Interim Corridor Strategy Highway 126 West
Highway 101 in Florence to 1-5 in Eugene
April 1998
Oregon Department of Transportation Region 2 2960 State Street Salem, Oregon 973 10 Interim Corridor Strategy
Highway 126 West
Highway 101 in Florence to 1-5 in Eugene
Prepared for:
Oregon Department of Transportation
Salem, Oregon 973 10 (54 1) 726-2589
Prepared by:
~gogLane Council of Governments 125 East Eighth Avenue Eugene, Oregon 9740 1 (54I) 682-4283
April 1998 Table of Contents
ES Executive Summary What is Corridor Planning and Why is it Being Done? Corridor Overview Major Findings and Conclusions What's Next?
1 Overview of Corridor Planning Introduction Corridor Planning Description and Purpose Planning Requirements Corridor Planning Process Corridor Planning Participants
2 Highway 126 West Corridor Overview General Corridor Description Corridor Segments Summary of Legislation, Prior Plans, and Studies Population and Employment Projections Land Development Projections Tourism and Recreational Travel
3 Existing Conditions and Facilities Introduction Highway System Railroads Air Service Public Transit and Inter-City Bus Bicycles Pedestrians and Walkways Pipelines Segment-by-Segment Summary- 4 Future Conditions Introduction Highway System Railroads Air Service Public Transit and Inter-City Bus Bicycles Pedestrians and Walkways
5 Issues, Opportunities, and Constraints Introduction Transportation Balance Regional Connectivity Highway Congestion Safety Economic Impacts Social and Land Use Impacts Environmental Impacts Energy Impacts
6 Interim Corridor Strategies Introduction Transportation Balance Regional Connectivity Highway Congestion Safety Economic Social and Land Use Environmental Energy List of Maps
Highway 126 West Corridor Location Corridors of Interstate and State-Wide Importance Highway Segments Alternative Segment 4: West 1lth to Garfield to OR 99W Alternative Segment 4: West Eugene Parkway 1995 Annual Average Daily Traffic in Vehicles Per Day Corridor Strategies Map Legend - Existing Conditions Corridor Strategies Map - Existing Conditions, Florence to Eugene Highway No. 62 (four sheets) Corridor Strategies Map - Existing Conditions, Beltline Road No. 69 Corridor Strategies Map - Existing Conditions, Eugene-Springfield Highway No. 227
List of Figures
Corridor Planning Process and Phases Population Projections Lane County Employment Projections Lane County Employment Growth by Type Eugene-Springfield Vacant Lands and Land Development Projections Projected Housing Units and Population in Unincorporated Areas at Build-Out Historic Traffic Volumes, 1975-1995 Monthly ADT Variation at Noti ATR (1995) Corridor Truck Traffic Volumes and Freight Movement Highway 126 Reported Accidents Weekday Ridership Counts, Veneta Route 93 Projected Traffic Volumes Projected Travel Times Present and Future Highway Congestion
List of Appendices
Summary of the Public hvolvement Program Steering Committee, Stakeholder Groups, and Interested Parties Overview of Oregon Highway Monitoring System Federal and State Policy Framework Regional and Local Policy Framework Description of Level of Service Corridor Segment Inventory Executive Summary Executive Summary
This Executive Summary presents major findings and conclusions from Phase I of the corridor planning process for the Highway 126 West Corridor, extending from Highway 101 in Florence to Interstate 5 in Eugene. Please refer to Chapters 5 and 6 of this report for the full range of issues, goals, and objectives.
What is Corridor Planning and Why is it Being Done?
The Oregon Department of Transportation is developing plans for 3 1 transportation corridors identified in the Oregon Transportation Plan (OTP) as being of state-wide or inter-state importance. A corridor plan is a long-range plan for managing and improving transportation facilities and services to meet the needs for moving people and goods. A key element of corridor planning is consideration of the linkage between land use and transportation needs.
The OTP establishes the general policies and planning direction for corridor plans. It also responds to related modal and program plans for freight movement; rail service; aviation, pedestrian, bicycle, public transportation; and safety that have been adopted. Corridor plans assist in the development of transportation projects for implementation through the Statewide Transportation Improvement Program (STIP).
The purpose of the Oregon Transportation Plan is to guide development of a safe, convenient, and efSlcient transportation system that promotes economic prosperity and livability for all Oregonians.
Corridor planning is organized into three phases, proceeding from the general to the specific. In the first phase, Corridor Strategy development, transportation goals, and management objectives are identified. The second phase is preparation of GeneralISystem Plans, which define the transportation improvement needs and accompanying land use framework. In sections of the Corridor with particular environmental, land use, or operational concerns, refinement plans can be developed as a thlrd phase.
Interim corridor strategies address the operation, preservation, and improvement of transportation facilities in the corridors. Strategies cover a 20-year planning horizon, building upon federal, state, and local transportation and land use policies and plans. Collaboration among political jurisdictions and planning agencies, in consultation with residents, users, and, other stakeholders, results in a strategy that will guide subsequent development of a corridor plan and refinement plans, and serve as the basis for selection of individual improvement projects and implementation of new or expanded transportation services.
Implementation of this corridor strategy and plan is dependent upon the availability of funding. Endorsement or adoption of the Plan by the Oregon Transportation Commission (OTC) does not
Highway 126 West Interim Corridor Strategy, April 1998 guarantee financial resources to carry out the projects and programs contained in the Plan, nor can the OTC commit the financial resources of other agencies or public bodies.
Corridor Overview
The Highway 126 West Corridor is a 67-mile Access Oregon Highway Route and a principal arterial in the National Highway System from U.S. 101 in Florence to 1-5 in Eugene. It is important to a wide range of national, state, regional, and local users and is a significant route for commuters, tourists, and truck traffic. Highway 126 West is the primary route connecting the central Oregon Coast to the Eugene-Springfield metropolitan area in the southern Willamette Valley and is critical in regards to regional connectivity in southwest Oregon.
As shown in figure ES- 1, the Corridor begins in the City of Florence, travels along the Siuslaw River and passes through areas dominated by Bureau of Land Management (BLM) and National Forest lands. The highway passes through or near the unincorporated communities of Cushman, Tiernan, Mapleton, Walton, and Noti before reaching the city of Veneta and then Eugene. The Corridor intersects a number of northlsouth-oriented highways including: Highway 101 on the Oregon Coast; Territorial Highway at Veneta; and Highway 99,I-105, and 1-5, in Eugene.
This Corridor spans the entire Coast Range. Land ownership is a mix of state, private, U.S. Forest Service, BLM, and municipal. Land uses in rural areas are resource-related and scattered residential and, in the urban areas, primarily commercial and industrial development. Most of Highway 126 is a two-lane highway, with a limited number of passing lanes and climbing lanes located at key locations along the Corridor and a recently constructed bypass near the rural community of Noti.
Major Findings and Conclusions
This Interim Strategy (Strategy) was prepared by a Steering Committee composed of representatives of local, state, and federal agencies with jurisdictional responsibilities in the Conidor. The Steering Committee recognized that no single approach could address all of the needs identified during the extensive public outreach effort conducted for the study. For this reason, it proposed a blend of approaches to address the issues raised. This section presents the major findings and conclusions of this Strategy in the following categories.
Safety Improvements Transportation-Land Use and Demand Management Strategies Alternative Modes and Inter-modal Links Freight Rail Refinement Planning Environmental Impacts System Improvements/Access Management Coordination
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126?-& West -A,-- Corridord:i Planning Highway 126 West
0 5 10 miles Scale
August 1997
Hwy. 126 West Corridor 0 Incorporated City
0 Non-incorporated City
Corridor Location Map Figure €5-7 Safety Improvements
The Strategy proposes to prioritize safety improvements, including access management treatments, based on the frequency and severity of accidents. Further study of speeding problems is also proposed. Safety improvements will be identified and prioritized in Phase II of the planning process.
Crashes most often occurred in the urban portion of the Highway along 1-105 to the intersection with 1-5. Accidents occurred second most frequently in the rural area between the Florence city limits and west Veneta city limits. Most injuries also occurred in these two sections. The travel conditions associated most often with accidents along the Corridor were wet pavement and nighttime.
Safety was one of most frequently cited issues. General concerns expressed were that, in several locations along the Corridor, road conditions were unsafe due to curves, rain, and darkness, particularly in urban areas and in the Badger Mountain area (Cougar Pass). Flooding and landslides were safety issues, especially flooding near Cushman Bridge, as well as difficulties at specific intersections. Other safety issues were inadequate reflectors and fading fog lines, guard rails in some places too close to travel lanes, speeding, and unsafe passing. Accident data contained in this report support further development of safety improvements in specific locations along the Corridor.
Transportation-Land Use and Demand Management Strategies
This Strategy supports transportation land use and demand management strategies proposed in the Eugene-Springfield metropolitan area and will support similar strategies proposed in local planning efforts in Veneta and Florence.
In the metropolitan area, nodal development areas are proposed in the Draft Eugene-Springfield Transportation System Plan (TransPlan). Nodal development areas or nodes concentrate higher density residential development along transit routes and within walking distance of retail centers and services, creating increased opportunities and convenience for walking, bicycling and taking the bus for more trips. Several nodes are proposed along West 1 lthAvenue in Eugene, which is the eastern end of Highway 126 West. TransPlan also recognizes demand management as a voluntary strategy for reducing reliance on the single-occupant vehicle.
Veneta Periodic Review and Transportation and Growth Management (TGM) Program projects, now underway or commencing, will explore land use and demand management strategies to reduce the need for expanded highway facilities in this section of Highway 126.
Alternative Modes and Inter-Modal Links
This Strategy supports planning for alternative modes and inter-modal facilities proposed in the Draft Veneta Transportation System Plan (TSP) and Draft TransPlan; and proposes the following approaches for public transit, bicycles, pedestrians, and passenger rail.
Highway 126 West Interim Corridor Strategy, April 1998 Public Transit
This Strategy proposes to work with existing providers to improve transit service and inter-modal links along the Corridor.
This Strategy proposes that Lane Transit District (LTD) improve bus service within the city of Veneta and from Eugene to Veneta, including a Park-and-Ride in Veneta with convenient express service to Eugene. The Strategy proposes improving public transportation services for seniors, disabled, children at risk, and low-income families. In urban and rural areas along the Corridor, some methods of improving public transit are to increase Park-and-Ride opportunities, improve pedestrian access to transit, and work with inter-city carriers to increase the number of strategically located inter-city bus stops and frequency of service.
Public transit is now provided by LTD and Porter Stage Lines. LTD provides service within the cities of Eugene and Veneta and from Eugene to 18 stops in Veneta. All buses are wheelchair accessible and are equipped with racks capable of carrying two bicycles. Public transit service in Florence is currently limited to special transportation services for the transportation disadvantaged. Specialized transportation services designated for senior citizens and persons with disabilities are available throughout the Eugene- Springfield area. Porter Stage Lines provides service from Eugene to points south on Highway 10 1 through Florence.
In small communities like Veneta, service is usually designed as commuter only due to the relatively low volume of riders. The distance between Veneta and the metropolitan area and low-population densities contribute to the higher cost of providing bus service in rural communities.
Bicycles
This Strategy proposes widening shoulders as needed to improve bicycle travel along the Corridor and to address specific needs of bicyclists from Veneta to Eugene through the refinement planning process.
The Corridor is used by recreational bicyclists who have identified specific sections of shoulders that need improvement. These areas will be mapped in Phase II. During the public outreach process in Phase I, the section between Veneta and Eugene was recognized as a particular concern.
Pedestrians
Pedestrian needs in urban and rural areas will be addressed in Phase 11 of the Corridor Planning Process and through the Veneta TSP and TransPlan. The need for pedestrian
Highway 126 West Interim Corridor Strategy, April 1998 facilities was not a large issue for Corridor users because of the heavy reliance on the automobile.
Passenger Rail
Additional research is proposed to determine whether passenger rail might be an opportunity in the future and to determine the viability of the railway for other uses, such as passenger rail or rails to trails, in the event the rail line is no longer viable for freight.
No passenger rail service operates in the Corridor. At this time, passenger rail cannot compete with the bus and car in terms of cost and travel time. Lack of densities to support passenger rail and of facilities such as station stops and locations are other limitations.
Freight Rail
This Strategy supports appropriate land use designations to provide increased freight rail access opportunities.
Freight rail service is provided by the Central Oregon and Pacific Railroad, which operates the Coos Bay Branch and covers 138 miles to Cushman and terminates in Coquille. The route from Coquille to Eugene and south into California gives southwest Oregon access to California, the largest outlet for Oregon wood products. One to five million gross tons are transported annually on this line, primarily lumber and paper products between Eugene and Coos Bay with less than one million tons transported annually between Coos Bay and Coquille.
The swing span bridge over Coos Bay needs substantial repair work. If this critical link fails, more trucks will carry goods on Highway 126, increasing congestion on the highway. The future viability of freight rail depends on future demand for rail. There has been a steady decline in freight rail traffic in the Corridor over the last ten years and no development of new rail traffic within the Corridor.
Refinement Planning
This Strategy recommends a refinement plan for the segment from Veneta to 1-5 in Eugene to explore alternatives through a community consensus-building process. Further analysis could also include the entire stretch of highway from Poodle Creek to Badger Mountain (Cougar Pass).
The Veneta to 1-5 segment is of particular concern to residents of the Veneta area, many of whom commute regularly to the Eugene-Springfield metropolitan area for work, services, and other activities. Growing residential development pressures in Veneta and booming industrial and commercial development in west Eugene, spurred by the recent location of the Hyundai computer chip manufacturing plant there, have heightened concerns about the future capacity of Highway 126 for all travel modes. In the rural sections of this segment, the highway consists of two lanes with minimal shoulders; and expansion of the roadway is severely limited by
Highway 126 West Interim Corridor Strategy, April 1998 environmental constraints, including one listed and five candidate plants, a number of osprey nests and the Oregon Department of Fish and Wildlife refuge at Fern Ridge Reservoir, and extensive wetland habitat used by western pond turtles and other aquatic wildlife.
During Phase I, the Steering Committee and the public focused particular safety concerns on the Badger Mountain area, which exceeded the 1997 Safety Priority Index System cutoff for 1997. Just east of Badger Mountain, the Poterf-Poodle Creek section was identified in the development section of the early 1998-2001 Draft STIP.
Environmental Impacts
In Phase 11, maps will be prepared to illustrate the location of environmental features to further inform the planning process.
There are diverse habitats along the Corridor, including the Siuslaw River estuary; extensive Douglas fir forests; valley grasslands near Fern Ridge Reservoir; estuarine, forested, and valley prairie wetlands; and approximately 62 fish-bearing streams. Sensitive species are purple martins, osprey, bald eagles, marbled murrelets, northern spotted owls, western pond turtles, and four species of listed plants. The physical and environmental features of each segment of the Corridor are described in the Segment-by-Segment Summary in Chapter Three.
System Improvements/Access Management
The Strategy proposes identification of specific areas for passing lanes, other system improvements, and for access management planning during Phase 11, along with an analysis of Level of Service (LOS) standards and an analysis of the current performance of the highway.
Daily traffic volumes on the highway are heaviest in Eugene, due to the concentrated urban development, and westward toward Veneta. Traffic volumes vary seasonally, with a 1995 peak of 6,800 vehicles per day at Noti in July and about 4,500 in February. Truck volumes through the Corridor are high: 100 percent of the Corridor experienced average daily truck traffic in the range of 500 to 1,499 per day compared to the average for all state highways, whlch is 41 percent in this range.
The average rate of travel for the Corridor is about 39 miles per hour (mph) for cars and 32 mph for trucks, although it is much slower, particularly for trucks, in the central segments of the Corridor. Currently, 10 percent of the Corridor is subject to high congestion; 30 percent, moderate congestion; and 60 percent, low congestion. High congestion occurs between Mapleton and Noti, along curved, steep areas in the Coast Range; and in Eugene and westward toward Veneta. These areas also have the most miles of moderate congestion.
The large volume of issues around congestion indicate support for the West Eugene Parkway as well as the need for additional passing lanes and access management planning throughout the Corridor. During Phase I, support was expressed for the following projects in the STIP. These projects will form the starting place for projects to include in the Plan during Phase II.
Highway 126 West Interim Corridor Strategy, April 1998 West Eugene Parkway (West 1lth Avenue to Garfield Street) Beltline Highway Stage 2 (West 1lth Avenue to north city limits) West 11 th Avenue Park-and-Ride Highway 1011126 intersection improvements Mile Point 7: Raise Grade to Eliminate Flooding
Coordination
During Phase 11, coordination with local planning efforts will occur to ensure that the quality of life goals and policies of local communities are addressed in the Corridor Plan.
Quality of life issues were raised relating to the need for state highways to be integrated into the communities and not just serve the needs of through traffic. The Strategy recognizes that system improvements have varying economic, environmental, social, land use, and energy implications for communities. Road improvements can have positive effects on the economies of local communities by improving access to goods and services and can result in social benefits by improving access to recreational opportunities.
What's Next?
This Interim Corridor Strategy will be submitted for endorsement to the OTC, Lane County, LTD, and the cities of Eugene, Veneta, and Florence. The Strategy will then become the starting point for development of a Corridor Plan. The corridor planning process will seek to preserve and improve the Corridor through continued close coordination among local land use and transportation plans.
This Strategy proposes numerous actions to be taken by one or more of the various agencies and jurisdictions participating on the Highway 126 West Steering Committee. During Phase H, corridor plan development, further technical analysis, and public outreach will be conducted. This analysis and input will result in a refined strategy, which will be reflected in the projects and priorities contained in the Corridor Plan and in future capital improvement programs. The Corridor Plan will apply the refined strategy to specific locations along the Corridor; identify and prioritize actions based on their long- and short-term costs and benefits; and identify appropriate pablic afid pi-ivate entities with responsibility for implementation. Tie Plan will contain prioritized project lists as well as cost estimates and financing strategies.
Highway 126 West Interim Corridor Strategy, April 1998 Chapter 1 Overview of Corridor Planning Chapter One Overview of Corridor Planning
Introduction
The Oregon Department of Transportation (ODOT) is developing corridor plans for those highway corridors identified in the Oregon Transportation Plan (OTP) as being of state-wide importance. The Highway 126 West Interim Corridor Strategy document proposes a strategy and objectives for the operation, preservation, and enhancement of transportation facilities along Oregon Highway 126 from the U.S. Highway 101 to Interstate 5, which connects Eugene and Florence. The Corridor Strategy covers a 20-year planning horizon, building upon federal, state, and local transportation and land use policies and plans, together with a comprehensive consultation with stakeholders in the Corridor. The Corridor Strategy will guide development of the Corridor Plan and Refinement Plans for the specific areas and issues in the Corridor.
Plans call for the Corridor Strategy to be endorsed by all of the jurisdictions along the Corridor and by the OTC. The Corridor Plan will be included in transportation plans and comprehensive land use plans in the future. This will ensure that the Corridor is preserved and enhanced to the benefit of all users along the Corridor.
This chapter consists of a general overview of the corridor planning process. Chapter Two includes a description of the Corridor (overall and segment by segment), a listing of relevant planning studies along the Corridor, and population and employment projections. The existing conditions of transportation and land use are described in Chapter Three, and future conditions are discussed in Chapter Four. Issues, opportunities, and constraints identified during the planning process are provided in Chapter Five. Chapter Six identifies strategies that were developed during the planning process.
Corridor Planning Description and Purpose
A corridor plan is a long-range (20-year) program for managing transportation systems :hat move people, goods, and services within a specific transportation corridor. Corridor plans are currently being developed for the 3 1 corridors of state-wide or inter-state importance identified in the OTP, as shown in Figure 1-1. Other transportation corridors will be studied as resources allow. Each corridor planning area includes state-wide transportation facilities, systems, and land areas that influence transportation performance.
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
Highway 126 West Interim Corridor Strategy, April 1998 Corridor Economic Development Analysis ODOT Planning Section - 1/96
Figure 1-1 Corridors of Interstate and State-Wide Importance
LEGEND
Oregon Coast Highway (US 101) Medford - California (OR 621140139) Madras - California (US 97) Portland - Astoria (US 30) Eugene - US 97 (OR 58) Klamath Falls - Lakeview (OR 140) Cannon Beach - Portland (US 26) Eugene - Santiam Jct (OR 126) Umatilla - Pendleton (US 395i1-84) Lincdn City - Portland (OR 18199W) Salem - Bend (OR 22NS 20) Pendleton - California (US 395) Willamina - Salem (OR 22) Gresham - Madras (US 26) Milton-Freawater - Pendleton (OR 11) Newport - 1-5 (US 20lOR 34) Sunrise Corridor (OR 212) LaGrande - Wallowa Lake (OR 82) Florence - Eugene (OR 12611-105) Hood River - Mt. Hood (OR 35) ldaho - Nevada (US 95) Reedsport - 1-5 (OR 3810R99) Madras - Biggs Jct. (US 97) Washington - California (1-5) Coos Bay - Roseburg (OR 42) Sisters - Ontario (OR 126NS 26) 1-5 - Idaho (1-84) Grants Pass - California (US 199) Bend - Vale (US 20) Washington - 1-84 (1-82) Arlington - US 26 (OR 19)
Highway 126 West Interim Corridor Strategy, April 1998 conveyances and terminals; within a corridor, facilities may be of local, regional, or state-wide importance. Examples of facilities are interchanges, rail stations, transit stations, and bicycle bridges. Transportation systems are defined as networks of transportation links, services, and facilities that collectively are of state-wide 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.
ODOT is developing state-wide management systems and modal plans for automobile, truck, transit, passenger, and freight rail; aviation, bicycle, and pedestrian modes; and intermodal facilities, in addition to a transportation safety action plan. While many modes of transportation and transportation facilities are not owned or operated by the State (e.g., railroads, bus systems, port facilities), the State has a special interest in their performance given their interaction with ODOT facilities and collective significance to the state-wide transportation system.
Benefits of corridor planning for the Highway 126 West Corridor include:
Resolution of Major Planning Issues Prior to the Initiation of Project Development. Consensus among local, regional, and state governments regarding project purpose and needs is essential for successful project development. Corridor planning provides a framework within which individual projects located in corridor communities can be reviewed and prioritized.
Preservation of Transportation Rights-of-way. Costs for transportation rights-of-way increase substantially as land suitable for transportation is developed for other purposes. Uncertainty about right-of-way needs may also impact property owners, businesses, and, at times, entire communities. The scope and 20-year planning horizon of a corridor plan identifies long- range right-of-way needs that serve to direct future development, reducing development costs and environmental, social, and economic impacts.
Protection of Transportation Investments. To prevent premature obsolescence of highways and other facilities, corridor planning examines alternative 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.
