HomeMy WebLinkAboutApplication APPLICANT 10/9/2008
City of Springfield
Development Services Dep~rtment
225 Fifth Street
Springfield, OR 97477
Date Rec.../ed:
OCT - 9 2008
Original Submittal
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Development Issues Meeting (D~M)
Required Project Information (Applicant: complete this section)
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1001 SW 5'h Avenue, Suite 1800, Portland, Oreqon 97204
Geoff Crook I Phone: 503.986.3425
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Oreaon Department of Transportation (ODOn Fax:
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680 Cotta~e Street NE, Salem, Oreqon 97301-2412
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I ODOT ROW, See I !
ASSESSOR'S MAP NO: Attachment B TAX LOT NOeS): See Attachment B
IPropertv Address: 1-5 and Willamette River, Jane County, ODOT
ISize of p'ropertv: Proiect Study Area approiimatelv 145 Acres C2J Sauare Feet 0
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I Description of If you are filling in this form by hand, Pjease attach your proposal description to this application,
Proposal: See Attachment A I '
I Existinq Use: Interstate Hiqhwav, TransportJtion Corridor
1# of Lots/Parcels: NA IAV!1. Lot/parc~1 Size: NA,
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Prospective
Applicant Name:
Icompanv:
IAddress:
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I Prospective
Applicant's Rep.:
Icompanv:
IAddress:
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I Property Owner:
Icompanv:
IAddress:
Geoff Crook Phone: 503.986.3425
Oreqon Department of Trans~ortation (ODOn Fax: 503.986.4469
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680 Cottaqe Street NE, Salem, Oreqon 97301-2412
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Oreqon Bridqe Deliverv parthers
Fax:
503.423.3737
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Corrinne Humphrev
Phone: 503.423.3785
503.986.4469
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sf l Dens~tv: NA
du/acre
! Prospective
Applicant:
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Signature---I
Geoff Crook
Print
Date:
/o/p~~
Case No.:L'O(\ )JJJ'K-~
Application Fee: $ 5~1 ~
ITOTAL FEES: $ 5~1 0..9-
Date: IlJlqJ () ( Reviewed by: ~ (!VI./A..--
Technical Fee: $~ - 0 IpostaQ~ Fee: $0
I PROJECT NUMBER: Pf<..SZOOg-{)(j)!5&
Revised 1(1(08 Molly Markarian
1 of 3
Development Issues Meeting Submittal Requirements Checklist
C2J Application Fee - refer to the Development Code Fee Schedule for the appropriate fee
calculation formula. A copy of the fee schedule is available at the Development Services
Department. The applicable application, technology, and postage fees are collected at the
time of complete application submittal.
~ Development Issues Meeting Application Form
~ Five (5) Questions - list specific questions the applicant would like staff to answer
during the meeting. So that each,question may be fully evaluated, the list is limited to five
questions. (Attachment C)
C2J Ten (10) Copies of the Proposed Plan - suggested information valuable for staff to'
review the proposal is listed below. It is not necessary to include all of these items on
the site or plot plan. However, applicants are encouraged to address as many as possible
given that the level of information that will be derived from the meeting is commensurate
with the level of detail provided in the application. (Attachment 0)
Applicants are also encouraged to include additional information on the plan as listed in
the Springfield Development Code (SDC) 5.12-120, Land Divisions - Partitions &
Subdivisions - Tentative Plan Submittal Requirements or 5.17-120, Site Plan Review
Submittal Requirements.
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Drawn in ink on quality paper no smaller than 11" x 17"
Scale appropriate to the area involved and sufficient to show detail of the plan and
related data, such as 1" = 30', 1" = 50' or 1" = 100'
North arrow
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Date of preparation
Street address and assessor's map and tax lot number
Dimension's,(in feet) and size (either square feet or acres) of the development area
Location and size of existing and proposed utilities, including connection points
On-site drainage collection system and flow patterns, the size and location of drain
lines and catch basins, dry wells, and natural drainageways to be retained
Area and dimensions of all property to be conveyed, dedicated, or reserved for
common open spaces
DIMs Related, to Land Divisions (N/A)
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o Approximate location, number and dimensions of proposed lots
o How streets in the proposal area connect with existing streets
DIMs Related to Site Plan Review (N/A)
o Proposed and existing buildings: location, dimensions, size (gross floor area),
setbacks from property lines, distance between buildings, and height
o Area and percentage of the site proposed for buildings, structures, driveways,
sidewalks, patios and other impervious surfaces
o Parking and circulation plan Date Received:
OCT - 9 2008
Revis'ed 1/1/08 Molly Markarian
Original Submittal
:J>f 3
225 Fifth Street
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Springfield, Orego'n 97477
541-726-3759 Phone '
Ci,$;,,>,,;1f Springfield Official Receipt
D~t~opment Services Department
Public Works Department
RECEIPT #:
3200800000000000698
Date: 10/09/2008
10:29:5IAM
Job/Journal Number
ZON2008,00037
Paid By
ODOT
Item Total:
. Check Number Authorization
Received By Batch Number Number How Received
Amount Due
521.00
$521.UU
Description
CTY Development Issues Mtg
Payments:
Type of Payment
Check
Amount Paid
emm
1928491
In Person
Payment Total:
$521.00
$521.00
Date Rec6ived:
OCT - 92008
Original Submittal
cReceiotl
Page I of I
10/9/2008
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oregon bridge delivery partnersw
October 8, 2008
Mr. Mark Metzger, Planner III
City of Springfield
Development Services Department
225 Fifth Street
Springfield, Oregon 97477
Date Received:
OCT - 9 2008
Original Submittal
Re: 1.5 Willamette River Bridge Project
City of Springfield Development Issues Meeting Submittal
Dear Mr, Metzger,
On behalf of the Oregon Department of Transportation (ODOT), Oregon Bridge Delivery Partners (OBDP) is
submitting a Development Issues Meeting (DIM) Application and Request (or the Interstate 5 (1,5) Willamette
River Bridge Project. '
The purpose of 1-5 Willamette River Bridge Project is to improve safety and maintain connectivity and mobility
for all users of 1-5 over the Willamette River in the Springfield/Eugene Metropolitan Area, The original 1,5
Willamette River Bridge was inspected in 2002 and found to have substantial problems. The bridge was taken
out of service and a temporary detour bridge was built to carry 1,5 traffic, The 1,5 Willamette River Bridge Project
would remove the original and detour bridges and build permanent replacement bridges over the Willamette
River and Franklin Street, as weii as associated roadway and stormwater work, which will necessitate the
demolition and replacement of the Canoe Canal Bridge over Patterson Slough directly north of the Willamette
River Bridge,
ODOT must receive the necessary approvals for the project as soon as possible (by April 1 , 2009 at the latest)
in order to begin construction of this critical infrastructure project in 2009, which will necessitate working within
the Willamette River during the 2009 in-water work period, If ODOT is un~ble to obtain these permits, the
project will be delayed for an entire year, which might put local and interstate transportation at risk. '
Ten sets of the submittal materials have been inciuded with this DIM submittal. The proposed project summary
is located in Attachment A - Description of Proposal. Attachment B contains aerials of the project area with tax
lot information, Attachment C lists the DiM questions, Attachment D contains applicable graphics and plans,
Please note that these plans are based on the Draft Design Acceptance Package (DAP) Report, which has
been prepared for ODOT. The DAP and Design Plans are still in draft form and based on 30 percent design,
More project specific and detailed information will be available during final design, which will be submitted with
required permit/approval applications,
In summary, this application includes the following information materials required for the DI M:
. Approvals requested (to be discussed at the DIM)
. DIM Application Form
oregon bridge delivery partners 1165 Union Street NE Salem, Oregon 97301
Page 1 of 2
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oregon bridge delivery partners"
. Attachment A - Description of Proposal
. Attachment B - Map and Tax Lot Information
. Attachment C - DIM Questions
. Attachment D - Existing and Proposed Bridge Graphics, Site Plan, and Applicable Design Plans (30
Percent Design)
Approvals Requested I
ODOT is seeking required approvals from the City of Springfield to construct the replacement 1,5 bridge and
remove the original and detour 1,5 bridges crossing the Willamette River in the Cities of Springfield and Eugene,
ODOT will need to obtain the following land use approvals as requested from the City of Springfield:
. Type III Willamette Greenway Overlay District Discretionary Use Approval under Springfieid Development
Code 25,050 and 10,030(1) to address the visual impact of the replacement bridge, and associated Site
Plan Review,
. Planning Director Determination of Springfield Development Code 31,240(2) to address the potential impact
on riparian function,
. Type I Floodplain Development Application Permit to allow construction in the floodplain and/or floodway,
and associated Land and Drainage Aiteration Permit.
ODOT would Iike,to meet with the City of Springfield as soon as possible. I will call you in the next few days to
schedule the DIM meeting. Please contact me at (503) 423,3785 or corrinne,humohreviUlhdrinc,com or Donette
Miranda at (503) 423-3814 or donette,mirandaiUlhdrinc,com if additional inlormation is needed or if you have
any questions.
Sincerely,
ail
1
Corrinne Humphrey, AICP
Oregon Bridge Delivery Partners
1001 SW 5th Avenue I Suite 1800 I Portland, Oregon 97204
ph: 503.423.37851 fax 503.423,3737
email: corrinne.humohreviUlhdrinc.com
Date Received:
OCT - 9 2008
CC: Greg Mott (City of Springfield)
Heather O'Donnell (City of Eugene)
Steve Turner (ODOT)
Richard Upton (ODOT)
Nancy Nething (OBDP)
Linda Riley (OBDP)
James Gregory (OBDP)
Original submittal
oregon bridge delivery partners 1165 Union Street NE Salem, Oregon 97301
Page 2 of 2
1.5 Willamette River Bridge Project
Development Issues Meeting
Submittal Requirements
Table of Contents
Attachment A - Description of Proposal
Attachment B - Maps and Tax Lot Information
Attachment C - DIM Questions
Attachment D - Existing and Proposed Bridge Graphics, Site Plan, and Design Plans (30 Percent Design) ,
Figures
Figure A-1 - Location Map
Figures B-1 A and B-1 B - Tax Lot Maps
Figures D-1A, 0-1B, and D-1C - Existing and Proposed Bridge Graphics
Figure 0-2 - Site Plan .
Figure D-3 - Design Plans
Date Received:
, OCT - 9 2008
'. Original Submitt~1
Development Issues Meeting
Submittal Requirements
Page 1
, Attachment A
Description of Proposal
Date Received:
OCT - 9 2008
Original Submittal
Description of Proposal
The purpose of the Interstate 5 (1-5) Willamette River Bridge Project (Project) is to improve salety and
maintain connectivity and mobility for all user~ of 1-5 over the Willamette River in the SpringfieldlEugene
Metropolitan Area,
The original 1-5 bridge over the Willamette River was inspected in 2002 and found to have substantial
problems, The bridge was taken out of service and a temporary detour bridge was built to cany 1-5 traffic,
The Project would remove the originai and temporary bridges and build permanent replacement bridges
over the Willamette River and Franklin Boulevard (Blvd.) as well as associated roadway and Stormwater
work, which will necessitate the demolition and replacement of the Canoe Canal Bridge over the Patterson
slough, directly north of the Wiilamette River Bridge (WRB),
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 proposed project has the foilowing main components:
· Demolition of the decommissioned WRB, Canoe Canal Bridge, and detour bridges (salvaged
portions of the bridges would be recycled or reused as much as possible);
· Construction of replacement bridges; and
· Reconstruction of the roadway near the bridges including the Franklin Blvd, on- and off-ramps.
The new bridges would be constructed in almost the same location as the existing bridges; there would be
relatively minor shifts of alignment, as weil as minor changes to the Franklin Blvd. ramps,
The new bridges would 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, The new bridges would be striped
to carry two lanes in each direction, which matches 1-5 in this area, Future widening of 1-5 will require a full
environmental review,
Site Location
The Project is iocated on a section of 1-5 that runs generally in a north:south direction, with the City of
Eugene on the west side and the City of Springfield on the east side, in Lane County, Oregon (Figure A-1),
The proposed project legal description is United States Geological Survey (USGS) Eugene Quadrangle,
Township 17S, Range 3W, Section 33 and Township 18S, Range 3W, Sections 3 and 4; 45,0454'N,-
12305'W (NAD83/WGS84),
Date Received:
OCT - 9 2008
Original Submittal
Attachment A - Description of Proposal
Page A,l
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Date Received:
OCT - 9 2008
Proposed Project
Original Submittal
General parameters for the roadway work on this project include the following elements:
. Remove the existing decommissioned 1-5 bridge and the temporary detour bridge over the
Willamette River, Franklin Blvd., and the Union Pacific Railroad (UPRR),
. Replace the 1-5 bridge over the Canoe Canal.
. Construct new 1-5 bridges over the Willamette River, These bridges will cross the Willamette River,
Franklin Blvd" and UPRR. Parallel northbound (NB) and southbound (SB) bridges will be
constructed,
. Reconstruct highway approaches to the 1-5 bridges.
. Modify the Franklin Blvd, exit ramp and entrance ramp,
The alignment of 1-5 will generally foliow the alignment of the decommissioned bridge and the detour
bridge, However, each of the two new bridges will be wider than either of the existing bridges. Thus, the
new bridges wili be on a new alignment within the general lootprint of the existing bridges. Conditions that
heavily control the new alignment design consist 01 the following:
1. Relinquishment of the temporary easement back to Wi llama lane Park forces the permanent
alignment away from the existing detour alignment.
2, Bridge design requirement that the proposed 1-5 mainspan across the river be contained mostly on
a tangent alignment.
3. Aesthetic requirement and bridge design requirement that the profile of the i-5 SB bridge and 1-5
NB bridge be identical for the mainspan over the Willamette River.
4, Vertical clearance requirements over a future widened Franklin Blvd, require a much higher verticai
profile for 1-5 at the crossing of Franklin Bivd.
Attachment 0, Figures 0-1A, 0-1 B, and 0-1 C provide a present and proposed view 01 the WRB.
Construction Schedule
The critical path for construction is controlled by the activities associated with the WRB. The most critical
items for meeting the required project construdion schedule (project completion by December 12, 2012)
are the portions of the project that necessitate in-water work, The timing of these construction elements is
restricted to approved windows of time when in-water work is permissible (June 1 through October 31), All
other elements of the project wili need to be coordinated such that the progress of the WRB is not impeded.
In order to meet this timeline, OOOT must receive the required land use approvals from the City of
Springfield and the City of Eugene by April 1, 2009,
The general construction sequence for the project is as follows:
1. Remove the existing decommissioned bridge over the Willamette River,
2, Construct the new SB WRB.
