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Crashes near Aht’wy Plaza have become too frequent of a sight for those who drive past them or see them on the news. Too many of them have ended with a loss to our community.

While it is not a new area of concern for drivers on US-12 near the Clearwater River Casino and Lodge, many have been motivated by two recent deaths to offer their own solutions.

Several have been considered by the Idaho Transportation Department as the area developed, but these inquiries provide an opportunity to clarify why certain actions have or have not been taken.

LOWERING THE SPEED LIMIT

Although this seems to be the easy answer, lowering the speed limit may not be the best solution.

Speed limits are generally determined by how fast drivers comfortably and naturally move in the area, usually set at a pace described as what is “safe and reasonable.” They are safest when the majority of drivers are traveling the same speed, which is why ITD conducts speed studies to determine the speed at which 85 percent of drivers are traveling at or below before establishing a limit.

Speed studies are typically prompted by changes to the area, including new businesses opening and fluctuations in traffic patterns, as well as requests to adjust any speed zones. Five studies have been conducted near the casino since its opening by both the Nez Perce Tribe and by ITD, with the earliest study occurring in 1997 and the most recent in October 2018. ITD has also met with the Idaho State Police multiple times to analyze crash data.

To date, these discussions and drivers’ speeds have not supported changing the limit, and without either a serious commitment of law enforcement resources or a serious change in roadway conditions, reducing the speed limit would not be effective in improving safety or slowing traffic to or from the area.

While vehicles moving at lower speeds would impact each other with less force, that would only be the case if all drivers were moving at that lower speed limit. But if one driver was following the lower, posted speed limit and another was moving at the natural pace allowed by the road, additional conflicts could arise.

The greatest concern is that some drivers would obey the slower posted speed limit and others would not. As these drivers encountered slower vehicles, they would likely make more abrupt and unpredictable movements (like last-minute lane changes), which could increase the crash rate.

Most crashes at the entrances have been related to exiting drivers failing to yield to oncoming traffic when turning left. Variation in vehicle speeds through the area would likely make that left turn tougher—with some vehicles approaching at lower speeds and others at higher speeds, it would be difficult to judge a safe gap in traffic.

ITD has repeatedly investigated the safety and appropriateness of the posted limit, with each study supporting the current limit to prevent a possible increase in crashes.

INSTALLING A SIGNAL

If most crashes are related to drivers experiencing difficulty turning left, then it is reasonable that a signal could improve safety.

Just as speed limits are set a certain way based on data collection and analysis, signals are normally installed at specific locations once shown to be warranted.

Signal warrants are based on a variety of engineering factors, including how many vehicles make which turning movements. Although an engineer’s judgment can influence the final decision, these warrants are the primary basis for signal installation to ensure that traffic continues to flow smoothly.

Signals should only be installed when warranted as they typically increase certain kinds of crashes, including rear-end collisions.

Data collected from the entrances in 2012 did not support installing a signal or merit interrupting the flow of traffic on the highway.

IF NOTHING ELSE, CLOSING ACCESS

ITD uses access agreements all over the state to ensure that new or changing developments near highways do not create safety or mobility issues for drivers.

In the case of the casino, access to US-12 was initially provided by a county road which already had an agreement in place. When the county transferred the road to the casino in 2000, it altered its use, prompting a fresh access agreement.

A traffic impact study performed near the time of the development of the access agreement proposed an interchange as the ultimate solution, especially given expansion plans for the facility. It also outlined smaller improvements that could be implemented in the meantime to keep up with the growth of the facility and traffic to it while design continued on the interchange.

The tribe agreed to these terms, giving ITD the authority to restrict access if the commitments were not met. In the intervening years, some phased improvements—such as lighting, turn bays and acceleration lanes—have been constructed, but the final commitment remains unfulfilled.

Rather than close access and hinder productive relationships, ITD chose to work as a partner to the tribe. The department has remained involved in the design process, providing input on the development of the interchange to guarantee it will meet standards when incorporated into the public transportation system. ITD has listened to the tribe’s concerns, granted extensions when necessary and helped aid environmental discussions needed to complete the proposed interchange.

