Corridor Strategy

U.S. Highway 395 South (Pendleton - California Border)

Region 5 301 2 Island Avenue La Grande, Oregon 97850 Table of Contents U.S. Highway 395 (Pendleton to California) Final Draft Corridor Strategy

Page I. Executive Summary

Introduction ...... 1

Corridor Planning Process ...... 3

Corridor Strategy Document ...... -4

Corridor Description ...... 5

Findings and ConcEuszons ...... 6

Key Themes and Overall Corridor Strategy ...... 8

Public Involvement ...... 8

Nextsteps ...... 10

II . Introduction

Purpose of Strategy ...... 11

Overview and Purpose of Corridor Planning ...... 12

Planning Requirements ...... 13

Corridor Planning Process. Products and Participants ...... 14

Summary of Related Plans and Studies ...... 15

III . Corridor Overview

Role Corridor Plays in the Region ...... 20

General Corridor Description ...... 20

Affected Environment ...... 23

Population and Employment ...... 38 Table of Contents U.S. Highway 395 (Pendleton to California) Draft Corridor Strategy (Continued)

Corridor Characteristics ...... 40

A . Highway System ...... 40 B . Rail Service ...... 61 C. Air Service ...... 63 D . Water ...... 69 E . Public Transportation ...... 67 F . Bicycle Facilities ...... 69 G. Pedestrian Facilities ...... -69 H . Pipeline Facilities ...... 69

Plan Requirements and Issues ...... 69

IV . Corridor Objectives

Introduction ...... 85

CorridorStrategy ...... 85

Key Themes ...... 85

Corridor Objectives ...... 86

Transportation Performance Measures ...... 88 Transportation Impact Objectives ...... 97

Technical Appendices

Appendix A .Glossary Appendix B .Sources Appendix C .Corridor Planning Participants Appendix D .Public Involvement Appendix E .ODF& W Environmental Analysis Appendix F .Economic Development Analysis Appendix G .Highway Performance Monitoring System I. Executive Summary

Introduction

The Oregon Department of Transportation (ODOT) has embarked upon a new multi- modal approach to identify projects for the Oregon State Transportation Improvement Program. This new approach, named Corridor Planning, is intended to implement the goals and policies set forth by the 1992 Oregon Transportation Plan (OTP), the 1991 Highway Plan, and the recent modal plans for rail, freight, bikelpedestrian, aviation and public transportation plus the safety action plan.

The OTP, Oregon Highway Plan and modal plans provide statewide transportation goals and pohcies, and identify transportation corridors and facilities of statewide importance. Corridor plans are intended to build upon this multimodal, statewide planning framework by focusing on long-term planning and development of all modes within specific transportation corridors.

Transportation corridors are identified as major or high volume routes for moving people, goods and services from one point to another. Since transportation corridors transcend jurisdictional boundaries, corridor planning also builds upon local transportation and land use policies and plans, including the comprehensive plans of Umatilla, Grant, Harney, and Lake Counties and the cities of Pendleton, Pilot Rock, Long Creek, Mt. Vernon, John Day, Canyon City, Seneca, Burns, Hines and Lakeview.

ODOT intends to complete corridor plans for 31 transportation corridors throughout Oregon, including U.S. Highway 395 (US 395), which is illustrated in Map 1. Generally, each corridor plan will:

translate the policies of the OTP into specific actions; describe the functions of each transportation mode, consider trade offs, and show how they wdl be managed; identify and prioritize improvements for all modes of travel; indicate where improvements should be made; resolve any conficts with local land use ordinances and plans; and establish guidelines for how transportation plans will be implemented.

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I. Executive Summary (Continued)

Corridor Planning Process

The corridor planning process recognizes that unique segments of the US 395 Corridor require differing levels of study to develop a corridor-wide, long-range plan. Thus, corridor planning proceeds from general to specific in a three-phased approach toward project development and construction, as illustrated below.

Corridor Planning Process

I Develop

I I

Transportation Planning Systems Planning

Phase 3 It------'

Projects & Programs I

This corridor strategy document is the outcome of the initial Strategy Development phase of Corridor Planning. The Corridor Strategy is intended to set the stage for more detailed analysis of modal trade offs and improvement priorities. The Corridor Strategy evaluates long-term transportation requirements, multimodal issues and recommends general improvement objectives to address corridor-wide requirements.

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The second phase of corridor planning will specifically address the objectives set forth in the Corridor Strategy. During this phase, specific transportation improvements will be identified and prioritized in two types of transportation plans: county general plans and transportation system plans for cities (2,500+ population) and counties (25,000+ population). At the conclusion of Phase 2, implementation decisions reached through transportation system planning or general planning will be combined in a "transportation improvement and management element" for the US 395 corridor. The corridor strategy would then be refined, as needed, to address improvement priorities and implementation decisions. The corridor improvement and management element, together with the corridor strategy, is to be adopted by the Oregon Transportation Commission (OTC) as the Corridor Plan.

The third and final phase of corridor planning leads to project development through refinement planning for specific projects to resolve any outstanding environmental, land use and design issues.

Corridor Planning will be used by ODOT to guide its stewardship of the selected transportation corridors, incluhng the update of the "four-year" Statewide Transportation Improvement Program (STIP). Also, the Oregon Transportation Planning Rule (TPR), OAR 660 Division 12, requires jurisdictions to prepare and adopt local or regional transportation plans (Phase 2 of Corridor Planning) and incorporate them into city and county comprehensive plans.

Corridor Strategy Document

As the first step in the Corridor Planning process, this document describes long-term (20-year) transportation improvement and performance objectives within the US 395 corridor. General planning objectives have been identified for all modes of transportation in the corridor. These objectives, in combination, formulate the Corridor Strategy for US 395.

This Draft Corridor Strategy document provides an overview of the US 395 transportation corridor goal, themes and strategy objectives. Relevant statewide planning requirements, multimodal issues and technical and public involvement inputs are included as the means for arriving at the corridor fin&ngs objectives for improving transportation facilities and services over the next 20 years.

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Corridor Description

US 395 is a principal highway that extends from southern California at the junction with Interstate 15 (east of Los Angeles), to the canaman border in central British Columbia. The route is one of five north-south highways that pass through Oregon, including U.S. 101, Interstate 5, US 97, US 395 and US 95. Trafgc volumes on US 395 are lower than that recorded for all of the other north-south routes, except US 95.

US 395 is classified by ODOT as having a "statewide" level of importance between Washington and Riley, and a "reeonal" level of importance between Riley and California. US 395 between Pendleton and California stretches 351.5 miles from the Interstate 84 intersection in Pendleton to the California border. US 395 provides important interstate, regional and local transportation linkages. There are several small and medium-sized communities within the corridor, ranging from urban Pendleton to the smaller rural development centers, such as Pilot Rock, Ukiah, Long Creek, Mt. Vernon, John Day, Canyon City, Senceca, Burns, Hines, Riley and Lakeview.

While the highway extends north from California to Washington, given the unique intraregional distribution of traffic and special multimodal features of that segment, ODOT decided to evaluate that portion of the corridor in a supplemental corridor planning effort.

Because of the length of the corridor between Pendleton and California and the remote locations of the communities it serves, the corridor was separated into three sections: north, central and south:

The north section of US 395 runs from Pendleton to Dale. The highway parallels Birch Creek and passes McKay Reservoir south of Pendleton, crosses a summit at Battle Mountain State Park, continues into the Umatilla National Forest parallel to Camas Creek, until it arrives in the logging community of Dale. The US 395 central section crosses Ritter Butte Summit, parallels Beech Creek and crosses the Beech Creek Summit in the Malheur National Forest, parallels the John Day River from Mt. Vernon to John Day, reenters the Malheur National Forest, follows Canyon Creek through the Strawberry Wilderness to Bear Valley, follows the Silvies River Valley to Devine Canyon, then traverses the semiarid desert to the town of Wagontire. The south section of US 395 passes near Alkali Lake, Abert Lake, the Abert Rim, then ascends to Lakeview and the California border.

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The non-highway transportation facilities within the corridor are very limited and include:

The rail freight system consists of a Union Pacific branch line (Pilot Rock to Rieth, west of Pendleton) and the Lake County - Great Western Railroad (Lakeview to Southern Pacific trunWmain line in Alturas, California). A rail connection between Burns and Ontario was abandoned in 1992. * Amtrak service is provided by the Pioneer line which runs between Seattle and Chicago with a stop in Pendleton. US 395. Inter-city bus service is provided east-west on 1-84 and along US 26 between John Day and Bend. * There is an informal network of local private and community paratransit providers. There is a commercial airport in Pendleton and general aviation airports in John Day, Burns, Alkali Lake and Lakeview. The airports in John Day and Burns are in need of runway improvements and landing system/instrument upgrades. No oil or gas pipelines are located within the corridor, but there are two natural gas and one oil line in the vicinity of Pendleton.

Environmental, land use and recreational features within the corridor include:

There are protected flora and fauna habitats at McKay Creek National Wildlife Refuge, Bridge Creek State Wildlife Area, Malheur Wildlife Refuge and the Abert Rim Wilderness Area; as well as numerous unprotected sites throughout the corridor. Outside the urban areas of Pendleton, John Day and Lakeview, the predominant land uses in the corridor are forest farming and rural residential. McKay Reservoir, Battle Mtn. State Park, Ukiah Delta State Park, Umatilla National Forest, Malheur National Forest, Clyde Holiday State Park and Goose Lake State Park provide various recreational facilities and are important local and visitor attractions.

Findings and Conclusions

Preliminary conclusions which have been identified during strategy development include:

Future transportation improvements within the corridor should focus primarily on enhancing highway safety, pavement conditions, recreational opportunities and special economic opportunity projects. No highway capacity improvements other

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than in Pendleton at the intersection with 1-84 appear to be needed over the strategic planning time period. Future highway capacity and geometric improvements, and facilities management initiatives are not expected to generate a significant travel time savings. However, such improvements and initiatives may be needed to address safety issues or congestion in urban areas. Highway level of service is expected to remain high (adequate) over the 20-year planning horizon. Few areas, of congestion, except in Pendleton, exist within the corridor. However, seasonal tourism and recreational activity generate some peak period congestion in John Day and passing-related safety issues. The percentage of total traffic that is comprised of trucks ranges from 15 percent at California to 35 percent south of Pendleton. Oregon state transportation policy and current projects on 1-5 and US 97, such as 1-5 wideninglrealignment and bridge replacement in Salem and the US 97 Bend Parkway should allow these routes to continue to serve the bulk of Oregon's north- south interstate shipping activity, despite recent congressional designation of US 395 as part of the National Highway System. Expanding population and tourism within the US 395 corridor and in the Pacific Northwest region will lead to increased local and recreational trips within the corridor and will likely account for the majority of increased trip demand throughout the corridor over the 20-year projection time period. Significant highway safety issues along US 395 include inadequate horizontal curvature in the mountainous areas and intersection-related accidents in the urban areas of the corridor, particularly in Pendleton, John Day and Burns. Pavement conditions on US 395 are far worse than other statewide highways in Oregon and contribute to the poor safety performance on US 395. There is no north-south public transportation service in the corridor for intercity travel. Freight rail service is limited to the extreme north and south ends of the corridor. The airports in John Day and Burns are in need of runway improvements and landing system/instrument upgrades. Sidewalks are provided only in the urban areas. The economies of Umatilla, Grant and Harney are expanding moderately, especially in the service sector, while Lake County is mired by sluggish growth due in part to the decline in the forest products industry. Lake County policy leaders and other stakeholders also attribute slow economic growth to the relatively poor condition of transportation routes, especially Highway 140 East. Partnering may be a viable solution to facilitating implementation of specific corridor strategy objectives, (i.e., rest stops, scenic wayside, intermodal facilities) which otherwise may not be completely funded by state or federal government agencies.

U.S. Highway 395 (Pendleton to California) 7 otak I. Executive Summary (Continued)

Key Themes and Overall Corridor Strategy

The strategy development process for the US 395 Corridor included public meetings and workshops where corridor issues, concerns and opportunities were discussed. Based on the input received from these meetings and supporting technical information on transportation trends and safety issues, an overall strategy and key themes were established for the Corridor. The overall corridor strategy is: to accommodate efficient movement of through travel, while maintaining environmental integrity, enhancing travel safety and supporting economic development.

The detailed strategy objectives are intended to embody this overall strategy for the Corridor, and to set hrection and provide guidance for corridor-wide transportation plans and improvements.

There are six underlying themes of the Corridor Strategy that were identified during the strategy development process (see Corridor Objectives, Key Themes). They relate to:

Safety; Road Maintenance; Environmental Preservation and Ecological Quality; Economic Development; * Alternative Modes; and * Partnering

Public Involvement

The corridor strategy emerged from an extensive public and state agency review process to ensure that the strategy, themes and objectives are consistent with state and federal policies, initiatives and local issues or concerns. Because of the length of the corridor, remote locations of communities and special perspectives of various stakeholders, focus groups were formed for the north, central and south sections of the corridor, and for miscellaneous state interests. These groups, whose rosters are Appendix C, consisted of:

ODOT Region 4 and 5 Internal Review Teams (2); ODOT Modal Planners and Regional and Technical Services members; Corridor Management Teams (CMT) for the North, Central and South sections of the corridor (3), including planning and public works officials from each jurisdiction, as well as regionalllocal representatives of state and federal agencies;

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Corridor Advisory Networks (CAN) for the North, Central and South sections of the corridor (3), including local business representatives, transit providers and other interested private stakeholders; Policy Advisory Networks (PAN) for the North, Central and South sections of the corridor (3), including local elected officials and tribal councils within the corridor. State Agency Coordinating Committee members (SAC), including 32 representatives from 27 interest groups, 1'7 representatives from 14 state agencies, and four representatives from federal agencies.

In addition to this stakeholder group involvement, a series of public open houses was held throughout the corridor during strategy development process. A total of eight public open houses were conducted over a seven month period, in Pendleton, Pilot Rock, John Day, Burns, and Lakeview.

The comments, concerns, and issues raised by the stakeholders and public at large were combined with an inventory of transportation facilities, alternative mode services, environmental features, land use and economic conditions and public policies. A technical analysis of highway traffic, safety conditions, and pavement conditions served to confirm or address public issues and concerns, and helped to support specific corridor objectives.

A public review draft strategy document was distributed and presented for public and stakeholder input in September 1995 following a round of internal review by ODOT. During the ensuing 3-month period, the draft document and accompanying corridor objectives were subjected to review by ODOT staff, stakeholder groups and interested citizens.

Next Steps

This revised strategy document is intended to appropriately address comments received on the public review draft. This document will be distributed during February 1996, with the goal of obtaining Resolutions of Support from local jurisdictions and Native American tribal councils and endorsement by the Oregon Department of Transportation by Spring 1996.

All comments and questions pertaining to this draft report or the corridor planning process are welcome. Comments should be provided in writing and sent to:

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57YY39.>itcrc%oll 0796.05 I. Executive Summary (Continued)

Teresa Penninger Oregon Department of Transportation Region 5 3012 Island Avenue La Grande, Oregon 97850

U.S. Highuay 395 (Pendleton to California) 10 otak --.,. ,i -U395/lercsnl 1 0796 0: 11. Introduction

Purpose of the US 395 Corridor Strategy

Development of the US 395 Corridor Strategy is the first step in the corridor planning process for the Pendleton to Cahfornia section of this transportation corridor. The purpose of this document is to set forth objectives for the operation, preservation and improvement of transportation facilities within the corridor. This document describes the role the corridor plays within the region, identifies significant issues, and helps to hstinguish this corridor from other corridors within the state of Oregon.

This document is intended to apply the general transportation policies and requirements established by the federal Intermodal Surface Transportation Efficiency Act (ISTEA) legislation, Oregon Transportation Plan (OTP) and other state policies to the US 395 Corridor. Attention is placed on determining relevant policies and applying them to needs, issues and unique features of various transportation modes within the corridor.

The Interim Corridor Strategy will guide the work of ODOT and the local and regonal governments as they develop transportation system plans (TSPs) along the corridor. The strategy is considered interim because adhtional detailed analysis will be performed during the TSP work that may require modifications to the strategy. Through this local and regional transportation system planning and refinement planning for the corridor plan, periodic review and local plan amendments, ODOT and the local and regional governments in the corridor will cooperatively work together to ensure that city and county comprehensive plans and zoning ordinances achieve corridor plan objectives. ODOT will adopt the final corridor plan as an element of the state transportation system plan.

Objectives in this Interim Corridor Strategy identifies a variety of desired management objectives and improvements to transportation facilities and services within the corridor. Work during the TSP development along the corridor will identify specific projects and activities to implement the corridor plan. The final corridor plan will also identify priorities and timing for the various actions and responsible public agencies and other service providers. For example these objectives are intended to be used as guidelines in identifying specific projects for inclusion in future updates of the Statewide Transportation Improvement Program (STIP) and local capital improvement programs (CIPs). Inclusion of any improvements in the corridor plan does not represent a funding commitment by ODOT or any local government until programmed in the STIP and/or a local CIP.

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Overview and Purpose of Corridor Planning

In response to federal and state directives, the Oregon Department of Transportation (ODOT) has adopted a new comprehensive approach to transportation planning. While many modes of transportation and specific transportation facilities are not owned or operated by the state (railroads, bus systems, port facilities), the state has a special interest in the performance of these facilities given their interaction with ODOT facilities and their collective importance to the entire transportation system.

This new approach to transportation planning seeks to integrate statewide planning for all transportation modes with long-term planning for specific communities within Oregon. ODOT is developing statewide management systems and modal plans for modes including automobile, truck, passenger and &.eight rail, aviation, bicycle and pedestrian, and intermodal facilities. Concurrently, ODOT is conducting corridor planning to focus on the multimodal performance and impacts of specific transportation corridors, facilities and systems of statewide significance. Together, modal and corridor plans will be the basis for update of the State Transportation Improvement Program (STIP) and the development of speclfic transportation improvement projects.

Additional benefits of corridor planning include:

Early resolution of Major Planning Issues - Prior to the initiation of project programming and development, early agreement on a project purpose, need and general parameters are essential to ensure successful, timely and cost-effective project development.

Preservation of Transportation Rights-of-way - Preservation of existing and future transportation rights-of-way requires proactive planning. In high growth areas, transportation facility requirements increase while at the same time property values escalate and new development occupies needed rights-of-way. As available and environmentally suitable land diminishes, transportation improvements are often forced into stream corridors or wetland areas. Under these circumstances, development costs and environmental impacts can be reduced by preserving transportation corridors.

Protection of Transportation Investments - To avoid premature obsolescence of highways and other transportation facilities, corridor planning focuses on means to accommodate transportation needs with and without capital-intensive improvements. Advantages of access management, utilization of parallel local streets, reconfigured land use patterns, and transportation demand management

U.S. Highway 395 (Pendleton to California) 12 otak 11. Introduction (Continued)

programs (rideshare, public transportation, flex-time) should be considered in lieu of, andlor in addition to, major capital improvements.

In the context of corridor planning, corridors are defined as broad geographic areas through which various transportation systems provide important connections between regions of the state for passengers, goods and services. Facilities are defined as individual modal or multimodal terminals, which are considered to be of a statewide level of importance. Systems are defined as a network of transportation links, services and facilities, which collectively have a statewide level of importance, even though individual corridors, facilities or services which make up the system may not be of statewide significance.

A corridor plan is a long-range (20-year) plan for managing and improving transportation facilities and systems to meet needs for moving people, goods and services within a specified corridor. Corridor plans are currently being developed for 31 corridors of statewide significance identified in the OTP. The corridor planning area includes statewide transportation facilities, systems and land area that affects transportation performance.

Planning Requirements

Corridor plans will be developed to implement the general policies and planning directions of new federal and state planning directives and guidance documents, including:

Federal Intermodal Surface Transportation Efficiency Act (ISTEA) - ISTEA sets new standards and guidelines for transportation planning nationwide. To qualify for federal funding, states must show state and local plans that balance automobiles with other transportation modes, show cooperation among various units of government, and provide meaningful public input.

Oregon Transportation Plan (OTP) - The OTP provides a general context for transportation planning in Oregon with a philosophy, vision and broad policies.

Oregon Transportation Planning Rule (TPR) - The TPR requires stronger ties between transportation and land use planning.

State Agency Coordination Program (SAC) - The SAC Agreement between ODOT and the Department of Land Conservation and Development defines how these agencies will coordinate their efforts.

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Modal Plans - These plans include the Oregon Highway Plan, Oregon Rail Freight Plan, Oregon Rail Passenger Policy and Plan, Transportation Safety Action Plan, Intermodal Facilities and Connections Plan, Oregon BicycleIPedestrian Plan, Oregon Public Transportation Plan (in process), and the Oregon Aviation Systems Plan.

In addition to meeting statewide planning directives, the corridor planning process is intended to help local governments fulfill their planning obligations under the TPR. The TPR requires that regionally and local transportation systems plans be consistent with adopted ODOT plans. Corridor planning provides a mechanism for ODOT and local governments to cooperatively determine how the OTP and other ODOT plans impact their jurisdiction.

Corridor planning will build upon and balance the policies identified in the previously mentioned documents. General policies will be translated into more specific plans for future improvements and management actions within each corridor. As such, corridor planning will guide the development of the Statewide Transportation Improvement Program (STIP) and the prioritization of project development. Corridor planning will become the means to implement the policies of the OTP and the individual modal plans.

Corridor Planning Process, Products and Participants

Corridor planning is being carried out in three phases that progress from general to specific recommendations. Phase 1 involves the development of a corridor strategy document that identifies a set of general transportation objectives for each corridor. Phase 2 involves incorporating the objectives developed during Phase I into general plans for rural counties and Transportation System Plans (TSPs) for cities of 2,500 population and counties of 25,000 population. At the conclusion of Phase 2 implementation decisions reached through transportation system planning or general planning are combined into a transportation improvement and management element for the corridor . The corridor improvement and management element is to be adopted by the OTC as the Corridor Plan.

A limited number of corridors will require refinement plans to be developed during Phase 3 of corridor planning. Refinement plans will be used to resolve particular environmental, land use or access management issues that require more detailed information and analysis.

Prioritized improvements to corridor facilities, systems and management, identified in the corridor plan, will provide the basis for updating the State Transportation

U.S. Highu~ay395 (Pendleton to California) 14 otak 11. Introduction (Continued)

Improvement Plan which is to be the basis for hstributing the State's limited transportation resources.

The corridor planning process for the US 395 corridor involved extensive public and state agency review to ensure that the goal, themes and objectives are consistent with state and federal policies, initiatives and local interests. A public review process was established that organized state and local stakeholders into interrelated "stakeholder groups." These groups consisted of:

ODOT Region 4 and 5 Internal Review Teams (2); ODOT Modal Planners and Regional and Technical Services members; * Corridor Management Teams (CMT) for the North, Central and South sections of the corridor (3), including planning and public works officials from each jurisdiction, as well as regional/local representatives of state and federal agencies; Corridor Advisory Networks (CAN) for the North, Central and South sections of the corridor (3), including local business representatives, transit providers and other interested private stakeholders; Policy Advisory Networks (PAN) for the North, Central and South sections of the corridor (3), including local elected officials and tribal councils within the corridor; State Agency Coordinating Committee members (SAC), including 32 representatives from 27 interest groups, 17 representatives from 14 state agencies, and four representatives from federal agencies.

In addition to this stakeholder group involvement, public open houses were held throughout the corridor during strategy development process. Eight public open houses were conducted over a seven month period in separate locations along the corridor.

The comments, concerns and issues raised by the stakeholders and public were combined with inventory of transportation facilities and analysis of environmental features, land use and economic conditions and public policies. A technical analysis of highway traffic, safety conditions, and pavement conditions served to confirm and address public issues and concerns, and helped to support specific corridor objectives.

A more detailed description of the public involvement effort is provided in Appendix D.

Summary of Related Plans and Studies

In addition to the state transportation plans and management systems mentioned above, the US 395 corridor strategy is intended to build upon prior transportation, environmental and land use plans throughout the corridor. Local and county plans and

U.S. Highuay 395 (Pendleton to California) 15 otak 11. Introduction (Continued)

special state studies play a significant role in determining the need and desire for transportation enhancements. The related plans and studies used in the formation of the corridor strategy are summarized below.

Local and County Plans

Umatilla County The Umatilla Comprehensive Plan contains general transportation-related policies found in most county plans. Two policies, however, provnde specific direction related to US 395 corridor issues:

Encourage timely reconstruction of US 395 (including a potential Stanfield bypass) while designating adjacent lands for low traffic generating uses, and developing additional north-south through routes east of US 395.

Promote development of additional facilities at the Port and seek to improve transportation linkages to that river area through policies in the Transportation Master Plan.

Grant County The Grant County Plan contains minimal information on the county's transportation system, but mentions the major roadways in the county. The transportation policies are very general with no specific impact upon corridor planning for US 395. The Plan makes note of the state owned John Day airport and private air strips in Long Creek and Monument.

Harney County The Harney County Comprehensive Plan contains basic inventory information on road improvement projects along US 395 that either have been completed or are scheduled for construction. The plan also contains basic inventory information on railroads and airports serving the county, as well as local transit, motor freight and taxi services. Transportation related plan policies are fairly general with the exception of Policy #7 which states that "...a bikepath should be completed from central Hines to Burns."

Lake County The Lake County Comprehensive Plan contains general transportation related policies and recommendations. Plan Policy #8 which states "transportation improvements will avoid dividing existing economic farm units, unless no feasible alternative exists," is of note. There is nothing specifically related to corridor issues in the plan policies or recommendations.

U.S. Highway 395 (Pendleton. to California) 16 otak 11. Introduction (Continued)

City of Pendleton The Pendleton Comprehensive Plan provides a detailed inventory of transportation facilities serving the city, including a substantial amount of historical information. This information is detailed in Section I11 Corridor Overview. The plan is relatively silent with regard to US 395, which likely means at the time of plan adoption (1990) US 395 was considered to be in relatively good shape, since the plan lists a lot of needs for other roads. The Plan has general policies related to transportation facilities, with no policies specifically related to corridor planning issues.

Pilot Rock, Ukiah, Long Creek, Mt. Vernon, John Day, Canyon City, Seneca and Lakeview All of these plans are relatively general and note the existence of US 395 through their communities but do not contain any specific policies or significant inventory information that is particularly useful for the corridor planning process.

City of Burns The Burns Comprehensive Plan contains general plan policies and inventory information. No policies are directly related to US 395, nor to other modes of transportation. The plan does hscuss the existing bikepath between Burns and Hines and speaks of a need to complete the path.

City of Hines The Hines Comprehensive Plan is generally similar to the Burns Plan with regard to inventory and policies. The Hines Plan, however, includes one specific policy to be considered. Policy #9 regarding transportation encourages ODOT to construct a pedestrian path over US 395120 in the area of the elementary school.

Special Studies and Plans

US 395 Corridor Feasibilitv Study (Paco, Washington to Pendleton, Oregon), funded jointly by the Washington Department of Transportation and Oregon Department of Transportation, April 1995.

This corridor study includes a 75-mile segment from 1-84 in Pendleton to Pasco, Washington. The purpose of the study was to determine whether the current US 395 alignment between Pendleton and Pasco is adequate for addressing future local and state needs. The study included a public involvement effort that established objectives for the corridor, and combined these objectives with technical analysis of highway and freight traffic. The study recommended that the current locationlalignment be maintained and enhanced with transportation system management (TSM)

U.S. Highuay 395 (Pendleton to California) 17 otak 11. Introduction (Continued)

improvements in the west portion of the corridor, such as variable message signs and traffic signal systems in Kennewick. It was noted that any significant change in traffic patterns along US 395 south of Pendleton resulting in major realignments or roadway widening could alter these recommendations.

Pendleton Urban Area Coordinated Transwortation for the Elderlv and Disabled Study, Eastern Oregon State College, November 1990.

This study supports an expansion in transportation services in the City of Pendleton for transportation-dependent elderly and disabled residents. The study is cited as a starting point for subsequent discussion and consideration, and is based primarily on existing taxi coupon data, and interviews with transit providers.

Pendleton Transwortation Svstem Plan, City of Pendleton and Oregon Department of Transportation, Ongoing.

This transportation system plan (TSP) is scheduled for completion by Summer 1996 and is being conducted to meet state transportation planning rule (TPR) requirements. It involves a coordinated public involvement effort, transportation conditions inventory and analysis, trip demand modeling, identification of project priorities and costs, funding recommendations, and plan ordinanceJimplementing language.

Small Jurisdiction Model Transwortation Svstem Plan, Grant County, Harney County, John Day, Canyon City, Mt. Vernon, and ODOT, 1995.

This planning effort provided a model Transportation System Plan (TSP) and work plan, and model policies and implementing ordinances to bring small jurisdictions in compliance with the provisions of the Transportation Planning Rule (TPR). Even though jurishctions less than 2,500 may be partially exempt from the provisions of the TPR, measures are needed to protect state transportation fachties. These products have implications for 160-170 small jurishctions throughout the state (50 in Region 5) in terms of providing statewide consistency in the development of small jurisdiction TSPs.

High Desert Management Framework. Draft Plan Amendment and Environmental Imwact Statement for the Prowosed Lake Abert Area, US Department of the Interior, Bureau of Land Management, May 1995.

This environmental impact statement (EIS) addresses seven managementnand use alternatives for the Lake Abert study area. The preferred plan involves designating

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approximately 49,900 acres of public land within the planning area as an Area of Critical Environmental Concern (ACEC).

U.S. Highuay 395 (Pendleton to California) 19 otak 111. Corridor Overview

Role Corridor Plays in Region

US 395 provides a major economic link for Eastern Oregon communities along with 1-84, US 26, US 20, and OR 140 and serves as the primary north-south facility for moving people, goods and services in this portion of the state. The corridor's economic base primarily consists of manufacturing, retail, services and government employment. These sectors of employment account for over 80 percent of the employment in the counties US 395 traverses. US 395 is vital to the movement of goods, services and people engaged in these industries.

There are numerous recreational attractions and environmental features within the corridor. Camping, fishing, and other recreational activities are provided at McKay. Reservoir, Battle Mountain State Park, Ukiah Delta State Park, Umatdla National Forest, Malheur National Forest, Clyde Holiday State Park, and Goose Lake State Park.

General Corridor Description

Because of the length of the corridor and remote locations of communities it serves, the corridor was separated into three sections; north, central and south. See Map 2.

The north section extends 63 miles from Interstate 84 in Pendleton to the town of Dale at the UmatillaJGrant County line. This segment is dominated by Pendleton's sphere of influence and the land use relationship and accessibility of 1-84, the main east-west freeway in Oregon.

The central section extends through Grant and Harney Counties, 195 miles from Dale to Wagontire at the HarneyILake county line. Communities in this segment, such as Mt. Vernon, John Day, Burns, and Hines are primarily oriented to the east-west highways, including US 26 and US 20.

The south section extends through Lake County 94 miles to the California border. The main community in this section is the City of Lakeview. Lakeview has a more functional relationship with Klamath Falls via OR 140 than with communities to the north along us 395.

There are limited multimodal transportation facilities and services currently available within the corridor. US 395 is the primary north-south transportation facility in the corridor, serving automobile, truck, buses, bicyclist and pedestrians.

U.S. Highway 395 (Pendleton to California) 20 otak

37221398/lercaol I 0796.05 Mag 2 US 395 Corridor Pendieton - California

NORTH

CORRIDOR LOCATION

CENTRAL SECTION SOUTHERN SECTION Corridor Overview

East-west access is primarily provided on the intersecting highways, incluhng:

North Section

OR 74 Junction in Nye - connects with OR 206, OR 207, and 1-84 to the west OR 244 Junction in Ukiah - provides access to 1-84 in the La Grande area

Central Section

US 26 Junction in Mt. Vernon - provides links to Prineville and Central Oregon US 26 Junction in John Day - provides links to Vale, Ontario and Idaho US 20 Junction north of Burns - provides links to Vale, Ontario and Idaho OR 78 Junction in Burns - connects with OR 205 and US 95 to the southeast US 20 Junction in Riley - provides links to Bend and Central Oregon

South Section

OR 140 East Junction north of Lakeview - provides a link to US 95 and points in Nevada and Idaho * OR 140 West Junction in Lakeview - connects with Klamath Falls and Central Oregon

In addition to these US and Oregon routes, there are a number of scenic byways, local arterials and forest roads that provide linkages to rural and forested lands to the east and west of US 395.

A detailed description of the other (non-highway) transportation modes in the corridor are provided later in this section under Corridor Characteristics. These "'multimodal" transportation facilities include:

North Section

Rail freight service: Union Pacific Railroad (Pilot Rock to Rieth, west of Pendleton) Amtrak service: Pioneer line (Seattle to Chicago) stops in Pendleton. Intercity bus service: Greyhound provides east-west service on 1-84 Paratransit Service: several local private and community providers Commercial and general aviation service: Pendleton Pipelines: Northwest Pipeline Company Natural Gas Transmission line in Pendleton

CT.S. Highway 395 (Pendleton to California) 22 otak

572U59;lfcro~nl.l 0796 05 111. Corridor Overview

Central Section

Rail freight service: none, a rail connection between Burns and Ontario was recently abandoned. Amtrak service: none Intercity bus service: east-west service on OR 126lUS 26 Paratransit Service: local private and community providers Commercial air service: none General aviation service: John Day, Burns Pipelines: none

South Section

Rail freight service: Lake County-Great Western Railroad (Lakeview to Alturas, California) * Amtrak service: none * Intercity bus service: Red Ball Stage Lines provides service between Klamath Falls and Lakeview six days per week * Paratransit Service: local private and community providers Commercial air service: none General aviation service: Alkali Lake and Lakeview. Pipelines: none

Affected Environment

For planning purposes each section of the corridor was broken down into segments. There are 16 segments in the corridor that are presented below by the three corridor sections and illustrated on aceompangring Maps 3-7. The population counts noted below were recorded in year 1991. Additional natural resources inventory can be found in Appenk E, Oregon Department of Fish and Wilclhfe Environmental Analysis.