3. Concurrent with 2, complete all other activities required to move all traffic onto the SB WRB.
4, Remove the existing detour bridge,
5, Construct the new NB WRB.
Attachment A - Description of Proposal
Page A,3
Date Received:
OCT - 9 2008 ,
Original Submittal
6, Concurrent with 5, complete all other activities required to move NS traffic onto the NS WRS,
7. Remove any remaining temporary structures/falsework and clean up,
The exact timing of individual construction activities is currently unknown, With the Project being on the
critical path for the construction, there is a need for Eariy Work Packages to expedite progress as much as
possible, The ability to complete any in-water construction activities during the 2009 in-water work period
will increase the likelihood 01 successfully meeting the project schedule, '
Due to the tight construction schedule, the contraCtor must construct all the foundations within the river
durin9 a singie in-water work period (2009) so that completion of the NB structure will not be as constrained
by remaining in-water work periods, This will require that shafts are drilled with limited overhead clearance
for those portions of the NS replacement bridge that lie beneath the detour bridge, The Architecture and
Engineering (A&E) design Consultant (OSEC) and the Construction Manager/General Contractor (CM/GC)
(Hamiiton Construction) do not currently anticipate the limited overhead clearance will preclude this
procedure,
Cost Estimate
The total construction cost in 2010 dollars is $142,753,000. The 2010 estimate was calculated by applying
a 12 percent total inflation factor to the estimate based on 2008 costs, The year 2010 was chosen as the
approximate midpoint of the construction period, It is unknown at this time if 12 percent is a reasonabie
assumption based on the fact that recent construction cost inflation is significantly higher than that over the
past year, It is estimated that a delay in the project will result in an additional cost in excess of $17,000 per
day,
Right-of-Way
The ODOT right-of-way (ROW) in the vicinity of the bridge varies, but it is anticipated that the majority of
proposed construction will remain within it. However, there are locations where additional ROW or
easements may be required as follows:
"FS1" Sta. 195+00, Rt. - City of Eugene Property (Augusta St:)
"LS1" Sta, 391+00, Lt, - Lane County Property (Transfer Station)
Regarding the City of Eugene Property (Augusta St.), negotiations are currently underway between the City
of Eugene and ODOT regarding how to handle the ROW need. There is an existing temporary easement
with Lane County for the Larie County Property (Transfer Station); a portion of the easement may need to'
be converted to permanent ODOT ROW.
Upon verification 01 the above ROW needs as design progresses and pending ODOT coordination with the
locai municipalities, OSEC wili prepare a ROW map and description for each parcel, OSDP will be
performing all ROW acquisition for ODOT. '
Atlachmenl A - Project Description and Preliminary Engineering Information,
Page AA
Date Rec@ived:
OCT - 9 2008
Roadway Design Criteria
Original Submitt"'l
The roadway design will conform to the ODOT Highway Design Manual, 2003 (English) and AASHTO 2002
Roadside Design Guide. The construction plans and associated documents will be prepared in accordance
with the ODOT Oregon Standard Specifications for Construction, 2008; Oregon Supplemental
Specifications for Construction, 2006; and the BOOM, The project will be designed and constructed using
English units and incorporating the 2002 Oregon Standard Drawings, Key criteria specific to this project
with respect to highway alignment, as documented in the previously submitted Roadway Design Criteria,
are as follows:
. Design Speed -1-5: 70 mph,
. Design Speed - Ramps: 50 mph,
. Bridge Width: 64 feet curb-to-curb bridge width will accommodate luture widening of 1-5 to three
ianes in each direction,
. Clearance over railroad: 23,5 feet.
. Clearance over Franklin Blvd,: 18'-4" per Oregon Motor Carrier Transportation Division (MCTD) to
maintain current minimum clearance,
. Median Width: Median width will vary; 42-inch-tall concrete median barrier will be provided on the
roadway segments,
. Median width at connections to existing 1-5: match existing median width on both ends of the
project. . ,
. South End of Project Limits: 16 feet with 42-inch-tall concrete median barrier,
. North End of Project Limits: 8.4 feet with 42-inch-tall concrete median barrier.
. Roadway Width: Two 12-foot travel ianes will be striped across the bridges in each direction and
approaches will be constructed to match current conditions,
. Ramp Width: Ramps will be one lane, Portions of the ramps that will be reconstructed will match
the existing conditions including short sections that will be two lanes.
Summary of Existing Roadway Conditions
Interstate 5 (i-5) is an Urban Interstate andis 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. The 1-5 vertical
profile in both the NB and SB directions is similar due to the fact that the opposing lanes of travel are
connected by a narrow paved median, Within the project limits, 1-5 has been temporarily diverted to a
lengthy detour structure over the Willamette River, and this detour structure has a design life of 10 years,
The roadway width for one direction of travel across this detour bridge typically consists of two 12-foot-wide
travel lanes, a 3,5-100twide inside shoulder and an 8-foot-wide outside shoulder for a total one-way
roadway width on the detour bridge of 35,5 leet. The construction year (2012) average daily traffic (ADT) is
forecasted to be approximately 65,000 vehicles on 1-5 in the project area, and is predicted to increase to
88,000 ADT by 2032 (20-year design). The posted speed limit is currently 60 miles per hour. The existing.
terrain is mostly rolling and increasingly becoming more urban, ROW widths vary throughout the project.
There is one interchange impacted by the project, which is the Franklin Blvd, Interchange (MP 192,25); and
one interchange in close proximity to the project, which is the Glenwood Interchange (MP 191,98),
Roadway Typical Section
The new 1-5 bridges over the Willamette River and Canoe Canal will be designed to eventually carry up to
three ianes of traffic in each direction and will accommodate the 20-year design for future traffic needs, For
Attachment A - Project Description and Preliminary Engineering Information
Page A,5
Date Receiveo:
OCT - 9 2008
Original submittal
the future scenario, each 1-5 bridge will be capable of carrying three 12-foot travel lanes and two 14 foot
shoulders for a total roadway width of 64 feet on the bridge, The bridge rails (three-tube curb-mounted rails,
aOaT Standard OraiMng BR208) are 1'-7" wide, The out,to-out width of the bridge deck is approximately
67'-5,5", It is worth noting that the bridges have also been designed to allow for future widening of Franklin
Blvd" possible addition of another railroad track, and to accommodate possible future improvements to the
Franklin Blvd, interchange, Although the new bridges together are wider than the decommissioned bridge,
additional travel lanes on 1-5 are not proposed as part of this project; and 1-5 roadway sections wiii not be
widened beyond what is required for staging traffic, The new bridges wiii be striped to match the existing
two travel lanes in each direction at both the north and south ends, In general, the two-lane section in each
direction on the new bridges will consist of two 12 foot travel lanes, a 14-foot median shoulder, and an
outside shoulder in excess of'12 feet. At the south match the two-lane section wiii match the existing
median shoulder of 7 leet, and at the north match the two-lane section will match the existing median
shoulder width of 3.2 feet. Aii superelevations within the limits of the 1~5 reconstruction will meet 70 mph
standards per the aOaT Highway Design Manual.
The reconstruction 01 the Franklin ramps will consist of a single-lane ramp section with a 16-foot travel lane,
4-Ioot inside shoulder, and 6-foot outside shoulder with an additional 2-foot shy distance, All
superelevations within the limits of the ramp reconstruction wiii meet 50 mph standards per the aoaT
Highway Design Manual,
Horizontal Alignment and Vertical Profile
"LN1" Line (1-5 NB) and "L51" (1-5 SB)
These 1-5 alignments generaiiy run in a north-south direction, separating the City of Eugene to the west and
the City of Springfield to the east. Beginning at the north end of the project under the Centennial Blvd,
overcrossing, the "LN1" and "LS1" alignments run south lollowing the existing freeway tangent and diverge,
from the existing 1-5 alignments by utilizing 10-minute or flatter reversing curves over Canoe Canal. The
reversing curves end just north of the WRB structures and foiiow a tangent onto the structures for about
8001eet. At this point the "LN1" and "LS1" alignments then enter a SCSCS curve system consisting of a
new 600-foot spiral, a new 10-15' curve, and a new 600 foot spiral segment that transitions to an existing
20_ 30' curve, Ali horizontal geometries and superelevations iMii meet 70 mph design standards, except for
those standards shown in the design exception narrative of this report, The proposed vertical profiles of the
"LN1" and "LS1" line meet 70 mph standards and the maximum grade for both aiignments is approximately
3.5 percent.
Within the proximity of this project there are two interchanges (Franklin Blvd, and Glenwood Blvd,) that are
spaced close enough to warrant auxiliary lanes between the interchange ramps. These auxiliary lanes exist
today and are being perpetuated without modification with this project; however, this requires a design
exception since the existing weave lengths do not meet current standards. Piease see the design exception
narrative of this report for additional explanation and clarification on this:issue,
"FN1" Line (1-5 NB Exit Ramp to Franklin Blvd)
This ramp is being reconstructed horizontaiiy and verticaiiy from the Riverview Street intersection to its
departure from 1-5 (approximately 1,900 feet), The design speed for this ramp is 50 mph, and the horizontal
design of the ramp meets all 50 mph standards, The "FN1" horizontal realignment diverges from the
existing ramp alignment just east of the Riverview Street intersection, and this is accomplished by utilizing a
400-foot spiral from the existing tangent at Riverview lollowed by a 7" - 15' curve transitioning into another
Attachment A - Project Description and Prelimina'ry Engineering Information
Page A-6
Date Recelveo:
OCT - 9 2008
Original Submittal
400-foot spiral. A short tangent is used, followed by a 200-foot spiral and 10_ 42' curve that matches into
the "LN1" alignment at the standard exit ramp angle of divergence, The proposed "FN1" vertical profile
meets 50 mph standards and has a maximum grade of 4 percent. The maximum superelevation is 10,5
percent, 'and all ramp superelevations meet 50 mph standards.
"FS1" Line (1-5 SB Entrance Ramp from Franklin Blvd)
This ramp is being reconstructed horizontally and vertically from the Riverview Street bridge to its
connection with 1-5 (approximately 1,800 feet). The design speed for this ramp is 50 mph and the horizontal
design 01 the ramp meets all 50 mph standards, The "FS 1" horizontal realignment diverges from the
existing ramp alignment just east of the Riverview Street bridge; this is accomplished by utilizing a 250-foot
spiral segment from the existing 20_ 38' curve across the Riverview Street bridge that is then followed by a
5-degree curve transitioning into a 250- foot spiral. A short tangent is used followed by a 250-foot spiral and
a 10-15' curve that matches into the "LS1" alignment at the standard entrance ramp angle of convergence.
The proposed "FS1" vertical profile meets 50 mph standards and has a maximum grade of 3 percent. The
maximum superelevation is 9,5 percent and ali rampsuperelevations meet 50 mph standards,
Hydraulics
The existing decommissioned WRB has six piers in the main channel of the river consisting of 6-foot-
diameter twin-cylinder piers with connecting diaphragms. The'hydraulic topics examined for this summary
include pier configuration details as they reiate to friction losses through the bridge opening within the 100-
year floodplain, debris potential, and fluvial connectivity,
A site visit was completed on June 6, 2008, to collect the data required to perform the hydraulic analysis on
the bridge, Observations of the conditions at the site reveal that there is vegetation in the channel both up
and downstream 01 the structure, and woody debris can be seen hung up on the piers of the detour
structure,
Aerial photographs were reviewed to determine geomorphic fluvial history of the river at this location, As
the historic photos show, the river became channelized after the construction of the dams on the upper
reaches of the river system, Just upstream of the bridge a dam was built as a fiow controi structure to divert
the flows 6f the Willamette into the Mill Race, which supplied power to Eugene in' the early 1900s, After the
Mill Race was decommissioned and the flows were again directed to the middle of the Willamette River, a
localized redirection 01 flow occurred and induced scour on the northeast river bank just upstream of the
flow control structure, A riprap spur was added to direct the flow away from the bank; however, the site visit
revealed that the flow is still being directed at the bank, Undercutting and erosion is taking place, reducing
the vaiuable protection that is availabie in the vegetation along the bank,
The original HEC-2 data was obtained from Michael Baker & Associates, who house and distribute the
Flood Insurance Study data from the Federal Emergency Management Agency (FEMA) archives, The
original river model was duplicated in HEC-RAS, and a New Base Condition was established by including
additional cross sections, The existing structure was then added to the New Base Condition,
The proposed WRB would replace the existing decommissioned bridge in its present location. Currently,
the proposed concrete deck arch bridge has two piers in the main channel of the river; one located at the
center of the span, and one located just inside ordinary high water on the south bank under both the NB
Attachment A - Project Description and Preliminary Engineering Information
Page A,l
Date Received:
OCT - 9 2008
Original Submittal
and SB bridges, respectively, The configuration of these piers and the arch ribs they support has been
developed with consideration given to hydraulic efficiency. The hydraulic opening has been 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 iower the water
surface eievations,
When considering crossings over rivers where potential for debris is known to exist, the minimization of
piers should be considered along with a shape that reduces the potential for debris to accumulate at the
upstream face. Typically, the shapes that reduce the potential for debris accumulation include a triangular-
shaped or well rounded upstream face, During lower flows the water surface wiil be at,a level on the shaft
cap and not on the arch rib or column above, The upstream faces of the shaft caps will be shaped in their
final design to minimize drift snagging,
The final hydraulic analysis using HEC-RAS on the selected alternative will confirm whether the water
surface elevations of the alternative are comparable to that of the existing conditions and meet the FEMA
No-Rise Requirements. Additional refinement of the pier geometry for the selected altemative is likely to be
required to ensure no-rise conditions and to minimize drift potential.
Storm water
Stormwater management for this project will be designed to meet the OTIA III Environmentai Performance
Standards (EPS) in order to meet the requirements of the programmatic environmental permits that apply
to the statewide bridge program, These performance standards define the level 01 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. To meet the goals of the EPS, water quality and
quantity facilities will follow the guidelines established in the new ODOT Stormwater Management Initiative
supplemented with the guidelines from the local jurisdictions of the Cities of Springfield and Eugene, which
the project will also need to satisfy,
The new ODOT Stormwater Management Initiative,Guidelines require allstormwater runoff to be treated for
water quality and water quantity only when the increased runoff from the new impervious surface increases
flow by 0,5 cubic feet per second (cfs). The ODOT Stormwater Management initiative Guidelines provide
an exception for water quantity treatment if the discharge directly outfalls into a large body of water, in this
case the Willamette River, or it is shown by hydraulic calculations that the geomorphic channel conditions
are not changed by the net effects 01 the increased runoff,
The City 01 Springfield has adopted, in the interim, the stormwater management guidelines from the City of
Portland Bureau of Environmental Services and Washington County Clean Water Services, The City of
Springfield accepts stormwater management plans to be designed using either guidelines, The City of
Springfield also uses 0,5 cfs as the threshold for water quantity flow control.