Highway 126 West Interim Corridor Strategy, April 1998 Planning Requirements
There are several federal and state mandates that impact how corridor planning is to be undertaken. The three most important of these are: the 199 1 Intermodal Surface Transportation Efficiency Act (ISTEA); the OTP; and the Oregon Transportation Planning Rule (TPR). While very different policy initiatives, all three share several common themes: a requirement that transportation plans provide for a balanced transportation system that offers transportation options; that transportation plans reduce reliance upon the single-occupant automobile and increase the opportunity for modal choice; and that transportation plans be coordinated with land use plans and address the environmental, social, economic, and energy consequences of proposed actions.
Summaries of the ISTEA, OTP, and TPR are provided in the appendices to this report.
Corridor Planning Process
Corridor planning is being carried out in three phases that progress from the general to the specific (Figure 1-2). It is important to note that corridor planning may not occur in a linear fashion (i.e., that activities described in Phase 1 may occur after Phase 2 or Phase 3).
Phase 1: Interim Corridor Strategy
Federal and state laws require corridor plans to consider a range of transportation modes and impacts on land use and the environment. A corridor strategy is established to properly address the goals and policies of the OTP and state-wide mode plans. A corridor strategy provides a set of transportation performance and impact objectives for each corridor.
Transportation facilities and systems in each corridor are identified and analyzed for present and future performance in areas of modal balance, intermodal and regional connectivity, congestion, and safety. In addition, characteristics of the corridor and the role the corridor plays in the region are described in terms of land use, social, environmental, and economic development impacts.
These analyses result in key findings and conclusions regarding the present and future performance and impact of the corridor. These findings and conclusions are the basis for a corridor strategy. Tnis strategy, described in detail through a number of corridor objectives, helps ODOT and jurisdictions within each corridor plan for transportation systems in a manner consistent with the OTP and other plans and policies.
Phase 1 corridor planning concludes with the endorsement of an interim corridor strategy by cities, counties, and metropolitan planning organizations within individual corridors, and by the OTC.
Highway 126 West Interim Corridor Strategy, April 1998 Figure 1-2 Corridor Planning Process and Phases Phase One Develop Corridor Strategy
Systems Planning
Produce Corridor Plan
Phase Three
I
Phase Projects Four and Programs
Highway 126 West Interim Corridor Strategy, April 1998 Phase 2: Corridor Planning
Most of the corridor planning effort occurs in Phase 2 and focuses on developing corridor improvement and management elements, and city and county transportation planning (Figure 1- 2). During Phase 2, a corridor improvement and management element of each corridor plan is developed to test interim corridor strategy objectives, analyze alternatives, provide general cost estimates, and establish implementation priorities. Implementation decisions for each corridor objective may entail transportation improvements, operations, and maintenance programs; agency liaison agreements; and management system category assignments. These decisions may be regulatory (e.g., level of importance, access management category assignments, etc.) or advisory (e.g., proposed capital projects, maintenance programs, etc.) in nature.
In conformance with the TPR, transportation systems plans (TSPs) are currently being or will be developed for cities, counties, and metropolitan planning organizations in Oregon. ODOT staff and financial resources are contributing to these local efforts. Portions of TSPs that impact state- wide corridors are incorporated into the corridor improvement and management element of corridor plans to implement the objectives established in the corridor strategy. This process helps link corridor objectives to city and county comprehensive plans.
Counties with populations under 25,000 and cities under 2,500 may apply to the Land Conservation and Development Commission (LCDC) for a full or partial exemption from the requirements to develop a TSP. In order to meet remaining TPR requirements for these jurisdictions and complete corridor plans in these instances, ODOT is assisting exempt local jurisdictions through a process called general planning. Similar to transportation systems planning, findings of general planning that impact state-wide corridors are included in corridor improvement and management elements.
ODOT uses the general planning process to reach implementation decisions in several circumstances: 1) for any corridor where state-wide emphasis regarding transportation facilities and systems is needed; 2) to adequately analyze those portions of corridors that lie within exempt jurisdictions; and 3) where non-exempt local jurisdictions desire that ODOT take the lead for transportation planning in the corridor.
At the conclusion of Phase 2 corridor planning, implementation decisions reached through transportation systems planning or general planning are combined in the transportation improvement and management element. The interim corridor strategy is then refined to reflect the implementation decisions made. The corridor improvement and management element, together with the corridor strategy, is adopted by OTC as the corridor plan.
Phase 3: Refinement Planning
Some portions of corridors may require refinement planning during Phase 3 to resolve particular land use, access management, or other issues that require a more in-depth analysis than ordinarily required to prepare a corridor improvement and management plan element. Corridor plans may then be amended to incorporate the products of these refinement plans.
Highway 126 West Interim Corridor Strategy, April 1998 Projects and Programs
Prioritized improvements to corridor facilities, systems, and management, identified in the corridor plan, provide the basis for update of the Statewide Transportation Improvement Program (STIP), which is responsible for distributing limited transportation resources. Corridor planning is helping ODOT, with the cooperation of local governments and the input from the citizens of Oregon, make difficult funding decisions necessary to build and maintain a state-wide transportation system that meets the growing demand for transportation for the next 20 years.
Corridor Planning Participants
The Highway 126 West Corridor affects several communities and one of Oregon's largest urban areas. A multi-jurisdictional approach to planning was needed. Equally important was the involvement of the general public and various special interest groups located both in and out of the Corridor.
In order to coordinate and facilitate participation from such a large and diverse group, the following elements were used.
* Steering Committee (Corridor Planning Management Team) and Stakeholder Group (Corridor Advisory Group)
Public Involvement Program
State-Wide Agency Coordinating Committee and State-Wide Stakeholders
Steering Committee and Stakeholder Group (Corridor Planning Management Team and Corridor Advisory Group)
The Steering Committee consisted of representatives from ODOT; the Oregon Department of Land Conservation and Development; Lane County; the cities of Eugene, Veneta, and Florence; Lane Transit District; the U.S. Forest Service: Siuslaw National Forest (USFS); the U.S. Amy Corps of Engineers; and the BLM. These agencies will be responsible for implementing the programs and projects resulting from the plans that will be the final outcome of the corridor planning process. Jim Welsh, Oregon House of Representatives, was on the Steering Committee mailing list. The Steering Committee provided guidance throughout the planning process and developed the Interim Corridor Strategy.
The Stakeholder Group was composed of stakeholders who were not represented on the Steering Committee, but who have a strong interest in the planning and operation of the Highway 126 West Corridor. Stakeholders included user groups, business groups, public service agencies, local officials, and numerous other interests. The input of the Stakeholder Group was actively
Highway 126 West Interim Corridor Strategy, April 1998 solicited in the development of the Highway 126 Corridor Strategy through telephone communications, direct mail, public meetings, and workshop participation.
A listing of Steering Committee Members, Stakeholder Groups, and Interested Parties is included in Appendix B.
Public Involvement Program
An extensive public involvement program was conducted as part of the corridor planning process. This included five public workshops, a series of public meetings with local officials, direct mailings soliciting input, and print and electronic media coverage. Input was received from more than 300 persons during the course of the project. The public involvement activities and the public input program are described in greater detail in Appendix A and verbatim comments are contained in the report, Public Comments, Highway 126 West Interim Corridor Strategy.
State-Wide Agency Coordinating Committee and State-Wide Stakeholders
Federal and state agencies, tribal representatives, and transportation service providers have been invited to participate in a continuing state-wide agency coordinating committee to help facilitate their involvement in corridor planning. Public involvement in corridor planning at the state level is being facilitated by a state-wide stakeholders group. The stakeholders group includes representatives of many state-wide special interest groups in the transportation, land use, environmental, and social service areas. Those interested in a specific corridor participate in corridor planning through involvement on the corridor planning management team and/or through meeting and corresponding with the corridor planning project team. Copies of draft documents were mailed to these groups for review.
Highway 126 West Interim Corridor Strategy, April 1998 Chapter 2 Highway 126 West Corridor Overview Chapter Two Highway 126 West Corridor Overview
General Corridor Description
The Highway 126 West Corridor is a 67-mile Access Oregon Highway Route and a principal arterial in the National Highway System from U.S. 101 in Florence to 1-5 in Eugene. From the city of Florence, the Corridor travels along the Siuslaw River and passes through areas dominated by BLM and National Forest lands. The highway passes through or near the unincorporated communities of Cushman, Tiernan, Mapleton, Walton, Noti, Elmira, and Crow before reaching the city of Veneta and then Eugene. The Corridor intersects a number of northlsouth-oriented highways, including: Highway 101 on the Oregon Coast; Territorial Highway at Veneta; and Highway 99,I-105, and 1-5 in Eugene. Highway 36 at Mapleton offers an alternative route to the Eugene-Springfield metropolitan area.
This Corridor spans the entire Coast Range. Land uses in rural areas are resource related and scattered residential and, in the urban areas, primarily commercial and industrial development. Most of Highway 126 West is a two-lane highway, with passing lanes and climbing lanes located at key locations along the Corridor and a recently constructed bypass past the rural community of Noti. There are diverse habitats along the Corridor, including: the Siuslaw River estuary; extensive Douglas fir forests; valley grasslands near Fern Ridge Reservoir; estuarine, forested , and valley prairie wetlands; and about 62 fish-bearing streams. Sensitive species are purple martins, osprey, bald eagles, marbled murrelets, northern spotted owls, western pond turtles, and four species of listed plants. Recreational uses include fishing, swimming, boating, hiking, camping, and picnicking.
The private automobile is the principal means of travel along the Corridor, although there is also freight rail service, local transit service (in Eugene and Veneta), inter-city bus service, and significant truck traffic. Freight rail service is operated by the Central Oregon and Pacific Railroad (COPR) along lines owned by the Southern Pacific Railroad from Eugene to Coquille. The route travels through the Highway 126 West Corridor from Eugene to Cushman and then south to Coos Bay and Coquille, where it terminates. AMTRAK provides passenger rail service from Eugene to points north and south, but there is no passenger service along the Corridor itself.
The Eugene Airport is located north of Highway 126 and west of Eugene. The Florence Municipal Airport is located in Florence, west of Highway 101. The Siuslaw Harbor is a shallow draft port in Florence and handles minimal amounts of cargo.
There are opportunities along the route for bicycle transportation, but Highway 126 West is largely inadequate due to narrow shoulders in some segments. The Southern Pacific pipeline terminates north of the Corridor near Beltline Road. The Northwest Pipeline Corporation's
Highway 126 West Interim Corridor Strategy, April 1998 natural gas transmission line crosses I- 105 at the 1-5 interchange, and provides natural gas to the Eugene area.
Corridor Segments
The Highway 126 West Corridor is divided into five segments (Figure 2-1). As Figure 2-1 illustrates, the segments progress eastward from Florence. Segment 1 begins at U.S. 101 in Florence and ends at OR 36 in Mapleton; Segment 2 begins at OR 36 and ends in Walton; Segment 3 begins in Walton and ends at the Territorial Highway in Veneta; Segment 4 begins at Territorial Highway in Veneta, proceeds over Beltline Highway to Highway 99W and ends at I- 105 in Eugene; and Segment 5 begins at 1-105 and ends at 1-5 in Eugene.
There are two alternative routes proposed for Segment 4. Figure 2-2 shows an alternative that proceeds along West 1lth Avenue to Garfield Street and north to OR 99W (6th-7th Couplet) to I- 105. Another alternative, shown in Figure 2-3, is for Segment 4 to incorporate the proposed West Eugene Parkway. Except where noted otherwise, the data in this report were prepared based on the route shown in Figure 2- 1. During the plan development phase of the project, the preferred route will be selected and the data will be revised to reflect any changes made to the route in Segment 4.
A segment-by-segment summary of Corridor characteristics is presented in Chapter Three, Existing Conditions.
Summary of Legislation, Prior Plans, and Studies
This corridor study was developed using a multitude of local, regional, and state planning documents. The primary tools include city and county comprehensive land use and transportation plans, traffic studies, and current ODOT state-wide plans. Legislation and prior plans and studies provided by local jurisdictions and state agencies are listed below. Summaries of their relevance to this corridor planning effort are provided in Appendices D and E.
Federal Legislation
Internodal Sufice Transportation Act (ISTEA)
National Highway System Act
State-Wide Transportation Plans, Studies and Administrative Rules
Oregon Transportation Plan (OTP). Adopted by the OTC, September 15, 1992
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West K --
U.S. 101 in Florence to 1-5 in Eugene
Segment Segment Segment 0 5 10 miles Number Miles Location Scale 1 14.4 U.S. 101 to OR 36 i 1 2 1 18.2 1 OR 36 to Waiton I August 'I997 3 15.0 Walton to Territorial Highway (Veneta) 4 I 16.1 I Territorial Hw. to Beltline Road to OR 99 to 1-105
Highway Segments Figure 2-1 <
,Ax-- ,Ax-- Hiahwav 126 West fit
4 6rn U.S. 101 in Florence to 1-5 in Eugene e 8
0 5 10 miles Scale
August 1997
Alternative segment 4: West 17th to Garfield to OR 99w
Figure 2-2 # '.* Highway 126 West Corridor Planning -- 6. ---A Highway 126 z- g,> 8
Q\ U.S. 101 in Florence to 1-5 in Eugene
0 5 10 tr~iles 1 14.4 U.S. 101 to OR 36 Scale 2 18.2 OR 36 to Walton 3 15.0 Walton to Territorial Highway (Veneta) August 1997 141 - 1 Territorial Hwy. to Proposed W. Eugene Parkwav (WEP) to 1-105 1
Alternative Segment 4: West Eugene Parkway Figure 2-3 Supporting the OTP are the following modal plans:
Oregon Highway Plan. Approved by the OTC, May 1991 Oregon Passenger Rail Plan. Approved by the OTC n, November 1992 Oregon Rail Freight Plan. Approved by the OTC, August 1994 Oregon Bicycle and Pedestrian Plan. Approved by the OTC, June 1995 Oregon Transportation Safety Action Plan. Approved by the OTC, June 1995 Oregon Public Transportation Plan. Adopted, April 1997, December 1994
Oregon Administrative Rule on Transportation Planning (OAR 660- 12, TPR). Adopted by the Oregon LCDC April 199 1 and amended May 1995
Access Oregon Highways: Corridor Studies, ODOT
Oregon Coast Highway Corridor Master Plan, ODOT
Southwest Oregon Freight Movement Study, Prepared for ODOT, Prepared by Cambridge Systematics, Inc. 1995
Highway Safety Plan, Fiscal Years 1996-1998, ODOT
Aviation System Plan, ODOT
Zntermodal Plan, ODOT
Statewide Transportation Improvement Program (STIP), 1996-1998, ODOT
Statewide Transportation Improvement Program (STIP), 1998-2001, ODOT
Plans By Other State and Regional Agencies
Q Oregon Outdoor Recreation Plan, Oregon Parks and Recreation Department, 1994-1999.
9 Optionsfor Passenger Rail in the Pacific Northwest Rail Corridor: A Planning Report, Washington and Oregon Departments of Transportation, and the British Columbia Ministry of Employment and Investment, 1995.
Regional Plans and Studies Along the Corridor
Lane County Rural Comprehensive Plan, Lane County
Lane County Long Range Paratransit Plan: Final Rural Paratransit Plan, Lane County
Lane County Transportation System Plan (in development)
Highway 126 West Interim Corridor Strategy, April 1998 Record of Decision and Resource Management Plan, BLM, Eugene District, June 1995.
Mapleton Ranger District Plan, Siuslaw National Forest
City Plans and Studies
City of Florence Transportation System Plan (in development), City of Florence
City of Florence Comprehensive Plan, City of Florence
West Eugene Wetlands Plan, City of Eugene
City of Veneta Comprehensive Plan, City of Veneta
City of Veneta Transportation System Plan, City of Veneta (in development) e Eugene-Springfield Metropolitan Area General Plan, Cities of Eugene and Springfield, Lane County e Eugene-Springfield Area Transportation System Plan, Metropolitan Planning Organization (MPO) Population and Employment Projections
Population and employment growth in Lane County along the Highway 126 West Corridor will significantly impact the level of service on the highway and will create demand for future transportation facility and service improvements. Specific segments of the highway will be affected at different levels, depending on local population growth and industrial development patterns and trends. Lane County and the three incorporated areas along the Conidor are projected to experience significant growth in population over the next 20 years (see Figure 2-4). Lane County is projected to experience a 50 percent increase in employment growth and a continuing shift in employment from resource-based industries to high-tech industries and services (see Figures 2-5 and 2-6). The impact of this growth on the Highway 124 West Corridor will depend on multiple factors, such as livability, location of housing and jobs, and local economic development efforts.
Highway 126 West Interim Corridor Strategy, April 1998 Figure 2-4 Population Projections*
Lane County 1 275,226 1 282,912 Eugene- Springfield 156,941 197,632 204,359 Metropolitan Area
Florence
Veneta 1 1,377 1 2,449 1 2,519 4,423 5,447 (year 116%
I I I 20 10) *Projections coordinated by Lane Council of Governments.
Figure 2-5 Lane County Employment Projections*
Projections provided by Lane Council of Governments.
Highway 126 West Interim Corridor Strategy, April 1998 Figure 2-6 Lane County Employment Growth By Type,* 1970-2020 * Other non-durable includes Sony and Symantec
1 _. I Service I -- 1 - - Lumber and Wood ( I - -Other Non-durable I L ------
-= I- I --A--- I-- 5
Land Development Projections
Incorporated Areas
There are three incorporated areas along the Corridor: Eugene, Veneta, and Florence. In the Eugene-Springfield metropolitan area, there is a sufficient supply of buildable land in the urban growth boundary (UGB) to meet the 20-year projected demand for residential land to the year 2015 and for industrial land to the year 2010. For commercial land, data are currently available only for Eugene to the year 2010; there is sufficient land in the UGB to meet the projected demand. See Figure 2-7.
Highway 126 West Interim Corridor Strategy, April 1998 Figure 2-7 Eugene-Springfield Vacant Lands and Land Development Projections
Projected Demand Vacant Acres* (~cres)' I I \------I I E~geneSprin~eIdA UGB ! ! I Commercial (~u~ene)' 546 532 I Commercial (springfield14 I 210 148- 198 I
Residential I 4.268 lots6 I 3.059 lots6 I Commercial 60 1647 I Industrial 187 N/A~ Veneta UGB Residential I 738 I N/A8 commercial9 45 N/A8 Industrial/Commercial 57 N/A8 Industrial 84 N/A8 *Vacant acres are buildable (i.e., not constrained by unbuildable characteristics such as steep slopes and floodway) in all areas except Veneta (buildable analysis has not yet been updated for this area).
In Florence, there are 4,268 vacant buildable residential lots within the Florence UGB, according to studies conducted during the development of Florence's periodic review. The City's Community Development Department has recommended that the UGB remain as is except for minor changes, such as to accommodate the provision of sewer services to two areas on the eastern edge of town.
In Veneta, the UGB is expected to remain stable over the next 20 years, although the population is projected to more than double by the year 2015. The city had 738 acres of vacant buildable residential land to accommodate 1,856 new dwelling units. As of 1994, the City had an
' Projections are to the year 2015 for metropolitan residential lands and Springfield commercial lands and to the year 2010 for metropolitan industrial lands and Eugene commercial lands. Draft Metropolitan Residential Land and Housing Study, 1997. Eugene Commercial Land Study, 1990. Draft Springfield Commercial Land Study, 1995. Eugene-Springfield Metropolitan Industrial Lands Policy Report, 1993. No acreage figure available. Adjustments to zoning will be made to provide an adequate supply of commercial land. 8 Land demand is unknown at this time. However, the current supply is expected to be more than adequate. 9 Includes commercial and commerciaYgenera1residential zoning districts.
Highway 126 West Interim Corridor Strategy, April 1998 2-10 inventory of 186 acres of buildable commercial and industrial land to meet the need for 387 more jobs.''
Unincorporated Areas1
Most of the unincorporated land along the Corridor is designated for forest use by the Rural Comprehensive Plan. The plan also identifies 18 distinct farm regions throughout Lane County, including the area between Fern Ridge Reservoir and the Eugene UGB. The land occupied by rural communities and residential settlements cannot be managed for farm or forest production; therefore, it qualifies for a "developed and committed" exception to State-Wide Planning Goals 3 and 4 and can be developed at rural densities. The population of unincorporated areas will increase as exception areas are developed, as shown in Figure 2-8.
Figure 2-8 Projected Housing Units and Population in Unincorporated Areas At Build-Out*
*Assumes 2.5 people per household.
The LCDC has acknowledged 770 exception areas in Lane County. These areas range in size from less than ten to more than 800 acres. Exception areas along or near Highway 126 West that may impact future demands on the Corridor are as follows.
Unincorporated coastal communities and exception areas north of the Siuslaw River, including 1,324 existing homes; 255 more could be built under current zoning. Gushman, the only unincorporated community in this area, consists of 30 homes, a general store, and a marina.
Unincorporated coastal eo unities and exception areas south of the Siuslaw River, including 579 existing homes; 83 more could be built under current zoning. Glenada, the only unincorporated community, consists of 243 homes, motels, restaurants, and other tourist-related businesses.
Mapleton and nearby exception areas, including 5 13 existing homes; 80 more could be built under current zoning. Mapleton and Swisshome are unincorporated communities.
lo Draft Veneta Transportation System Plan. 'l Developed and committed lands data for all areas except Florence and Veneta are from 1990 updates to the Lane County Rural Comprehensive Plan.
Highway 126 West Interim Corridor Strategy, April 1998 2-1 1 Rural communities and exception areas along Highway 126, including 252 existing homes; 59 more could be built under existing zoning. Noti and Walton are unincorporated communities. There are 110 homes, a sawmill, tavern, general store, school, and church in Noti. Walton has 23 homes, a general store, a restaurant, and a fire station.
Rural communities and exception areas around Veneta, including 3,141 existing homes; 548 more could be built under existing zoning. Crow consists of 47 homes, a market, grange hall, fire station, church, and school. Elmira has 194 homes, a shopping district, IOOF lodge, grange hall, schools, and churches.
Tourism and Recreational Travel
The Highway 126 West Corridor is primarily used for travel from Eugene to Veneta and Florence, a destination for tourism and recreational travel. In the results of a motorist survey, about 80 percent of Corridor travelers surveyed use this Corridor for recreation or pleasure travel (see Appendix C). Fern Ridge Reservoir is another recreational destination point along the Corridor and there are several points of interest along the route (see Chapter Two, Corridor Segments discussion). Scenic quality along the Corridor is considered important to many Corridor users and the Corridor, from Mapleton to 1-5, has been nominated along with Highway 36 for Scenic Byway designation.
Highway 126 West Interim Corridor Strategy, April 1998 Chapter 3 Existing Conditions and Facilities Chapter Three Existing Conditions and Facilities
Introduction
The Highway 126 West Corridor is important to a wide range of national, state, regional, and local users and is a significant route for commuters, tourists, and truck traffic. Highway 126 West is the primary route connecting the central Oregon coast to the Eugene-Springfield metropolitan area in the southern Willamette Valley and is critical in regard to regional connectivity in southwest Oregon. There are connections to other state highways that provide access to rural communities. The route is part of the National Highway System and the Access Oregon Highway (AOH) System. The Corridor serves an important function in the economic vitality of the state and the region.
