US 395 NORTH CORRIDOR PLAN VOLUME 1 CORRIDOR PLAN

An Element of the Oregon Transportation Plan

Oregon Department of Transportation Region 5

Adopted by the Oregon Transportation Commission July 2000 The Oregon Transportation Commission adopted, without revision, the June 2000 OTC Review Draft of the US 395 North Comdor Plan on July 13,2000. The June 2000 OTC Review Draft constituents the adopted Comdor Plan for US 395 North.

To obtain additional copies of this plan, contact:

Oregon Department of Transportation Region 5 30 12 Island Avenue. La Grande, OR 97850 ,

Phone: (541) 963-1344 Fax: (541) 963-9079 US 395 NORTH CORRIDOR PLAN VOLUME 1

CORRIDOR PLAN

An Element of the Oregon Transportation Plan

Zmplernenbtion of the Corridor Plan is dependent upon the availabiliv of funding. Adoption of the plan by the Oregon Transporntion Commission does not guarantee adequate financial resources to carry out the projects nor can the Commission commit the financial resources of other agencies or public bodies.

Oregon Department of Transportation Region 5 ACKNOWLEDGEMENTS

Oregon Transportation Commission

Henry Hewitt, Chairman Susan Brody, Vice-Chairman Steven Corey Stuart Foster John Russell

Corridor Management Team

Mike Muller, Umatilla County Dennis Olson, Umatilla Corn9 Patty Perry, Umatilla County Ed Brookshier, City of Hemiston Diane Berry, City of Echo Tom McCann, City of Stanfield Val Whitehead, City of Stanfield Martin Davis, City of Umatilla Lesley .Hewer, City of Umatilla

Transportation Advisory Committee

Doug Barak, Barak and Associates Ed McCallum, Umatilla County Me1 Ray, Port of Umatilla John Bieber, Century 2 1 Arnie Neely, City of Echo Pat Napolitano, City of Hermiston Steve Otzenberger, Stage Gulch RV Park

Consultants for the Technical Element

Roger Millar, PE, AICP, Project Manager, Otak Stacey Sacher Goldstein, Planner, Otak Yvonne Falconi, Project Assistant, Otak Stepanie Lawson, Public Involvement, Pacific Rim Resources Marc Butorac, PE, Traffic Engineer, Kittelson & Associates Chris Brehmer, Traffic Engineer, Kittelson & Associates Julia Kuhn, PE, Transportation Planner, Kittelson & Associates

Oregon Department of Transportation Staff

Tom Kuhlman, Traffic Engineer, Region 5 George Ruby, Assistant Manager, District 12 Teresa Penninger, Planner, Region 5 John Preston, Planner, Region 5 Cheryl Jarvis-Smith, TGM Planner, Region 5 Jonathan David, Planner, Region 5 TABLE OF CONTENTS Paae VOLUME 1

I. INTRODUCTION A. Purpose and Scope B. Corridor Planning Concept C. Overview of the Corridor Planning Process D. Revisions and Amendment Process

11. CO OR OVERVIEW A. Corrldor Description 11. 4. B. Corridor Role IT. '1 C, Existing Conditions 11.4 B. Key Mmagement Themes 11-15 E. Financial Constraints 11.17

III. CORRlDOR MANAGEMENT A. Overall Management Direction B. Corridor Plan Objectives

77.CORRIDOR MAPPING AND DECISION DETAILS i j A. Description of Process B. Matrix of Strategies and Objectives 6. Project List by Funding Priority D. Decision Mapping

FIGURES 1. Corridor Planning Process

MAPS 1. Map of NorthlSouth Routes in Western United States 2. Rural General Zoning Classifications 3. Existing Conditions 4. Locations of Solutions 5. Locations of off System Solutions

TABLES 1. 1999 Population and Employment Estimates 11.5 2. Population and Employment Projections 11.6 3. Summary of Highway Characteristics 11.1 1 4. Statewide Annual Funding Allocation 11.18 5. Corridor Funding Allocation 11.18 6. Projected Modernization funding Forecast 11.18 7. Relationship of Funding Categories 11.20 US 395 North Corridor Plan i Volume 1 June 2000 OTC Review Draft Corridor Plan Organization

CORRIDOR PLAN ORGANIZATION

The US 395 North Corridor Plan is organized into three volumes. The fist Volume is titled Corridor Plan and is the heart of the Plan. Volume 1 includes an introduction (Chapter I), an overview of the Corridor (Chapter 11), direction for management of the Corridor (Chapter III), and Corridor Decisions (Chapter IV).

Chapter I11 presents the overall management direction for the corridor, along with specific management objectives for all the issues identified in the Plan. Chapter IV provides detail on implementing the objectives, including a matrix of solutions for each objective, a prioritized list of all the solutions, and maps showing the location of all the solutions in the Conidor. Volume 1 documents the decisions made in the Corridor Plan to be adopted by the Oregon Tmsporlation Commission.

Volume 2 is titled Supporting Documentation, and provides additional details on the decisions in Volume 1. It also provides the adopted findings of consistency with other state and local plans and policies. Key chapters in Volume 2 include: Chapter I - Development of Corridor Plan Objectives and Implementation Program, Chapter I1 - Decision Detail Sheets, and Chapter 111 - Consistency Analysis.

Chapter 1 presents details on existing policy direction, issues, opportunities, and constraints present in the Corridor that led to a recommendation to adopt a given objective and solution or project. Chapter I1 presents a single page summary of information on each individual solution or project in the Plan. Chapter I11 provides a review of consistency with all relevant federal, state, and local plans. Volume 2 will be particularly useful for local planners and project development staff (engineers, environmenwlists, etc.) as the plan is implemented, as it includes details on the solutions as well as information on planning requirements needed to implement the projects. There is also information useful to ODOT Maintenance Districts for both day- to-day practices and for several minor projects that can be implemented by District staff.

Finally, Volume 3 is titled Technical Appendices and will include additional details, data and technical memoranda on a variety of topics, such as:

1. Glossary 2. Implementing Documentation 3. Transportation System Plans 4. Refinement Plans 5. Public Involvement Documentation I Committee Rosters 6. Economic Analysis 7. Potential Development Impact Analysis (PDIA) 8. Environmental Overview 1 Analysis 9. Established Plan Requirements 10. Highway Performance Monitoring System (OPMS) Data 11. Safety Data 12. Traffic Operations Data 13. Sources of Information 14. Issues, Opportunities, Constraints

US 395 North Corridor Plan C.P.O. 1 June 2000 OTC Review Draft Executive Summary

A. CORRIDOR PLAN PURPOSE AM)SCOPE

The US 395 North Corridor Plan is the product of a cooperative effort between the Oregon Department of Transportation (ODOT), local governments, interest groups, statewide agency and stakeholder committees, and the general public to develop a long-term program for management of and improvements to the US 395 North Corridor.

US 395 North is located in Umatilla County and stretches 12.9 miles from its junction with US 730 in the city of Umatilla through the cities of Hermiston and Stanfield, to the US 395Anterstate 84 interchange south of Stanfield. The corridor continues across Interstate 84 (1.6 miles) through the City of Echo's urban growth area. South of the 1-84 interchange, the corridor follows Sllielson Road, a Wo-lane county faciliq.

US 395 provides an alternative connection between two major freeways: Interstate 84 connecting Portland with Pendleton and Boise, Idaho, and Interstate 82 which runs north to the Tri Cities area of Washington, where traffic splits off for Seattle or Spokane.

Other transportation facilities and services within the corridor include: two Union Pacific (UP) railroad main lines and a branch line; the UP Hinkle Rail Yard; Greyhound Bus Lines, which provides intercity bus service between Hermiston and Portland, Boise, and Spokane; limited local paratransit services; the Port of Umatilla on the Columbia River; and a general aviation airport south of Hermiston. Commercial airports in Pendleton and Pasco also serve the corridor and Amtrak's Empire Builder provides daily service between Portland and Spokane via Pasco, Washington.

I;he purpose of the Corridor Plan is to establish both short and long-term management direction for all modes of transportation in the corridor and to make major transporfation tradeof decisions. This Corridor Plan identifies a variety of management objectives and improvements to transportation facilities and services within the corridor. Management objectives address the corridor as a whole, as well as specific sites and transportation improvements. The Corridor Plan also identifies priorities and timing for the various actions and responsible public agencies and other service providers.

Prioritized improvements to corridor facilities, systems and management identified in the Corridor Plan provide the basis for updating the State Transportation Improvement Program (STIP), which, in turn, is the basis for distributing the State's limited transportation resources. Corridor planning is helping ODOT, with the cooperation of local governments and input from the citizens of Oregon, make difficult funding decisions necessary to build and maintain a statewide transportation system that meets the growing demand for transportation over the next 20 years. Inclusion of any improvements in the Corridor Plan does not represent a funding commitment by ODOT or any local government, however, until programmed in the STIP andlor a local capital improvement program (CIP).

The US 395 North Corridor Plan builds on the strategies and policies found in the Oregon Transportation Plan (OTP), the Oregon Highway Plan (OHP) and other modal plans. It has also been closely coordinated with the development of local transportation system plans (TSPs), for the cities of Umatilla, Hermiston, Stanfield, and Echo, as well as Umatilla County. Through local transportation system planning and refinement planning for the Corridor Plan, periodic review

US 395 North Corridor Plan E.S. 1 Executive Summary June 2000 OTC Review Draft Executive Summary and local plan amendments, ODOT and the local governments in the corridor will cooperatively work together to ensure that city and county comprehensive plans and zoning ordinances achieve Corridor Plan management objectives. The Oregon Transportation Commission will adopt the Corridor Plan as an element of the OTP.

B. CORRIDOR PLANNING PROCESS

This Corridor Plan has been developed with active involvement of local governments and interest groups, statewide agency and stakeholder committees and the general public within the corridor. A Corridor Management Team (CMT) and Transportation Advisory Committee assisted in the authoring of this plan.

Key steps in the development of the Corridor Plan include: e Identification sf cornmuni~and sQkeholder issues, concerns and ideas about transportation modes in the corridor. e Research and analysis of current conditions and future opportunities and constraints. Agreement on an overall corridor management stratew adobjectives for the US 395 Nod corridor. Identification of key decisions that will implement the corridor strategy and objectives. Incorporation of all these pieces in a draft Corridor Plan. Following public and agency review, endorsement of the Corridor Plan by local governments and adoption by the Oregon Transportation Commission. As needed, refinement planning to address special issues. These refinement plans will then be folded into the Corridor Plan.

Implementation of the US 395 North Comdor Plan will occur over many years. During that time, it will be necessary to update and revise the Plan to reflect changing conditions and policy direction, to remain consistent with local TSPs or to better achieve Plan objectives. Refinement planning will also occur to address outs-ding environmental, land use or other issues. Agency and public input will be solicited during refinement planning and Corridor Plan updates.