The new ODOT and DEQ requirements for contributing drainage area will be followed lor the amount 01
stormwater runoff to be treated, The new guidelines apply to stormwaterflowing into the project from ODOT
ROW that is hydraulically connected to the project. The additional contributing drainage areas that are
required to meet the new directive include 1-5 from the end of the defined project up to the Glenwood
Attachment A - Project Description and Preliminary Engineering Information
Page A,S
Date Received:
OCT - 9 2008
Original submittaL
overpass, Franklin Blvd, from the crest vertical curve just west of the Franklin Blvd, overpass bridge to the
end of the bridge, and the 1-5 NB off-ramp from the intersection of Riverview Drive to the Eugene city limits.
The Best Management Practices (BMPs) selected for stormwater management on this project include
bios lopes, grassy swale with amended soils, bio-inliltration swales, and dry detention ponds, All of the
BMPs selected provide a high effectiveness for the removai of sediments, nutrients, and heavy metals both
dissolved and particulates; and provide moderate effectiveness for removal 01 hydrocarbons and
polyaromatic hydrocarbons.
A Conceptual Stormwater Management Plan has been prepared to illustrate the location and the type 01
BMP selected to meet the EPS. Stormwater designers have been in discussion with the Cities of
Springfield and Eugene regarding stormwater management. As the current stormwater plan is conceptual,
it has not been included with the DIM submission, The stormwater design plan will be provided with
required application submittals, In the northemmost 900 feet 01 the project, there is no increase in
impervious area; therefore, only water quality is required to meet the EPS, Bioslopes on both the NB and
SB lanes were chosen for this area because of the limited ROW, The next 700 feet, up to and including the
Canoe Canal Bridge, will utilize bio-infiltration swales to provide water quality and quantity, The bio-
infiltration swale will have an overflow system that will discharge into Canoe Canal.
,
'Runoff from 1-5 north of Franklin Blvd., beginning at the crest vertical curve located on the WRB and ending
at the Canoe Canal Bridge, will be collected in a storm sewer system that will discharge into a bio-
infiltration swale, The bio-infiltration swale will be graded to drain back towards the Willamette River, All
flows not infiltrated will empty into the Willamette River through an overflow system, Runoff from 1-5 south
of the crest vertical curve up to the railroad will be collected through inlets in the bridge deck and conveyed
below into a bio-infiltration swale before discharging into the unnamed tributary downstream of the railroad
grade, Runoff lrom the remaining area of the bridge and approximately 1,200 feet of highway will be
collected in a sag vertical curve and conveyed through a storm sewer system to a dry detention/grassy
swale, The discharge will be conveyed through a series of open ditches and storm sewer system to the
unnamed'tributary on the upstream side of the railroad grade.
The dry detention/grassy swale will also receive stormwater from the SB on ramp, Runoff from the
remaining highway area up to the Glenwood overpass will be conveyed to a grassy swale located off the
shoulder of the NB lanes, As part of the project, stormwater runoff from the Franklin Blvd, railroad overpass
and the NB off-ramp west of Riverview Avenue will be treated in a grassy swale and discharge through the
existing conveyance system into the railroad ROW,
Site Restoration and Compensatory Mitigation
All temporary and permanent impacts to jurisdictional wetlands or other waters will require the development
of a site restoration and compensatory mitigation plan, This includes plans and specifications for
rehabilitating the areas of temporary impact and mitigating unavoidable permanent impacts, The plans and
specifications prepared to provide project site restoration and compensatory mitigation will follow the site
restoration and compensatory mitigation EPSs,
Although the area required for compensatory wetland mitigation cannot be determined accurateiy at this
time, several mitigation actions are anticipated to occur for the project, including both on-site and possibiy
Attachment A - Project Description and Preliminary Engineering Information,
Page A,9
Date Received:
OCT - 9 2008
Original Submittal
off-site mitigation. On-site restoration/mitigation wiii consist of replanting temporarily disturbed areas with
selected native vegetation typical of southern Willamette Valley piant assemblages. The majority of on-site
vegetative enhancement mitigationlsite restoration is anticipated to occur north of the Willamette River
within ODOT ROWand within areas of Alton Baker Park. ODOT and the parks departments have agreed
upon park improvement and restoration activities through the inter-governmental Agreement process,
Additional compensatory mitigation will likely invoive restoration of a concrete-lined, unnamed tributary of
the Willamette River near Franklin Blvd, Potential off-site mitigation would consist of the purchase of
wetland mitigation credits at the local West Eugene Wetland Mitigation Bank.
Landscaping'
Areas to be landscaped within the Estimated Limits 01 Disturbance fall into several categories. Each of
these types of areas will be iandscaped to provide erosion control, minimize visual impacts of the project
eiements, and allow adequate maintenance by Agency staff, These areas can be described as slopes
steeper than 2H:1V, slopes flatterthan 2H:1V, areas at soundwaiis, riparian areas, disturbed wetlands, and
stormwater treatment areas, The actual boundaries of areas to be landscaped are stiii under development.
Slopes steeper than 2H:1V wiii be permanentiy seeded, Soils in these areas will be improved to prevent
erosion and promote establishment. The toe of these slopes will be planted with a mix of native conifers,
native deciduous trees and shrub plantings to provide visual buffering 01 permanently seeded slopes, It is
understood Agency maintenance wiii be provided in some form for slopes steeper than 2H:1V,
Siopes flatter than 2H:1V wiii be planted with a mix of native conifers, native deciduous trees and shrub
plantings at toe of siopes to provide visual buffering of permanently seeded slopes, Some shrub plantings
on slopes flatter than 2H: 1 V wiii be provided. No planting wiii be done under bridges, Areas near Canoe
Canal may be seeded using wildflowers as accents. Areas with overhead power lines will be permanently
seeded,
Areas around soundwaiis will be planted to soften the appearance of the wall. Plantings may include trees,
climbing plants and shrubs, The actual iandscape plantings chosen should be based on input from the
public with consideration given to restrictions lrom overhead powerlines, Temporary irrigation wiii likely be
provided at the southwesternmost soundwaii near the Laurel Hill Valley neighborhood to help further
establish plantings used to visually buffer the soundwall.
Riparian areas along the Willamette River will be planted with 'a mix of native shrub and tree piantings,
Areas, near bike paths will be permanently seeded, Stormwater treatment areas wiii be planted with a mix of
native shrubs, trees, and seeding, Disturbed wetlands will be restored according to the requirements of
environmental permits,
Excavation/FiII
There wouid be removal of existing fiii and placement of new lill within the Wiiiamette River Greenway
associated with the new bridges, Removal and placement of fiii would be associated with the roadway
section between the Canoe Canal bridges and the bridges that cross the Wiiiamette River, When the detour
bridges were constructed, a temporary easement from the Wiiiamalane Park and Recreation District was
acquired by ODOT for placement 01 fiii associated with the roadway section between the Canoe Canal and
Attachment A - Project Description and Preliminary Engineering Information
Page A-l0
Date ~ee(o)ived:
OCT - 9 2008
Original Submittal
the Willamette River. A condition of that easement is that fill placed within it for the detour bridge be
removed when the permanent replacement bridge is constructed,
All fill would be placed within ODOT ROW, Some existing fill, both within the ODOT ROWand within the
temporary easement, wouid be removed, resulting in a net reduction of fill. Current estimates for excavation
and fill for the project are 95,000 cubic yards of excavation and 58,000 cubic yards of fill, resulting in a net
reduction of 37,000 cubic yards 01 fill.
Pavement
New paving is anticipated from about 1,500 feet north of the Canoe Canal Bridge south to about 1,500 feet
south of the bridges, Additionally, the Franklin Blvd, on- and off,rampsare anticipated to be regraded and
repaved, Current estimates for total impervious surface area for the project are 19.42 acres. This is based
upon the current edge of pavement lines and bridges. This estimate is not inclusive of offsite impervious
areas draining into the site that are being treated for water quality,
Aesthetics and Visual Performance
Project elements will be developed with consideration lor aesthetics. Where applicable, project elements
will generally follow the guidelines contained inthe OTIA ill Visual Performance Standards, These
standards will be applied to the proposed replacement bridges across Canoe Canal, proposed retaining
walls, and soundwalls, The WRB is being developed without explicit consideration of the Visual
Performance Standard and is discussed below,
Willamette River Bridge Aesthetics'
The Concrete Deck Arch bridge type selected for the WRB is aesthetically classic. In the historic form, the
deck arch ribs are not typically slender by the structural definition, Current engineering and construction
techniques enable modern concrete deck arches to be buiit with slender arch ribs and without transverse
rib bracing, making them more sleek and uncluttered in appearance, Slendemess provides added, aesthetic
appeal due in part to an implicit understanding by the public that such structures, aithough light and
graceful, are also strong and durable, This understanding has evolved by the incremental increases of
noteworthy structures in the built' environment that have trended toward slenderness.
The deck arch design proposed lor the WRB empioys a relatively lightweight floor system for concrete, The
system consists of a transverse f1oorbeam-supported deck with the f100rbeams framing into longitudinal
girders that span the short distances between bent columns, spandrel columns, and the crown segment of
the arch ribs where the rib extrados rises above the girder soffit and blends into the girder (the "composite
crown"), This system allows the superstructure to be shallow, The proposed arch ribs are slender in profile
view, but deeper perpendicular to their axis than the longitudinai girders. This appearance reinforces their
role aesthetically as the supporting elements of the spans, Columns are located at each arch rib end, and
the remaining open spandrel space between the bents and the composite crown is divided equally by two
spandrel columns,
The rib shape shown in the bridge elevation view reflects a balance between minimizing structural demand
and providing a smooth curvature, Further work in this regard will occur during the refinement of the design,
In addition, the rib shape will be smoothed to the extent possible after all contributing effects to rib shear
Attachment A - Project Description and Preliminary Engineering Information
Page A-11
Date Received:
OCT - 9 2008
Original Submittal
and fiexure are fully quantified, inciuding long-term creep distortions in the ribs, lateral creep of the shaft
foundations, and seismic demands,
The main aesthetic form of the bridge should be complemented by secondary geometric aesthetic features
inciuding details 01 structural elements that can be varied without adversely affecting their proportions or
structural purpose in the bridge, Examples inciude shaping the exposed portions 01 shaft caps and creating
architectural column cross sections, Given the public desire to have some above-deck features
incorporated into the deck arch alternative, consideration of entry pylons or some sort of gateway at the
bridge ends is likely to be considered as well.
Tertiary aesthetic leature's inciude what are typicaliy characterized as aesthetic "treatments" and inciude '
texturing 01 surfaces with form liners, insets, patterns of grooves or ridges, and coating or staining to add
colors, Secondary and tertiary aesthetic features will be developed as appropriate in subsequent design
phases based on additional public and community input.
Roadway Illumination
Roadway lighting needs were evaluated along 1-5 at the Franklin Blvd, Interchange in Eugene (Exit 192),
The construction of the WRB wili affect several of the existing light poles and luminaries along the ramps at
this interchange. A lighting analysis was conducted for the gore at the I 5 northbound off-ramp and the
merge area for 1-5 southbound on-ramp, The purpose of the analysis was to determine the appropriate
level of lighting to reinstali per the ODOT Lighting Policy and Guidelines (2003), Based on this evaluation
modifications to the existing interchange roadway lighting wili be provided at the 1-5/Franklin Blvd,
Interchange. Cobra-head style luminaries wili be used for the partial interchange lighting, It should be noted
that the existing lighting along both ramps between Franklin Blvd, and Riverview Street wili not be affected
by the project and will be maintained, Aside from lighting at the merge area and the ramp terminal, existing
lighting along the 1-5 southbound on,ramp will be removed,
Based on the ODOT Traffic Lighting Design Manual (2003) and the AASHTO Roadway Lighting Guide
(1984), the foliowing light levels will be met for the merge area at the southbound onramp and for the gore
area at the northbound off-ramp:
. Average Maintained lliuminance: 1,0-1,5 foot-candles
.. Minimum Point lliuminance: 0,2 loot-candles
. Uniformity Ratio: 3:1
Underdeck Lighting
Permanent underdeck lighting will be required for the bicycie path under the Canoe Canal Bridge, The light
placement is designed to meet the illumination standards set forth by the Illuminating Engineering Society
of North America (IESNA)1 for waikways and bikeways:
. Average Maintained Illuminance: 4,0 (night) - 10,0 (day) foot-candles
. Minimum Point lliuminance: 2,0 (night) - 5.0 (day) foot-candles
. Uniformity Ratio: 3: 1
Attachment A - Project Description and Preliminary Engineering Information
Page A-12
Date V<eooived:
OCT - 9 2008
Original submittal
Vandal resistant lighting is preferred by ODOT lor underpass lighting, The type of lighting currently
assumed to be used for this application is the Lithonia Lighting Series VG05 32TRT HPF, Ten-foot spacing
along the pathway would result in 12 lights (six per bridge deck),
Temporary Roadway Illumination
Due to the nature of the ramp construction process, temporary roadway lighting will be necessary to
maintain current light levels, Temporary luminaires with the same wattage, mounting heights, and lane
placement will be provided along the 1-5 southbound on-ramp and the 1-5 northbound off-ramp, In total 13
luminaires would be required for the southbound onramp and three luminaires for the northbound off-ramp,
Traffic Control and Mobility
The existing temporary detour bridges and decommissioned bridges will be removed and replaced with twin
structures over the Willamette River and Canoe Canal. The replacement and removal of the bridges will be
completed in three main traffic stages. These stages represent major traffic shifts on the 1-5 mainline,
Subordinate traffic shifts that affect traffic flow on the ramps, Franklin Blvd" or other surface streets are
identified as phases within each stage,
Traffic Staging Requirements and Constraints
All traffic controi stages require a minimum of two travel lanes in each direction on 1-5. In addition, one
auxiliary lane in each direction between the Glenwood and Franklin interchange ramps will be maintained,
Temporary traffic control width requirements are 12-foot travel lanes; 12-100t auxiliary lanes; 3-foot inside
shoulders; 3-foot outside shoulders; and 31-100t clear width between positive barriers, which provides 4-
foot outside shoulders where auxiliary lanes do not exist. The minimum clear roadway width on ramps is'
19-feet. These clearances require notification to Motor Carrier Transportation Division but do not require
special approval. Short term 1-5 lane closures during select hours of the day appear acceptable based on
lane capacity charts.
