Clearance and obstructions (including sign removals), road
widths, traffic management, and timing strategy.
6 February 1999, version 2: This page relates results
of a three and a half hour moderately detailed on site study of the route
plus traffic observations, starting at midnight Saturday night / Sunday
morning, 16 / 17 January 1999, with updates. Please also refer to the transport configuration drawing. If you know
of anything that should be on this page, but isn't, or anything that's inaccurate,
please advise me.
- Clearance concerns, including sign
removals: I physically measured
each horizontal obstruction element along the route and studied fit in
some detail wherever it appeared it might be questionable, using a tape
measure and dodging the very light traffic from time to time. Oddly enough,
the results indicate that there are no substantial horizontal obstruction
concerns in Hillsboro, but there are concerns on Highway 219, Bald Peak
Road, and Holly Hill Road.
- The Hillsboro portion of the route appears to provide full clearance
throughout the route without having to remove any signs or other objects,
except that the trees on First Avenue just south of Walnut Street have
some limbs which are low and will need to be watched. (However, I did not
attempt to measure the height of any overhead lines. But others have done
this.) The railroad stanchions on First Avenue did not need to be moved,
but the arms were rotated 90 degrees to provide more clearance and then
returned to original position, a simple and quick job. (The north pair
of crossings gates offered a bit more clearance than the south pair.)
- There were no sign removal requirements until the aircraft reached
Highway 219. The northbound 40 mph sign on a 6"x4" wooden post
at the north end of Highway 219 was removed by crane nondestructively for
clearance and replaced. However, the original hole completely caved in,
so it was necessary to dig a replacement hole in very difficult rocky material,
and the results are insufficient for the long term - the sign needs to
be pushed down about a foot to get it to its original depth. There were
no further sign clearance problems, except that some steel post signs were
leaned a bit nondestructively and then repositioned and tamped to restabilize.
- There was a tight but barely passable section at the east end of Bald
Peak Road (the first 200 to 300 feet after the turnoff from Highway 219).
The wing stubs just touched the embankments on both sides of the road through
this area. There was another tight fit on Holly Hill Road, within only
200 to 300 feet of our destination (the turnoff into the Denfeld's property)
due to a power pole very close the right side of the road. But since the
main dollies were positioned to minimum width the problem was not significant
- shading to the left side of the road and planking the shoulder to insure
adequate support was sufficient to clear the pole.
- Road widths and dolly positioning: The roads are only 25 to 26 feet wide
on the south end of First Avenue, essentially all of Highway 219, Bald
Peak Road, and Campbell Road South. The roads are only 20 feet wide on
Holly Hill Road. The main dollies under the wing stubs are positioned so
as to provide a minimum total width initially (outer edge of left dolly
to outer edge of right dolly). See the transport
- Traffic management. The following proposal is now obsolete, replaced
by a new detailed strategy developed on 29 January 1999 by Hillsboro Police
and Washington County Sheriff Officers:
The aircraft blocks the entire road essentially from edge to edge on Baseline
Street and from the south portion of First Avenue for the entire remaining
route. But on Cornell Road there is room for two bypass lanes. On the north
portion of First Avenue there's room for one bypass lane, but I'm inclined
to think that we shouldn't allow traffic to use it. Just to get the discussion
started, my first guess for a traffic (and press) control strategy is as
follows, assisted by at least two and as many as many as six patrol cruisers:
- North on 34th Avenue: Place two patrol cruisers, one across
34th Avenue just south of the aircraft staging site and one across 34th
Avenue adjacent to Cornell Road. The south end officer should direct traffic
to wait until the aircraft clears the intersection at 34th and Cornell
Road. The north officer should direct traffic attempting to turn onto 34th
Avenue to also wait until the aircraft clears the intersection at 34th
and Cornell Road.
- West on Cornell Road, then south on 10th Avenue: Two or perhaps
four patrol cruisers should block the west and then south bound lanes,
half in front of the aircraft, and the balance behind it, directing traffic
in both directions to pass the aircraft using the two clear lanes to its
left as a two lane road, or, using just the far left lane, alternate time
slots for opposing traffic to pass the aircraft. The patrol cruisers should
reposition themselves as follows:
- Initially: The front cruiser at Cornell Road and 25th Street. The rear
cruiser at Cornell Road and 34th Avenue.
- When the aircraft passes into the Cornell Road and 25th Street intersection:
The front cruiser repositions to the Cornell Road and Arrington Road intersection
(where Cornell Road turns south), and the rear cruiser repositions to the
Cornell Road and 25th Street intersection.