Multiple modes of travel are available in the Corridor. It is used for both commuter and recreational/tourist travel. Substantial levels of freight are moved in the Corridor by truck and rail facilities. Transit users are served by bus routes in the eastern end of the Corridor and inter- city bus service is also available. Cyclists and, to a lesser extent, pedestrians also use these roadways. This chapter describes the existing conditions for each mode that serves the Corridor and a segment-by-segment inventory of existing conditions along the Corridor.
Highway System
The Corridor extends 67 miles in Lane County. Most of these miles run through rural areas, with urban development concentrated in the eastern and western segments. At the eastern end, the Corridor serves Eugene-Springfield, the second largest metropolitan area in the state; at the western end, it serves the city of Florence. The city of Veneta lies about six miles from the western edge of the Eugene UGB and the Corridor is used for commuting in this poflion, due to few employment opportunities in Veneta and the fact that west Eugene has a concentration of industrial and commercial development. During the summer, weekends, and holidays, however, the entire Corridor caters to tourist traffic between the coast, Fern Ridge Reservoir, and various camping and boating opportunities along the Corridor. The highway, along most of the Corridor, consists of two lanes, with passing lanes and climbing lanes at specific locations.
Traffic Volumes
Activity on the highway system is monitored with counts of daily and peak-hour traffic by ODOT. These counts are used to estimate annual average daily traffic (AADT), which is the average for all days of the year, including holidays and weekends. Average daily traffic (ADT) is used to refer to the traffic level on any given day. Traffic volume along the Corridor is heaviest in Eugene, due to the concentrated urban development, and westward toward Veneta (Segment
Highway 126 West Interim Corridor Strategy, April 1998 4). See Figures 3-1 and 3-2 on pages 3-3 and 3-4. Traffic volume along the Corridor also varies seasonally. In 1995, the Noti permanent recorder station showed peak traffic volumes occurring in July (approximately 6,800 vehicles per day). The station showed the lowest volumes occurring in February (approximately 4,500 vehicles per day). See Figure 3-3 on page 3-5.
Annual average highway traffic growth rates between 1972 and 1992 were between 1.00% and 1.99% for 8% of the Corridor; between 2.0% and 2.99% for 84% of the Corridor; and between 3.0% and 4.0% for 8% of the Corridor. Truck volumes through the Corridor are high compared to the rest of the state. In 1992, 100 percent of the Corridor experienced average daily truck traffic in the range of 500 to 1,499 per day. The state average for this range is 4 1 percent (see Figure 3-4).
Figure 3-4 Corridor Truck Traffic Volumes and Freight Movement
Highway 126 West Interim Corridor Strategy, April 1998 e ,A F Highway 126 West '-- 09 Corridor Planning z- 0 5 10 miles 4 d' Highway 126 c.L Scale w 0\ % August 1997 ii U.S. 101 in Florence to 1-5 in Eugene U B 2 2. s a5. S $ E u09 9 3--. + \O %
(MP34.93) (MP43.86)
1995 Annual Average Daily Traffic in Vehicles Per Day
Figure 3-1 Figure 3-2 Historic Traffic Volumes, 1975-1995 U.S. 101 in Florence to 1-5 in Eugene
MP .07, .07 mi. MP2.3, .Ol MP 14.09, .O1 MP 14.39, .O1 MP34.39, .O1 MP43.86, Noti MP49.74, .I mi. MP52.2, .1 mi. MP2.82, .67 mi. east of U.S. 101 east of Skunk mi. west of mi. south of mi. east of Penn Auto Recorder west of Central east of Fisher west of 1-5 Hollow Road Hillcrest Road, Mapleton- Road Station Road Road Mapleton Junction City Highway
Highway Location Figure 3-3 Monthly ADT Variation at Noti ATR (1995)
8,000
7,000
6,000
* 5,000 c
U 4 49000 e 3,000
2,000
1,000 -
I 0, t I January February March April May June July August September October November December
Month Travel Time
The average travel times for the length of the Corridor are 93 minutes for cars and 113 minutes for trucks. Travel time per mile is highest between Veneta and Mapleton (Segments 2 and 3), where steeper grades and sharper curves are more frequent, and lowest at the east and west ends, where there is more roadway capacity. The average per mile travel time for the Corridor is 1.53 minutes (39 miles per hour (rnph)) for cars and 1.86 minutes (32 mph) for trucks. The average per mile time for segments 2, 3, and 4 is approximately 1.7 minutes (35 mph) for cars and 2.9 minutes (21 mph) for trucks while the average per mile time for segments 1 and 5 is about 1.3 minutes (46 mph) for cars and 1.6 minutes (37.5 mph) for trucks (see Appendix C).
Congestion
Traffic congestion can be defined as the level of service at which transportation system performance is no longer acceptable due to traffic interference. Congestion can be of a recurring nature, as in weekday commute conditions, or may be related to incidents, such as vehicle break- downs or accidents. ODOT's corridor analysis identifies areas of high, moderate, and low congestion. High levels of congestion mean that traffic volumes are at or near capacity, and traffic moves in a stop-and-go fashion. At moderate levels of congestion, traffic flow is stable, but passing is restricted. Low levels of congestion imply free flow of traffic with passing opportunities.
Currently, 10 percent of the Corridor is subject to high congestion; 30 percent, moderate congestion; and 60 percent, low congestion. High congestion occurs between Mapleton and Noti (Segments 2 and 3), along curved, steep areas in the Coast Range. High congestion also occurs in Eugene and westward toward Veneta (Segment 4). Segments 2 and 4 also have the most miles of moderate congestion.
Several projects have been undertaken over the past several years by ODOT to relieve congestion between Veneta and Mapleton. The east and west segments of the Noti-Veneta bypass have substantially increased capacity and reduced congestion in those areas. Climbing lanes have been added at Badger Mountain and passing lanes were added at Linslaw County Park, which have increased capacity along porlions of Segment 2. However, congestion still occurs when siower drivers, large trucks, and/or recreational vehicles restrict the flow of faster vehicles. Additional passing lanes and/or turnouts would relieve some existing congestion in Segments 2 and 3, but opportunities for construction are limited by steep terrain and cost. ODOT developed plans to improve the intersection at Highway 101 and 126, but local consensus on a plan for this location has not yet been achieved.
Operating Costs and Fuel Consumption
Operating costs and fuel consumption were estimated for vehicles traveling along the Corridor over a one-year travel scenario. The estimated total annual operating costs in
Highway 126 West Interim Corridor Strategy, April 1998 1996 for automobiles were about $78,222,000; truck operating costs were estimated in 1996 at $34,996,000 (Appendix C).
Safety and Crash Profile
There were 454 crashes recorded between January 1, 1994 and December 3 1, 1996 within the Corridor from the intersection of Highway 126 and Highway 101 in Florence to the intersection of Highway 126A-105 and 1-5 in Eugene (see Figure 3-5). Of that total, there were 354 injuries and four fatalities. Crashes most often occurred in the urban portion of the highway in the section labeled 99W to 1-5 in Figure 3-5 (187 or 41%). This section extends along Highway 1260-105 from the 6th 17 th Avenue couplet to the intersection with 1-5. Accidents occurred second most frequently in the rural area between the Florence city limits and west Veneta city limits (130 or 29%). Most injuries also occurred in these two sections. The travel condition associated most often with accidents along the Corridor was wet pavement (160 or 35%); the second condition most often involved was night (122 or 27%). There were 121 accidents at intersections (27%); 37 (8%) involving ice; and 3 1 (7%) involving trucks.
Figure 3-5 Highway 126 Reported Accidents U.S. 101 in Florence to 1-5 in Eugene, 1994-1996
One method of assessing the safety of roadway sections is through use of the Safety Priority Indexing System (SPIS). The SPIS is used to identify locations where funds could be spent most beneficially to improve safety. The SPIS is composed of three parameters, each having different weights totaling 100 percent. The parameters are accident frequency (28 percent), accident rate (39 percent), and accident severity (33 percent).
SPIS values are calculated on all segments of the State Highway System where there are three or more crashes or one or more fatalities in a three-year period. SPIS locations with an index
Highway 126 West Interim Corridor Strategy, April 1998 3-7 greater than 42.67 are on the SPIS top ten percent list for 1997. These are locations that would most likely be considered for safety improvements. There were two SPIS locations that exceeded the 1997 cut off: Cougar Pass Summit (Badger Mountain) and Hollenbeck Creek Bridge, just east of Mapleton. Specific candidate sites for safety improvements are not identified by SPIS. For example, within each segment of concern, specific locations for possible improvements can be determined by defining high accident intersections and sites of fatal accidents.
Railroads
Trains passing through Lane County travel along the west coast's most important railroad corridor. Following the acquisition of Southern Pacific in 1996, the Union Pacific Railroad now extends from Canada to Mexico via Seattle, Portland, and the Willamette Valley (see Figure 2-1).
The Union Pacific main line runs north to south between Portland and California and passes through Eugene. The COPR operates the Coos Bay Branch and provides freight rail service along the Corridor. The line diverges at Eugene and covers 138 miles, providing access to southwest Oregon. It travels along Highway 126 to Cushman and terminates in Coquille. The route from Coquille to Eugene and south into California gives southwest Oregon access to California, the largest outlet for Oregon wood products. One to five million gross tons are transported annually on this line, primarily lumber and paper products between Eugene and Coos Bay. However, less than one million tons are transported annually between Coos Bay and Coquille. Traffic conditions vary from Class I (limit of 10 mph) to Class 2 (25 mph). Bridges, trestles, and tunnels make it a high-maintenance line between Coquille and Coos Bay. There is a weight restriction of 240,000 pounds on the line from Coquille to Coos Bay, but there are no dimensional restrictions on any part of the line. AMTRAK provides passenger rail service from Eugene to points north and south, but there is no passenger rail service along the Corridor itself.
Air Service
The Florence Municipal Airport, west of U.S. 101 in Florence, is the only general aviation airport located in the general vicinity of the Corridor. It has a State Level of Tmportance (LOI) of Level 3.
Commercial passenger services are available at the Eugene Airport, which is located northwest of Eugene. The Eugene Airport (Mahion Sweet Fieid) is one of eight LO1 1 airports in eke state. Portland International is Oregon's only long-haul airport and Eugene is one of four medium-haul facilities specializing in non-stop trips between 500 and 1,500 miles. The National Weather Service maintains a 24-hour manned reporting station. As of 1989, 172 aircraft were based in Eugene, with 158,000 operations that year.
Non-stop air passenger flights are available from Eugene to Portland (seven flights per day). From Portland, connecting flights can be made to the following Oregon destinations: North Bend (four flights), Medford (seven flights), Redmond (seven flights), Pendleton (five flights),
Highway 126 West Interim Corridor Strategy, April 1998 3-8 Boise (five flights), Pasco (four flights), Walla Walla (three flights), and Klamath Falls (four flights). Public Transit and Inter-City Bus
Lane Transit District (LTD), formed in 197 1, provides transit service throughout the Eugene- Springfield metropolitan area and between Eugene and Veneta. LTD has 18 bus stops in the Veneta area: five on Houston; three on Perkins; six on Territorial Highway; three in the downtown area; and one at the West Lane Shopping Center. There are six regularly scheduled weekday trips beginning at approximately 7:00 a.m. and ending at approximately 6:00 p.m. There are two regularly scheduled Saturday trips. Productivity on rural routes is measured in terms of the number of customer boardings per round trip. The current standard is 30 boardings per trip. Route 93 averages 34 boardings per trip (Figure 3-6), which is higher than LTD's standard.
Figure 3-6 Weekday LTD Ridership Counts* Veneta Route 93 September 1995-January 1996
1332 MIDDAY
*By Automatic Passenger Counters on Randomly Sampled Trips
LTD also supports the Ridesource program, This is an adjunct to their fixed-route service for persons unable to use their regular servlce due to a disability. Lane Councll of Governments (LCOG) manages transit services to low-i~comee!derly and persons with disabilities through LCOG's Senior & Disabled Services. In Florence and Veneta, there is coordination of transportation services provided by volunteers-Escort-which is limited to medical needs only for persons unable to use the LTD regular service or RideSource.. In addition, the RideSource Shopper is a once-a-week shopping service available in Eugene-Springfield and Veneta-Elmira.
Porter Stage Lines provides inter-city bus service on Highway 126 from Eugene to points south on Highway 101 through Florence. There is a Porter Stage stop on Highway 126 in Walton. Porter Stage Lines operates on the following schedule between Florence and Eugene with an unscheduled flag stop in Veneta.
Highway 126 West Interim Corridor Strategy, April 1998 3-9 Porter Stage Lines Schedule
7 Days a Week Eastbound Departs Florence @ 8:30 a.m. Arrives Eugene @ 9:45 a.m. Mon.- Fri. Eastbound Departs Florence @ 2:05 p.m. Arrives Eugene @ 3:35 p.m. 7 Days a Week Westbound Departs Eugene @ 10:35 a.m. Arrives Florence @ 11:50 a.m. Mon.- Fri. Westbound Departs Eugene @ 4:30 p.m. Arrives Florence @ 5:45 p.m.
Bicycles
Bicycle use in the Corridor can generally be characterized as either short trips most commonly occurring in the Eugene-Springfield and Florence areas, or longer recreational trips. There is an extensive system of bike lanes and multi-use paths in the Eugene-Springfield metro area. Several bike lanes and multi-use paths are near or cross the Corridor. Shoulder bikeways are provided along most of the rural portions of the Corridor. The Eugene-Springfield metro area transportation plan shows additional planned and committed projects near the existing Corridor including a bike lane and a multi-use path along the West Eugene Parkway.
A six-foot-wide bike lane is provided on Highway 126 within the Florence city limits (Segment 1). Some portion of all Corridor Segments have shoulders for bicycle use. Shoulders are narrow (less than six feet) or not present for large sections of Corridor Segments 2, 3, and 4.
Pedestrians and Walkways
There are no sidewalks in either the rural portions of the Corridor or along the Corridor in Veneta or Florence. Within the Eugene city limits, sidewalks are present along Garfield Street and 6th and 7thAvenues. Improved shoulders are used for pedestrian access in rural areas.
Pipelines
The Southern Pacific oil pipeline terminates to the north of the Corridor near Beltline Road in Eugene. The Northwest Pipeline Corporation natural gas transmission line crosses 1-105 at the I- 5 interchange. Natural gas service is provided ts the Eugene area.
Segment-By-Segment Summary
This section presents a segment-by-segment summary of Corridor characteristics, including an inventory of known significant natural resources within 1.5 miles of the highway, with the objective of identifying those areas that would be the most environmentally suitable for future highway improvements. The information on natural resources is an abbreviated version of the report, Natural Resource Environmental Assessment for Highway 126, Florence to Interstate 5, prepared for ODOT by the Oregon Department of Fish and Wildlife, Wildlife Division, October 1996.
Highway 126 West Interim Corridor Strategy, April 1998 3-10 Please refer to the description of the data in Chapter Two, Corridor Segments, and the maps in Figures 2-1, 2-2, and 2-3, for a graphic illustration of the five Corridor segments. As discussed in Chapter Two, there are three potential routes for Corridor Segment 4. Unless indicated otherwise, the data in this section of the report are presented for the route shown in Figure 2-1.
Another source of segment-by-segment information in graphic form is the series of Existing Conditions maps in Appendix G, Corridor Segment Inventory. The information on Transportation and Travel presented below for each segment of the Corridor is derived from these maps. Note that the maps in Appendix G show both the initial route for Segment 4 (shown in Figure 2-1) and the alternative route shown in Figure 2-2. The transportation and travel information below for Segment 4 is for the route shown in Figure 2-2 (i.e., via Garfield Street), the route with which local users most closely identified as connecting to the Highway 126 West Corridor.
Segment 1: U.S. 101 in Florence to OR 36 in Mapleton (MP 0.00 to 14.4)
This segment is 14.4-miles. It begins in Florence and passes through the unincorporated communities of Cushman and Tiernan before reaching Mapleton.
Physical and Environmental Features
This entire segment follows the Siuslaw River valley, a flat, narrow plain that is surrounded by steep forest land. Beginning at Cushman, the route winds between the Central Oregon and Pacific rail line, which runs along the north side of the highway, and the Siuslaw River, which parallels it to the south. Most of the valley adjacent to the highway is privately owned, but the surrounding forested area is dominated by Siuslaw National Forest and BLM property.
The highway remains flat, but the topography along this segment is moderate to steep on the north side, and flat on the south side along the river and within the estuary. Upriver from Olsen Creek, the topography is steep again on the south side of the river. The highway is subject to winter flooding in several locations, especially near Gushman. Except for the area immediately along the Siuslaw River floodplain, the entire segment is subject to landslides when exposed to surface rains through road construction and logging.
Significant resources are the estuarine wetlands and tidal flats; anadromous fish runs both in the river and in approximately 20 streams that are crossed by the highway; and forested habitats for osprey, bald eagles, marbled murrelets, and sensitive amphibians. A unique Labrador tea- spagnum bog site is located north of the highway (MP l). The Nature Conservancy (TNC) owns the Cox Island preserve within the river between MP 1-2 where there are rare Henderson's checkermallow (no special classification). Surrounding national forest lands are being managed as late-successional forest reserves (U.S. Department of Agriculture (USDA) 1994, 1996). Important species include: coho salmon (proposed threatened, state sensitive), fall chinook, winter steelhead, cutthroat trout and Pacific lamprey (state sensitive). Significant habitats for resident and migratory waterfowl and shorebirds are in most cases beyond ?A mile from the
Highway 126 West Interim Corridor Strategy, April 1998 3-1 1 highway and likely not affected. State-sensitive amphibians include red-legged frogs and southern seep salamander. These are noted in a few locations, but are probably found throughout. The Siuslaw River is considered water quality limited during the summer for high temperature reasons (Department of Environmental Quality (DEQ) 1995).
Land Use Patterns
Land ownership immediately adjacent to the highway is private with U.S. Forest Service extending beyond that. The Oregon Department of Fish & Wildlife (ODFW) and Division of State Lands own portions of the tidal flats and marsh lands immediately south of the highway along the estuary within the first mile. The principal land uses within the Florence UGB along this segment are residential, commercial, and industrial. Land use outside of Florence and Mapleton is rural home, small commercial businesses, farm sites along the river, and forest management on hillsides.
Cultural and Recreational Features
The city of Florence sits at the western end of this segment and the small community of Mapleton is at the other end. The rural community of Cushman is also along this segment and six additional rural communities are located along OR 36, of which Swisshome and Deadwood take frequent access to this Corridor. Florence is a destination for tourists from the Eugene- Springfield metropolitan area via Highway 126.
Due to the large amount of USFS, BLM, and other public land, there are numerous boat landings and camping sites along or accessible from the highway. Those include sites at: Bender and at Munsel Landing, on North Fork Road northeast of Florence, and at Tiernan and Mapleton along Highway 126. The Port of Siuslaw operates a recreational vehicle park and boat ramplmoorage just upstream from the Old Town area in Florence, and the estuary has numerous other access points that allow people to participate in clamming, boating, fishing, and other recreational activities. In addition, there are numerous state and federal parks and recreational opportunities along the coast to the north and south of Florence, such as Honeyman State Park and the Oregon Dunes National Recreational Area.
The city of Florence has several historic buildings, including the Gallison Building, the Kennedy/Johnson House, and the Kyle Building. There are no Native American sites listed in the Florence Comprehensive Plan, though the area was used for years by local tribes.
In 1996, the community built the Florence Events Center, which provides a venue for theater and musical performances.
Transportation and Travel
This segment is predominately a two-lane highway with a turning lane near the intersection with Highway 101, a short, four-lane section at MP 10 and a one-mile, three- and four-lane section at
Highway 126 West Interim Corridor Strategy, April 1998 3-12 the eastern end of the segment near Mapleton. Pavement condition is primarily fair with good conditions toward the eastern end and poor conditions at the western end of the segment.
Southern Pacific's Coos Bay Branch stretches 138 miles from Coquille to Coos Bay, north to Cushman and then east to Eugene. The swing span bridge over Coos Bay, a critical part of the rail system, needs significant repair work. It should be noted that the city of Florence is not serviced by the line, though Cushman is just a few miles upstream. Freight service is provided along this line by the COPR. "Between one and five million tons [of freight] are transported annually, primarily lumber and paper products, between Eugene and Coos Bay. However, the traffic density between Coos Bay and Coquille is less than one million tons annually. Like traffic density, track conditions vary from FRA Class I between Coquille and Coos Bay to Class 2 and 3 between Coos Bay and Eugene. There is a weight restriction of 240,000 pounds on the line from Coquille to Coos Bay, but there are no dimensional restrictions on any part of the line." (Oregon Rail Freight Plan, 1- 15, ODOT, 1994)
The Port of Siuslaw in Florence is designated as a shallow draft harbor; it handles minimal amounts of cargo and has few commercial fishing boats.
Highway 126 provides regional access for bicycles from Eugene to the coast. A six-foot wide bike lane is provided on Highway 126 within the Florence city limits and a four-to six-foot paved shoulder is present the entire segment. Sidewalks are present only on the south side of the highway at the intersection with Highway 101 in Florence. Porter Stage Lines provides inter-city bus service on Highway 126 from Eugene to points south on Highway 101 via Florence. Local transit service in Florence is provided by volunteers and is limited to transportation for medical needs for eligible persons.
Segment 2: OR 36 (Mapleton) to Walton (MP 14.4 to 32.6)
This is a two-lane, 18.2-mile segment that extends from the unincorporated community of Mapleton to the unincorporated community of Walton,
Physical and Environmental Features
This segment moves through the steep, forested riverine valleys of the Coast Range. Forested wetlands associated with the many creeks and the SiusIaw River floodplain are found throughout. The Highway crosses approximately 23 fish-bearing streams, most of which include sensitive anadromous fish runs for cutthroat trout, coho salmon , winter steelhead, chinook salmon and pacific lamprey. Extensive habitat for marbled murrelets (along MP 16-19 and 25) and northern spotted owls (along MP 17, 18,21-27, 3 1-32) has been identified. The Siuslaw River is considered water quality limited during the summer for high temperature reasons (DEQ, 1995).
Land Use Patterns
The predominant land uses in this segment are forest land, agricultural land, and small pockets of rural residential, concentrated in Mapleton and Walton. Land use is primarily forest management
Highway 126 West Interim Corridor Strategy, April 1998 3-13 with ownership made up of private, USFS, BLM, and State Department of Forestry. USFS and BLM lands adjacent to or near the highway are managed as late-successional forest reserves. The Forest Service manages the Archie Knowles Campground at MP 14 and Lane County manages Linslaw Park at MP 24.