It is assumed at this time that only short-term closures will be allowed on Franklin Blvd" the northbound off-
ramp to Franklin Blvd" and southbound on ramp to Franklin Blvd. As such; staged construction of the
ramps rather than lull-time closures will be required, The northbound off-ramp and southbound on-ramp is
a partial interchange. This interchange serves to connect 1-5 traffic south of the Willamette River to and
from Franklin Blvd, west of 1-5, Access for all other movements is better served by the full movement
interchange at Glenwood Blvd, The Franklin Blvd. and Glenwood Blvd, interchanges are spaced about
1,200 feet between ramps and are connected with a continuous auxiliary lane in each direction, It is
assumed that these auxiliary lanes will only be closed concurrently with a closure of the connecting Franklin
Blvd, ramp,
The design team will evaluate detour routes for ramp closures and the potential for longer-term closures on
the ramps to reduce construction cost and time as additional traffic count information becomes available
from the Agency,
Full reconstruction of the ramps and 1-5 mainline will be required near the south terminus of the project due
to a change in mainline profile grade, Maintaining operation of the northbound offramp, southbound on-
ramp, two mainline travel lanes in each direction, and one auxiliary lane in each direction dictates traffic
staging for the project. Temporary mainline widening to the east, temporary northbound off-ramp widening
Attachment A - Project Description and Preliminary Engineering Information
Page A,13
Date Reeeived:
OCT - 9 2008
Original Submittal
to the west, and temporary southbound on-ramp widening to the east have been utilized to allow staged
construction of the ramps and mainline, The large eiectrical support tower to the west of the southbound
on-ramp, the tall fill slope along the west side of 1-5, and ROW restrictions northeast of the northbound off-
ramp were constraints in developing the traffic staging plan:
Two temporary alignments were established lor traffic shifts on 1-5, The first temporary alignment shifts
traffic to the east to utilize the temporary mainline widening. The second temporary alignment is a
crossover to shift traffic from the existing alignment to the proposed southbound bridge and then back to
the existing alignment. This alignment is required to allow construction of the northbound bridge, These
temporary alignments use geometry based on the Safe Speed Chart for 60 mph (posted speed) and as-
constructed superelevation rates, Traffic is maintained on the ramps with lane shifts on the existing and
proposed horizontal alignments.
Generally, short-term lane closures at night on 1-5 can be expected for traffic shifts between stages and
also for final paving and tie-ins, Short-term ramp closures maybe required for traffic shifts during ramp
construction, demolition of the decommissioned and detour bridges, and beam placement for the new
bridges, Detour plans will be developed for all traffic closures,
Traffic Stages
The following discussion briefly summarizes the main traffic stages and phases within each stage and also
describes additional work needed to refine the plan,
Stage I
Stage I includes the removal of the decommissioned bridge and the construction 01 the new bridge lor
southbound traffic, This stage is broken into four phases,
. Phase 1 - The existing decommissioned WRB will be demolished and mainline 1-5 will be
temporarily widened to the east. This widening occurs immediately south of the northbound off-
ramp and is necessary to maintain the required travel lanes and auxiliary lane in subsequent
_phases, The temporary widening of 1-5 will impact the gore of the northbound off-ramp, The
demolition of the decommissioned bridge will require a short-term closure of the northbound
offramp, It is anticipated that widening at the gore of the northbound off-ramp and moving
temporary barrier around the northbound off-ramp gore will occur within this closure to minimize
impacts to motorists,
. Phase 2 - The traffic south 01 the WRB is shifted to the temporary alignment. This requires
moving temporary concrete barriers and restriping, Short-term lane ciosures are required to
establish the traffic control. It is anticipated that traffic shifts will be completed within one work shift,.
The southbound on-ramp is widened to the east. 'The work zone will be protected by temporary
concrete barrier. It is anticipated that short-term closure of the ramp is required to install the
temporary concrete barrier. The southbound roadway north of the WRB, the southbound WRB, and
southbound Canoe Canal Bridge will also be under construction,
. Phase 3 - Traffic on the southbound on-ramp will be, shifted to the east on the newly widened
area, Temporary concrete barrier will be shifted to establish 19 feet of clear travel lane, The west
side of the on-ramp will be constructed to future grade, The southbound roadway north of the
WRB, the southbound WRB, and southbound Canoe Canal Bridge will also be under construction,
Attachment A - Project Description and Preliminary Engineering Information
Page A- 14
Date Received:
OCT - 9 2008
Original Submittal
. Phase 4 - Traffic will be routed onto the partially constructed southbound on ramp and the
remainder of the on ramp will be constructed. In addition, the southbound travel lanes south of the
WRB will be constructed, The southbound roadway north ofthe WRB, the southbound WRB, and
southbound Canoe Canal Bridge will be completed.
Stage II
Southbound traffic will be shifted to the newly constructed southbound bridge and roadway, Northbound
traffic will remain in the existing alignment across the detour bridge, The roadway south of the Willamette
River between northbound and southbound traffic will be reconstructed, The east half of the new
southbound bridge may provide access to the area under construction,
Stage III
Northbound and southbound traffic will use the southbound bridge, Stage,11I construction includes removal
of the existing detour bridge, constructing the new northbound bridges over the Willamette River and
Canoe Canal, and reconstructing the northbound off-ramp, Stage III consists of three phases.
. Phase 1 - The northbound off ramp will be widened temporarily to the west. This temporary
widening is required to maintain traffic on the existing ramp while constructing the new ramp, The
widening 01 the existing northbound off-ramp may be completed under a short-term ramp closure. It
is anticipated that this work will be coordinated with the demolition 01 the existing detour bridge
over the northbound off-ramp to minimize impacts to traffic,
. Phase 2 - Traffic will be maintained on the west side of the existing northbound off-ramp while
the east side of the new northbound off-ramp is constructed, The new northbound bridges over the
, Willamette River and Canoe Canal and the northbound roadway north of the Willamette River are
under construction, '
. Phase 3 - Traffic is shifted to the partially constructed northbound off-ramp while the remainder
of the northbound off-ramp is completed, The northbound travel lanes south of the WRB are also
constructed, The new northbound bridges over the Willamette River and Canoe Canal and,the
northbound roadway north of the Willamette River will be completed,
Bike and Pedestrian Plan
A network of multi-use (bicycle and pedestrian) paths exists in the general vicinity of the project. The paths
cross under the Canoe Canal Bridge and the WRB, A plan will be developed to maintain as much system
connectivity as possible during construction, At least one bicyclel pedestrian crossing will be maintained
under 1-5 at all times. inter-governmental Agreements negotiated between ODOT and the local parks
departments have resulted in this project including construction of bike path network modifications in the
Eastgate Woodlands,
Erosion Control'
Erosion control measures will be incorporated and implemented during construction in accordance with a
National Pollutant Discharge Elimination System (NPDES) 1200-C permit and a Temporary Erosion And
Sediment Control (TESC) Plan will be developed and implemented. Specific erosion control BMPs will be
identilied on final design plans and in accordance with the TESC Plan and NPDES requirements,
Attachment A - Project Description and Preliminary Engineering Information
Page A-15
Date Received:
OCT - 9 2008
Additional Project Construction
Original submittal
Sign Bridge Replacement Early Work Package
Sign Bridge at Sta. LS1 409+00 replacing the existing sign bridge at this location, The existing sign bridge
at this location will be replaced as the structure is of insufficient length to span the new roadway, The
location will be shifted approximately 50 feet to the south ofthe existing location to avoid conflict with
foundation installation and to maintain the existing structure in service while new foundations are .
constructed, This structure may be installed at virtually any time during the construction, The estimated
length of the new sign bridge is 157 feet, allowing the use of the ODOT standard for this installation, This
will provide sufficient length to install the proposed second lane to the NB off-ramp in the future, The west
end of the sign bridge is within the same area as the Laurel Hill soundwall. There may be opportunity to
combine the loundation for the sign bridge with the soundwall pilaster, or the sign bridge could be located
yet another 50 feet further to the south and installed as an independent structure,
The replacement of the sign bridge at Sta, LS1 409+00 is anticipated to be CM/GC early work package,
This will require an independent traffic control plan for completion of this work, Development of this traffic
control plan will be further investigated upon acceptance of the sign bridge replacement as an early work
package,
Franklin Blvd.
It Is anticipated that intermittent staginglclosures will be required on Franklin Blvd, during construction,
Closures are required to demolish the overhead spans for the decommissioned and detour bridges, and for
beam placement lor the new bridges, Detour plans for these closures and traffic staging plans for
intermittent traffic staging are currently being developed.
Retaining Walls
Several miscellaneous structures are required in support of the repiacement 01 the WRB. Specifically, the
structures addressed in this report are as follows:
North Soundwall
From Sta, LN1 656+75 to LN1 663+95,30 feet to 66'-6" left, It is currently proposed that this wall be
constructed according to ODOT standard drawing BR740, standard precast panel soundwall. The
assumption within the soundwall report is for a nO-foot-long wall that is nominally 13 to 16 feet in height
above the existing roadway, Project development has placed this soundwall somewhat further from the
roadway centerline than analyzed in the Noise Technical Report, To provide the same sound reduction, a
taller soundwall, estimated at 17 feet, is required. Veriflcation of the final soundwall configuration will be
required to assure noise reduction compliance,
South Soundwall
From Sta, FS1 190+00 to Sta, FS1 208+60 right, along the SB on ramp, Currently, the ODOT standard
precast panelsoundwall per ODOT standard drawing BR740 is assumed, The assumption within the
soundwall report is lor a wall of varying height from a minimum of 12 feet to a maximum of 16 feet in height.
The majority of the wall, 73 percent, is 15 to 16 feet in height.
Attachment A - Project Description and Preliminary Engineering Information
PageA,16
Date Received:
OCT - 9 2008
Original submittal
Retaining Wall 1
Alang the temparary fill slape between Sta, LN1 672+83 ta LN1 678+16,97 feet ta 102 feet left, This wall
exists within the bady .of the temparary embankment canstructed to camplete grade far the temparary
detaur lacatian, As such, it is a "cut" wall typically requiring tap-dawn canstructian, This type .of canstructian
is nat cantained within the current versian .of the ODOT Retaining Wall Manual and requires a specific
design lar installatian, In Oregan, the current larm .of canstructian mast comman far this sart .of installatian
is a saldier pile wall cansisting .of discreet vertical elements, predrilled and installed ta a required depth,
cammanly twa times the retained height .of sail. Lagging is instalied pragressively as sail is remaved from
the .open face .of the wall. After the wall has been fully expased, a finish surface is applied. Given the
generally urban nature .of this site, a higher quaiity finish such as a cast-in-piace cancrete is the likely
methad, Pre-cast panels, shaped and finished shat-crete, and ather methads can alsa be emplayed. The
finish will be determined by stakehalders, and the installatian methad shauld be caardinated with the
CM/GC,
Far this lacatian the anticipated wall is lacated 5 feet from the ROW line ta the east .of 1-5, lacated
appraximately between Sta, LS1 373+00 ta LS1 378+00, at 175 feet left. The height .of the retaining wall ta,
cantain the propased linished grade and restarelremave embankment from the temparary easement varies
fram zero ta appraximately 12 feet from narth ta sauth, This canstructian is best perfanned as part .of Stage
III, Phase 2 during the time when the NB WRB is being canstructed,
Retaining Wall 2 .
Lacated under the Sauth Saundwall, Sta, FS1195+20 ta FS1 208+60 and Sta. FS 201+50, 23 feet right.
This wall is prapased under .or immediately adjacent tathe Laurel Hill saundwall ta be canstructed alang
the SB an-ramp, line "FS", The retaining structure is required ta avaid impacts ta ROWand the high-
tensian line tawers that exist alang this alignment. The maximum height required appraximately 10 feet in
expased height. As such, a number .of aptians are viable far the canstructian, While standard ODOT gravity
retaining wall and variaus MSE wall styles as detaiied in the ODOT Retaining Wall Manual may be used,
the integratian .of this wall with the saundwall abave .offers the appartunity ta madify the typical saundwall
faundatian methad ta suppart the retaining wall in a saldier piie fashian. At the very tallest sectians,
deadman anchars .or sail reinfarcements can be utilized ta maintain an ecanamical wall system, Aesthetic
treatments far this wall have nat been detennined, This retaining wall must be campleted during Stage I,
Phase 3 .of traffic cantrol in canjunctian with the saundwall canstructian,
Retaining Wall 3
Required ta retain the NB .off-ramp within the limits .01 ROW fram Sta, FN1 192+75 ta Sta. FN1196+28 and
Sta, FN1 200+90 ta Sta, FN1203+75, varies from appraximateiy 52 feet left ta approximately 27 leet left,
This wall exists alang side the NB aff,ramp alignment and is required ta pratect the drainage lacated at the
base .of the embankment, as well as ta avaid impacts ta ROW limits .of the private property lacated ta the
sautheast.of thepraject and the railroad property paralleling the ramp alignment. This wall exists in twa
sectians, The first sectian, extending fram Sta. FN 192+75 ta FN 196+28, is propased primarily ta pratect
the railraad ROWand avaid need far easement acquisiti.on an that property. The secand sectian, extending
from Sta, FN 200+90 ta FN 203+75, is prapased ta protect the unnamed creek drainage that parallels the
ramp aiignment and cantinues thraugh an existing pipe culvert !I.owing narthward from approximately Sta,
FN 200+90 t.o Sta, FN 196+28, The first sectian .of the wall has an average height .of 9 feet including 2 feet
of typical embedment belaw the finish grade, The secand sectian is 10 feet in average height including 2
feet.of typical embedment. These are bath well within the parameters .of retaining wall systems detailed
Attachment A - Project Description and Preliminary Engineering Information
Page A,17
Date Fteeeived:
OCT - 9 2008
Original submittal
within the ODOT Retaining Wall Manual. The fill nature of these walls will lend themseives to an MSE-style
installation relying on the CM/GC to select the system to be installed, Aesthetic treatments have not yet
been determined; however, it is recommended that treatment to this retaining wall adhere to standard
finishes. The adjacent landowners are industrial and railroad, Bike/pedestrian paths exist to that side of the
alignment; however, those facilities are on the far side of the railroad ROWand do not provide a clear view
of the retaining wall, These walls must be completed during Stage III, Phase 2 of traffic control.