THE LONG-TERM SOLUTION

Although development of the interchange has been delayed for a few years as the tribe encountered environmental issues common to this type of project, they have funded other improvements proposed by ITD in the meantime, including the construction of a concrete island and the placement of additional signage in the area in the last year.

In January, a team of diverse professionals will meet to examine the data—all refreshed in the last month—as well as driver behavior to identify any and all solutions.

The best solution remains—and has always been—an interchange, but the road safety audit aims to determine effective steps that can be implemented immediately. ITD will work with the tribe to carry out any viable solutions the team recommends.

The interchange’s design is set for completion next winter, with construction following the tribe’s procurement of funds.

Construction of the interchange will reduce the possibility and frequency of crashes. Engineering and enforcement can help improve safety, but only engaged drivers can truly ensure safety while accessing and using the highway.

The picture above shows four lanes of US-95 between Thorncreek Road and Genesee. 

The U.S. Court of Appeals for the Ninth Circuit ruled in favor of the Idaho Transportation Department and the Federal Highway Administration on December 7 during the latest appeal about US-95 expansion south of Moscow.

Per the decision, ITD will finish right-of-way acquisition and submit a permit application regarding wetland mitigation to the U.S. Army Corps of Engineers. After those two steps, the project can be put out to bid for construction.

Work could begin as early as late summer 2019. Project details can be found online at us95thorncreek.com.

In January 2018, the Paradise Ridge Defense Coalition appealed an August 2017 ruling from the U.S. District Court for Idaho that found the two agencies appropriately followed the environmental process during the development of the project between Thorncreek Road and Moscow.

 

As early as February, ITD engineers were reaching out to the public to discuss a major undertaking for US-12 this season: two bridge replacements and 50 miles of paving.

That’s no small amount of work for the highway that follows the Lochsa River through abundant U.S. Forest Service lands and provides access to popular fishing spots and hot springs; it also gives the trucking community a scenic shortcut into Montana as it winds its way up to Lolo Pass.

Used by locals and tourists alike, this two-lane highway would see significant work and miles of orange barrels for the first time since 2000. ITD cautioned all drivers that working on so much in the remote location could lead to delays upwards of two hours.

“There are not many places to pass in the corridor, and with all of the summer traffic it normally sees, we definitely wanted to overstate delays rather than understate them,” project manager Janet Zarate said. “Thankfully, we were able to keep delays at 60 minutes or less all summer.”

ITD specifications limit delays through projects to 30 minutes, but the contractors working in the corridor phased the work to improve their efficiency and further minimize delays. Hotspots installed specifically for the projects provided connectivity that enabled project staff to promptly address any issues with delays.

Creative thinking also led to a partnership with Three Rivers Rafting out of Lowell, which ITD hired to shuttle bicyclists through the work zones.

“This partnership makes sense because at that time of year, the river doesn’t run as high, and there are fewer rafters,” resident engineer Joe Schacher said. “During their season, these companies routinely shuttle their customers up and down the river, and we didn’t see a reason for that to end this year. They have the right equipment, and we could give them an opportunity to economically benefit from construction.”

According to the rafting company, the shuttle operated for nine weeks and hauled 263 bicyclists who were visiting from all over the country and the world.

The service did not go unnoticed by the Adventure Cycling Association, which organizes some of those trips and was contacted personally by ITD engineers prior to construction.

In a letter to ITD, the association commended their efforts, which they said may be a model for construction managers in other states to follow to accommodate their groups.

As ITD engineers found ways to ease the impact of construction, they were also able to work with operations to advance more projects, including a preservation project between the two paving jobs.

In total, more than $17 million was spent to replace two bridges and resurface roughly 55 miles of US-12.

“We appreciate the patience of drivers who encountered us on the roads all summer,” Zarate said. “Now we look forward to years of driving on an improved highway.”