North Section (Pendleton to Dale)

Segment 1 - 1-84 to OR 74 (Milepoint 1.7 to 23.6) Segment 1 is 21.9 miles in length. This segment's economy is dominated by the City of Pendleton (pop. 15,440), where the primary industry is agriculture and its supporting services. Land ownership is primarily private with the exception of the McKay Creek National Wildlife Refuge surrounding the reservoir of the same name. Land use consists of urban, residential and various forms of agricultural crops with some limited livestock use as well.

U.S. Highu:ay 395 (Pendleton to California) 23 otak 111. Corridor Overview (Continued)

Two major projects, the Federal Conservation Reserve Program and the Columbia River Irrigation project, support the agricultural economy. Most agricultural production is dry farming (extensive wheat production) with irrigated farming being a small percentage by comparison. Further south McKay Reservoir serves farmers and ranchers up and down the Umatilla River Valley.

The first mile of US 395 south of 1-84 in Pendleton is predominantly strip commercial development and is a five-lane section. The economy in the city of Pilot Rock (population 1,500) is based on agriculture, lumber and wood products, and hunting season-related services. The city's largest employer, with upwards of 200 employees is Masonite, a fiber board manufacturer. Louisiana Pacific, a large former employer recently ceased operations.

The highest temperature ever recorded in Oregon of 119 degrees was recorded in Pendleton in August 1898.

The east and west forks of Birch Creek are managed for wild fish production. West Fork Birch Creek has been identified as having problems with bed-loading of sediment and the subsequent removal of the material due to a bridge which is too low. Numerous deedauto collisions occur annually between Pilot Rock and the Nye junction with Oregon 74.

Segment 2 - OR 74 to Battle Mountain Summit (Milepoint 23.6 to 39.8) This segment is 16.2 miles in length. Oregon Highway 74 provides access westerly to Heppner and eventually Interstate 84. The land ownership is similar to segment one. Battle Mountain State Park is a favorite destination due to the magnificent views and cool summer temperatures. The dominant land use is agricultural (grazing) and forest. The segment is scarcely populated and employment is predominantly in agriculture/ livestock production and recreation.

Segment 3 - Battle Mountain Summit to Dale (Milepoint 39.8 to 64.94) This segment is 25.1 miles in length. The segment descends from Battle Mtn. Summit through forest then parallels Camas Creek to the logging community of Dale (UrnatillatGrant County line). Land ownership is private through the north half of the segment and largely public through the south half. Near Ukiah, OR 244 provides a linkage to La Grande to the east. Ukiah (population 250), located one mile east of the corridor is the population center for the area. Ukiah (along with Seneca) has the distinction of having the lowest temperature ever recorded in Oregon, minus-54 degrees on February 9, 1933.

U.S. Highway 395 (Pertdleton to California) 24 otak 111. Corridor Overview (Continued)

The Camas Creek valley area is used primarily for livestock grazing. The sharp curves of this segment and its proximity to Camas Creek present constraints to roadway improvements. Forestry and ranching (grazing) are the predominant land use. This area is also a destination for outdoor enthusiasts. Hunters, fishermen, campers, and bird watchers enjoy mah-Delta State Park, located at milepoint 49.1, near Oregon 244.

The southern seven-mile portion of the segment is surrounded by Bridge Creek State Wildlife Area. The ODFW Bridge Creek Wildlife Management Area adjoins the Ukiah- Dale Forest Wayside which provides significant habitat for a number of species as well as an aesthetically pleasing viewshed for highway travelers. The Umatilla National Forest is found immediately south of these state owned lands and continues south to the community of Dale. There is one major stream and one major river in the corridor, namely Camas Creek and the North Fork John Day River.

The Snipe Creek valley has been identified as an important wetland in the winter months. Spring Chinook Salmon are found in Camas Creek which provides both spawning and rearing habitat for these fish. There are two sensitive bird species found within the stretch. They are the Upland Sandpiper and the Grasshopper Sparrow. The area from the Ukiah-Dale State Wayside to the county line is identified as a critical wintering area for large ungulates (deer and elk) in the county comprehensive plan. This is also an area where road-kill of these same animals occurs.

U.S. Highway 395 (Pendletort to California) 25 otak

572L139Yrcrcm 14 0796 05 US 395 Corridor Map 3 Pendleton - California Northern Section

Clty Umtts - AMTRAK Route >! AMTRAK Depot @ Greyhound Bus Depot GH Greyhound Servlce Route Other Intercity Carriers

Transportation District @@Elderly and Special Needs Transporl;atlon 6iib Taxi

FEBRUARY 1996 ' 111. Corridor Overview (Continued)

Central Section (Dale to Wagontire)

Segment 4 - Dale to Long Creek (Milepoint 64.9 to 90.3) This segment is 25.4 miles in length. The segment extends from Dale (Grant/Umatilla County Line) through the Umatilla National Forest to Long Creek (population 245). The topography is varied as in the previous segment with two mountain passes and one major river valley present. Land ownership is mostly private except for small blocks of federal forests lands near the community of Dale. These are within the Umatilla National Forest boundaries. The predominant land uses are forestry and ranching with a small commercial center and lumber mill in Long Creek. Ritter Hot Springs'is a destination for recreation and nature enthusiasts.

Allowing the natural meander of Meadow Brook Creek and reducing the sediment input would improve conditions in the stream for spawning Chinook Salmon and Steelhead. The stream is currently highly controlled and affected by highway activities. Idaho Fescue-Bluebunch Wheatgrass Bunchgrass, Idaho Fescue-Junegrass Bunchgrass, and Western JuniperIBluebunch Wheatgrass communities are found adjacent to the highway in the Pass CreeWLong Creek area. In fact the highway bisects a large area where these groups are present and consequently impacts from the highway are hkely to be high. There are multiple streams within 1.5 miles of the highway which contain fish species.

Segment 5 - Long Creek to East Beach Creek Road (Milepoint 90.3 to 110.1) This steep mountainous segment is 19.8 miles in length. The Malheur National Forest is crossed near the pass on these mountains and again at the end of the stretch near the East Fork Beech Creek. The balance of land ownership is private. Land use is a combination of forestry, recreation, livestock, and three small rural communities. The segment is scarcely populated with communities in the small village of Pox, and a cluster of trailer homes at Beech Creek. There are multiple streams within 1.5 miles of 395 which contain fish.

Segment 6 - East Beach Creek Road to Mt. Vernon (Milepoint 110.1 to 120.5) This segment is 10.4 miles in length. The segment runs from Beech Creek Summit south through a narrow valley (width allows for widening) to the US 26 junctions in Mt Vernon (population 540). Timber, ranching, and recreation activities are the primary economic activities in the valley. The land ownership in the beginning of the stretch is a variety of private and federal. The federal lands are portions of the Malheur National Forest and the Bureau of Land Management. There are many streams within 1.5 miles of the highway which contain fish. This entire segment has been identified as a major deer migratory and consequently a road-kill area. Mt. Vernon, the only city in this

U.S. Highway 395 (Pendleton to California) 2'7 otak 111. Corridor Overview (Continued)

segment, has a restaurant, motel, gas station, community grocery, elementary school, and an engineering/surveying firm.

Segment 7 - Mt. Vernon to John Day (US 26 Milepoint 154.0 to 162.3) This segment, which parallels the John Day River and also functions as US 26, is 8.3 miles in length. Traffic in the John Day (population 1,865), which has the only traffic signal in Grant County is becoming increasingly congested. John Day has a vibrant downtown and a relatively healthy economy, based on the timber industry and the presence of government agencies. The land ownership is private with two cities on either end. The land use is primarily dictated by the location of the municipalities with residential, industrial and commercial structures. The landuse between Mt. Vernon and John Day is characterized by irrigated agriculture. There are some agricultural and livestock operations primarily north of the road. A state hlghway wayside is located on the south side of the US 395NS 26.

Segment 8 - John Day to Malheur National Forest Boundary (Milepoint 0.0 to 18.7) This segment is 18.7 miles in length and begins where US 395 extends south from US 26. The segment includes commercial strips withn John Day and the Grant County seat Canyon City (population 625). There is a narrow and steep alignment in this segment, running parallel to Canyon Creek. The land ownership is in private, BLM, and USFS hands. There are two towns which provide land use activities such as residential, commercial, and rural landscapes. Land use is characterized by rural residential, recreation, forestry, livestock, and irrigated agriculture. John Day State Airport is accessible from US 395, one-half mile west of the north end of the segment.

The Canyon Creek crossing area and south on both sides of the highway is winter range for a number of large mammals. The highest concentration of road-kdl in this stretch is from the crossing to milepost 8.

Segment 9 - Malheur National Forest Boundary to Camp Creek Road (Milepoint 18.7 to 31.5) This segment is 12.8 miles in length. Seneca (population 190) serves as the hstribution center for 1ivestocMgrazing activities and also has a small logging operation. Seneca (along with Ukiah) has the distinction of having the coldest temperature ever recorded in Oregon, minus-54 degrees on February 10, 1933. Land ownership is split between private and the Malheur National Forest. Livestock, forestry, and recreation occur in the area with latter occurring primarily on federal line. There is an ongoing double bridge replacement above the turn to the Ponderosa Ranch guest house which involves a rerouting of the highway and removal of some willow habitat. The project should be

U.S. Highway 395 (Pendleton to California) 28 otak 111. Corridor Overview (Continued)

considered a potential area for mitigation. The Snow Mountain Pine Company owns the recently (1990) abandoned roadbed for the Oregon and Northwestern Railroad, which parallels on the west side of the highway between Seneca and Hines, where the company has recently closed it operation.

Inland Red-band Rainbow Trout are present in the Silvies River. This species is considered sensitive by the ODFW. Since the highway is immediately adjacent to the river the impacts caused by the road could be high. From Starr Ridge south to Bear Valley, a number of deer are killed on the road annually. The areas which contain cottonwoods are important areas for many different species of nesting birds but they are also very few and far between. Because of these factors, the local ODFW biologists should be consulted before activities that would alter these areas occur. Bald Eagles are in the area in the spring and fall months frequently in close proximity to the road. The area between just south of Seneca to Charlie Smith Reservoir has been identified as a road-kill deer area.

U.S. Highaay 395 (Pendleton to California) 29 otak

S72B395ltcre*ol l 07% 03 US 395 Corridor Map 4 Pendleton - California Central Section Segments 4 - 9

LEGEND Clty Umb Other Intercity Carriers

Transportation District Elderly and Special Needs Transportdon

c------

GRANT COUNIY #mi."' HARNM CWNlY FEBRUARY 1998 111. Corridor Overview (Continued)

Segment 10 - Camp Creek Road to Malheur National Forest Boundary (Milepoint 31.5 to 47.7) This segment is 16.2 miles in length. The segment, follows the Silvies River and crosses the Grant/Harney County line. Land ownership is private and federal. Some smaller BLM blocks are adjacent to the highway. Meadow-based grazing, limited forestry and recreation are the only economic activities. The Ponderosa Dude ranch, which is accessed off of US 395 has a private airstrip adjacent to the corridor. A seven wire buffalo fence was erected some time in the past and today actually falls within the ODOT highway right-of-way. This is an area of concern for ODFW biologists due to the entrapping nature it has on some of the native wildlife species. This fence should be replaced. This could be accomplished through the use of a 4 wires, the lowest being smooth. A deer road-kill area extends from just south of Seneca to Charlie Smith Reservoir in this segment. The areas which contain cottonwoods are important areas for many different species of nesting birds.

Segment 11 - Malheur National Forest Boundary to U. S. 20 (Milepoint 47.7 to 67.8) This segment is 20.1 miles in length. The land ownership is mostly federal with a private strip following Poison Creek. Private lands dominate in the basin. Land use includes forestry and recreation on the USFS and BLM lands while livestock and agriculture with some rural residential activities on the private. There is limited residential but some recreational activity (hunting and fishing) incluhng the Idlewild picnic area/campground and Devine Canyon.

Bastard Kentrophyta is also found in this segment. This legume is also known as Deschutes milk-vetch. The highway cuts through one of the known populations presently. Effects on this population could be high. Inland Redband Rainbow Trout and Malheur Mottled Sculpin are present in the Devine Canyon and Poison Greek. The highway is adjacent to these streams through the majority of the segment and therefore has the potential to affect these fish. In fact the current highway location has altered the natural flow of the streams and has resulted in the restricted channel. Moreover, the sculpins are known to be particularly susceptible to increased sediment load in their environment. Both species of fish are federal C2 and state sensitive species.

Segment 12 - US 20 to Riley (US 20 Milepoint 134.0 to 104) This segment is 29.4 miles in length. This segment functions as both Highways 20 and 395. Land is owned by private individuals and the Burns district of the BLM. There is a small amount of state land as well. Land use includes those associated with the towns of Burns, Hines and Riley, livestock and various agricultural crops, rural residences, and limited recreation. The cities of Burns (pop. 2,905) and Hines (pop. 1,425) possess

G.S. Highway 395 (Peradleton to California) 31 otak 111. Corridor Overview (Continued)

diverse land use types including light industrial activities, Bureau of Land Management (BLM) and US Forest Service offices, and strip commercially. In the next two years BLM will be closing their Hines office and relocating to the existing Forest Service offices, also in Hines. Snow Mountain Pine Lumber in Hines has recently closed its operation. Irrigated agriculture and ranching predominate the non-urban area. The Burns Paiute Indian Reservation is located one mile north of Burns. Access to the Burns hrport is from US 395. There is also a rest area located west of BurnsIHines.

Cusick's Buckwheat, a federal and state candidate for listing, is found in this segment. This plant occurs very near the road and the impacts could be high. The Malheur Mottled Sculpin and Inland Redband Rainbow trout are present in Silver Creek. The concerns for these species are the same here as in segment 11.

Approximately $10 mdhon was invested in rebuilding the Oregon Eastern Railroad after the flooding of 1990. However, the line was still abandoned in 1992 due to a lack of shippers.

Oregon Highway 78 extends toward Winnemucca, Nevada to the southeast. Oregon 205 (off of OR 78) provides access to the Malheur Wildlife Refuge, a destination for nature enthusiasts.

U.S. Highway 395 (Pendleton to California) 32 otak

:722/3931,ororol.I 079Go: US 395 Corridor Map 5 Pendleton - California Central Section NORTH Segments 10 - 12

FEBRUARY 1996 111. Corridor Overview (Continued)

Segment 13 - Riley to Abert Lake (north end) (Milepoint 0.0 to 67.7) This segment is 67.7 miles in length. The northern half of this segment from Riley to Wagontire (HarneyILake County line) is in the Central Section and the portion from Wagontire to Abert Lake is in the Southern Section of the US 395 Corridor.

This segment has minimal population and employment, which primarily consists of the employees at the Oregon State University Agricultural Center (located 10 miles south of Riley) and the commercial services at Wagontire and Alkali Lake. Land ownership is primarily Burns BLM in this long segment. There are scattered parcels in state and private ownership. Land use is primarily grazing of livestock. There is some recreation and military use as well. There are identified habitats (currently unprotected by local, state or federal law) adjacent to Abert and Alkali Lakes. Alkali Lake State Airport is located between Wagontire and Alkali Lake, and services as an emergency landing strip.

Silver SagebruchINevada Bluegrass shrub playa communities are found in many locations throughout the segment. In some cases the highway cuts directly through these populations obstructing the flow of water, nutrients and hspersal between the bisected community. This plant community is very restricted in terms of suitable growing areas since it requires seasonal inundation of water to survive. Swainson's hawks are known to nest in a few locations near the highway in this region of the state. The distribution of these nests are generally limited use to the scarcity of suitable nesting areas. This leads to the importance of retaining the integrity and existence of the few trees that remain. The nests which are nearest to the road could be highly affected.

U.S. Highzay 39.5 (Pendleton to California) 34 otak

?7"23Wllerc*nl.l 0796 03 US 395 Corridor Map 6 Pendleton - California PREPARED BY Central/Southern Section NORTH Segment 13 111. Corridor Overview (Continued)

South Section (Wagontire to California) The northern portion of the South Section is included in Segment 13 as described above.

Segment 14 - Abert Lake (north end) to OR 31 (Milepoint 67.7 to 90.0) This segment is 22.3 miles in length. This unpopulated segment lies on a narrow roadbed between Abert Lake and the imposing Abert Rim. BLM ownership dominates with private lands around Valley Falls. Land use is in the form of livestock grazing, recreation and some rural residences on the southern end of the segment. Other agricultural is found in this area also. There are two significant physical features of this area, both of which are under the protection of the National Historic Register: Abert Lake Petroglyphs and the East Abert Lake Archaeological District. The area is also a habitat to various species and the Bureau of Land Management has designated the Rim to be a Wilderness Study Area. These agencies along with the Oregon Department of Fish and Wildlife have designated the area as a protected Big Horn Sheep habitat. There are a number of recreational facilities and sites in this segment.

Segment 15 - OR 31 to Cox Creek Road (Milepoint 120.5 to 134.5) This segment is 14.0 miles in length. This sparsely populated segment has farming (mostly grazing) and forest activities as its primary land uses, along with some recreations facilities and sites. There is a small State Wayside along the creek where some recreational inevitable occurs. There are some limited services available at the OR 31 junction at Valley Falls. OR 31 extends northwesterly to Paisley (population 340) and Christmas Valley, eventually joining US 97 near LaPine, (142 miles west). There are some unprotected habitats and a natural restoration project underway for Crooked Creek, making this an area sensitive to road improvement and maintenance impacts.

Segment 16 - Cox Creek Road to California Border (Milepoint 134.5 to 157.7) This segment is 23.2 miles in length. The county seat of Lakeview (population 2,580) is at an elevation of 4,800 feet (highest city in Oregon). Land ownership is private with the city of Lakeview present in the middle of the stretch. Other rural residences are scattered through the landscape. Agriculture (specifically irrigated agriculture south of Lakeview) and forests are the primary land uses in this segment. Some recreation occurs in the segment. Lakeview, which centers on the junction of US 395 and OR 140, has several historic buildings and &verse land use types. There are unprotected habitats south of Lakeview. Access to Goose Lake State Park is from the village of New Pine Creek, immediately north of the California border.

U.S. Highway 395 (Pendleton to Califor?~,ia) 36 otak

5:?2393/tere*nl4 0796 03 US 395 Corridor Pendleton - California Map 7 Southern Section NORM

CALIFORNIA 111. Corridor Overview (Continued)

Population and Employment

In 1990 there were 81,200 residents within the four counties (Umatilla, Grant, Harney, Lake) that are traversed by US 395. Almost three-quarters of the corridor population resides in Umatilla County, primarily in the Pendleton urban area. The 1990 employment for the four county area was 28,711, with 73 percent of the jobs based in Umatilla County.

According to demographic forecasts prepared by Portland State University in 1993 and adopted by ODOT, population in Umatilla, Grant, Harney and Lake counties is projected to increase by 23 percent or 18,800 people between 1990 and 2012. This is somewhat below the projected statewide population growth rate of 33.8 percent for the same time period. Population and employment projections for selected counties within the corridor are provided in Table 1.

Throughout the corridor, employment is projected to increase faster than population. This work force expansion wdl be accommodated by new workers relocating to the area, and the entrance of new wage earners within existing households. Employment growth rates vary by corridor section. Total employment in Umatilla, Grant, Harney and Lake counties is projected to increase by 34 percent or 9,750 workers (lower than the statewide projection of 43.3%) over the 1990 to 2012 period.

Within the corridor, the growth in population and employment is expanding fastest in Umatilla County. Umatilla County is projected to account for 77 percent of the net increase in jobs and housing over the projected time period.

According to the Oregon Employment,Department, over the 14-year perlod from 1979 to 1993, employment increased by approximately 14 percent in Umatilla and Grant Counties, while there was a 5 percent loss in jobs in Harney County and almost no employment change in Lake County. The largest sectors of employment are manufacturing (primarily wood products), retail, services, and government. Between 1979 and 1993, service employment increased by approximately 6 percent, while manufacturing, wholesale trade, and government employment sectors declined slightly.

The shift in the US 395 corridor economy away from timber-related industries towards the service sector marks a trend similar to the state and nation. If this trend continues there will likely be more growth in local and regional trips than long-haul interstate trips along US 395 over the 20 year planning horizon.

U.S. Highway 395 (Pendleton to California) 38 otak 111. Corridor Overview (Continued)

Population and Employment Projections

US Highu:ay 395 (Pendleton to California) 39 otak iil'39~1torcsoll 0796 05 111. Corridor Overview (Continued)

Although national policy such as the North American Free Trade Agreement (NAFTA) supports increased north-south trade between Mexico, United States and Canada, truckers tend to utilize 1-5, US 97, and US 95 more than US 395. Oregon state transportation policy and current projects on 1-5 and US 97, such as 1-5 wideninglrealignment and bridge replacement in Salem and the US 97 Bend Parkway should allow these routes to continue to serve the bulk of interstate shipping activity. Hence, growth in freight traffic along US 395 is projected to be less than the growth expected for 1-5, US 97 and US 95.

Expanding population and tourism within the US 395 corridor and in the Pacific Northwest region will lead to increased local and recreational trips within the corridor and will likely account for the majority of increased trip demand throughout the corridor over the 20-year projection time period. New retail and wholesale distribution centers in the Pendleton area and special economic opportunity projects, such as the Lottery Center in Burns and pearlite mining near Lakeview will likely generate additional vehicular and truck traffic along US 395, and increase the importance of air, intercity bus and rail service.

Corridor Characteristics

A transportation corridor has the potential of providing a diverse multimodal transportation network. In the US 395 corridor, while each transportation mode (vehicles, bikes, trains, airplanes) plays an important part in moving goods and people through the corridor, the highway continues to act as the predominant transportation facility.

A. Highway System US 395 is the primary north-south transportation facility in the corridor, serving automobiles, trucks, buses, bicycles and pedestrians. US 395 is predominantly a rural two-lane highway, except for a five-lane section in Pendleton (Segment 1) and a four- lane section through Burns and Hines (Segment 12).

To understand corridor transportation system dynamics, the existing conditions of the system and its facilities were analyzed. In addition, potential future highway service conditions are presented based on information from ODOT's Highway Performance Monitoring System (HPMS) data and other sources.

The Federal Highway Administration (FHA) requires each state to collect and submit information on highway conditions and performance for selected segments (samples) of a highway. The ODOT accomplishes this requirement through the Highway Performance Monitoring System (HPMS) database (See Appendix G).

US Highway 395 (Pendleton to California) 40 otak 111. Corridor Overview (Continued)

ODOT maintains and regularly updates the HPMS database for all highways of statewide significance. HPMS information helps in understanhng existing and projected transportation performance, and is useful in comparing state highway corridors and segments within corridors. A summary of HPMS results for the corridor is provided below. The base year of 1996 was chosen for this analysis to coordinate the corridor analysis with the development of local transportation system plans, which were originally to be completed by 1996. The planning horizon, 2016, was established to give a twenty-year outlook.

HPMS data is portrayed for the entire corridor. Detailed HPMS segment information is not available at this time. However, safety data from the Safety Priority Index System (SPIS) is provided by segment. As previously described, US 395 from Pendleton to California is hvided into three sections and 16 segments, spanning a &stance of 351.5 miles.

The ODOT Highwav User Survey conducted a survey of 4,000 randomly selected licensed drivers living in Oregon in 1993. Each person was shown a map identifying all of the corridors and was asked to choose two corridors with which they were most familiar. They were asked a number of questions about those corridors. The results of this highway user intercept survey are useful in understanding the reasons why people use the highway, the frequency of use, likes and dislikes, and preferred improvements. Comparison of results between US 395 and the statewide averages are provided in Figures 1 and 2. Pertinent findings include:

US 395 is used primarily for "recreation!pleasure" purposes. However, the corridor also serves personal needs to a greater extent than the statewide corridors, on average. * Most drivers use US 395 only a "few times yearly," but the percent of drivers that use the corridor frequently exceeds the statewide average. "Scenery" is what travelers like most about US 395. * Most of US 395's users wouid like discretionary funds allocated for "travel time" and "safety" improvements.

US Highway 395 (Pendleton to Califorr~ia) 4 1 otak

572D39Ytercrai,l 0746.05 Figure 1 U.S. 395 Corridor

ODOT Hiehway User Survey Results

Reason for Using Corridor Commuting to Work P

Personal Needs b

(Percent of Response)

Frequency of Corridor Use

Daily

2 or More Times Weekly Weekly I Twice Monrhty

Monthly 1 Few Times Yearly I f I I I I I 8 t I I I L i

(Percent of Response)

Pendleton - California Corridor 1All Statewide Corridors Figure 2 U.S. 395 Corridor

ODOT Highwav User Survey Results

What Users Like Most About Corridor Scenery I Short Travel Time F Safety F Ease of Access F Other 1 , , f t 4 0 10 20 30 40 50 60 70 80 90 100 (Percent of Response)

Preferred Allocation of Discretionary Funds

Travel Time

Safety

Environment Id:

Public Transportation

Ped~Bicycle

Other I t I I I 8 I I 1 4 I I , 0 10 20 30 40 50 60 70 80 90 100 (Percent of Response)

Pendleton - California Corridor All Statewide Corridors 111. Corridor Overview (Continued)

Traffic Volumes

HPMS data indicates that average daily traffic (ADT) volumes on US 395 between Pendleton and California is generally less than the statewide averages (see Table 2). Only 2 percent of the corridor (5 lane section in Pendleton) has ADT greater than 5,000. Truck volumes are less than 500 ADT in 92 percent of the corridor. The majority of the roadway (77 percent) experienced a traffic growth rate of less than 2 percent from 1972 to 1992. The HPMS data projects a continued gradual increase in traffic volumes through the year 2016, with the percentage of trucks increasing slightly (see Figures 3- 7).

Figures 3-7 show traffic levels differ along the corridor based on the function of the road network in conjunction with the other state highways which intersect US 395. The ADT south of Pendleton continually decreases farther south until it increases again in the Burns area. This and the low long-term ADT growth rate implies that few automobiles and trucks use US 395 for through trips, and that local traffic and connections to US 26 and US 20 are the source of a majority of trips. The somewhat higher than corridor-wide level of truck ADT north of Lakeview can be attributed to OR 31 access to the Bend area.

Traffic Congestion

The HPMS analytical process measures relative congestion in terms of level of service (LOS), which is derived from a composite analysis of volume/service flow (VISF) ratios. The lowest congestion is indicated by LOS A, B and C. Moderate congestion is indicated by LOS D. High congestion is indicated by LOS F.

Figure 8 portrays congestion by percent distribution of highway miles less than two scenarios: 1996 Existing Condition and 2016 No Improvements. As shown, currently 100 percent of the corridor has low congestion. In 2016, even with no highway improvements, congestion is projected to remain nonexistent within the corridor.

Highway Travel Time

In this analysis, travel time is used as a measure of highway performance. It is a useful inhcator for determining existing and future travel efficiency under various improvement and facilities management assumptions. Travel time takes into account speed limits, congestion levels, development types (rural, community, urban), pavement conditions, curves, grades, speed change and traffic signal cycles, and idling times. Improvements in travel times contribute to fuel conservation, personal time savings, improved safety and pollution reduction.

US Highujay 395 (Pendletort to California) 44 otak III. Corridor Overview (Continued)

Table 2 Highway Traffic in the US 395 Corridor: Pendleton - California Distribution of Corridor Miles US 395 Statewide Average 1992 Traffic Volumes* Corridor 0-1,999 84% 37% 2,000-4,999 14% 36% 5 000-9 999

US Highway 395 (Peladleton to California) 45 otak

572ZR9>/trrcsal.i 0796 05 Figure 3 U.S. 395 Corridor Average Daily Traffic (ADT) Trends

West of Pilot Rock

A11 Traffic

YEAR

Trucks

YEAR

Automatic Recorder 30-007 Hwy. #28 M.P. 16.87 (West of Pilot Rock) Figure 4 U.S. 395 Corridor Average Daily Traffic (ADT) Trends

North of Long Creek

All Traffic

YEAR

Trucks

YEAR.

Automatic Recorder 19-006 Hwy. '#28 M.P. 89.52 (North of Long Creek) Figure 5 U.S. 395 Corridor Average Daily Traffic (ADT) Trends

North of B-

A 11 Traffic

0 ! 1970 1975 1980 1985 1990 1995 1990 1995 2000 2005 2010 2015 2020

YEAR

Trucks

0 1970 79-95 1980 1985 1990 1995 1990 1995 2000 2005 2010 2015 2020

YEAR

Automatic Recorder 13-001 Hwy. #48 M.P. 67.46 (North of Oregon Highway #7, US-20) Figure 6 U.S. 395 Corridor Average Daily Traffic (ADT) Trends

South of Hinhwav 3 1

A11 Traffic

YEAR

Trucks

0 1970 1945 1980 1985 1990 1995 1990 1995 2000 2005 2010 2065 2020

YEAR

Automatic Recorder 19-004 Hwy. #19 M.P. 120.83 (South of Junction with Lakeview - Burns Highway #3 1) Figure 7 U.S. 395 Corridor Average Daily Traffic (ADT) Trends

North of California Border

All Traffic

01 1970 1975 1980 1985 1990 1995 1990 1995 2000 2005 2010 2015 2020

YEAR

Trucks

YEAR

Automatic Recorder 19-008 Hwy. #19 M.P. 157.43 (North of Oregon - California State Border) Figure 8 U.S. 395 Corridor Existing and Projected Level of Service

Pendleton - California

1996 - EXISTING 20 16 - NO IMPROVEMENTS

High High Congestion Congestion 0% 0% Moderate Moderate

Low Low Congestion Congestion 100% .a*.., 1 UU70 111. Corridor Overview (Continued)

The analysis of average travel time is intended to measure the efficiency of vehicular through traffic movement from one end of the Corridor to the other. Figure 9 illustrates the projected change in total travel time by 2016, considering improvement and management alternatives. Average travel time (through the entire corridor) for cars is two hours and 41 minutes (37 percent) less than for trucks. (See Appendix G, Highway Performance Monitoring System, page 21.11). As noted on page 21.25 of Appendix G, inadequate horizontal curvature and vertical grade increase travel time for trucks, primarily in the north and central sections.

The no-improvement scenario assumes that pavements will be maintained, but that neither roadway geometry (width, curvature, grades) nor roadway capacity (number of traffic lanes) will be improved. The two management options estimate the possible effects of future land development on performance. Land use is identified as one of three categories; urban, community, or rural. The high-management option assumes that despite changes in land use, the general operating characteristics of the highway will not change. This might be accomplished through judicious land use planning, local road construction and access management. The low-management scenario assumes that highway operating characteristics will change as a result of future changes in land use. Specifically, it is assumed that urban fringe areas within urban growth boundaries would become urban in character and lower speed zones would be imposed in these areas for safety purposes.

As indicated by Figure 9, with high-management but without improvements, travel time is projected to increase from seven hours and 49 minutes to 8 hours. With the addition of highway improvements, the travel time is projected to actually decrease to 7 hours and 34 minutes. There is a 26-minute improvement with the ImprovementlHigh Management scenario over the No ImprovementlHigh Management scenario, a change of 5.5 percent. There is a 25-minute improvement with the ImprovementILow Management scenario over the No Improvement/Low Management scenario. There is a limited (six minutes) difference in travel time between the No Improvement/ Low Management and the No ImprovementlHigh Management.

These time comparisons indicate that Fachties Management would tend to have a negligible influence on improving travel time within the entire corridor and improvements can reduce travel time by approximately 5 percent. However, given the low ADT along the corridor, investments in this corridor would not be cost-effective relative to other corridors in the state . However, facilities management techniques, such as control over driveway and intersection spacing may be warranted in urban areas to address level of service or safety issues.

52 otak Figure 9 U.S. 395 Corridor

Effects of Improvements and Facilities Manapement on Travel Time

Pendleton - California

8 hrs. 6 nin.

7 hrs. 49 nin.

1996 2016 2016 2016 2016 Existing No Build No Build Build Build Low Mgmt. High Mgmt. Low Mgmt. High Mgmt, 111. Corridor Overview (Continued)

Safety

The Safety Priority Index System (SPIS) is a method used by ODOT for identifying and prioritizing locations in need of safety improvements. The SPIS index has three parameters: accident frequency, accident rate, and accident severity. A location with an SPIS number in the top 10 percent of statewide values is a "high accident location."

Based on analysis of accidents from 1991 through 1993, there are 18 "High Accident" locations on US 395 between Pendleton and California. For the period from 1991 through 1993, the number of high accident locations on US 395 was .06 locations per mile in 1992, below the statewide average of .54.

The corridor's rural accident rate was shghtly lower than the statewide average, 0.74 versus 0.87 accidents per million vehicle miles, respectively. Together, these data indicate there to be a number of minor accidents (i.e., vehicles running off rural roads) in addition to "High Accident" locations.

Segment-specific rural accident rates and other accident data can be found in Appendix 6, Highway Performance Monitoring System. Key findings from the SPIS analysis are summarized in Table 3 include:

North Section

There were five "High Accident" locations in a one-mile stretch between the I-84/US 395 interchange and Montee Drive in Pendleton (Segment 1). There were more than 60 reported accidents in this segment, between 1991 and 1993 (20 per year). A majority of the accidents in this segment, which has 10,000 ADT, were intersection related.

Central Section

* Icy conditions contributed to majority of the accidents in Segments 5 (Long Creek Mt. Summit-elevation 5,101 feet). Rural Segment 7 between Mt. Vernon and John Day, which is functioning as both US 395 and US 26, has no "high accident" locations but, does have an unusually high rural accident rate of 1.54, almost double the statewide average. In this segment there was a high percentage of minor intersection/access related accidents (46% versus 23% for the entire corridor). The relatively high volume of traffic and high percentage of turning movements associated with the movements to and from US 395NS 26 likely account for the high percentage of turning and rear-end accidents in John Day.

US Highrcay 395 (Pendleton to California) 54 otak 111. Corridor Overview (Continued)

Table 3 - Safety Analysis of the US 395 Pendleton - California Corridor I "High Accident" Locations* Locations per Mile

US 395 0.06

Statewide Average 0.54

Rural Accident Rates**

US 395 (segments 2-16) 0.74

Statewide Average 0.87

* A "High Accident" location is a site which ranks in the top 10 percent statewide in accident frequency, severity and rate. **Accidents per million vehicle miles of travel for period 1991-1 993. Source: Safety Priority Index System database, Oregon Department of Transportation; Compiled by Otak, Inc.