Retaining Wall 4
Located in the gore area between the NB off-ramp and the 1-5 main lirie, This wall is proposed along the
south abutment of the WRB to provide the grade separation between the finish grade for NB 1-5 and the NB
off-ramp, as the ramp drops below the bridge south abutment. The wall is a maximum height at the south
abutment of 24 feet, reducing to approximately 15 feet at the eatch point near the south end station with the
finish grade wrapping around the face at that point. The location of the retaining wall will require a
significant amount 01 excavation for installation of an MSE wall system. Given the height of the wall, only
certain proprietary systems are approved in the ODOT Retaining Wall Manual for installation at this
loeation. To install the NB off-ramp to the proposed alignment, an existing retaining wall in the same
location as the proposed wall must be removed, The excavation required for that removal will be such that
the slope will be opened arid this will facilitate the installation of the soil reinforcements for an MSE type
system, Aesthetic treatments have not been determined, It is recommended that the aesthetic quality of this
wall be considered given the high visibility of the structure to traffic that will be using the NB off-ramp, A
simple lorm-liner level 01 treatment has been assumed here with a slight adjustment to the unit price lor this
wall. This retaining wall will be constructed coincident with the south abutment of the NB WRB approach
span during Stage III, Phase 3 of traffic control.
Retaining Wall 5
Is an extended wingwall between the NB and SB bridges at the south end of the bridges, This wall is
proposed along the south abutment of the WRB to act as a long wingwall between the abutment of the
southbound bridge and the abutment of the northbound bridge, The wall is a maximum height 01
approximately 20 feet at the abutment of the southbound bridge, reducing to approximately 10 feet at the
abutment of the northbound bridge. The location 01 the retaining wall will require excavation for installation
of an MSE wall system, Giv~n the height of the wall, only certain proprietary systems are approved in the
ODOT Retaining Wall Manual for installation at this ideation, Aesthetic treatments have not been
determined, The location of this wall will mean that it will not be a prominent visual feature,
Extension of Existing Culvert and Possible New Culvert Under UPRR
Drainage of the unname'd creek to the east of the NB off-ramp requires some modification to the existing
culvert and installation of a new culvert under the railroad. The proposal is to extend the outlet of the
existing culvert approximately 124 feet to the north and establish a new outlet at that location, Open
channei flow will be redirected past the outlet into a new culvert to be instailed under the railroad, with the
inlet at or about Sta, FN1195+07, 103 feet Left, extending under the raiiroad to an outlet at or about Sta.
FN1194+32, 195 feet Left, Negotiation with the railroad, hydraulics anaiysis, and final design are all
required to refine the loeation and length 01 this proposed culvert installation. it is assumed that the new
pipe installed will be similar in size and shape to the pipe installed at ttie time of the detour construction;
i.e" a 10' x 7' corrugated steei arch pipe countersunk and established with a constructed "natural'
streambed material bottom, The new pipe under the railroad is anticipated to be similar in size to the pipe
being replaced; i.e., a 72-inch corrugated round pipe, similarly established with a stream bottom, Plan
Attachment A - Project Description and Preliminary Engineering Information
Page A,18
sheets for this portion of the project have not yet been developed, If installed, it will result in modification to
or complete elimination of a portion of the NB off-ramp Retaining Wall from Sta, FN1 192+75 to Sta, FN1
196+28, as well as modification to the size and location of the NB off-ramp Retaining Wall from Sta, FN1
200+90 to FN1 203+75,
Date Received:
OCT - 9 2008
Original Submittpl
"
Attachment A - Project Description and Preliminary Engineering Information
Page A-19
Attachment B
Tax lot Information
Date Received:
OCT - 9 2008
Original Submittal
Tax Lots Potentially Affected by Proposed Project:
1703331400600 (Wi llama lane Park)
1703334100101 (Wi llama lane Park)
1703334402600 (ODOT) ,
1703334400300 (Lane County)
1703334400100 (Oregon Department of Administrative Services)
1703334400200 (Oregon Department of Administrative Services)
Date Received:
OCT - 9 2008
Original Submittal
Attachment B - Tax Lot Information
Page B-1
~
,
Legend
D Projed Area
D Tax Lots
City limits
CITY_NAME
_ Eugene ~
Springfeld
- Highways
- Roads
1-5. ~Ji,t11~11~ ~v.
~~ 't!r
(F OTIA
.::..1----
Date Received:
.
au.- :H98!
Tax Lot Map
FIGURE B-1A
1-5 'Mllame"e River Bridge Pro;ect I DooT I City of SJlinafield Development Issues Meetina
Original Submittal
,
l
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c:::J Projed Area
D Tax lo",
City limits
CITY_NAME
. Eugene
_ Springfield
- Highways
- Roads
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Date Received:
Tax Lot Map
1-51tJi11amette River Bridge Project I ODOT I City 01 S~ng1jeld DeVelopmfn~~~~~~~~~
OCT . 9 2008
Origin III SubmittaL,
(~
~
Attachment C
DIM Questions
Date Received:
,,'
OCT - 9 2008
Original Submittal
Attachment D
Existing and Proposed Bridge Graphics, Site Plan, and Design Plans
(30 Percent Design)
Date Received:
OCT - 9 2008
Original Submittal '
11i'~#p",dfe ~v.
'lV'rtdve 'tr
Existing 1.5 Decommissioned Bridge and Detour Bridge (Looking East)
Date Received: Figure D-1A
1-5 Willamette River Bridge Project I OOOT I City of Springfield Oevelopmenllssues Meeting
Ul.1 -:l tWO
OILIA
----
Original Submittal
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1-5 Willamette River Bridge Project I OOOl I City of Springfield Oevelopment Issues Meeting
~fI{Ji~ltId& ~v.
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0IiIA
-
Date Received:
'Jriginal Submittal
---
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Visual Rendering 1-5 Replacement Bridges (Looking East)
Figure D.1C
1-5 Willamette River 8ridge Project I ODOT I City of Springfield Development Issues Meeting
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Site Plan Map
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Original Submittal
DESIGN PLANS
FIGURE D-3
Date Received:
OCT - 9 2008
" Original Submittal
~
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oregon bridge delivery partners"
Iri~~~:~ ~,' N{' ; 0200 06 8400
19,i~e'" 1 0/8/2008
Outgoing Transmittal
) 726-3753
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~',":,~;,i;,t,,;~r,-~'.,,; (;65 Union Street'N~
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":.;,",;:.,~-,;'" Salem, Oregon 97301
c~ ~':;~~~~~~:~3) 587:2~31, _ _
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"To:, ':::IMark Metzger, Planner III
"~~~ICity Of Springfield
. -..,:"',
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,,"~ Development Services Department
,,- 225 Fifth Street
Springfield, OR 97477
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1-5 Willamette River Bridge Project - Land Use Pre-Application Packet for the City of Springfield, Oregon Development Issues
Meeting (DIM) Submittal for your review and approval. Thanks,
1[~~s,'P:'!.?l1ig~:~Q5:TG*,rt~~it6M?;;'ilig; iiej)\S:'
~ip~~,~~C~~j ~~~o~;~~Ta~,'N,9~:~~~'~.~~~ ~~,~~pJjB~L:~~:i"i~:~~~~i~1'l~:1~:,~'-:~~~~i:~~~~~:1;:-re .
- XXX .... Eleven (11) hard copies of the 1-5 Willamette River Bridge Project - Land Use
11
Pre-Application Packet for the City of Springfield, Oregon Development Issues
Check/Payment for $521.UU (Check IIU1928491) for Land Use Pre-ApplicatiOn Packet
Fee for the Willamette Greenway Overlay'
1
XXX
T~ese i@ms ar~ transrnli~e>d"~s c~~~k~p~'":;:";'~~t;"'~ . ~--~-- ~P::.f~~ {:;;::"':-~~~ ;,~-,S~4:"":- r$i' :-#~~: ..;.;-:: . ~,' :-
, ' . ~ " ,As reguesteiJ <1' "",~' 'r~_ X ,Fo~,y.':L1r, USB,~ . ,:..::'" If, ~ j~,c'; ~ for,!evlew, and comme~t
. ' '~X Fb~"approva'I~':; :-;:~-""~":-"' ,...,', 'Resu-~mitt~dfcir approvaT~- ~~>:, --~~~::; ,~"': ,,' ,
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Mark Metzger, included with this transmittal are eleven (11) hard copies of the 1,5 Willamette River Bridge Project - Land Use
Pre-Application Packet for the City of Springfield, Oregon Development Issues Meeting (DIM) Submittal for your use and approval.
Also included is one (1) check/paymentfor $521,00 (Check 1101928491) for Land Use Pre-Application Packet Fee for the
Willamette Greenway Overlay,Thanks,
.:r
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CapyTo::' .
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DocumenrControl; Shelley Hichards
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Date Received:
, Signed by
I~~.
OBDtf- 116S Union Street NE.,Su~e 200
Salem, OR 97301-2412
503-587-2900
If enclosures are not as noted, please notify us at once.
DCF,1004
02/07/2008
OCT - 9 2008
Page 1 of l'
Original Submittal
"
iNDEX OF SHEETS
ST A TiE OF OREGON
D lEi JP .A R "Jr']V! lE N T CO IF' 1[" R.A N S JPCO R 'J'.A 'J' J[ CO}"\[
SHEET 'NO.
DESCRIPTION
1
IA
Title Sheet
Index or Sheets Cont'd. & Std. Drg. Nos.
PLANS FOR PROPOSED PROJECT
GRADING, DRAINAGE, STRUCTURES, PAVING & SIGNING
o
1-5: WILLAMETTE RIVER BRIDGE - BUNDLE 220
PACIFIC HIGHWAY
BEGINNING OF PROJECT
STA. ILN1" 655+68.65 (M.P. 193.5)
STA. "LS1 II 355+73.92
LANE COUNTY
\ MARCH 2009 END OF PROJECT
\ST,A. "LN1" 712+88.04 (M.P. 192.1)
STA. "LS1" 413+96.18
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1'0
OCT - 9 2008
Original Submittal
."
If=-
1t= -
: \Prajee j-s\019\OI9095\Roodwoy\Del iverobt es\Oroft Dap\Base /'II ign 6' Structure\ 14259f _Br;~1. tsl
9/22/2008
02,09 PM
nv:??
Overo/f Length Of Project - 1.08 Miles
ATTENTION'
Oregon LOW Requires You To. Follow Rules
Adopted By The Oregon Utility Notification
Center. Those Rules Are Set Forth In
OAR 952-001-0010 Throu(lh OAR 952-001-0090.
You May Obtain Copies Of The Rules By Callin9
The Center. (Note: The Telephone Number For
The Ore<;jon Utility Center 15(503) 232-1961.)
.I) .//4'###.//4-#
# LET'S ALL ..1-
~, WORK TOGETHER .;~
:;: TO MAKE THIS ~
.r/ JOB SAFE .r/
#4-4-^##4-4-4-#
PLANS PREPARED FOR
OREGON DEPARTMENT OF TRANSPORTATION
~ ~0fic8:!UlClXffl1?raoo!UlO9Jffl()JJEiaJE.aEGONW#J18>>I/
I: CONSUlIfNG .'i1l5 sw ~IS IlX'l $.Iff/MIME W\Ero al;WI j;ms.Ql'
.... ~~~ ==:~~;::::1r.a'UYi
OREGON TRANSPORTATION COMMISSION
Gail Achlerman
lIlicrlaelNelson
Janice Wilson
Alan Brown
David LOhman
Matthew L: Garrell
[HAIR
VICE-CHAIR
COl,ll.l155100[R
COWl551QNER
[O~15510NER
OlRECTOROFTRAN5PORlAIION
These plans were developed using ODOT design
standards. Exceptions to these standards, if any, have
been submitted and approved by the ODOT Chief
Engineer or their ~elegate~.authority.
By:
Signature & date
LAWRENCE H. FOX - PROJECT MANAGER
Print name and title
Concurrence by ODOT Chief Engineer
1.5: WILLAMETTE RIVER BRIDGE. BUNDLE 220
PACIFIC HIGHWAY
LANE COUNTY
FEDERAL HIGHWAY
AQldlNISTRATION
PROJECT NUMBER
SHEET
""
OREGON
DIVISION
X-XXX-XXXXIXXXI
File-No.
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DRAINAGE PLANS
Sec. 33, T. 17 S., R, 3 W.,W.M,
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~ C<lrpOratllOHioa:9alca..Nmra1J8FiOMWlrflraJ~OFEGONIJ1401~
I : CONS" UUlNG' . .. $X15.s:w M&IiX'IIS RO\D, S/.JIIF 120 /.AXE amm:l ORfX1ON 9lD35-4?88
--..- ENGINEERS' 2235 MIfSION SmEH BE, SWElroSAW./. OfCGON9r.xJ2-1295
~ 1IIIW000c.cm1 . /33SPOf'!AfI()fIfVEMBJFOr!O.a?EG(W91S04-5201
OCl,~ 9 '2008,
1,5, WILLAMETTE RIVER BRIDGE, BUNDLE 220
Date Received:
-.: PACIFIC HIGHWAY
LANE COUNTY
, Original Submittal
Design T eom leader- - Jerry Lone
Designed By - Jjm Kent
Drafted By - Blake. Phillips
SHEET
NO,
DRAINAGE I UTILITIES
3A~3
: \Projects\019\Oi909S \Rc'odwoy\Del iverobles\Oro"f""r' Dop\Bose AI ign 6' Structure\ i4259'f"_Bb_3A-3.dri
9/22/2008
02: 09 Plvl
File No.
See, 33, T, 17 S., R. 3 W., W.M.
CD
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Const. compost amended filter strips
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Const. bioswole/infiltr-ation ditch
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H' WILLAMETTE RIVER BRIDGE ' BUNDLE 220
PACIFIC HIGHWAY
Date Received:
LANE. COUNTY
Original Submittal
Desi<;/n Team Leader - JerTy Lane
Designed By Jim Kent
Drafted By 's'19ke Phillips
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OCT ;.. 9 2008
1+ WILLAMETTE RIVER BRIDGE, BUNDLE 220
Date Received:
PACIFIC HIGHWAY
LANE COUNTY
~.
"
Design .T eam Leader - Jerry Lone
Designe,d By - Jim KE,:nt
Droft~d' By - Bloke Phillips
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Original ,Submittal
SHEEl
NO,
DR A IN'A Q E
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6A-3
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Design Team Leader,- Jerry Lane
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OCT - 9 2008
Original Submittal
,
GENERAL NOTES:
A Survey information from survey developed in 2008. by:
OBEC Consulting Engineers
920 Country Club Rd., Suite 100B
Eugene. . OR 97401
T, 541-683-6090
F, 541-683-6576
Contact: M. Armstrong
Survey dated: August 2008
B. Soil lyres on Ire site are classIfied In Ire Lare CdurTly Soli Survey as CalWs gravelly
sandy loom. CoopmarrUrtxlfl fand complex. CtetIJlls silty clay loam. ..
Dlxom/llr:rPhI/omath-Hazelofr complex. Flwents. Newrerg-Urbon land complex. PenQra sflt
loom. Pengra-Urban land complex. and Urban land-Hozelolr-Dfxof'Alllle complex.
