Crews are busy adding more than 80 lane miles of high occupancy vehicle (HOV) lanes to two Valley freeways – 30 miles in both directions on Loop 101 in the west Valley and 12 miles on east- and westbound Loop 202 in Chandler that will link directly to HOV lanes on the Loop 101 (Price Freeway) and Interstate 10.

The payoff for having these HOV lanes is significant. Not only do they help improve traffic flow and encourage carpooling, but they also expand transit opportunities (think express bus service). People who use them save time and money; and, we all enjoy the benefits of cleaner air thanks to fewer auto emissions.

But you’re probably asking yourself the same question we at ADOT are frequently asked: Why don’t we build the HOV lanes when we build the freeway?

It’s a good and fair question. To answer it, we’ll use an analogy that should hit home for just about anyone who’s ever purchased a house. We all dream about the add-ons we’d love to have from the get-go: the in-home theater, the furnished game room or the gourmet kitchen with stainless steel appliances. Most of us, though, don’t have the budget to get everything at once, so we start with what we can afford to meet our needs at the time, and save up or secure additional financing later for the improvements on our wish lists.

It’s quite similar when it comes to building our Valley freeways. Constructing them to 100-percent capacity all at once is usually not financially feasible. As a result, we build and improve freeways in phases, using the funding that is available when the project is scheduled to begin.

The funding comes from the voter-approved, 20-year extension of the half-cent sales tax (2006-2026). Revenue is programmed for freeway projects identified in the Maricopa Association of Government’s Regional Transportation Plan and is used for projects throughout the Maricopa County region to ensure that transportation needs in all parts of the Valley are met.

Back to those HOV lanes … we planned for their eventual construction very, very well. It’s no coincidence that we have ample space available down the center of the freeway mainlines. In fact, we plan and build freeways from the outside-in, so we have the land we need and the blueprint for design as soon as we get the thumbs up to begin the next phase of work. What appear to be dirt medians are precisely measured alignments for new lanes; even overpasses are built so additional lanes will fit beneath them 5, 10 even 20 years later.

Just like the homeowner who envisions next summer’s swimming pool on that barren plot of land in the backyard, we at ADOT are saving up – and planning ahead – for the safe and efficient traffic flow of tomorrow.

The bridges over Pinewood Boulevard in Munds Park have been carrying Interstate-17 traffic for the past 53 years and now it’s time for some well-deserved reconstruction!

ADOT has already begun the project that will rebuild the bridges and ramps on I-17 at Munds Park, an area just south of Flagstaff . Work started last month and is scheduled to wrap up by fall 2012.

When the job is finished, motorists will have two new bridges each measuring 100-feet long (they’re now just 25 feet). The bridges will also be wider to accommodate an eventual third lane planned for I-17. A new sidewalk on Pinewood Boulevard is going in, too. It will allow pedestrians to cross safely underneath I-17 (see above video).

This update is necessary because there is more traffic now then when the bridges were built in 1958. Back then there was no development in Munds Park . The bridges are just inadequate for today’s traffic.

Drivers should expect some slowing of traffic due to this project – especially over busy holiday weekends. It is expected that delays at peak holiday travel times could reach up to 45 minutes … so please plan accordingly.

Project Timeline

April 2011 - Oct. 2011: The northbound bridge will be demolished, then reconstructed and I-17 will be repaved through the work zone. Because the northbound bridge is closed, motorists traveling northbound on I-17 will be directed to a detour that crosses over the median and utilizes southbound lanes. All on and off ramps will remain open.

April 2012 - Oct. 2012: The southbound bridge will be demolished, then reconstructed and I-17 will be repaved through the work zone. While this work is being done, the southbound bridge will be closed and motorists will be detoured over to the northbound lanes of I-17.

Construction work along State Route 87 is set to wrap up just in time for the upcoming holiday weekend!

That means motorists who travel between the Valley and Rim Country communities this Memorial Day – and all summer long – will enjoy a safer, quicker and more scenic drive.

SR 87 is the major link between the metro Phoenix region and Payson and is a popular route for Valley residents hoping to take a vacation from the heat.

Holiday weekends and summer months are particularly busy for the stretch of road. In the past, large numbers of vehicles heading back down to the Valley would create backups on the last steep incline before the highway drops toward the Bush Highway.

But, now drivers should see some significant upgrades to portions of the highway!

When a new section of highway opens, we here at ADOT celebrate right alongside the local communities, citizens, contractors and stakeholders who all played a part in getting the road built.

We could just quietly open the roadway and know a few thousand people will happen to notice since they live nearby – instead, we choose to celebrate the achievement! That’s because a brand new section of highway is a fresh connection, certain to have an impact on many more people and businesses throughout the state.

Sure, the drivers who are closest to the new road likely will notice an immediate improvement to their commute – don’t get us wrong, that’s a great benefit – but the advantages don’t stop there…

On May 7, many Valley residents turned out for the open house/dedication event celebrating the new, 14-mile stretch of Loop 303 in the West Valley (see video above and photo slideshow after the jump). Already, employment centers are opening or are planned in Peoria, Surprise and Glendale. The new 303 corridor presents additional opportunities for business and economic development.