A number of key findings and conclusions were identified through the Corridor Plan process. These findings include:

Public transit generally provides convenient connections and service frequencies to meet current user demand. Coordination of local service providers would lead to overall system efficiencies. US 395 is generally not suitable for bicycle travel due to high traffic volumes and four-foot shoulders throughout the corridor. Sidewalks on both sides of US 395 are concentrated in urbanized portions of Hermiston and Stanfield. US 395 is a barrier to safe pedestrian crossings. An estimated two thirds of truck traffic on US 395 North is pass-through, non-local traffic. Proximity of the corridor to a major freight rail hub is expected to attract development served by rail freight. There is adequate rail capacity to increase the frequency of trains that travel north through the corridor to the Port of Umatilla. Investment in management techniques, such as driveway consolidation, traffic signalization, and parallel route improvements, for US 395 have a more beneficial impact on congestion, travel time and safety than geometric or capacity improvements. US 395 North Corridor Plan E.S. 2 Executive Summary June 2000 OTC Review Draft Executive Summary

Projected population and traffic growth in the comdor will result in unacceptable capacity deficiencies involving intersections along US 395. Accident rates on US 395 are 22% higher than the statewide average. The majority of accidents are intersection turning-related. Extensive vacant land that is zoned for commercial and industrial development exists along the corridor. Robust job growth is occurring in the corridor, which is stabilizing the existing agricultural- based economy. Most environmentally sensitive areas along US 395 are the extreme ends of the corridor in least developed areas. Archeological resources may be present in the corridor.

D. KEY MANAGEMENT THEMES

After analysis and review of the numerous policies, issues, oppo~tunitiesand constraints &at pertain to Itransportation in the US 395 North Corridor, the corridor management team and the technical advisory commiaee identified three key themes for the corridor plan. These key themes serve as a guide to plan development and provide direction for management of the cowidor.

Enhance Travel Safety

The management direction for the corridor is to reduce the accident rate and severity of accidents to the statewide average. The recommended incremental approach to achieve the safety management direction varies for each corridor segment.

Manage Access

In general, access spacing for US 395 North will be managed based on the Statewide Highway classification as identified in the 1999 Oregon Highway Pian. The management objective of the Statewide Highway classification is to provide safe and efficient, high-speed continuous flow operation. In constrained and urban areas, intemptions to flow should be minimal. Inside Special Transportation Areas (STAs) local access may also be given priority. To assist in implementing state access management standards and policies, highway segment designations, such as STAs, are identified in the corridor.

Promote Alternative Modes

The overall management direction for bicycle and pedestrian activity in the urban areas of the corridor is to implement actions identified in local transportation system plans with emphasis on safe pedestrian crossings and development of multi-use paths and other pedestrian and bicycle links between community centers.

The overall mangement direction for public transportation and within the corridor is to maintain, expand and enhance transit service in the Corridor through coordination of transit providers. In general, transportation demand within the corridor will be managed through establishment of employee-based rideshare programs.

US 395 North Corridor Plan E-S. 3 Executive Summary June 2000 OTC Review Draft Executive Summarv

E. PROJECT PRIORITIES AND FUNDING

Limited revenues necessitate managing and improving the existing transportation services and facilities within the Corridor to accommodate the anticipated growth in travel. Accordingly, the Corridor Plan allocates state resources to highway projects according to the following priorities: (1) Maintenance of the existing facility to ensure that it remains safe and functional, e.g. fxing potholes; (2) Preservation of the roadway by investing in roadbed and pavement reconstruction as needed to minimize maintenance costs; (3) Transportation system management to optimize existing highway capacity; (4) Safety improvements; and (5) Projects that support economic development.

The projected total costs for the needs identified during the Corridor Plan process are over $68 million. The highest priosgty projects were placed in the Committed and Constrained funding categories, meaning the projects should be implemented over the 20-year planning period. Committed projects are already funded in the cuwent Statewide TranspoPtation Improvement (STIP). Constrained modernization projects, totaling $3.7 million, would be implemented in later years of the STIP and are still subject to funding authorization.

The projects next in priority were listed in the Strategic funding category that would be expected to be funded if current funding levels are increased due to new sources of funding during the planning period. Strategic funding modernization projects total $6.9 million in costs including $1.2 million in off-system, local street network improvements. Since such increased funding . ; options have yet to be identified, it is assumed that Strategic projects could only be implemented in the intermediate-to-long-term, i.e., it would take at least 5 years for funds to be identified and project development completed.

All remaining projects were placed in the Uncomtrained list. Based upon current revenue forecasts (including all reasonable additional sources of revenue), these projects are NOT likely to be funded within the 20-year planning horizon. However, Unconstrained projects could be funded by alternative funding sources, such as development exaction, local improvement districts, urban renewal districts, etc. Unconstrained modernization projects total $3 1.3 million including $22.7 million in off-system local street network improvements. The term "Unconstrained" means that if ODOT had all the funding to meet all Corridor needs that all projects could be funded. Unconstrained projects that are summarized in the project matrices are those that originated through the CMT or local TSP apd have a demonstrated need. The relationship of these funding categories is shown in Table 1 below.

US 395 North Corridor Plan E.S. 4 Executive Summary June 2000 OTC Review Draft I . Introduction

I . INTRODUCTION

A . PURPOSE AND SCOPE ...... 1

B . CORRIDORPLANNING CONCEPT ...... 2

C . OVERVIEW OF CORRIDOR PLANNING PROCESS ...... 3

D . REVISIONS AND AMENDMENT PROCESS ...... 4

US 395 North Corridor Plan 1.i Volume 1 June 2000 OTC Review Draft I. Introduction

A. PURPOSE AND SCOPE

The US 395 North Comdor Plan is the product of a cooperative effort between the Oregon Department of Transportation (ODOT), local governments, interest groups, statewide agency and stakeholder committees, and the general public to develop a long-term program for management of and improvements to US 395 North Comdor. This Comdor Plan is one of over 30 similar plans currently being prepared by ODOT for statewide key transportation corridors identified in the Oregon Transportation Plan (OTP), urban area arterials, and interchange areas where development pressures have threatened operation. In Region 5, there are seven priority corridors, including the US 395 North Corridor. Comdor planning is a new approach to transportation planning in which ODOT and the communities bordering major transportation corridors work together to create plans for managing and improving transportation modes along entire corridors.

nepwpose ofthe Cornidor Pim is to establish both short and long-term management directan for all modes offimportation in the corridor and to make major frmportation trdeof decisions. This Corridor Plan identifies a variety of desired management objectives and improvements to transportation facilities and services within the corridor. Management objectives address the conidor as a whole, as well as specific sites and transportation improvements. The Comdor Plan also identifies priorities and timing for the various actions and responsible public agencies and other service providers.

Prioritized improvements to corridor facilities, systems and management identified in the Corridor Plan provide the basis for updating the State Transportation Improvement Program (STIP), which, in turn, is the basis for distributing the State's limited transportation resources. Corridor planning is helping ODOT, with the cooperation of local govemments and input from . the citizens of Oregon, make difficult funding decisions necessary to build and maintain a statewide transportation system that meets the growing demand for transportation over the next 20 years. Inclusion of any improvements in the Comdor Plan does not represent a funding commitment by ODOT or any local government, however, until programmed in the STIP and/or a local capital improvement program (CIP).

Key elements of the Corridor Plan include:

Description of current and future conditions for all modes in the corridor; Forecasts of future available funding for transportation projects in the corridor, Summary of existing state, and local policy direction and analysis of its consistency with the Corridor Plan; Corridor Plan objectives that define the policy direction for all modes in the corridor, as well as for several functional issues such as connectivity, congestion and environment and energy impacts; Implementation program comprised of proposed projects, strategies and other actions to be taken to implement the Corridor Plan objectives; Prioritization of improvement projects based upon scenarios of anticipated available funding; Detail information and mapping for all proposed projects.

Unique to this Corridor Plan process has been the simultaneous development and implementation of Transportation System Plans (TSPs) for the cities of Umatilla, Hermiston, Stanfield and Echo as well as, Umatilla County. ODOT funding and staffing has been provided to ensure that the TSPs are coordinated with and build upon the Corridor Plan and vice-versa. In addition, the

US 395 North Corridor Plan 1.1 Volume 1 June 2000 OTC Review Draft I. Introduction

Corridor Plan has also been coordinated with a variety of Transportation Growth Management (TGM)projects including: Hermiston-Umatilla Highway 395 Land Use/'lhn.sportation Plan (June,1995) that identifies future system deficiencies, improvement strategies, and land use and access management review policies; Stanfield Community Visioning and Buildable Land Inventory Project, (Jme,1999) which assesses the future needs for residential, commercial and industrial land in the City of Stanfield, and Hermiston Infll and Redevelopment Strategies Project (June, 1999) that addresses the dramatic increase in new and proposed development that has begun recently within and around the City's urbanized area.

The US 395 North Corridor Plan builds on the strategies and policies found in the Oregon Transportation Plan (OTP), the Oregon Highway Plan (OW) and other modal plans. As noted above, it has also been closely coordinated with the development of local TSPs and TGM projects. Through local transportation system planning and refinement planning for the corridor plan, periodic review and local plan amendments, ODOT and the Iocal governments in the corridor are cooperatively working together to ensure that city and county comprehensive plans and zoning ordinances achieve Corridor Plan management objectives. The Oregon Transportation Commission (OTC) will adopt the final Conidor Plan as an element of the OTP.

B. CORRIDOR PLANNING CONCEPT

A corridor plan is a long-range (20-year) program for managing transportation systems that move people, goods and services within a specific transportation corridor. Transportation corridors are defined as broad geographic areas served by various transportation systems that provide important connections between regions of the state for passengers, goods and services. Transportation facilities are defined as individual modal or multimodal conveyances and terminals; within a corridor, facilities may be of local, regional or statewide importance. Examples of facilities are highways, rail transit lines, transit stations, and bicycle paths. Transportation systems are defined as networks of transportation links, services, and facilities that collectively are of statewide importance even though the individual components in the system may be of only local or regional significance. Examples include highway, rail, public transportation and bicycle systems.

With the completion of the 1992 Oregon Transportation Plan (OTP), ODOT has defined policies and broad improvement strategies for the statewide transportation network. The OTP is not intended to identify specific actions that should be taken on any particular transportation corridor, however. Rather, implementation and refinement of the OTP are to occur through the development of Modal and Corridor Plans. Modal Plans such as the Oregon Highway Plan (OHP) and other plans relating to bicycles, pedestrians and rail look at statewide needs and policies for all of the different transportation modes. Corridor Plans provide a framework for long-term planning and development of all modes within specific transportation corridors.