C. Zone of Removal:
Remove all existing site surfaces and elements including but not limited to: trees.
streef ,lree5...ond existing landscapes.
D. Within the Zone of Removal. noxious weeds ore present. For details on location
.ond control options. refer to Noxious Weed Control Plan.
E.,_ East of__ Willamette" River _Bridge. trees__ S:'__DBH (diameter at breast height) .and
larger have been shown. Remove 011 trees less than 5" DBH east of Willamette
River Bridge unless indicated as "Existing tree to remain." See Legend.
F. West of Willamette River Bridge, trees 8" DBH (diameter at breast height) and
larger have been shOwn. Remove all trees less than 8" DBH west of Willamette
River Bridge unless indicated os "Existif'!g tree to remain." S~e Legend.
G. Protect trunks, limbs. roots.' and root zones of existing .frees to remain.
H. Impacts to Wetlands are yet to be determined. Any compensatory mitigation. or site
restoration efforts will be developed in conjunction with Mason. Bruce & Girard. the
Site Environmental Lead consultant.
THIS IS THE FILE NAME LOCATION l:\obdp
Will Qmet-re Rive, Bridge\Ct\D\Existing Conditions
LEGEND
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Existing Coniferous Tree To Remain
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~
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Brushline
Treeline
Zone of' Removal
_$ee Note C
Wetlands
R/W Line
Concrete Borrier
Utility Tower
- A E - OIIerhead Utility Un.es
Z2,SEP-200a
Date Received:
OCT - 9 2008
Original Submittal
o~,oo F',M,
NOTES:
CD
Potential trees to be removed.
Outside R/W.'
See notes.
7t= OREGON DEPARTMENT OF TRANSPORTATION
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PACIFIC HIGHWAY
LANE COUNTY
D<!sign Teom l.eoder Larry K. Gilber1-
Designed By - Justin K. Lanphea,
IJ,uftep B/".- ls.uren Wo,land, Justin K. lonp~';ear
EXISTING LANDSCAPE CONDITIONS PLAN'
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OCT - 92008
1-5' WILLAMETTE RIVER BRIDGE, BUNDLE 220
PACIFiC :HIGHWAY
---LANE COUNTY
200'
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OesiQn Tecrn'leader - Lorry K. Gilbert
Designed By - Jus rinK. lonpheor'
D,-o;'t"o By '.- .Lour:en Worlond, Justin K. LO~lpheor
SHEET
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Original Submittal
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Date Recejved:
OCT -9 2008
---"... :: ,I-=-_-~\.- --.
Original Submittal
0' 25" 50'
~
100'
THIS IS THE r=]LE NAME LOCATION Z:\obdp -. Willornet'I'~ Rive;- ~li~ge\CAD\Existing Conditions
22-SEP-200B 0<1:00 P.M.
..... '
200'
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1r OREGON DEPARTMENT OF TRANSPORTATION
IMe gf~:r~~i~c1tN:~
, G ,L^"I>$C"Pf^~CK1TF.CTSLLP
& T.I$"~1l.11"
S ,..-..-...., P"S"'U_11n
r..._OR""" ."ltt......Luo>oo
H' WILLAMETTE RIVER BRIDGE - BUNDLE 220
PACIFIC ;HIGHWA Y
. LANE COUNTY
D~sign fecm Leeder- - la~Ty K_ Gilbert
. ,Designed By ~ Justin K. Lanphear
Drafted 8y '. Lauren \'io:cland. Justin K. Lbnphear
EXISTING LANDSCAPE CONDITIONS PLAN
RIVERVIEW STREET
SHEET
NO,
. GN-15
. File No.
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WiLLAMETTE RIVER BRfDGE PLANS
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-: - 84'-0\ \ \ 806'-0" etr -ctr end bents I ( , ~ \ \ J( 1\ \ \ \\ -~ '\' j -
_---y:- A' Span 1( _ \ ; Concrete deck arch ) ( I \ / _\ ' '%, " \~.,c ~~ l. '1
_"'y~..x.----==~ .......--,-,~\~ \\ 390'-0" Span 2 , 416'-0" Soan 3 \ ,I. -\ /\, \'\\ \ '., N '
ponel, typ.. see ~W9'~~~1 :3:E: 83 l ---;---~-----------------___ gj______f.e!J'2.ol2e!}JEasement ~ Q. 0:) I \\ 600.00'Sp. \. \--
- BR165 for detads. ~"' '" \ '- A-E--------7i~-----" ,A fl\J~ [' 53045'00," ^ [ ,
-JJ' N )Ul \ ~ AE AE en-At: '- ('0 0'1,- tri-I \ W ~~,
~ _Jl r _ ....g...'3-~~t" \ \ i:'--X~-A"I~ \ --,4 c ~ Miff race rUins ~ Mi~/race 0 (" \\ .::::.. 00.208 ,\ ~ ~
~ -=s"'l-.- R/W - -il...- \ co co ~ C\J . ~ rUins i- I ~ \ \ ' '-
m '":: / \ - ~ \ - - \ 'M '-- - ( a '" I ' '> , ,~ t ' -
-ri II 1/ \ :5:iS 0:5 :i.i ? Existing structure No. < ~ ~ ? ~ \ ;; "'2' ~ /I) ,. 0 \
,,-" / ~ ct:J __________ .~ CtJ . \ a 0 19620 ::-l,.,.., 0 ...... )~O -.J <l..\ ~ '\ I "
? ~ :: :~ \,,---~:r~ '',,~XP'Jt._ ')co to be removed _ '~!Ex~ )1., ~ _ \ ~ 1 ( ~'\ N <\ ') / \\~ i,\'.. O2'''- .-:
1 _____ ----------.c ~~ ~~ ' \ I ~ So058'04"W "..1, " " ' \ ( l, :; -' '" ' \ 1 '" ~
- r~:' ~-! i ~F . <-~ ~)M:\!~~X)~~~~;rr~;;7;77~7:~~~~==-~~~7:;::7:~7T~n~n~~L:'~J~l!ii)J_l \ ;~;~, ~:'W~('t\
( '"t], ,,( V '1,1:,!rI$I\ \ \ '1, \V\ ' 0 ~OOO'OO"tyPO' 0 ' . ,f. '~=U~(11 /'/';L, yc f,////~~;J,--;///x;j~
]~~r~ I"jl~\~~ -~JJh~~~cd~~\\'~(L~\L;!:(J~~~~~~~/ ~-;;"/~~"~.lL':~;/j'='-/~~~~~:"::::;:';=~;J ;~;J ;j~!:i ~,-~, 1 ~ t'\',-- t---'- u-f~'cI-~- '~~
_:;, "5 _, ==, 1 -,--...... '" I I' a \ ,,-, IA ~ 'L_j /./.%// ~,(L c'L'/_'//,"L/,-;'/~
~~ ~*co-'? '2' q~) / Exp, jt, \ '?:' ~ Exp jt "" 8 12 Exp, jt,.J..}/\' I ~" ~,., +
- ~_-~2::::~_ ~;, ~8~'~/ i55\ \ EXist/nQ sfructuce No. ~ II"' t ~ "t ! \.0 \1'\ \\ 3.\:'. ~ ";f//f)
_ - ~_ f-- -- - ci; -'----'I~d) I \ ~ \ 08329 to be removed. i-: Luf5-) ~. I..Q I ? "LSJ" 1\ "7.'j'~ ~'~
~435""::"""~o. ==- ,:;' --~:;, 'is" \\ :;':' ~,~ I :g I [;; 600.00' Sp, ~ ',,', \' '" :~ y 'Ii/,
. _ I'- ~_ _,,~ I ::: I \\ lY) --J ct: I .,.. I'<) S 3045'00" I __.~ \
~ ,_ r,/I~~j-~-~==~i<_II--'~I," \\- " ~~ ~-:, ~ \ \ ~i j'O\ 2!08 "'00)(: "T '~f ///'
~~~- -~A~r~~~~~:c - ~>- / )-r - \39\'0~-~~\~p:n-~------------:' QJ---.E'!!rrIO!!e{)t.E!!5!m.eI}L:l:'~o~~:a:~~--'-'--_____ ~r[D'jC -?!oo,o'\;~o~_~ ) f :J~
-----_~;:..":'.~~'---filj~~;-~c::' .,': :,' '\'' 806'-O"ctr,-ctr,end bents I \.; \\~m',"~ /~':1;:;
, . , G~~'<:-LI's \ \ \ ~:n~r~tedecfarch '> \ \~ '"", ',', 'lA;.I;/frfit~
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ct ACCOMPANIED BY OWGS. .~~IJ\ .8_R_2_Q~,. ~~?9~!.
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-560
,540
'520
~ ,500
ID
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'co ,480
~ '460
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<3 '440
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ID
'l;J '420
~400
,380
,360
If. Bent 2 Symm. about
I ~ Arch
1 'I
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Standard 3-tube .. ' ~ ':;:
Std. 3-tube curb I I curb mount roil. -typ.. I I ~ Q.
mount rail transition,' , 0 BR20B 57':""0" 59'-0" , '" 2-
see Dwg, BR209 I " \' Cut I see wg"" 'I I ~O ~inal Submittal '
V.; \ **Exo. _ \ "'*Exp. __ _ : I _____ +*E~ -. -. .
slopepavi~ Fy;x:~i;;: II~" -~~- ''101:~~~~' ,-, " 'Fix 'F~~-' "1'~~~07'-0~~-'- 'FiX~'~iX ~~~~
/~,ri-:- 147'-0" I 156'-6" ~ co - co
see Dwg. BR 115 2 _ / ~ '>' ~~ ,,-' , I O.H.W. E/. 426.21 ':S --: yV) --: Profile grodeline@
,J r '~; 0~~ ' F, " :: 10' rt,fJrO ~~ '_""' "" "LNl" & "LS1" Line
Driven piles Typical minimum . 45" dio, water line at far INB) \ Extg, ground @ / '<'
clearance envelopes I and near arch rib faces J \... Extg: ground @ "LSl" Line...! / 2.50% ,- - ,50%
,for path @ far (NB) ~ poth . ShCJft of extg. detour' Extg, ground @ 28' It, ' , I
and near orch rib face :~~~m;;ec~ beam O;illed shafts. bridge least rib of -, proPo:d struct~re-.l 2005'VC
Bents 2-4 NB only) . .1 Note: I
Southbound structure shown. GRADELlNE DIAGRAM
ELEV A TION ' Northbound structure similar, No Scale
~ Bent 1
1
I
~ Bent 3
Symm. dbout
~ Arch
I
~ Bent 4
I
921'-0" roil pay length. typo ea. side
Approach
spans
Date Received:
OCT - 9 2008
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I Note,
Elevations ore based on
Vertical Datum, 1988.
the North American I
I Note, ' I
See approach span details for
typical sections. Span 1.
Scale: 1"~50'
19620 I Jiri Strasky, Ph.D., P.E. Consuiting Engineer
WILLAMETTE R. & HWY 15 &, UPRR, HWYS 1 & IW SHEET
1-5: 'WILLAMETTE RIVER BRIDGE BUNDLE 220 OF
PACIFIC HIGHWAY
LANE, COUNTY
PLAN AND ELEVATION
CONCRETE DECK ARCH
DRAWING NO.
REVISION
BY
YIIHMS
Existing bridge Nos. 08329.
DESIGN\G'" ~G~ )J~,r- ' I STRUCTURE NO,
'\ \)SS~~G'i- )Ja OREGON DEPARTMENT OF TRANSPORTATION .."" ,'".. ,
I/.~' ",GS I 0'0 I DATE
( ~s?'\~~!1-~ f!la Corpora190fficG 92GCOUNmrCWBRO.4D.SUTEIWBEUGfNE.OREGON91401.aJ89 __fJ/?5/0B
\",G a: I: CONSULTING 223SMI$SIONSlREET~SJJITElfXlS4LfM.OfIEGON913fJ2..1295 I CALC. BOOK
......- ENGINEERS 1JJ5 POPlAR 0RfTIE MEDFORD OREGON 91504-5201
~ Wl+WObeccan. 5/XJ5SWME4DOw.>fiUWSIJITE/2f) lAKEO~GOOREGON915()4-4288
..1
DRAFTER,-
DESIGNER,.
Jim Bollman.'PE.
1_
CHECKER:
REVIEWER:.
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See Dwg: BR208
Note:
See S8 structure for
~details not shown.
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Note:
See 58 structure for
details not shown.
REV!SlON
'-
14'-0"
shld,
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"LNJ" Line
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67'-S:h" 0-0 structure
: 64'-0" roadway
12'-0"
lane
12'-0" I
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TYPICAL SECTION AT ARCH CROWN NB
ScaJe: 1s";; 1'-0"
-
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shld,
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TYPICAL SECTION AT ..5HORT SP.ANDREL COLUMN
Scale.. ;0"0 1'-0"
Varies
l'c83)," 1.'-811,"
(ai/ roil"
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16'-L{":F min.
over river
I,
14'-0"
shld,
([ structure
I
"L51'; Line i
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67'-511,;," 0-0 structure
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64'-0" roadway
12'-0"
lone
I' "12'-0"
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BY
YI(/HMS
DRAFTER:
12'-0" ,
lone
Varies
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roil roil
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"LS1" Line,' '
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67'-51jjW'o~O structuN{
64'--'C0" roadway
12'-0"
lone
,I 12'-0"
I lone
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i 6'-0" 1
i I
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16'-4"j: min.
over river
.TYPICAL SECTION AT ARCH CROWN - SB
, Scale.. %"0 1'-0"
14'-0"
shld,
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roil
14'cO"
shld, '
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Jl mount rail. typo
See Dwg, BR208
L::~'r "
5'-6"
typ,
I
Existing bridqe<Nos. '08329.
DESIGN \ ~~ 'IS,TR,U,CT,U.,R,E,'NO,'I'
" :\ \)ss~G~;"\o-G<()] r OREGON DEPAR~MENT ~F TRANSPORT.ciTION DATE
~#I~' '"
__( \:\S\~o/l.~ ~ _ 'CorporaleQffic6: 92l'.lCOUNIRYCLU8ROAD: SVlIF1W8EUGENE. OREGON 974()/.aJ89 _ 9/25/0?
\;>-CC C) I: CONSULTING 22JSM1SSIONSlRIDSE.SUlIFIW$AlEMORW0N913J2.1295 CALC. BOOK
~ ENGJNEERS 1335 POPlAR DRIVE MEDFORD OREGON,91504 5201 ,
~ ..,...,obP.<;com . 5005SWM54DOWSROAD:SIJflFI2aIMEOSWEGODflEG0N91504-4288 .