Just think about it – a new, quicker link means businesses can move their products to stores easier. Customers can get to services faster and without the stress of traffic tie-ups.

Not only that, but businesses look at demographics to focus their marketing and hiring needs. They look for people who are interested in buying or securing their services – that could ultimately result in business development, more jobs and a healthier local economy. Those businesses may be miles away from the new highway, but the domino effect is evident because now residents in the area have access!

The economic possibilities absolutely are worth celebrating, but it’s equally important to note the impact a new highway has on us as individuals.

We wrote about it back in our very first blog post … transportation is personal. And, a new, more direct route can make it easier for families and friends to see each other more often and do things together with out the anxiety and frustration of fighting traffic.

So, the next time a new roadway is set to open, come on out and celebrate with us! You’ll be sure to see the connections that are on the way to your family, community and Arizona!

Nobody likes a bumpy ride.

In fact, ADOT goes to great lengths to make sure Arizona ’s roads are as smooth as possible…even when that means walking hundreds of miles of roadway!

To measure the smoothness of a road, ADOT uses a machine called a profilograph that surveys the road for any lumps, bumps or dips. (Recently it was used to identify any imperfections in the newest stretch of Loop 303 before it opens this month – see video above.)

Basically, a profilograph is a highly sophisticated computer system attached to a large metal frame, 12 small wheels and an ordinary bicycle tire. The entire contraption, which is 25-feet long and weighs about 350 pounds, is pushed by hand over the full stretch of a roadway several times to provide the road’s “smoothness factor.”

The bicycle tire, which simulates the travel of a vehicle, indicates to the computer any dip or bump in the road greater than 3/10 of an inch. The resulting data details each imperfection in the road letting the contractor know what areas they need to go back and either fill or grind down.

Over the past several years the soil under the Loop 101 travel lanes, where it abuts the bridge over Camelback Road, has been slowly settling and creating a depression. When vehicles approach the bridge, they encounter a noticeable bump at the bridge deck. ADOT tried several methods to stabilize the roadway, including lifting it with a jack, but they only solved the issue temporarily.

To provide a permanent fix (and an overall smoother ride for motorists), ADOT contractors are using grout stabilization – a well-established construction technique that involves drilling shafts through the roadway and filling them with grout, a “soupy concrete” that fills the voids under the road. When the grout hardens, it creates a strong foundation for the finished road above.

In total, crews will drill and fill more than 400 shafts. The drill bit is nearly three inches in diameter and bores to an average depth of 30 feet.

ADOT was able to integrate the grout stabilization work at Camelback Road into the larger Loop 101 HOV lane project. The roadway stabilization phase of the project is anticipated to be complete by the end of May.

Driving Valley freeways this time of year?

You might hear about or even experience lane restrictions because of rubberized asphalt paving. “Why,” you ask, “does ADOT schedule rubberized asphalt paving between March and May when so many of us are out and about enjoying the gorgeous weather?”

The answer is that rubberized asphalt is a temperature-sensitive product that can be put down only when the roadway surface is at least 75 degrees Fahrenheit and rising.

Surely this begs a second question: “Why use rubberized asphalt in the first place? What’s the big deal with this stuff?” Well, actually there are several big deals... rubberized asphalt saves money, improves our quality of life and helps preserve the environment.

* Rubberized asphalt is made from a blend of shredded rubber tires, rocks and asphalt. We recycle about 1,500 old rubber tires for every mile of every lane of traffic. For example, on just one 10-mile, six-lane highway we cover 60 “lane miles.” Multiply that by 1,500 old tires and we’ve recycled and re-used 90,000 old tires! That’s 90,000 fewer tires in landfills where they take up excessive space (because they cannot be compacted) and create a fire hazard.

* Rubberized asphalt can also reduce traffic-noise levels by 4 decibels or better. That’s why ADOT uses it on freeways next to residential areas. Over the years, it’s helped ADOT earn accolades for providing quieter freeways for communities across the state.

* Finally, drive on a roadway paved with rubberized asphalt and you’ll notice how smooth it is. Believe it or not, it takes only ½ to 1 inch of rubberized asphalt on the road surface to achieve this benefit. But don’t let its smooth exterior fool you – this stuff is durable, too. Despite millions of vehicles driving on it, a rubberized asphalt surface will last about 10 years. That means fewer dollars spent on replacing worn road surfaces, and that saves everyone time and money.

So the next time you’re delayed or need to take a detour because of rubberized asphalt paving, take a deep breath and remember that the short-term inconvenience has a long-term benefit for every motorist, our communities and our planet.

Last week we gave a brief overview of how ADOT plans for future transportation needs through a three-phased approach. We covered the Visioning phase (if money was no object, how would we plan for Arizona ’s transportation future) and the Planning phase (given that resources are limited, how should we prioritize the needs identified in the Vision).