Based on 1991-1993 accident data. Source: Accident Summary Database Investigative Report.

US Highway 395 (Pendleton to California) 55 otak 111. Corridor Overview (Continued)

Three-quarters of the accidents in the Segment 8, south of Canyon City in the mountainous portion of Malheur National Forest, involved trucks. Icy conditions contributed to a majority of these accidents. In Star Ridge Canyon, at milepoint 4 there have been a number of trench flip-overs. Factors could include excessive speed, insufficient superelevation, and/or tight curve radii. There is a High Accident location in Segment 9, between Seneca and Cottonwood Creek, near Star Ridge Summit (elevation 5,152 feet). The accidents at this location all involved trucks during icy conhtions. Icy conditions contributed to the majority of the accidents in Segment 11, which includes a 5,340 foot summit. Segment 12 had more than 100 accidents between 1991 and 1993. There were 48 accidents (2 High Accident locations) in the four-mile section between north Burns and the junction with US 20. These accidents were predominantly intersection and/or turning type incidents.

South Section

Icy conditions at high elevation contributed to majority of the accidents in segment 14 (vicinity of Abert Lake, elevation approximately 5,000 feet). In Segments 15 and 16 there were High Accident locations, all intersection related, at the OR 31NS 395 intersection and near Hunters Lodge south of Lakeview.

Pavement Condition

Pavement Condition surveys were completed by ODOT in 1994. There are generally four classifications of pavement conhtions ranging from very good to very poor. In 1994, OD6T's combined highway pavement conditions were rated as follows: very good - 7.3 percent; good - 38.7 percent; fair - 34.4 percent; poor - 19.9 percent; very poor - 0.3 percent. These percentages include the freeway system which in general has better pavement conhtion than the remainder of the system. The 1994 Pavement Condition Rating shows a slight decline in overall condition from 1993 (drop to 80 percent from 83 percent) in the percentage of Fair-or-Better pavement. However, this is greater than the original road condition baseline of 67 percent of state highways with "fair or better" pavement conditions. This indicates that some progress is being made toward the ODOT statewide goal of 90 percent Fair-or-Better pavement conditions by year 2010. Pavement condition is a measure of ruts, cracks, potholes, patches, and other features of the various types of pavement used on the state highway system.

Of the 351 miles of US 395 pavement, 27 percent (94.3 miles) is in Good condition, 29 percent (102.1 miles) is in Fair condition, 31 percent (107.2 miles) is in Poor condition,

US Highway 39.5 (Pendletoi~to California) 56 otak 111. Corridor Overview (Continued)

and 13 percent (47.1 miles) is Under Construction. As noted in Table 4, four hfferent pavement sections in the corridor are undergoing rehabhtationlresurfacing projects. Upon completion, of these projects, only 69 percent of the corridor's pavement will be in fair or better conhtion, well short of the statewide goal of 90 percent. The Under Construction sections will be in very good condition when construction is complete. See Tables 4 and 5 for pavement condition findmgs for the US 395 Corridor.

US Highway 395 (Pendleton to California) 57 otak

S?S~39311crernl.I 0796.03 111. Corridor Overview (Continued)

TOTAL 350.8 94.3 102.1 107.3 47.1 * Sections under construction will be "very good once complete. Source: Oregon Department of Transportation, 1994 Pavement Conhtion Report, Engineering Services Section - Pavement Unit; Compiled by Otak, Inc.

US Highuay 395 (Pendleton to California) 58 otak

3iZY395/icrcml~l 0796 03 111. Corridor Overview (Continued)

Table 5 US 395 Corridor Plan 1994 Pavement Condition Report by Percentage of Linear Miles Pavement Condition Segment Linear Very Very Under Miles Good Good Fair Poor Poor Const. 1 21.9 77% 23%

I TOTAL 350.8 27% 29% 31% 13% State Avg. 7.3% 38.7% 34.4% 19.9% 0.3% 100.0% * Sections under construction will be "very good once complete. Source: Oregon Department of Transportation, 1994 Pavement Condition Report, - Engineering Services Section - Pavement Unit; Compiled by Otak, Inc.

US Highu:ay 395 (Pendleton to California) 59 otak

5:22/39Silerexnl~I 0796 01, 111. Corridor Overview (Continued)

Key findings from the Pavement analysis are summarized in Table 4 and 5, and include:

North Section

Segment 1 has two stretches (4.15 miles form Pendleton to McKay Dam and .63 miles from White Eagle Grange to Pilot Rock) with Poor pavement condition. The remaining 17.1 miles of the segment's pavement is in fair condition. Thirty-six percent of the pavement in Segment 2 is in Poor condition, including the 5.8 miles from Gurdane to Albee Road Junction. The majority (75 percent) of the pavement is Segment 3 is in Poor condition, including an eight-mile section from Albee Road Junction to Ukiah Dale Waysides, and a 10.4 mile section from Five Mile Creek to Bully Creek.

Central Section

* The majority of Segment 8 (71 per cent) has poor pavement conditions, including the 13.2 miles between Canyon City and Star Ridge. The southerly 8 miles of Segment 10 is classified as having Poor pavement conditions, which continues through Segment 11. In Segment 11, the entire 20.1 miles of pavement is in Poor conhtion. Approximately 28 percent of Segment 13, including a 19-mile section from Riley to the Lake County border, has Poor pavement conditions.

South Section

Approximately 34 percent (7.52 miles) of Segment 14, from Lake Abert to Valley Falls has Poor pavement condition. Approximately 42 percent ( 5.77 miles) of Segment 15, north of Loveless Creek has Poor pavement condition.

Cost-Effectiveness Analysis

There are several ways to evaluate the cost effectiveness of major transportation improvements, such as the construction of a new highway or a widened roadway. The cost-effectiveness methodology being applied to the strategy development phase of corridor planning focuses on the amount of time savings generated per investment in geometric and capacity improvements to the highway. Time savings is measured in vehicle hours (one vehicle hour is one vehicle traveling for one hour) and investment is measured in millions of dollars. The analysis assumes that vehicle-hour savings is

US Highmay 395 (Pendleton to California) 60 otak 111. Corridor Overview (Continued) positive since it would tend to reduce congestion and vehicle emissions, and enhance air quality.

This type of cost-effectiveness analysis is useful in comparing the relative benefit of investing in one corridor versus another. The analysis also provides a ready comparison to the average cost-effectiveness of all statewide corridors.

As indicated by Figure 10, of the selected statewide corridors shown, US 395 is well below the average cost- effectiveness. In comparison to the statewide average, a $10 million investment in transportation improvements on US 395 would result in negligible annual travel time savings, because of the relatively low volume of vehicles actually traveling the corridor. This compares to a statewide average of 688,000 annual vehicle hour savings per $10 million investment.

B. Rail Service Within the US 395 corridor there are two freight lines in operation. The nearest passenger rail service is provided in Pendleton and outside the corridor in Klamath Falls.

Freight System

The Oregon Rail System includes 740 miles of main line and 1,860 miles of secondary main line, branch lines and short lines. There are three classes of railroads. Class I railroads have annual gross revenues of $250 million or more. Class I1 railroads have revenues of more than $20 million, but less than $250 million. (There are no Class I1 railroads in Oregon.) Class 111 railroads have revenues of less than $20 million.

The Union Pacific Railroad (UP), a Class I railroad, has a branch line that connects Pilot Rock to the main line in Reith (west of Pendleton). This branch provides service to the wood products industries in Pilot Rock. The line handles less than one million gross tons of freight annually and has carload weight restriction of 220,000 pounds, but no dimensional restrictions. The track is maintained to permit Federal Railroad Administration (FRA) Class 2 speeds (maximum speed of 25 miles per hour).

The Lake County-Great Western Railway, a Class I11 railroad, connects Lakeview with the Southern Pacific trunk line in Alturas, California which provides a direct link to the Southern Pacific main line in Klamath Falls. The Great Western Railway Company (GWR) of Oregon, a part of the OmniTrax network of short lines, leases the former Southern Pacific (SP) Lakeview Branch from its owner, Lake County. The line was the first of the Class 1 spinoffs in Oregon. It is 56 miles in length, including 14 miles in Oregon. Traffic handled by GWR amounts to less than one million gross tons per

US Highway 395 (Pendleton to California) 6 1 otak Figure 10 Annual Time Saved Per Investment onSelected Corridors 111. Corridor Overview (Continued) year. The track is maintained to FRA Class 2 (25-mile per hour maximum) speed standards with a weight restriction of 263,000 pounds.

Another Class I11 railroad, the Oregon Eastern Railroad, founded in 1989, operated over UP'S former Oregon Eastern Branch which was acquired under the feeder line provisions of the Stagger's Act. The line, at one time 158 miles in length, diverged from the Union Pacific main line at Ontario and ran west to Burns. However, the line was temporarily out of service between Celatom (RIP 23.5) and Burns (RIP 158.0) when a six- mile section just east of Burns was flooded by the rising waters of Harney and Malheur Lakes in 1984. Subsequently, this portion of the line was rehabilitated in 1990, but traffic levels never met expectations and the section was abandoned in 1992.

The right-of-way between Celaton and Burns is owned by the Wyoming and Colorado Railroad, but the track has been removed, with no plans for future use. The remaining segment, 23.5 miles between Celatom and Ontario and a traffic density of less than one million gross tons per year. The track is maintained to FRA Class 2 (25-mile per hour maximum) speed standards with 263,000-pound weight limits and no dimensional restrictions.

The Oregon and Northwestern Railroad, a Class I11 railroad, formerly ran between Burns and Seneca, a distance of 50 miles, delivering lumber products, but was shortened to Hines in 1984 (due to the loss of the only shipper at Seneca) and subsequently to Burns in 1988. The line was abandoned in 1990 by its owner Snow Mountain Pine Company, and all of its trackage has been removed.

Passenger Service htrak's Pioneer Line operates along Union Pacific tracks within the 1-84 corridor between Portland and Boise, with a station in Pendleton. The Amtrak Coast Starlight operates along the Southern Pacific Cascade Line between Eugene and California, with a station in KZamath Falls. Federal budget cuts reduced Arntrak funding have reduced htrak passenger services along the Pioneer Line in recent years and could jeopardize existing service frequency along these lines.

C. Air Service There are 99 airports in Oregon which together form an integrated aviation network system. Each airport has a designated role in the system.

The Eastern Oregon Regional Airport at Pendleton located northwest of the corridor in Pendleton, is the only commercial airport, with regularly scheduled service, in the corridor.

CTS Highway 395 (Pendleton to California) 63 otak 111. Corridor Overview (Continued)

Pendleton is the third largest (total acreage) airport in Oregon behind Portland and Klamath Falls, and has 1,000 acres available for business development. It is home to the Weather Service, the local helicopter unit of the National Guard, and has an improved FAA tower which has been guaranteed funding for an extended period. The Airport Manager has requested the Portland-based Air National Guard move to Pendleton to obtain a more unrestricted operations training environment.

Horizon Air Regularly Scheduled Commercial Air Passenger Service 1 Direct Destinations Daily Non-Stop Flights I I Portland - - - Walla Walla 2 I Horizon Air Connecting Service From Portland I I Connection Destinations via Portland Daily Non-Stop Flights I t I Seattle every ?4 hour Spokane every hour Eugene 6 North Bend 5 1 Redmond I 7 I I Salem I 3 (airport limousine trips) I

I Klamath Falls 1 4 1

Pullman 2 Redding 4 Arcata 4 I I Sacramento I 4 I

Annual originating and transferring boardings from Pendleton have increased 16 percent over the last four years from 10,448 in 1992 to an estimated 12,161in 1995.

US Highuay 395 (Pendleton to California) 64 otak 111. Corridor Overview (Continued)

It has been reported that fares have a major impact on passenger levels. Horizon's special fares are only based on large city origins. At times, it is more cost effective to fly to Portland via Pasco Airport than the Eastern Oregon Regional Airport. Passenger levels likely suffer from Pendleton's Horizon service only offering the smaller 17-seat planes, rather than the 31-seat planes.

In addition to Horizon hrservice, three fixed-base operators provide air charter service and &ght training. There are currently 65 private aircraft housed at Pendleton. There is no additional hanger space but tie-down space is available.

Freight service is provided by UPS, Federal Express, and Pony Express along with Horizon who also provides US Mail service. Freight operations are measured in on and off pounds of freight and mail, as summarized below:

Freight Shipments Mail Shipments Year Off On Off On 1992 40,404 62,797 424 485 1993 67,724 47,532 1,189 485 1994 62,070 77,543 3,738 2,425 1995 (11 months) 60,327 62,843 4,840 1,748

Airport access is limited to one off-ramp from 1-84 at Westgate. The airport is proposing a new point of access from the Barnhart off-ramp west of town with a projected capital cost of $3.0 mdlion.

The airport is two miles from downtown with private taxi being the only access to town other than one motel shuttle. Amtrak and Greyhound are four blocks apart in downtown and provide very limited service, as indicated below in public transportation.

John Day State Airport John Day State Airport is located on approximately 335 acres west of the corridor on a plateau 3,697 feet above mean sea level. John Day State Arport is owned by the Oregon Department of Transportation (ODOT) and operated jointly by ODOT's Aeronautics Section and Grant County. The airport is an integral part of the State's airport system, as it provides geographic coverage and accessibility to an area of the state that is sparsely populated and somewhat remote. Although there are a number of small airstrips in the area, the facilities available at John Day State Airport (i.e. fuel, runway length, etc.) are only available at larger facilities such as Prineville, Baker, Burns and Pendleton. Burns Municipal Airport, approximately 70 miles south, is the closest full seryice airport to John Day.

US Highway 395 (Pendleton to California) 65 otak

572D3951tcrcra1,l 0796 05 111. Corridor Overview (Continued)

The airport supports the community's ability to attract tourists to the region. John Day State Airport provides access to recreational areas such as Malheur and Umatilla National Forests, the John Day Fossil Beds National Monument and several wilderness areas. The United States Forest Service operates a fire suppression base at the airport with its own aircraft parking apron, helipads and buildings located on airport property. The airport is also used for business and medevac fights.

Vehicle access to the airport is provided from a roadway which connects to US 395 just south of the John Day. The access road is narrow and has a series a switchbacks which are required to offset the significant gain in elevation above the community. Interest in providing vehicle access southwest of the airport via West Bench Road exists. Alter- native vehicle access and other facility improvements for the John Day State Airport have been identified in the recent John Day State hrport Layout Plan and Report.

Surface transportation to the John Day Airport is provided by a county-owned courtesy car located at the airport. Also, the Grant County People Mover can serve the airport on its Redmond to Prairie City run on a reservation basis.

Burns Municipal Airport Burns Municipal Airport, owned by the City of Burns, is located on approximately 800 acres approximately 5 miles east of the corridor. Since there are very few airports in southeastern Oregon that offer comparable runway length, lighting, instrument approach capabilities, fuel and other aircraft services, Burns Municipal Airport serves a geographic area that extends well beyond the local Burns-Hines area.

Burns Municipal Airport is capable of accommodating medevac fights or other emergency related aircraft operations during poor weather conditions. It supports the local economic base and growing recreational and tourism industry that is centered around the Malhuer National Wildlife Refuge, Steens Mountains and other major recreational attractions in the area. The continued use of the airport for business and medevac fights is particularly dependent on maintaining quality facilities. A number of facility improvements for the Burns Municipal Airport have been identified in the recent Burns Municipal hrport Layout Plan Report.

Vehicle access to the airport is provided from State Highway 78, which connects to County Road 115, also referred to as Airport Road. Vehicle access is adequate. The local pilot's association provides a courtesy car as available, for a fee, for visiting pilots. Local taxi service is also available.

US Highway 395 (Pendleton to California) 66 otak 111. Corridor Overview (Continued)

Alkali Lake State Airport Alkali Lake State Airport comprises approximately 147 acres of land, and is located west of the corridor, 8 miles north of the rural service district of Alkali Lake. The location of Alkali Lake State Airport is important to the State's airport system from a geographic coverage and access standpoint. The airport is located approximately 65 miles north of the Lake County -Lakeview Airport and 40 miles east of the Christmas Valley Airport. The airport's role is primarily one of providing an emergency landing strip in a remote, sparsely populated area. The airport, which has one 6,100 foot long by 75-foot-wide paved runway and a windsock, is owned and maintained by the Oregon Department of Transportation.

Lake County-Lakeview Airport Lake County-Lakeview Airport is located three miles southwest of the City, north of Goose Lake. The airport is owned and operated jointly between the city of Lakeview and Lake County. The airport serves the economic base of the area. A number of facility improvements have been made to the Lake County-Lakeview Azrport in recent years. There is local interest in developing the airport as a general aviation reliever for Klamath Falls International Airport. An update of the Airport Master Plan is needed to reevaluate facility requirements on a more detailed basis.

Local taxi service, as well as a county-owned courtesy car for visiting pilots, provides access between the airport and town.

D. Water There are no port facilities located in the corridor. Nearest port facilities are located north of the corridor along the Columbia River near Hermiston.

E. Public Transportation Public transportation is of growing importance to the corridor, as a balanced transportation system is developed to meet the goals of the Oregon Transportation Plan (OTP) as well as the Public Transportation Plan. Several transit-related provisions of the OTP apply directly to the corridor. The OTP calls for linking local elderly and disadvantaged transit services to intercity public transportation systems. Issues such as the need for additional service, services to the transportation-disadvantaged, and commuter needs will affect future conditions.

Intercity Bus Service North-south intercity bus service is not currently provided in the Corridor. Limited east- west intercity service is provided via Highway's 1-84, 26 and 140. Current intercity service includes: Greyhound serves the 1-84 corridor with service to Pendleton;

US Highuay 395 (Pendleton to California) 67 otak 111. Corridor Overview (Continued)

The People Mover (Grant County Transportation District) runs one round trip bus three days a week between Redmond and Prairie City along US 26, providing passenger and parcel delivery service; Until recently, Porter Stage Lines made one daily round-trip between Bend and Ontario on US 20, but because of low ridership service has been discontinued until further notice; Red Ball Stage Lines runs one daily (except Sunday) round trip bus between Lakeview and Klamath Falls primarily as a parcel service, but has the abihty to accommodate two passengers per trip.

Paratransit Service There are several local private and community-based paratransit providers within the corridor:

North Section Bethphage Mission West, Inc. and the City of Pendleton provide paratransit services in the City of Pendleton. Foster GrandparentsISenior Companions, RSVP of Eastern Oregon, and Umatilla County Mental Health provide client paratransit services throughout Umatilla County, including Pendleton. - The city of Pendleton and Umatilla County Mental Health also participates in a taxi- voucher program. Foster GrandparentsISenior Companions operates a volunteer driver program. There is currently one taxi-voucher program for the general public, which must be applied for in advance. A few vouchers are also available on an emergency basis. Pilot Rock Lions Club recently initiated a Dial-a-Ride services in the greater Pilot Rock City area.

Central Section * Volunteer Services Dial-a-Ride (John Day) and Alternative Services of Oregon, Inc. (Canyon City) provide client services throughout Grant County. There is three days a week regularly scheduled bedroute service provided by Porter Stage Lines. Harney County Senior Center provides Dial-a-Ride services in Burns Hines is in the process of expanding the service area to the surrounding ten mile rahus.

South Section Lake Activity Center provides client transportation and Dial-a-Ride services in Lake County.

US Highway 395 (Pe~zdletonto California) 68 otak 111. Corridor Overview (Continued)

Lake County Senior Citizens Association provides Dial-a-Ride services and a volunteer driver program.

F. Bicycle Facilities ODOT is planning a new system for classifying bicycle facilities based on existence of shoulders (minimum four feet) and level of ADT (less than 1,000 ADT- low; 1,000 to 3,000- moderate; more than 3,000- high). The new system will identify as "generally suitable" for bicycling any portion of a state highway that has at least a four-foot shoulder andlor if there is not a four-foot shoulder, less than 1,000 ADT.

Bicycle data is not currently available by segment nor does the HPMS safety data specifically identify bicycle statistics. Bicycle statistics are grouped under "other" in both the Accident type and Vehicle type analysis.

G. Pedestrian Facilities Pedestrian activity is concentrated in the urban areas and at primary recreation sites within the corridor. Future pedestrian activity is anticipated to be concentrated in the same areas. Existing facilities are limited.

H. Pipeline Facilities No oil or gas pipelines are present in this corridor. The closest pipelines include a Pacific Gas Transmission Company line running north-south to the west of Pendleton and a Chevron pipe line which parallel's 1-84 through Pendleton.

Plan Requirements and Issues

A desired outcome of the strategy development phase of Corridor Planning is the establishment of general and specific objectives for each corridor. The objectives form the basis of the corridor strategy and must be consistent with federal, and state policies, planning requirements and transportation issues. Issues were developed from input by agency staff and public comment. Hence, plan requirements and issues serve as the foundation for developing corridor objectives and for consistency in statewide applications have been grouped into two categories:

Transportation Performance Measures - Transportation balance/intermodal connectivity; regional connectivity; highway level of service, facility management and roadway conditions; and safety.

Transportation Impacts - Environmental; social and land use; energy and economic impacts.

US Highuay 395 (Pendleton to California) 69 otak 111. Corridor Overview (Continued)

A. Transportation Balance/Intermodal Connectivity In accordance with the Oregon Transportation Plan (OTP), "it is the policy of the State of Oregon to provide a balanced transportation system. A balanced transportation system is one that provides transportation options at appropriate minimum service standards, reduces reliance on the single occupant's automobile where other modes or choices can be made available, particularly in urban areas, and takes advantage of the inherent efficiencies of each mode" (OTP Policy 1A).

Applicable plan requirements and issues that pertain to truck freight, automobiles, passenger and freight rail service, air, bicyclelpedestrian, urbanlintercity transit and pipelines are described below.

Listed issues come from a number of sources including the four June 1995 Open Houses (Pendleton, John Day, Burns and Lakeview), Corridor Management Team meetings (held in the north section Pendleton, central section - Burns, southern section - Lakeview), stakeholder interviews, HPMS data, and ODOT internal review team staff discussions. Summaries of these meetings are provided in detail in Appendix D, Public Involvement.

A listing of applicable planning documents is included in Appendix B, Sources.

1. Truck Freight

Policies

Highway freight accessing intermodal facilities or moving within Oregon should experience level of service C or better. (OTP, p. 90) lssues

Truck length restrictions and special permitting requirements apply to the section between Pilot Rock and Canyon City. Car transport by flat bed truck or rail (i.e., a car train) was mentioned during stakeholder outreach as a possible means for reducing the number of cars on US 395 and utilizing empty truck1 freight cars on Oregon highways during off peak periods for back hauling opportunity. US 395 movement onto 1-84 on-ramp in Pendleton is difficult for trucks and other large vehicles to negotiate. If they don't slow enough for a turn, tip-overs are common. Truckers feel wider shoulders are needed especially in the Central section.

US Highway 395 (Pendleton to California) 70 otak 111. Corridor Overview (Continued)

Southbound truckers avoid US 395 at Albert Lake because of pavement conditions. They bypass Lakeview (use County Road to Christmas Valley to US 97) on trips to Klamath Falls. Runaway truck ramps should be considered on US 395 south of Canyon City at the 120-degree curve. Raise the height of traffic signals in Burns and Hines to allow trucks clearance.

2. Automobiles

Policies

It is the policy of the OTP to achieve modal balance, overall transportation efficiency and environmental responsibility, in part, through efforts to reduce vehicle miles of automobile travel per capita (OTP, Policy IA).

Issues

Specific highway issues are discussed below under C - Highway Level of Service and Congestion; D - Facility Management; E - Roadway Conhtions; and F - Safety.

During the strategy development process, local support was expressed in favor of:

an improved local road network between Pendleton and its airport; a slow-moving vehicle lane between Pilot Rock and Battle Mountain; passing lanes between Battle Mountain and Dale (MP 45 to 55); passing lanes in Devine Canyon, Star Ridge, between Mt. Vernon and Fox, on both sides of Ritter Butte, and between Dale and Ukiah; and need feasibzty evaluation for a truck route in Burns to reduce congestion on US 395120. Passing, climbing lanes on Canyon Mountain between John Day and Burns-CMT * Passing lanes between Meadow Brook Summit and the Middle Fork of the John Day River, Passing lanes are needed between M.P. 35 and 45.

During the strategy development process, local support was expressed for access improvements in vicinity of:

Pilot Rock Industrial Site - a northbound left turn lane off of US 395; McKay Dam Recreation Area - a northbound acceleration lane; MP 161, west of John Day - a center turn lane and possibly a traffic signal; John Day Airport - an alternative access road for public use; West of Hines - access to the proposed visitor center;

US Highway 395 (Pendleton to California) '7 1 otak 111. Corridor Overview (Continued)

Between Burns and Hines - a center turn lane; At the Hines BLM office - a traffic signal.

3. Rail Service

Policies

Increase economic opportunities for the State by having a viable and competitive rail system (OFR, Policy 1). Strengthen the retention of local rail service, where feasible (OFR, Policy 2). Protect abandoned rail rights-of-way for alternative or future use (OFR, Policy 3). Priority rights of way should be preserved for potential public use or ownership when abandonment proceedings are initiated (OTP, p. 93). Integrate rail freight considerations into the State's land use planning process (OFR, Policy 4). Branch lines within Oregon should be maintained to allow a minimum speed of 25 miles per hour whenever upgrading can be achieved with a favorable benefit-cost ratio (OTP, p. 93). Rail mainlines within Oregon should provide convenient ramps, terminal and reload facilities for transfers from truck to rail for long haul movement of freight. High quality highway access should be provided to mainlines, trunk lines, and the Siskiyou branch line (OTP, p. 93). To the extent possible, major intermodal truckfrail facilities should exist on rail mainlines with a service area of 150 miles (OTP, p. 91). lssues

Back haul costs make rail-freight inefficient. Limited freight rail service available in North and South section, and none in Central section. Limited passenger rail (Arntrak) services available in the north section and nonexistent service in the central and south sections.

4. Air

Policies

To the extent possible, direct interconnections should be available between intercity bus, air, rail, airport, limousine services, and local transit service (OTP, p. 88).

US Highway 395 (Pendleton to California) 72 otak 111. Corridor Overview (Continued)

Issues

Limited commercial air service is available (Pendleton) and is considered to be expensive by stakeholder participants. John Day (Central Section) and Burns (South Section) Airports need runway improvements and instrumentation upgrades. Poor connection opportunities at Pendleton Airport leads corridor residents to use Redmond Airport or drive to Portland.

Policies

Statewide and regional bicycle systems should be integrated with other transportation systems in urban and rural areas to accommodate commuting and other trips by bicycle. Safe, direct and continuous bikeways free of unnecessary delays should be provided along all urban arterial and major collector routes. Paved shoulders should be provided on highways in rural areas. (OTP, p. 94). * US 395 between Pendleton and the California border is to be preserved and improved to safely accommodate statewide bicycle travel (OBPP). Footpaths and bike trails are to be provided wherever a highway, road, or street is being constructed, reconstructed, or relocated except in certain circumstances (ORS 366.514). Bikeways must be provided along all arterial and major collectors, except in certain circumstances (OBPP).

issues

Road width not adequate to accommodate safe bicycle travel in most sections. Adequate lanes might attract bicycle visitation/tourism and help spur economic development. * The lack of a bicycle lane in the north section near Dale was identified as a safety concern. Bike paths in Pilot Rock ends abruptly east of the highway. During the public involvement process, support was expressed for a pedestrian crossing in Pilot Rock.

US Highuiay 395 (Pendletoi~to California) 73 otak

372Z/?98/tcrcmIJ Oi96 0; 111. Corridor Overview (Continued)

6. Public Transportation

Policies

Local public transit services and elderlylhsadvantaged transit service providers should regularly connect with intercity passenger services (OTP, p. 88). Intercity passenger terminals should be subject to public control in order to assure open access to all intercity carriers (OTP, p. 88). Services will be provided in compliance with the Americans with Disabilities Act (ADA) requirements for all modes and transfer facilities (OTP, p. 88). Intercity passenger service should be available for an incorporated city or groups of cities within five miles of one another having a combined population of more than 2,500 and located 20 miles or more from the nearest Oregon city with a larger population and economy. Services should allow a round trip to be made within one day (OTP, p. 89).

Issues

* There are very limited options to the private automobile for travel within the corridor. While there are several local private and community-based transit services, northlsouth intercity transit is non existent and eastlwest transit is very limited. During public involvement process, support was expressed for improved general northlsouth access in the corridor and enhanced medcal emergency care access to points eastlwest along Highways 140, 20 and 26. Elderly transportation is limited,

7. Pipelines

Policies

In order to make alternative fuel widely available to the transportation user and to support regional economic development opportunities, adequate natural gas should be available every 100 to 150 miles on major interstatelstatewide transportation corridors throughout the state when economically feasible (OTP, p. 93).

US Highway 395 (Perzdleton to California) 74 otak 111. Corridor Overview (Continued)

B. Regional Connectivity

Policies

It is the policy of the State of Oregon to identify and develop a statewide transportation system of corridors and facilities that ensures appropriate access to all areas of the state, nation and the world (OTP, p. 41).

Issues

US 395 serves international, interstate, regional and local travel. The "Three Flags Highway" as it is also known could have an increasing role in the hstribution of highway freight and international trade, in light of the North American Free Trade Agreement involving Canada, the United States and Mexico. Intermodal connectivity is poor, specifically in Pendleton.

C. Highway Level of Service, Congestion, Facility Management, and Roadway Condition

1. Highway Level of Service and Congestion

Policies

The portion of US 395 from Pendleton to Riley is classified by ODOT as having a Statewide Level of Importance. The primary function of statewide highways is to provide connections and links to larger urban areas, ports and major recreation areas. A secondary function is to provide links and connections for intra-urban and intra-regional trips. The management objective is to provide for safe and efficient high-speed continuous-flow operation in rural areas and high to moderate-speed operations with limited interruptions of flow in urban and urbanizing areas (OHP, p. A-2, A-5). For the section from Pendleton to Riley, which has Statewide LOI, provide traffic flow for urban, urbanizing and rural development center areas at LOS C, for rural areas at LOS B and for Special Transportation Areas at LOS E (OHP, p. A-3). * For the section from Riley to the California border, which has Regional LOI, provide traffic flow for urban areas at LOS D, urbanizing and rural development center areas at LOS C, for rural areas at LOS C and for Special Transportation Areas at LOS E (OHP, p. A-3). Where a highway section is severely constrained by intensive land use or other physical or environmental limitations, and where service levels are substandard, the &vision's objective will be to maintain current service levels (OTP, p. 142).

US Highuay 395 (Pendleton. to California) 75 otak 111. Corridor Overview (Continued)

Issues

During the public involvement process, a concern was expressed regarding congestion in the urban areas of Pendleton, Mt. Vernon, John Day, Burns, Hines and Lakeview. Concern was expressed over the congestion impact of the redevelopment of the Harris Pine site as a shopping center just north of the US 39511-84 junctions. Also, increasing residential development which will access US 395 at the SW HaileyITutuilla Road intersection was cited as an example of this potential issue. In Pendleton, congestion occurs at the Montee Drive/US 395 intersection. Support was expressed for an improved local road network between Pendleton and the Airport and enhanced access management to address selected areas of congestion. Three miles south of Pendleton, near McKay Reservoir, congestion was reported at US 395 and Cheryl Lane. The East Birch StreetJUS 395 intersection in Pilot Rock has congestion problems. In the north section public support was expressed for a slow-moving vehicle lane between Pilot Rock and Battle Mountain. In Pendleton, there are some public perceptions that when Ladd Canyon and Cabbage Hill are closed, traffic will increase on US 395. In the North section, public support was expressed for passing lanes between milepost 45 and 55. In the Central section, future truck traffic is projected to increase, especially if other northlsouth routes in Oregon (i.e., US 97 and 1-5) become increasingly congested. In the Central section, public support was expressed for passing lanes in Devine Canyon, Star Ridge, between Mt. Vernon and Fox, on both sides of Ritter Butte, and between Dale and Ukiah. Public support was expressed for evaluating the feasibility and needs of a truck route in Burns to reduce congestion on US 395. Consider local bypass and/or truck routes in John Day; potential alignments - Mt. Vernon to Star Ridge, Beach Creek to Izy or Seneca.

2. Facility Management

Policies

Transportation facility management efforts such as improvements to the local street network, access management (driveway spacing, turning restrictions) and signal times are various means to enhance traffic flow and preserve existing facilities. Access management categories will ordinarily be applied in conjunction with the development of highway corridor plans. The assignment of access management categories will be consistent with the state Access Management Policy, the classification of the highway

US Highway 395 (Pendleton to California) 76 otak

3722lS951toresnl~I 0796.05 111. Corridor Overview (Continued) and will be adequate in addressing the level of service standards which applies to the highway (OHP, p. B-2, B-3).

Issues

Provision of improved access management on Highway 395 in the north end of Pendleton, was generally supported by the public. At McKay Dam Recreation Area the left turn lane also serves the passing lane, and support was expressed for a northbound acceleration lane onto Highway 395. Support was expressed for a northbound left turn lane off US 395 into the Pilot Rock Industrial Site. Access to the lake southeast of Pilot rock needs to be improved. Public support was expressed in favor of improved maintenance between Cooper Creek and Ukiah, and repairs to the road at Ukiah Junction. In the Central section, public concern was expressed over slow response time for the hazardous materials removal. The Hazardous Materials Teams must come from either Redmond or Ontario and it takes several hours. Public sentiment was in favor of forming an interjurisdictional agreement to establishing a local Hazardous Materials Team. Public Support for a center turn lane, and possibly a traffic signal at MP 161, west of John Day where new government offices will be opening. There are concerns about the need and feasibility of any type of John Day bypass, as well as its environmental impacts. The area of US 395 between John Day and Star Ridge (Segment 8) was identified as a safety hazard, with mixed support for an evaluation of alternatives through this segment including a Vance Creek alignment. Public sentiment is in favor of evaluating an alternative access road to the John Day Airport for public use. It was reported that the USFS has a lease and has been blocking improvements to the alternative access road because they need clear access to the helipad during a fire season. In the Central section, access to a proposed visitor center, west of Hines, would need to be addressed. Between Hines and Burns some public support was expressed for a three-lane road with a center turn lane. Consideration of a traffic signal at NIP 129 near the BLM office, west of Hines was supported by the public. However, it was reported that the BLM office is scheduled to close in two years. Support was expressed for better signage marking the east bound truck escape route at the BLM office on US 395120, west of Hines. In the South section, public support expressed for improved directional signage at the intersection of US 395 and the county road leading to Christmas Valley.