Cultural and Recreational Features
There are several recreational opportunities along this segment, including campgrounds at Archie Knowles, Turner Creek, Linslaw, and Whittacker Creek and a boat landing at Austa. Fishing, camping, hiking, and picnicing are common recreational activities in this segment. Many other recreational opportunities are available a short drive from Highway 126 via roads intersecting the highway, such as Whittacker Creek and Clay Creek Campgrounds (BLM).
Historic Wildcat Bridge, built in 1925, spans Wildcat Creek about two miles west of Walton. It is the oldest covered bridge in Lane County.
Transportation and Travel
This is a two-lane highway segment with passing lanes at Linslaw Creek (MP 23.9 to 27.2) and east of the tunnel (MP 20.03 to 20.39). Grades and curves are more extreme along this segment as the highway approaches the summit at Badger Mountain (Cougar Pass, Elevation, 769). Pavement conditions are fair for most of the segment, with good conditions for about 3.5 miles from just west of Globe (MP 26.48) to the end of the segment. The route's only tunnel is located about five miles east of Mapleton.
Southern Pacific's Coos Bay Branch follows the eastern portion of this segment from Richardson to Walton.
Four- to six-foot shoulders are present for bicycles and pedestrians along this segment except for approximately two miles from Small Creek Bridge to bust west of Globe (MP 24.4 to 26.53), where shoulders are less than four feet. Porter Stage Lines provides inter-city bus service on Highway 126 from Eugene to points south on Highway 101 via Florence and passes along this segment. There is a Porter Stage stop on Highway 126 in Walton.
Segment 3: Walton to Territorial Highway (Veneta) (MP 32.6 to 47.6)
This segment runs about 15 miles from the community of Walton to the intersection with Territorial Highway in Veneta. Note: The natural resource assessment will need to be updated for the portion of this segment that was affected by the Noti bypass.
Physical and Environmental Features
The highway descends from Walton as it leaves the Coast Range and travels into the western edge of the Willamette Valley. This segment remains mountainous, but moves into more rolling hills and small stream valleys. It crosses the crest of the Coast Range at Badger Mountain
Highway 126 West Interim Corridor Strategy, April 1998 3-14 (Couger Pass) at 800 feet and enters the Willamette River basin. Vegetation continues with Douglas firlwestern hemlock forests and transitions into drier conditions that include white oak, madrone, and ponderosa pine. The highway crosses 11 fish-bearing streams. The Long Tom River is adjacent to the highway at about MP 42. Wetland areas continue to be primarily forested and associated with streams and rivers, but increase in extent as the highway nears Veneta and the valley floor broadens. Habitats are identified for one federal listed endangered plant, Bradshaw's lomatium, located at MP 46 just north of the highway at Veneta; the western pond turtle in Elk Creek and the Long Tom River, which is water-quality limited; one distant spotted owl site (MP 40); and one osprey nest next to old Highway 126 at MP 46.
Land Use Patterns
Small farms and rural homes are scattered along this segment that ends at the small city of Veneta. The highway bypasses the unincorporated community of Noti. The primary land uses in this segment are forest land and agricultural land with pockets of rural residential, concentrated in Walton and Noti. A large lumber mill is located at Noti. Residential, commercial, and industrial uses are present in Veneta, the segment's only incorporated city.
Cultural and Recreational Features
The site of the annual Oregon Country Fair is located north of Highway 126 just west of the Territorial Highway intersection in Veneta. The small community of Elmira and the Applegate Park picnic area are accessed via Territorial Highway north of Highway 126. The rural community of Crow is located south of Highway 126 in this segment.
Historically significant sites identified in this segment include Pioneer Sailor Cemetery, located about 100 yards north of the highway near mile post 42, and Sailor Barn (1906), located one mile east of Noti on the south side of the highway. The Noti bypass was altered to avoid the Sailor Barn; Noti Grade School (1927) is located at the east edge of Noti, south of Highway 126.
Archaeologically significant sites identified in this segment include the Long Tom Site (35 LA 439) and the Oregon Country Fair Site (35 LA 440). These sites are important for the presence of buried hearth-like features. Carbon dating from two charcoal samples at the Long Tom Site placed it at 2%10B.G. The Noti bypass was altered to avoid these sites.
Transportation and Travel
This is a two-lane segment of highway, with a one-mile climbing lane over Badger Mountain (MP 35), a bypass around Noti (MP 40.6 to 42.6), and a turning lane at Territorial Road. Pavement conditions are good for most of the segment, except for about 1.8 miles in the Poodle Creek area (MP 40 to 41.8), where the condition is fair.
Southern Pacific's Coos Bay Branch is south of and adjacent to the highway at a point just west of Chickahominy Creek in Walton. East of Chickahominy Creek, it diverges from the highway, taking a more southerly route until reemerging along the highway in Noti.
Highway 126 West Interim Corridor Strategy, April 1998 3-15 Four- to six-foot shoulders are present for bicycles and pedestrians along the segment except for two areas where shoulders are over six feet: a short stretch at the western end of the Noti bypass and about a seven-mile stretch east of Noti to Territiorial Road in Veneta (MP 40.78 to 47.59). Porter Stage Lines provides inter-city bus service on Highway 126 from Eugene to points south on Highway 101 via Florence and passes along this segment.
Segment 4: Territorial Highway to Beltline Road, to OR 99W to 1-105 in Eugene (MP 46.92 - 52.75; MP 0.0 - 6.0; MP 118.4 -123.4)
This segment runs about five miles from Territorial Highway in Veneta to Beltline Road in Eugene and intersects with OR 99W and 1-105 for a total of 16 miles.
Physical and Environmental Features Note: The description of natural resources for this segment extends only to Beltline Road (defined as MP 55.75, not 52.69 as shown in Figure 2-1).
Segment 4 is dominated more by urban lands than Segments 1 to 3. It includes urban areas at each end in Veneta and Eugene. The dominant environmental feature in the western portion of the segment is the Fern Ridge Reservoir and the wetlands, which extend into the west Eugene wetlands area within the Eugene city limits.
This stretch of the Corridor is mostly flat with west Eugene foothills coming down to the highway at MP 52-53. Vegetation begins with a mix of Douglas fir, ponderosa pine, madrone, and white oak moving through the wetland and grassland areas associated with Fern Ridge Reservoir and west Eugene. Several small streams are crossed along this segment, primarily tributaries of Coyote Creek that feed Fern Ridge Reservoir. These become part of the reservoir during summer months, when the reservoir is full, but are exposed in the winter when the Army Corps of Engineers (ACOE) drains much of the area. Sensitive resources include one listed and five candidate plants, a number of osprey nests around the reservoir, and extensive wetland habitat used by pond turtles and other aquatic wildlife. Conflicts with natural resources near the highway may be highest along this segment.
This segment contains an exceptional mix of remnant Willamette Valley grassland plants associated with native prairie wetlands that historically covered much of the area. No other highway segment in the Willamette Valley compares to this one in terms of rare plants in the area between MP 5 1 and 58. Listed species include Howell's montia, white-topped aster, Willamette daisy, shaggy horkelia, and Kincaid's lupine (all state candidates) and Bradshaw's lomatium. Other uncommon plants include timwort and large areas of tufted hairgrass valley prairie grassland. TNC Willow Creek Natural Area is located about .7 miles south of the segment. Fish species include native cutthroat trout and many introduced warm water game fish (e.g., crappie, bass, catfish). At least eight osprey nests are located within one mile of the highway. Pond turtle (state sensitive) habitat is considered throughout the Fern Ridge Reservoir area and West Eugene Wetlands. Purple martins (state sensitive) nest in dead trees around the reservoir (and north of
Highway 126 West Interim Corridor Strategy, April 1998 3-16 MP 50). Coyote Creek, the Amazon Channel and Amazon Creek are considered water quality limited (DEQ 1995).
Land Use Patterns
Land use is a broad mix beginning and ending in urban commercial development. Farms and rural residences are scattered throughout. Land ownership is municipal, ACOE, private, BLM, and state. The Fern Ridge Reservoir and West Eugene Wetlands are in the middle of the segment, emphasizing natural resource conservation and restoration. The City of Eugene, the BLM, and TNC have entered into a cooperative program of wetland protection, restoration, and mitigation, including land acquisition, along this segment. ODOT is also involved in this cooperative effort.
Cultural and Recreational Features
Segment 4 begins amidst low-density urban lands in Veneta. It passes through agricultural and rural land east of Veneta, which is dominated by wetlands and the Fern Ridge Reservoir. The segment then passes through and terminates amid commercial, industrial, and residential lands within the Eugene city limits. Strip development is predominant along the Corridor within the Eugene city limits and on the north side of the highway between Territorial Road and Fern Ridge Reservoir.
Fern Ridge Reservoir is an ACOE-owned area used for flood control and recreation. Portions of the area are managed by ODFW for wildlife conservation including: viewing, fishing, and hunting (between MP 48-52). Picnic areas and boat landings are located at Zumwalt Park and Perkins Peninsula at Fern Ridge Reservoir.
Transportation and Travel
This is a two- and four-lane segment of highway from Veneta to 1-105 in Eugene. For purposes of this section of the report, the Corridor route continues along West 1lth Avenue to Garfield Street to Highway 99W (6th 17 th Avenue Couplet) to 1-105 (see Figure 2-2). The portion of this segment from Beltline Road to Highway 99W is a four-lane road with two lanes in each direction. Highway 99W is two, four-lane, one-way roads (6thand 7thAvenues). Pavement conditions are good up to the intersection with Beltline Road, at which point data are unavailable until Highway 99W which is in fair condition.
Recent improvements to the highway in this segment include replacement of bridge structures and surface graded and paved at Coyote Creek Bridge and Warren Slough Bridge sections (MP 49.29 to 48.78) and replacement of existing bridge structure with a culvert at Creek Bridge #2765 (MP 5 1.75).
Four to six foot shoulders are present up to Amazon Creek (MP 0.65) after which there are no shoulders. There are no sidewalks until Obie Street, just west of Bailey Hill Road, where
Highway 126 West Interim Corridor Strategy, April 1998 3-17 sidewalks over six feet are present and along 6th I7 th Avenues where sidewalks are four to six feet wide.
Southern Pacific's Coos Bay Branch is south of and adjacent to the highway from just east of Veneta to a point approximately .5 miles west of Green Hill Road. The railroad continues eastward, crossing the Corridor route at Highway 99 just south of Roosevelt Boulevard.
LTD provides bus service from Eugene to Veneta. LTD has 18 bus stops in the Veneta area: five on Houston, three on Perkins, six on Territorial Highway, three in the downtown area, and one at the West Lane Shopping Center. There are six regularly scheduled weekday trips beginning at approximately 7:00 a.m. and ending at approximately 6:00 p.m. There are two regularly scheduled Saturday trips. In addition, LCOG's Senior & Disabled Services operates a special Maxi Taxi in the Veneta area. Porter Stage Lines provides inter-city bus service on Highway 126 from Eugene to points south on Highway 101 via Florence and passes along portions of this segment.
Segment 5: 1-105 to Interstate 5 (MP 0.0 - 3.5)
This is the only freeway segment along the Corridor. It passes over the Willamette River via the WashingtonIJefferson Bridge and travels along the north bank of the river for approximately .5 miles. This segment provides access between West Eugene, Valley River Center (Delta Highway), Coburg Road, and 1-5.
Physical and Environmental Features
Note: The Natural Resources Assessment defines this segment as extending from Beltline Road in west Eugene, along West I lthto Garfteld Street, north to Highway 99W (6th /7 th Avenue Couplet), east to I-1 05, and over the Willamette River to 1-5.
The Corridor is mostly flat except for the elevated highway. Significant natural resources include a continuation of habitat for four sensitive plants, western pond turtles, Amazon Creek, the Willamette River, and associated greenway parks. Habitat would be considered urban with primarily exotic tree and shrub species adjacent to the highway except for along the Willamette River where native plants still reside (e.g., cottonwood, ash, willow). Some old stream channels containing western pond turtles are located north of West 1lth and Amazon Creek. Listed wetland plant species in this segment, primarily south of West 1lth, are: Bradshaw's lomatium, Willamette daisy, white-topped aster, shaggy horkelia, timwort, and tall bugbone on Skinner Butte. The Willamette River contains a variety of fish species, including: cutthroat trout, chinook salmon, steelhead trout, lamprey (state sensitive) and warm water game fish. The Amazon Creek contains warm water game fish. It is considered water quality limited by DEQ (1995).
Highway 126 West Interim Corridor Strategy, April 1998 Air Quality:
The Eugene-Springfield Air Quality Maintenance Area (AQMA) is now in a 20-year maintenance period for carbon monoxide (CO) during which the area will have to demonstrate continued compliance with the Clean Air Act. Portions of Highway 126 that fall within the AQMA boundary are also subject to demonstrating compliance with the Clean Air Act. Demonstration requirements in the state rule include conformity analysis for the regional transportation plan: Transplan; the Transportation Improvement Program (TIP); and projects contained in the TIP. This conformity analysis is required to show that any additions to the transportation system do not jeopardize the region's attainment and maintenance of the air quality standards. Specifically, the state rule states that demonstration of conformity for CO be consistent with the motor vehicle emissions budget.
The Eugene-Springfield AQMA is in non-attainment for particulate matter less than 10 microns (PM 10). The Eugene-Springfield PM 10 State-Wide Implementation Program established that emissions from motor vehicles are not a significant contributing factor to overall PMlO emissions and concludes that control of emissions from motor vehicles is not necessary to demonstrate attainment with the PMlO standards. The PMlO standards in this area have not been exceeded since 1987. The Lane Regional Air Pollution Authority (LRAPA) is currently preparing a request for redesignation to attainment status for PMlO. EPA has approved and concurred that conformity determinations for PMlO are not required. Similarly, portions of Highway 126 within the AQMA are exempt from demonstrating regional emissions analysis for PM10.
Land Use Patterns
Land use is urban commercial and residential development. Local citylcounty park lands are found along the river and north of the segment.
Cultural and Recreational Features
This segment passes through the commercial and industrial area of west Eugene before turning on to 1-105. It passes several historic areas in the vicinity of the Washington-Jefferson Bridge. Eugene9s Whittacker Neighborhood includes houses dating from 189 1 to the 1940s. Specific historic sites include the Eugene Planing Mill Site (1902-1989; the basalt formations at the west end of the Butte, which was the site of an old basalt quarry, the Eakin's-Snodgrass House (1892); and the East Skinner Butte historic District. Significant historic landscape features include the Owen Rose Garden and Republican Cherry Tree.
Recreational activities revolve around Skinner Butte Park and Alton Baker Park, both of which are City of Eugene parks, and the Willamette River, which has bikelpedestrian paths on both banks of the river (also City of Eugene facilities).
Highway 126 West Interim Corridor Strategy, April 1998 Transportation and Travel
This is a four-lane freeway segment with two travel lanes in each direction. Pavement conditions are good except for a small portion toward the eastern end that is poor. There is no rail service, or pedestrian or bicycle facilities along this segment of the highway. LTD uses this segment for transit service in the Eugene area.
Highway 126 West Interim Corridor Strategy, April 1998 Chapter 4 Future Conditions Chapter Four Future Conditions
Introduction
Population and employment growth in the Eugene-Springfield metropolitan area, Veneta, and Florence will increase demands on the Corridor over time. An improved jobslhousing balance in Veneta, greater use of alternative modes within the metro area and more transit use between Veneta and Eugene will help to reduce the demand over time. However, travel time, service levels, and safety will most likely deteriorate without some system improvements. This chapter reviews the long-term outlook for travel demand and transportation service in the Corridor for each mode of travel. The analysis is based on broad trends at the corridor strategy level.
Highway System
The Federal Highway Administration (FHWA) requires each state to collect information about selected sections of highway. ODOT has developed the Oregon Highway Monitoring System (OHMS) for the collection, updating, and submittal of the data. The OHMS is designed to provide information on both present and future operating characteristics of a highway system under a variety of situations. It is based on the Highway Performance Monitoring System (HPMS) developed by the FHWA. This chapter summarizes the OHMS analysis for future conditions along the Highway 126 West Corridor. A more detailed overview of the highway performance analysis methodology and results is provided in Appendix C.
Traffic Volumes
Traffic volumes are projected to continue to be heaviest in the eastern portion of the Corridor between Veneta and Eugene and, most notably, within the Eugene UGB (Figure 4-1). Annual AADT projections for the year 2017 range from 6,250 vehicles near Mapleton to 67,900 vehicles near Interstate 5.
Average daily traffic volumes at locations in the Corridor are projected to increase significantly during this 20-year period. Traffic volumes are projected to increase an average of 54 percent from 1995 to 2017, based on historic trends.
Highway 126 West Interim Corridor Strategy, April 1998 Figure 4-1 Projected Traffic Volumes, 1997-2017 U.S. 101 in Florence to 1-5 in Eugene
0 MP .07, .07 MP 14.09, MP 14.39, MP 34.39, ~p 43.86, MP 52.2, Mp 1.29, MP 2.82, mi. east of .01 mi. west .01 mi. .01 mi. east Noti ~~t~ .1 mi east .4 mi. east .67 mi. U.S. 101 of Hillcrest south of of Penn Road Recorder of Fisher of Delta west of 1-5 Road, Mapleton- Station Road Highway Mapleton Junction City Highway Highway Location Travel Times
The OHMS data describe highway performance measures for the year 201 6, depending on the level of access management and roadway improvements provided. In Figure 4-2, the baseline 2016 scenario (without improvement in the Corridor) considers only committed and funded projects in the travel time and congestion analyses. The programs with high levels of corridor management would involve reforms in land use practices and higher utilization of transit modes. programs with high levels of investment would involve geometric (i.e., width, curvature, grades) and capacity (i.e., number of traffic lanes) improvements along the highway. Individual improvement projects are not specifically identified in the OHMS studies.
Current Corridor travel times from Florence to Interstate 5 in Eugene are about 93 minutes for automobiles and 113 minutes for trucks. All future projections of travel time assume that current traffic growth trends will continue. Assuming no roadway improvements and high management, travel time is projected to increase to 108 minutes for automobiles and 124 minutes for trucks. This represents a 16 percent increase for automobiles and a ten percent increase for trucks (Figure 4-2). No improvements and low management would result in even greater increases in travel time (see Appendix C).
In contrast, assuming all geometric and capacity deficiencies are corrected and there is a high level of management, travel time is projected to be reduced to 70 minutes for automobiles and 91 minutes for trucks. This represents a 25 percent reduction in travel time for cars and a 19 percent decrease for trucks.
Assuming geometric improvements only and a high level of management, travel times are projected to increase by five minutes for cars and by only one minute for trucks.
Congestion
In 1996, ten percent of the Corridor was sub~ectto high levels of congestion. The balance of Corridor mileage was subject to moderate (30 percent) and low levels of congestion (60 percent). At present rates of traffic growth with no improvements, many sf the moderately congested areas are projected to be highly congested (Figure 4-3). High levels of congestion are projected on 38 percent of the Corridor by 2016 if no improvements (other than those currently planned) are made to the Corridor during this time.
Rising congestion levels can increase the likelihood of diversion to other roads. The number of alternative routes along the Corridor is limited, but motorists will seek any route that provides competitive travel times as congestion rises.
In urban areas, greater use of alternative modes can reduce congestion along the Corridor. For example, the Draft TransPlan proposes locating several nodes in west Eugene along the Corridor. Nodes are areas of concentrated higher density residential development in close
Highway 126 West Interim Corridor Strategy, April 1998 Figure 4-2 Projected Travel Times
Car
1996 201 6 2016 2016 2016 Existing No Geometric Capacity Geometric lmprovements lmprovements lmprovements and Capacity
Truck
1996 201 6 2016 2016 201 6 Existing No Geometric Capacity Geometric lmprovements lmprovements lmprovements and Capacity
Highway 126 West Interim Corridor Strategy, April 1998 Figure 4-3 Present and Future Highway Congestion
1996 - Existing HlCH CONGESTION 10%
MODERATE CONGESTION 30% LOW CONGESTION 60%
201 6 - No Improvements LOW CONGESTION 1 4% HlCH
CONGESTION 4 8%
0 Low congestion corresponds to free flow conditions at or near posted speed. Moderate congestion corresponds to unstable traffic flow with restricted passing and increasing delays. High congestion corresponds to forced flow conditions at or near capacity.
Highway 126 West Interim Corridor Strategy, April 1998 proximity to commercial centers, services, and employment centers and along transit routes. These nodes promote alternative modes by reducing the distance residents need to travel for such activities as shopping, services, and bus stops, thus making it more convenient to walk, bus, or bike. The Bus Rapid Transit (BRT) line will connect these nodes.
In addition to alternative mode options, highway improvements can reduce congestion. Several projects have been proposed in the draft TransPlan for west Eugene near Highway 126. The primary project is the West Eugene Parkway, a four-lane access controlled facility, which would provide access from Highway 99, near downtown, to Highway 126, west of Green Hill Road. The parkway is projected to draw a significant amount of traffic from the most congested portions of West 1lth/Highway 126. The future of the parkway is in question due to potential impacts on wetland resources in west Eugene and funding. Another major proposed project is widening Beltline Road from Highway 99 to West 1 lth. Road projects proposed in the TransPlan update are subject to plan approval, and financial and environmental constraints.
In rural areas, congestion will most likely remain focused on weekend, holiday, and summer periods. The most likely results will be longer peak periods of congestion during these times if no improvements are made to the Corridor. The recently completed Noti bypass has already reduced congestion in this Corridor. Other road improvement projects in the STIP will also have positive effects on the congestion levels along the Corridor.
Safety
In 1996, the number of high accident locations per mile along the Corridor was 0.8, which is higher than the state-wide average of .54. The 1992 accident rate for the Corridor was 1.24 accidents per million vehicle miles of travel compared to the state-wide average of 0.83. Safety conditions can be expected to worsen without improvements and with increasing traffic volumes. If all sharp curves were realigned, the accident rate is projected to drop to 1.16 for the Corridor and to 0.75 state-wide.
In rural areas, increasing congestion manifests ltself In a reduced number of opportunities to pass slower vehicles. Travel speeds are higher, and thus the severity of accidents is much greater. Along Highway 126 West, improvements to the roadway geometry are likely to reduce the fatality rate as trafiic volumes increase.
Operating Costs and Fuel Consumption
Operating costs will increase in the future due to inflation and costs associated with traveling more slowly (and less efficiently) due to greater congestion. By the year 2016, without improvements, operating costs are expected to increase 68 percent for cars and 62 percent for trucks. It is estimated that improvements to the Corridor could reduce these figures to about 32 percent for cars and about 40 percent for trucks (Appendix C).
Highway 126 West Interim Corridor Strategy, April 1998 Railroads
Freight rail service is not likely to increase in the near future. Improving the rail line and maintaining land use designations in urban areas that are conducive to freight shipping may be necessary to improve rail service in the Corridor. Improved rail service will positively affect highway operations by allowing greater volumes of freight to be moved in this manner rather than by truck, thus reducing congestion along the Corridor.
