WSP10698 - Laserfiche WebLink

Home Browse Search

028.1 Mr. Carro 11 January 12, Page 3 W. Griffi n 1976 NARROfJS DAN DOH FILE 04-00-00 A. If the relocation of S.H. 144 were to be be above the canal, it will be necessary in the Environmental Statement. finally determined to to revise Figure 1I-5 B. Further, in the relocation of S.H. 144 around the reservoir, we would anticipate that the ninety degree angles on the north side of Jackson Reservoir would be eased and the east inter- section of S.H. 144 and County Road be revised to eliminate the sharp angle in S.H. 144. Also, though not discussed at the meeting, consideration might be given to keeping S.H. 144 above the Jackson Lake Inlet Canal on the west end. We are submitting a copy of your map showing roughly in red tape as to what we feel should be the approximate relocation of S.H. 144. We are cognizant though that final alignment would be subject to further study and discussion. 6. If S.H. 144 is relocated north of the reservoir, the county and the Division of Highways are in agreement; that S.H. 39 between the Wiggins Interchange (intersection at U.S. 34) and the south edge of the reservoir would be dropped from the State Highway System and re- vert back to the county. That portion of the northerly end of S.H. 39 within the purchase line would be maintained by the agency administering the area. 7. In regard to Item 6, the County Commissioners and representatives from Wiggins requested assurance that taking S.H. 39 off the State Highway System would in no way affect further safety improvements of the Wiggins Interchange (Junctions of S.H. 34, 1-76, and S.H. 39). I assured them that since the problem was primarily the intersection of U.S. 34, that it would in no way affect future improvements at this interchange. 8. In regards to railroad protective devices at railroad intersections, Mr. Eggen stated the intersections of relocated S.H. 144 at the east and west ends of the reservoir would in all probability be separations. However, we would assume that if the crossings were at grade, that the crossing protection to be provided would be equivalent to that in place or as warranted to meet the requirements for the anticipated ve~icular and train traffic. 9. Mr. Eggen also indicated that signalization would be provided at the railroad crossings of present S.H. 39 and crossings of major county roads utilizing the protective devices now on S.H. 144. 10. There was some discussion of the railroad relocation crossing of S.H. 52 north of Fort Morgan. There were no conclusions reached at