US Highway 395 (Pendleton to California) 77 otak 111. Corridor Overview (Continued)

3. Roadway Conditions

Policies

Follow a program outlined in Oregon Benchmarks to reach a goal of having 90 percent of road pavement in "fair-or-better" conhtion (OHP, p. 17). Perform system maintenance at a level that avoids deferral (OHP p. 17). Establish a bridge maintenance program which keeps up with and mitigates deterioration (OHP, p. 17).

The general sentiment regarding US 395 is that the condition of its pavement is poor and that its base is deteriorating. The public perception is that the road condition is deteriorating because of a poor maintenance program. High pressure single tires and studded tires cause extensive road damage. Road width and shoulders are considered too narrow in most sections, by corridor stakeholders. Corridor stakeholders stated a safety concern about steep sloping shoulders contributing to roll-over accidents. Public perception is that road conhtions affect economic development opportunities. Public concerns over roadway marking deterioration especially in the central section. A super elevation problem was noted south of Canyon City in the Central section. US 395 through Jack Canyon is narrow with inadequate shoulders. Road north of OR 244 is in poor condition. Road south of Camas Creek is too narrow. Pavement at Highway Well Rest Area is in poor condition. Shoulders need to be repaired where recent paving job was completed between Riley and Abert Lake. There are limited shoulders north of Valley Falls Junction. Quartz Mountain area has poorly done pavements. There is concern as to the impact of livestock activity on the roadway in the southern section. Roadway maintenance should be shared between ODOT districts in GrantIHarney County and between DeschutesIHarney County. Consider updating the maintenance partnering agreement for the Idlewild campground and snow park area. Road conditions can create safety problems for the transport of hazardous materials. Sharp superelevations in the road cause frequent truck accidents from load shifting between Junction 2441395 and Dale.

US Highway 395 (Peradleton to California) 78 otak

57ZU33Sitcrc.iol l 0796 05 111. Corridor Overview (Continued)

D. Safety

Policies

It is the policy of the State of Oregon to improve continually the safety of all facets of statewide transportation for system users including operators, passengers, pedestrians, recipients of goods and services and property owners (OTP, p. 43).

Issues

Better signage is needed to make traffic merging right-of-way clear at the intersection of US 395 and OR 11 near the Ford Garage in Pendleton. Use a mobile rate of speed reader boards to mitigate speeding on fringes of urban areas. Poor visibility entering US 395 at Battle Mtn. State Park and at OR 244/USFS (Blue Mountain Byway) junction. Stock Drive, north of Battle Mountain Summit drains water onto US 395. Sharp curves at M.P. 26. On US 26 approaching US 395, road texturing would help notify drivers of an upcoming stop sign; stop light might be needed. Trees are a danger in Battle Mtn. and Camas Creek areas. Blowdowns and forest fires are a concern because of the large number of dead trees. Maintenance crews are restricted from removal efforts by other agencies' regulations. Inadequate shoulder widths present roadside safety conflicts and limit traffic enforcement effectiveness. Bicycle and pedestrian safety is a concern. A travel advisory radio or electronic signage service is desired, Poor road conditions, limited visibility at night, icing, road kills, sharp curves and rockfall induce safety problems. Rockslides are common between M.P. 12 and 13. Mill Road at US 395 intersection has poor visibility for northbound traffic. Stop signs at OR 74/US 395 is often run through. Public sentiment is that crossing lines at pedestrian crosswalks are not clear (they wash away because of DEQ requirements to use water-base paint). Support was expressed for alternatives including a pavement change (i.e., bricks, color, textures). Public concern was expressed over pedestrian crossing and safety hazards in Pendleton; at Nye AvenuemS 395 intersection, at the 1-84 junction with Southgatems 395; and at pedestrian crossings in Pilot Rock (Cheryl Lane), Ukiah, Mt. Vernon, John Day, Hines, Burns and in Lakeview. Curve at M.P. 3 (Canyon Creek) has banked curves. Trucks tip over here. A wildlife (deer, elk) crossing at McKay Dam and range movement along the highway near Ukiah present safety hazards.

US Highway 395 (Pendleton to California) 79 otak 111. Corridor Overview (Continued)

Deer crossing on Battle Mountain is a safety hazard. There are dangerous curves south of Pilot Rock and in the Seneca area. Dangerous curves between Ukiah and Battle Mtn. Near Battle Mountain at "the Horn" additional guard rails, fog lines and expanded shoulders are desired. Between Pilot Rock and Battle Mountain there is a need for realignment of sharp curves. These curves along with inclement weather cause especially bad safety problems near "the Horn." Poor sight distance is a reported issue at the junction of US 39510regon 53 (Forest Road) and US 39510regon 253. Public sentiment for a lower posted speed and expanded enforcement on US 395 in Dale. Dangerous curves between Mount Vernon and Fox. On US 395 at the curve at MP 4 just south of John Day there is a safety problem which was identified by public stakeholders. The creek overflows there and it is a high accident location (especially for trucks). There appears to be a frost heave in the pavement at about the spot where trucks usually tip over. There are problems with falling rocks in Devine Canyon and at Star Ridge (between MP 1 and 12). The Junction of US 395 and US 20 is considered to be a poorly designed intersection. Stakeholders recommended enhanced signalization. There are several curves on US 395 that need to be evaluated for safety improvements between Burns and Canyon City. The unclear painted median at Poison Creek is considered to be dangerous by local stakeholders. Support was expressed for a turning lane (i.e., similar to the US 395 interchange at Riley). Better signage was requested west or" the Hines BLM office to help address a problem with speeding through traffic. The gravel pit at the ODOT maintenance pit near the BLM office in Hines is reported to impact site &stance. The need for better signage should be evaluated for the eastbound escape lane into the BLM offices on US 395120. Trucks are reported to often mistake it for an outside truck lane. The junction of US 395120 (east of Burns) is considered to be dangerous "Y" intersection. Trucks are often reported to enter the intersection the wrong way, (i.e., northbound trucks on US 395 take a southbound lane at intersection) to avoid a super-elevation "hump" in the road on the northbound approach. The junction of US 395 and/or 31 in Valley Falls is a high accident location. The multi-street intersection of US 395 or 140 and two local city streets is considered to be a dangerous intersection by local stakeholders. Excessive speeding at Hunter Hot Springs, just north of Lakeview.

US Highway 395 (Pendleton to California) 80 otak 111. Corridor Overview (Continued)

E. Environmental Impacts

Policies

It is the policy of the State of Oregon to provide a transportation system that is environmentally responsible and encourages conservation of natural resources (OTP, Policy ID).

Issues

Water quality and natural resource issues need to be considered. Better coordination with the BLM and tribal archeologists is expected to improve efforts of managing natural resources. Public sentiment that proper disposal of construction debris, not just dumping, should be better addressed and enforced. Public concerns about hazardous materials being transported to Hermiston in vicinity of North Fork of John Day River, a critical salmon habitat. * Sedimentationlrunoff is a concern, particularly near Alexander Creek (north section), West Fork Birch Creek (north section), Camas Creek (north of Dale), Meadow Brook Creek (between Dale and Long Creek), Silvies River, and Devine Canyon and Poison Creek (north of Burns). Support for improved wildhfe (i.e., deer, elk) crossings numerous identified locations through out the corridor including; McKay Dam (south of Pendleton), Pilot Rock to Nye Junction, Ukiah-Dale State Wayside to the Umatilla-Grant County line, East Beech Creek Road to Mt. Vernon, Canyon Creek area (south of Canyon City), Star Ridge to Bear Valley (north of Seneca), and Seneca south to Charlie Smith Reservoir. Cooper Creek environmental concerns may be in conflict wlth road reconstruction to moderate the angle of the corner near Cooper Creek. * Stakeholder concern over the impact a potential roadway realignment between Pilot Rock and Battle Mountain would have on sedimentary and runoff. It was recommended that realignments, such as this one, should be moved "into the hill" as far as practical to reduce sedimentation. The primary issues of concern for the Confederated Tribes of the Umatilla are water quality (the lake to the southeast of Pilot Rock), wildlife habitat, and natural and cultural resources.

US Highway 395 (Pendieton to California) 8 1 otak

5?2U39311eres81~4 0796 03 111. Corridor Overview (Continued)

F. Social and Land Use Impacts

Policies

It is the policy of the State of Oregon to develop transportation plans and policies that implement Oregon's Statewide Planning Goals, as adopted by the Land Conservation and Development Commission. It is the policy of the State of Oregon to provide a transportation system consistent with, yet recognizing differences in, local and regional land use and economic development plans (OTP Policies 2A, 2G).

Issues

Signing needed warning of lack of service stations, towing services, food, and lodging open beyond 7:00 p.m. between Pilot Rock and Mt. Vernon, John Day to Burns, and Burns and Lakeview. In winter, with the parks closed there are few services available and no bathrooms or safe locations to stop. Scenic location at Duck Valley needs to be identified. Scenic view pullouts needed in Battle Mountain area, along North Fork of the John Day River and Camas Creek wildlife viewing. Currently these are hazardous situations, especially in winter. Desire for a new publiclprivate rest area or welcome center in vicinity of Lakeview. Interest expressed in exploring the privatization of rest areas.

G. Energy

Policies

Minimize transportation-related energy consumption through improved vehicle efficiencies, use of clean burning motor fuels, and increased use of fuel efficient modes which include railroads, transit, carpools, vanpools, bicycles, and walking (OTP, p. 40).

Issues

Employer-based transportation management options are favored, but must be reasonable. Telecommunication opportunities need to be addressed. In Burns this concept is being pursued with the Lottery Backup Center.

US Highu:ay 395 (Pendleton to California) 82 otak 111. Corridor Overview (Continued)

H. Economic Development

Policies

Promote the expansion and diversity of Oregon's economy through the efficient and effective management of goods, services and passengers in a safe, energy efficient and environmentally sound manner. (OTP Goal 3). Increase economic opportunities for the State by having a viable and competitive rail system. (OFR, Policy 1).

Issues

Communities along US 395 are economically dependent on a corridor as the only northlsouth access. Poor road conditions in the south section are a major concern to the area's economy. Louisiana Pacific Sawmill in Pilot Rock is reopening. * Mt. Vernon and John Day residents are concerned about impact of a potential bypass on local economies. Dale and Burns businesses/residents are concerned about impact of truck routes on local economies. Coordinate efforts from US 395 and OR 140 Corridor Planning efforts.

Findings and Conclusions

Key findings and preliminary conclusions which have been identified during strategy development include:

Future transportation improvements within the corridor should focus primarily on enhancing highway safety, pavement conditions, recreational opportunities and special economic opportunity projects. No highway capacity improvements other than in Pendleton at the intersection with 1-84 appear to be needed over the strategic planning time period. Future highway capacity and geometric improvements, and facilities management initiatives are not expected to generate a significant travel time savings. However, such improvements and initiatives may be needed to address safety issues or congestion in urban areas. Highway level of service is expected to remain high (adequate) over the 20-year planning horizon. Few areas, of congestion, except in Pendleton, exist within the corridor. However, seasonal tourism and recreational activity generate some peak period congestion in John Day and passing-related safety issues. The percentage of total traffic that is comprised of trucks ranges from 15 percent at California to 35 percent south of Pendleton.

US Highmay 395 (Pendleton to California) 83 otak 111. Corridor Overview (Continued)

Oregon state transportation policy and current projects on 1-5 and US 97, such as 1-5 wideninglrealignment and bridge replacement in Salem and the US 97 Bend Parkway should allow these routes to continue to serve the bulk of Oregon's north- south interstate shipping activity, despite recent congressional designation of US 395 as part of the National Highway System. Expanding population and tourism within the US 395 corridor and in the Pacific Northwest region will lead to increased local and recreational trips within the corridor and will likely account for the majority of increased trip demand throughout the corridor over the 20-year projection time period. Significant highway safety issues along US 395 include inadequate horizontal curvature in the mountainous areas and intersection-related accidents in the urban areas of the corridor, particularly in Pendleton, John Day and Burns. Pavement conditions on US 395 are far worse than other statewide highways in Oregon and contribute to the poor safety performance on US 395. There is no north-south public transportation service in the corridor for intercity travel. Freight rail service is limited to the extreme north and south ends of the corridor. The airports in John Day and Burns are in need of runway improvements and landing system/instrument upgrades. Sidewalks are provided only in the urban areas. The economies of Umatilla, Grant and Harney are expanding moderately, especially in the service sector, while Lake County is mired by sluggish growth due in part to the decline in the forest products industry. Lake County policy leaders and other stakeholders also attribute slow economic growth to the relatively poor condition of transportation routes, especially Highway 140 East. Partnering may be a viable solution to facilitating implementation of specific corridor strategy objectives, (i.e., rest stops, scenic wayside, intermodal facilities) which otherwise may not be completely funded by state or federal government agencies.

US Highway 395 (Per~dletonto California) 84 otak

97291395/!crox~1.1 0796 03 IV. Corridor Objectives

Introduction

The purpose of the Oregon Transportation Plan (OTP) is "to guide the development of a safe, convenient and efficient transportation system which promotes economic prosperity and livabhty for all Oregonians" (OTP, Pg. 4). The OTP establishes four goals for Oregon's future transportation system: characteristics of the system, livability, economic development, and implementation. These goals are supported by 36 policies. To simplify statewide corridor analysis, the Corridor Strategy is comprised of a series of transportation performance and impact objectives.

Objectives to fulfill this strategy have been identified and are listed below the appropriate transportation performance measure or impact objective.

Transportation performance objectives involve transportation balance/intermodal connectivity, regional connectivity, highway congestion, fachty management, roadway conditions, and safety. Transportation impact objectives involve environmental, social, land use, energy, and economic impacts.

Corridor Strategy

The strategy development process for the US 395 Corridor included public meetings and workshops where corridor issues, concerns and opportunities were discussed. Based on the input received from these meetings and relevant technical information on transportation trends, projections and safety issues, an overall strategy and key themes for the Corridor were developed.

The overall corridor strategy is: to accommodate efficient movement of through travel, while maintaining environmental integrity, enhancing travel safety and supportilr~geconomic development. The detailed strategy objectives are intended to embody this overall strategy for the corridor, and to set direction and provide guidance for corridor-wide transportation plans and improvements.

Key Themes

There are six underlying themes of the Corridor Strategy that were identified during the strategy development process. They include:

Enhancing Safety - by addressing a wide range of safety issues, including conflicts among trucks, vehicles, bicycles and pedestrians, rockfall, road kills, winter driving conditions, accidents and maintenance-related concerns.

US Highway 395 (Pendleton to California) 85 otak IV. Corridor Objectives (Continued)

Road Maintenance - by improving pavement conditions and roadway maintenance, including snow and ice removal.

Environmental Preservation and Ecological Quality - includes preserving the Corridor's unique environmental features, protecting threatened and endangered species, mitigating highway impacts on ecosystems and enhancing aesthetic viewing opportunities.

Economic Development - includes assisting local jurisdictions with special economic development related improvements that embody corridor goals and objectives, while optimizing the integration of transportation and land use.

Alternative Modes - includes working with transportation providers andlor local jurisdictions to identify needs and develop appropriate services for the community.

Partnering - includes identifying opportunities for partnerships between ODOT, local jurisdictions, state and federal agencies, and the private sector to achieve the Corridor Strategy and objectives, in order to implement the level and quality of transportation facilities and services that meet the needs of the corridor.

Corridor Objectives

The corridor objectives described in this section implement the US 395 Corridor Strategy. The objectives were formulated by taking into account the plan policies, requirements and issues highlighted in the prior section. Issues that were supported by technical data (i.e., HPMS, SPIS, Pavement Management System, etc.) have been developed into corridor objectives for subsequent evaluation, analysis and refinement,

The following matrix summarizes each corridor objective and their corresponding policy plan or technical data that was found to be applicable to their development.

US Highway 395 (Pendleton to California) 86 otak

>7?&'39ilrcrcrul l 0796 05 SUMMARY OF CORRIDOR STRATEGY AND APPL.ICABLE PLANS AND POLICIES

OTP = Oregon Transporation Plan OAP = Oregon Aviation Planning OHP = Oregon Highway Plan ODF&W =' Oregcln Department of Fish & Wildlife OBIPP = Orgon BicyclelPedestrian Plan TPR = Transportation Planning Rule OFRP = Oregon Freight Rail Plan OTSAP = Oregon Transportation Safety Action Plan IV. Corridor Objectives (Continued)

Transportation Performance Measures

A. Transportation Balance/Intermodal Connectivity - It is the policy of the State of Oregon to provide a balanced transportation system. A balanced transportation system is one that provides transportation options at appropriate minimum service standards, reduces reliance on the single-occupant automobile where other modes or choices can be made available, particularly in urban areas, and takes advantage of inherent efficiencies of each mode

Objective A1 - Automobiles and Trucks US 395 is classified as a highway of "statewide" level of importance between Washington and Riley and "regional" level of importance between Riley and California. In concert with improving alternative modes of travel (i.e., air, bike, pedestrian) Oregon must commit to protecting and improving it highway system or risk losing its economic base.

Corridor Objectives

Provide for safe and efficient high-speed continuous flow operation in rural areas and moderate-speed operations of flow in urban and urbanizing areas and rural development centers.

Objective A2 - Rail Freight Service Freight rail service is limited to the North and South portions of the corridor.

The OTP and the Oregon Freight Rail Plan (OFR) include goals and policies that support increasing economic opportunities tied to the rail system; retair,ing/ strengthening local rail service; maintaining minimum speeds on main lines and branch lines; and providing high quality highway access and adequate intermodal facilities on main lines.

Corridor Objectives

Partner with Union Pacific Railroad (UP) and the Lake County-Great Western Railway (GRW) to retain and enhance existing freight service within the Corridor. Work with UP to continue to preserve the UP branch line between Pilot Rock and Rieth and meet minimum speed requirements of 25 mph. Work with the City of Lakeview, Union Pacific Railroad, Lake County, City of Pendleton , Umatilla County, and the Oregon Public Utilities Commission to evaluate rail crossing improvements and seek to avoid a net increase in at-grade rail crossings.

US Highway 395 (Pendleton to California) 88 otak IV. Corridor Objectives (Continued)

Objective A3 - Highway to Rail Connectivity The OTP calls for intermodal railltruck reload facilities on rail mainlines with service areas of 150 miles. Enhanced highway and rail intermodal linkages may be needed to address current industrial and mining industry expansion in Lake County and agricultural distribution in the Pendleton area.

Corridor Objectives

Partner with carriers and receivers to facihtate transfer of highway freight to rail, where economically feasible. Support highway and multimodal improvements and use of Immediate Opportunity Fund resources for projects that enhance connections and access freight consolidation and distribution points in Lakeview and Pendleton.

Objective A4 - Rail Passenger Service Amtrak's Pioneer Line operates along UP tracks in the 1-84 corridor between Portland and Boise, with a station in Pendleton.

Corridor Objectives

Work with Arntrak to identify means of maintaining existing service to Pendleton and determining alternative strate~esfor dealing with potential Arntrak service cuts.

Objective A5 - Public Transportation Service Intercity public transportation is very limited ~ithinthe corridor. No north-south bus transit service exists. East-west intercity bus service is provided via 1-84, US 26 and OR 140.

The policy of the OTP is to provide intercity passenger transit service tolfrorn cities or groups of cities with a population more than 2,500 and located 20 miles or more from the nearest Oregon city with a larger population, (this includes Pendleton, John DayICanyon City, BurnsIHines and Lakeview). The OTP sets a targeted minimum level of one daily intercity bus round trip.

Corridor Objectives

Evaluate the need for expanhng east-west intercity service along OR 140, US 26 and 1-84, re-establishing east-west service on US 20 and subsequently establishing north- south service on US 395.

US Highway 395 (Pendleton to California) 89 otak IV. Corridor Objectives (Continued)

Explore rideshare, park-and ride and other opportunities that may benefit from and supplement public transportation services, particularly in the PendletonIPilot Rock area.

Objective A6 - Air Service commercial air service within the corridor is available at the Eastern Oregon Regional Airport in Pendleton. There are also four general aviation airports within the corridor: John Day State hrport-Ogilvie Field; Burns Municipal Airport; Alkali Lake State Airport; and Lakeview-Lake County Airport. The airports in John Day and Burns are in need of runway improvements and landing system/instrument upgrades.

The Pendleton airport, meets OTP policy of providing a minimum of three round-trips per day to Portland.

Corridor Objectives

- Support airport facility improvements identified in current Airport Master Plans and/or Airport Layout Plan Reports for Eastern Oregon Regional Airport at Pendleton, John Day State Airport, Burns Municipal Airport and Lakeview-Lake County Airport. Evaluate the feasibility, need and cost of improving the Lakeview-Lake County Airport to allow it to accommodate overflow general aviation air traffic from Klamath Falls International Airport in the update of the Lakeview-Lake County Airport Master Plan. Partner with Northeast Oregon Air Service Task Force and Horizon Airlines to explore opportunities to improve service and increase passenger enplanements at the Eastern Oregon Regional hrport in Pendleton. Maintain Alkali Lake State krport as an emergency landing strip.

Objective A9 ---. Air to Surface Transportation Connectivity Given nonexistent north-south intercity bus service in the corridor, OTP policies aimed at providing connections between intercity bus and commercial airports are not met at this time. Existing intermodal connections with the Eastern Oregon Regional Airport are poor. Access is afforded by private auto, rental car and private hotel shuttles.

Corridor Objectives

Evaluate the feasibility, need and cost of improving Interstate 84 linkages with the Eastern Oregon Regional Azrport at Pendleton via the Barnhart Road Interchange.

US Highaay 395 (Pendleton to California) 90 otak

372D395ltore~nl.i 0736 05 IV. Corridor Objectives (Continued)

Evaluate the feasibility, need and cost of developing an alternative access to the John Day State Airport identified in the recent John Day State Airport Layout Plan Report. Improve intercity bus connections with the Eastern Oregon Regional Airport at Pendleton, as appropriate.

Objective A8 - BicycleIPedestrian Facilities Based on shoulder width and existing traffic levels, the majority of the corridor is suitable for bicycle use, except for a stretch between Pilot Rock and Silvies. Existing pedestrian facilities (sidewalks) are Limited to urban areas, including Pendleton, John Day, Burns, Hines and Lakeview.

Developing safe and convenient bikeways, walkways and pedestrian crossings are goals of the OTP. The Transportation Planning Rule advocates the provision of pedestrian facilities that allow direct, hazard-free travel, such as sidewalks in urban areas.

Corridor Objectives

- In conjunction with new highway projects or major reconstruction projects, provide sidewalks and bike lanes on both sides of US 395, where feasible, and safe and convenient pedestrian crossings through urban sections of the corridor including Pendleton, Pilot Rock, Mt. Vernon, John Day, Canyon City, Burns, Hines and Lakeview. In conjunction with new highway projects or major reconstruction, provide a minimum shoulder width of four feet in areas where the average daily traffic is greater than 1,009 vehicles, to accommodate safe bicycle travel along the corridcr. Construct pedestrian facilities and crossings to be accessible to people with hearing, visual or cognitive disabilities. Buffer sidewalks through urban areas with design speeds of 45 mph or above with adequate landscaping shoulders and/or parking, where feasible.

Objective A9 - Pipelines There are no oil or gas pipelines within the corridor, other than three east-west oil and natural gas pipelines through Pendleton. The OTP calls for adequate natural gas to be available every 100 to 150 miles on major transportation corridors, when economically feasible.

Encourage the Public Utilities Commission (PUC) and Pacific Gas Transmission Company (PGTC) to expand natural gas transmission service within the north portion of the corridor, as appropriate.

US Highmay 395 (Pendleton to California) 9 1 otak IV. Corridor Objectives (Continued)

B. Regional Connectivity - It is the policy of the state of Oregon to identify and develop a statewide transportation system of corridors and facilities that ensures appropriate access to all areas of the state, nation and the world (OTP Policy 1E).

Objective B1- Interstate Transportation Connections US 395 provides direct access to Washington and California, and indirect access to Nevada and Utah (via US 95). A separate Transportation Study for the Pendleton to Pasco, Washington corridor concluded that the existing US 395 alignment and connections between 1-84 and 1-82 were capable of handling anticipated travel growth, and that significant capacity improvements are not necessary.

Corridor Objectives

Work with the Washington Department of Transportation and California Department of Transportation to coordinate policies in order to facilitate movement of people goods and services.

Objective B2 - Transportation Disadvantaged Services Transportation disadvantaged populations in the corridor have their transportation needs supplied by a variety of service agencies for regional travel. There are separate local transit services provided in Pendleton, Pilot Rock, Grant County, Burns and Hines, and the Lakeview area. Coordination of these services could save money and allow for more efficient levels of transit service, and reduced reliance on the automobile.

An Eastern Oregon College study of disadvantaged transportation services in Pendleton concluded that there is demand fer local. transit service, but that enha~cec!coorchnation of existing providers is difficult, because of unique missions, funding sources and clienteles involved.

Corridor Objectives

- Work with local governments, transportation districts, public transportation service providers and community-based social service agencies to identify and respond to the need of transportation disadvantaged. Coordinate the services of existing providers to serve all populations more effectively. Consider the possibility of expanding services to the general public.

C. Highway Level of Service, Congestion, Facility Management and Roadway Conditions - It is the policy of the State of Oregon to define minimum levels of service and assure balanced, multimodal accessibility to existing and new development within urban areas to achieve the state goal of compact, highly livable urban areas. It is also

US Highway 395 (Pendleton to California) 92 otak IV. Corridor Objectives (Continued) the policy of the State of Oregon to facihtate the movement of goods and services and to improve access in rural areas (OTP Policy 2F).

Objective C1- Highway Level of Service OTP Policy 2E requires establishing minimum levels of service (LOS) standards for maintaining the quality of life of residents in the corridor and effectively moving commerce throughout the state. Since the Oregon Highway Plan (OHP) classifies US 395 as a "Statewide" highway between the Pendleton and Riley and a "Regional" highway from Riley to the California border, different LOS standards and Minimal Tolerable Conditions (MTC) apply within the corridor.

Corridor Objectives

Provide highway design-hour LOS B in rural areas and LOS C or better in urbanized areas between Pendleton and Riley. * Provide highway design-hour LOS C in rural areas and LOS D or better in urbanized areas between Riley and California. * Evaluate the use and improvement of alternative routes, i.e. local streets, to preserve or enhance the function, level of service, capacity, and safety, through Pendleton, John Day, Burns, Hines and Lakeview, during the development of local Transportation System Plans.

Objective C2 - Geometric and Capacity Improvements Based on existing ODOT Highway Performance Monitoring System (HPMS) data, there is no need for capacity improvements (i.e., roadway widening) within the corridor to address congestion issues. However, some geometric or capacity improvements (i.e., redesigned curves, widened shoulders, passinglelimbing lanes, etc.) may be required to address safety issues.

It is the policy of the State of Oregon to assure provision of an efficient transportation system.

Corridor Objectives

Determine need, technical feasibility, cost and public acceptance of new passing lanes1 climbing lanes between Pendleton and Pilot Rock, Pilot Rock and Battle Mountain, Ukiah and Dale, both sides of Ritter Butte, between Fox and Mt. Vernon, at Star Ridge, Devine Canyon, between Riley and Valley Falls, and Valley Falls and Lakeview. Evaluate need, technical feasibility, cost, and economic impact to local communities of developing an alternative route between Mount Vernon and Star Ridge.

US Highuay 395 (Pendleton to California) 93 otak IV. Corridor Objectives (Continued)

Identify and determine need, technical feasibility, and cost of left turn refuges at key intersections in urban and rural segments of the corridor. In cooperation with other state and federal agencies, local government and Native American tribes, proceed with developing construction projects in the current State Transportation Improvement Program incluhng highway realignment at Battle Mountain, intersection redesign of US 201US 395, and various surface preservations, highway reconstructions, rockfall mitigations, and bridge enhancements along the corridor, as funding becomes available.

Objective C3 - Facilities and Access Management The Highway Performance Monitoring System (HPMS) analysis of the corridor determined that facilities management would have a negligble impact on travel time in the corridor. However, facilities management in urban areas would likely result in safety and travel time improvements over time, and would be consistent with state policy.

It is the policy of the State of Oregon to provide interurban mobility through and near urban areas in a manner which minimizes adverse effects on land use and urban travel patterns. (OTP Policies 2C). The OTP calls for adopting specific access management classifications, ranging from full access control (freeways) to partial control (regional or district highways).

Corridor Objectives

Work with local jurisdictions to adopt and implement consistent access management policies within urban areas along the Corridor. * Work with local jurisdictions to adopt and implement consistent design standards regarding left turn lanes, driveway spacing, acceleration/deceleration lanes, and turning refuges.

Objective C4 - Roadway Conditions Thirty-one percent of the pavement length was in poor condition in 1994, compared to 20 percent statewide.

Corridor Objectives

Develop a surface preservation program consistent with the Oregon Highway Plan that achieves 90 percent fair or better pavement conditions along the corridor. * Evaluate the need, alternatives and cost of reconstructing segments of the corridor with less than fair pavement conditions to provide an adequate pavement base and shoulder width.

US Highway 395 (Pendleton to California) 94 otak IV. Corridor Objectives (Continued)

Partner with local jurisdictions to share maintenance responsibilities, including equipment and funhng, of state and local transportation facilities.

D. Safety - It is the policy of the State of Oregon to improve, continually, the safety of all facets of statewide transportation for system users including operators, passengers, pedestrians, recipients of goods and services and property owners. (OTP Policy 1G). The Oregon Transportation Safety Action Plan (OTSAP), identifies actions that will lead to a safe transportation system without compromising convenience, economics and other values.

Accorhng to Safety Priority Index System (SPIS) analysis of accidents from 1991 to 1993, there are 18 "High Accident7' locations within the corridor. However, the number of "high accident" locations per mile and the 1991-1993 rural accident rate along US 395 is lower than the statewide average.

Objective Dl - Facility Design, Construction, and Maintenance The Oregon Transportation Safety Action Plan (OTSAP) indicates that modal, corridor and local system plans should consider and attempt to balance roadway, human and vehicle elements. An overall corridor safety objective is to identify and give priority to improving safety conditions through necessary improvements, while addressing problems associated with speeding through small urban areas and rural development centers.

Corridor Objectives

Consider maintenance and facilities management techniques, such as improved striping and pavement markings, guardrails, signage, increased shoulder width and driveway spacing, as the first measure in dealing with high accident locations along the corridor.

Objective D2 - Excessive Speeding In small communities along US 395, there is a concern over the existing and projected mix of through traffic and its impact on local vehicular and non-vehicular (bicycle and pedestrian) traffic.

Corridor Objectives

Work with selected communities along the corridor including Pendleton, Dale, John Day, Burns, Hines and Lakeview to develop traffic calming measures such as signage, curb extensions, pavement treatments and planting strips to slow traffic to posted speed limits.

US Highway 395 (Pendleton to California) 95 otak IV. Corridor Objectives (Continued)

Consider speed limit reductions in portions of selected communities such as north of Lakeview and through Dale. In cooperation with Oregon State Police, Sheriff departments, and local enforcement agencies enhance enforcement and conduct speed zone investigations in fringes of urban areas such as Pendleton, John Day, Burnsmines and Lakeview and more rural areas such as Dale.

Objective D3 - High-Accident Locations The 18 high accident locations within the corridor identified are primarily intersection- related in urban areas and weather-related in mountainous rural sections.

Corridor Objectives

In cooperation with local officials, identify and develop signing, marking and/or other strategies where warranted to address high accident locations including dangerous intersections and areas with high pedestrian activity, sharp curves, and areas prone to icing, mud slides, rock fall, and game crossings. * Work with federal, state and local agencies and Native American Tribes to identify and implement vegetation management techniques such as the establishment of clear zones to reduce ice on roadway surfaces, increase visibility and sight distance and reduce wildlife collisions.

Objective D4 - Enhanced Safety Education OTP Policy 1G calls for development of a comprehensive safety awareness, education and training program for all system users.

Corridor Objectives

* Explore intelligent transportation system (ITS) techniques such as automated signage, advisory radio service and improved telecommunications to provide motorists timely information about travel conditions and to reduce emergency response time along the corridor. Participate in the development of the state's Transportation Safety Communications Plan to use local law-enforcement and traffic safety committees in safety related educational activities. Develop a communication program to better educate and inform the public about maintenance and construction projects, safety-related transportation issues and planning efforts along the corridor.

US Hzghu:ay 395 (Pendleton to California) 96 otak

5-2li39illcrcsall 0796 0; IV. Corridor Objectives (Continued)

Objective D5 - Rest Areas Although ODOT has hfficulty in funding the maintenance for existing rest areas in the state and does not foresee constructing new public rest stops, opportunities to "partner" with commercial establishments, (e.g., gas stations and truck stops), local jurisdrctions, civic groups, safety organizations and state or federal agencies will be considered to provide new or enhanced facilities.

Corridor Objectives

Explore opportunities to partner with local governments, state and federal agencies and private enterprises to maintain and enhance existing rest areas to meet federal American Disabilities Act (ADA) standards and to develop a new welcome center near Lakeview.

Objective D6 - Emergency Response The OTP calls for improving the delivery of emergency and medical services to transportation-related accidents. Given, the remote location of many US 395 communities, concern was expressed by the public over the adequacy of the corridor- wide emergency response program.

Corridor Objectives

In conjunction with new highway projects or major reconstruction, work with Oregon State Police and local law enforcement agencies to ensure that adequate shoulder widths are provided to respond to emergencies and enforce speed limits.

Transportation Impact Objectives

E. Environmental Impacts - It is the policy of the State of Oregon to provide a transportation system that is environmentally responsible and encourages conservation of natural resources. Also, to protect and enhance the aesthetic value of transportation corridors in order to support economic development and preserve quality of life is also policy of the OTP. (OTP Policies, 1D and 2H).