,DESIGNER: Jim Bollmon. PE
CHECKER,
REVIEWER,
NB
3
~' ,,' I
I. ....".. .
17'-0,,1'
typ, .
COLUfV1N
TYPICAL SECTION AT SHORT SPANDREL
Scale: 'l8"= 1'-0"
19620
SB
.'
Date Received:
OCT' - 9 2008
Original Submittal
WILLAMETTE R, & HWY 15&UPRR, H'WYS 1 & IW
1-5: oWILLAMETTE RIVER BRIDGE - BUNDLE 220
PACIFIC HIGHWAY
LANE COUNTY
TYPICAL SECTIONS
SPANS 2 AND 3
,"
I Jiri Strasky, Ph.D:, P.E Consulting Engineer
SHEET
OF ,
DRAWING NO,
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"'! --4 E-~-U 83'-8%"L F-1149'-0"::; ,\ \:1 ,\\c Precosthounched box Qirder . /' 'I~ ~ /' T"/#;?,/ // 0" spon'lO : 5 14030'00___-;~ ',:/
--=----~c 3:E~~ Q;" -'5Pon41' II "II pon5\.I.~,_.::,,/17'-o"span6 195'-0"5 ,/""--, -:: ",//.-J /i!/dll{60'o"spon9 125' _'/ ~3 ___~~___
':;/ --""~ -'--'E-',',--.4, \\ \\\ ~--- "-~AE-::'- U 225-0 Span 8 """/ /,."LNI" _~ '/ -,/ ~~~~-'~..::-
? ?~I I g;, 1\ ~rA ~----i ~AE - EXistin9structureNo_~ ---;.--f!.-b ~ {iJ/.~~~\j ;<<~o15JOO"C.~" ~~~- g~--':::--::r~--=-_~o--->'.q[~~
\' ~ ")3'77/~- '-//;",(:I'--"~/-Ii\ ';: V :g~19620tOberemoved'~4j;,a~'Eo~e'-Detour _ie_ " ,.;;'~~ o~ MI8029~1' ~~/'I?,' --:::::;;,~- -- ~ _~L_
~,::::lo~ 1.C1//,,/,~7/~'l"LNJ"7 Ol;&:~_\ it- cOr lr) AE',7////7 ,'jif- (~t'--~~---n.._\' - T746. I.D ---=CP~-:::~;:'6'- --:=.:=.:=.:=.~[J;ICtl-
CO" '.: a . ~ '\1' \ /[ CO'///7P\ -- a~ 0 t- 'J 7 /'~~' / I~i-"~: -0. 45%, Q)~L>I '-->h~ .-.~~~
///~" L -: ~I ~ ~ ~o ~t\~rr('~j;;~:J~~1~~g;'O \\~i\ 0 ~~//;~~~/~//////~~~~~;771~~<(-~~;' ,,~~~~iil:~~~ / ~\:~~~r\~?~~J~;~~~~~~~~~~~~
~ t1 ~ S - _.z~ II1I t' I I \ ~ QJ 0 fB Ill.- ~r!B,^EJ!p.)t ;:.... -^ .<: ~\\ ~ff ~t<.CP t')<Q\Y ~ '3 ai In //~.-;;1-.?l> 1" 13'(:/lo~,CfJ ,?~ ~ \\
___i?-,-& Js ci5[; / "-f'- n/ \?L ~,/ y\\\ \ '" ~y\?"\~o /'/#3/'v~QJ-'\?/7, 1/) \\ o/"co~/",",-----:;-g~J> eO ~~~~ . ~__~
"c>-,>15f~g::: . ~ :; ~1:90000'Oo..t'P' -",I ["L'LY.~ZZ V\;;;7=,-."- 2::, r-_.@& ' //'0,0 _ __iT- /' .y "0/ '1i'L// /' ,~ _ _,-' "
[;;10 "'2' "'~-L_,,-, ' ,,_Jf ! Y ) \, ~'''''{CZZ.0~:e.Z''';:~7:;;::7.;:;'-~~''~'';Y///.~if~ .//~~~/'{', ,,,,6/~1 D11 _ '-'~" '
~ ~ r-' ) I [\- -t--- \_J 'I.. ~ r ~~~ ..-- -~L-~r;ff'LJ?,/ //Y///P/// //4:11/ 'i6 --- ~7';-;:) J-- ' ,-
/'/////'77;; " :0 i:, ~ ~",,1! ;, ~ JI.i'\~:" 1 -'-;1 I \ _U -~ !--rr""'.$~-'Z -' _,~I L./ "LN.1"..~ine ~L'!~4:...~W& <~z~,;~v ;74 -- - ~ - - - _L;
-,_.':._ ~~/~~?~ ~"~";,;U,,';J, ,'~'~ '\ \ \' ~-' ~lIw':c~, :Z;L~1{?'!'_,fk~!~'}~~ //~~~~~--=;~ t - _1<~,~_~~'~>
-~ -r _ _~ I~ . '(' I I~-n '9(///- \\ \_/ /~C>_~l. 7 . ~\ ~ /I-_S/I~ 7' h --::Z't-?:-=f77/~ xp.J _---- -Sid 30'-4" concrete end
~ -~,~ /l _'/1,[/ " J \"<' ,./ ~ ' ;S;;:fl:;.c:;y /;~A/ /<#" / L 0 ' ,) ~ ~ //
~~? t I'\~ --~'(lt~.(~ "grt~:\ "r:!A~j;;;~~~~~;;~~~~~~ZL/'/'7~/J')-~~/(e ~_//::~
~ ~' ,;;V' ~',', 7," ~~$'~ry ( 0 ,,~~:Yo/// V'h,j'" ~\cf~5" ' / ' " ,~'S~>;;:-:_::;-;i~~A
\ %1: I.~ r-'~:"'--- <? 0 --" - /;7- - ~!;" 0\":> ~\ / / Existing structure No. /' /' ~ -- -- ~If-"':;~~ ... __________ .
--------~erlr'.E{asement 'I.,,' r l;::, ~ ~ (~~,II/ ;';/'jf, < // h,rY ,/" 0 /jfty // ,/\ ,'~ 08329~,be removed /' /-,_>,~Jii;;iif''12 ,~~A _ '
. ---- -- ' PLAN -- /' / ;/ d'.F~-<::.i. 0 ~I 'I'
. . 0 .____ /...,-___;;/ ...f'm-___:... IO--==- L
Scale:l"=50'
-A E
,560
,540
~ Bent 4
,
~ Beni 7
,
~ Bent II
I
~ Bent 5 ~ Bent 6
I , I
350'-0" roil pay /enQth. typo eo. side
Standard ]-tube curb mount roil. typ.. see Dwg. BR20B
, I
,
I,
I III Fix
-,- =-- - - - -=---...~~
I \';I~
i LjJ -
If Fronklin Blvd.
~ Bent 9
I
775'-4" raif.pay length. typ.ea. side I
]'-6" Type "F" roi/., typ.. see Dwg:BR290 ! Slope paving,
I r10'-O" 'tall protective fencing w/ I I see Dwg. BR115\'
, splash boards C}ver; railroad, typo i '
""-w,,_><--_-_ '"'' _ I Cut
Fix ~ UPRR , ' F,X, ~-jllr=----~' .J ' j,..~-~ = - _~-_~_-
I . I _____/'" LXPrf!P,:- _- - _..J Y tin .
.---.- ~ __~~ -7'--=-J__--c:T,,~/777'mw/Tnn'7 ,~~ '~
ll--s~Q)--1 .c:....: -.+ :::.. nr
pi E U ' € g ..-./. .€ ~ I LIJ
UJ ~ ~ 6 ~ LIJ to ~ if. off-romp . Extg. ground @ 28' left Driven ~iles
,I ~ ,I ~ ,I 2: Extg ground @ //LN1" Line
;;J () ~ 8 ~ u
Extg. ground @ 40' right
~ Bent 8
I
~ Bent 10
Main span
"Q). -520
~ '
"- -500
" '
.~ -480
a '
~ ,-460
> '
~ -440
l!.J..
-420 _.:::::---~-c:::- ----..,--
V Rail transition
tx~r_ ~.~~
~~Dri!led SilGf~s, .
Bents 5-10
RR R/W
I,
'J',E XP', . "I Fi,X ,_
-~.
'~i .€ g
-A_~~ '41' '- a
:::;r----=-- , '-
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"- 0
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,380
,360
RR R/W
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' , ,Proposed slructure
Date ~ecE:lived:
OCT - 9 2008
. Profile gradeline' @
"LN 1" Line
~
2.50% -,
~
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Note:
Elevations are based on
Vertical Datum. 1988.
if. Track~
GENERAL RAILROAD
No Scale
~ f Track
CLEARANC.ES
Original SubmittaL
GRADELINE DIAGRAM
No Scale
the North American
Existing bridge Nos. 08329. 19620
STRUCTURE NO,
I Jiri Strasky, Ph,o., P.E Consulting Engineer
SHEET
DATE
REVISION
IBY
I
I
1-=
DESIGN- \
, \ \)ss~G~+\>.c,'i )14 OREGON DEPARTMENT OF TRANSPORTATION
~~'I~ '
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~ ENGINEERS 1335 POPlAR ORM. MEDFORD OREGON 91504-5:!Ol
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WILLAMETTE R. & HWY 15 & UPRR, HWYS 1 & lW
1-5: WILLAMETTE RIVER BRIDGE - BUNDLE 220
PACIFIC HIGHWAY
LANE COUNTY
PLAN AND ELEVATION
NB DEC~ARCH - CONCRETE APPROACH
ORAFTER,
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DRAWING NO.
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Original SubmittaL
g,RADE~INL1)IAGRAM
No, Scale
I Note,
Elevations ore based on
Vertical Datum, 1988. .
the North American I
RAILROAD CLEARANCES
No Scale
l.:Iiri StrasAr, Ph.D" PE. Consulting Engineer'
SHEET
. Existing bridge Nos. 08329. 19620
STRUCTURE NO.
g!:. 1 DATE
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REVISION
,WILLAMETTE R, & HWY IS & UPRR, HWYSl & IW
1-5: WILLAMETTE RIVER BRIDGE - BUNDLE 220
PACIFIC HIGHW A Y ,
LANE COUNTY
PLAN AND ELEVATION.
SB DECK ARCH " CONCRETE APPROACH
BY
DRAFTER:
OF
_________.H.
Andrew Howe,' PE
DATE
9/25/08 ,
CALC. BOOK
DESIGNER,
DRAWING NO.
CHECKER:
ACCOMPANIED BY DWGS. . _.
4,
REVIEWER:
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typJ
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,
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Date Received:
OCT - 9 2008
TYPICAL SIDE VIEW - BENT
Sco/e: 'i'e//= J'~O"
Original Submittal.
~'===1
f
Existing bridge Nos. 08329. 19620
STRUCTURE NO.
I Jiri Strasky, Ph.D., P.E. Consulting Engineer
SHEET
DESIGN '\ =fIF.
'\ \)so,~G:c;(._\>-GX J7JI70REGON DEPARTMENT OF TRANSPORTATION
s0 ""GS I\)'0 '
( \) '1'\\>- l'to, ,
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WILLAMETTE R. & HWY 15 & UPRR, HWYS 1 & lW
1-5: WILLAMETTE RIVER BRIDGE - BUNDLE 220
PACIFIC HIGHWAY
LANE COUNTY I
TYPICAL SECTIONS'
SPANS 4. 5' AND 6
fJIa. ~ CorporatllOllice:'920 COUl'mfYaUBnQ4D. SUflEIWBEUGENE, OREGON 91401-8JfJB .
I: , .CONSULTING 2235 MiSSION STREET SE. sum: loo SAlEM. OREGON 9730N295 I
--... -. ENGINEERS' 1335 POPINf DRiVE. MErFOPD OREGON 975()4-5?07
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DATE
,9/25/08 ,
CALC. BOOK
OF
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YIIHMS
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f.i structure
"{51" Line
Varies
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Date Received:
OCT - 9 2008
Original Submittal
TYPICAL SIDE, VIEW -.liEliI
Scale: 03"= },'""O"
Existing bridge Nos, 08329. 19620 I Jiri Strasky, Ph.D., P.E Consulting Engineer
DESIGN \ ~~ I STRUCTURE NO. WILLAMETTE R, & HWY 15 & UPRR. HWYSI &. lW SHEET
x '3,..S~G:c.'{..I'G')] rOREGON DEPARTMENT O~TRANSPORTATION , "dd 1-5: WILLAMETTE RIVER BRIDGE - BUNDLE 220 OF
R-1"\,c.S I()oo ) , I DATE PACIFIC HIGHWAY,
( ~S~'\ I' 1'1.'0 ~ "''''''''''''' "'>CVUNm'"",,,_SWE,weEWENC ORCro",."""" ' 9/25/08 LANE" COUNTY DRAWING NO.
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ENGINEERS ,1335 POPlAR DR!VE, MEDFORD OREGON 91504-5201 . 6
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The bridge is designed with, an allowance of 25 psf for future
weaf-lng surf ace, an allowance of J 00 pounds per I/neal foot for
utilities and 6110f the following live :,loading according to the
current I~AAsHTO, L RFD Bridge Design Specif/cations1i:
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. HL -93: Design' load
Strength -,2 Limit State: ' .
,ODOr Type STP-5C permit truck
,ODOT Type STP-5BW permit truck,
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tt t t
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20k 20k 20k
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15'-0"15'-0"! 16'-0"
20k 20k 20k
t t t
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43'-0'/
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g/ O''()7'O()~'_H'
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T
,:I~u~';/Jnu '
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(-/:rQi/lrO/l,:;//(o,'l.
. \ see D'I19_ BR203
\
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't-!.) ) t!n'JJI' I 'I 'i,,\ .;y'."''''c
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l~,~v_ I ",., l\ ~
l-OCA liON ~fL\P
No 5c-:]/9
2,')0%
"U.fi" 57?""-OE.m
E/. 175.32
"
'--- Proposed Sf01C,'Ui'Cj
"L IV [" 668-1'89.38
D. '751.83
"LNi" GRADELiNE DIAGRAM
No Scole
250% ---l
Date Received:
ground @ 23' let l
,
LC'IQ,
Qrol)nd
ground @ "L 5 [" fine
0) 10' righl
410
ELEV,A TiON
- ,-
Scole: j" ~~ 20'
NOTE.
S8 Shown. NB
Similar.
Original Submittal
"LSI" GRADWNE DiAGRAM
No Scale
100
I NOiC.
Elev_'Jlion._> orf; bosed
V.co(jico! Daiurn. 1988.