- When the aircraft passes into the Cornell Road and Arrington Road intersection:
The front cruiser repositions to the 10th Avenue and Baseline Street intersection
(or optionally the 10th Avenue and E Main Street intersection, then as
the aircraft approaches to the 10th Avenue and Baseline Street intersection),
and the rear cruiser repositions to the Cornell Road and Arrington Road
- West on Baseline Street (a one way street), up to 2nd Avenue:
The front cruiser drives slowly, leading the aircraft. The rear cruiser
follows, stopping at the west side of each intersection and directing traffic
to detour, until the aircraft clears the next intersection, repositioning
at each intersection along the Baseline Street leg.
- West on Baseline Street, passing 2nd Street: As the aircraft
passes 2nd Avenue, the front cruiser should position itself on the north
side of the intersection of 1st Avenue and Oak Street, directing traffic
to detour. Another cruiser should position itself on the south side of
the intersection of 1st Avenue and Washington Street, directing traffic
to detour away from 1st Avenue. The rear cruiser should continue to block
the intersection at Baseline Street and 2nd Avenue until the aircraft clears
the intersection at 1st Avenue and Baseline Street.
- South on 1st Avenue: As the aircraft approaches 1st Avenue,
the... No further personal planning - refer to the caption.
- Personal recommendations regarding
a night move, and weekday choice (obsolete
in that schedule choices are now finalized):
I approached my night review outing with
a bias - I harbored a mild impression beforehand that a night move would
be better overall than a day move. Now I feel quite strongly that a night
move would be best. In the Hillsboro urban area, the street lights and
other sources of illumination provide reasonably good visibility of the
route's potential obstructions, including what seems to me to be sufficient
visibility of overhead lines. I think we should have a light stanchion
on a pickup truck as well, but even without that I think the urban area
is well lit enough to support the move.
The huge benefit of a night move is that traffic is profoundly less dense
in the predawn hours of a Sunday morning. And traffic management strikes
me as a very serious concern. The Aircraft will completely block all connecting
roadways at each intersection where it must turn, and will completely block
Baseline Street, and every road from Walnut Street (near the south end
of Hillsboro) all the way to our destination. In other words, the only
time we don't entirely block the roadway - in both directions - is on Cornell
Road and for a short distance on First Avenue.
People need to get to their destinations, and my feeling is that this move
will be so intrusive to traffic that it would be very hard to justify its
execution at any time other than the lightest possible traffic window,
unless there were a compelling argument otherwise. If there is such an
argument, I'm not aware of it yet, and I couldn't sense it during my late
night route study. In addition, we could avoid disruption to the Max line
by arriving at the tracks near or during their 2:00 AM to 3:30 AM down
time window. There is no such window during the day of course.
For those willing to invest in a late night outing, I highly recommend
checking out the route during similar predawn hours, and on a Saturday
night / Sunday morning if possible (or Friday evening / Saturday morning).
Tape measuring any road width areas I wanted was easy during my late night
outing. During normal day traffic, such measurements are all but impossible.
To me, that speaks volumes about the timing and traffic issue, and I suspect
that anyone who explores the route with a late night outing will understand
Except as follows, I'd also recommend a Saturday night / Sunday morning
day of week slot too, so that the later stages of the move will impact
the lighter Sunday morning traffic rather than the much heavier traffic
that would be encountered on a weekday morning. This is especially important
for the Highway 219 leg of the route. That highway will be completely blocked
in both directions by the aircraft, and that leg of the route will occur
later in the move. Also, detour routes are quite long and will substantially
delay motorists. So we need to choose a minimum traffic window for that
leg to minimize the serious traffic disruption that will occur. However,
if we can't expect to complete the entire move in a single very roughly
13 hour period with very high confidence, we may want to select a Friday
evening / Saturday morning starting time so that the move can be completed
during the Saturday night / Sunday morning slot rather than a weekday slot,
which could cause a terrible traffic disruption problem.
Mine is just one vote, but at this time I'd cast that vote emphatically
for a night move, starting, just as my study did, by rolling off the Fair
Complex grounds at midnight Saturday night / Sunday morning, or
perhaps a bit earlier, at about 11:00 PM Saturday evening. Or similarly
but starting Friday evening / Saturday morning.
Copyright 2002, Howard Bruce Campbell, AirplaneHome.com.
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