Which takes us to phase three: Programming.

The Five-Year Transportation Facilities Construction Program determines which projects will be funded over the next five years. Basically, it serves as a blueprint for future projects statewide and designates how regional, state and federal funding is allocated.

Because budgets are uncertain, the Five-Year Program is updated every year. The first two years are always fiscally constrained, meaning we already know what projects will be funded. But the three remaining years are built on budget estimates and can be re-prioritized, which is where you come in.

We’ve recently put the current Tentative Five-Year Program, which runs from 2012 to 2016 and includes $5.6 billion for highway construction, up for public review and would love to get your input.

The Director’s video blog (above) gives a little more explanation and the program Web page includes a guide on how to read the actual document.

So, please take some time to review the program and send us your thoughts on which projects you think should move forward first.

Public hearings will also be conducted in Southern Arizona, Metro Phoenix and Flagstaff through May 20th (check Facebook or the program website for dates and locations).

The State Transportation Board will consider all public comments before adopting the final Five-Year Program in June.

In just 10 hours this past weekend, two bridges in southern Arizona were demolished in order to make way for something new.

All it took was some good planning, plenty of patience from motorists, a few enormous machines, and a ton of work by crews on the sites.

A little bit of background …

In November of 2009, ADOT began work on the I-10 Marsh Station Traffic Interchange in Southern Arizona -- a $10 million American Recovery and Reinvestment Act project that includes the extension of Marsh Station Road, drainage improvements, and the construction of a new traffic interchange to accommodate commercial truck traffic.

As it stood, the old Marsh Station Bridge had a clearance of 15 feet -- too low for most commercial trucks to clear. To avoid the bridge, trucks taller than 15 feet have had to maneuver a winding, two-lane, 67-mile detour.

(Note: Not until a nearby Union Pacific Railroad bridge is removed later this year, will most trucks be free to ditch the detour and safely pass through the new traffic interchange.)

But first things first, the old Marsh Station Bridge needed to come down. The only way to secure the work site and ensure the safety of both ADOT crews and the travelling public, however, was to close Interstate-10...forcing all local and interstate traffic into that same 67-mile detour!

After a lot of planning -- being careful to avoid Spring Breaks and other heavy-travel holidays -- ADOT set a date (April 8) and made arrangements to bring down the bridge, clean up the debris, and reopen the interstate, all in a 10-hour, overnight window.

The unexpected...

About three weeks before the demolition was set to occur, on March 15, two semi trucks collided under the overpass at the Mescal Road/J-Six Ranch Road Bridge about eight miles down the road from the from the old Marsh Station Bridge. The bridge was badly damaged from the resulting fire and would have to be replaced.

The task...

Since the interstate was already going to be closed, was it possible to safely get another bridge down in the same 10-hour window? Sure it was, and here’s what it took…

Breakdown by the numbers:

250:
The approximate number of tons of dirt that went down on the roadway below the bridges to act as a cushion for what the crews tore down.

1,480,000:
The approximate number of pounds of concrete removed during the demolition of both bridges. If you need a way to visualize just how much heft 740 tons is, it’s equal to the weight of about 120 adult male African elephants.

112,000 and 232,000:
The approximate pounds of rebar (112,000) and steel (232,000) that were removed during the take down of both bridges.

6:
The number of excavators used on both projects. Two excavators with scissor-like attachments worked on the Marsh Station Bridge demolition. Four excavators (two with the scissor-like attachments and two with hydraulic hammers) worked to bring down the Mescal Road Bridge.

45:
The number of seconds it takes us to show the Marsh Station demolition in this time-lapse video!

Ever try to figure out how ADOT decided to put a freeway where it did? Or why some roads have wider shoulders than others?

Well, none of it happened by accident. ADOT, like most transportation agencies, takes a three-phased approach to transportation decision making: Vision, Planning and Programming.

In Phase One – the Transportation Vision – basically, the sky’s the limit. If money was no object, what would Arizona ’s transportation future look like? No fiscal restraint means everything is on the table.

In 2008 and 2009, ADOT worked with people and organizations throughout the state to develop the transportation vision by reviewing the needs for the next 40 years.  This vision is called “Building a Quality Arizona” and was established with no fiscal constraints. The transportation vision for the state sets the comprehensive foundation for other plans that are fiscally constrained.

The Long-Range Transportation Plan – or Phase Two – must take revenues and funding into account.

This plan looks 20-25 years into the future and identifies the state’s transportation needs while estimating what resources will be available to meet those needs. This is the plan that sets the overall strategic priorities that will guide ADOT’s investments into the future.

According to Arizona law, the Long-Range Transportation Plan must be updated every five years. The next adoption is coming up soon and there’s still time to give us your input. Take a look at the video above to find out about the process.

While the Long-Range Transportation Plan sets priorities, the actual projects are decided in the Five-Year Program (Phase Three). We’ll get more into that process next week. Stay tuned!