Benefits of corridor planning for US 395 North include:

Resolution of Major Planning Issues Prior to the Initiation of Project Development Consensus among local and state governments regarding project purpose and needs is essential to successful project development. Corridor planning provides a framework within which individual projects located in corridor communities can be reviewed and prioritized. US 395 North Corridor Plan 1.2 Volume 1 June 2000 OTC Review Draft I. Introduction

Protection of Transportation Investments To prevent premature obsolescence of highways and other facilities, comdor planing examines alternate means to accommodate transportation needs with and without capital-intensive improvements. Alternatives such as access management, utilization of parallel local streets, reconfigured land use patterns and demand management programs (i.e., rideshare, public transportation, flex-time, etc.) are considered in lieu of or in addition to major capital improvements.

Partnerships With Diverse Public and Private Agencies and Organizations Corridor planning provides a forum for resolution of policy issues and negotiation of strategic partnerships between organizations striving to fulfill complementary missions with limited resources. Examples include local, state and federal agencies, Native American tribes, and .transportation associations.

There are several federal and state mandates impacting how comdor planning is to be undertaken. The three most important of these are: the 1998 Transportation @uity Act (TEA-2 1); the Oregon Transportation Plan (OTP); and the Oregon Transportation Planning Rule (TPR). While very different policy initiatives, all three share several common requirements; I) transportation plans should provide a balanced transportation system providing transportation options; 2) transportation plans reduce reliance upon the single occupant vehicle and increase the opportunity for modal choice; and 3) that transportation plans be coordinated with land use plans, and address the environmental, social, economic, and energy consequences of proposed actions.

C. OVERVIEW OF COFUUDOR PLANNING PROCESS

The corridor planning process recognizes that different segments of the US 395 North Corridor require differing levels of study to develop a corridor-wide long-range plan. Thus, corridor planning moves fiom the general to the specific in a three-phased process (illustrated in Figure 1.) It is important to note that planning may not occur in a linear fashion, i.e. activities described in Phase I may occur after Phase 2 or Phase 3 planning activities.

* Identification, in a Corridor Strategy, of significant corridor-wide issues and strategies to address those issues; Preparation of Transportation System Plans for cities and counties; and 8 Resolution of any outstanding environmental, land use, or other issues through ~efinement Plans.

This corridor plan has been developed with active involvement of local governments in the corridor, interest groups, statewide agency and stakeholder committees and the general public. A Corridor Management Team (CMT) and Trimsportation Advisory Committee assisted in the authoring of this plan.

Key steps in the development of the Corridor Plan include:

Identification of community and stakeholder issues, concerns and ideas about transportation modes @ the corridor.

Research and analysis of current conditions and future opportunities and constraints.

US 395 North Corridor Plan 1.3 Volume 1 June 2000 OTC Review Draft I I. Introduction

Agreement on an overall corridor management strategy and objectives for the US 395 North corridor.

e Identification of key decisions that will implement the conidor strategy and objectives.

Incorporation of all these pieces in a draft Corridor Plan.

Following public and agency review, endorsement of the Corridor Plan by local governments and adoption by the Oregon Transportation Commission.

As needed, refinement planning to address special issues. These refinement plans will then be folded into the Corridor Plan.

ID. =VISIONS AMENDMEW PROCESS

Implementation of the US 395 North Corridor Pian will occur over many years. During that time, it will be necessary to update and revise the Plan to reflect changing conditions and policy ! direction, to remain consistent with local Transportation System Plans, or to better achieve Plan objectives. Refinement planning will also occur to address outstanding environmental, land use or other issues. Agency and public input will be solicited during refinement planning and Corridor Plan updates.

US 395 North Corridor Plan 1.4 Volume 1 June 2000 OTC Review Draft I. Introduction

Figure I: Corridor Planning Process

Develop Interim Corridor Strategy Phase I

Systems Planning

Corridor Plan

Phase 3

Projects & Programs

US 395 North Corridor Plan 1.5 Volume 1 June 2000 OTC Review Draft I1 . Comdor Overview

11 . CORRTDOR OVERVIEW

A . COWBOB DESCRIPTION ...... 1

B . CORRIDOR ROLE ...... 1

C . EXISTING CONDITIONS ...... 4

1.0 Introduction ...... 4 2.0 Topography ...... 4 3 .0 Environmental Features ...... -4 4.0 Socio-Edonomics ...... - 5.0 Land Use ...... ,...... 7 5.1 North Segment A - Center Road ...... -7 5.2 Central Segment B - ad to Hefiston @OP~ ...... 7 i 5.3 South Segment C - Henniston Axport to Echo ...... 8 I 6.0 Potential Development Impact Areas ...... 8 7.0 Transportation Infrastructure ...... 11 7.1 Highway ...... 11 7.2 Freight Rail ...... 14 7.3 Passenger Rail ...... 14 7.4 Air Service ...... 14 i 7.5 Marine ...... 14 7.6 Intercity Bus ...... 14 7.7 Public Transportation...... 14 "78 Bicycle ...... 15 7.9 Pedestrians ...... 15 7.1 0 Pipelines ...... 1 5

D . KEY FINDINGS & MANAGEMENT THEMES ...... 1 5

1.0 Introduction ...... 1 5 2.0 Findings ...... 15 3.0 Management Themes ...... 16 3.1 Enhance Travel Safety...... 16 3 -2 Manage Access ...... -16 3.3 Promote Alternative Modes ...... 17

E . FINANCIAL CONSTRAINTS ...... 17

1.0 Introduction ...... 17 ...... 2.0 Funding Forecasts ...... 17 3.0 Project Funding Priorities ...... 19

US 395 North Corridor Plan 1I.i Volume 1 June 2000 OTC Review Draft I1 . Corridor Overview

Figures: Figure 1. Map of NorWSouth Routes in Western United States ...... 3 Figure 2 . Zoning Classifications...... -9 Figure 3 . Existing Transportation Facilities...... 13

Tables: Table 1. 1999 Population and Employment Estimates ...... 5 Table 2 . Population and Employment Projections ...... 6 Table 3 . Summary of Highway Characteristics ...... 1 Table 4 . Statewide Annual Funding Allocation...... 18 Table 5. Comdor Funding Allocation ...... 1 8 Table 6 . Projected Modernization Ftiunding Forecast .... :...... din...... 18 Table 7. Relationship, of Fudiing Czltegories ...... 20

US 395 North Corridor Plan 1I.ii Volume 1 June 2000 OTC Review Draft 11. Comdor Overview

A. GENERAL CORRIDOR DESCRIPTION

US 395 North has been designated by the US Congress as a high priority route on the National Highway System, and is one of six north-south highways located between the Pacific Ocean and the Rocky Mountains. Shown on Map 1, the two primary north-south interstate routes are Interstate 5, which is approximately 200 miles to the west of the US 395 North corridor, and Interstate 15, which is almost 300 miles to the east.

US 395 North is located within Umatilla County and stretches 12.9 miles fiom its junction with US 730 in the city of Umatilla through the citiks of Hermiston and Stanfield, to the US 395iInterstate 84 interchange south of Stanfield (see Map 1). The comdor continues across Interstate 84 (1.6 miles) through the City of Echo's urban growth area. South of the 1-84 interchange, the corridor follows Thielson Road, a two-lane county facility.

Interstate 82 (of which 10.7 miles are located in Oregon) which parallels US 395 North to the west, was opened in 1980 as a north-south interstate connection between Intersate 84 and Interstate 90, the two east-west interstate routes in the northwestern United States. At the north end of the corridor, US 730 provides a connection between the corridor and Interstate 82 one mile to the west. Interstate 82 and US 395 follow the same route across the Columbia River into Washington and serve the Tri-Cities area.

Other transportation facilities and services within the corridor include: two Union Pacific (UP) railroad main lines and a branch Iine; the UP Hinkle Railyard; Greyhound Bus Lines, which provides intercity bus service between Hermiston and Portland, Boise, and Spokane; limited local paratransit services; the Port yf Umatilla on the Columbia River; and a general aviation airport south of Hermiston. Commercial . >rports in Pendleton and Pasco also serve the corridor and Amtrak's Empire Builder provides daily service between Portland and Spokane via Pasco, Washington.

B. ROLEOF CORPUDOR IN THE REGION

The role of transportation within the US 395 North corridor has historically centered on the distribution of food and goods. The main mode of transportation was by foot or water until the early 1700s when the horse was introduced to the Cayuse Tribe by Shoshonian speaking people from the south. In 1859, the winter fishing camp of a Columbia River Indian Tribe became the thriving river port known as Umatilla Landing, within already established Umatilla County.

Umatilla Landing became a stop-over and Umatilla County became home to many pioneers traveling along the "Old Oregon Trail" which passed over the Blue Mountains to Deadman's Pass, down the ridge to the bottom of "Old Emigrant Hill" near North Powder). The early ruts of the trail crossed the Umatilla River, climbed Reith Ridge and wound west across the wheat fields to Echo and Butler Creek, at the south edge of the US 395 North corridor.

The stagecoach was the most sophisticated means of overland travel at this time. In 1853 Urnatilla County's first stage line was started. It ran fiom Umatilla Landing on the Columbia River to Echo and Pendleton, and on through the Blue Mountains to the gold mines near Boise. Stage runs were dangerous, uncomfortable, and sometimes the subject of robberies.

US 395 North Corridor Plan 11.1 Volume 1 June 2000 OTC Review Draft 11. Corridor Overview

The arrival of the "iron horse7' and the railroads of Northeast Oregon made Umatilla County the hub of commodity shipments within the region. The Oregon Railway and Navigation Company was formed in late 1870s and completed a line up the south bank of the Columbia River from Umatilla Landing to Wallula, with direct connection to the Northern Pacific Railroad with ties to the Washington Territory and east to St. Paul, Minnesota. Later, the Union Pacific Railroad mainline was constructed through Eastern Oregon to Hermiston and Portland.

In the early 1900s the Umatilla Irrigated Land Co. provided irrigation to previously barren lands in the Hermiston area The Hermiston Irrigation Project offered "water guaranteed by the United States Government," which allowed the area "a quick and profitable market certain for all products -- rail and water transpsrtation to the mining centers, the cities of the Northwest, and the great markeb of the orient and Alaska."

With irrigation and adequate land for settlement and water porntion, the US 395 North corridor began to attract new residents and spur agricultural shipments. Many of the old pioneer trails and stagecoach lines were improved for use by automobiles prior to World War I. The northern route for US 395 follows early pioneer trails through Umatilla County.