An overall environmental impact objective for the corridor is to promote the efficient and effective movement of goods, services and passengers and to avoid, whenever possible, impacts to areas/locations of environmental and cultural significance and to assure consistency with local and state agency policies.

US Highuay 395 (Pendleton to California) 9'7 otak

5722iS951terc~nll 0796 03 IV. Corridor Objectives (Continued)

Objective El - Scenic Resources During the Corridor Strategy development process, support was expressed for enhanced protection of environmental resources, and concern over sehment runoff impacts attributed to roadway improvements and maintenance. There are also efforts underway to include segments 15 and 16 of US 395 (OR 31 to California border) and OR 31 in the scenic highways program, and for ODOT and USFS to partner in providing signage for Scenic Byways that intersect US 395, such as OR 74.

Corridor Objectives

In cooperation with local governments, state and federal agencies, Native American Tribes, identify and develop safe, environmentally and culturally responsible locations for scenic turnouts along the corridor. Work with local jurisdictions, state, federal and tribal agencies to explore scenic by- way designations between John Day and Burns and from Valley Falls to California.

Objective E2 - Hazardous Materials and Spill Management There is concern about hazardous materials being transported in the vicinity of the North Fork of the John Day River, a critical salmon habitat. In addition, concerns regarding emergency vehicle access (i.e., police and ambulance), and remediation of accidents involving hazardous materials were raised during meetings with federal and statellocal agency staff. Specific objectives regarding facilities and programs to address accidents, fires, hazardous spills and related issues were requested.

Corridor Objectives

in cooperation with iocal governments, state, federal and tribal agencies develop hazardous materials accident and spill management plans for the corridor.

Objective E3 --- Maintenance Plans for Environmentally and Culturally Sensitive Areas The corridor contains several significant cultural and environmental areas, some of which are not readily apparent, such as Cooper Creek and Webb Slough. Highway and railroad maintenance activities can negatively impact these resources. It is the policy of the State of Oregon to provide a transportation system that is environmentally responsible and encourages conservation of natural resources.

Corridor Objectives

In cooperation with state, federal and tribal agencies, identify environmentally and culturally sensitive portions of the corridor such as streams, wetlands, riparian

US Highway 395 (Pendleton to California) 98 otak IV. Corridor Objectives (Continued)

habitats, plant communities, and cultural sites. Develop maintenance and construction plans incluhng special signing, environmentally sensitive construction methods and crew training, to avoid, minimize and mitigate adverse effects of maintenance operations in the Corridor.

Objective E4 -Wildlife and Habitat Protection Highway improvements and maintenance activities can have a negative impact on wildlife and ecosystems, created by rare or endangered bird nesting near the roadway, threatened, endangered, and sensitive fish habitats, road runoff polluting streams, fish passage culverts, noise pollution impacts on species. Wildhfe is also involved in a number of the accidents within the corridor.

Consistent with Oregon statewide policies and planning goals, and Oregon Department of Fish and Wildlife mission statements "to protect and enhance Oregon's fish and wildlife and their habitats for use and enjoyment by present and future generations," objectives were requested to address this issue.

Corridor Objectives

Coordinate all transportation improvements and maintenance activities with the potential to impact water quality, fish and wildlife habitat, cultural and other natural resources with affected state, federal and tribal agencies.

F. Social and Land Use - It is the policy of the State of Oregon to develop transportation plans and policies that implement Oregon's Statewide Planning Goals, as adopted by the Land Conservation and Development Commission. It is also the policy of the State of Oregon to provide a transportation system consistent with, yet recognizing differences in, local and regional land use and an economic development plans (OTP Policies 2A and 26).

Objective F1-- Transportation Growth Management

It is the policy of the State of Oregon to develop transportation plans and policies that implement Oregon's Statewide Planning Goals, as adopted by the Land Conservation and Development Commission.

Corridor Objectives

Design geometric and capacity improvements near rural development centers and urban areas to limit unplanned development.

US Highway 395 (Perzdleton to California) 99 otak IV. Corridor Objectives (Continued)

Objective F2 - Transportation Planning In accordance with the Oregon Transportation Planning Rule (TPR), as amended, Pendleton, John Day, Burns, Hines and Lakeview are required to prepare urban area Transportation System Plans by Spring 1997. Planning within the corridor must attempt to balance the expansion of transportation facilities and enhanced management of local roadway systems, with new development and the protection of social, cultural and environmental resources.

The Pendleton Transportation System Plan (TSP) was underway at the time of publication of the corridor strategy. The Pendleton TSP involves an interactive land use and transportation analysis to help prioritize local transportation programs and improvements, such as urban transit service. Land use conditions will be an important factor in determining the type and timing of transportation improvements.

Corridor Objectives

In cooperation with urban areas of Pendleton, Pilot Rock, John Day/ Canyon City, Mount Vernon, BurnsIHines and Lakeview and the counties of Umatilla, Grant, Harney and Lake, support the development of local transportation system plans that are consistent with the Corridor Strategy and other state planning policies and goals.

G. Energy - It is the policy of the State of Oregon to assure provision of an efficient transportation system. (OTP Policy 1B). The US 395 Corridor policy is to minimize transportation-related energy consumption through the use of fuel-efficient modes of travel, enhanced vehicle efficiencies, and improved design, construction and operation of transportation facilities.

Implementation of the other corridor objectives regarding transportation balance, regional connectivity, highway level of service, facility management, roadway conhtions and safety is expected to improve energy efficiency through an increase in alternative mode usage.

H. Economic Development - OTP Goal 4 is to promote the expansion and diversity of Oregon's economy through the efficient and effective management of goods, services and passengers in a safe, energy efficient and environmentally sound manner.

As population within the US 395 Corridor increases, and the economic base shifts away from timber and agriculture to manufacturing, trades and services, the corridor will likely become increasingly utilized for recreational trips and local trip distribution. Truck freight through-traffic on US 395 is also projected to increase, especially if

US Highway 395 (Pendleton to California) 100 otak IV. Corridor Objectives (Continued)

international trade opportunities emerge from national policies such as the North American Free Trade Agreement. Hence, there is an opportunity that the national, state and Eastern Oregon economy may become increasingly dependent on the US 395 Corridor for the efficient movement of people, goods and services over the 20-year planning horizon.

Despite the moderate growth in traffic projected along US 395, an independent Economic Development Analysis of Highway Corridors was conducted during development of the corridor strategy. The analysis developed an index of economic impacts of corridor improvements to serve as a basis for comparison among 34 state transportation corridors. The Pendleton to California portion of US 395 was identified as having a "relatively low" benefit-cost classification.

Objective HI- Strengthen Business and Industrial Base Local stakeholders are very interested in enhancing economic development and diversifying the Corridor's economic base.

Corridor Objectives

Continue to work with existing businesses and industry to identify and to address issues and concerns along US 395 and to evaluate benefits and costs of highway improvements on local economies. In conjunction with Oregon Economic Development Department and local jurisdictions, identify funding sources to improve roadway conditions, address safety issues, provide aesthetic viewing opportunities, develop intermodal connections and promote alternative modes of transportation within the corridor that will enhance economic development. Work with Oregon Economic Development Department, Oregon Department of Environmental Quality, local businesses and others to develop strategies to address limited fuel, vehicle services, food and lodging between Pilot Rock and Mount Vernon, John Day and Burns and Riley and Lakeview after dark and during winter months.

US Highway 395 (Pendleton to California) 101 otak

5722395itcrc~o1 1 0796 03 Appendix A Glossary Glossary of Terms and Acronyms

Access Management Measures regulating access to streets, roads and highways from public roads and private driveways. Measures may include but are not limited to restrictions on the siting of interchanges and restrictions on the type and amount of access to roadways to reduce impacts of approach road traffic on the main facility.

Americans with Disabilities Act of 1990 (ADA)

Bureau of Land Management (BLM)

Circulation Plans Plans for the movement of people and/or vehicles tlwough an interconnected system of roads and highways.

Corridor For the purpose of the ODOT planning process, a corridor is a major transportation link between cities and regions. Although each corridor is defined by a state highway they include a!! modes or ways ~f meving people and gwds such as ziq~rts,railroads, p.;b!ic transportation, and other facilities. Corridor plans will provide a framework for long- term planning and development.

Demand Management Actions which are designed to change travel behavior in order to improve performance of transportation facilities and to reduce need for additional road capacity. Methods may include but are not limited to the use of alternative modes. ride-sharing and vanpool programs and trip-reduction ordinances.

Design Standards Established widelines for engineering design and controls using engineering criteria.

Diai-a-Ride Demand responsive non-fixed route transportation generally provided in a smaller transit vehicle or van. Services are often for mobility impaired customers.

Disadvantaged Transit Services Services provided for patrons who do not have or cannot access other modes of transportation.

Employer Commute Options Services and/or facilities provided by employers to employees to provide them with options to single-occupancy automobile travel. This can include transit information, fare subsidy, car pool/vanpool planning assistance, supportive work schedules, parking facilities. bicycle facilities on site (including showers), or transit faciiities. Federal Railroad Administration (FRA)

Highway User Intercept Survey In 1993 ODOT conducted the Corridor Planning Public Opinion Survey, a survey of 4,000 randomly selected drivers living in Oregon. The results were useful in understanding in understanding the reasons why people use the highway, the frequency of use, likes and dislikes, and preferred improvements.

Highway Performance Monitoring System (HPMS) Each State highway agency is required on an annual basis to collect and submit to the Federal Highway Administration information on selected section of highway from each functional system that is statistically representative at the statewide level. The collection, building, updating, and submittal of this sample database is known as the Highway Performance Monitoring System.

Intelligent Transportation Systems (ITS) ITS and Intelligent Vehrcle Highway Systems (IVHS) include current and emerging computer-based techniques used to monitor vehcle traffic, inform motorists on roadway conditions, record speeding, and coordinate traffic movement.

Intermodal Connecting individual modes of transportation andior accommodating transfers be~ween such modes.

Intermodal Connectivity The function of two or transportation modes interfacing for the purpose of passengers transferring from one mode to the other to continue a trip.

Intermodal Hub A facility where two or more modes of transportation interact so that people andlor goods can be transferred from one mode to another, for example, from a bus to an airplane or from a truck to a train. Intermodal hubs include commercial airports and marine ports.

Level of Importance In recognizing the importance of focusing revenue to achieve the most effective use of funds, ODOT has developed a four level system (Interstate, Statewide, Regional, District) identifying the relative importance of each segment of the highway system. Criteria have been developed which define each Level of Importance.

Level of Service A qualitative measure describing operational conditions within a traffic stream, in terms of speed and travel time, freedom to maneuver, traffic interruptions, comfort and convenience, and safety. There are six levels of service ranging from A (free flowing traffic) to F (when the amount of traffic exceeds the amount which can traverse the point resulting in stop-and-go conditions). Medians A painted, paved, or planted divider of a road separating directions of travel. A median can be traversable or by physical impediment can restrict crossing.

Milepost On State highways, locations are identified by distance in miles from one end or the other of the highway. In addition there are often physical mileposts along roadways identifying the mile number.

Mitigate By physical improvement or operating strategy, lessening or solving the transportation a andlor environmental impact of a transportation facility or activity.

Modal Balance A balanced transportation system provides modal options at appropriate minimum service standards, reduces reliance on the single-occupant automobile where other modes or choices can be made available, particularly in urban areas and takes advantage of inherent efficiencies of each mode.

Modal Plans By direction of the Oregon Transportation Commission, modal plans are to be developed (Psb!ie Transpzrtati~n,Highway, R,icyc!z!Pzdzstrian, ?ail Freight, Passzngzr Pii!, Aviation) to support the policies implemented in the Oregon Transportation Plan.

Mode of Transportation A means of moving people and/or goods. In this plan transportation modes include motor vehicles, public transit, railroads, airplanes, shipsharges, water transit, pipelines. bicycles and pedestrian walkways.

Minimum Tolerable Conditions (MTC) The 1991 Oregon Xighway Plan defines different MTCs for the four tiered level of importance system. MTCs are target levels below which ODOT considers a need occurs. WCs should not be confused with operating or design standards, they are only "trigger" points for needs identification.

Multimodal Involving several modes of transportation (ie.. highway. rail. air, bicycle).

National Highway System (NHS) A U.S. congressionally approved network of designated interstate system highways and other roads important to the nation's economy, defense and mobility. With enactment of the NHS on November 19, 1995 $5.5 billion in funds are to be distributed to the states for 160,955 mile' NHS.

National Plan of Integrated Airport Systems (NPIAS) The NPIAS was established by the Federal Aviation Administration to aid in the development of the national airport system. Fifty-seven of the ninety-nine airports in Oregon are part of this system. Oregon Department of Fish and Wildlife (ODF&W)

Oregon Department of Transportation (ODOT)

Oregon Economic Development Department (OEDD)

Oregon Freight Rail Plan (OFRP) The OFRP is one of the modal plans developed in support of the Oregon Transportation Plan.

Oregon Highway Plan (OHP) The OHP is the highway element of the Oregon Transportation Plan. The OHP defines the Oregon Transportation Commission's philosophy through a series of policies and strategies. It also outlines needs and revenue requirements for the 1991-2010 period based on these policies and strategies.

Oregon Rail Passenger Policy and Plan (ORPP&P) The ORPP&P is one of the modal plans required by the Oregon Transportation Commission to support the Oregon Transportation Plan.

Oregon Transportation Plan (OTP) - By direction of the Oregon Transportation Commission, the OTP is intended to guide transportation planning in the state for the next 40 years and describe the system which will be developed in the next 20 years.

Paratransit A general term for various types of transit service which differ (in one or more ways) from the standard fixed-route, large-bus service usually provided by transit agencies. Examples include demand-response (e.g., dial-a-ride) and contracted fixed-route service, among others. Paratransit services usually use smaller vehicles, such as vans, taxicabs, or small buses.

Paratransit Providers Providers of transpiration services to those who cannot use a personal automobile andlor for whom there is no regularly scheduled public transpiration services provided. Public and private funding is available to various social service agencies and/or other entities to provide generally demand responsive transportation services.

Partnering The concept of the government agencies working in cooperation with each other (ie. State and local agencies) and/or private entities to provide services and/or facilities to the public. Cooperation can be in the form of financial and/or in kind services under various contractual arrangements.

Pavement Condition Rating A system of measuring the condition of state highways developed by ODOT and produced in the 1994 Pavement Condition Report. The condition is based on quantifiable rating of distress conditions and quantities in pavement sect,ions. Pacific Gas Transmission Company (PGTC) The PGTC is a company that provides natural gas service in Oregon.

Public Transit Bus, van, light rail and other surface transportation system open to the general public which operate frequently and on predetermined routes and schedules. Public transit does not include car pools or senior van services, but may include intercity bus and rail services if the service is frequent.

Public Utilities Commission (PUC) The PUC is a regulatory agency which oversees the operation of public services such as natural gas, electricity, etc. in the State of Oregon.

Refuges A refuge is a secure area provided for autos andlor pedestrians in the median of a road to provide for safe crossing of the road.

Riparian Areas The physical area and types of vegetation and soil relating to the bank of a natural course of water. There are regulations relating to restrictions on impacting the natural environment of these areas.

Rumble Strips A series of raised sections along a roadway to warn of an upcoming change of speed or other traffic operations feature.

Sections For organization, this document refers to north, central and south sections of U.S. 395. These sections have been identified based on common features the area within each share. There are complete sets of highway segments within each section.

Segments Segments are stretches of highway which were established by ODOT for the purpose of' providing data for portions of highways with common characteristics for analytical comparisons to other segments and improvement planning.

Safety Priority Index System (SPIS) The SPIS is a method of tracking accident activity on state highways. "High Accident" locations identified by this system are sites in the top ten percent statewide in accident frequency, severity and rate (per million miles traveled).

Super Elevation The amount of banking in a road curve necessary to counteract the centrifugal force of an automobile and allow safe travel through the curve. The amount of banking is related to the design speed of the roadway at this point.

Transit Dependent People for whom public transit is the only transportation mode available. Transportation Corridors Major or high volume routes for moving people, goods and services from one point to another. They may be multimodal or single modal such as an air corridor.

Transportation Corridor Strategy The transportation corridor strategy is the first phase of corridor planning that develops a set of transportation improvements and management objectives for a corridor.

Transportation Demand Management (TDM) Actions which are designed to change travel behavior in order to reduce single-occupant vehicles, improve performance of transportation facilities, and reduce the need for additional road capacity. Methods may include, but are not limited to, the use of alternative modes, ride-sharing and vanpool programs, parking management, and trip- reduction ordinances.

Transportation Disadvantaged Individuals who have difficulty obtaining transportation because of their age, income, physical or mental disability.

Transportation Facilities Roads, rest areas, airports, railroads and any other physical infrastructure which provides for the movement of peopie, goods, and services.

Transportation General Plan The second phase of Corridor Planning for small cities and unincorporated areas is the development of transportation general plans. These plans identify where and how facilities and services which significantly affect transportation in the corridor will be improved. The general plan also identifies how ODOT will manage facilities under their jurisdictions and where and how the governing jurisdiction will regulate land use to be consistent with the transportation plan.

Transportation Planning Rule (TPR) Oregon Administrative Rule (OAR 660-12) adopted in April 1991 by the Land Conservation and Development commission in cooperation with ODOT to implement Statewide Planning Goal 12: Transportation Planning Rule.

Transportation Services Public or private freight or passenger transportation services provided by auto, truck, air, rail, boat, or bus.

Transportation System Plan (TSP) A TSP is a plan for one or more transportation facilities that are planned, developed, operated and maintained in a coordinated manner to supply continuity of movement between modes, and within and between geographic and jurisdictional areas. A TSP establishes land use controls and a network of facilities and services to meet overall transportation needs of the jurisdiction. The Transportation Planning Rule requires metropolitan planning organizations, counties and cit,ies to prepare TSPs consistent with the state TSP. Volume to Service Flow Ratio (VISF) A measurement of traffic flow based on the volume of vehicles moving through a point.

Wetlands Wetland is a regulatory definition developed by the federal government for managing land development. Wetlands are those areas that are inundated or saturated by surface or groundwater at frequency and duration sufficient to support, and that under normal circumstances do support, a prevalence of vegetation typically adapted for life in saturated soil conditions. Wetlands generally include swamps, marshes, bogs, and similar areas. Appendix B Sources Sources

OTP: Oregon Transportation Plan, September 15, 1992

OBIPP: Oregon Bicycle Plan, 1992 Oregon BicycleIPedestrian Plan (Public Review Draft), December 1994

OHP: Oregon Highway Plan, June 1991

ORPP&P: Oregon Rail Passenger Policy and Plan, 1992

OFRP: Oregon Freight Rail Plan, August 17, 1994

OTSAP: Oregon Transportation Safety Action Plan, June 1995

US 395 Corridor Study (Pasco to Pendleton), April 1995, completed for the Oregon Department of Transportation and Washington Department of Transportation by HDR Engineering.

Forest Land and Resource Management Plan, Umatilla National Forest, 1990. bcal Comprehensive Plans Appendix C Corridor Planning Participants The people and organizations represented on the following lists have, at some time during the planning process, participated in the development or review of the US 395 Corridor Strategy.

Jeff Bowland Mayor Mitchell Tony George ODOT District 14

Policy Advisory Network (PAN) Name TitldJurisdiction Larry Lehman City Manager, Pendleton Robert E. Ramig Mayor, Pendleton John Standley Mayor, Pilot Rock Clint Barber Mayor, City of Ukiah Dennis Reynolds County Judge Bill Gibbs Grant County Commissioners Mary Jo Stratton Grant County Planning Commission Sue Newstetter Mayor, Mt . Vernon Richard Densted City Council, Burns Roger Reason Mayor, City of Burns Dale White County Judge Oregon Department of Transportation (ODOT) Internal Review Team Robert T. Reitmajer, Region Manager Teresa Penninger, Region 5 Modal Planner Tom Schuft, Construction Engineer Dale Johnson, John Day Area Resource Manager John Preston, Region Environmental Bob Wright, Burns Area Resource Manager CoordintorlPlanner Terry McCartor, District 12 Assistant Mark DeVoney, Region 4 Planner Manager Tom Kuhlman, District 14 Manager (former) I Randy Bednar, Region 4, District 11 Manager (interim) Tony George, District 14 Manager (former) Tim Bednar, Region 4, Lakeview Area Supervisor ODOT Transportation Development Branch Review Team Ron Schaadt, Planning Manager Ed Lee, CorridorlGeneral Planning Mngr. Dick Reynolds, CorridorlGeneral Planning Peter Russell, CorridorlGeneral Planning Mngr. Del Huntington, CorridortGeneral Planning Carolyn Gassaway, CorridorlGeneral ivingr. -.rranning ivingr. Barbara Fraser, Statewide Mobility Mngr. Ed Immel, Rail Planner Erik East, High Speed Rail Planner Bob Krebs, Intercity Transit, Program Manager Lee LaFontaine, Public Transit Bob Sherman, TDM Planner Management System Coordinator Steve Kale, Intermodal Management June Ross, Safety Management System System Coordinator Coordinator Gary Viehdorfer, Aeronautics Plamr Pat Moran, ScenicsVisual Resource Program

John Kelly, Transportation Growth Von Hemmert I Me1 Holmes, System

Strategy, Program Manager Lloyd Henion, AutoI'Truck Section Manager Betsy Johnson, Aeronautics Section Manager Joni Reid, Public Transit Section Manager Ed Marges, Traffic Safety Section Manager ODOT Transportation Systems Branch Review Team Cam Gilmour, Program Section Jay McRae, Reengineering Bill Geibel, Roadway Design Michael Ronkin, Bicycle 1 Pedestrian Brant Williams, Traffic Engineering Brian Gregor, Congestion Management System Lucy Moore, Pavement Management System Martha Sartain, Bridge Management System

ODOT Environmental Section Review Team Bonnie Heitsch Rose Hayden Dwight Smith Mike Shippey -

Barrow Emerson, Senior Planner Appendix D Public Involvement PACIFIC RIM RESOURCES Public Affairs and Communications

US 395 Corridor Management'ieam Meetings and Open House Summary Report

In June four open houses and three Corridor Management Team (CMT) meetings were held in Pendleton, John Day, Burns and Lakeview. The purpose of the meetings and open houses was to introduce the subject of Corridor Planning and get input from local communities about concerns and issues on US Highways 395,20 and 26 and Oregon Highway 140 (from Medford to Lakeview). The issues and concerns addressed varied in each section of the corridor. Following is a brief description of the meetings and the discussion notes from the meetings and open houses.

Corridor Management Team Meetings The purpose of the three CMT meetings was to describe the purpose of Corridor Planning; how the Corridor Strategy fits into Corridor Planning; the role of CMT; &d to discuss iss~esmd c~ncemshat pert&n tn US 395 md the cross corridor highways of lJS 26, US 20 and OR 140.

The CMT was asked to help identify issues and areas of concern which should be addressed in the Corridor Strategy. A Draft Strategy will be prepared based on the comments of the CMT, the open houses, the stakeholder interviews, technical data and the Oregon Transportation Plan (OTP). The CMT will be asked to review that document to assure that it accurately reflects their concerns and issues.

The northern section CMT meeting was held on June 24th at the Umatilla County Court House. The northern section extends south from Pendleton to the Grant County line. The concems expressed by those CM'T' members in altendmce primarily included safety; pavement condition and width; wildlife and environmental issues; recreation areas and the aaffic impact of proposed future developments. Eight of the nine people invited either attended or sent an alternate.

The central section CMT meeting was held in Burns on June 27th at the Harney County Court House. The central section extends south from the UmatilldGrant County line in the north to the Hamey/Lake County line in the south. The concerns expressed by those CMT members in attendance primarily included safety concems around road widths, sharp curves and falling rocks; the condition of the road base; intersection design problems on US 20 and US 395; jurisdictional concerns around dealing with hazardous

43 70 hlE. Hakq Street. Strile 230 .% Portian~i.Oqon 97213 materials spills and fallen trees on the roadway; recreation areas and the traffic impact of proposed future developments. Thirty-one information packages and invitations to the central CMT meeting were mailed to cities and agencies impacted by US 395, US 20 or US 26. Eight people anended the first meeting.

The southern section CMT meeting was held in Lakeview on June 26th at the Lake County Court House. The existing Lake County Highway Advisory Committee formed the core of the group with the addition of a few members including two Oregon Department of Transportation (ODOT) dismct and maintenance people and the area field representative from the Oregon Economic Development Department (OEDD). The southern section of US 395 extends south from the HameyLake County line in the north to the California border in the south. The primary concern expressed by those CMT members in attendance regarded the Draft Final Strategy for Oregon Highway 140. That strategy only addresses OR 140 from Medford to Lakeview. All CMT members in attendance felt that the Strategy must address OR 140 to the east, through the Warner Valley to the Oregon/Nevada border. The condition of the road is so poor that there are truck length limitations in place which limit the types and quantities of goods which can be shipped over that route and discourages tourist traffic. The impact of these problems on the local economies of Adel and Lakeview are perceived to be severe, although we have no cia'ra at this time. Corridor Management Team Meeting Discussion Notes

Northern Section US 395 Corridor Management Team Pendeton, June 14,1995 Attending: Steve Draper Pilot Rock Public Works Supervisor Mike Hy& Fendleton Planning Director Marge McVeigh North Fork John Day Ranger Station USFS John Germond ODF & W Fish Biologist Mark Kirsh ODF & W Wildlife Biologist Patricia Peny for Dennis Olson, Umatilla County Planning Dk. Corporal Glen Diehl Umatilla County Sheriffs Dept. Clinton Barber Mayor of Ukiah

1 . Regarding traffic enforcement, safety is big concern because of conflicts created by trucks and cars that are pulled over by police officers. 2. Pilot Rock Industrial Site People coming from south heading north need a left turning lane. 3. Shoulders/road widths too narrow in most segments. 4. Bike path in Pilot Rock abruptly ends east of the highway. 5. Pedestrian crossing in Pilot Rock is needed. Pacific Rim Resources US 395 Summary Repon July 27, 1995

6. Sedimentationhunoff especially near Alexander Creek is a concern. 7. Deer crossing at McKay dam. 8. Between Pilot Rock and Battle Mountain: Potential roadway realignments in this area should be moved to the hill to reduce sedimentation. There is a need for a slow-moving vehicle lane and realignment of sharp curves. Near Battle Mountain at "the Horn" additional guard rails, fog lines and expanded shoulders are desired. View pullouts may by beneficial in Battle Mountain area. 9. Forest Rd 53 and Hwy. 254 poor sight distance and pavement condition. 10. Cooper Creek to Ukiah maintenance and repair Ukiah Jct. 11. Lehman Hot Springs proposed destination resorts (and development in general) could have impacts on property values and quality of life. 12. McKay Dam Recreation Area left turn lane is also the passing lane; and there is a need for acceleration lane north bound on US 395. 13. 'issues in Pendleton 14. Commercial development impacts on traffic, congestion and safety. 15. Pedestrian crossing at Nye Avefnear school. 16. Safety/congestion on south side of town near Monte intersection. 17. Cheryl Lane to US 395 creates a bottleneck at times, and generates safety conflicts between slow moving and speeding vehicles and pedestrians. 18. Exit 209 off 1-84 could use traffic light on US 395 near gas station (SW Haily development will make traffic worse). 19. US 395fi-84 congestion problems (north of Pendleton). A local road network should be enhanced leading to the airport. 20. Bottleneck at east Birch St-/US 395 intersection. 21. Better access management in Pendleton is needed. 22. TBM/Employer Commute Options are favored, but must be realistic. 23. G'oncems about the Blue Mountain Scenic Byvvay 24. Forest roads 53/244/52 exit today, no plans for additional scenic byways within the conidor. 25. Range movement along the highway near Ukiah.

Central Section US 395 Corridor Management Team Bums, June 27,1995 Attending: Fred Reusser Grant County Sheriff Dave Glerup Harney County Sheriff Harvey Barnes Burns City Administrator

Page 3 Pacific Rim Resources US 395 Summary Report July 27, 1995

Bill Deist John Day City Manager Carol Smith Harvey County Planning Director Dave Vickstrom BLM Natural Resource Specialist Joan Suther USFS Snow Mountain Dismct Ranger Bob Wright ODOT Area Resource Manager John Preston ODOT Region 5 Planner Teresa Penninger ODOT Region 5 Planner Todd Chase Otak, consultant Stephanie Lawson Pacific Rim Resources, consultant

1 . Road width not wide enough to accommodate alternative modes (bicycling). 2. Safety on US 20 and US 395 - maintenance, potholes, poor visibility at night. 3. Poor base on US 20. 4. Heavy truck on US 20. 5. Winter driving conditions and icing are dangerous. 6. Road kill is a problem on highways. 7. Build roads that require lower maintenance, especially in the winter. 8 . Burns airport has all the same problems the John Day airport does - the need for runway improvements and upgraded instrumentation. 9. Explore the privatization of rest areas. 10. ODOT and other agencies~urisdictionsshould create (more) partnering agreements. 11. Revise the partnering agreement for the Idlewild campground and snow park area. (maintenance agreement). 12. There should be a center turn lane on the highway through parts of Bums and Hines. 13. An agreement needs to be made about how to handle hazard trees - who is responsible for removing fallen trees from the roadway? Will it be different if the tnxs are from public (US Forest Service or BLM) or private lands? 14. Project in Hines three lane road (center section a turn lane) is scheduled for construction in 1997. signal is needed at MP 129 in front of the BLM offices. 16. A center tum lane, and possibly a light, is needed at MP 161 west of John Day on US 26 where new government offices will be gohg in. 17. On US 395 in Devine Canyon, the creek crosses the road a number of times (environmental impact concerns). Something needs to be done there. 18. On US 395 at about MP 4 just south of John Day there is a serious safety problem. The curve is supered the wrong way and truck loads often spill there. 19. There are problems with falling rocks in Devine Canyon and at Star Ridge (between MP 1 and 12). 20. If the road base on US 395 and US 20 was improved through Harney County it would lessen the maintenance costs. 21. Water quality and natural resources issues need to be considered. Better coordination with the BLM, US Forest Service and tribal archeologists would help. 22. Proper disposal of construction debris, not just dumping, needs to be addressed and enforced.

Page 4 Pacific Rim Resources US 395 Summary Report July 27, 1995

23. Passing lanes are needed in Devine Canyon; Star Ridge; between Mt. Vernon and Fox; on both sides of Ritter Butte; and between Dale and Ukiah. 24. MP 108 is a high traffic accident location in winter. 25. The Junction of US 395 and 20 is a poorly designed interchange (scheduled for redesign and construction in 1997 STIP), a flashing light might help. The painted median at Poison Creek is dangerous, need a tum lane, could be designed more the interchange at Riley. 26. There are crossing problems at the following locations in the Burns/Hines area: At the Safeway in Burns near the high school; From Hines Grade School (Rumble strips might help); The painted crossing lines are not clear (they wash away because DEQ requires water base paint); try an alternative such as using a pavement change of bricks, color, texture; Better signage is needed west of the BLM office - there is a problem with high sped traffic. 27. There is poor visibility because of the ODOT maintenance pit near the BLM office. If the gravel were leveled off it would improve visibility. 28- There is a problem with the slow response time for the Hazardous Materials team. They have to come from either Redrnond or Ontario and it takes several hours. We would like to work on an intejurisdictional agreement to form a local Hazardous. Mat. team. 29. Without good roads, there will be no local economy. 30. Telecommunications opportunities need to be addressed. 31. US 395 expects an increase in truck traffic as trucks avoid congestion on I5 and Hwy. 97.

Attending: Rick Emmick Forest Service Ron Johnson Christmas Valley Jack Bdd Lake County Eghway Advkory Committee Barb Gover Chamber, Lake County fighway Advisory Committee Bob Pardue Commissioner, Lake County Hwy. Advisory Committee Mark Smith Harney/Lake County Mike Burton Oregon Economic Development Department John Preston ODOT Region 5 Planner Teresa Penninger ODOT Region 5 Planner Mark DeVoney ODOT Region 4 Planner Randy Bednar ODOT Region 4, District 11 Todd Chase Otak, consultant Stephanie Lawson Pacific Rim Resources, consultant

Page 5 Pacific Rim Resources US 395 Summary Report July 27,1995

1. Oregon 140 East should be held in the corridor document as at least a major feeder, if not part of corridor. 2. Oregon highways 31 and 140 East are very important. 3. Although there is a 65 foot legal length limit for trucks on OR 140 East, police are looking the other way until there is an accident. 4. Oregon 140 East is scheduled for some repairs in the 1997 STIP. 5. Put in a rest stop area or brake check area on Dourghty slide to lessen accidents (on OR 140). 6. On US 395 & OR 140 Cattle drives deteriorate shoulders. Deer and cattle on OR 140 and Hwy. 3 1 a problem. 7. Feeder routes into the corridors need to be addressed. (Such as 140 and 31). 8. What is the status of the Access Oregon Program? Economic effort to identify highways of statewide significance that needed work. 9. Why does the Wiamette Valley get all the money? What is the point in a $25 million high speed rail study when highways in eastern Oregon are impossible to travel safely? 10. Quartz Mountain poorly done pavement. 11. Intermodal - Bike traffic on US 395 & Hwy. 3 1. 12. Hwy. 31 is being designated as a scenic highway. *.. a - - *-1 ..---+-\ *.. ,.,..+ -..,- n.n -.,- *n..,A qnd 17PP 15. L~Ttransport OY rlat oeu UUCK \~lnca ~cuu AL~, rv bur du w rl uri baa ull dvuuaadu -4" empty truck for backhauling opportunity. 14. Computerized database of truckinglpick-up needs. Open Houses

The purpose of the four open houses was to introduce the concept of Corridor Planning to the communities along US 395 and uncover concerns and issues about US 395 and the cross comdor highways of 26,20 and 140 in the central and southern sections. Four to eight people attended each of the meetings. Public input mirrored the results of CMT meetings in each region. A list of the issues raised at each mee~ngfollows, Open House Discussion Notes

Northern Section US 395 Open House Pendleton - Pendleton Convention Center - June 14,1995 1 . The pedestrian crossing at Southgate/US 395 and Nye Street (near the Grocery Outlet) is unsafe. High speeds, failure to obey the signal, poor placement of the cross walk relative to traffic flow and the entrance/exit of the Grocery Outlet all contribute to this problem. 2. Concern over potential by-pass of Dale and its impact on businesses. Also the need for lower posted and enforced speed limit through the community of Dale. 3. Potential for a public/private rest area and/or welcome center in the vicinity of Lakeview.