It is not yet clear how the Southern PacificIUnion Pacific consolidation will affect rail operations in the Corridor. Experience on the national scale suggests that short-line operators will grow by returning lines to profitability through a combination of customer service and aggressive marketing.
Passenger rail service could be initiated in the Corridor, if an operator desired to provide the service. However, it could not be subsidized by freight.
Air Service
The major air service provider for the Corridor will continue to be the Eugene airport. Factors outside the Corridor will impact future air service in Eugene. Aircraft charter, rentals, maintenance, and flight instruction activities can be expected to expand at all Corridor airports as population increases.
The Master Plan for the Eugene airport describes groundside and airside considerations for major airlines, based on national standards, as well as future needs of regional commuter airlines, air cargo, and general aviation activity. The Master Plan culminates in a three-phase Capital Improvement Program (CIP). Most elements of the first phase, such as the extension of runway 16/34, taxiway improvements, relocation of the instrument landing system, a new approach lighting system, and an environmental assessment of a proposal to construct a new parallel runway have already been completed. Land acquisition, closure of Green Hill Road and Awbrey Lane for future expansion, and a new cargo building are also in the Phase I program, however they are still underway.
The second phase, expected to be complete by 1999, calls for these further improvements:
Additional auto parking Expansion of general aviation facilities Expansion of the terminal to expand gate capacity Extension of runway 16/34 to the south Construction of a new runway and taxiway east of the terminal Additional improvements to existing taxiways Evaluation of design alternatives for improving ground access
Highway 126 West Interim Corridor Strategy, April 1998 The third and final phase is anticipated between 1999 and 2009 and calls for:
Additional airport hangers Additional auto parking Further terminal expansion adding additional gates and loading bridges
Infrastructure improvements may be made at the Florence Airport. However, travel between Eugene and Florence should not increase significantly in the future.
Public Transit And Inter-City Bus
Increased transit service provides a multitude of socio-economic benefits in addition to environmental benefits and congestion relief. For example, users save money because taking the bus costs less per mile than driving; the fatality rate of transit is one percent that of auto travel; and reduced vehicle use also means reduced gasoline consumption, with savings estimated in the range of $0.19 to $0.33 per transit trip. In addition, transit is often the only means of travel for participants in federal welfare programs, and, as such, is a critical element in their ability to obtain and maintain employment (see Socio-Economic Benefits and Impacts of Transit, ODOT, June 1997).
LTD has plans to improve bus service throughout the metropolitan area, including significant improvements along portions of Highway 126 (W. 1lth) in Eugene. Current proposals being integrated into Transplan include two options for expanding transit service: Enhanced Transit System (ETS) and BRT System. The proposed BRT consists of eight major lines radiating from downtown Eugene and a circular route around much of the metropolitan area, all of which are accessed by smaller feeder bus routes. The system would increase frequency and speed of service. Highway 126 (W. 1lth) is part of LTD's proposed pilot corridor for BRT service.
Improved bus service to Veneta would help address the long-term issues of congestion between that city and Eugene, where workers now commute on a daily basis for employment. In a 1994 Origin and Destination Survey, LTD found that the profile of rural riders and riders of the entire system was similar in terms of household income and car availability; however, rural riders were much more likely to ride the bus to get to work than riders in general (45% and 24%, respectively).
Bus service to Veneta will expand over time as ridership increases. LTD routes are evaluated regularly to establish individual performance ratings. Productivity on rural routes is measured in terms of the number of customer boardings per round trip. Long trip lengths and low population densities create a situation where ridership productivity ranges significantly when measured using a time-based method. Using the number of boardings per round trip allows these routes to be evaluated as individual routes against a standard that is constant. The current standard is 30 boardings per trip; Veneta averages 34 boardings per trip.
Highway 126 West Interim Corridor Strategy, April 1998 The draft TransPlan includes additional planned and committed projects near the Corridor, including a bike lane and a multi-use path along the West Eugene Parkway and the Amazon Channel. Bicycle facilities in Florence are already in place and, in Veneta, these will be addressed in the Veneta TSP, now in progress. In the rural areas, there are several Corridor Segments where wider shoulders are needed, as identified in Chapter Three.
Pedestrians and Walkways
Provision of sidewalks along the rural portions of the Corridor is not likely because of a lack of pedestrian trip generators and destinations in these areas. Shoulders are available for pedestrians to use in rural areas where adequate width is provided. In urban areas, continuous sidewalks and pedestrian crossings may encourage pedestrian travel. Areas of particular interest and concern are along West 1 lthAvenue in Eugene and intersections of Highway 126 West with Territorial Road in Veneta, with Highway 36 in Mapleton, and with Highway 101 in Florence. In Eugene, sidewalks are required in order for a property to develop and, in some cases, prior to development to fill in gaps.
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West Interim Corridor Strategy, April 1998 Chapter 5 Issues, Opportunities, and Constraints Chapter Five Issues, Opportunities, and Constraints
Introduction
This chapter presents an analysis of comments received from participants in the Highway 126 West Corridor planning process.'2 Comments were submitted by residents and property owners along the Corridor, other Corridor users, members of local governments and organizations, the Highway 126 West Corridor Steering Committee, and stakeholders. All comments have been organized into categories based on the OTP's 36 policies guiding transportation planning. The categories are: safety, regional connectivity, congestion, transportation balance, and economic, environmental, social, land use, and energy impacts.
The information provided in each of the above categories includes an introductory paragraph, a summary of public perceptions on issues, opportunities, and constraints, and technical comments. The technical comments were documented in technical reports or provided by staff engineers and planners, to facilitate understanding of the issues and, in some cases, to present additional issues, opportunities, and constraints.
Transportation Balance
The OTP states that a balanced transportation system is one that provides transportation options at appropriate minimum service standards, reduces reliance on the single-occupant automobile where other modes or choices can be made available, particularly in urban areas, and takes advantage of the inherent efficiencies of each mode. The Oregon TPR requires that the transportation system minimize conflicts and facilitate connections between modes of transportation, avoid principal reliance on any one mode of transportation, and reduce principal reliance on the automobile.
State land use and transportation policy requires Florence, Veneta, and Eugene to plan for balanced development patterns and a balanced transportation system that will encourage the use of alternative modes of transportation and decrease reliance on the single-occupant automobile. Strategies being considered for the draft TransPlan encourage nodal (i.e., higher density, mixed- use) development, which may encourage decreases in automobile reliance and help minimize congestion inside the Eugene and Springfield UGB. Several nodes are planned in west Eugene near Highway 126. While nodal development may help decrease auto reliance metro-wide, development in west Eugene is likely to increase traffic volumes in the immediate area. In Veneta, the city is now undergoing Periodic Review of its Comprehensive Plan, which will address the issue of a jobslhousing balance in that community.
12 See, Public Comments, Highway 126 West Interim Corridor Strategy, for a complete, verbatim record of all comments received.
Highway 126 West Interim Corridor Strategy, April 1998 Issues were identified in the following categories: automobile, truck and freight rail, passenger rail, airports, public transit, inter-city bus, transportation services for the transportation disadvantaged, bicycle facilities, and pedestrians and walkways.
Automobile
The automobile is the primary mode of transportation in the Corridor. Commuter trips are common between Eugene and Veneta and nearby unincorporated communities. Recreational travel is common between Eugene and Florence and increases during the summer tourism season. The average travel time for the length of the Corridor is 93 minutes, or 39 miles per hour, for cars, and 113 minutes, or 32 miles per hour, for trucks. Travel time per mile is highest in the three central segments where steeper grades and sharper curves are more frequent and lowest at the east and west end segments.
Findings and Issues
A great many issues relevant to the automobile were identified in the sections on safety and congestion. Primarily, automobile issues focused on inadequate roadway capacity, lack of passing lanes, narrow shoulders, and too few pullouts. It is anticipated that commuting by automobile between Veneta and Eugene will increase, although it may be reduced somewhat in the future as more employment opportunities become available in Veneta.
Opportunities and Constraints
Opportunities include adding capacity, adding passing lanes, widening shoulders, and adding pullouts. The constraints identified centered on environmental constraints and funding limitations.
Technical Comments
There is an opportunity to improve the roadway geometry and design speed. Geometric improvements to curves may increase the design speed of the roadway and reduce accidents. Increases to the design speed may reduce travel times throughout the Corridor.
Truck and Freight Rail
Findings and Issues
The Eugene to Coos Bay route is used daily for shipping freight that would otherwise be on the highway. An alternate freight truck route was suggested as well as moving more freight by rail instead of by truck.
Highway 126 West Interim Corridor Strategy, April 1998 5-2 Opportunities and Constraints
No specific comments were submitted in this category.
Technical Comments
Opportunities
Climbing lanes for trucks. An Origin and Destination Study (O&D) is needed to investigate ways to move more freight by rail instead of by truck. Opportunity for rail to add traffic; there is plenty of capacity. Rail: Short-line operator should reduce costs to shippers making rail more competitive with truck. Rail: Possible future in using line for truck shuttle; possible use of line for log moves.
Constraints
Swing span bridge over Coos Bay needs significant repair work. Loss of bridge would doom the rail line. Trestles across Siltcoos and Tahkenitch need regular attention. Track near Mapleton is susceptible to'landslides. Steady decline in traffic over last ten years. Little development of new traffic and none within Corridor. The operator of the line cannot contract with Burlington Northern because of contractual provisions with Union Pacific.
Passenger Rail
There is curpently no passenger rail service along the Corridor. Passenger rail is being proposed in other corridors in the state where reduced travel time due to highway congestion makes rail a viable alternative to the automobile and bus. Major factors affecting the viability of passenger rail in this Coaridor are the condition of the tracks and the cost of upgrading them, the need for a provider to operate the service, lack of densities to support the service, and lack of adequate facilities such as station stops and locations.
Findings and Issues
Many comments were received in support of passenger rail service in the Corridor.
Highway 126 West Interim Corridor Strategy, April 1998 Opportunities and Constraints
Those in support indicated that there are many opportunities to support rail service between Florence and Eugene because of the number of tourists, scenic aspects of the rail corridor, and destination sites in Florence (coast, outlet stores, Old Town). An operating rail corridor was mentioned by several people as a key opportunity. A publiclprivate venture was suggested as a funding opportunity.
Several funding constraints were identified, including any necessary right-of-way purchase (for light rail), capital, and operating expenses and general high cost of rail service. Failure to recognize rail service as a viable transportation alternative was also identified by participants as a constraint.
Technical Comments
Major factors affecting passenger rail are:
0 The ability to compete in terms of time and service with passenger vehicles and with buses; and Adequate traffic density to support cost, both operating and track upgrade.
Rail service to Florence would probably never be viable as a commuter service. Grade and curvature will always restrict speeds in some locations. There could be tourist train opportunities if subsidized by beneficiaries.
Inter-modal connections would need to be provided for passenger rail.
Airports
There are two airports in the general area of Highway 126: Florence and Eugene airports.
Findings and Issues
Several comments were received about lack of adequate bus service from Florence to the Eugene Airport.
Opportunities and Constraints
No specific comments were submitted in this category.
Technical Comments
The Florence airport is planning an expansion of the runway. Lack of bus service to the airport hampers multi-modal connections.
Highway 126 West Interim Corridor Strategy, April 1998 Public Transit
Public transit service in Florence is currently limited to special transportation services for the transportation disadvantaged. LTD provides bus service from Eugene to Veneta and along the Corridor within the Eugene UGB. In small communities like Veneta, service is usually designed as commuter only due to the relatively low volume of rides. The distance between Veneta and the metropolitan area and low-population densities contribute to the higher cost of providing bus service in rural communities.
Findings and Issues
Many comments identified a lack of adequate public transportation between Florence and Eugene, and Veneta and Eugene. The issues centered on service level; inconvenient bus schedules; lack of express buses; lack of direct service to Lane Community College, the University of Oregon, and the airport; lack of secure and convenient Park-and-Ride lots; and no demand response system.
Opportunities and Constraints
The opportunities identified were cost savings, improved air quality, increased ridership from improvements, decreased congestion, the saving of natural resources, and grant funding.
Constraints identified included funding, lack of ridership, public's dependence on and infatuation with the automobile, transferring in downtown Eugene, lack of public and political will to make transit service happen, and inconvenient scheduling.
Technical Comments
Incremental increases in bus service are likely as ridership increases. 0 In order to become part of the LTD service boundary (e.g., Florence issue), the area needs to be part of the business taxing district, which may not be supported throughout the community. A constraint is lack of land uses designed for pedestrian access to bus service and lack of land use designs that provide access for buses.
Inter-City Bus
Findings and Issues
Several comments were received about the inadequacy of inter-city bus service from Florence to Eugene. Some comments specifically identified inter-city bus carriers such as Greyhound, but others identified LTD as providing this service. Unsafe bus stops were also an issue. Highway 126 West Interim Corridor Strategy, April 1998 5-5 Opportunities and Constraints
Opportunities identified were: a bus line already exists (Porter Stage Lines), bus stops can be redesigned without expanding, and connections can be made with LTD.
Transportation Services for the Transportation Disadvantaged
Findings and Issues
One issue identified was the lack of adequate public transportation for Florence senior citizens who cannot drive all the way to Eugene and the fact that there is no LTD service in Florence. Teenagers were also identified as a group that needs better public transportation.
Opportunities and Constraints
It was suggested that teenagers and senior citizens make a good market for public transit services.
Bicycle Facilities
A six-foot-wide bicycle shoulder is provided within the Florence city limits. Bicycle use in the Corridor can generally be characterized as either short trips, most commonly occurring in the Eugene-Springfield and Florence areas, or longer recreational trips.
Findings and Issues
The lack of adequate bicycle facilities was identified as an issue by many. The issues focused on safety, heavy automobile traffic, an incomplete bike system, inadequate, and non-paved shoulders and road design problems. The tunnel was cited as a major safety concem.
Highway 126 West Interim Corridor Strategy, April 1998 Opportunities and Constraints
The opportunities identified were adding warning lights, adequate roadway for widening shoulders, the Fern Ridge bike path, lowering speed limits, straightening roadway, the dedicated state funds for bicycle projects, the low cost of bicycle projects, ODOT standards for bike lanes, and to build a separate bicycle path.
The Eugene Bicycle Coalition recommended designating a bike route from Territorial Road to Eugene: travel east on East Bolton Road, south on Huston, east on Perkins, east on Cantrell, north on Nielson to Highway 126. Cyclists could then cross at Willow Creek and ride into Eugene on the new Fern Ridge Path. This would require repaving gravel on Cantrell and Nielson and signing the route as a bike route.
The constraints identified were funding, varying shoulder widths, limited alternative routes, geographic constraints, environmental issues, the railroad may not allow a bike path in their right-of-way and road funds cannot be used for bicycle projects not in the right-of-way.
Pedestrian and Walkways
Shoulders provide pedestrian access in the rural portions of the Corridor. Sidewalks are present in most places along the Corridor within the Eugene city limits, except on 1-105.
Findings and Issues
Issues focused on safety of pedestrians crossing or traveling on the highway and inadequate pedestrian facilities.
Opportunities and Constraints
Opportunities identified were off-street paths and wider shoulders for pedestrian travel.
Pipeline
No comments were received about pipeline issues.
Technical Comments (Transportation Balance)
Issues
Time, speed, commodity, and rates are factors that need to be considered when considering modes.
Highway 126 West Interim Corridor Strategy, April 1998 Opportunities
Carpooling Park-and-Ride
Regional Connectivity
Regional connectivity is a measure of how well the Corridor connects various parts of the state and nation. This is usually quantified in terms of travel times, or described by reflecting the level of transportation services available. The issue of travel time overlaps with the congestion and transportation balance performance measures. Both of those measures can affect regional connectivity. Increased congestion may result in slowed travel times and discontinuity between regions. Congestion may be the result of a transportation system that is not in balance (i.e., people or goods are moving via the wrong or an inefficient mode).
Findings and Issues
Primarily, public comment expressed the interest in improving the link between Florence and nearby communities and Eugene for services and recreation, and between Veneta and nearby communities and Eugene for commuting in addition to services. Interest was expressed in maintaining Veneta and nearby communities as bedroom communities of Eugene, as well as in maintaining a jobshousing balance in Veneta to lessen the need for commuting. One comment expressed interest in improving access to these communities from Eugene to provide opportunities for small businesses, building contractors, and developers. The lack of an alternative route from Florence to Eugene was also stated as an issue.
Opportunities and Constraints
The availability and viability of alternative modes address opportunities and constraints to regional connectivity. In addition, the view was expressed that the main constraint is the amount of time it will take to actually improve access.
Technical Comments
A memorandum from Dan Fricke, ODOT Region 2 office, to the Northwest Oregon Regional Advisory Committee (to the Governor's Transportation Initiative), dated April 18, 1996 compares the four major routes between the Willamette Valley and the Oregon coast (Highways 20,26, 18, and 126). Highway 126 west was third highest in volume, with a 1994 average daily traffic volume at Noti of 5,576. It showed the growth rate on Highway 126 as the lowest of the four at 1.75 percent between 1985 and 1994. Traffic volume was shown to increase on all of the highways leading from the Willamette Valley to the coast, but at the least rate of growth on Highway 126; and average daily traffic to fluctuate from month to month with slightly higher traffic in July, August, and
Highway 126 West Interim Corridor Strategy, April 1998 5-8 September. Following are some of the factors affecting regional connectivity along all highways between the coast and the Willamette Valley, as described in the memorandum.
a Travel demand between the Willamette Valley and the Oregon coast is growing because people are migrating to both areas and because both areas have their share of attractions for the other.
a Traffic volumes on all of the highways that connect the Willamette Valley and the Oregon coast fluctuate on a seasonal basis. Travel volumes tend to be highest on summer weekends when inland residents like to go to the coast for a getaway.
a All highways that connect the Willamette Valley and the Oregon coast pass through rugged terrain that is a formidable constraint to highway improvements.
a Inter-city bus service to the Oregon coast is available, but the schedules are infrequent and connections between coastal communities are very limited.
Additional Issues
Maintaining railroad as a viable opportunity in the future. Perception that Highway 126 does not operate as efficiently as others (e.g., Highway 38). Highway 126 is an Access Oregon Highway that supports regional connectivity. Flooding
Opportunities
r West Eugene Parkway Travel lanes, passing lanes Alternative routes (e.g., Clear Lake for Fern Ridge)
Constraints
Costs, environmental
Highway Congestion
Findings and Issues
Slow-moving vehicles were frequently cited as the cause of congestion. The following additional issues were identified.
Highway 126 West Interim Corridor Strategy, April 1998 5-9 Growth in population, employment, and traffic volumes Population and employment growth in Eugene, Florence, and areas in between are increasing truck and car volumes and the level of congestion along Highway 126. Traffic volume along the Corridor is greatest, and increasing most rapidly, in the Eugene area and between Veneta and Eugene. Seasonal peaks in volume occur in summer months with heavier tourist traffic between Eugene and the coast.
Congestion between Veneta and Eugene The area between Veneta and Eugene is the most heavily congested on the Corridor, particularly within the Eugene UGB, and was sited most frequently by the public as a congestion problem. Congestion levels could increase with employment growth in west Eugene, significant population and employment growth occurring in the remainder of the metropolitan area, and increased residential development in Veneta. Congestion during the Oregon Country Fair was also listed as an issue.
Congestion between Mapleton and Noti Congestion also occurs along curved portions of the highway that pass through the Coast Range between Mapleton and Noti. Many workshop participants and survey respondents said passing lanes are too short and infrequent and sited slow moving vehicles (especially recreational vehicles and large trucks) as sources of congestion. The curved section of highway directly west of the Noti bypass was mentioned by several respondents as a problem area; and at the Austa passing lane coming west, there is a long straight stretch but no passing is allowed due to a solid line. People pass anyway in this spot.
Congestion in Florence Congestion at the intersection of Highway 101 and Highway 126, as well as at intersections directly east on Highway 126, were cited by survey respondents and workshop participants as problem congestion areas.
Opportunities and Constraints
Opportunities expressed for dealing with congestion include land use management, increasing use of alternative modes, demand management, and system improvements. Increased population was cited as an opportunity to provide additional revenue for these opportunities. Other opportunities listed were restricting large truck and commercial traffic and the development of city and county transportation plans. Enforcement of speed limits for those driving too slowly was also stated.
Land use management. Examples include: balanced land use, increasing industrial development opportunities in Veneta through zoning, and limiting
Highway 126 West Interim Corridor Strategy, April 1998 5-10 access to the highway by preserving resource zoning along the highway and prohibiting adjacent development.
Expanded use of alternative modes. Improving bicycle facilities and transit service, including Park-and-Ride facilities, were cited as opportunities to help minimize congestion between Veneta and Eugene, and along urban portions of Highway 126. Population growth in these areas was cited as presenting opportunities for more extensive and frequent transit service, perhaps including BRT. A small transit provider, Eden Transportation, plans to offer shuttle and mini-bus service between Eugene and Florence and along the Oregon Coast. This is an example of an opportunity to improve use of this mode. Existing rail lines were suggested as providing opportunities to move additional freight by rail rather than truck; to provide passenger rail service along portions of the Corridor; possibly to use rail cars to carry autos; and to use train tracks to provide a light rail system.
Demand management. Toll roads and employer-provided incentives to encourage use of carpools, telecommuting, and other alternatives to people driving alone in a vehicle, such as flex hours and employee job sharing, were cited. Also suggested was the creation of disincentives for travel during peak load times, such as congestion-pricing; and limiting construction and truck and recreational vehicle travel hours and coordinating truck routes opposite commute travel from Crow Road to Eugene.
System improvements. Some participants called for road improvements as a way to relieve congestion, including: widening the shoulders for bike lanes and emergency parking; adding more passing lanes and turnouts with rest areas; redesigning the road, especially Segment 2; and expanding the highway to four lanes, particularly from Veneta to Eugene.
Specific areas are: Create a true four-way intersection and signal at Highway 101; redesign road at Quince, Highway 101, and Spruce Street; improve signage, re- stripe, install road edge markers, street lights and wider fog line to serve as deceleration lane for access at the intersection with North Fork Sulslaw Road; raise or bypass Cushman Trestle to allow manufactured homes to be driven under trestle; at intersection with Highway 36 in Mapleton: install green arrow to promote southbound through traffic or westbound, relocate flashing yellow in advance of bridge and improve directional signage; straighten curves just west of Noti bypass; add a lane from Florence to Noti for timber trucks; widen road from Mapleton to Florence to three or four lanes; widen road west of and at the tunnel eastbound to create a passing lane and east of or at the tunnel west bound to extend passing lane; close passing lane to decrease accidents and create safe passing opportunities; look to Hale Valley for three to four lanes; install passing lane at straight stretch by farm lands east of Badger Mountain; straighten roadway
Highway 126 West Interim Corridor Strategy, April 1998 5-1 1 from Walton to Badger Mountain; reduce road at Badger Mountain to two wide lanes; widen road from Veneta to Beltline Road.