The area experienced significant growth back in 1940, when World War I1 brought 8,000 people into the I corridor to load bombs and bullets onto trains at the Umatilla Army Depot. Until 25 years ago, however, the US 395 North Corridor remained mostly a sagebrush-covered desert. With the advent of irrigation circles, or center pivots, the area was transformed into a rich agricultural district with some of the fiighest I yields in the country for potatoes, onions and watermelons. In turn, irrigation and high-tech farming attracted multimillion-dollar food processors to the Hermiston area. The highway sewed as the primary north-south roadway through the County until construction of Interstate 82 in 1980.

Today, US 395 serves as an alternative trucking route to Interstate 82 and provides impoatant regional and local access within Umatilla County. US 395 provides an alternative connection between two major highways: Interstate 84 connecting Portland with Pendleton and Boise, Idaho and Interstate 82 which runs north to the Tri Cities area of Washington, where traffic splits off for Seattle or Spokane.

Rail and water shipping activities remain important modes of transport within the corridor. The recent merger of Union Pacific and Southern Pacific is expected to cause a 43 percent increase in rail traffic at the Hinkle Yard. This rail yard is at the confluence of two Union Pacific Railroad main lines and a branch line that serves the Port of Umatilla.

The corridor's economic base has expanded to include agricultural production, food processing, forest products, chemical and petroleum products, and service industries. The old Umatilla Army Depot is the site of a nerve gas incinerator designed to dispose of 7.4 million'pounds of chemical warfare agents stockpiled during World War 11. In addition, Umatilla is the site of a new state correctional facility. The diverse mix of industry and services within the corridor has made the US 395 North Corridor a major regional truck and rail freight distribution center and has hrther increased the need for a transportation system efficiently serving all modes of transportation. Highway access was a major factor in Wal-Mart's decision to build a Northwest distribution center in the corridor.

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i. EXISTING CONDITIONS

I. 0 Introduction In order to provide a basis for evaluating transportation issues and future needs, an environmental audit was conducted. The affected environment of the corridor identifies topography, environmental, socioeconomic, land use, and transportation infrastructure conditions.

2.0 Topography The corridor is relatively flat with the Deschutes-Umatilla plateau as the dominant topographic feature. The plateau stretches south of the Columbia and Umatilla Rivers, and is marked by a few small bluffs.

A bluff ioated one half mile ngrth of the Hemiston city limits results in a southern downhi11 grade to the Hermiston city limits at Theater Lane. Another small ridge at the northern city limit of Stanfield results in a dodill grade from Stanfield High School south to Harding Avenue where a crosswalk with a flashing yellow Iight is provided, primarily for students. These two grades con~buteto problems in the corridor concerning pedestrian safety, cross-street auto access, and speeding (particularly by large commercial trucks) that have been identified in earlier studies.

The Umatilla River provides the water necessary to turn the barren upland into productive wheat land, fruit orchards, and melon patches. Although this is a semi-arid area, a number of small streams drain the qurrounding terrain. The highway crosses a major canal near East Highland Avenue in Hermiston. A . lough north of Coe Street in Stanfield has been modified and incorporated for use in a city park.

3.0 Envimnmnfd Features According to an ODF&W Environmental Audit of the corridor, the most environmentally sensitive areas in the US 395 North corridor are at the extreme ends of the corridor, in the least developed areas. The sensitive areas decrease closer to downtown Hermiston and Stanfield. The Cold Springs National Wildlife Refuge is located Northeast of the US 395 North corridor.

The Umatilla River is located to the west of the corridor between US 395 NO& and Interstate 82. It contains all species of native salmon, which is atypical for the Columbia basin. The river supports spring and fall runs of Chinook salmon, Coho salmon, summer steelhead trout, redband trout, and margined sculpin. The trout and sculpin are listed as sensitive species in the state of Oregon.

Water quality is poor in the Umatiila River due to the influence of algae, nutrients, flow modifications, fecal coliform, and high temperature, particularly in summer months. Several wetland areas are found along the corridor and most are associated with the Umatilla River and the Power City Wildlife Management Area.

Sensitive species have been found adjacent to the highway and include the painted turtle, grasshopper sparrow, and long-billed curlew. Additionally, bald eagles winter-over in areas near the highway. Bald

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eagles are listed as threatened species under both the state and federal Endangered Species Act. No sensitive plant species have been identified in the corridor.

The general area has a long history of use by Native Americans. Archaeological resources may be present in the corridor.

4.0 Socio-economics Table 1 presents current population and employment estimates for the corridor region. Umatilla County ranks thirteenth in population out of Oregon's 36 counties, with 68,000 inhabitants in 1999. Approximately one-fourth of the population was located in the three incorporated cities of Umatilla (3,6251, Wemiston (12,165) and S-field (1,875). Another one-fou~hof the County's population resides within the city limits of Pendleton (1 7,175).

Umatilla County 68,000 27,8 10 City of Umatilla 3,625 1,205

City of Hermiston 12,165 I 4.975 City of Stanfield 1,875 767

Data for population estimates are from the Center of Population Research and Census, "Find Population Estimates for Oregon, its Counties I 1. I / and Incorporated Cities: July 1,1999," Portland State University, December 17,1999. Data for employment are from "Covered I I Employment and Payroll 1999," Oregon Employment Department. 1 1 2. Employment for the Cities of Urnatilia Hermiston, Sunfield, and Echo were estimated using the cities' proportion of county population / applied to county employment. Example: Hermistion's population is 17.9%of the county so it is assumed that Hermiston employment is of County employment

Oregon's Ofice of Economic Analysis (OEA) forecasted Oregon population and employment out to the year 2020. Table 2 reveals Umatilla County's population is expected to increase 25% by the year 2020, while employment is expected to increase 26%. Umatilla County has recently worked with the OEA to revise the state's official population forecast for the county to account for the impact of four major employers locating or expanding in the region. An ad-hoc Hermiston, Umatilla, Echo and Stanfield (HUES) Impact Planning Group was formed in early 1997 to lead cooperative efforts to address growth concerns in western Umatilla County arising from the employers. The HUES Growth Impact Study conducted by Benkendorf Associates Corporation, Hobson Johnson & Associates, and Martin Davis Consulting, measures the impact of the construction and operation of the four facilities. Employment impacts are translated into household and population impacts, and disaggregated across the four HUES communities, Pendleton and rural Umatilla County.

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11. Corridor Overview

Of the four employers (the Two Rivers Correctional Institution, the Urnatilla Chemical Agent Disposal Facility, the Union Pacific Railroad Hinkle Locomotive Shop, and the Wal-Mart Distribution Center and Truck Maintenance Facility), only one (the Wal-Mart Distribution Center) was accounted for in the population and employment forecast prepared by the State of Oregon Office of Economic Analysis. The Wal-Mart Distribution Center site was selected in 1994 and therefore estimates of its impact were incorporated into the OEA long-term population and employment forecast.

1 Table 2 1 1 Papuia~snand Employment Projections

I Urnatilla County's 1999 estimated population nearly reached the forecasted 2000 level, while 1999 employment has already exceeded the forecasted 2000 employment. This unanticipated growth may cause up to a 5% increase in the 2020 forecast numbers for the county or it may be a short-run acceleration of growth that will have no long-term effect beyond the original forecast.

The Hermiston area is a major contributor of agricultural commodities such as potatoes, wheat, hay, onions and watermelons, which are known throughout the country for their sweetness. Agricultural processing began in the mid-1970s with improvements in agricultural production, giving rise to the Hermiston food processing plants. Food and related products are the largest source of both cargo tonnage and economic value among commodities shipped fiom communities along the corridor.

A majority of the employment in the Hermiston area is outside of Hermiston proper, but within the UGB, primarily to the southwest of the city in the Hinkle area. The two largest employers within the city of Hermiston are Hermiston Foods and Marlett Manufactured Homes. Other employers located near the corridor include Simplot, Lamb-Weston, and UPS.

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I 1' Robust job growth is occurring within the Hermiston UGB. The new Wal-Mart regional distribution a center, located at the intersection of Feedville Road and employs an estimated 600 workers and 1 US 395, I at full operation may introduce up to 600 additional trucks per day into the US 395 North corridor.

A new state correctional facility is located northeast of the corridor along the Columbia River near the McNary Dam. The facility created construction employment that peaked at 4 14 workers. The facility is expected to generate about 507 permanent positions.

Union Pacific has moved their La Grande yard operations to Hinkle adding 250 jobs. With the merger of the Union Pacific and Southern Pacific, maintenance facilities were centralked at the Hinkle Locomotive Shop. This created another 200 emplopent positions,

Employment at the US Dep t of Energy (DOE)Hanford Reservation has incresed in recent years with the introduction of new hazardous materials handling and cleanup pro s. Many ofthese workers reside in the Hermiston area. in addition, the Umatilla US Army Depot, now called the Umatilla Chemical Depot, created about 800 construction jobs at peak employment to build a nerve gas incinerator to dispose of chemical warfare agents. The Army's incinerator operation is expected to employ as many as 800 people to operate the facility over the next six years.

The commercial trucking and commuting activities associated with these employment generators, when combined with residential concentrations north and northeast of central Hermiston, dominate the tra#fic patterns obsewed in the greater Hermiston area, and impact transportation within the US 395 North corridor.

5,0 Land Use There is currently a mix of commercial, agricultural, light industrial uses, and vacant land between Hemiston and Stanfield. Map 2 indicates zoning classifications for the corridor.

. 5.1 North Segment A - UinatiIIa to Punkin Center Road The US 395 North/US 730 junction is located within the Umatilla UGB. Southbound, the highway passes through the unincorporated community of Power City and crosses the southern limit of the City of Umatilla UGB at Bensel Road. Continuing south the highway passes through the unincorporated community of Charlestown before crossing the City of Hermiston UGB at Punkin Center Road. There are scattered residential areas interspersed with commercial businesses along this northern portion of the corridor. A rodeo arena is located east of the highway just south of Power City.

5.2 Central Segment B - Punkin Center Road to Hermiston Airport From Punkin Center Road south through central Hermiston to the Highland Avenue/Southeast Fourth Street area, the land adjacent to the highway is zoned exclusively commercial and industrial, and is moderately to highly developed. Located in this section are the county fairgrounds and the Greyhound station. Hermiston Plaza, the city's largest shopping center, is west of the highway between Highland Avenue and Southeast Fourth Street.

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The majority of the land area between Southeast Fourth Street and the Hermiston Airport is vacant and is identified in the Hermiston Comprehensive Plan for future residential development with some mixed commerciaVindustria1 development. Airport Hazard Zoning may impact the type of development near the airport. The Hermiston Airport Hazard Zoning Ordinance regulates and restricts the height of objects and use of property within 14,000 feet of the airport's runway. South of the airport to the Hermiston UGB at Ott Road, the primarily vacant land is zoned for mixed commercial and industrial use. Lamb-Weston, one of the major employers in the area, has two access points at Kelli Blvd.