Page 6 Pacific Rim Resources US 395 Summary Report July 27, 1995

4. Exit off 1-84 left turn onto Southgate/US 395 is difficult for trucks, RV's and other large vehicles. 5 . Big Horn (sharp, continuous curve; inclement weather problems; etc.) 6. The iack of bike lanes on US 395, especially near Dale, present safety problems.

CENTRALSECTION US 395 AND US 20 OPENHOUSE BURNS- HARNEYCOUNTY SENIOR CENTER - JUNE 27,1995 1 . There is mixed support for a by-pass - concern around Burns. 2. A truck route should be evaluated for Lottery Lane (US 395, US 20 and OR 205). 3 . Seasonal Micproblems should be addressed for US 395, US 20 and OR 205. 4. Focus improvements and reconsuuction of the road base. 5. Road conditions effect economic development opportunities. 6. Wider shoulders are needed on US 395, US 20 and OR 205 (trucker perception that the road is too narrow). 7. Riding on the shoulders on US 395 is dangerous for cyclists. Better shoulders on US 20 and US 395 might attract bicycle tourists. 8. The local maintenance crew does a great job (Bubba's crew is #1 in winter maintenance and snow removal). 9. Local perception that when bdd Canyon and eabbage -fiii on 184 are ciosed, waff c increases on US 395 (ADT does not reflect this). 10. Better signs are needed for the east bound escape lane into the BLM office on US 395120, trucks mistake it for an outside tmck lane. (The BLM office is scheduled to close in 2 years). 11. Access to the proposed visitors center west of Hines needs to be addressed. 12. Star Ridge south to the rest area on US 395 is a safety problem (proposed Mt. Vernon to Star Ridge by-pass could resolve safety concerns and should be considered). 13. Runway improvements are needed at the Burns airport. 14. Public msprtati~nis needed on US 395DO: intercity to Boise, Ontario, Bend, Portland and Pendeton. Service needs to be dependable and well advertised in order to be a success. 15. &nand for public msportation service from Burns to Bend is high. Could work with Greyhound m consider sewice to and from Bums. Coordinate schedules and connection between bus and train for both passenger and freight service between Burns and Bend 16. At MP 91 on US 20 at Gap Ranch near the Harney - Deschuttes County border in Region 4 there is a safety problem. The road surface is slick and shiny. 17. The Junction of US 395 and US 20 (east of Burns) is a dangerous Y intersection. Trucks take the intersection backwards, i.e. northbound trucks on US 395 take south bound lane at intersection to avoid hump at north bound approach.. 18. Over height trucks are a problem along US 20. 19. Traffic lights in Hines are a problem for over-height trucks. 20. The railroad tresseIs on US 20 between Juntura and Vale are a problem for over- height trucks.

Page 7 Pacific Rim Resources US 395 Summary Repon July 27,1995

21. Potter Swamp Road off US 20 could be improved as a possible truck route. 22. There are several curves on US 395 that need to be evaluated for safety improvements between Burns and Canyon City. (See dot numbers 3,4,5,6, and 6B on map> 23. Runaway truck ramps should be considered on US 395 south of Canyon City at the 120 degree curve. 24. Roadway maintenance should be shared between ODOT districts in Grant/Harney County and between Deschutes/Harney County. 25. Passing lanes are needed on US 395 between MP 45 and 55. 26. Poor winter maintenance on US 20, especially from Bend to Horseshoe ridge in Region 4. 27. A travel advisory service is needed for US 20 and 395. 28. Region 4 representatives should be present at STIP hearings for US 26 and US 20. 29. There are major safety issues west of Juntura on US 20 near MP 185.

Central Section US 395 And US 26 Open House . John Day - Grant County Fairgrounds - June 27,1995 1 . A truck by-pass should be considered on US 26 north of John Day. 2, By-pss c~~w~~s:wA2tis 2 !q$c& r~gk,what wiu ~,~cfi~micimnartcr---- he3--- Hnw---.. will it really affect congestion? 3. The area of US 395 between John Day and Star Ridge (Segment 8) needs to be addressed If we continue to ignore the problems, eventually a by-pass will be inevitable because it will be the most economical alternative. 4. The curve at MP 4 is a problem. The creek overflows there and it is a high accident location, (especially for trucks). A study needs to be done on the area (MP 2 to 6). There appears to be a frost heave in the pavement at about the spot where trucks usually tip over. Trucks tip over going uphill, pulling a load. 5 . On US 26 at Unity Junction from the east, there is a curve at the Unity reservoir with a reverse super problem. 6. Vance Creek should be considered as an alternative to a complete by-pass of John Day. Just to the right of the canyon there is a ridge that could be used. 7. A truck route thmugh John Day on the other side of the river would help alleviate some congestion. However it would require two river crossings. It would break off from US 26 before John Day and reconnect at the Industrial Park on the north side of town. 8. The alternative access road to the airport needs to be improved for public use. USFS has a lease and has been blocking improvements to the alternative access road because they need clear access to the helipad during fire season. Something has been worked out with them. 9. Instrumentation improvements are needed at the John Day State Airport to allow foul weather flights. 10. Telecommunications opportunities are being developed (through the lottery backup center planned for Burns).

Page 8 Pacific Rim Resources US 395 Summary Report July 27,1995

11. Grant County Economic Development, the BLM, USFS and business and agricultural interests need to be kept in the loop. 12. The condition of US 26, especially in Wheeler County is poor. Also issues of width and sharp curves. 13. US 26 from Keys Creek to Mitchell needs passing lanes. 14. US 26 has high levels of truck traffic. 15. High pressure single tires and studded tires cause a lot of road damage. 16. People are unhappy with the back slope design standards. 17. People from John Day tend to travel US 26 more than US 395. 18. Safety on both highways. 19. There is a need for more passing lanes. 20. Bus service on both US 395 and 26. 21. There is a need for more tourism in Grant County. 22. Economic development opportunities on US 395 and 26.

Southern Section US 395 And OR 140 Open House Lakeview - Interagency Fire Center - June 26,1995 Following are comments made during the group discussion ar the US 395 and OR 140 Ccmidcr Strategies @fin %use in hkeview. %e pfirrrzry cencems expressed by those in attendance involved Highway 140 to the east which is currently outside of the designated study area for the Oregon 140 Corridor Strategy.

1 . Highway 140 east has a 60 foot truck length limit because of the poor road conditions. Because of this the Warner Valley is virtually land locked. This is very damaging to our local economy because alfalfa, cattle, mobile homes and other products can not be transported out. However the state police will often not enforce the limit because they recognize the impact. 2. The Nevada portion sf Highway 140 is in pretty good condition and is being resurfaced now. 3. The eondirion of Kighway 140 east has impacted to~sm.Tourists and mck ~vers often complain about the condition of the road. 4, Wighway 140 east should be considered as pan of the Corridor Saategy! Don't stop at Lakeview. It should be updated to statewide or at least regional significance. PUC restrictions are costing the regional economy. 5. Highway 140 west near five comers, between Lakeview and Drew's Gap is also a residential area - high speeds and truck traffic are a hazard to children and pets! 6. School buses travel Highway 140 both east and west. Poor visibility of fog lines and poor pavement conditions are hazardous. Pick up points for children are right on the highway, no pull-outs. 7. Highway 140 has been ignored for years by ODOT. They say that the population does not justify improvements but the worse the road is allowed to get the fewer people it will serve. People will be driven out because of the impact on the economy.

Page 9 Pacific Rim Resources US 395 Summary Report July 27, 1995

8. Estimate a lost dollar value for truck traffic revenue and PUC fees on Highways 140 and 395 so we have something to compare to other highways. 9. Most trucks canying cattle from the Warner Valley Wghway 140 east) are illegal. 10. The Chamber of Commerce often hears comments from travelers about the highway such as; "I'd never drive that highway again! " especially from tourists with RV's and truck drivers. 11. Highway 140 east and Highway 31 both need to be considered in this strategy! Address the feeder highways! 12. There is an existing "Gentlemen's Agreement" between ODOT, Lake County and the Federal government to work on the first eight miles of Highway 140 east together. There is also an agreement to consider such a partnership again. 13. It is hard to focus on intermodal opportunities and issues when the highways are in such poor condition.

The comments received during these meetings and open houses will be used in conjunction with technical data, stakeholder interviews, meetings and conversations with local jurisdictions and tribal representatives and the Oregon Transportation and Modal plans to create an overall Corridor Strategy for US Highway 395. In addition, comments

EceiVd aI-mlii TdS 20, US 26 aTid&sgon 140 .;s& Ly :he dP,ve!opment Gf ~+~k Corridor Strategies.

Page 10 PACIFIC RIM RESOURCES Public AAfiinand Communications

Following is the stakeholder interview report for the US 395 Corridor Strategy. For the purpose of this study, US 395 has been divided into three sections; north, central and south. The boundaries roughly follow county lines with the northern section composed of Umatilla County from Pendleton to Dale, the central section composed of Grant and Harney Counties and the southern section Lake County. US 395 north of Pendleton to the Washington State border will be addressed in another study.

The list of interviewees was generated by soliciting suggestions for representatives from thirteen interest categories from Teresa Penninger, the ODOT Region 5 transportation planner, and by expanding that list through the suggestions of interviewees. Forty-four interviews were completed.

The appendix of this report contains; the list of interest categories from which representatives were sought, the interview questions, a list of those interviewed, and a map of the corridor.

Interviewees were asked a series of questions about transportation issues in the US 395 Corridor. In order to help avoid duplication in later Corridor Strategy efforts, respondents were asked to comment on the east-west intersecting, cross-corridor Highways 26,20 and 140. In addition, in the northern section, stakeholder interviews for the Pendleton Transportation System Plan were conducted csncmntly with the US 395 Corridor Strategy. Mere possible, surveys were expanded to accommdte people who could speak to issues for both studies in order to avoid duplication.

Responses varied somewhat by region, but overall the consistent theme of the responses involved the poor condition of the highway surface, winter maintenance and spring repair, and the fact that while use of the highway in pure numbers is limited, US 395 is the only major north-south connector for all of the small communities along its route. It needs to be preserved and maintained for the viability of those communities.

43 70 NE. Ha& Street, Scrife 230 A Portland. Oregon 97213

phone 503 ZSZ.jOG9 facsrrn~le503 282.5130 Pacific Rim Resources US 395 Corridor Stakeholder Interviews Report

Regional responses in the north have so far involved concerns about the condition of the road, winter maintenance and spring break-up problems. The road is narrow and curving in the northern area, but it is widely felt that little can be done to remedy that and that it is not a serious problem.

In the central section, there was some discussion of the need for more passing lanes, problems with narrow road widths, and improving the painted road markings which do not last long enough. Poor road condition from Burns south to Lakeview were especially noted by central and southern section respondents.

In the south there is again a major concern about the poor condition of the road surface. In this area, several people have expressed concerns about the impact on the economy. One interviewee said that.the road surface is so-poorf that in some areas it is has been washed away and the road is dirt. This was attributed to spring break-up problems. Inte~eweeshm this area said the road was in the worst condition it had been in years. The concern expressed by some of those interviewed is that as the road deteriorates, Ca.~.vrn--a--la s.411 ..OP:+ OR a A~.*P-.vvoJ~er\nn-;m oqrn1~Cmv- thm mrrmm.rr.;+;ne .rrhn LCI WCIA PUYAZI WUI UJb IL bAbaLUL6 CL UUWILWCUU 'LII.ULLUIAAAI. CJbACI LUA UACI \rULLAAAAUALIU'LIJ W LAU depend on the highway for tourism and hauling livestock or grain,

Interview questions fell into five major categories; Balance, Connectivity, Condition/Design, Safety, and Impacts. Following is a summary of the responses by region in each category.

Under the heading of balance, intervieweesdwere asked a multi-part question about air and mil sewice, bike and @strim facilities, telecommunications and public and special needs msportation.

Air service is very limited in the US 395 Co&dor. In the northern section, respondents said that the airpart needs improvements, including another carrier. The "cost of time" may eventually make air se~cemore viable, but currently many people consider the cost prohibitive for air travel hmPendleton. In addition, one respondent said that air service connections from Pendleton are so limited, that he would rather drive to Portland than fly in and wait for a connecting flight A heli-pad is available for medical emergencies and private use. Amtrak service is limited to two scheduled trips per week. There is some use of industrial rail lines for transporting goods, including a spur line to Pilot Rock that

Page 2 Pacific Rim Resources US 395 Corridor Stakeholder Inte~ewsReport

serves the mill there- There may be an opportunity to expand the use of rail for industrial purposes. Thm are no bike lanes on 395 and rmdr'traffic makes the use of the highway almost impossible for bicyclists in some places.

Respondents from the John Day area said that their airport needs major improvements including upgrading the instruments to allow foul weather flights and re-surfacing and lengthening the runway to allow larger, heavier planes to land. Other comments about the John Day airport have included the need to improve the access road or create a second access road from the West Beach area and the need to update the terminal. In addition, the John Day Aipn manager said that they would like to automate the weather reporting system in order to provide 24 hour service. The airport in Burns provides charter flights.

In the southern section, there is a 5,700 foot airstrip available at the naval base near Lakeview but the closest regular air service is from Klamath Falls. Rail service in the conridor is virtually non-existent. A small spur line, The Hooterville Trolley, owned by Lake County, transports wood products twice a week between Lakeview, Oregon and PACGr&, naehe is consi&=rd+a kd iiii-prh7iia *& eeOIiUT1ic -*-cZ-Lehig of the county, and there are rumors of more businesses moving into the county based on the - availability of that line. However a weight limit on some of the railroad bridges may limit it's use. The closest passenger rail service is out of Chemult located on Highway 97.

Respondents are split on the concept of bicycle facilities in the US 395 Comdor. Some say bike facilities are needed the length of the corridor, others say that while bicycle facilities would be nice, the narrow road widths and long distances between towns in the corridor make inter-city bike routes infeasible on US 395. Some respondents have suggested an adjacent but separate path if any were to be built. Within towns along the corridor, most respondents say that it is possible to bike or walk if you want to. In a few of the towns there are existing designated bike and pedestrian areas. The bike path in Canyon City near Ganyon Creek and between Canyon City and John Day axe appreciatedb by lwal residents. Pendeton also has designated bik paths avaiiable. In bike path would be useful to provide a link to a new residential development and a ranger station north of Lakeview and to the Warner Canyon Ski area at Warner Junction.

The question about telecommunications was induced as the inte~ewsproceeded, so not all respondents were asked this question. Those who did respond to this question frequently mention the lack of existing in£ra-structure or affordable access to support telecommunications in the region. There is a proposal to site a lottery center in Burns,

Page 3 Pacijic Rim Resources US 395 Corridor Stakeholder Inte~ewsReport

which would provide the incentive needed, to update the existing telecommunications in.-structure. Some respondents wish to bring the medical and educational opportunities this technology provides into the rural communities along the corridor.

The final question about balance asks about the sufficiency of public and special needs transit. In the greater Pendleton area, there is a taxi service for the general population and a subsidized senior and disabled van service which is subsidized by the City of Pendleton and Umatilla County and run by the taxi service. The cost to seniors is $1.50 per one-way ride. The same van is used by the senior center to transport seniors to a meal site for lunch five days a week Very few respondents knew anything about such services, but, suspected that improvements or better coordination is needed.

In Grant County, the People Mover provides regular transportation senice for both seniors and the general population for a nominal fee. A Dial-a-Ride style service is provided between and within towns in the county five days each week and rides to subsidized senior lunch sites are provided four days each week for between $1.50 and C3 M n T- nAA:C,- +ha DPA-I- .~A~\*PPI--wArlne -m.lmvIv. omhnA..lnA &-o tn RnnA 4lA.W a PAJVLA. All LlLLCUUVll USdA bUt)LC, LT1UV UL YIUV I-0 L'CISUACLLAJ JbII-ULUU UAYJ W YWLAU three times each week for shopping and medical care for all ages on an age-graduated fee scale. It also provides summer recreation trips for seniors and some freight service. There is some need for the service to be expanded east to help people connect with Greyhound and Amtrak out of Baker. In Hamey County there is a small Dial-a-Ride which primarily serves Burns and Hhes. They would like to expand and serve all of Harney County and provide transportation to Bend for medical care and shopping for seniors. There is also an occasional problem with people hitchhiking to Burns expecting to be able to catch a bus out of town. When they arrive they find themselves stranded Some people feel that a bus service is needed, north-south for general access and east-west for medical care access.

In Lake County, the senior center provides a Dial-a-Ride style sex-vice and trips to ath Falls can be ged if a senior cannot find an altexnative. The Red Ball Stage be,which is arily a mail and parcel service, can take up to two passengers krn Lakeview to Klamath Falls.

Under the heading of connectivity, interviewees were asked in a two-part question about how connections between places are affected by travel time, congestion and highway access management and about connections between modes.

Page 4 Pacific Rim Resources US 395 Corridor Stakeholder Interviews Report

In response to this question,.most~~spondentsremarked on the rural and scenic nature of the area The areas where narrow widths and curves are a problem are mountainous, limiting the ability to improve them through widening or improved geometry. Most respondents felt that drivers on US 395 understood the limitations imposed by the topography and rural nature of the area and were content to accept travel times as they are.

The available transportation alternatives are enumerated in the section on balance. The lack of viable alternatives to the personal car limits some people's ability to get from place to place. However several of those interviewed, especially from the smaller communities along the comdor, tallced about the willingness of family and neighbors to help senior citizens with transportation to the doctor or shopping.

The Red Ball Stage Line can take up to two passengers from Lakeview to Klamath Falls. However because of the schedule, it is not possible to connect to a bus or train without staying overnight in Klamath Falls. The bus to Eugene leaves just 30 minutes before the Rmd R~llCtaap a-xrna Ao mnndnmnA okn~mthnrn ;o nrr ..m.r +rr ma+ Crnm +ha Trrh- narr A=- uuu u-a- rurrrvo. r au rrrcr~~uvu~uuwrcr, ulrru AO AAU way w 5br UUUA UAU .IUU way area to Baker without a car. Baker is the closest Greyhound and Amtrak point to John Day. There is also no public transportation to or from Pendeton on US 395 further limiting Amtrak and airport access.

Under the heading of condition and design of the highway, interviewees were asked about specific problems along the-highway such as narrow widths, the need for passing and turn lanes, and pavement conditions. Several "htervieweesin all sections of the highway corridor said that a new base is needed

Between Pendleton and Ukiah, US 395 is n g through the Battle Mom& area, However, hause of the topography of the ma, most respondents felt that little could be done about straightening and widening the highway. From one mile south of Dale north to Pilot Rock, the road is very narrow and the pavement condition was identified as poor. Other concerns involved general winter maintenance and spring break-up problems.

In the central section, there was some discussion of the need for more passing lanes, narrow road widths, and the need to improve the painted road markings which do not last.

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South of Canyon City, there is a problem with the bank of the road between MP 2 and 9. Four to six rimes each month a truck transporting finished lumber over turns there. The many switch backs loosen the load and eventually they spill near MP 4. There is no shoulder, no passing lanes, and a steady grade combined with poor banking poses a serious problem. Star Ridge between MP 10 and 15, has similar problems. The bridge over the Middle Fork of the John Day River has an unusual surface and feels unske. The area around the North Fork of the John Day River needs to be improved. The road is in poor condition from Burns south to Lakeview. However, many people in this region said that the road is adequate for the amount of it supports.

In the south there is again a major concern about the poor condition of the road surface. Several of those interviewed expressed concerns about the impact of the highway on the economy. The road surface is so poor, that in at least one area-the road surface is currently gone and the road is dirt.. The area around Abert Lake is in especially poor shape. As mentioned in the overall findings, this was attributed to spring break-up problems and interviewees from this area said the road was in the worst condition it had XI? 5 yemI Eeqm~?&rrobm this ~rea&.re very c~ncemec!abut how the mzd condition will impact them economically.

-Under the heading of safety, inte~eweeswere asked three questions. The first question involved safety problems and how they could best be addressed. The second question asked if there were vehicle or pedestrian crossing problems on the highway and the final question asked about concerns with the transport of hazardous materials on US 395.

The poor condition of the road, nmow widths, sharp curves, lack of passing lanes or pull- outs and inclement weather are the most frequently mentioned problems. The best recourse is better maintenance and where feasible, widening and straightening of the road, However, some people warn that straightening and widening lead to higher and may decrease the overall safety of the road, Through Pendeton, US 395 is used as a major arterial known as Southgate. Southgate appears to have fairly high levels of traffic, but only one of those inte~ewedsuggested a realignment to move through traftic on Southgate/395 out of Pendleton.

In the central section of US 395 around Canyon City there are problems with hairpin corners which cause truck loads to shift and @; fl&g from the North Fork of the

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John Day River,-and poor sight distance.. One respondent noted that Mitchel Grade is a good example of how Canyon Mountain could be improved. South of Seneca, there is a problem with sharp corners. bundBurns and Hines, there is a problem with single vehicle accidents. Cars speed or veer onto the shoulder and the overall poor pavement condition leads to roll-overs. The intersection of Highways 20 and 395, about three miles north of Burns, is poorly designed anddangerous.

In the southern section, the junction of Highways 395 and 31 at Valley Falls is a high accident location. Improved signage and reflectors would help alleviate the problem. In Lakeview, the multi-street intersection of Highways 395,140 and two city streets needs to be redesigned to avoid a potential collision. In downtown Lakeview, there is need to deal with safety -.issues- .- - .. . at intersections,on US 395 at Center Street and at North 1st Street.

Most respondents felt that there were no serious crossing problems for cars or pedestrians on US 395 because of the limited amount of traffic. The exceptions were in areas with larger populations. In Mt. Vernon and John Day the additional traffic of Highway 26 cGrlb-hes -*+uj lwd w&lc to conge TheS hLleE is a*aossh-lgp-obiem where elementary school children cross US 395 to get to the city park. There is a flashing yellow light but it is insufficient to slow drivers down. In Lakeview there is a crossing problem between 6th and 7th Streets where a day care and Head Start program are separated by the highway and in the downtown area at Center and at North 1st Streets.

While most respondents said that they would be concerned about hazardous materials transported on the highway, only a few mentioned specific locations or concerns. The specific area of concern mentioned was the North Fork of the John Day River and the materials of concern were related to the proximity of US 395 to the Hermiston Nerve Gas Storage Facility and the Hanford Nuclear Reservation. The North Fork of the John Day River is a critical salmon habitat. A truck accident created an acid spill there in 1991 Because of the steep bank of the road.

Under the category of impacts, interviewees were asked a series of questions about how US 395 impacts communities and the environment of the region. The ktquestion in this section relates to the protection of scenic locations and view points, air and water quality, and wildlife habitat and natural resources. The second question asks about the relationships between land use and development, historical sites and structures, and the

Page 7 Pacific Rim Resources US 395 Corridor Stakeholder lnte~ewsReport

quality of life in communities along the conidor. The final question asks respondents to consider and recommend ways to reduce fuel consumption or increase energy efficiency.

In general, respondents feel that the overall quality of scenic locations and view points, ah and water quality, and wildlife habitat and natural resources is very good and they do not anticipate that the highway will cause any serious changes in that A few respondents mentioned places where additional scenic viewpoints or rest areas could be sited, and some menuoned that existing rest areas need tibe better maintained, especially beoueen Burns and Lakeview. Road kill problems plague drivers the length of the highway. Some suggested solutions are to provide a setback clear of trees on the highway in the migration routes, giving a wider sight range for drivers or placing reflectors along the edge of the road which reflect drivers headlights into the surrounding area to alert animals of cars at night.

Respondents expressed no serious concerns about the relationship between land use and development or historical sites and structures and feel the natural beauty is a resource to 'be protected for ~uxismopporrunides. The highway itself is histmic~ysigiificmt as die Three Flags Highway, linking Canada, the US and Mexico. Several people mentioned that US 395 is important to their communities as a link to other areas and as a vehicle for economic development. The quality of life is not considered to be adversely impacted by US 395 in communities along the corridor. Mt. Vernon and John Day residents and businesses are concerned about rumors of a plan to by-pass the communities. Many of those interviewed from the region strongly oppose that possibility. A few people said the by-pass will be needed eventually because of the congestion caused by the intersection of Highways 395 and 26. -

Because of the nature of the highway, the sp population, and the many areas where there are curves and steep grades, most respondents could think of no ways to ducefuel consumption or increase energy efficiency. A few fespondents menfioned bus %Nice between communities as a possible option. Wider roads or a bike path would make bicycle travel more inviting in the corridor. One person said that taking the cost of time into consideration, air travel could be more economically viable than it is currently considered

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Interviewees were given the opportunity to comment about the highways that cross US 395, ie. Highways 26,20 and 140. Following are their comments on those highways and other cross corridor concerns:

HIGHWAY26 Highway 26 intersects with US 395 at Mt. Vernon and they follow the same path to John Day. Highway 26 and 395 share an alignment for approximately 10 miles. The area is growing and consideration of a by-pass and right-of-way preservation needs to take place now. Congestion is a problem between Mt. Vernon and John day because of the many access points. Highways 26 and 395 form the main street in Mt Vernon. It is potentially very dangerous for both cars and pedestrians. * The only access berween John Day and Prairie City is Highway 26. If the highway is closed or the bridge is out, the two cities become completely isolated from each other. In John Day, right-of-way is unclear at the traffic light for Highways 395 and 26. Highway 26 coming into Mt. Vernon from the west passes through an area with an abandoned mill and some abandoned fann equipment. It is very ugly. Highway 26 is being increasingly used as an inter-state route and se~cesand recreational opportunities should be developed with that in mind The highway between Mt. Vernon and Mitchell is fairly heavily traveled and is nmw and misty. Right-of-way should be preserved now for fumexpansion of Highway 26 to a four lane highway. Bike lanes on Highway 26 are in good condition with the exception of the area mund

The Picture Gorge area is narrow and crooked and there is no place to pull over. There is a serious accident location at the intersection of Highways 19 and 26. The problems with the condition of the highway are similar to those on US 395 with narrow widths and poor pavement. Designated turn lanes are needed on Highway 26 between Mt. Vernon and Prairie City.

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At mile post 160 there is a problem with head-on collisions where people stray over the line after a sweeping curve. Highway 26 has 13 major grades. Signing should be improved to make it clear that Highway 26 can be used as a route to Ontario, Oregon. It is important to preserve the pictographs in Picture Gorge. Pretty goad overall road condition.

HIGHWAY20 (Highway 20 intersects US 395 just north of Burns and they separate at Riley.) Pretty good overall road condition. The road condition is poor due to spring break-up and pot holes. The Y shaped intersection at the junction of Highways 20 and 395 is dangerous. The underground tank law has made fuel availability a problem on Highway 20. The Oregon State Police person from the Burns-Hines area said that they have experienced a major increase in the number of 911 emergency calls coming from cellular phones on Highway 20 to report accidents since the coverage range was recently expanded, This has greatly improved their response time. Thm is a space of more than 63 miles on Hwy. 20 where the speed limit isn't posted. The distance between gas stations should be posted to avoid people getting stranded. Where Egan and Hwy. 20 intersect there is a sharp S curve. It is too tight and large trucks often edge over the dividing line and threaten other cars.

HIGHWAY140 - e Highway 140 is in very poor eon&rion. Due to years of wear, a portion sf Highway 140 connecting Adel to Lakeview has been gradually worn away. Trucks on the already narrow and steep road have worn away the shoulders. ODOT has now closed this @on of the highway to trucks over a certain size.

@ The economic impact of this closure on people in Akl has been severe, forcing ranchers and other business people to make multiple trips to transport goods in smaller trucks, or reroute their trip through Reno, Nevada adding over 100 extra miles. Dourghty Slides are often closed in winter. Improvements to Highway 140 from the Nevada border through Lakeview would have a tremendous positive impact on the local economy. Olene Gap to the Bly Mountain Summit needs passing lanes.

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The work done at Quartz should be considered as an example of how to help the Bly Mountain area. Inclement weather and the twisty, narrow roads often make Highway 140 impassable. The condition of Highway 140 to the west makes it difficult to transport patients to Klamath Falls.

Interstate 84 A Walmart distribution center is planned in Hemiston, which will probably increase truck traffic on US 395.

Notes from Outdoor Recreation Group Meeting 4-17-95 Need OMIT'S help to eliminate commercial truck use at the "Great Meadows" snow park. Perhaps we could provide a truck pull-out for checking brakes? Bureau of Land Management already has right-of-way for a rest area near Bly. Will ODOT participate in developing?

Page 11 Pacific Rim Resources US 395 Corridor Stakeholder Report Appendix

US 395 CORRJDOR STRATEGY STAKEHOLDER INTERVIEW QUESTIONNAIRE

1. Do you have any questions about the corridor planning process? CI. Yes 0 No Comments:

2. Which sections of the 395 corridor do you drive most frequently?

3. What do you think are the most important overall issues related to transportation in this corridor both currently and in the future? Are there major problems or & ouportunities in the corridor?

4. The State's policy is to provide a balanced transportation system which offers transportation choices. Where feasible, other modes of transportation should be available. The conidor strategy should look at train. bus. airplanes. bike or pedestrian o~~ortunitiesin addition to cars and trucks to move people and goods.

A. What issues or opportunities need to be addressed regarding rail or air service facilities to help provide a more balanced range of wansportation choices within all or parts of this comdor? Where?

B. What issues or opportunities need to be addressed regarding bike and pedestrian facilities to help proprovide a more balanced range of transportation choices within all or 3

C,What issues or opp ities need to be a ssed regarding the use sf telecommunications to lessen the number of cars on the road?

D. What issues or opportunities need to be addressed regarding public and specid needs (elderly and disabled) transportation (within and between areas) to help provide a more balanced range of transportation choices within all or parts of this corridor?

Appendix Page 1 Pacific Rim Resources US 395 Corridor Stakeholder Report Appendix

5. The corridor strategy also will address issues of what is called connectivity. This includes: connections between places which relate to travel times, congestion, and managing access to the state highways so they operate efficiently. connections between modes such as facilities for moving goods between rail and truck or improving access to airports and train or bus stations.

What issues or opportunities do you see to improve connectivity between places and modes? Specific places? Speclfic modes? IfNone mark here 0

6. Are there specific problems on US 395 with the design and condition of the roadway? CI Yes 01 No 0 Don't Know CI Not Sure

For example problems such as widths. uassinrz lanes. turning lanes. or pavement condition? Please be as specsc as possible in identifying these needs!

7. Are there safety issues along Hwy. 395 which should be addressed by the strategy and which can be addressed through changes in geometry. access control. better signin? or maintenance?

7a Are there intersection or crossing: uroblems? Where? Highways,streets, RR X-ing? CI Yes - 0 No

7b. Are there any other areas of concern such as the transporntion of hazardous materials? €3 Yes 0 No

8. In addition to operational concerns, the corridor strategy also addresses the impacts of transportation facilities. k What specific issues or opp~rtunitieswithin this corridor can you identifv related to the protection of: + Scenic locations or view points?

Appendix Page 2 Pacijic Rim Resources US 395 Corridor Stakeholder Report Appendix

+ Air and water quality?

+ Wildlife habitat or natural resources?

B. Changes to US 395 can impact the surrounding areas and communities and conversely, changes in the surrounding area can impact traffic on US 395. Can you identifjl any specific issues or opportunities which relate to: + Land use and development?

+ Historical uses and structures?

+ Quality of life issues such as noise and community character?

C. Taking into account various modes of transportation or more efficient management of the system, are there any specific opportunities you can think of for improving. energ efficiencv or reducing fuel consumution?

9, Rec8use Hig!!w8ys 20,26 and 140 conma wit,h, US 395, do ye:: have my ccm=rents about the relationship between any or all of them and US 395 that would be helpful as we develop the strategy?

10. Taking into account various modes of transportation, are there any comments you would like to make about issues or opportunities on the cross corridors of Highways 20,26 or 140 themselves which you think should be addressed? - Highway: Circle highway # 20 25 148 Balance:

Safety:

Impacts:

Appendix Page 3 Pacific Rim Resources US 395 Corridor Stakeholder Report Appendix

11. We are trying to inform the public about this planning effort and talk to people who can provide helpful insights about the corridor. Is there anyone else you think we ought to contact in your area who can comment on Highways 395,20,26 or 140?

Name Phone # mation HV

12. What is the best way to let people know about open houses and other events in your community?

Would you like to receive more infoxmation about comdor planning, an announcement for the US 395 open house in your area, and be kept informed about future corridor planning in your part of the state? O Yes 0 No

Appendix Page 4 Pacific Rim Resources US 395 Corridor Stakeholder Report Appendix

Business/Developers Industry Agxicd~e/timber Truck companies Economic Development Transportation providers Schools Environmental Bicycle and Pedestrian groups Govt. Agencies Human Services Traffic safety group representatives Emergency ServicesISafety (EMT,Police, etc.)

