great blue heron rookery (which may have become inactive) along
the Canoe Canal located about 800 feet east of the project area. Eugene POS
and WPRD staff have noted the ephemeral ponds located throughout the
Whilamut Natural Area of Alton Baker Park provide habitat for amphibian
species. Western meadowlark nesting habitat has been documented in the
vicinity of the meadow immediately northwest of the project area.
For wildlife, temporary effects from vegetation/habitat removal would result in
fragmentation of habitat during soil disturbance activities and would displace
species and may potentially kill some individuals (including amphibians, reptiles,
birds, and mammals) that are not able to move out of the area. Although
already partially impeded by existing development, wildlife passage through
riparian, wetland, and upland habitat areas would be further impeded with the
clearing of vegetation and use of heavy equipment (i.e., movement and use of
equipment on haul roads through Whilamut Natural Area, and equipment use
along the banks of the Willamette River, and wetland areas located within the
project area), which provides perching and nesting habitat for birds and cover
for other animals.
Construction of the project would result in permanent vegetation removal,
thereby removing habitat for local wildlife species. The ground surface below
the bridge spans should receive enough light to allow existing and replanted
native vegetation to grow maintaining habitat similar to existing conditions.
Although there would be some changes to existing habitats onsite, there would
be no permanent impacts to wildlife movement because there is enough
clearance at the site to allow continued wildlife movement beneath the
bridges.
Temporary effects on resident wildlife may be caused by noise associated with
construction activities and construction equipment moving to and from the
project site. Noise levels from operation of machinery during certain
construction activities would cause temporary, short-term, or localized noise
increases. There would be no impacts anticipated to wildlife from increased
noise levels during operational activities.
Construction lighting used at night may disturb wildlife, particularly nocturnal
birds and mammals. Impacts from lighting could extend outside of the
established staging and construction limits; however, the light would be more
diffuse moving away from the construction limits and would affect the areas
immediately adjacent to the freeway corridor, Franklin Boulevard, and Union
Pacific Railroad (UPRR) tracks. Visual changes that would result from the project
would not affect wildlife.
Attachment 1, Page 34 of 35
The project does have the potential to impact fish and wildlife species during
construction activities. To avoid fish and wildlife species and minimize temporary
impacts from construction activities, all applicable OTIA III State Bridge Delivery
Program EPS will be implemented to reduce the extent of direct and indirect
impacts to fish and wildlife species. These include (but are not limited to):
Wildlife avoidance to minimize injury and death to wildlife species by
incorporating timing restrictions under the MBTA, including no removal of
trees being used for nesting during the breeding season.
Apply exclusionary methods to prevent nesting activities before March 15.
Maintain existing and re-establish connectivity between upland habitats for
wildlife movement.
Incorporate bat habitat into the design of the new bridge.
In addition to the measures outlined in the OTIA III State Bridge Delivery Program
EPS, the following measures will be implemented to further avoid or minimize the
impacts of the project:
ODOT will coordinate with WPRD during design and construction regarding
the status of the great blue heron rookery located in the Whilamut Natural
Area of Alton Baker Park. If the rookery is active, pile driving will be
restricted during the great blue heron nesting period (February 1 – May 31).
The contractor will minimize lighting during construction to only the areas
necessary for safety, security, and operations. ODOT will encourage
directional lighting for areas where lighting is required for construction,
safety, or security, to minimize intrusion into the surrounding natural area.
Attachment 1, Page 35 of 35