The Umatilla County Comprehensive Plan Transportation Element designates the Hinkle-Feedville area south of Hemiston and west of US 395 as an industrial and agribusiness zone in order to take advanbge of its access to the railroad, Interstate 84, the airport, and agricultural market roads.

53 South Segment C - Herkton Airpart to Echo , US 395 North crosses the Stanfield northern UGB south of Ott Road at Feedville Road, where the new Wal-Mart regional distribution center will access the highway and generate in excess of 600 truck trips per day onto the highway. From Feedville Road south, the land is zoned for industrial/service/ commercial uses. Continuing south to Rosalynn w rive, the land is zoned as an urban holding, which is a residential zone committed to a minimum ten-acre lot development. Frontage roads on both sides of US 395 North are planned to serve this area.

,ontinuing south, the existing high school and a residential area are west of the highway, with land zoned for neighborhood commercial on the east. The corridor passes through the Stanfield city center which is zoned communitgr commercial and points to the south UGB, where land is vacant and zoned general residential (minimum 7,500 square-foot lots), urban holding, and exciusive fmuse.

US 395 North continues across Interstate 84 and the Stanfield Junction, through the Echo Urban Growth Area. South of the 1-84 interchange, US395 North changes to Thielson Road. CommerciaVlight industrial areas are located near Stanfield-Pendleton Road near the 1-84 freeway interchange and a light industrial area is located along the railroad line and Stanfield-Pendleton Road near the northern city limits. Multi- family areas are located south of the commercial light industrial area, adjacent to Thielson Road on the east and west sides. Once in the city limits, residential lands are located on the east side of Thielson Road and commercial lands are present on the south side.

6.0 Potential Development Impact Areas ODOT has identified Potential Development Impact Areas (PDIA) along the state highway corridors to assist in planning for highway performance, identifying bottlenecks, and providinglimproving parallel routes and additional modes. PDIAs are limited to unincorporated areas within UGBs or incorporated areas with populations of less than 5,000. Two PDIAs have been identified in the immediate vicinity of this corridor: the area between Punkin Center Road and Bensel Road (city of Umatilla southern UGB); and the area along OR 207 northeast of central Hermiston. Map 3 shows the locations of these two PDIA.

US 395 North Corridor Plan 11.8 Volume 1 June 2000 OTC Review Draft NG CQND DOR MAP LEGEND

PAVED SHOULDERSISIDWALKS WlDTHS SIDEWALKS

INTERSTATE __ - __ I OVER 6' OVER 6'

-=------* PRINCIPAL ARTERIAL UL-U-au-- 4-6' 4-6' -m.8Emnrip(u MINOR ARTERIAL UNDER 4' UNDER 4' =,Jx. - = - URBAN COLLECTOR IRURAL MAJOR COLLECTOR FUNCTIONALLY CLASSED PAVEMENT CONDITIONS ROAD WITHIN FEDERAL AID URBAN BOUNDARY ------VERYGOOD MINOR COLLECTOR GOOD LOCAL SIGNALIZED FAl R URBAN GWOWH INTERSECTION - - - -1 POOR 61W LIMIT - - - VERY POOR

# OF LANES STRUCTURE CONDlTlON SD = STRUCTURALLY DEFICIENT F0 = FUNCTIONALLY OBSOLETE ND = NOT DEFICIENT NA = NOT APPLICABLE 4 ACCIDENT LOCATlONS LEVEL OF SERVICE BY MILEPOINT (1994-96)

..a. sm.Ea..l slelbow BE~ER @ ACCIDENTS SPlS SITES TOP 10% "Dl' 1994-96 =, - .- ,p - "E" - "F" ADT (1996) CENTER MNE INFO.

- - LEFT TURN LANE ------CONTINUOUS LEFT TURN LANE

m =-%------PAINTED MEDIAN 5,000 - 9,999

----= NON-PMVEWSABLE MEDIAN 10,000 - 19,999 ------DOES NOT APPLY------20,000 - 45,000 OVER 45,000 RURAL GENERAL ZONING Rural Residential Rural Industrial Agricultural

Potential Development Impact Area 11. Corridor Overview

These areas of high development potential must be carefully evaluated for their impact on transportation faciiities. Hermiston, Umatiila and Umatilla County have studied or are studying these areas in their respective TSPs. The Highway 395 North Corridor PIan considers PDIA as they may impact the function , of Highway 395 North as a statewide facility.

7.0 Transportation Infrrasiruccture Existing transportation infrastructure is summarized below. Map 3 illustrates the corridor's existing transportation facilities.

7.1 Highway US 395 is the primary mspoation facility in the 12.9-mile conridor. '$he highway is classified as a Statewide Highway. The 1999 Oregon Highway PIan (Om)states that the primary firnction of sbtewide highways is t~ provide inter-urban and inter-regional mobility and provide connections to larger urban areas, ports, and major recreation areas that are not directly served by interslate highways. The management objective is to provide safe and efficient, high-speed, continuous-flow operation. I US 395 North is primarily a five-lane facility (two lanes in each direction with a continuous center two- way turn lane). There is a four-lane section in the first four-tenths of a mile at the north end of the corridor, another seven-tenths of a mile section between milepoint 1.0 and 1.7, roughly Union Street to BenseI Road, and a one-mile four-lane section between milepoint 11.7 and 12.7, about 1,000 feet north of the 1-84 interchange. Other characteristics of the highway are identified below in Table 3: i Table 3

MPH in central Hermiston and Stanfield, 4.5 MPH in the fiinge areas within

Traffic Average Daily Traffic (1995) ranges from 7,900 at the south end of the Volume corridor at the 1-84 interchange to 20,500 in central Hermiston at Jennie Avenue to 11,600 at the north end of the corridor at the intersection of US . 730. Average Daily Truck Traffic (1995) ranges from 500 at the south end of the corridor to 1,3 10 in central Hermiston. This equates to approximately 6.4 percent of all trips on US 395 are truck trips. An estimated two thirds of the truck trips are pass-through non-local traffic. Traffic Sign& Traffic signals are located at the intersection of US 730 in Umatilla; at the intersections of Punkin Center Road, Theater Lane, Elm Avenue, Jennie Avenue, Gladys Avenue, Main Street, Orchard Avenue, Highland Avenue, and Southeast Fourth Street in Hermiston; and at the intersections of Harding Avenue (flashing yellow) and Coe Avenue in Stanfield.

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1 Table 3 Summary of Highway Characteristics 1 Accident rate (1995-1997) was 4.67 accidents per million vehicle miles traveled compared to 3.67 statewide. There were 18 "High Accident" locations I 1 along US 395 during this period. These accidents were primarily intersection I I I turning-related. Parking Downtown Stanfield contains on-street parking. ShouIders/ Four-foot or wider shoulders exist throughout the corridor. Shoulders with Curbs curbs begin 600 feet north of Bintrand Street (MP 2.1) and continue south firsugh Hemiston to Po~Drive (just no& of the railroad overcrossing no& of the airport). Curbs begin again in the vicinity of Stanfield Ngh School (Locust Street) and continue through Stanfield to South Main Street.

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i.2 Freight Rail There are two Union Pacific (UP) Railroad main lines, and a branch line providing freight to the area. The UP main line between Boise and Portland parallels Interstate 84. The Spokane main line passes under US 395 immediately north of the Hermiston Airport and parallels OR 207 and US 730 on its way to Spokane. ' The Spokane main line carries 10 trains per day, with most trains being 70 cars or less. The Umatilla branch line runs through downtown Hermiston parallel to US 395. The Port of Umatilla is served by the Umatilla branch and sends one train per day of ten cars or less through Hermiston. Most of the crossings along the branch line are gated.

The Hinkle Yard is a major rail yard at the confluence of the two UP main lines and the Umatilla branch line west of Stanfield. At presenf Hinkle Yard handles 794 cars per day. This includes fueling, switching and asembly activities. With the merger of the Union Pacific and Southern Pacific Railroads, rail traffre is expected to increase by 43 percent at the Hinkle Yard. glne merger of the two railroads has led to the , centralization of maintenance facilities at the Hinkle Locomotive Shop. In 1999, UP closed their small intermodal facilitgi located at Hlnkie.

7.3 PassengerRail ; Amtrak Pioneer line (Portland-Chicago) was discontinued in May 1997. The nearest service is provided a by Empire Builder line (Ponland - Spokane) in Pasco, Washington, approximately 40 miles to the north.

7.4 Air Service The city of Hermiston owns and operates a municipal airport. The Hermiston Municipal Airport is located-. 1.5 miles from downtown Hermiston east of US 395. Although,regularlyscheduled commercial .ghts are not available, charter service is provided. The airport is at an elevation of 641 feet above mean. ' . ,& level and has one runway positioned in a northeast-southwest direction. Businesses such as Simplot, Giroy Foods, Les Schwab Tires, UPS and other large organizations such as PGE, BonnevilIe Power, and the Army Corps of Engineers often use the airport. There is an agricultural spray operation based at the airport, and local residents also use the airport for recreational purposes. In 1995, there were 12,380 annual operations.

The Hermiston Municipal Airport is categorized as a "Community General Aviation Airport" in the Oregon Aviation Plan. The Hermiston Municipal Airport is included in Oregon's core system of airports, which denotes the significance of the 10 1 airports that form the statewide aviation system. Currently there are 70 core airports in the statewide system.

Regularly scheduled commercial passenger and package freight air service is provided in Pendleton and Pasco, Washington, approximately 20 miles west and 40 miles north, respectively.

J 7.5 Marine The Port of Umatilla is located at the north end of the US 395 North Corridor on the Columbia River I upstream of the McNary Dam. The primary commodities shipped on the Columbia River to Portland are agricultural products - predominately wheat and potato products. The primary upstream-shipped commodities are diesel fuel oil products that are transferred by pipeline to the Hinkle Railyard west of Stanfield for railroad operations and bulk transport.

7.6 Intercity Bus Greyhound Bus Lines provides intercity service along US 395. Greyhound has a terminal in Hermiston The Hermiston terminal has two departures per day heading southeast with stops in Pendleton, La Grande

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Boise, Idaho and Salt Lake City, Utah; three buses a day running west to Portland; and two buses a day heading north on US 395 to Pasco and Spokane daily.

7.7 Public Transporfafwn There is currently a private taxi company that operates out of Hermiston. The City provides taxi voucher programs for elderly and disabled residents. Those who qualify may use these tickets to defray the cost of a one-way taxi ride anywhere within the city limits. Several paratransit providers based in Umatilla and Hermiston serve the senior citizen and disabled population of the corridor.

7.8 Bicycle Four-foot shoulders are provided throughout the conidor except on the three overpass sections of the highway. A separated eight-foot, asphalt path is provided on the west side of US 395 beween Hardkg Avenue and Stanfield High School, north of Locust Street.