00 tire North Amen'con I
E.' isiinQ bridge No. 08187
S lR\JC1URE i~O,
TBD
~
RE'JI~IClc.l
D#~~:~ ' j7lr OREGON DEPARTMENT OF TRANSPORTATION
~~:c~~ \,:>1 IJIj ,
s\ c 01
'~'0J I)' ~
?\.. ') ",'\ \:. I: CONSULTING
... ;::::::;;RS
DATE
Sept. 2908.
CALC, BOOK
CY
DRI,F1ER
DESIGNER:
Charlie M. Stearns ft I. PE
CHECf,ER:
,)o5cpi, E. Krajewski. PE
"fY-LIN INTERNATIONAL
'T ACCOMPANIED 8Y OWGS.. .._~_E:.~ _Q_~_G~...~.:::,~.~...".._.
/
<5
REVIEiiER. Scot! M: Netllfdnfl PF
"LSI" }77+0'J.50
E/. 475.02
OCT - 9 2008
"'- Proposed
StrUc.:iure
[,'LSi"
369+06.28
E!. 454.9:5
WiLLAMETTE R & HWY 15 & UPPR,
i-5, WiLLAMETTE RiVER BRiDGE
PACIFiC HiGWAY ([-51 (MoPo
LANE COUNTY
PLAN AND EI_EVATiON - REPLACEMENT
CANOE CANAL
5HEET
j
OF
2
T
HWYS I & IW
BUNDLE 220
i920991
ORf.\'iiHG NO.
'NO.
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Sto_ 370+88.9 I 5to.37]+-4(1.91 i63'-5~' IS!O.;f]i'96_9 I 510.372+52.3 ~'
. I 9 ~BT181' Prestressed P(.';cQSI. Girders ,","" I " " "'. ",-", "" '" "",. E '
v '- 'I" " ;- -.-:isiiIiQ 'Structure No.
~" " " "," " " " " 1- " " 5.2"'0'" 56'-0" 55'-5" '19621 to be Removed
'- Span] .: Span 2 SprJrr :3. """
, 1 '- '
I I.. "
-::: ' : .~(~ : 1 rOd ;, . ~~ '5,'O{lrJaro Roil Troil5i/lOn.see -
. I : G -? 0 I 11 ,x Owg, BR205 for 00iO;15 (/yp,
" i2'-0" Win(jwatl __ I, / ~ ~ // "'- each Side. "Joell end)
'- 'YP I I do, -~ ~74 " ~.,\ Z ~-I
-l~l '1':-- ;1., ,/:1 1,--7:(, 0 ,I: . :.-:::
~\:g !. ;'rj _______\i =-;i~ll-=---::-rs ___~; >~;~ ~-1{f~lallblack ovolllf)fI;u fixlure ~
-\,r r:--------------:l:---- ~I] L I ,::;:;~,:~ ~"" :: Q] '1N.'1 }2W /rlpie-luDe !omr::- Insla/l
,- ---;;-: " ...: . 1,_ _ _ _ _ _ _ _ _ _ _ l' ~~--=1:'ll==---- - - - ~ t '. "" J'? r//tIJr'3 Of.,( 0, Idm plon6 :>':30 'Sps:'..w/
~1.2 T 0 A~b'Jn, ; 11 - - - - -.- - - - :1 ,I ~I..,J "" "'" "'" "'" 'i' ~ ""-" "" ~ ~a ~ ~ Pro/5f{Jns 7 ')r addl/(')'Iot in(.ormaiIOI:
?~"' ,-1--;; \ ,:~: - - - -"',~-" ~~k.~-""'-~ ~- " :?A-:{.:~ -=.;~ " :.. [I' ~ ,~ "b - S,;,; Illutnlr,ollon plo'/s ror,/,rSWllatf()(! or
~ 15 ~12 '- '- " ">.-" '-\ "" t~ "..: ~ ~ _ _ _ ~I ~ _ _ _==-_J _~__L_~'~_-:"~<o-lll---=,"-,----:-~~,2 - - .-\ - - -- - - ~ ~ c0wluit r~GflltVoy ,viltlln brrQr];3
'Oli' -l--'-'"'---i--'_\\'-f=='~------Y'--- r I ::I"'ll~, " '-"LIli"U,rsi- e "rue'v"
~I ~ ::::::; :: / ' , 0- _ _ _ _ _ _ _ '-+-..:I~.:----:-; - - - ,fl - -,..., . ~ % .
- ~ ~-:\~ - ~ ~~ _ _ .:j:~;; ~-~ - ----=-- - - ~',:~ ,~~n m_-- --l'~~;=;~r_J)~-~~~~~:V~:~~~~~ --- ~ ~ -~;'~ . -1--
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I, _ '3 SI"5Y2?"W li+-J' 'I: : I 1"CIj'l' ',' III ' :11 \' " I" -'
~l! ~ ~ ~ ---~~-7'\-ji' ~~-~'~"- ::II...! .------- -- \ \':j._-,.:ql-~- ~1-7\~:t~~~I-cL~n~ b 2-
6 ~' ~i ~ ~\j -. ,/ '\I!" " '.''':: -. ,,'"' Lf"'':- .-_~ '-!;-~''.c~\'L..'ii'3'~,,~ci'
, ,; -g ~,~ " ,-- --ir-"cdl'~ -~~'~L7r,; ~TTIn--- ~_n_1 nrl~f-II- - __n_ -f- ',[To Creswe//';j
~i'~~i ~~-~I'~ X- / '. '!.,(.....-6."."IC""{"'11i~cc,-_:cT':]i"ii,~}*.:::::::::.::::,=:=:'::i[>(:'. "',
f~ ''( B g.~ ~1; . (B---.~----C:-.. --o--.-.---;1'i-c--------.:.-.. -.-'-\\~::f]~I= l----~-W ' ,
C\J a I~'~ -'l~. F;""i~jY-'Ti"T _' . '. ______! i~._~___:-=,=-. .-~-----~l:.-'-.-.-'---.~,-,~.--:_~_'~~fL ..~~_~.;,~i!--.--c-.---.~=J~ _ ' '\ .. .~t=,::-
E "~I' ;'d' /' o"/,O~7' \ ~ \\'1' LSld, 30'-1" cor>erel9 eod panel
XI.;;; If/f) uf I ("[]', '..0. )() () .. ('
I t' --' -:' .-' .) i'lp.J..Se'J OV/(j. 8.9]65 for dermis
ce!l or Dor lor, .'0 (CiW)J.(i '. ....... { ~, \'~\ /~pr~P?~(]d C.!.P. "
',', ,,< (:-.;-'\V' Ff:JIGlfnnr;,r Wall
" ~ \ '\
E/.islillq Bike Poti1~ . L
P LAN ,Proposed Bike Po/Ii
t '~
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"
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480
rt. Bent 3
'[ Bent 4 rSiGndard Type "F" rail. lip.
i So/:; DWQ. BR200.for de/oils
i I
(
\" Roil TrdrI6ii~'On,' j'
\ see 0'119. BR20 ~ . i
\...LL .-'
nUl:
Benl ]
r;; Bent 2
,
I
I
'"""""~
470
'v"
/ Driven
1",/ Sleel Piles.
, typo
"-- C.l.p'. Retaining
Wall
_ :- 46fL...
~ c
~.
"- '-.450
~' ~
,0. 440
,12 :-
~ ~ 130
Q) :..
'CJ.
'- 420
---__ __I! ~
Exp. Pin j Pin
I
[ ,..-3'-0" diG.
I Column. typ;
I
Exp,
Pin-'
IProp,
IBik~
Palh
Pin I
I
Ii'Xisnt, i
I Bike. !
'Path !
Dat~ Received:
OCT - 9' 2008
\
Prop. Grode ,@ "S81"_
4'-0" dio, Drilled Shoft, _
typo ~
I ~~;~~t/,'ons are based ~n ihe North American I'
Vertical Datum. 1988.
ELEV ATI ON
SC9te: [-" " 201
~
NOTE:
58 'Shown. (vB
Similor.
Original submittal,
910
- 400
DATE
REVISION
I"
I
'1
1
~, Exisling DridQ.e No. Of! ]87
. ~ ,;Jfit* )1~ OREGON DEPARTMENT OfTRANSPORTATION ISTRUCTURUID.
~",~~~~"I :I.. I DATE
~~~~~~S" ()c,I. . ~;!!k~G T-Y-LlNINTERNAT)ONAL i~~~~':~~:~
WILLAMETTE Ro & HWYI5 & UPPR,
[-5: WiLLAMETTE RIVER BRiDGE -
PACIFIC HIGHWAY li-5) (M,P,
LANE COUNTY
PLAN AI~D ELEVATION - WiDENiNG
CANOE CAi~Al
Tom _Hern~ndez
DRAFTEP,"-
.DE5IGf;[R,
..........~.... m.........._....
Charlie ~. Steorll5 III, F:E
JOs:~p'i/{....Kr;)~.~;ki, p{'"
CHECKER,
lee
.:::: ACCOMPANIED BY.DWGS.
/
0'
REVIEWER:
'Scott M. Np.ttletoit. PE
I. U. Y\ II )J .)--1 1/~.rt;'~'="I. ,
_ '.'1 ~'--;;:;;..k:;;'r -,,~ ,~;tiiS!;J?;;; "'6-0
," ",JI z~~~oi~t; (lrl;-,:~,c'l'Z;ff~~-
, ; \ \ .~..".:1q\J" ~' -"...,:) .~"/ '";:'i---
'Y'!, ~ll '"", !! "';:j ,I ,--"""'- "I
L_f\ __ ==-"1 '-'", I i =I' [Ui~ --;,
:---...... I I - ........~II ,;'r+r:;'~-'Tl:
~ .t:;j I 0"11
~o" ~D .l:{ o;;S':L"': ~
~.~ 0 '.J'/,',,,, ~,y--'j' o'i? l~"~
~~'-.....~~'h0'-"""'" !j t~'---...........--=-:
/1:=.';;..:,- ,~~~..,_.t:.!j,.-/, .
__. .' ....' /"r.., / 'i\
~I ~i.= -~::..' ~ "'"' ,~'""C
Ii _ """" '-~,,--:----.._/.:::. f1=2S ' . ,-",'
I . ..'o>~\~-'-'.;"," ~~"'~ ='-'"'. I ,,~
_,;c:. .~i~, '~'~11~' 1: " -
I . ~ ~'<><~ ~~~ (~~~ )~_.-,..'~ "i! ~ .
, '",,,e" , 1 ~ ''''';fi, ""~,,.. ~ ?\ :O~,-""- ~~
L ! ;:) J'I~~li 'I 'I "~\1\::-' ,.~
..... _'7/(._ ~', \-; " \~~ '\' 1 "I' ",,;
I ry,;;.~(. -!..J, T.! 7 ~." R_~,..)" '/.. ',I, NI: l
LOCA TION WI?
.. No '5c,o!e
, ,
'""-0, .c
...'
- ~C'% ....----I
~ I "LNl" 577+08.70..
" ~ [r.475.32 .-
~, , >-:-- Propesed Si~UClure
tuir" "66B+89.3p ,
D. 154.85
"lNI n GR~DELlNE Di.AGRAM
No Scale .
"L 5]" 577'-09.50
EI. 4("5.02
'--- f'rO(Josea Siructure,
"L S 1 u -';69+05.28
D. 454.93
e'lSI" GRADQ,[NE DiAGRAM
No Scale
HWYS 1& IW
BUNDLE 220
182.881
SH[ET
'I
OF
"'.;'.,"
DRAWING NO.
"
4
~
,2
~
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'.',
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I
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i/(/r.ies
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12'~D"
lone
l'F~O"
silOulder
.1
C
i
,
,
i
,
64'-0" rC(],I'IHI'J
I
li'-""
, e
'("iii
,
61'-0" rood'iiov'-
~~ " ,T_
lI";:'TIr lr
T
]2'-0" I,
,
I
/- 42" le,l1 co IC"e,'':} I
'. \ meo;,..' ix}! ~I",r I
\ 1 ~. I
D'.LZ77T//7ZTEJ:r=W_i}j,_C^'~'-~"_'- _..^~..~_,~J<_ _~~~.~~
(~, ---------J[, _________-.:_~,__ \f ~---------r;~;~-- --,- m,}_(m------lu}_~ ----------~_-~,~ II
\ '
.'6 ExisfinQ'siruc/ure'No.- '08187. cenre!
pori ion to rehabitate io remain
14'-0"
sf/Qulder
:;;ho!i/d':Jr.
jO/J{J
12'-0"
lone
12'-0"
14'-0"
!4'-()"
/.2'-0" .. I
lan'3 -I
12'-0"
wile
.silQi./lch:;r
)
,L-_.
)'l 1
C,'IJ ,;~":C '~:, ':~ ,,::~: ,,'~ ,~~ -:i: ':j~:":l::,)QQ ~:, j, ~, '
EXlstin'} St'UCTure I.'I};) , '\
~-~-, . ~ ,.... Pr"'coc-t De='slre s"'d ~
1962 J 10 be e:::rnovt=:d BT/ 48< iy;. '-' ~
:""\
, I~
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,
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{:I (Oil.. "y,p.
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.
c
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TYPLCALDECK SECTiON
. Su}/e: Ya" = 1'-0"
w/-W~ D:CK Rel,"bilfra1ion
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bCl - 9 2008
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.';j
.'
~ 6.1 DATE
"
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REVIE'liER:
~ tONSULTlNG
~' ::.r::;;RS
T-Y-LlN INTERNATIONAL
Existi!i';' IJric/C)e. No. 08187
,TRUCTURE NO'1
I,
I'
DATE
S.eP!'fgO,~
~ALC. BOOK
WILLAMETTE R: & HWY 15 & UPPR,
[-5, WiLLAMETTE RiVER BR[DGE -
, PACIFiC HiGHWAY lie'S) IMoP.'
LANE cOUNTY
TYPiCAL SECTiON - WIDEN[NG
CANOE CANAL
HWYSi & IW
BUNDLE, 220
i92,991 '
SHEET
,2
OF
2.
DRAWIHG NO.
REVISIDN.
I "'
1
I
DtSIGNER:
DRHTER:
DESIGNER \
"~~"'>\
. S,?" ~~
, (5. \'.os" ~
Cliar/ie M. Stearns III p~ ~ ~ G7-- SIG
.S\' c" ",1'1:
o \)C. ",,-' C)h
.... J~.~.~.~~~.. .E:._K~'~jeYls~~'~"PE" ?" ; ~\ S'.
ScoN M. Net /felon PF ./"
,14' qREGON DEPARTMENT OF TRANSPORTATION
CHECr'.ER,
:::.' ACCOMPANIED BY D>yGS. _....
Figure