Other specific suggestions were to: pave K.R. Nielsen Road and use as an alternative route from Veneta to Eugene; widen road from the railroad overpass to Beltline Road; build a pontoon bridge across the lake at Royal Avenue and reroute around the reservoir and Veneta; install access lanes at Hyundai and widen road in that area;" develop an elevated, limited access route from downtown Eugene along West 1 lthto Veneta; build a freeway from west Eugene to Beltline Road; install another turning lane at entrance to Highway 126 from old highway (Luther Lane); and bypass congested areas (e.g., West Eugene Parkway).
Constraints
Low ridership on rural routes was cited as a constraint to improving bus service between Veneta and Eugene. Low population levels between Eugene and Florence were listed as a constraint to improving bus service in these areas. Prevailing positive attitudes about the automobile were cited as a constraint to increasing reliance on alternative modes. Environmental and funding constraints, conflicts with aesthetic values, resistance from private property owners, and the perception of needed improvements as a low priority were cited as constraints to system improvements. Conflicts between freight and passenger needs and the costs to upgrade the tracks were cited as constraints to passenger rail service. It was stated that existing zoning that allows development may be a constraint to using land use management strategies. Lack of regional focus and public attitude toward public expenditures (e.g., anti-taxes and fees, etc.) were cited as constraints to any improvements. Growth was sited as a constraint to making improvements because it will increase congestion. Retail interests were cited as constraints to addressing problems with access to Highway 126 in Florence.
Technical Comments
Many good suggestions were presented by the public as ways to reduce congestion; however, not all of these suggestions are feasible or would necessarily achieve the desired effect.
Additional Issues
Congestion will increase.
Inter-urban passenger rail is the kind of service that would operate on the existing line, not light rail, which requires a dedicated line.
l3 This project is now in progress. Highway 126 West Interim Corridor Strategy, April 1998 Opportunities
Reversible high occupancy vehicle (HOV) lane.
Access management.
Land use management is an opportunity to reduce congestion in the future by encouraging use of alternative modes.
ODOT and the railroad are investigating options to address the issues of the Cushman Trestle, although a bypass is not being considered.
Transit, carpooling, Park-and-Ride
Constraints
A constraint to large system improvements (e.g., bypasses) is the rigorous justification required for large system improvements, including an analysis of alternatives that considers transit, transportation demand management, and improvement of existing facilities. OTP Policy 4G-Management Practices states, "It is the policy of the State of Oregon to manage effectively existing transportation infrastructure and services before adding new facilities." This is not the only policy to review when making transportation decisions, but it provides guidance when considering a major transportation improvement such as a bypass.
There are engineering and environmental constraints to building a pontoon bridge across the lake at Royal Avenue.
e Major system improvements are expensive. There are funding constraints to system improvements throughout the Corridor, paaicularly major system improvements such as building an elevated, limited access route from downtown Eugene to Veneta.
Safety
The improvement of transportation safety is a goal of all agencies involved in the provision of transportation services. In many cases, accidents occur because of driver error. Other contributing factors are the design and condition of the transportation facility and weather conditions.
Highway 126 West Interim Corridor Strategy, April 1998 Findings and Issues
Safety was one of the most frequently cited concerns during the Corridor Strategy development process. General safety concerns stated by participants were: difficult curves; the need to improve bike and pedestrian safety;14lack of visibility, mainly due to lack of lighting at night and overgrown vegetation; turning conflicts at intersections; ingress and egress (e.g., blind driveways); high traffic volumes make it difficult for school buses, mail carriers, and service vehicles to stop on the highway; there is not enough identification and awareness of hazardous materials being transported on the highway and by rail; there are not enough places to pull over for emergencies or to allow emergency vehicles to pass; emergency response is inadequate; and there are not enough phones available to report emergencies.
Some participants stated their beliefs that some road improvements may increase speeds and could weaken slopes and cause or encourage landslides. Other general safety concerns were: that there are inadequate reflectors and fading fog lines; that guard rails in some places are too close to the travel lanes; speeding; unsafe passing; and garbage along the shoulders.
The following specific areas were identified.
Curved stretches of road. Participants cited the following areas as safety concerns: west of Noti between mileposts 39 and 40, the "S" curve just west of Poodle Creek, the area west of Noti, and the area through Badger Mountain and after Austa where the passing lane ends around a curve. Other areas were cited due to deep ravines and canyons with sharp turns. In addition, the stretch from Beltline Road in Eugene to Territorial Road in Veneta, especially turning off between Green Hill Road and Willow Creek Road, was described as dangerous due to the narrowness of the road. West 1 lth Avenue was cited as dangerous due to congestion. The tunnel and bridges along the Corridor were also called out as problem areas.
Pntersections. The intersections with Highway 101 (Florence), Spruce Street (Florence), Xylo (Florence), Whittacker Creek, Tenitorial Road (Veneta), Beltline Road (Eugene), the North Fork Siuslaw turn, and the Mapleton area were cited as dangerous. The right turn lane on West 1 lthwestbound at Beltline Road was cited as dangerous because some drivers in the right-turn only lane go straight and crowd out the other west bound lane. Making a hard left turn at the flashing light in Mapleton was cited as dangerous when traveling west.
Visibility. Specific problem areas mentioned include: the intersection of Highway 126 and N. Fork Siuslaw Road, around Fern Ridge Reservoir, along
14 See sections, Bicycle Facilities and Pedestrian and Walkways in this chapter and in Chapter 6 for more detailed information on safety issues related to these modes. Highway 126 West Interim Corridor Strategy, April 1998 5-14 Badger Mountain pass, at Central Road, at Perkins Point, and from Mapleton to Veneta.
Weather conditions. Flooding in the Cushman area was cited as causing unsafe road conditions. Badger Mountain is considered dangerous in the winter as are the new passing lanes at the Linslaw Park area because the ice does not melt in this area.
Highway maintenance. Issues include: hazards in the stretch between Cushman and Florence due to waves in the pavement that create the potential for standing water; the stretch along Fern Ridge Reservoir that was not part of the recent repaving still has ruts that are considered dangerous when water collects in them; lines and reflectors are difficult to see if not kept clear and maintained; and there are humps and bumps just west of Tiernan.
Opportunities and Constraints
Opportunities
Opportunities for safety improvements were suggested through engineering, education and enforcement, and improvements in the operating systems and operating environment. Engineering opportunities include road improvements such as realigning the road; adding turn lanes, passing lanes, and turnouts to address the issue of slow drivers; installing raised medians; moving the street light at Beltline to illuminate the sign eastbound; more passing lanes; widening the shoulders and making the shoulder width consistent for bicycles; and more rest stops to help tired drivers stay alert.
Also suggested were: more education and traffic enforcement, particularly at locations of high traffic incidents and regarding speeding, passing, and pullover laws; automatic video monitoring to enforce speed limits; and educating people to leave car lights on at all times due to dark spots. Improvements in the operating systems and operating environment mentioned were: stepped up maintenance and improvements such as addition of guard rails, lighting, signage, reflection paint on curbs and bridges, periodic call boxes, additional traffic lights, trimming brush, and raising the road in flood-prone areas. Specific opportunities mentioned were as follows.
Turn lanes: A left-turn lane was suggested between Green Hill Road and Willowcreek Road in Eugene; a right-turn lane from westbound Highway 126 to North Fork Siuslaw Road; and turn lanes were identified in Florence and Cushman to improve traffic safety, particularly at Spruce Street.
Traffic Signals: New signals were suggested at Ellmaker Road, North Fork Siuslaw Road, and Danebo.
Highway 126 West Interim Corridor Strategy, April 1998 Passing Lanes and Turnouts: More passing lanes were suggested between Veneta and Mapleton (in Hale Valley, west of Poodle Creek Road, near Walton, between Richardson Bridge and MP 23, and east of Gingerbread Village) to reduce the risk of unsafe passing. Other suggestions include: turnouts along the stretch of road by Fern Ridge Reservoir because the road is narrow; curvature correction when negotiating with property owners during the project selection process; and extending passing lanes so that they are long enough to allow safe overtaking, particularly around the tunnel, because some people do not stay to the right to allow people to pass; and west of Noti where recreational vehicles and trucks reportedly do not leave adequate space to allow cars to pass and do not pull over when traffic backs up behind them.
Constraints
Constraints to addressing the issues include: funds to acquire additional rights-of-way and to make other road improvements and substantial cost for tunnel improvements; that costs for improvements will increase as time goes on; and that some stretches of road may require alternate routes. Constraints of construction include temporary increases in congestion and truck traffic. Other constraints mentioned were: that, while widening or realigning the highway may increase safety and reduce congestion, it may sacrifice the highway's scenic quality and impact the surrounding environment; and that the public is unwilling to accept an access management plan. Specific environmental constraints will be identified during Phase 2 of the corridor planning process.
Technical Comments
Speed: Need to research speed zone requests to see what actual 85 percentile is, or have speed studies conducted. One area in the state is using video ticketing; to do this state-wide will require a legislative change.
Visibility: ODOT will look into brush trimming at problem areas.
Weather Conditions: ODOT is using new marking material. The reason there is ice in the passing lanes and on Badger Mountain and the new passing bays near Linslaw is the sun is low on the horizon and cannot penetrate trees and hillsides. ODOT is now trying CMA (calcium magnesium acetate) applications prior to freezing; it is working in areas where it was used last winter. New weather prediction equipment is being tried also; if the program is a success, the area will be enlarged.
Highway Maintenance: ODOT will address maintenance issues as funding allows. ODOT is testing a new plastic paint product that will last longer and is more visible in darkness and rain. The maintenance sections on this Corridor will make an effort to maintain roadside delineators. The humps near Tiernan will need reconstruction.
Highway 126 West Interim Corridor Strategy, April 1998 5-16 Issues
Bridges on the highway need to be modernized (e.g., to correct sub-standard widths, seismic retrofits) Vertical curve at bridge approach in Mapleton needs to be modified.
Opportunities
Access management would help improve safety, especially east of Territorial, Elmaker Road, Highway 101, Spruce Street, and Mapleton. Projects now in the STIP (e.g., additional travel and turns lanes at West 1 I", Terry Street to Danebo; Green Hill to Beltline). Illumination West Eugene Parkway Signage Traffic signals and guard rails where there is a demonstrated need. Map of existing rest stops The high water at MP 7 near Cushman will be addressed in a safety project in the draft STIP. Proposed construction date is fiscal year 1998-99. The intersection of Highway 126 and Highway 101 will be addressed as a safety project in the draft STIP. Construction is proposed for fiscal year 1999- 2000.
Constraints
Traffic signals are provided when there is a demonstrated need, based on state- wide standards. Video monitoring would require a change in state law. Even if a project meets standards, there is competition state-wide for funding. Funding for law enforcement, e Environmental issues related to improvements,
Economic Impacts
Transportation systems, including highway corridors, can have a significant positive or negative economic impact on the communities they serve and the state as a whole. New transportation services can act as a catalyst in attracting businesses and the creation of jobs and for promoting access to recreational opportunities. Conversely, changes to the transportation system, such as a realignment, the bypass of a community, or the elimination of some type of modal choice, can have the opposite effect and result in the loss of business and jobs.
Highway 126 West Interim Corridor Strategy, April 1998 Findings and Issues
Issues identified during the public outreach process include: the highway bypasses local retailers in downtown Veneta; commercial and destination signing on Highway 126 to Territorial Road is inadequate; continued urban growth (e.g., Hyundai) will have a positive effect on the local economies along the Corridor, but will increase inter-city congestion; the need to preserve and maintain recreational access points all along the Corridor; facilitate natural resource and recreational opportunities along the Corridor; limited number of waysides; and lack of gas stations and facilities for travelers.
Opportunities and Constraints
Opportunities included Fern Ridge Reservoir: a suggestion was made to make Veneta a destination for recreation, which enhances business opportunities and diversifies the local economy; and to put bike paths around the Reservoir and connect to Eugene along greenways. Other opportunities stated were wetland recreational opportunities; to increase revenue to Veneta and service to travelers; improve rail service for goods and passengers; construct a monorail system from Florence to Eugene with shuttle buses at each end (less expensive than light rail); and build more passing lanes, turnouts, and rest areas and provide better ingress and egress at rest areas.
A constraint stated to addressing the signage issue was the sign code; a constraint stated to improving economic development was that current zoning is too restrictive; constraints stated to the monorail system are that money is not solving the problem and improved connections to monorail at each end would be needed; wetlands were cited as a constraint to recreational access.
Technical Comments
The old mill sites in Mapleton are vacant industrial land that could be marketed for a rail user. There may be other, similar sites along the Corridor. This rail line needs new traffic and could provide economic development opportunities.
Social and Land Use Impacts
Transportation systems, including highway corridors, can have both positive and negative social and land use impacts. For this reason, it is important to identify and, to the extent possible, to mitigate or avoid negative social and land use impacts when planning changes to the Corridor. It is also desirable to plan transportation improvements in a way that will have positive social and land use impacts.
Highway 126 West Interim Corridor Strategy, April 1998 Findings and Issues
The following issues were identified through the Highway 126 West Corridor Strategy development process:
Quality of life: This was defined as "rural charm and character," referring to maintenance and enhancement of the scenic, natural, and recreational resources (e.g., parks, wetlands, turn-outs by Fern Ridge Reservoir, mini-parks, road-side picnic areas, and walking paths); sustainable development (i.e., providing employment opportunities that do not require commuting) (focus on the types of jobs), recognizing the highway as part of the community and that land uses can have a potentially dramatic influence on the Corridor (e.g., new outlet mall and Hyundai are big traffic generators). Concern was expressed that continued growth will increase problems in the future. Interest was expressed in having more restroom facilities between Veneta and Mapleton and improvements are needed to Linslaw Park.
Rural communities as destinations: Interest was expressed in maintaining Highway 126 as a route to the communities themselves in contrast to just a thoroughfare through these communities from Eugene to the coast.
Private property interests and impacts: Interest was expressed in acquiring rights-of-way now rather than later to allow people to make personal and business planning decisions, to save money and to prevent future development conflicts; and interest in working with property owners.
Policy and perception conflicts: The statement was made that OTP and the Oregon Highway Plan (OHP) may conflict with local interests.
Opportunities and Constraints
Common themes presented during the issues, opportunities, and constraints exercises emphasize retaining and enhancing existing qualities along the Corridor to the maximum extent possible while meeting other needs. Compatibility (between transportation and land use, users of the Corridor, property owners, the environment, and safety) was a common theme frequently stated. The implication here is that there may be conflicts among competing interests and that it is important to resolve these conflicts in a way that does not cause serious damage to the quality of life along the Corridor.
Opportunities to address these issues included: obtaining Scenic Highway designation, using wetlands as a draw, integrating watershed councils with ODOT's salmon recovery planning, tying into the NW Economic Adjustment Initiative, retaining industrial zoning to provide jobs, constructing a monorail system from Florence to Eugene, providing passenger rail and charter transit, using public education, and adding amenities (e.g.,
Highway 126 West Interim Corridor Strategy, April 1998 5-19 parks and other facilities). Interest was also expressed in making no improvements to Highway 126 and leaving it the way it is now.
Constraints indicated include: these interests may conflict with the interests of car drivers who want to get to their destination quickly and drive fast; that people are afraid of change; right-of-way improvements would require an environmental impact statement (EIS); people will not drive more than 30 minutes to get to work; skepticism that rural residents interests will be addressed; AOH designation may prevent these interests from being addressed; cost may constrain ability to provide amenities; and conflicts between public and private ownership may constrain development of train alternatives.
Technical Comments
An additional issue is the need to maintain consistency between transportation and land use to avoid land use changes when facilities cannot be supplied to support them.
Environmental Impacts
Transportation systems can have a variety of impacts on the environment, including effects on water, air and noise quality, natural and scenic resources, and wildlife. In addition, there may be a need to mitigate impacts of road improvements on natural resources. Transportation corridors also present opportunities to provide public access to these resources as discussed in the Economic Impacts section of this chapter.
Findings and Issues
The following issues were identified through the Highway 126 West Corridor Strategy development process:
Natural and scenic resources, wildlife corridors, and integrated planning: Statement that highway expansions threaten wetlands; interest in restoring wetlands between Veneta and Eugene; concern for types of herbicides used along the Corridor; interest in a tree canopy adjacent to the highway; concern about the killing of wildlife like deer, especially between Mapleton and Veneta; interest in wildlife refuge areas; and that rriparian areas, watersheds, migration corridors, and stormwater planning should be integrated into corridor planning. Statements were also made that there is too much concern over the environment.
Mitigating impacts of road improvements: Statement that mitigation should be ongoing and improved; a concern that crossing Elk Creek may require cutting into the mountain and destroying the creek.
Balancing the needs of people and the environment: Conflict between congestion and environmental issues in Segment 4; unsightly clear cutting in view of the Corridor; providing access in the event of an earthquake; need to build the Highway 126 West Interim Corridor Strategy, April 1998 5-20 West Eugene Parkway in spite of environmental issues; and concern that environmental interests outweigh interests of people to earn a living.
Opportunities and Constraints
Opportunities stated by participants to address these issues include: improve the scenic quality of the Corridor; create a model for more integrated and comprehensive planning; turn wetland mitigation areas into recreational and educational areas; control commercial uses along the highway; preserve existing resource zoning; adjust the OTP and the OHP to meet Corridor needs; widen the road east of Veneta for a reversible lane; spot improvements; landscaping; fencing along roadsides to keep deer off of highway; leave a corridor of trees to conceal clear cutting; remove all roads and contour land to restore wetlands; and educate people about alternatives to driving.
Constraints include ODOT funding limitations for ongoing mitigation; private ownership of land adjacent to the highway; existing commercial uses; private interests and human needs given higher priority than the environment; and the perception that private rights allow pollution of the air and other resources.
Technical Comments
The following issues were contained in the report: Natural Resource Environmental Assessment for Highway 126, Florence to Interstate 5, ODFW for ODOT, October 1996.
Streams and creeks along Segments 1,2, and 3 need to be assessed for adequate fish and wildlife passage, particularly for anadromous fish populations.
In Segment 4, thoughtful transportation planning can help to minimize impacts on wetlandlnatural resources. This segment receives a very high environmental rating in the general survey conducted by the ODFW for ODOT. In this section (Segment 4, MP 5 I), a score of 360 was obtained, the highest on the highway. Sensitive resources include one listed and five candidate plants, a number of osprey nests around the reservoir, and extensive wetland habitat used by pond turtles and other aquatic wildlife. No other highway segment in the Willamette Valley compares to this one in terms of rare plants in the area between MP 5 1 and 58. Listed species include Howell's montia, white-topped aster, Willamette daisy, shaggy horkelia, and Kincaid's lupine (all state candidates) and Bradshaw's lomatium. Conflicts with natural resources near the highway may be highest along this segment. Western pond turtles are found in old stream channels north of west 1lth and Amazon Creek.
Growth and development in west Eugene will have continual negative impacts on remaining natural resources in Segment 4. Adequate stream
Highway 126 West Interim Corridor Strategy, April 1998 5-21 and drainage passage needs to be assured, especially through wetland areas. The Fern Ridge Reservoir area will become increasingly popular in the future as people seek outdoor experiences in a growing community.
A major opportunity to lessen the need for road expansions between Eugene and Veneta is local planning efforts to promote a jobshousing balance in Veneta.
The eastern end of the Corridor within the Eugene UGB is designated as non- attainment of the National Ambient Air Quality Standards for Particulate Matter and designated as a maintenance area for Carbon Monoxide. The remainder of the Corridor is in an air quality attainment area.
There is a high potential for noise complaints in areas with high traffic noise levels. Noise mitigation in conjunction with highway projects is costly. Additional information should be developed during the planning process about noise complaints and the need for soundwalls in specific locations.
Include in the planning phase mapping and information about the number of known hazardous waste sites, potential hazardous materials sites, and underground storage tanks, including the regulatory requirements and potential fiscal liability with respect to right-of-way ownership, maintenance activities, and highway projects.
There is a lot of private forest land adjacent to Highway 126, which can be harvested under existing regulations; BLM land adjacent to the highway will be harvested consistent with BLM's existing Resource Management Plan. Therefore, it may not be feasible under existing policies to leave a corridor of trees to conceal clear cutting except in certain confined areas.
Energy Impacts
Transportation systems and modal choices can significantly influence energy use patterns. If appropriate modes are used and if transportation facility design will allow, people and goods can be transported with a high level of energy efficiency. There are several alternative modes of transportation within the Corridor, including rail, air, bicycle facilities, and bus service. However, the limited access to these modes interferes with the opportunity to select the most energy efficient.
Findings and Issues
Depletion of resources is emphasized as the reason for reducing the use of the automobile for personal transportation.
Highway 126 West Interim Corridor Strategy, April 1998 Opportunities and Constraints
An opportunity cited to address this issue was learning to live within the constraints of limited energy resources. Other opportunities include any transportation options that will shift drivers out of the single-occupancy vehicle. Examples include improving bus service by increasing the frequency of trips and the number of stops and by providing Park-and-Ride lots. Promoting carpooling and telecommuting will also help to reduce energy consumption by workers who use the Corridor to commute. Widening and maintaining shoulders in certain sections will help increase bicycle use.
Constraints include environmental characteristics that limit the potential for widening shoulders. Funding for both private and public alternative transit are also limiting factors, as is the perceived lack of willingness from the public to abandon the automobile and use more energy-efficient means of transportation.
Technical Comments
An opportunity is continued technological answers to energy needs for transportation (e.g., alternative fuel efficiencies, composite materials for vehicles).
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West Interim Corridor Strategy, April 1998 Chapter 6 Interim Corridor Strategies Chapter Six Interim Corridor Strategy
Introduction
The Interim Corridor Strategy consists of goals and objectives that, when taken as a whole, serve to guide the work of ODOT, cities, counties, and the Eugene-Springfield MPO related to transportation planning and development of future transportation facilities and services in the Corridor. Additional analysis will occur during transportation system planning, refinement planning, and comprehensive plan periodic review, and through local plan amendment activities. These processes will allow ODOT, the local governments, and the Eugene-Springfield MPO to cooperatively work together to ensure that city and county comprehensive plans and land use regulations achieve the objectives stated in the final Corridor Plan. Additional analysis will further define transportation needs and solutions, and is expected to result in future modifications to the strategy. The final Corridor Plan will incorporate the results of additional analysis and provide a final strategy resulting from additional analysis. The final Corridor Plan will then be adopted by ODOT as an element of the state transportation system plan.
There are instances where some of the issues addressed by a particular strategy are also directly or indirectly applicable to other issues. As an example, a regional connectivity issue (the ability to move from one region of the state to another) may also be related to a transportation balance issue (the availability and use of various modes of travel). A single strategy may address both issues without its separate inclusion in both categories. The goals and objectives are categorized by transportation measures to demonstrate how they address the policies and objectives of the OTP.