7.9 Pedestrians Sidewallcs are present on both sides of US 395 between Theater Lane and Port Drive in Hermiston between Locust Street and South Main Street in Stanfield. The separated path identified above is also used by pedestrians.

7.10 Pipelines Natural gas traverses the US 395 North corridor via facilities managed by Northwest Pipeline Corporation, Pacific Gas Transmission and Cascade Natural Gas. Chevron Pipeline has an oil pipeline in the corridor. Kaneb Pipe Line has a diesel fuel pipeline that transports fuel from a fuel terminal owned by the Union Pacific Railroad at the Port of Umatilla to the Hinkle Railyard west of Stanfield. The Port of Umatilla and City of Hermiston provide a regional water system for industrial and municipal users.

D. KEY FINDINGS & MANAGEMENT THEMES

1.0 Introduction This section summarizes the findings identified in the Corridor Plan and identifies key themes for management of the corridor.

2.0 Findings A number of key findings and conclusions were identified through the Corridor Plan process. These findings include:

Public transit generally provides convenient connections and service frequencies to meet current user demand. Coordination of local service providers would lead to overall system efficiencies. US 395 is generally not suitable for bicycle traveI due to high traffic volumes and four-foot shoulders throughout the corridor. Sidewalks on both sides of US 395 are concentrated in urbanized portions of Hermiston and Stanfield. US 395 is a barrier to safe pedestrian crossings. An estimated two thirds of truck traffic on US 395 North is pass-through, non-local traffic. Proximity of the corridor to a major freight rail hub is expected to attract development served by rail freight. There is adequate rail capacity to increase the frequency of trains that travel north through the corridor to the Port of Umatilla.

US 395 North Corridor Plan 11.15 Volume 1 June 2000 OTC Review Draft US 395 NOP'"H CORRIDOR (UMATilkLA - ECHO)

MAP #2

11. Corridor Overview

I

Investment in management techniques, such as driveway consolidation, traffic signalization and parallel route improvements, for US 395 have a more beneficial impact on congestion, travel time and safety than geometric or capacity improvements. Projected population and traffic growth in the corridor will result in unacceptable capacity deficiencies involving intersections along US 395. Accident rates on US 395 is 22% higher than the statewide average. The majority of accidents are intersection turning-related. Extensive vacant land zoned for commercial and industrial development exists along the corridor. Robust job growth is occurring in the corridor, stabilizing the existing agricultural-based economy. Most environmentally sensitive areas along US 395 are at the extreme ends of the corridor in the least developed areas. Archeological resources may be present in the corridor.

3.0 Key Themes The corridor stralegg).has multiple goals. Mer analysis and review of the numerous policies, issues, opportunities and constraints that pertain to transportation in the US 395 North Corridor, the corridor , management team and the technical advisory committee identified three key themes for the corridor plan. These key themes serve as a guide to plan development and provide direction for management of the corridor.

3.1 Enhance Travel Safefy This key theme recognizes the need for safety improvements to address high accident locations. The )llowing principle actions were identified to guide development of the corridor plan: Identify new signals and other needed intersection improvements. 0 Identify the types of potential safety treatments based on the types of accidents. 0 Identify an incremental approach to improve safety along the corridor. Monitor accidents against baseline data to determine affects of proposed improvements.

3.2 Manage Access Analysis of existing and future conditions in the corridor shows that access management can have a more beneficial impact on corridor travel time, safety, and congestion than geometric improvements. Successful implementation of access management techniques is a critical factor in maintaining the capacity of the highway. By managing the flow of traffic to and from the corridor the efficiency of through travel will be preserved, safety will be enhanced, and economic development will be supported. I This key theme envisions the following principle actions in corridor plan development: Map locations for new local road and other access points consistent with'ODOT access policy; Map parallel routes and new local connections identified in City and County Transportation System Plans to support development adjacent to the corridor; and Develop a program for consolidating existing accesses to US 395 North where feasible and appropriate.

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3.3 Promote Alternative Modes This key theme acknowledges opportunities in the corridor to enhance transportation choices for the transportation disadvantaged and alternatives to the single occupant vehicle. Principle actions in corridor plan development include: Survey pedestrian facilities in the corridor and respond to identified needs; and Assess transit needs in Umatilla County and respond to identified needs in the US 395 North corridor.

E. FINANCIAL CONSTRAINTS

1.0 Introduction A key step in developing the Corridor Plan was to prioritize improvement projects and to ensure that the hi@est priority projects fit within reasonable funding forecasts, so that key management solutions could be implemented. Comdor Plans do not need to pass the rigorous criteria required for the Metropolitan Planning Organizations (such as Metro). Rafier, several ranges of funding forecasts, based on different assumptions, have been developed. These forecasts are to be used at this time; when better forecasts are developed, the Corridor Plan can be amended.

In developing funding forecasts, it was recognized that actual revenues over the next twenty years would not likely fully reflect the forecasted revenues. Funding forecasts are currently uncertain statewide and the relative amounts to be allocated for different types of projects by corridor have not been decided. Some of these decisions will be made through the 1999 update of the OWas the Oregon Transportation Commission (OTC) responds to the Governor's suggestion that monies be concentrated on maintaining and managing the existing system. The funding forecasts focus primarily on modernization (new construction). Funding priorities for categories such as bridge projects, maintenance, pavement management, safety and operational and other improvement projects reflect input provided by ODOT staff.

2.0 Funding Forecasts Funding forecasts are based upon traditional funding distributions among Regions, within each Region, between urbadrural areas, and among rural counties. A general methodology for determining the target finding levels for new construction was developed. A base year of 1997 was used and included state revenue and federal highway funds for new construction. A 'snap-shot picture' approach was used that assumed a 20-year projection of funding allocation for new construction projects, no changes in state or federal funding levels fiom the 1997 level, no inflation adjustment, and that present knding allocation levels would be reduced.

The 1997 construction funding allocation included $528 million from the state gas tax and $99 million from the federal highway fund for statewide construction. The state gas tax money for construction is divided 40% to cities and counties for maintenance and local street improvement and 60% for ODOT statewide. The ODOT percentage is divided into several general categories, road and bridge maintenance and repair (64%), debt service and administration (12%), and funding for expansion of facilities for growth and safety improvements (24%). ODOT's 24% share of the state gas tax would be $75.8 million for new statewide construction. About $19 million of this total is dedicated to fixed programs, leaving $56.8 million per year for new projects statewide. The 1997 state allocation for new construction was calculated as $56.8 million state funds, and $99 million federal funds, for a total of $155.8 million statewide.

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Historically, Region 5 has received an average ~f about 77% of the statewide construction funds for new projects. The Region 5 allocation has historically been split among all the ODOT facilities within the region. Tables 4 and 5 summarize the annual allocation of modernization project funding statewide and ' for the Corridor.

Table 4: Statewide Annual Funding Allocation (1997 base year) New Constructwn Region 5

Two potential funding forecasts were developed. One forecast uses a historical split of money to the regions and a funding percentage for the corridor over the past 10 years, applying it to the forecast revenues over the next 20 years. This is the highest most optimistic of the forecasts. It is not realistic to expect this much money to be available without increased revenues at the state or federal levels, or both. Inflation and deferred maintenance and preservation-needs will consume an increasing proportion of available revenues.

The second forecast reflects current statutes requiring ODOT to spend about $54 million per year statewide on Modernization. This should represent the minimum amount available over the 20 year ' planning horizon. Table 6 summarizes the two forecasts.

Table 6: Projected Modernization Funding Forecast Historic Programming Modernization Stafute ($ million) ($ million) US 395 N $1 1 $4

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3.0 Project Funding Prwriries As noted earlier, limited revenues necessitate managing and improving the existing transportation services and facilities within the Corridor to accommodate the anticipated growth in travel. Accordingly, the Corridor Plan allocates state resources to highway projects according to the following priorities: (1) Maintenance of the existing facility to ensure that it remains safe and functional, e.g. fixing potholes; (2) Preservation of the roadway by investing in roadbed and pavement reconstmction as needed to minimize maintenance costq (3) Transportation system management to optimize existing highway capacity;

44) SafeQ improvements; and ' (5) Projece that suppofl eeonomic development.

?"he projected total costs for the needs identified during the Corridor Plan process are over $60 million. The highest priority projects were placed in the Committed and Constrained funding category, meaning they would all be expected to be implemented over the 20-year planning period. Committed projects are already funded in the current Statewide Transportation Improvement Program (STIP). Constrained modernization projects, totaling $3.7 million, would be implemented in later years of the STIP and are still subject to funding authorization.

The projects next in priority were listed in the Strategic funding category that would be expected to be funded if current funding levels are increased due to new sources of funding during the planning period. Strategic fbnding modernization projects total $6.9 million in costs including $1.2 million in off-system, local street network improvements. Since such increased funding options have yet to be identified, it is assumed that Strategic projects could only be implemented in the intermediate-to-long-term, i.e., it would take at least 5 years for finds to be identified and project development completed. Practically speaking, if additional funding is identified, projects identified from the Strategic funding list would move to the Constrained funding Iist and total funds available for Constrained projects would increase. Per current ODOT policy, project development activities are not undertaken for projects not on the Constrained Funding Iist (that is, project development is not undertaken for projects that are not funded for implementation).

All remaining projects were placed in the Unconstrained list. Based upon current revenue forecasts (including all reasonable additional sources of revenue), these projects are NOT likely to be funded within the 20-year planning horizon. However, Unconstrained projects could be funded by alternative funding sources, such as development exaction, local improvement districts, urban renewal districts, etc. Unconstrained modernization projects total $3 1.3 million including $22.7 million in off-system, local street network improvements. The term "Unconstrained" means that if ODOT had all the funding to meet all Corridor needs, that all projects could be funded. Unconstrained projects that are summarized in the project matrices are those that originated through the CMT or local TSP and have a demonstrated need. The relationship of these funding categories is shown in Table 7 below.

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- Table 7: Relationship of Funding Categories Cornmiffed Consfrained Strategic Unconstrained US 395 Norfh ($1000) ($1000) (UOOO) ('$1000) All Projects $6,249 $4,770 $8,460 $41,487 I I Modernization $1,936 $3,740 $6,903 $32,275 Local Network $832 0 1,155 $22,734

Projects are listed by hnding category in Section IV. C, Project List by Funding Priority. Costs axe preliminary estimates based upon information provided by local gov ents or developed by ODOT. Local contsibutions to project costs could result in adjuments to the prioritizaition of projects. That is, given OBOTP's limited resources, the @eater the ""la1match", the higher the iikelihood of implementing the project.