NORTH + Sgt John Collins, Oregon State Police, Pendleton + A1 Meunier, Pendleton School Administrator + Hal Phillips, UmatiUa County Road Department + Frank Odgard, Ukiah School + Brian Cole, Oregon Economic Development Department, Umatilla County + Ron Danials, Blue Mountain Community Collage 4 Bob Quaernpts, Oregon Emg~oyrnewtDivision e Morris Lankford, Pilot Rock School District + ple, Eastern Oregon Regional AQoa, Pendleson + Rose DOM~~,The Pedlars Place Bike Shop

CENTRAL + John Huffiker, Oregon Economic Development Department - Grant Comty + Ted Farrioli, Malhuer Timber Operators + Kevin Campbell, Consultant, Canyon City + Elmer Bennett, Bennett Trucking + Arleene McGitnick, Grant County Chamber of Commerce + Louis Wacker, Grant County Chamber of Commerce Volunteer + Lyn Jenson, Oregon Outpost Magazine, Grant County + Rusry Clark, Transportation Coordinator, Long Creek + Scott Franklin, Transportation Coordinator, Burnes-Hines School District #3

Appendix Page 5 Pacific Rim Resources US 395 Corridor Stakeholder Report Appendix

+ Teresa Mingus, Harney County Senior Center + Jim Hemmett, Superintendent, John Day Fossil Beds + Bob Kowing, Road Department, Canyon City + Gary Judd, John Day Airport Manager + Shane Harris, Bicycle hebuilder and enthusiast + Steve Grasty, A Parts Store, (store owner and active in local transportation issues) + Storm Carpenter, Stom Carpenter Log Homes, Seneca + Greg Jackson, Greg Jackson Oil, John Day + David Harmon, Harney County District Hospital Administrator + TR Hinton, Grant County Ambulance Company + Trooper Doug Larsen, Oregon State Police, Hines + Sergeant Tenderela, Oregon State Police, Grant County

SOUTH + Don Callaghan, Lake County Road Master + Daryl Cooper, Mountain Bike Racer + Jane O'Keff, Lake County Commissioner, Adel Rancher + Mike Gravelle, Cattle Rancher and Feed Lot Owner, Adel + Jack Brazil. Transportation Advisory Committee Chair, Lake County + Daryl Anderson, Anderson Engineering, Lake County + Betty Joe Elder, Lake County Senior Citizens Center + Charlie Tracy, Sunshine Day Care and Head Start, Lakeview + Mike Burton, Oregon Economic Development Department, Lake County + Barb Gover, Lakeview Chamber of Commerce + Kip Collins, business person & Transportation Advisory Committee member + WynTatro, Lake District Hospital + Lieutenant Ged Hemy,-Oregon State Police, Lakeview

FOR LETON TSP AmSPBm ABOUT US 395 + Polly Johnson, Southgate Merchants Association and Burger King + Dave Thompson, Allstate Forest Roducts + Qorge Baldwin, Superintendent, Eastern Oregon Correcriond hstitute + Ron Bunch, US Postal Service, Route Supervisor + Dick Hooper, Fire Chief, City of Pendleton + Jerry Odman, Director of Public Works, City of Pendleton + Rod Johllce, Elite Taxi + Jim Whimey, Whitney and Associates + David Nelson, farmer .

APPEN39590C

Appendix Page 6

Appendix E ODF& W Environmental Analysis PRELIMINARY HIGHWAY CORRIDOR OVERVIEW Greg Sieglitz Oregon Department of Fish and Wildlife January, 1996

HIGHWAY 395, PENDLETON TO CALIFORNIA

Introduction

This overview represents a preliminary summary of significant natural resources known to occur along this highway comdor. Information to date has been compiled fi-om state, federal and private sources, Oregon Natural Heritage Program database, published and unpublished literature and field reconnaissance. The collection of additional information continues and will be included in the final corridor report.

Corridor Summary

This highway corridor begins in the town of Pendleton and after some 350 miles ends up at the California border. Along the route a tremendous amount of geologic, vegetative, wildlife, and climatic diversity is found. Six cities and r nnmher of sml! mrli!~~zgpties we !~czted~n the highway. Land ownership is split between federal agencies, such as the U.S. Forest Service (USFS) and Bureau of Land Management (BLM), and private. There are scattered tracts of state and other federal lands such as the McKay Creek Reservoir National Wildlife Refbge. Land use is variable but an emphasis on livestock production is universally apparent. There are forestry and recreation activities which occur primarily on the federal lands. There are a number of Sensitive, Threatened, and Endangered plant, and wildlife species in various habitats within the boundaries of the corridor. Some of these are: Swainson's Hawk, Margined Sculpin and Malheur Mottled Sculpin, Western Burrowing Owl, Long-billed Curlew, Milk-vetch, Westslope Cutthroat Trout, Flwnmulated Owls, California Wolverine, Painted Turtles, Bastard Kentrsphyta, Long- eared and Long-legged Myotis, and Cusick's Buckwheat. Restoration, improvement opporturaities are abundant. These include riparian protection through fencing, retention of native vegetation in right-of-ways, and posting of reduced speed and road-kill areas.

Corridor Segment: 1 Mileposts: 1.7-23.6 I-84-OR 74

Segment Summarv:

The geology of this segment is primarily Grande Ronde Basalts which provide a rolling plain like topography with relatively shallow creek drainages. Land ownership is primarily private with the exception of.the McKay Creek National Wildlife Refuge surrounding the-reservoir of the same name. Land use consists of urban, residential and various forms of agricultural crops with some limited livestock use as well. The primary cover type in this stretch of highway is agricultural fields. There is very little native vegetation left along this stretch of road. What remains is generally located within the road right-of-way. Columbia Plateau grass and sage types were dominant prior to the extensive agricultural conversions. The streams along this segment are in poor condition in terms of stream structure within and adjacent to the waterway. Stream flows are low with relatively high stream temperatures particularly in the summer months.

Natural Resources Identified to Date:

There are records of the Margined Scuipin in McKay Creek. These fish may no longer be present below the dam since no water is released into the creek and it remains dry from November 1-April 1. The east and west forks of Birch Creek are managed for wild fish production. West Fork Birch Creek has been identified as having problems with bed-loading of sediment and the subsequent removal of the material due to a bridge which is too low. Pilot Rock to Nye junction with highway 74 has numerous deer strikes occur annually. Numerous roadkill mule and white-tailed deer are found between Pendleton and Pilot Rock. Between pilot rock and Whitaker Flats, the cliff habitat which is present is critical to several species of birds. In addition, the few trees which remain in the segment are the only suitable nesting platforms for some species such as Swainson's Hawks. Whitaker Flat is a transition area, seasonally, for a relatively new herd of antelope in the area. There is a reportedly high winter population of raptors along the route between Pilot Rock and Nye Junction. Restoring waterflows to McKay Creek for the Margined Sculpin and other species is an enhancement project that has been identified.

Corridor Segment: 2 Jct. OR 74-Battle Mt. Summit. Mileposts: 23.4-393

Segment Summaw:

The geologic make-up of this segment is similar to the previous stretch with ancient basalt flows prevalent. There is some intrusive rock found on Battle Mountain from the Cretaceous and Jurassic periods. The topography is naturally steeper as one approachs Battle Mountain while the undulating slopes of the basalt is dominant elsewhere. The land ownership and use is similar to segment one. There is a state park at the summit of Battle Mountain. The vegetative types and habitats are the same as the previous segment with the exception of the areas approaching and on the top of Battle Mountain. Sensitive species present in the corridor include Western Burrowing Owl and Long-billed Curlew. Enhancement opportunities in this stretch include reducing the impact to the plant communities and sensitive wildlife species in the vicinity of Darr Flat and reducing the potential for road-kill of deer in the stretch through signing and reduced flow and speed of motor vehicles.

Natural Resources Identified to Date:

Bluebunch Wheatgrass, Idaho Fescue, and Sandberg Bluegrass canyon grasslands and Idaho Fescue and Junegrass canyon grasslands are found at the base of Battle Mountain. Ponderosa pine woodlands are entered as travel continues upslope. Laurence's Milk-vetch, Idaho Fescue- Junegrass Bunchgrass, Idaho Fescue-Bluebunch Wheatgrass, and Coyote WillowlBasin Wildrye riparian communities are present along this stretch as well. The Milk-vetch is a federal category 2 (C2) and a state listed plant at the Threatened level. The populations of this species are approximately one mile from the highway so impacts from the highway are probably minimal. The three composite plant communities have no special status at this time. However, they are remnant examples of what used to be fairly common vegetative communities in the area. They all may be susceptible to highway related activities and occur in the Darr Flat area. Western Burrowing Owls and Long-billed Curlews are present in the Darr Flat area within the segment. These are state Sensitive species. This area is an area of interest for the Nature Conservancy due to it's native diversity of plant and animal life. Both species are suspected to nest in the area. Whitaker. . Flat to Ukiah is a fall to spring transition (migration) area for large ungulates. Two cnt~cdi!.~??ter rmge xe~shme bee:! ide~tifiedin the couiicj comprehefisive phis. One of these is along highway 395 through Township 03s. This is a road-kill area.

Segment: 3 Mileposts: 39.8-64.9 Battle Mt. Summit to Dale

Segment Summarv:

The highway rides on more of the Grande Rowde Basalt flows to the south of Battie Mountain into the North Fork John Day River basin. In this area the rocks are bown as the Picture Gorge Basalt type which is found thoughout the greater John Day Basin. Land ownership is private through the first half of the stretch and largely public through the latter half The Camas Creek valley area is used primarily for livestock grazing. The ODFW Bridge Creek Wildlife Management Area adjoins the Ukiah-Dale Forest Wayside which provides significant habitat for a number of species as well as an aesthetically pleasing viewshed for highway travellers. The Umatilla National Forest is found immediately south of these state owned lands and continues south to the community of Dale. A watershed analysis was conducted by the USFS for Camas Creek in 1995. The vegetation found in this segment is quite diverse due to the elevational changes along the route. There is one major stream and one major river in the conidor, namely Carnas Creek and the North Fork John Day River. Enhancement includes the removal of the two culverts under the highway for the passage of Cooper Creek and replacement with one larger culvert. Natural Resources Identified to Date:

Ponderosa Pine forests are found on the north and south ends of the segment while willow riparian, Idaho Fescue/Junegrass plateau, and Rigid Sagebrushlsandberg'sBluegrass communities are found in the middle section. There are two known plant types of particular interest along this stretch. The Tufted Hairgrass montane meadows and Black Cottonwood/Rigid Willow riparian communities both occur in the valleys south of Battle Mountain. These are remnants of what was historically a common plant community in the area. The clusters of vegetation that remain are either very close to the highway or bisected by it which leaves them highly susceptible to impacts from road work. The Snipe Creek valley has been identified as an important wetland in the winter months. Spring Chinook Salmon are found in Carnas Creek which provides both spawning and rearing habitat for these fish. There are two Sensitive bird species found within the stretch. They are the Upland Sandpiper and the Grasshopper Sparrow. Current data suggests that the locations of these animals are about a mile form the highway but surveys may reveal additional locations much closer to the road. Whitaker Flat to Ukiah is a f;2ll to spring transition (migration) area for large ungulates. The area from the Ukiah-Dale State Wayside to the county line is identified as a critical wintering area for large ungulates (deer and elk) in the county comprehensive plan. This is also an area where road-kill of these same animals occurs. Bridge Creek Wildlife Area was purchased by ODFW as elk winter range and has benefits to many other species of wildlife as well. Ukiah-Dale Wayside to Dale is a Bald Eagle wintering area with many perch and forage trees located within close proximity of the highway. Some of these are marked and require protection under the Oregon Forest Practices Act administered by the Oregon Department of Forestry.

Segment: 4 Mileposts:64.9-90.3 Dale-Long Creek

Segment Summary:

The geology of the segment is almost exclusively the Picture Gorge Basalt type found throughout the John Day River basin. The topography is varied as in the previous segment with two mountain passes and one major river valley present. Land ownership is mostly private except for small blocks of federal forest lands near the community of Dale. These are within the Umatilla National Forest boundaries. Land use is a mix of forestry, recreation, livestock, agriculture, and rural communities. Some of the current enhancement opportunities identified include riparian condition improvement in the area around Dale. A proposed land exchange from Louisiana Pacific to the USFS could improve stream and other habitat conditions in the Meadow Brook Creek area. Allowing the natural meander of Meadow Brook Creek and reducing the sediment input would improve conditions in the stream for spawning Chinook Salmon and Steelhead. The stream is currently highly controlled and affected by highway activities. Granite Creek is in need of fencing of the riparian area.

.Natural Resources Identified to Date: Vegetation types are primarily Ponderosa Pine, fescue and other grasslands and SagebrushNestern Juniper woodlands. Idaho Fescue-Bluebunch Wheatgrass Bunchgrass, Idaho Fescue-Junegrass Bunchgrass, and Western Juniper/Bluebunch Wheatgrass communities are found adjacent to the highway in the Pass CreekLong Creek area. In fact the highway bisects a large area where these groups are present and consequently impacts fiom the highway are likely to be high. Meadow Brook & Granite creeks have spring chinook juveniles present during the summer as they move into these waterways to access cooler water temperatures. There are multiple streams within 1.5 miles of the highway which contain fish species. Dale to the Middle Fork of the John Day is identified as a critical mule and white-tailed deer and elk wintering area.

Segment: 5 Mileposts: 90.3-110.1 Long Creek-East Beech Creek Road

Segment Summan:

Geology in this segment consists of the unique basalts to the John Day River and associated basins. Vegetation is made up of pine and juniper woodlands with sagebrushes and agricultural fields interspersed. The Malheur National Forest is crossed near the pass on these mountains and again at the end of the stretch near the East Fork Beech Creek. The balance of land ownership is private. Land weis a combination of forestry, recreation, livestock, and three small njyd communities.

Natural Resources Identified to Date:

The Picture Gorge Basalts are the most common geologic types in the segment however there are a number of small intrusions of various types south of the Long Creek Mountains. Vegetative types include Ponderosa Pine Forests, Sagebrush ash beds, Western Juniper woodlands, and various agricultural and pasture mixes. Beech Creek is the only tributary to the John Day on the north side of valley with Westslope Cutthrout Trout, a Sensitive species. There are multiple streams within 1.5 miles of 395 which contain fish. Beech Creek campground to Grouse Mountain is identified as a critical wintering area for deer and elk.

Segment: 6 East Beech Greek Road-Mi. Vernon Mileposts: 110.1-120.5

Segment Summarv:

This segments geology is the same as the previous stretch until the highway starts to descend into the John Day Valley near Mount Vernon where sedimentary rocks are common. The land ownership in the beginning of the stretch is a variety of private and federal. The federal lands are portions of the Malheur National Forest and the Bureau of Land Management. Land use includes forestry, livestock, and recreation. Mt. Vernon is the only city found in this comdor. There are many streams within 1.5 miles of the highway which contain fish. Natural Resources Identified to Date:

Geology is similar to the previous segment except near the town of Mt. Vernon where the rocks are from landslides and debris flows and the river valley is made up of Tuffaceous Sedimentary materials. The vegetative types found in the stretch include Ponderosa Pine forests, Western Juniper woodlands and Big Sagebrush, Bluebunch Wheatgrass, and Black Cottonwood riparian areas. Beech Creek has been identified as the only John Day River tributary on the north side of valley with Westslope Cutthroat Troat found in it. Beech Creek campground to Grouse Mountain is a critical wintering area for deer and elk. This entire segment has been identified as a major deer migratory and consequently a road-kill area.

Segment: 7 Mt. Vernon-Jct. Hwy 48 (John Day) Mileposts: 154.0-162.3

The Alluvial Deposits which make up the only geologic type in the segment provide a relatively flat topography for this short segment. The land ownership is private with two cities on either end. The land use is primarily dictated by the location of the municipalities with residential, industrial and commercial structures. There are some agricultural and livestock operations primarily north of the road. A state Highway Wayside is located on the south side of the highway. The vegetative type are of two varieties; 1) Black Cottonwood and 2)Big Sagebrush/Cheatgrass/with various agriculture mosaic.

Natural Resources Identified to Date:

One bird species, the Yellow-billed Cuckoo, considered to be Sensitive by the state is present in the corridor near the beginning of segment seven. The potential impacts of the highway activities are unknown. No significant plant resources are identified for this segment.

Segment: 8 Jct. Hwy 48-Forest Boundary Mileposts: 0.0-18.7

Segment- Summaw

The geology is relatively diverse in this segment. The land ownership is in private, BLM, and USFS hands. There are two towns which provide land use activities such as residential, commercial, and rural landscapes. Other land use includes recreation, forestry, and livestock. A variety of significant wildlife taxa are found as well as one federally and state listed plant.

Natural Resources Identified to Date: Once the road leaves the Tuffaceous Sedimentary rocks of the basin, Ultramafic and Gabbroic types are crossed south of the Canyon City. Ponderosa Pine forests, Western JuniperBig Sagebrush and bunchgrass communities are the most common types in the segment Marine sedimentary rocks are also found at the end of the segment. The Arrow-leaf Thelypody (plant) is found up Byram Gulch. This plant is a federal C2 and state listed as Threatened. The impacts to this plant population created by the highway is unknown but may be low to moderate due to proximity. Flammulated Owls (state Sensitive), California Wolverine (state Threatened), and Painted Turtles (state Sensitive) are present along the highway through the national forest land south of Canyon City. The effects of the highway and potential projects on the owl could be high while for the turtle and wolverine it is unknown. However, the populations of turtles are likely low while the wolverine are very low. ~urtleshave shown to be susceptible to vehicular homicide for obvious reasons while wolverine have been documented as road-kill but are so rare that collisions with them are unlikely. The Canyon Creek crossing area and south on both side of the highway is winter range for a number of large mammals. The highest concentration of road-kill in this stretch is from the crossing to milepost 8. The area through the summit and along Bear Gulch is generally slow-going for tr&c and consequently there is little road induced mortality on large mammals. Cougar have been documented to move across the highway just south of Canyon City as well.

Segment: 9 Mi!ep=sts: ?8.7=31.5 Forest Botiiidaq-Camp Creek Road

Segment Summarv:

The diverse geology continues through this segment as the highway enters the Alluvial Sedimentary rock of Bear valley. Other sedimentary rock types and the Strawberry Volcanics are present in this segment as well. Land ownership in split between private and the Malheur National Forest. Livestock, forestry, and recreation occur in the area with latter occumng primarily on federal land. The vegetation types include Psnderosa Pine, sedge montane meadows and wetlands, Big Sagebrush and Idaho Fescue, and willow riparian floodplains. The area is quite diverse in the wildlife make-up due to the geology, vegetation, and water which is found here. There is an ongoing double bridge replacement above the turn to the Ponderosa Ranch guest house which involves a rerouting of the highway and removal of some \Nillow habitat. The project should be considered a potential area for mitigation.

Natural Resources Identified to Date:

Inland Red-band Rainbow Trout are present in the Silvies River. This species is considered Sensitive by the ODFW. Since the highway is immediately adjacent to the river the impacts caused by the road could be high. Van Aspen Creek has fish present above the highway and passage must be maintained. The Upland Sandpiper, Greater Sandhill Crane, and Pygmy Rabbit are all found in the Bear Valley area north of Seneca. These Sensitive species are likely to be affected by the highway in different ways. The sandpiper is found in numerous locations throughout the valley thus, the affects would be variable. The cranes and rabbits are generally fbrther from the road and would most likely not be affect directly from the highway in terms of habitat alteration and direct mortality. From Starr Ridge south to Bear Valley, a number of deer are killed on the road annually. There are from 200-600 Pronghorn Antelope in Bear Valley during the summer but they migrate to the south into the Silvies Valley in the fall to avoid some of the coldest recorded temperatures in the state. These antelope do not appear to be killed by vehicles very often and it is assumed that they avoid crossing in the area. A Golden Eagle nest is located on the ridge to the south of Seneca. The areas which contain cottonwoods are important areas for many different species of nesting birds but they are also very few and far between. Because of these factors, the local ODFW biologists should be consulted before activities that would alter these areas occur. Some Bald Eagle roost areas are present in the segment and while not protected under the WA they should be protected. There are few replacement trees available. Bald Eagles are in the area in the spring and fall months frequently in close proximity to the road. The area between just south of Seneca to Charlie Smith Reservoir has been identified as a road-kill deer area. The areas which contain cottonwoods are important areas for many different species of nesting birds.

Segment: 10 Mileposts: 31.5-47.7 Camp Creek Road-Forest Boundary

Sement Summarv:

Sedimentary and Alluvial rock types are present in the segment as it follows the Silvies river drainage to the forest boundary. The topography is relatively flat with a slight grade to the south. Land ownership is private and federal. Some smaller BLM blocks are adjacent to the highway. Land use is primarily livestock grazing and related activities with some forestry and recreation. The vegetation is very similar to the previous stretch with a number of wetlands along the road. A seven wire buffalo fence was erected some time in the past and today actually falls within the ODOT highway right-of-way. This is an area sf concern for ODFW biologists due to the entrapping nature it has on some of the native wildlife species. This fence should be replaced. This could be accomplished through the use of a 4 wires, the bottom most being smooth.

Natural Resources Identified to Date:

Bastard Kentrophyta (plant) is found in the segment. This is a federal C2 species and a state candidate for listing. The impacts to this species would be low if the plant no longer exists in the area. The wetlands in the Silvies valley contain long-billed curlew, sandhill cranes , swans, ducks, geese, and willets. Greater Sandhill Cranes nest in the northern end of the Silvies valley. Highway projects could affect these sites depending on the location on nests. Surveys should be conducted for particular projects to fbrther evaluate the situation. The antelope migration mentioned in the previous segment occurs through segment ten as well. A deer road-kill area extends from just south of Seneca to Charlie Smith reservoir in this segment. The areas which contain cottonwoods are important areas for many different species of nesting birds. They are also very few and far between. Because of these factors, the local ODFW biologists should be consulted before activities that would alter these areas occur.

Segment: 11 Forest boundary-End of hwy Mileposts: 47.7-69.8

Segment Surnmarv:

The start of the segment passes through the Basalt and Andesite formations associated with the Strawberry Mountain region. The Poison Creek and Devine Canyon area consists of Silicic Ash Flow types and as one enters the Harney Basin Lacustrine and Fluvial rocks are found. The topography is made of rimrock and moderately steep shallow canyons and opens into a very large closed basin near Bums. The land ownership is mostly federal with a private strip following Poison Creek. Private lands dominate in the basin. Land Use includes forestry and recreation on the USFS and BLM lands while livestock and agriculture with some rural residential activities on the private. Vegetation grades from pine forest to sage flats and agricultural crops and pastures.

Vegetation includes Ponderosa Pine forests, Low Sagebrush and Idaho Fescue, Low Sagebrush and Bluebunch Wheatgrass, Big Sagebrush with Crested Wheatgrass and Cheatgrass, Crested Wheatgrass and other perennial grass seedings, and various agricultural crops. Bastard Kentrophyta is also found in this segment. The highway cuts through one of the known populations presently. Effects on this population could be high. Inland Redband Rainbow Trout and Malheur Mottled Sculpin are present in the Devine Canyon and Poison Creek. The highway is adjacent to these streams through the majority of the segment and therefore has the potential to affect these fish. In fact the current highway location has altered the natural flow of the streams and has resulted in a restricted channel. Moreover, the sculpins are known to be particularly susceptible to increased sediment load in their environment. Both species of fish are federal C2 and state Sensitive species. Greater Sandhi11 Cranes are found in the Harney Valley adjacent to the junction of highways 395 and 20 but they are generally a mile or more away. Mule Deer and Rocky Mountain Elk migrate through devine canyon.

Segment:12 Mileposts: 134-104.6 Jct. Hwy 48-Jct. Hwy 49

Segment Summarv:

The start of the segment continues through the sedimentary rocks of the upper Harney basin and progresses through Mafic and Silicic vent rocks. The geology east of Hines is quite diverse with multiple types of sedimentary, glacial, and ejectic fonns found. Topography is variable as the highway crosses into the Sage Hen and Silver Creek valleys with minor passes between them. Land is owned by private individuals and the Bums district of the BLM. There is a small amount of state land as well. Land use includes those associated with the towns of Bums, Hines and Riley, livestock and various agricultural crops, rural residences, and limited recreation. Vegetation consists of Big Sagebrush and Bottlebrush Squirreltail or Cheatgrass, Black Greasewood and Saltgrass, Western Juniper with Mountain Big Sagebrush or Low Sagebrush and Idaho Fescue, Big Sagebrush and Sandberg's Bluegrass or Thurbers Needlegrass, Low Sagebrush and Sandberg's Bluegrass, and agricultural fields with akaline grasslands and seasonal wetlands.

Natural Resources Identified to Date:

Silver Sagebrush1 Nevada Bluegrass shrub playa communities are present along the segment. In this segment, the occurrences of this type are not within the influence of the highway. Cusick's Buckwheat a federal C2 and state candidate for listing is found in the stretch. This plant occurs very near the road and the impacts could be high. Silver Creek valley contains waterfowl and various waterbird nesting and feeding habitat. Bald Eagles also feed and nest in the area. The Malheur Mottled Sculpin and Inland Redband Rainbow trout are present in Silver Creek. The concerns for these species are the same here as in segment 11. Yellow-billed Cuckoo and Swainson's Hawks have been documented within the corridor of this segment. The locations of these species are far enough from the road so as to not be directly influenced. Young Willets and various duck species cross the highway in Hines fiom the hill above the mill to the ponds. An antelope migration area is found between Sage Hen Hill and the Silver Creek Valley.

Segment: 13 Mileposts: 0.0-67. Jct. Hwy 7-Road to Lake Abert

Bemeen %ley and Wagontire, basalt is the most abundant geologic type for the first half of the corridor while Tuffaceous Sedimentary rock and Silicic Ash Flow Tuff is found to the south. Less common geology is found in the area around Alkali Lake in the forms of Mafic and Intermediate Vent Rocks and even Dune Sand and Playa Deposits. Land ownership is primarily Bums BLM in this long segment. There are scattered parcels in state and private ownership. Land use is primarily grazing of livestock. There is some recreation and military use as well. The zone between Riley and Wagontire has most of the same vegetation types that are found in the previous segment minus the wetland related species. A few new types are found, such as, the Silver Sagebrush Playa, Bluebunch Wheatgrass, and seedings of Crested Wheatgrass and other perennial bunchgrasses. Black Greasewood mosaics with Saltgrass and Bottlebrush Squirreltail are found in the unique areas south of Wagontire. Big Sagebrush and Basin Wildrye, Rimrock and Canyon Shrubland, Black Greasewood Playa, Shadscale/Bottlebrush Squirreltail Salt Desert Shrub, Bare Playa, Alkaline Grasslands and Seasonal Wetlands, Spiny Hopsage and Inland Sand Dunes, and ShadscaleICheatgrass Salt Desert Shrub are all found in this rich and diverse landscape of the southeast part of the state.

Natural Resources Identified to Date:

Silver SagebrushMevada Bluegrass shrub playa communities are found in many locations throughout the segment. In some cases the highway cuts directly through these populations obstructing the flow of water, nutrients and dispersal between the bisected community. This plant community is very restricted in terms of suitable growing areas since it requires seasonal inundation of water to survive. Swainson's hawks are known to nest in a few locations near the highway in this region of the state. The distribution of these nest is generally limited due to the scarcity of suitable nesting areas. This leads to the importance of retaining the integrity and existence of the few trees that remain. The nests which are nearest to the road could be highly affected.

Segment: 14 Mileposts: 67.7-90.0 Lake Abert-End of Hwy

Se~mentSummary:

This segment enters the impressive Lake Abert basin which is made up of basalts and andesite formations. The topography of Abert Rim is very steep and rises *** feet fiom the lakebed. The highway is precariously located on this steep slope and parallels this unusual lake ecosystem. BLM ownership dominates with private lands around Valley Falls. Land use is in the form of livestock grazing, recreation and some rural residences on the southern end of the segment. Other agriculture is found in this area also. Black Greasewood and Saltgrass, Alkaline Grasslands and Seasonal Wetlmcls, Open Water, Rimrock md Canyon Shblmd, Big Sagebrush and Cheatgrass, and agricultural and pasture iands are all located in this corridor.

Natural Resources Identified to Date:

Desert Allocarya is found on the southern end of Lake Abert. Tule-Cattail wetlands and Alkali Grass-Nevada Bluegrass Alkali Grasslands are located in various portions of the lake as well. While these communities have no formal protection, there distribution is fairly limited and are therefore susceptible to disturbances. The known locations are adjacent to the highway. Inland Redband Rainbow trout are found in the Chewaucan River on the southern and west end of Lake Abert. Three bird species of particular interest are present on the lands surrounding the segment. One is the endangered American Peregrine Falcon. It is found in the Abert Rim area east of Lake Abert. Interior populations of the Western Snowy Plover are found on the northern end of Lake Abert. These birds are federal C3 and state Threatened. The Long-billed Curlew is found in the wetland areas around the lake along with many other waterbirds. Desert Homed Lizards have been found north of lake but additional information is necessary to determine the distribution and extent to which these animals would be influenced by road related activities. There are raptor nests including American Peregrine Falcons and California Bighorn Sheep present on Abert Rim to the east of the road.

Segment: 15 Mileposts: 120.5-134.5 Jct. Hwy 49-Cox Creek Road

Segment Summary:

Geologic types are Lacustrine and Fluvial Sedimentary rocks, Loess, and Alluvial Deposits. Topography varies as the highway travels through two valleys and climbs into a third. Land ownership is private with livestock and other agricultural uses predominating. There is a small State Wayside along the creek where some recreation inevitably occurs.

Natural Resources Identified to Date:

Vegetation types identified in the segment consist of Big Sagebrush and Cheatgrass, Western Juniper with Low Sagebrush and Idaho Fescue or Big Sagebrush with Bluebunch Wheatgrass, Ponderosa Pine Woodlands and Forest, Agricultural Cropland and Improved Pasturelands, and True Fir with Lodgepole Pine and Western Larch. The Crooked Creek valley has flood imgated meadows which provide habitat for waterfowl and many other species. Greater Sandhill Cranes nest in the Crooked Creek Valley. Two bat species are known to occur near the highway on federal land. The Long-eared Myotis and Long-legged Myotis are both considered federal C2 and state Sensitive species.

Segment: 16 Cox Creek Road-End sf Hwy (Calif~rnia) Mileposts: 134.5-157.7

Segment Summaw:

The geology found in the Goose Lake basin is Fluvial and Lacustrine Sedimentary rocks and Alluvial Deposits. The topography is relatively flat. Land ownership is private with the city of Lakeview present in the middle of the stretch. Other rural residences are scattered through the landscape. Land use is primarily agricultural related activities including the promotion of livestock. Some recreation occurs in the segment.