Some of the following goals and objectives may conflict with each other. For example, it may not be possible, in practice, to implement the economic goal of increasing industrial and recreational opportunities while maintaining or reducing congestion. These conflicts will be addressed in the more detailed planning process that will occur during Phase 2, Corridor Planning and Phase 3, Refinement Planning processes (see Chapter One).
Many of the strategy objectives apply to a specific portion of the Corridor, or to the western segment or to the eastern segment. However, if an objective does not state that it applies to a specific portion of the Corridor, it should be assumed to apply to the entire Corridor.
Highway 126 West Interim Corridor Strategy, April 1998 Transportation Balance Goal
Provide for a balanced mix of transportation modes to maintain a range of modal choice for urban and rural users of the corridor: commuters, transportation disadvantaged, and users of automobile, truck, rail, air, inter-city bus, bicycle, and pedestrian facilities.
Commuter Travel Objectives
Take steps to manage and reduce work commute trip impacts during the planning period through the following objectives:
1. Support multi-modal transportation facilities and services in Eugene and Veneta, and, to a lesser extent, in Elmira. For example, by: Preparing a refinement plan; Coordinating LTD routes and services, paratransit services and inter-city transit with bike, pedestrian, rail, and air facilities; Linking these facilities and services directly to activity centers (such as employment centers, shopping centers, and community centers) in each community and the 1-5 Corridor; Creating a process for coordination among the affected local governments and public agencies; and e Seeking financing for these planning efforts from state programs that fund projects to link transportation and land use.
2. Work with LTD and local communities to improve transit service. For example, by: Increasing bus service to Veneta (number of trips, number of stops); Improving bus service (e.g., consistent and convenient times) in Veneta; Increasing Park-and-Ride opportunities; Improving pedestrian access to transit service in urban and rural areas; Continuing to provide bus shelters and bicycle facilities as feasible; Investigating the possibility of express bus service between Veneta and Eugene; and e Designing employment and residential centers to enhance a transit system.
3. Develop and implement transportation demand management measures. For example, by: Enhancing partnerships among public agencies and between the public and private sector (e.g., Eugene-Springfield Metro Partnership, Lane County, LCOG, LTD, and major employers); and Increasing parking fees.
Highway 126 West Interim Corridor Strategy, April 1998 4. Construct system improvements, as identified through the refinement planning process. For example: Add one reversible HOV lane between Veneta and Eugene.
Transportation Disadvantaged Travel Objectives
1. Improve transportation services for seniors (a growing segment of the population) the disabled, children at risk, and low-income families. For example, by: Integrating service provision to these groups; Improving and enhancing inter-city bus service, particularly to reach medical facilities and social services; Supporting the creation of a new entity to provide specialized transportation services for the transportation disadvantaged who live in and around Florence; and Supporting the efforts of volunteer organizations, particularly in the more remote areas, where the cost of providing specialized transportation services is prohibitive.
Truck and Rail Objectives
1. Support freight rail service. For example, by: Working with the COPR and others to retain Class I1 and above track standards and to repair or replace the Coos Bay rail bridge; and Retaining land use designations of existing industrial sites, from Eugene to Coos Bay, that allow the types of industrial development that uses rail for freight transport.
2. Evaluate the feasibility of passenger rail service (including commuter service between Veneta and Eugene).
3. Take steps to provide inter-modal access to rail (e.g., auto, truck freight, bus, bicycle, pedestrian facilities).
4. Support efforts to provide multi-carrier Class I rail connections for the COPR in Eugene.
5. Support efforts to develop better Corridor connections to inter-city passenger rail services (i.e., AMTRAK) in Eugene.
Highway 126 West Interim Corridor Strategy, April 1998 Inter-City Bus Objectives
1. Work with inter-city carriers to increase the number of strategically located inter-city bus stops and to increase the frequency of service.
2. Improve inter-modal connections. For example, by: Continuing to install bus shelters and bike lockers in urban and rural areas, and maintaining these facilities at the highest feasible standard; and Creating multi-modal transportation facilities and services that create convenient and safe links with inter-city bus service in Eugene, Veneta, Florence, and, to a lesser extent, in rural communities along the Corridor.
Bicycle Travel Objectives
1. Improve access, mobility, and safety for bicycle travel along the Corridor. For example, by: Completing an adequate and connected bike system throughout the Corridor, i.e., a combination of consistent shoulder widths and off-street multi-use paths; and Developing roadside rest areas for bicyclists,
2. Enhance the inter-connection between bicycles and transit by planning and creating bicycle facilities at multi-modal facilities listed under other objectives of this Strategy.
3. Study alternative uses of the railroad right-of-way, such as rails-to-trails, in the event freight rail is no longer viable in the future.
Pedestrian Travel Objectives
I. Identify areas in urban and mral sections of the Corridor where pedestrian facilities are needed.
2. Meet identified pedestrian needs. For example, by: Upgrading pedestrian facilities to urban standards (curbs, gutters, and sidewalks) and filling in gaps in sidewalks within UGBs; Installing a center median or other pedestrian-safe area at intersections in urban areas; Providing adequate shoulder widths in rural areas with pedestrian activity; Designing walkways that are pleasant to use (e.g., shaded, quiet, separated from traffic); and Developing a refinement plan for the area between Veneta and Eugene that addresses pedestrian needs at the intersection of Highway 126 and Territorial Highway.
Highway 126 West Interim Corridor Strategy, April 1998 6-4 3. Improve pedestrian access to transit services through land use and transportation planning as described elsewhere in this Strategy.
Air Travel Objectives
1. Improve airport facilities to accommodate commuter flight service. For example, by: Studying whether local air travel could be an affordable transportation option in the future; and Investigating the need for navigational aids at the Florence airport.
1. Provide affordable multi-modal access to Eugene and Florence airports. For example, by: Improving bus access; Enhancing and coordinating local transit service with flight times; and Encouraging private sector providers and destinations to provide additional airport shuttle service.
Regional Connectivity Goal
Develop transportation facilities and services to provide a high degree of regional connectivity for users internal to the Corridor, including cities and unincorporated areas, as well as those passing through the Corridor.
Regional Connectivity Objectives
1. Improve regional connectivity through land use management, access management, and system improvements (e.g., passing lanes, re-alignments, and additional travel lanes).
2. Maintain travel times over the entire Corridor, focusing efforts particularly at the eastern end of the Corridor.
3. Design land use patterns that provide efficiency through connected streets and access to alternative modes.
4. Develop strategies for alternative modes to connect places along the Corridor. For example, by: Improving the facilities for inter-city bus (e.g., bus stations, Park-and-Ride lots); and Improving connections between all modes, including freight rail opportunities.
5. Maintain and preserve the road surface at a fair to very good pavement condition described in the HPMS while identifying and implementing preservation projects in those sections that are at a fair to very poor surface condition.
Highway 126 West Interim Corridor Strategy, April 1998 6-5 6. Use the Bridge Management System to identify bridges in need of maintenance, preservation, and replacement.
Highway Congestion Goal
Reduce congestion through cost-effective approaches that integrate level of service standards; system improvements; refinement planning; alternative mode strategies; and land use, access, and transportation demand management.
Highway Congestion Objectives
1. Maintain the Level of Service (LOS) standards in the OTP and OHP along the Corridor, and, where necessary, propose modifications to the OTP and OHP LOS policies during the Corridor planning and Highway Plan update processes.
2. Implement land use management and alternative mode strategies through comprehensive plan, transportation plan, and code amendments that plan for: A connected local street system, e Land use patterns and transportation facilities that accommodate alternative modes (buses, bicycles, and pedestrians); and Land uses that create safe and convenient inter-modal links, especially with inter-city bus service.
3. Identify specific areas along the Corridor for access management planning.
4. Implement demand management strategies (e.g., bus pass programs) by coordinating among public agencies and between the public and private sector (e.g., Eugene-Springfield Metro Partnership, Lane County, LCOG, LTD, Hyundai, Sacred Heart Hospital, the University of Oregon) to reduce reliance on the single-occupant automobile.
5. Plan system improvements to reduce congestion (e.g., passing lanes, re-alignments, additional travel lanes, shoulder-widening, turning lanes, and turnouts), as indicated under other goals and ob~ectivesin this Strategy.
6. Study and develop a plan to address congestion issues in areas impacted by special events such as the Oregon Country air,'^ the Rhododendron Festival, Lane County Fair, and other community celebrations.
7. Prepare a refinement plan, to address safety and congestion issues between Veneta and Eugene, that includes, at a minimum, the following elements: An analysis of safety and congestion issues in this area, including the Territorial Highway/Highway 126 intersection and other areas; l5 Changes were implemented for the 1997 Oregon Country Fair and were effective in reducing congestion during this special event. Highway 126 West Interim Corridor Strategy, April 1998 6-6 An analysis of environmental conditions and constraints; Review of relevant policies and projects (e.g., Transplan, West Eugene Parkway project); An analysis of alternatives that includes, at a minimum, maintaining current facilities, alternative routes (e.g., Clear Lake Road, Cantrell Road, Green Hill Road), alternative modes and inter-modal links, transportation demand management, access management, land use management strategies in Eugene and Veneta, and system improvements (e.g., a reversible HOV lane between Veneta and Eugene); A preferred alternative; and Citizen involvement.
Safety Goal
Improve all facets of transportation safety within the Corridor through road improvements, improved visibility, education, enforcement, and refinement planning.
Safety Objectives
Prioritize safety improvements (e.g., signing, guard rails, shoulder-widening, turning lanes, turnouts, lane markings and improvements listed under other goals and objectives) for cars, transit, bicycles, and pedestrians based on the severity and frequency of accidents; and, where appropriate, work with property owners on right-of-way acquisition. The following are examples of possible locations: Mile post 7 and Cushman area (flooding); Badger Mountain area; "S" curve west of Poodle Creek; Turnoff areas between Green Hill Road and Willow Creek Road; West 11 th Avenue; Bridges (widen where narrow);
Q Intersections with Highway 126 at Highway 101, Quince Street, Spmce Street, Xylo, Whittacker Creek, Territorial Highway, Ellmaker Street, Huston Street, Central Street, Beltline, North Fork Siuslaw Road, and at Mapleton turnoff; Just west of Tiernan (uneven pavement); Q Areas subject to icy conditions; Bus stops for school children; Mail carrier and service truck stops; and Logging access points (e.g., determine if logging operators' safety measures can be extended to Highway 126).
Highway 126 West Interim Corridor Strategy, April 1998 2. Improve visibility along the Corridor, especially in areas that are safety concerns, for example: Prune or remove vegetation consistent with environmental regulations and the Governor's Salmon Recovery efforts, where such actions would improve visibility, and work with the private sector where this would occur on private land; Increase shoulder striping (using longer-lasting plastic material) and install other reflective devices; Add lighting at bridges, Badger Mountain, North Fork Siuslaw Road, and other intersections; and maintain and add reflectors on bridges and in other places in conjunction with overlay projects; and Consider the use of motion sensors on lights.
3. Increase education and enforcement. For example: Improve or clarify signage in hazardous areas (passing zones, curved areas) and explore the use of innovative signage along the Corridor; Encourage headlights to be on at all times along sections of the Corridor (for example, work with the Oregon Driver and Motor Vehicles Services Division to address this in driver training materials); 0 Study the issue of speeding and address documented safety problems, including referring high-speed areas to the County Sheriff's office for patrol; and Consider pursuing legislative changes to allow local law enforcement agencies to double fines in safety corridors.
4. Prepare a refinement plan, to address safety and congestion issues between Veneta and Eugene, that includes, at a minimum, the following elements: An analysis of safety and congestion issues in this area, including the Territorial RoadIHighway 126 intersection and other areas; An analysis of environmental conditions and constraints; A review of relevant policies and projects (e.g., TransPlan, West Eugene Parkway project); 9 An analysis of alternatives that includes, at a minimum, maintaining current facilities, alternative routes (e.g., Clear Lake Road, Green Hill Road, Cantrell Road), alternative modes and inter-modal links, transportation demand management, access management, land use management strategies in Eugene and Veneta, and system improvements (e.g., a reversible HOV lane between Veneta and Eugene); A preferred alternative; and Citizen involvement.
Highway 126 West Interim Corridor Strategy, April 1998 Economic Goal
Promote economic health and diversity by the efficient movement of goods, services, and people and by retaining the viability of rail for freight transport, providing access to recreational opportunities, and providing appropriate access to natural areas that attract visitors to communities along the Corridor.
Economic Objectives
1. Encourage economic development in cities and unincorporated rural communities along the Corridor by retaining the viability of rail for freight transport to serve future industrial users. For example: Continue to support freight rail; and Retain industrial designations of land (e.g., in Mapleton) that could be marketed to rail users, consistent with Regional Strategies Goal 1: increase the raw supply and productive utilization of existing forest materials.
2. Continue to provide access to recreational opportunities along the Corridor (e.g., hiking, boating andlor fishing at Fern Ridge, Whittacker Creek, Richardson Bridge, Austa Bridge, Knowles Creek campground, Archie Knowles), including developing a transportation system that supports the Florence economy.
3. Construct transportation system improvements that provide appropriate access to designated natural areas (e.g., streams, riparian areas, and wetlands) that attract visitors to the communities along the Corridor.
4. Recognize and identify noxious weeds (e.g., Gorse) in the right-of-way as a potential threat to the productivity of both BLM lands and private lands along the Corridor.
5. Support sustainable development, for example, by: Encouraging employment opportunities that provide family wage jobs in Veneta, e Reducing inter-city commute trips, and Planning and designing transpoaation systems and facilities and land use patterns that attempt to reduce air pollution and promote bike, pedestrian, and transit travel.
Highway 126 West Interim Corridor Strategy, April 1998 Social and Land Use Goal
Provide an integrated land use and transportation system that maintains the quality of life, addresses social needs, and promotes transportation-efficient land use while providing a safe and efficient road system for automobiles.
Social and Land Use Objectives
1. Maintain the quality of life along the Corridor. For example, by: Maintaining and enhancing scenic, natural, and recreational resources (e.g., Scenic Highway designation; integrating watershed councils with ODOT's salmon recovery planning; tying into the NW Economic Adjustment Initiative; supporting access to parks, wetlands, turnouts by Fern Ridge Reservoir, mini-parks, road-side picnic areas, and multi-use paths); and Integrating Highway 126 into communities in addition to connecting communities from Eugene to the coast.
2. Address recreational needs along the Corridor. For example, by: 0 Identifying recreation improvements, especially access to waterways, including opportunities to strategically locate additional roadside rest areas.
3. Develop an integrated land use and transportation system that encourages alternative modes, enhances pedestrian and transit connections, and incorporates higher density and mixed land uses in urban areas. For example, by: Supporting connectivity in local street plans and providing building sites access to local roads that have access to Highway 126 (e.g., plan for alternative access to commercial areas adjacent to Highway 126 where access from the highway is prohibited); Increasing transit use; Coordinating with multi-modal facilities; and Developing a transportation system that supports a jobshousing balance and transportation-efficient development in urban areas and rural designations in rural areas (i.e., requires clustered development; redesignates land to support transit; and supports other land use strategies in the Eugene-Springfield, Veneta, Florence, and Lane County TSPs).
Highway 126 West Interim Corridor Strategy, April 1998 Environmental Goal
Provide a transportation system throughout the Highway 126 Corridor that is environmentally responsible, encourages the protection of natural resources, and maintains federal air quality standards.
Environmental Objectives
1. Identify and preserve wildlife habitat, high value wetlands, and rare plants (e.g., at Fern Ridge), minimize road construction impacts on wetlands, and, where needed, improve mitigation techniques to replace what is lost to construction.
2. Integrate riparian areas, watersheds, and migration corridors (see the Governor's Salmon Recovery documents for the Siuslaw River) and stormwater planning with corridor planning (e.g., provide retention basins with new road construction).
3. Coordinate with watershed councils (Siuslaw and Long Tom) to develop an education program about natural resource protection along the Corridor.
4. Develop an education program about ODOT's herbicide use along the Conidor (Integrated Vegetation Management System).
5. Design systems that will maintain Eugene's compliance with federal air quality standards.
6. Encourage increased use of transit and ride-sharing to help protect waterways from polluted run-off.
Energy Goal
Provide a transportation system that minimizes transportation-related energy consumption by using energy-efficient and appropriate modes of transportation for the movement of people, goods, and services.
Energy Objectives
1. Focus efforts on improving opportunities to use alternative modes. For example, by: Supporting passenger and freight rail movements; Improving local transit and inter-city bus service; Improving pedestrian facilities; Promoting car pooling, telecommuting, and other strategies for transportation demand management; Widening and maintaining shoulders and other facilities for bicyclists and pedestrians; and Improving alternative mode connections. Highway 126 West Interim Corridor Strategy, April 1998 2. Continue to promote technological answers to energy needs for transportation (e.g., alternative fuel efficiencies and composite materials for vehicles).
Highway 126 West Interim Corridor Strategy, April 1998 Appendix A Summary of the Public Involvement Program Summary of the Public Involvement Program
Purpose
The purpose of the Public Involvement Program is to work with the general public and stakeholders to identify the public issues and values regarding the Highway 126 West transportation corridor. The process included providing information and opportunities for involvement, as well as developing a structure through which ODOT and the local jurisdictions could begin to build lasting partnerships around transportation issues. This collaborative planning approach has proven to be beneficial in gathering information from the communities and ensuring that local jurisdictions and ODOT are working together at each step.
Participants and Process
The following groups participated in the process. Each group is described along with the public outreach techniques used to engage them in the dialogue.
Adjacent Property Owners, Residents, and Businesses
Direct mailings of newsletters, notices, and surveys were provided to all property owners, residents and businesses within one mile of either side of Highway 126 from the Eugene City limits to the City of Florence. All addresses in Florence and Veneta were included in these mailings. For this group within the City of Eugene, newspaper display ads and outreach to stakeholders and local business groups were used as well as an open house. Two series of open houses and interactive forums were held in Veneta and Florence and one in Eugene, for a total of five events. Each of these was well attended. More than 300 people participated in the overall process.
Local Jurisdictions, Federal and State Agencies, and Other Stakeholders
There were two groups in this category: those entlties with implementation responsibility or that are directly affected by the Corridor Strategy; and those entities that use the Corridor or otherwise have a stake in the Plan and, thus, need to be kept informed and involved.
The first group was represented by a Corridor Planning Management Team (CPMT), called a Steering Committee on this project. The Steering Committee met six times to provide input on Corridor planning issues and on the organization of the public involvement process, and to develop the Interim Corridor Strategy. A list of the members of the Steering Committee can be found in Appendix B.
The second group was comprised of organizations and individuals with a high interest in this Corridor. The group is called the Corridor Advisory Group (CAG) or, in this study, the
Highway 126 West Interim Corridor Strategy, April 1998 A- 1 Stakeholder Group (see Appendix B for members). This group did not meet because it was too large. They were involved through direct telephone and mail contact. They were encouraged to stay informed, keep their representative groups informed, and to provide input on behalf of their groups. Many stakeholders participated in the process by completing surveys and comment forms and attending open houses and forums.
The General Public
A mailing list of interested parties was maintained and expanded throughout the study. This list is made up of individuals who requested direct mailings on the project. Techniques used to involve the general public were newspaper display ads, several highly visible newspaper articles, radio and TV coverage, and community forums and open houses. In addition, draft reports with comment forms inserted and an accompanying poster display were made available throughout the Corridor, including city halls, libraries, and other key locations.
State-Wide Participants
Participation in all corridor planning efforts across the state poses a hardship for state-wide agencies and interest groups. As a result, a State-Wide Agency Coordinating Committee and a State-Wide Stakeholder Committee were formed to regularly bring together those with an interest in multiple corridors. These groups have had several opportunities for information and input on the development of the Highway 126 West Strategy.