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111 . CORRIDOR MANAGEMENT

A . OVERALL MANAGEMENT DIRECTION ...... 1

1.0 Introduction...... 1 2.0 Overall Management Direction...... 1 2.1 Enhance Travel Safety ...... 1 2.2 Manage Access ...... 2 2.3 Promote Alternative Modes ...... *...... *...... -3

1-0 Transporta~onBalarslce ...... 3 2.0 Regional Comeetivi@ ...... e....e...... e...... 4 3.0 Highway Congestion and Facility Management ...... 6 4.0 Safety ...... 7 5. 0 Environmental Impacts ...... 8 6.0 Social and Land Use ...... 8 7.0 Energy ...... 8 8.0 Economic Development ...... '...... 9

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A. OVERALL MANAGEMENT DIRECTION

1.0 Introduction

The overall management direction for the US 395 North Corridor Plan is: To accommodate efficient through travel while enhancing travel safety, supporting economic development and promoting alternative modes. This strategy recognizes the importance of the corridor to the regional economy as well as the corridor's function as an alternative to Interstate 82. As US 395 North also serves as a main street for communities along the corridor, highway safety and the importance of bicycle, pedestrian and other alternatives to the single occupant automobile are recopizd. The management principles discussed below strive to balance competing needs.

2.0 Overall Management Diresfion The corridor strategy has multiple goals. After analysis and review of the numerous policies, issues, opportunities and constraints that pertain to transportation in the US 395 North Corridor, the corridor management team and the technical advisory committee identified three management themes for the corridor. These key themes serve as a guide to plan development and provide direction for management of the corridor.

2.1 Enhance Travel Safety jrhis key theme recognizes the need for safety improvements to address high accident locations and to ' reduce the accident rate to the statewide average.

The management direction for the corridor is to reduce the accident rate and severity of accidents to the statewide average. For the period 1995-1997, the accident rate along US 395 North was 22% higher than the statewide average for similar urban highways. During this same period there were 18 "high accident7' locations along US 395 North clustered in the vicinity of West Punkin Center Road, OR 207 and Highland Avenue. These accidents were primarily intersection turning-related.

The recommended incremental approach to achieve the safety management direction varies for each corridor segment.

The recommended incremental approach for the North and Central Segments of the corridor between US 730 and Port Avenue in Hermiston, includes: 1. Compiete programmed intersection improvements and monitor accident rates. 2. If the management goal is not achieved, work with the City of Hermiston on next level of management tools - driveway consolidation. 3. If the mangement goal is not achieved, complete programmed parallel route improvements and monitor accident rates. 4. If the mangement goal is not achieved, work with the City of Hermiston on next level of management tools, such as, additional parallel route improvements or other safety techniques.

The recommended incremental approach for the South Segment of the Corridor between Port Avenue in Hermiston and Harding Avenue in Stanfield includes:

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1. Construct a median designed to provide access to existing and planned approaches and local streets before development pressures occur.

2.2 Manage Access Analysis of existing and future conditions in the corridor shows that access management can have a more beneficial impact on corridor travel time than geometric improvements. Successful implementation of access management techniques is a critical factor in maintaining the capacity of the highway. By managing the flow of traffic to and from the corridor the efficiency of through travel will be preserved, safety will be enhanced, and economic development will be supported.

This key theme envisions the 1999 Oregon Highway Plan Access Mmqement Policies and Spacing Smdards to be applied to the co~dor,

In general, access spacing for US 395 North will be managed based on the Stalewide Highway classification. The management objective of the Statewide Highway classification is to provide safe and efficient, high-speed continuous flow operation. In constrained and urban areas, interruptions to flow should be minimal. Inside Special Transportation Areas (STAs) local access may also be given priority.

Where a right of access exists, access permits can only be issued at locations on the property where the right of access has been reserved. These "reservations of access" give the property owner the common law right of access to the state highway only at specific locations identified in the deed where the property owner sold the right of way to the State. Where a right of access exists, access will be allowed to a . property at less than the designated spacing standard only if that property does not have reasonable access and the designated spacing cannot be accompIished. If the owner wants to mod@ the access rights such as moving or widening the reservation of access, they must apply for an "indenture" of access. Where a right of access exists, the number of driveways shall be limited to one, even if the property frontage exceeds the spacing standards. More than one access may be considered if it is necessary to accommodate and service traffic to a property and will not interfere with driver expectancy and the safety of the through traffic on the highway. If the owner wants to gain additional access rights to the highway, they must apply for a "grant" of access.

To assist in implementing state access management standards and policies, highway segment designations are identified in the corridor as follows:

1. Special Transportation Area (STA) A potential Special Transportation Area (STA) is identified in Stanfield from approximately mile point 10.98 to 1 1.19, Wood Avenue to Furnish Avenue. The spacing standards are reduced for STAs. The STA objective is to provide access to communities, businesses, residences, and to accommodate pedestrian movement along and across the highway in a downtown area or business district. The designation of a STA in Stanfield requires the City and ODOT to mutually develop a management plan that shows the area is a compact district with development requirements that address local trips, street connectivity, shared parking, design and layout of buildings, parking and sidewalks that encourage a pedestrian-oriented environment. An STA is appropriate in downtown Stanfield because the local auto and pedestrian and bicycle movements to the downtown are recognized as equally important as the

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through movement of In addition development in downtown Stanfield is compact with buildings spaced closely together and the sidewalks binding the street to the buildings.

2. Urban Business Area I An Urban Business Area is identified in Hermiston from approximately mile point 4.33 to 6.03, Theater Lane to SE 4th Avenue. The access spacing standards are also reduced for UBAs. The UBA designation recognizes existing areas of commercial activity where vehicular accessibility is important to continued economic viability. The primary objective of an UBA is to efficiently move through WIG, by maintaining existing speeds, while balancing the access connections to abutting properties.

h Interchange Management Area is identified in the vicinity of the I-84mS495 North interchange, approximately 1,320 feet north and south of the interchange. The purpose of this management area is to protect the hnction of the interchange to pmide safe md efficient operations between eorrnecting roadways and to minimize the need for major improvements of existing interchanges.

I 2.3 Promote Alternative Modes This key theme acknowledges opportunities in the corridor to enhance transportation choices for the transportation disadvantaged and alternatives to the single occupant vehicle.

The overall management direction for bicycle and pedestrian activity in the urban areas of the corridor is :to implement actions identified in local transportation system plans with emphasis on safe pedestrian . 'crossings. The emphasis in the rural segments between community centers is to preserve opportunities for the development of multi-use paths and other pedestrian and bicycle links.

a The overall mangement direction for public transportation within the corridor is to maintain, expand and enhance transit service, in the Corridor as recommended in the Umatilla County Public Transportation Needs Assessment (August 1999). This report recommends that the communities and social service providers' work together to coordinate and expand local intra-city programs. This report also recommends that employers in Hermiston establish rideshare service to address transportation demand.

B. CORRIDOR PLAN OBJECTIVES

The objectives which make up the corridor strategy are divided into major categories including transportation balance, regional connectivity, highway congestionlfacility management, safety, environmental impacts, social and land use impacts, energy impacts, and economic development impacts. The corridor objectives provide more detail in implementing the three key themes identified for the corridor strategy.

1.0 Transportation Balance

The Oregon Transportation Plan states that a balanced transportation system is one that provides transportation options and reduces reliance on single occupant vehicles.

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1.0.1 Public Transit

Public transit is not currently a major mode of transportation in the corridor. It is not projected to become a major mode within the planning horizon of this corridor plan. Opportunities do exist to enhance public transit service to disadvantaged populations in the corridor.

Corridor Objectives A1.1 Work with Umatilla County and social service agency providers to optimize service provided to the transit dependent community. A1 -2 Work with Umatilla County and the City of Hermiston to consider the desirability and forecast. the timing for implementing local fixed-route transit service.

1.8-2 Bicycle

Bicycle facilities do not exist along portions of the corridor and the poor condition of many local streets is problematic for bicyclists. As communities grow, US 395 North becomes more of a barrier to bicycle crossings as well as a conduit for travel between communities by bicycle.

Corridor Objectives A2.1, Extend the multi-use asphalt path along the west side of US 395 North from Rosalynn Drive to Fourth Street as develo~mentoccursbetween Stanfield and Hermiston. A2.2 Encourage bicycle use of Fourth Street through Hermiston by striping bicycle lanes, installing directional signs and maintaining pavement condition. While balancing the need to retain on street parking. b A2.3 Promote bicycle access south to Echo and north to Highway 730, including access across the Interstate 84 interchange.

1.03 Pedestrian

Sidewalks do not exist along portions of the corridor or on many local streets. As communities grow US 395 North becomes more of a barrier to pedestrian crossings as well as a conduit for pedestrian travel between communities.

Corridor Objectives A3.1 Determine the technical feasibility and special improvements needed to construct an undercrossing and multi-use path along the north side of Stage Gulch Ditch A3.2 Improve the safety of pedestrian crossings at the intersections of Highland Avenue, Elm Avenue, Punkin Center Road and Theater Lane in Hermiston. A3.3 Promote pedestrian access south to Echo and north to Highway 730, including access across the Interstate 84 interchange.

Appropriate improvements to highway, rail, water, air and intercity bus connections will ensure the corridor's ability to serve regional, national, and international markets.

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BI Intercity Bus Intercity bus is not currently a major mode sf transportation in the corridor. It is not projected to become a major mode within the planning horizon of this corridor plan. With the cooperation of Greyhound Bus Lines, opportunities do exist to enhance intercity bus facilities in the corridor. This will improve the experience of bus patrons and possibly attract additional patronage.

Corridor Objectives B1.1 Communicate to Greyhound the community's desire for improvements to the bus station in Hermiston. Work with Greyhound to improve station access to US 395 North. B1.2 Communicate to Greyhound the community's desire for additional intercity service including service to the Tri-Cities Area to connect with Amtrak. B % .3 Communicate to Greyhound the community's desire for a Greyhound bus stop in Smfield. Assist local communities and Greyhound in analysis of this request.

Bd Tmek Frei@t Truck freight is vital to the local economy. Truck trafic in the corpidor is expected to increase because of projected industrial and commercial development in the area, the location of available land zoned for industrial and commercial development, and limited access to Interstate 82.

Corridor Objectives B2.1 Determine appropriate access management techniques to accommodate truck movement north and south of the 1-84 Interchange and safe access to truck stops at Interstate 1-84. B2.2 Review curb modifications, signal timing and intersection improvements along US 395 North i identified by ODOT and determine design alternatives to address the truck movements . including turning movement from OR 207 westbound to US 395 North northbound. E32.3 Review FeedviIle Road intersection signal and alignment for appropriate truck movements. B2.4 Work with the City of UmatiIla on the location and Iayout of the Port Entry facility on 1-82 and recommend improvements to direct through trucks heading southwest to access 1-84 via 1-82.

B3 Rail Freight The community has long been a crossroads for regional and national rail freight activity. The proximity of the Union Pacific Railroad Hinkle Rail Yard to the corridor has attracted development served by rail freight.