Natural Resources Identified to Date:

Vegetation-types are in the form of agricultural crops and pasturelands, Low Sagebrush and Idaho Fescue, Ponderosa Pine Woodlands and Forests, Big Sagebrush with Bitterbrush and Bluebunch Wheatgrass, and Douglas fir, Ponderosa Pine and Incense Cedar Forests. Goose Lake Redband Trout are found in the streams which flow into the lake. The lake and it's surrounding habitats have been heavily altered and this has lead to four major species which occur in the lake to be considered Sensitive by the state of Oregon. The trout populations could be affected by the highway since it crosses Cogswell, Tandy, and Kelley creeks which all the trout. Greater Sandhill Cranes are found in the Goose Lake valley but are far enough from the highway as to not be directly affected by minor highway projects. Fish Table for Hwy 395

STREAM NAME Fish Table for Hwy 395

,I to Jack Canyon 7none 23.611 1 creek 25.61 none ! creek 27.571 none trib of Owings Creek trib of Web Slough 34.0i 11 none Alexander Creek 38.57 11 red-band rainbow trout 1 trib of Alexander Creek 77

SEGEMENT 3 West Fork Sni~eCreek 40.93 1red-band rainbow trout West Fork Snipe Creek West Fork Snipe Creek West Fork Snipe Creek creek 42.89 11 none trib of Snipe Creek trib of Snipe Creek

-- -- trib of Snipe Creek trib of Snipe Creek Cooper Creek 44.46 1steelhead trib of Snipe Creek Fish Table for Hwy 395

North Fork Owens Creek 11 47.38 11 steelhead ------creek 11 48.16 11 none creek 11 48.38 11 none STREAM NAME SPECIES COMPOSITION Deeriick Creek 150 1 steelhead Wilkins Creek 150.21 steelhead Trib to Camas Creek 11 11 -- Trib to Camar Creek I 1 Trib to Camas Creek (I Trib to Camas Creek Trib to Camas Creek I 11 Trib to Camas Creek rib to Camas creek ]

Trib to Camas Creek 11 11 Camas Creek 11 60.93 11 spring chinook, steelhead, whitefish, trib to N Fk John Dav 11 11 trib to N Fk John Day 1-II Fish Table for Hwv 395 trib to N Fk John Day ~1- trib to N Fk John Day 7 North Fork John Day bull trout,spring chinoolqsteelhead River ,whitefish,red-band rainbow trout,bridge lip & large scale sucker,lamprey

SEGMENT 4 trib of West Fork Meadow Brook Creek trib of West Fork Meadow Brook Creek

Meadow Brook Creek trib of West Fork Meadow Brook Creek west Fork Meadow Brook steelhead, red-band rainbow trout, spring chinook rearing habitat West Fork Meadow Brook steelhead, red-band rainbow trout,spring chinook rear trib of West Fork

steelhead, red-band rainbow trout West Fork Meadow Brook 168.98 steelhead, red-band rainbow trout West Fork Meadow Brook )69.06 steelhead, red-band rainbow trout West Fork Meadow Brook steelhead, red-band rainbow trout trib of West Fork 7 Meadow Brook Creek I[ Fish Table for Hwy 395

West Fork Meadow Brook 1[70.07 1 steelhead, red-band rainbow trout trib of West Fork I//Meadow Brook Creek trib of Granite Creek [____I) trib of Granite Creek [-I1 Granite Creek 73 red-band rainbow trout, steelhead Barnes Creek 173.421 red-band rainbow trout, steelhead trib to Granite Creek Granite Creek 11 74.4 11 red-band rainbow trout, steelhead Granite Creek 11 74.5 11 red-band rainbow trout, steelhead trib of Granite Creek 11 11 Granite Creek red-band rainbow trout, steelhead,sp ch rear Granite Creek red-band rainbow trout, steelhead,spring cinook rearing habitat trib of Granite Creek Middle Fork J~hnDay spring chinook, steelhead,white fish, red- River band rainbow trout,bridge lip & large scale sucker,lamprey Flowers Gulch trib to Middle Fork John trib to Middle Fork John (In Day River 11 11 trib to Middle Fork John Day River trib to Middle Fork John 11 11 Day River ~~~ Fish Table for Hwy 395 Fish Table for Hwy 395

Beech Creek 11106.99 steel, red-band rainbow trout,westslope cutthroat Beech Creek steel, red-band rainbow trout,westslope I cutthroat Beech Creek 107.2 stee1,red-band rainbow trout,westsiope cutthroat steel, red-band rainbow trout,westslope cutthroat trib of Beech Creek

-- - - Beech Creek steel, red-band rainbow trout,westslope cuthroatt I/vBear Creek steel, red-band rainbow trout,westslope cutthreat

[E. Fk Beech Creek 11 steel, red-band rainbow trout Beech Creek steel, red-band rainbow trout trib of Beech Creek Itrib of Beech Creek 11

Beech Creek steel, red-band rainbow trout I Gibson Gulch I .I trib to Beech Creek I I Little Beech Stelhead I trib to Beech Creek Fish Table for Hwv 395

trib to Beech Creek II creek T1nonemileage off IIII Fall Creek 117.98 none Beech Creek 1118.281 steel, red-band rainbow trout Beech Creek 118.55 steel, red-band rainbow trout Warm Springs Creek 119.05 none Panama Ditch 1120.11-none IIII

I STREAMNAME !MILEPOST I1 SPECIES COMPOSITION [~eechCreek 11 154.07 11 steelhead, red-band rainbow trout ------John Day River ( 155% l(sp ch, steel, red-band rainbow trout, creek (laycock?) I- (creek (laycock?) 11 /~a~cockCreek # 157.35 11 red-band rainbow trout, steel /creek( laycock?) 1~ueeCreek 11 158.96 11 none lchimney Gulch 1 11 creek (chimney gulch?) 1) 11 creek (chimney gulch?) I 1 Canyon Creek 116.0811 sp ch, stee1,red-band rainbow 11 I trout,whtfsh,westslope cut 'III

I~on~~ulch Springs IUB Fish Table for Hwv 395

Whiskey Gulch trib to Canyon Creek

-- - trib to Canyon Creek Byram Gulch none -_ Sheep Gulch none trib to Canyon Creek Canyon Creek sp ch, stee1,red-band rainbow trout,whtfsh,westslope cut

Watson GUIC~ II Grouse Creek 11 ------Berry Creek // steel, red-band rainbow trout trib of Canyon Creek 11 trib of Canyon Creek 11 Corral Creek Soda Gulch none Vance Creek steel, red-band rainbow trout. none

SEGMENT 9 Star Creek Inone Star Creek Inone Star Creek Inone trib to Van Aspen Creek 11- Van Aspen creek I creek (thornpson gulch) creek 7 Fish Table for Hwv 395 l~earCreek 11 24.29 11 red-band rainbow trout, brook, ishidtail creek 11 11 red-band rainbow trout Trib to Silvies River .u Soda Gulch 1ZiiT-l none Trib to Siivies River II J~ribto SiIvies River II l~ribto Silvies River 11 11 ------Silvies River 130.1 1 sm bass, red-band rainbow trout,mo scup Silvies River [qsmbass, red-band rainbow trout,mo scup

-1III SEGMENT 10 31.5 I Cam p creek red-band rain bow trout cottonwood Creek 133.191 red-band rainbow trout Charlie Smith Res. Ioutflow

red-band rainbow trout l~oisonCreek 11 36.51 11 red-band rainbow trout I STREAMNAME SPECIES COMPOSITION l~ouseCreek 11 36.67 11 red-band rainbow trout House Creek Flat creek ired-band rainbow trout trib to Silvies River Itrib to Silvies River 11 Mountain Creek 11 38.92 11 red-band rainbow trout Fish Table for Hwy 395 Fish Table for Hwy 395

Foley Slough 1-1 none -- slough 11 none Whiting Slough 11 133.26 11 none Dry Creek 11 132.66 STREAM NAME ]IMILEPOST I SPECIES COMPOSITION Silvies River red-band rainbow trout, malheur mottled sculpin spring spring spring JIM II Sage Eien creek Wl Willow Creek 11 121.59 1) none Little Sage Hen Creek 119.32 11 none Sage Hen Creek 1118.59 1 none I Dry Wash 11 112.02 11 none Dry Wash 11 111.69 11 none Virginia Creek 11 106.62 11 none Silver Creek red-band rainbow trout malheur mottled sculp Silver Creek 105.62 red-band rainbow trout malheur mottled sculpin 771 SEGMENT 13 11 Silver Creek red-band rain bow trout, malheur mottled (Chickahominy Creek) scuipin ? Silver Creek red-band rainbow trout, malheur mottled (Chickahominy Creek) sculpin ? Fish Table for Hwy 395

Silver Creek red-band rainbow trout, malheur mottled trib to Chickahominy Fish Table for Hwy 395 Fish Table for Hwy 395 Fish Table for Hwy 395 cmp 1 124.31 11 cmp 1124.41 =mP DD cmp 1125.311 Crooked Creek 1125.5211 Crooked Creek 1125.7811 cmp cmp cmp rmn Fish Table for Hwy 395 Fish Table for Hwv 395

pGl[ pGl[ 1136.9911 v11 Warner Creek 1-11 1138.9411 1139.31- prll I II Hamersly Creek 11 141.5 11 Deadman Creek 11 143.77 11 irrigation ditch

irrigation ditch 1148.4 11 Hirrigation ditch 1148.481 irrigation ditch 1148.54 1 Hirrigation ditch (148.5911 [south Fork Crane Creek 1148.74 11 [cogswell Creek 11 152.35

-- Tandy Creek 1153.68 11 drainage-way IUD drainage-way III North Fork Kelly Creek 1156.211 -- Kelley Creek 11156.37 11 Fish Table for Hwy 395 Appendix F Economic Development Analysis ECONOMIC DEVELOPMENT ANALYSIS OF HIGHWAY CORRIDORS

OBJECTIVE

Develop an index of economic impacts of corridor improvements that can be used with other corridor indicators to evaluate investment options.

ODOT Corridor Planning Parsons Brinckerhoff CORRIDORS INCLUDED IN THE ANALYSIS OF ECONOMIC IMPACTS

Number Name Portland - Astoria Cannon Beach - Portland Lincoln City - Portland Salem - Willamina Junction Newport- 1-5 Florence - Eugene Reedsport - 1-5 Coos Bay - Roseburg Grants Pass - California iviediord - Caiifornia Eugene - US 97 Eugene - Santiam Junction Salem - Bend Gresham - Madras Hood River - Mt. Hood Madras - Biggs Sisters - 1-84 Bend - Vale Madras - California Klamath Falls - Lakeview Pendleton - California Washington-Pendleton LaGrande - Wallowa Lake Idaho - Nevada

ODOT Corridor Planning Parsons Brinckerhoff I I ==7--- Highway Corridors of Statewide Significance Included in the Study ------ODOT Corridors Economic Analysis - -7-- -7 - FIGURE 1 7- - STEPS IN THE ANALYSIS

1. Collect county level measures of 6 economic factors

2. Combine county level data into corridor level indicators

3. Rank corridors - Economic Conditions and Trends c-----:~ nfi.lh~h.ClrY\h~+D~~~.~~~~~ CLUI IUI I IIL WGvGlupl l lGl IL I \G3UUI LC3

4. Rank corridors on cost-benefit measure developed from HPMS data

5. Combine rankings

ODOT Corridor Planning Parsons Brinckerho ff FACTORS AFFECTING ECONOMIC DEVELOPMENT POTENTIAL OF OREGON COUNTIES

Economic Conditions and Trends Transportation Sensitivity Employment Growth Lodging Employment

Economic Development Resources Supply of Turnkey Industrial Land * Economic Development Organizations Post Secondary Educational Opportunities

ODOT Corridor Planning Parsons Brinckerhoff COMPARISON OF TRANSPORTATION SENSITIVITY COEFFICIENTS OF OREGON COUNTIES

Alphabetized Rank Order Compared to Compared County Sensitivity State County Sensitivity to State Coefficient Coefficient Coefficient Coefficient Baker 0.112 1.09 Sherman 0.167 1.62 Benton 0.082 0.80 Gilliam 0.160 1.55 Clackamas 0.106 1.03 Wallowa 0.147 1.43 Clatsop 0.113 1 .I0 Wheeler 0.141 1.37 Columbia 0.088 0.85 Grant 0.1 35 1.31 Coos 0.1 18 1.15 Harney 0.1 32 1.28 Crook 0.125 1.21 Douglas 0.130 1.26 Curry 0.123 1 .I9 Jefferson 0.1 30 1.26 Deschutes 0.105 1.02 Lincoln 0.1 26 1.22 Douglas 0.1 30 1.26 Crook 0.1 25 1.21 Gilliam 0.1 60 1.55 Union 0.1 25 1.21 Grant 0.135 1.31 Curry 0.1 23 1.19 Harney 0.132 1.28 Linn 0.1 20 1.17 Hood River 0.117 1 .I4 Yamhill 0.1 19 1.16 jackson 0.105 i.02 Coos 0.1 18 1.15 Jefferson 0.130 1.26 Lake 0.1 18 1.15 Josephine 0.102 0.99 Hood River 0.1 17 1 .I4 Klamath 0.113 1 .I0 Malheur 0.1 17 1 .I4 Lake 0.1 18 1.15 Umatilla 0.115 1.12 Lane 0.108 1.05 Clatsop 0.113 1 .I0 Lincoln 0.126 1.22 Klamath 0.113 1.10 Linn 0.1 20 1 .I7 Baker 0.1 12 1.09 Malheur 0.1 17 1 .I4 Lane 0.108 1.05 Marion 0.101 0.98 Polk 0.108 1.05 Morrow 0.099 0.96 Wasco 0.107 1.04 Multnomah 0.098 0.95 Clackamas 8.106 1.03 Polk 0.108 1.05 Tillamook 0.106 1.03 Sherman 0.167 1.62 Deschutes 0.105 1.02 Tillamsok 0.106 1.03 Jackson 0.105 1.02 Umatilla 0.1 15 1.12 STATE 0.103 1 .OO Union 0.1 25 1.21 Josephine 0.102 0.99 Wallowa 0.147 1.43 Marion 0.101 0.98 Wasco 0.107 1.04 Morrow 0.099 0.96 Washington 0.082 0.80 Multnomah 0.098 0.95 Wheeler 0.141 1.37 Columbia 0.088 0.85 Yamhill 0.119 1.16 Benton 0.082 0.80 STATE 0.103 1 .OO Washington 0.082 0.80

Source: ECO Northwest. Industrial Sensitivity to Changing Transportation Costs. Eugene, OR (1 994).

ODOT Corridor Planning Parsons Brinckerhoff COMPARISON OF TURNKEY INDUSTRIAL SITES OF OREGON COUNTIES

Alphabetized Rank Order

County Estimate of Acres/ 1 County Estimate of Acres/ Turnkey 1000 Turnkey 1000 Acres Residents Acres Residents Baker 321 2 1 Gilliam 400 229 Benton 1,850 2 6 Morrow 1,000 131 Clackamas 300 1 Columbia 1,500 40 Clatsop 475 14 Harney 260 37 Columbia 1,500 40 Benton 1,850 26 Coos 276 5 Baker 32 1 2 1 Crook 3 0 Jefferson 240 18 Curry 40 2 Umatilla 91 4 15 Deschutes 746 10 Clatsop 475 14 Douglas 163 2 Lake 100 14 Gilliam 400 229 Grant 97 12 Grant 97 12 Tillamook 256 12 Harney 260 3 7 Linn 1,055 12 Hood River 1 00 6 Deschutes 746 10 Jackson 1,000 7 Polk 350 7 Jefferson 240 18 Jackson 1,000 7 Josephine 185 3 Hood River 100 6 Klamath 25 0 Yamhill 380 6 Lake 100 14 Union 124 5 Lane 17 0 STATE 14,595 5 Lincoln 5 1 1 Washington 1,500 5 Linn 1,055 12 Wasco 103 5 Maiheur 7 3 I Coos 276 5 Marion 255 1 Josephine 185 3 Morrow 1,000 131 Curry 40 2 Multnomah 500 1 Douglas 163 2 Polk 350 7 Lincoln 5 1 1 Sherman 0 0 Marion 255 1 Tillamoo k 256 12 Clackamas 300 1 Umatilla 91 4 15 Multnomah 500 1 Union 124 5 Malheur 13 1 Wallowa 0 0 Klamath 25 0 Wasco 103 5 Crook 3 0 Washington 1,500 5 Lane 17 0 Wheeler 0 0 Sherman 0 0 Yamhill 380 6 Wallowa 0 0 STATE 14,595 5 Wheeler 0 0

Source: Survey of economic development agencies

ODOT Corridor Planning Parsons Brinckerhoff ECONOMIC DEVELOPMENT FACTORS FOR OREGON HIGHWAY CORRIDORS

No. Corridor Transportation Forecast Lodging Acres Turnkey Economic Post Sensitivity Change in Eimployees Industrial Land Development Secondary Employment per 1000 per 1000 Organizations Graduates r'esidents residents per County per 1000 Residents 2 Portland - Astoria 0.098 23 % 6.3 3.4 2.33 7.0 Cannon Beach - Portland Lincoln City - Portland Salem - Willarnina Junction Newport- 1-5 Florence - Eugene Reedsport - 1-5 Coos Bay - Roseburg Grants Pass - California Medford - California Eugene - US 97 Eugene - Santiam Junction Salem - Bend Gresham - Madras Hood River - Mt. Hood Madras - Biggs Sisters - 1-84 Bend - Vale Madras - California Klamath Falls - Lakeview Pendleton - California Washington-Pendleton LaGrande - Wallowa Lake Idaho - Nevada STATE

ODOT Corridor Planning Parsons Brinckerhoff RANKING OF OREGON HIGHWAY CORRIDORS ON ECONOMIC CONDITIONS AND TRENDS

No. Corridor Name Transportation Forecast Change Lodging Economic Conditions Sensitivity in Employment Employment per Trends 1000 residents

Low 4 Lincoln City - Portland Low High High High 17 Hood River - Mt. Hood High Moderate High High High 1-0 w High High High -1-0 w High High Low Moderate High Moderate 7 Florence - Eugene Moderate Moderate Moderate Moderate 9 Coos Bay - Roseburg High 1-0 w Moderate Moderate 12 Eugene - US 97 Moderate Moderate Moderate Moderate I 14 Salem - Bend Moderate Moderate Moderate Moderate 19 Sisters - 1-84 Moderate Moderate High Moderate 20 Bend - Vale Moderate Moderate High Moderate 21 Madras - California Moderate Moderate High Moderate 22 Klamath Falls- Lakeview High 1-0 w Moderate Moderate 1 23 Pendleton - California High 1-0 w Moderate Moderate 2 Portland - Astoria Low 1-0 w Moderate Low I 5 Salem - Willamina Junction Low Moderate Low Low 8 Reedsport - 1-5 High 1-0 w Low Low 10 Grants Pass - California Low Moderate Moderate Low 11 Medford - California Moderate 1-0 w Moderate Low 13 Eugene - Santiam Junction. Moderate Moderate Low Low 15 Gresham - Madras Low 1-0 w Moderate Low 23 Washington - Pendleton High 1-0 w Low Low 24 LaGrande - Wallowa Lake High 1-0 w Low Low

ODOT Corridor Planning Parsons Brinckerhoff I ------__ Economic Conditions and Trends a=== ODOT Corridors Economic Analysis == -=_-- - FIGURE 2 - -= d-1 RANKING OF OREGON HIGHWAY CORRIDORS OIU ECONOMIC DEVELOPMENT RESOURCES

Industrial Land Development Graduate per Organizations 1000 Residents

High High High High 7 Florence - Eugene High High 12 Eugene - US 97 High High 13 Eugene - Santiam Junction High High Washington - Pendleton High t-ligh Low High Portland - Astoria Moderate Moderate Moderate Moderate Cannon Beach - Portland Moderate tiigh Moderate Moderate Salem - Willamina Junction. Low High Moderate Moderate Salem - Bend Moderate t-ligh Low Moderate Gresham - Madras Low t-ligh Moderate Moderate Bend - Vale High Moderate Low Moderate Madras - California High Moderate Moderate Moderate Pendleton - California High Moderate Low Moderate 24 LaGrande - Wallowa Lake Moderate 1-0 w High Moderate 8 Reedsport - 1-5 Low 1.0 w Low Low 9 Coos Bay - Roseburg Moderate Moderate Low Low 10 Grants Pass - California Moderate 1.0 w Low Low 1 1 Medford - California Moderate Low Moderate Low 17 Hood River - Mt. Hood Moderate 1.0 w Low Low 18 Madras - Biggs Moderate Moderate Low Low 19 Sisters - 1-84 Moderate Moderate Low Low 22 Klamath Falls - Lakeview Low L.0w High Low 25 Idaho - Nevada Low Molderate Low Low

ODOT Corridor Planning Parsons Brinckerhoff

CALCULATING BENEFIT-COST MEASURE

Benefits = Travel time and operating cost savings of auto and truck users in 201 6 from improvements (build - no build scenarios)

Capital Costs = Cost of all improvements between 1996 and 201 6

Benefit-Cost Measure = Benefitsl(0.05 x Costs)

This benefit-cost measure is not the standard benefit-cost ratio.

ODOT Corridor Planning Parsons Brinckerboff RANKING OF OREGON HIGHWAY C0RRIC)ORS ON BENEFIT-COST MEASURE

No. Corridor Name 201 6 Benefits 20-Year Costs Benefit1 (.05 X Cost) 3 Cannon Beach - Portland 80,l 1 7 233,907 6.85 7 Florence - Eugene 36,056 179,061 4.03 6 Newport- 1-5 2 1,OO'l 104,968 4.00 21 Madras - California 7 8,404 406,131 3.86 13 Eugene - Santiam Junction 30,22!3 1 59,248 3.80 9 Coos Bay - Roseburg 22,612 128,973 3.51 2 Portland - Astoria 36,546 224,713 3.2 5 4 Lincoln City - Portland 28,53!3 194,395 2.94 10 Grants Pass - California 12,2765 85,938 2.86 1 1 Medford - California 8,124 60,569 2.68 14 Salem - Bend 32,604 280,991 2.32 15 Gresham - Madras 9,93'1 1 19,765 1.66 24 LaGrande - Wallswa Lake 2,3613 29,946 1.58 12 Eugene - US 97 9,19:2 120,675 1.52 8 Reedsporf - 1-5 5,305 71,119 1.49 20 Bend - Vale 7,065 95,197 1.48 5 Salem - Willamina Junction 3,475 50,603 1.37 17 Hood River - Mt. Hood 2,2913 39,431 1.17 22 Klamath Falls - Lakeview 3,002 56,657 1.06 19 Sisters - 1-84 7,00t? 214,411 0.65 23 Pendleton - California 5,904 203,506 0.58 18 Madras - Biggs 732 53,648 0.27 25 Idaho - Nevada 268 55,594 0.10 23 Washington-Pendleton !3 8,288 0.02

ODOT Corridor Planning Parsons Brinckerhoff ADJUSTED BENEFITS APPROACH

Truck Benefits

Based on Transportation Sensitivities

Multiplier = Ratio of Corridor to Statewide Sensitivity

Multipliers range from 0.83 (Cannon Beach--Portland) to 1.26 (Reedsport-1-5)

Car Benefits

Based on Tourism (Lodging Employment per Capita)

Multipler = 1 .O if less than 5 lodging employees/capita 1.05 if 5.4 to 6.4 lodging employeeslcapita 1 .1 if 7.1 to 8.6 lodging employees/capita 1.2 if 13.2 to 17.3 lodging employees/ capita

Adjusted Benefits = Sum of Adjusted Car and Truck Benefits

ODOT Corridor Planning Parsons Brinckerhoff COMPARISON OF BENEFIT-COST MEASURES

Wash - Pendleton Idaho - Nevada Madras - Biggs Pendleton - Calif Sisters - 1-84

Klamath F.-Lakeview

Hood R. - Mt. Hood Salem - Willamina Bend - Vale Reedsport - 1-5 Eugene - US 97 LaGrande - Wallowa Gresham - Madras Salem - Bend Medford - California Grants Pass - Calif Lincoln City - Ptld. Portland - Astoria

Coos Bay-Roseburg

Eugene - Santiam Madras - Calif. Newport - 1-5 Florence - Eugene Cannon Beach - Ptld

0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00

; ~enefiiGst.Adjusted Benefit-Cost 1 L -- I -=--- -=- =- =---- - Benefit-Cosf Comparisons ---7 --- -- ODOT Corridors Economic Analysis - - FlGURE 5 =-=i=iig SUMMARY OF BENEFIT-COST AND ECONOMIC INDICATORS OF HIGHWAY CORRIDORS

I Economic Economic Corridors Conditions and Development I Trends Resources Corridors with Highest Benefit-Cost Levels I -- - Cannon Beach-Portland High Moderate Corridors with Relatively High Benefit-Cost Levels Lincoln City-Portland High High Newport-1-5 Moderate High Florence-Eugene Moderate High Madras-California Moderate Moderate I Salem-Bend Moderate Moderate I Coos Bay-Roseburg Moderate Low I Eugene-Santiam Junction Low Moderate I Portland-Astoria Low Moderate I Grants Pass-California Low Low Medford-California Low Low Corridors with Relatively Low Benefit-Cost Levels Hood River-Mt. Hood High Low Eugene-US 97 Moderate High Bend-Vale Moderate High I Salem-Wiiiamina Jct. Low Moderate Gresham-Madras Low Moderate LaGrande-Wallowa Lake Low Moderate

Reeds~ort-1-5--. Low Low -I-- - . Corridors with Lowest Benefit-Cost Levels Madras-Biggs High Low Idaho-Nevada High Low Washington-Pendleton Low High Pendleton-California Moderate Moderate Klamath Falls-Lakeview Moderate Low Sisters-1-84 Moderate Low

ODOT Corridor Planning Parsons Brinckerhoff Appendix G Highway Performance Monitoring System OVERVIEW OF STATEWIDE: CORRIDORS ODOT Review Draft - 6/95

Pendleton - Calrfornia

Transportation Facihties and Services

Hiahwavs

This comdor includes US Route 395 from the junction with Interstate 84 in Pendleton to the California border.

Rail Lines

The Union Pacific railroad has a branch line that connects Pilot Rock to the mainline west of Pendleton. The Lake County- Great Western Railway connects Lakeviewwith the Southern Pacific trunk line in Alturas, California which conned to the Southern Pacific main line in Klamath Falls. US395 is not located nex&to or nearby either railroad.

Airports and Air Passenser Service

The Eastern Oregon Regional Airport at Pendleton is located to the northwest of the corridor in Pendleton. Nonstop commercial air passenger flights are available to Portland (3 flights) and to Pasco (1 flight). From Pasco, an additional 3 flights go to Portland. From Portland, connecting flights can be made to be following aesiinauons: Eugene (5 flights), North Bend and Redmond (4 flights), Salem (3 airport limousine trips), Medford (3 flights), Uamath Falls (2 flights), and Boise (Iflight). The following general aviation airports are located in the vicinity of the corridor: John Day State Airport is located to the west of US 395 near John Day and Canyon City. (Level 3) . Bums Municipal Airport located east of Bums. (Level 2) Alkali Lake State Airport located adjacent to US 395 between Bums and Lakeview. (Level 5) Lake County - Lakeview Airport located west of Lakeview. (Level 2) Note: The level numbers shown in parentheses identify the state importance levels of the respedive airports. -Ports No ports are present in this corridor.

No intercrty bus service is provided in this corridor.

Oil and Gas Pipelines

No oil or gas pipelines are present in this conidor. OVERmW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - California

Travel In the Corridor

1992 Highway Traffic Volumes* in the Corridor - Traffic Volume Corridor Mileage Conidor Mileage Statewide Average (miles) (percent) (percent) 0 - 1.999 293.1 84 37 2,000- 4,999 48.9 14 36 5,000- 9,999 4.2 1 16 10,000- 19,999 2.4 1 6 20,000- 29,999 0.1 - 3 30,000- 49,999 - - 2 >50,000 - - - "Includes all motonzed traffic

1992 Highway Truck Traffic Volumes in the Corridor -11 1-11 Corridor Mileage I Corridor Mileage I Statewide Average 11 (miles) I (percent) I (percent) 321.0 I 92 I 52 27.5 8 41 - I - I 6 - - 1

1972 - 1992 Annual Highway Traffic Growth Rates

1992 Freight Movement in the Corridor Ir Travel Mode II Frelght Moved I Notes 1 I ( (thousands net tons) Rail - Union Pacific branch line & Lake County - Great Western Railway are light densrty rail lines. 1,200 ATR 30-007 South of Pilot Rick 300 ATR 12-006 North of Long Creek Truck 300 ATR 13-001 North of Bums 1,300 ATR 19-004 South of Valley Falls. - 500 ATR 19-008 North of California border Water - - OVERVIEW OF STmWTT>E CORRIDORS ODOT Review Draft - 6/95

Pendleton - California

Analvsis of Hidwav Travel Time

- Travel Times of Cars and Trucks 1Y earlScenario* Statewide Average Minutesfrrip MinutesNile MinutedMile (carlbuck) (carftnrck) (carltruck) 1996 438 I 599 1.27 I 1.73 I 1.36 / 1.80 2016 No Improvements 450 I 604 1.30 I 1.75 1.47 I 1.87 2016 improvements 426 1 578 1.23 I 1.57 1 1.23 I 1.66 *All Scenanos Assume Hlgh Management

Changes in Travel Times r Cornpanson Time Change T~meChange Statewde Average Minutes Percent Percent (car/truck) (carftruck) (carttruck) 1996 to 2016 No Improvements 12 1 5 311 8.2 / 4.4 1996 to 2016 Improvements I -8.8 1 -7.1 .

Comparison of the Effects of Management and lmprovements on Time Travel R 2016 Scenario 11 Travel Time 1 Travel Time 1 Travel Time 1 11 1) Minutdrip I Reduction* I Percentage of . 11 I Average All Vehicles I Minutesnrip Maximum ~iduction I 111-10 0

Time Savings*- at Various Capacity-. Improvement investment Levels r 7 Improvement Costs Time Saved' Time Saved* Statewide Average (thousands) Minutes 1000 Vehicles Houn 1000 Vehicles Houn Per Trip Per Year Per Year $1,000 0 0 108 $5,000 $10,000 $25.000 1 6 I 1159

- . - . .. . - ---. I' I I 7016 lmprovements vs. 2016 No Improvements

Average Cost of Capacrty Improvements that Compensate for Low Management: $25 Million* 2016 No lmprovementnow Management vs. 2016 No ImprovemenffHigh Management: $25 Million for 1 Minute Only . OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - California

Analvsis of Hidwav Conrrestion. Safe@ and ODerating: Costs

Proportion of Corridor Subject to Congestion in 1996 and 2016 (percent) Congestion Level 1996 2016 No Improvements Statewide Average 2016 No lmprovements High Congestion 0 0 17 Moderate Congestion 0 0 I 21 Low Congestion 0100 ------

Congestion Reduction at Various Capacity Improvement Investment Levels

Number of High- Accident Locations 11 Corridor 11 Statewide Average 11 I[ (locationdmile) 11 (locationdrnile) I 0.06 I 0 54

Comparison of Accidents and Accident Rates

*Ail sharp curves realigned

Comparison of Car and Truck Total Yearly Operating Costs \ 1 Y earlScenario* Total Operating Costs (thousands) a (car/truck\

b 1 2016 No Improvements 62.474 1 49.332 2016 Improvements 60,901 1 45.001 7 *Ail Scenarios Assume High Management OVERVIEW OF STNEWIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - California

Motorist Survev Results

Reason for Using Corridor

Commuung To Work '. Work/Bus~ness Recreanon/Pleasure Personal Needs d 0 10 20 30 40 50 60 70 Percent of Responses

Frequency of Comdor Use 1-j Daily 1-j 2 or More Times Weekly Weekly '1 Twice Monthly Monthly Few Times Yearly 0 10 20 30 40 50 60 70 Percent of Responses

What Users Like Most About Corridor Scenery I I ShonTravelTirne I-' Safety Ease of Access Other

0 10 20 30 48 50 68 70 Percent of Responses

Allocation of Discretionary Funds

Environment I-; Public Transportation 1 Ped/Bicycle \-A, . Other

0 10 20 30 40 50 60 70 Pwcent of Funds I 8 All Statewide Comdors o Pendleton - California Border Corridor 1 OVERVIEW OF STATEWE CORRIDORS ODOT Review Draft -- 6/95

Pendleton - California

Tr;iffic Volume Trends

All Traffic T i- $ 1,000- - 500 t o! I 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 YEAR

YEAR

Automatic Recoder 30-007 Hwy #28 M.P. 16.87 (west of Pilot Rock) OVERVIEW OF ST~E~ECORRIDORS ODOT Review Draft - 6/95

Pendleton - California

TdTic Volume Trends

All Traffic

800 T

YEAR

Trucks

Automatic Recorder 12-006 Hwy #28 M.P. 89.52 (North of bong Creek) OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - California

TrscVolume Trends

All Traffic am

YEAR

Trucks

0 = 0, 4. 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 YEAR

Automatic Recorder 13-004 Hwy #48 M.P. 67.46 (North of Cenml Oregon Highway R, US-20) OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - California

TracVolume Trends

All Traffic

YEAR

Tmcks zm 300 a2 t 200 O 100 0 = o! 4 1 970 1 975 1980 1985 1990 1 995 2000 M05 2010 2015 2020 YEAR

A&omatic Recorder 19-004 Hwy #19 M.P. 120.83 (South sf Jundion with Lakeview-Burns Highmy H9) OVERVIEW OF STMEWIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - California

TdcVolume Trends

All Traffic

0' I 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 YEAR

Trucks !2 233 3 200 2 150 8 100

i 1970 1975 1980 1985. 1990 1995 2000 2005 2010 2015 2020 YEAR

Automatic Remrder 19008 Hwy#l9 M.P. 157.43 (North ~f Oregon-California State bine) OVERmOF STmECORRIDORS ODOT Review Draft - 6/95

Pendleton - California

Automobile and Truck Travel Times

Car

450 450. S 426 w 400 438 425 W C q 300-- ==i= z 5 200- loo -- 0 - 1996 2016 201 6 2Ol6 2016 EnsnNG NO GEO)UIRRIC CAPACrPI GEamRlC & -0EMENTs IhrPWO~ -s CAPAarY'

Truck WT OVERVIEW OF STATEWIDE CORRIDORS 'ODOT Review Draft - 11/95

Pendleton - California

Effects of Management on Travel Times

NO NO GEOhBTRIC & GEohmRC& IMPROVEMENTS IMPROVEMENTS CAPACITY CAPACITY LOW MGM. HIGH MOMT. WROVEMENTS IMPROVEMENTS LOWMGMT. HIGH MOMT. OmRVEW OF STATEWIDE CORRIDORS ODOT Review Draft - 11/95

Pendleton - California

Relative Cost Effectiveness of Saving Travel Time Time Saved Per Day

CUMULATIVE COST (S000) OVERVZEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - CaWomia

Relative Cost Effectiveness of Saving Travel Time Time Saved Per 'Trio OVERVIEW OF STNEW'IDE CORRlDORS ODOT Review Draft - 6/95

Pendleton - Cah5omia

Present and Future Hirrhwav Congestion

1996 - Existing HIGH MODERATE CONCUTION CONGESTION

LOW CONGESTION 100%

201 6 - No Improvements HIGH MODERATE CONGESTION CONGESTlON

LOW CONGESTION 100% OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - California

Relative Cost Effectivenss of Reducing Con~estion OVERVIEW OF STrnW?DE CORRIDORS ODOT Review DraR - 6/95

Pendleton - California

Total Yearly berating Costs*

Car 100,owT

Total operating cost is the sum of travel time, ownership and vehicle running costs.

-. OVERVIEW OF STmwIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - California

Yearlv Fuel Consumption

Car

- -- IMPROVEMENTS IMPROVEMENT'S IMPROVEMENTS CAPArn IMPROVEMENTS

Truck

1996 201 6 2016 2016 2016 WSnNG NO GEOMETRIC CAPAClTY GEOMETRIC Q. OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - California

Hirrhwav Accident Analvsis

Highway Accident Rates 1991 - 1993 CORRIDOR AND

STATEWIDE AVERAGE PENDLETON -

' Reported accidents. Rate expressed as number of accidents per million whide miles sf higwtravel. For all now sections of primly Only includes cities over 5,008 population. OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - Cahfomia

Hi&wav Accident Analvsis

Highway Fatalities 1991 - 1993

' Number d accidents tkat irrvokd eniy Wrties. 'Number of fatalities per hundred rniiiion vehicle miles of travel. 'Bnty includes cities over 5,000 population. OVERVlEW OF STATEWIDE CORRIDORS ODOT Review DraR - 6/95 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Pendleton - California

Hxghwav Accident Analysis

Highway Accidents By Vehicle Type 1991 - 1993 CORRIDOR AND PERCENT OF ACCIDENTS * CORRIDOR SEGMENTS AUTO TRUCK OTHER' P 81 15 4 CALIFORNIA SEGMENT 1A ---94 2 4 SEGMENT 1B 93 5 2 SEGMENT 2 78 11 11 SEGMENT 3 64 26 10 SEGMENT 4 84 8 8 SEGMENT 5 90 10 0 SEGMENT 6 86 14 0 SEGMENT 7 86 7 7 SEGMENT 8 86 11 3

Bicycle, pedestrian, motorcycle, farm vehde, etc. OVERVIEW OF STmECOFS?DORS ODOT Review Draft - 6/95

Pendleton - California

Hihwav Accident Analysis

Highway Accidents By Environmental Factors 1991 - 1993

aata. OVERVIEW OF STmwIDE CORRDORS ODOT Review Draft - 1 1/95

Pendleton - California

Hi&wav Accident Analvsis

Highway Accidents By Driver Factors 1991 - 1993 h CORRIDOR AND

~e~~~&offataiitywinjury accidents Watimrohredadwwho was driving under the influence (DUI) of alcohol or drugs. OVERVIEW OF STATEWIDE C0RRI.DOR.S ODOT Review Draft - 9/95

Pendleton - California

Hie3awav Performance Characteristics

CORRIDOR SEGIHENT

HIGHWAY

MlLEPOlNT

PLACES

SPEED REDUCTION

Y TIESAVED - L COST EFFECTNENESS

... ,. -, , . - L CONGESTION LEVEL - 1996 ..-. - . I ! 11: : j t 1 t 1 i: L

." L WNGESTlON LEVEL - 2016 m CONGESTlON REDUCTlON - L COST EFFECTIVENESS

n M L ACCIDENT LEVEL

H M HORIZONTAL CURVATURE L INADEQUACY

n M VERTICAL GRAOE L INADEQUACY OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft- 6/95

fendleton - California

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