Corridor Objectives B3.1 Identify alternative road access to HinlZle Rail Yard and railroad industrial land to accommodate development.

B4 Marine Barge traffic is a significant part of the area's transportation system. This mode may be impacted by measures taken to protect anadromous fish (salmon, steelhead) which transit the area. Channel deepening has been proposed to allow for the continued operation of the Port of Umatilla in the event that water levels in the Columbia River are lowered to protect fish. Determining the environmental consequences and legal acceptability of channel deepening is beyond the scope of the US 395 North Corridor Plan.

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Corridor Objectives B4. i Determine impacts to other transportation systems in the event Columbia River water levels are lowered and channel-deepening is not allowed for continued marine operations at the Port of Umatilla.

B5 Air Service The City of Hermiston operates a general aviation airport adjacent to the comdor. The City is required to implement land use ordinances to protect the viability and safety of the airport.

Corridor Objectives B5.1 Support the development and implementation by the City of Hemiston of land use ordinances to piotect the safe6 and operatii of the Hermiston Airporl. B5.2 Identify surface access to airport industrial lands to accommodate fume development.

3.0 High- Congestion and Facile Management

It is the policy of the State of Oregon to assure provision of an efficient transportation system. The system is efficient when 1) it is fast and economical for the user, 2) user prices reflect the full costs of transportation choices, and 3) transportation investment decisions optimize the benefits of the system.

CI Access Management and Signalization Although there is currently no area of regular congestion in the corridor, within the next twenty years it is expected that over one-fifth of the corridor will experience some congestion, particularly at a number of intersections. Access management, additional parallel local street connections and an improved trafic signal system would help preserve the finnction and safety of US 395 No&.

Corridor Objectives G 1.1 Apply 1999 ODOT access management policy to identify locations for new local road and driveway connections to accommodate adjacent land uses. C 1.2 Develop a conceptual plan for synchronized traffic signals at the intersections of US 395 North with Bensel Road, Bagget Lane, Joy Lane, Punkin Center eoad, Theater Lane, Airport Way and Feedville Road. C1.3 Develop a protocol for timely ODOT participation in the local land development review process. C 1.4 Institute a program to work with affected business owners to consolidate, relocate or alter existing private driveway access in the US 395 North corridor where modifications would affect safety or travel efficiency. C1.5 Support cross access easements and other access management techniques as tools to implement by ordinance in communities.

C2 Local Road Network While ODOT does not have jurisdiction over the local road network, there are places in the corridor where investment in the local road network would enhance the safety and efficiency of the US 395 North.

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Corridor Objectives C2. I Develop a funding strategy to construct the missing sections of Eat Fourth Street, realign Tenth Street and Glemm Avenue, and construct other local street system improvements in Hermiston and Stanfield that decrease the need for local trips on US 395 North.

C3 Roadway Conditions Due in part to recent investment in roadway rehabilitation, all of the pavement on US 395 North is currently in either very good or good condition. The level of investment in future maintenance and rehabilitation is determined in part by the level of importance category of the highway.

C3.1 Suppo& the ~.eciabssificationof the highway level of impoptsmce catego~yas envisioned in the 8uegon Highwcry Plm Update.

C4 Tramportation Demand hagement Transporntion Demand Management (TD1M) is one technique that could be used along with Access Management to maintain through traffic capacity of US 395 North as the communities adjacent to the corridor grow.

Corridor Objectives C4.1 Review the applicability of flexible hours, staggered shifts, ride share, park and ride, and other transportation demand management measures to the US 395 North corridor.

' C4.2 Support development of a Corridor based TDM/Rideshare program to help manage capacity'in the conidor and provide services to employers located along the conidor.

4.0 Safety

Improving the safety of all facets of transportation is imperative. There are specific accident locations within the corridor that can be improved with modest investment in new and improved traffic signals and the application of access management techniques.

D I Accident Locations The US 395 North corridor has an accident rate 22 percent higher than the statewide average. The number of high accidents is clustered in three specific locations, at West Punkin Center Road, OR 207, and Highland Avenue. These accidents are predominately related to turning movements to and from side streets.

Corridor Objectives D 1.1 Provide new trafflc signals and intersection geometric improvements at Punkin Center Road and Theater Lane. D 1.2 Analyze the intersections of US 395 North and OR 207, Highland Avenue and SE 4th to identify needed -c signals and intersection geometric improvements. D1.3 Institute a program to work with affected business owners to consolidate, relocate or alter existing private driveway access in the US 395 North corridor where modifications would affect safety or travel efficiency.

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5.0 Environmental linpacfs

It is the policy of the state of Oregon to provide a transportation system that is environmentally responsible and encourages conservation of natural resources. The proximity of the US 395 North corridor to the Hanford Nuclear Reservation and the Umatilla Army Depot results in the through movement of significant amounts of hazardous material.

Corridor Objectives El. 1 Ensure continued ODOT involvement in the review, update and testing of regional emergency response and hazardous materials accident and spill management programs for the corridor.

6- 8 Socirml"and Land Use

It is an OTP goal to develop a multimodal &anspomtion system that supports aclulowledged comprehensive land use plans, is sensitive to regional differences, and supports livability in urban and rural areas.

As development evolves north and south of Hermiston, an access management strategy will be necessary to mitigate increased traffic impacts on US 395 North. Extensive vacant land that is zoned for commercial and industrial development exists along the corridor. There are a number of planning documents, including the Umatilla-Hermiston Land Use/Transportation Plan, the Hermiston Transportation System Plan (TSP) and the comprehensive plans of Hermiston and Stanfield which call for development patterns and circulation systems which will support the development projected for the area. This Corridor Plan is carefully tied to TSPs for all jurisdictions along the corridor to help achieve the mandates from the Statewide Transportation Planning Rule: to protect the future operation of transportation facilities; develop a process for coordinated review of land use decisions affecting transportation facilities; clarify approval process of transportation-related improvements, and plan for safe and convenient bicycle circulation.

Corridor Objectives F 1.1 Implement by ordinance Transportation System Plans for Hermiston, Stanfield, Echo, Umatilla and Umatilla County.

F 1.2 , Develop a protocol for timely ODOT participation in the local land development review process. F 1.3 Ensure coordination of the corridor plan with the Transportation Systems Plans for Hermiston, Stanfield, Echo, the City of Umatilla and Umatilla County.

7.0 Energy

Energy consumption should be minimized in the corridor through the use of fuel-efficient modes of travel, enhanced vehicle eff~ciencies,and improved design, construction, and operation.

Corridor Objectives GI. 1 Review the applicability of flexible hours, staggered shifts, ride share, park and ride, and other transportation demand management measures to the US 395 North corridor.

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GI .2 Encourage development of a Transportation Management Association comprised of the large employers in the comdor as the vehicle for implementing applicable transportation demand management measures. ' GI -3 Determine impacts to other transportation systems in the event Columbia River water levels are lowered and channel-deepening is not allowed for continued marine operations at the Port of Umatilla.

8.0 Economic Development

Transportation facilities and services in the corridor should promote the expansion and diversity of the regional economy through the efficient and effective movement of goods, services, and passengers in a safe, energy efficient and environmentally sound matter.

Basic industry on the US 395 North corridor consists of food processing, distribution of agriculture and processed food, and the service industries that support them. nese industries all require extensive networks for freight movement. T*c congestion and wvel delay impact the region's economic competitiveness and contribute to increased prices for consumer goods.

Corridor Objectives HI. 1 Manage access to the highway to balance economic viability of adjacent commercial properties and undeveloped parcels with the operational integrity of the highway. H1.2 Identify parallel roads and local connections to new development adjacent to the highway to provide appropriate routes for local traffic and preserve capacity on US 395 North for through traffic.

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IV. CORRIDOR MAPPING AND DECISION DETAILS

A. DESCRIPTION OF PROCESS ...... 1

B. MATRIX OF STRATEGIES AND OBJECTNES ...... 2

1.0 Introduction ...... 2

C. PWECT LIST BY F mG'PW40HTY ...... -.3

D. DECISION

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n. DESCRIPTION OF PROCESS

Chapter III Paid out the Management Direction and the Corridor Objectives for the US 395 North Corridor. This chapter expands on the objectives by describing how they will be implemented and fitting those solutions into financial constraints and mapping the projects throughout the corridor.

Section B - Matrix of Objectives and Solutions summaries the implementation actions proposed to fblfill the corridor plan objectives. The implementing actions may take the form of service improvements by a transportation service provider; management, operational or maintenance practices or improvements which fulfill an objective; or a capital improvement project (modernization or other) which &Ifills the objective.

In a few cases, the objective does not have a clear solution and fuhtker refinement plming is needed at the approp~atetime in the future to clearly identify the appropfiate solution.

In addition to the solutions being identified, the matrix also assigns responsibiliw for solution. ODOT will be the lead agency on many solutions, but other local governments and private industry are expected to lead the fulfillment of some solutions.

Section C - Project List by Funding Priority summarizes those solutions that could be termed "projects" - that is, there is a specific something to build or repair, as opposed to operational practices orprocedures.

Section D - Decision Mapping

jditional details and specific location mapping for each project can be found in Volume 2 in the Decision Detail section of the Corridor Plan.

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B. MATRIX OF STRATEGIES AND OBJECTIVES

The Corridor Plan Objectives are ultimately implemented by a combination of management strategies and projects. The process by which projects were selected and prioritized is described in Volume 2, Chapter 1 of this Corridor Plan.

The matrices below summarize the implementation actions that are proposed to fulfill the objectives of the Plan. The broad.subject areas are listed in the left-hand column along with each Corridor Plan Objective. For each of these objectives, a list of projects and other implementation actions is included. Below is a summary of the project categories:

A. Service Improvements - projects implemented by a service. For example, additional transit servlee between Heamlston and Pendleton.

B. Management, Operations, and Maintenance - projects implemented through: 1) management of a taclllty or program, such as a 1'L)Mprogram, 2) changes in operations, such as installing directional signals or traffic improvements, and 3) maintenance of facilities, such as adding pavement width to shoulders during routine overlays to implement a bike lane project.

C. Modernization - projects that result in added system capacity, primarily through widening of laclllties or major interchange construction.

D. Refinement Planning Needs - these projects need an additional step that better defines the mentation can occur. Some projects will be refined during the come of implementation through the ODOT project development process and are not included in this category.

In addition to the implementing actions, the entity with responsibility to implement the objective is identified and additional comments are included to cross-reference projects or to explain any special conditions that may exist. The projects are also listed by finding priority. The following table shows the actions to implement each Comdor Plan Objective, with project numbers for Committed or Constrained funding projects shown in bold; Strategic funding project in italics;and Unconstrained projects in plain text.

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