Highway 126 West Interim Corridor Strategy, April 1998 Appendix B Steering Committee Stakeholder Groups And Interested Parties Highway 126 West Steering Committee Members
City of Florence
Roger McCorkle, Mayor Alternate: Robert Sneddon, Planning Commissioner Ken Hobson, City Manager Alternate: John Theilacker, Planning Director
City of Veneta
Tim Brooker, City Councilor Alternate: Galen Carpenter, Mayor Jan Wellman, City Administrator
City of Eugene
Jim Torrey, Mayor Dave Reinhard, Transportation Engineer Alternate: Jan Childs, Planning Director
Lane County
Ellie Dumdi, County Commissioner John Cole, Director of Land Management
Lane Transit District
Stefano Viggiano, Planning and Development Manager Alternate: Lisa Gardner, Transit Planner
Oregon Department of Transportation
Nick Arnis, Region 2 Planner John DeTar, Senior Region Planner
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West Steering Committee Members, Continued
Oregon Department of Land Conservation and Development
Mark Radabaugh, Field Representative
Oregon House of Representatives
Jim Welsh, State Representative (mailing list only; did not participate in meetings)
U.S. Forest Service (Siuslaw National Forest)
Bill Helphinstine, Mapleton District Ranger
U.S. Army Corps of Engineers
James Beal, Supervisory Park Ranger
U.S. Bureau of Land Management
Terry Hueth, Area Manager
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West Stakeholders And Interested Parties
Stakeholders
Automobile Association of America Central Lincoln Public Utilities District (PUD) Convention and Visitors' Association of Lane County Eugene Chamber of Commerce Fern Ridge School District Florence Airport Florence Chamber of Commerce Florence Fire Department City of Dunes City Florence Police Florence Sheriffs Office Friends of Florence Laidlaw Transit Inc. LCC at Florence Lane County Fire District #I Lane County Sheriff Lane Regional Air Pollution Authority Major employers Major land owners Mapleton Response Team Mapleton Rural Fire Protection District (RFPD) Mapleton School District #32 Natural Resources Conservation Service Oregon Country Fair Oregon Forest Products Transportation Association Oregon State Police Paratransit Services Port of Siuslaw Porter Stages Motor Carrier Transportation Branch Railroad Operators Railtex U.S. Department of Agriculture Rural Development School Bus Service Providers Siuslaw RFPD
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West Stakeholders And Interested Parties, Continued
Oregon Tourism Commission Swisshome-Deadwood RFPD Utilities Central Lincoln PUD Fern Ridge Community Response Team Veneta Sheriff's Office West Lane Ambulance District Zumw a1 t RFPD
Interested Parties
Ambulance services American Association of Retired People American Legion #59 Center for Appropriate Transport Central Grange City of Dunes City Coast Guard Elks Lodge #I858 Elmira Grange #523 Emerald Empire Railroad Eugene Airport Eugene Bicycle Coalition Farming organizations Fish and Wildlife Department Florence Area Coordinating Council Florence City Council Florence Masonic Lodge Florence Moose Lodge Florence Sheriff's Office Florence Taxi Florence Transportation Advisory Committee Freightl'imber Haulers Garbage disposal/recycling services Grange Halls GEARS (Greater Eugene Area Riders)
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West Stakeholders And Interested Parties, Continued
Kiwanis Lane County Farm Bureau Lane County Land Owners' Association Lane County Parks Lane County Planning Commission Lane County Roads Advisory Committee Lions Club (Florence) Mapleton Sheriffs Office Mapleton Water District Media (print, radio, TV, internet) Northwest Regional Advisory Committee for the Oregon Transportation Initiative Associated Oregon Loggers Oregon Military Department (National Guard) Oregon State Representatives (Lane County) Oregon State Senators (Lane County) Oregon Transportation Initiative Public Works Directors (Lane County, cities) Realtors and developers Recreation ProvidersIUsers Roads Advisory Committee Rotary International Siuslaw Area Womens' Center Siuslaw Soil & Water Conservation District District 47 Telecommunication companies (fiber optic lines and data transmission) US Postal Service US Representatives (4th~istrict) US Senators Western Lane Community Development
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West State-Wide Agency Coordination Committee
Jim Coker Oregon Economic Development 755 Summer Street NE Salem OR 97310
Bob Cortright Department of Land Conversation and Development 1 175 Court Street NE Salem OR 973 10
Howard Harris Oregon Department of Environmental Quality 8 1 1 SW 6thAvenue Portland OR 97204
Jan Houck Oregon Department of Parks and Recreation 1 1 15 Commercial Street NE Salem OR 973 10
Bill Kolzow USDA Forest Service PO Box 3623 Portland OR 97212
Fred Patron Federal Highway Administration 530 Center Street NE #I00 Salem OR 94310
Sam Sadler Oregon Department of Energy 625 NE Marion Street Salem OR 973 10
Joel Shaich U.S. Environmental Protection Agency 8 1 1 SW 6thAvenue Portland OR 97204
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West State-Wide Agency Coordination Committee, Continued
Loren Simonds Oregon Department of Human Resources 500 Summer Street NE Salem OR 973 10
Patty Snow Oregon Department of Fish and Wildlife P.O. Box 59 Portland OR 97207
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West State-Wide Stakeholders
Ken Armstrong Oregon Public Ports Association 1288 Center Street NE Salem OR 973 10
Keith Bartholomew 1000 Friends of Oregon 534 SW 3rd#300 Portland OR 97204
David Berenberg League of Oregon Cities Salem OR 973 10
Rex Burkholder Oregon Bike Advisory Committee 1912 NE 1lth Portland OR 97212
Naveen Chandra, Dave Tovey Confederated Tribes of Umatilla PO Box 638 Pendleton OR 97801
John Charles Oregon Environmental Council 520 SW 4" #940 Portland OR 97204
Sherrin Coleman Rogue Valley Transit 3200 Crater Lake Avenue Medford OR 97405
Terri Cowling Oregon Association Of Convention and Visitors' Bureau 801 SW Highway 101 #1 Lincoln City OR 97367
Everett Cutter Oregon Railroad Association 644 1 SW Canyon Court #260 Portland OR 97221
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West State-Wide Stakeholders, Continued
James Howell Citizens for Better Transit 6 110 SE Ankeny Street Portland OR 97215
Dell Isham Government Relations Consultant P.O. Box 13024 Salem OR 97309
Michael Meredith Oregon Trucking Association 5940 North Basin Avenue Portland OR 97221
Fred Nessbaum AORTA 65 10 SW Barnes Road Portland OR 97225
Ernest Palmer Oregon Transit Association 11 30 Adams Street Klamath Falls OR 97601
Bill Penhollow Association of Oregon Counties P.0. Box 12729 Salem OR 97217
Jackie Shepherd CORIL 20436 Clay Pigeon Court Bend OR 97702
Jim Witty Association of Oregon Industries 3 17 SW Alder Suite 450 Portland OR 97204
David Zagel AORTA 3 104 NE Schuyler Portland OR 97225
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West Interim Corridor Strategy, April 1998 Appendix C Overview of Oregon Highway Monitoring System OVERVIEW OF =ATEWIDE CORRIDORS ODOT Review Draft -- 6/95
Florence - Eugene
Transportation Facilities and Se~ces
Hiqhwavs
This corridor includes Oregon Route 126 from the junction with US 101 in Florence to the junction with Interstate 105 in Eugene and lnterstate 105 the junction with Interstate 5.
Rail Lines
The Coos Bay Line of the Central Oregon and Pacific Railway runs between the Southern Pacific main line in Eugene and Cushman in this corridor. This line runs down the coast through Reedsport and Coos Bay and terminates in Coquille. OR 126 crosses the railroad at Cushman, and between Richadson and Globe (west of Eugene), and in Eugene. Along the Siuslaw River and between Veneta and Eugene, OR 126 is located adjacent to or nearby this rail line.
Airports and Air Passenqer Service
The Eugene Airport is located north of OR 126 and west of Eugene. Nonstop commercial air passenger flights are available to Portland (7 flights). From Portland. connecting flights can be made to the following destinations: North Bend (4 flights), Medford (7 flights), Redmond (7 flights), Pendleton (5 flights), Boise (5 flights), Pasco (4 flights), Walla Walla (3 flights) and Klamath Falls (4 flights).
The following general aviation airports are located in the general vicinity of the conidor: Florence Municipal Airport is in Florence to the west of US 101. (Level 3) Note: The level number shown in parentheses identifies the state importance level of the airport.
Ports
The Port of Siuslaw is a shallow draff port that handles minimal amounts of c%rgo.
Intercity Surface Public Transportation
Porter Stage Lines runs two round trips buses between Florence and Eugene. Eugene is a stop for Greyhound buses and Amtrak providing senrice in the I-5/OR 48RIS 97 corridors. Florence is a stop for Greyhound and Porter Stage tines buses running along the US 101 conidor.
Oil and Gas Pipelines
The Southem Pacific oil pipeline terminates to the north of the corridor near Belt Line Road. The Northwest Pipeline Corporation natural gas transmission line crosses 1-105 at the 1-5 interchange. Natural gas service is provided to the Eugene area. ,
NOTE: The analysis that follows does not include the portion of the corridor that traverses city streets between Belt Line Highway and OR 99W (W. 6th 8 W. 7th, see page 6.28 and Appendix A). This portion of the corridor and a portion to the west will be replaced by the 'West 11th - Garfield Street" project which is scheduled for construction. Highway 126 West Interim Corridor Strategy, April 1998 C-1 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 6/95
Florence - Eugene
Travel In The Corridor
1992 Highway Traffic Volumes* in the Corridor
1992 Highway Truck Traffic Volumes in the Corridor
. - 1972 - 1992 Annual Highway Traffic Growth Rates
1992 Freight Movement in the Corridor Travel Mode
Coos Bay branch line AIR 20-005 Noti Marine freight is minimal
Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 6/95
Florence - Eugene
Analvsis of Highway Travel Time
Travel Times of Cars and Trucks Travel Time Average time Statewide Average Mlnuteflrip Minutesyile MinuteslMile (carhruck) (carltruck) (carltruck) 93 I 113 1.53 1 1.86 1.36 / 1.80 108 / 124 1.78 1 2.04 1.47 / 1.87 201 6 Improvements 70 / 91 1.15 1 1.50 1.23 / 1.66 i 'All Scenarios Assume High Management
Changes in Travel Times Time Change T~meChange Statewide Average Minutes Percent Percent (carhruck) (carltruck) (carhruck) 1996 to 2016 No Improvements 15 / 11 16 / 10 8.2 / 4.4 -23 / -22 -25 / -19 -8.8 1 -7.1
Comparison of the Effects of Management and lmprovements on Time Travel II 2016 Scenario II Travel Time 1 Travel Time I Travel Time 11 It I Minuteflrip I Reduction' I Percentage of 11 1 Average All Vehicles I Minuteflrip I Maximum Reduction I No lmprovemenWLow Management I 112 I 0 1 0 No ImprovementsR(igh Management 1 110 I 2 I 5 11 Im~rovementdLowManaaement 1, 77 35 90
Time Savings* at Various Capacity Improvement Investment Levels
Average Cost of Capacity lmprovements that Compensate for Low Management: $7 Million' '2016 No Improvement/l-ow Management vs. 2016 No ImprovemenUHigh Management: (100,000130) x 2.
Highway 126 West Interim Corridor Strategy, April 1998 C-3 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 11/95
Florence - Eugene
Analysis of Highway Conpestion, Safety and Operating Costs
Proportion of Corridor Subject to Congestion- in 1996 and 2016 (percent) t Congestion Level 1996 2016 No Improvements Statewide Average 2016 No lmprovements High Congestion 10 38 17 Moderate Congestion 30 48 I 21 - ,I Low Congestion 11 60 I 14 I 62
Congestion- Reduction at Various Capacity lmprovement Investment Levels lmprovement Costs Reduction In Percent 11 (thousands)
$1,000 3 $5.000 H 7
Number of High Accident Locations 11 Corridor fi Statewide Average 11 (locationslmile) 11 (locationslmile) I 0.8 0.54
Comparison of Accidents and Accident Rates
'Accidents Per Million Vehicle Miles of Travel "All sharp curves realigned
Comparison of Car and Tmck Total Yearly Operating Costs k Year/Scenano8 11 Total Operating Costs 1
2016 No lmprovements 2016 lmprovements 'All Scenarios Assume High Management
Highway 126 West Interim Corridor Strategy, April 1998 OVERVLEW OF STATEWIDE CORRIDORS ODOT Review Drafl - 6/95
Florence - Eugene
Motorist Survey Results
Reason for Using Corridor
Commuting To Work Work/Business I ~ecreation/PIeasdre Personal Needs I 0 10 20 30 40 50 60 70 80 90 Percent of Responses
Frequency of Corridor Use
Daily 2 or More Times Weekly Weekly Twice Monthly Monthly Few Times Yearly
0 10 20 30 40 50 60 70 80 90 krcent of Responses
What Users Like Most About Corridor
Scenery S hon Travel Time Safety Ease of Access Other
0 . 10 20 30 40 50 60 70 80 90
Allocation of Discretionary Funds
Travel Time Safety 1 Environment Public Transportation Ped/Bic yc le Other I
Percent of Funds
-- ( .All Statewide Corridors ~Florence- Eugene Corridor I
Highway 126 West interim Corridor Strategy, April 1998 C-5 OVERVlEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95
Florence - Eugene
Traf5c Volume Trends
All Trafic
YEAR
YEAR
Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 6/95
Florence - Eugene
Traftlc Volume Trends
All Traffic
YEAR
Trucks
VJ 4,000 Y 3,000 :IY t 2,000 0 0 1,m = 0 . .- 1970 1975 1980 1985 1990 1995 2000 M05 2010 2015 2020 YEAR
Alaomatic Recorder 20-008 Hwy #227 M.P. 2.82 west of i-5 in Eugene)
Highway 126 West Interim Corridor Strategy, April 1998 OVERmOF STmEWIDE CORRIDORS ODOT Review Draft - 6/95
Florence - Eugene
Automobile and Truck Travel Times
Car
EXJS~NG NO GECMZTRK CAPACITY GEOMORICL hPROMMENTS IMPROEM€NTS lhAPROMMENTS CAPACrPl iMPROVEMENTS
mnm NO GEOMETR#: CAPACITY GE~C-3 wa~0-h~ -0-S NTS CAPACrrY IMPROVEMENTS
Highway 126 West Interim Corridor Strategy, April 1998 OVERVLEW OF STATEWE CORRIDORS ODOT Review Draft - 1 1/95
Florence - Eugene
Effects of Management on Travel Time
- WSTPK; NO NO GECMETRK & GEOMETRK; & IMPROVEMENTS Ih(PR0VEMENTS CAPACITY CAPACITI LOWMGMT. MGH MGMT. WROVEMENTS IMPROVEMENTS LOWMGM. HIGH MGMT.
Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STATEWIDE CORRlDORS ODOT Review Draft - 1 1/95
Florence - Eugene
Relative Cost Effectiveness of Saving Travel Time Time Saved Per Dav
701)
600 500 400 300
203
101)
0 0 80,m 128,000 1SO,m m.m CUMULATIVE COST ($000)
Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 6/95
Florence - Eugene
Relative Cost Effectiveness of Saving Travel Time Time Saved Per Trip
35 30 25 20
15
10 5 0 0 lo0.m 150,000
GUMChATNE COST ($000)
Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STATEWIDE COREUDORS ODOT Review Draft - 6/95
Florence - Eugene
Present and Future Highway- Congestion
1996 - Existing HlGH CONGESTION 10%
MODERATE CONGESTION 30% LOW CONGESTION 60%
2016 - No Improvements LOW CONGESTION 1 4% HlGH CONGESTION 3 8%
MODE CONGESTION 4 8%
Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - '6195
Florence - Eugene
Relative Cost Effectiveness of Reducing Con~estion
Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 11/95
Florence - Eugene
Total Yearly Operating Costs*
Car
Truck
Total operating cost is the sum of travel time, ownership and vehicle running costs.
Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STMEWIDE CORRIDORS ODOT Review Draft - 6/95
Florence - Eugene
Yearly Fuel Consumption
Car
Truck
Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 12/95
Florence - Eugene
Highway Congestion
1996 EXISTING A ------.ww.:c ------
30 [------
2016 NO IMPROVEMENTS, ------HIGH MANAGEMENT
------IMPROVEMENTS. z HlGH MANAGEMENT
------X) - 2016 CAPACITY ------IMPROVEMENTS, . .- 10 HlGH MANAGEMENT 0 1
2016 GEOMETRJC ------AND CAPACITY ------IMPROEMENTS, HIGH MANAGEMEMT
..> SEGMENTS SCENARIO
Highway 126 West Interim Comdor Strategy, April 1998 OVERVIEW OF SDU'EWIDE CORR.IDORS ODOT Review Draft - 6/95
Florence - Eugene
Highway Congestion
Miles of High Congestion By Section SCENARIO SEC. 1 SEC.2 SEC.3 SEC. 4 SEC. 5 0.0 4.0 0.0 1.8 0.0
Miles of Moderate Congestion By Section * SCENAfUO SEC. 1 SEC.2 SEC.3 SEC. 4 SEC. 5 il 0.6 5.6 26 8.4 1.3
Miles of Low Congestion By Section
Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft--- 12/95
Florence - Eugene Travel Time
1996 EXISTING
2016 NO IMPROVEMENTS, HlGH MANAGEMENT
2016 NO IMPROVEMENTS, LOW MANAGEMENT
2016 GEOMETRIC IMPROVEMENTS. HlGH MANAGEMENT
2016 CAPACITY IMPROVEhlENTS, HlGH MANAGEMENT
2016 GEOMmC ANDCAPACITY IMPROVEMENTS. HlGH MANAGEMENT
2016 GEOMETRIC AND CAPACITY IMPROVEMENTS, LOW MANAGEMENT
SEGMENTS SCENARIO Highway 126 West Interim Corridor Strategy, April 1998 C-18 OVERVIEW OF STATEWIDE COMDORS ODOT Review Draft - 12/95
Florence - Eugene Travel Time
ALL VEHICLES
-- 2.0 ------1.8 ------1.6 ------2016 NO IMPROVEMENTS, HlGH MANAGEMENT
2016 NO IMPROVEMENTS. LOW MANAGEMENT
2016 GEOMRRlC IMPROVEMENTS, HlGH MANAGEMENT
2016 CAPACTTY IMPROVEMENTS, HlGH MANAGEMEEIT
2016 GEOMETWG ANDCAPACW IMPROVEMENTS. HlGH MANAGEMENT
2016 GEOMETRIC AND CAPACITY IMPROVEMENTS. LOW MANAGEMENT
SEGMENTS SCENARIO Highway 126 West Interim Corridor Strategy, April 1998 C-19 OVERVIEW OF STNEWIDE CORRIDORS ODOT Review Draft - 6/95
Florence - Eugene
Travel Time
Car Travel Times in Minutes Per Mile By Section
Highway 126 West Interim Corridor Strategy, April 1998 OVERWW OF STATEWIDE C0RRU)ORS ODOT Review Draft - 6/95
Florence - Eugene
bghwav Accident Analvsis
Highway Accident Rates 1991 - 1993
' Reported accidents. Rate expressed as number of accidents per milri vehide miof highway bavel. For all non-freeway sedions of primary 'Only indudes cities over 5,000 population.
Highway Fatalities "191 - 1993
SEGMENT Number of accidents that lnvolved only fatalities Number of fatalities per hundred million vehicle miles of travel Only includes cities over 5.000 population. Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 6/95
Florence - Eugene
Highwav Accident Analysis
Highway Accidents By Accident Type 1991 - 1993
Highway Accidents By Vehicle Type 1991 - 1993
11 FLORENCE-EUGENE n 91 1 6 1 3 11
I I! I! SEGMENT 5 fl 91 I 6 I 3 Bicycle, pedestrian, motorcycle, farm vehicle. etc.
Highway 126 West Interim Corridor Strategy, April 1998 O~R~wOF STmEWIDE CORRIDORS ODOT Review Draft - 6/95
Florence - Eugene
Highwav Accident Analysis
Highway Accidents By Environmental Factors 1991 - 1993
Highway Accidents By Driver Factors 1991 - 1993
Percent of fatality or injury accidents that invohred a driwr who was driving under the influence (DUI) of alcohol or drugs.
Highway 126 West Interim Corridor Strategy, April 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 1/96
Florence - Eugene
Hihway Performance Characteristics
2 3 i4I 5 1 CORRIDOR SEGMENT
FLORENCE - EUGENE M (OR-126) . .
v, 0 0 m oirn 0 mi N N mjm -? bi
H
Y SPEED REDUCTION
H
Y TIME SAVED - L COST EFFECTIVENESS
H Y
L CONGESTION LEVEL ,2376
n
Y L ACCIDENT LEVEL
n
Y HORIZONTAL CURVATURE L INADEQUACY
H
M MRTlCAL GRADE L INADEQUACY
H
H ROADWAY WIDTH L INADEQUACY
Highway 126 West Interim Corridor Strategy, April 1998 Explanation of Data
Travel in the Corridor
This set of tables complements the description of transportation services by providing information on highway traffic volumes, traffic growth rates, and the tonnage of freight moved on rail, highways, and water. Following is a brief explanation of each of the tables in this section.
1992 Highwav Traffic Volumes in Corridor
The table shows the number and percentage of miles in a Corridor whose average daily traffic (ADT) volume is within each of the seven listed categories. For comparison, it shows the percentage of miles of all state-wide highways in each of the traffic volume categories. This information is based on traffic counts taken by the Oregon Department of Transportation (ODOT).
1992 Highway-Truck Traffic Volumes in Corridor
The table shows the number and percentage of miles in a Corridor whose truck ADT is within in each of four traffic volume categories. For comparison, it shows the percentage of miles on all state-wide highways-in each of the truck volume categories. This information is based on traffic counts taken by ODOT.
1972 - 1992 Annual Highwav Traffic Growth Rates
The table shows the number and percentage of miles in a Corridor for each of three traffic growth rate categories. Traffic growth rates were estimated through a linear regression analysis of ODOT traffic count data over the 1972 to 1992 time period. (Traffic growth trends are shown in graph form in a later section of the report.) For comparison, the table shows the percentage of miles of all state-wide highways in each of the growth rate categories.
1992 Freight Movement in the Conridor
The table shows the tons of cargo moved in the Corridor by rail, truck, and water. Rail cargo is only shown for major rail lines, not for branch lines. Freight rail information comes from the respective railroads. Truck freight information was estimated by multiplying the traffic volumes for each truck size category by the average cargo weights for each size category as determined in ODOT's highway cost responsibility study. The source of waterborne freight information is the U.S. Army Corps of Engineers (ACOE) document, Waterborne Commerce of the United States (1990).
Highway 126 West Interim Corridor Strategy, April 1998 Analvsis of Highwav Travel Time
The set of tables on this page show travel time related information under various scenarios. The information included in these tables was calculated using the Highway Performance Monitoring System Analytical Package (HPMSAP). Travel times calculated by the HPMSAP are based on speed limits, congestion levels, development types (rural, community, or urban), number of lanes, passing sight distance (rural only), pavement conditions, curves, grades, speed changes and stop cycles, and idling times.
Seven scenarios were analyzed:
1996 (Base Year) 2016, No Improvement, High Management 2016, No Improvement, Low Management 2016, Geometric Improvements, High Management 201 6, Capacity Improvements, High Management @ 2016, Geometric and Capacity Improvements, High Management
@ 2016, Geometric and Capacity Improvements, Low Management
1996 was chosen as the base year to coordinate the Corridor analysis with the development of local transportation system plans that are to be completed by 1996. The 1996 base scenario considers the condition of the highway as it existed in 1992 and traffic levels projected for 1996. Improvements identified in the Statewide Transportation Improvement Program (STIP) but not yet built were not included in the base scenario analysis because of uncertainties in knowing the full nature of these improvements and which might be completed by 1996. The planning horizon, 2016, was established 20 years later than the base year. The future year scenarios combine several improvement and management levels. The purpose of the scenarios is to give people an understanding of a range of possible futures and their effects on highway performance.
The no-improvement scenario assumes that pavements will be maintained, but that neither roadway geometry (width, curvature, grades) nor roadway capacity (number of traffic lanes) will be improved. The geometric improvement scenario assumes that all geometric deficiencies are improved. The capacity improvement scenarlo assumes that all geometric deficiencies are improved. Geometric and capacity deficiencies are defined when performance levels fall below the minimum tolerable conditions (MTCs) identified in the 1991 Highway Plan within the planning horizon. The MTCs are less than design standards in a number of respects. Therefore, the geometric and capacity improvement scenarios do not assume upgrading a highway Corridor to present design standards.
The two management options estimate the possible effects of future land development on performance. The ITIS database identifies city limits, urban growth boundaries, and the general character of the roadside environment (urban, community, rural). The high-management option assumes that despite changes in land use, the general operating characteristics of the highway
Highway 126 West Interim Corridor Strategy, April 1998 C-26 will not change. This might be accomplished through judicious land use planning, local road construction and access management. The low-management scenario assumes that changes in highway operating characteristics will change as a result of future changes in land use. Specifically, it is assumed that urban fringe areas within urban growth boundaries would become urban in character and that tower speed zones would be imposed in these areas for safety purposes (45 mph and 40 mph speed zones would be reduced to 30 mph and 25 mph respectively).
The HPMSAP computes travel times as a weighted average of travel times over the range of traffic flows present in the Corridor. Rather than using a peak hour or average condition, the model divides the 24-hour day into several time periods with each reflecting the different levels of congestion that occur. A maximum of 12 different time periods or congestion levels is used, based on the ADTIcapacity ratio and the facility type. The calculations for each of these periods are then aggregated as a weighted average.
Travel Times of Cars and Trucks
The table shows the average car and truck travel times under the base case scenario, a no- improvement scenario, and an improvement scenario. Both the 2016 scenarios assume high management. The improvement scenario assumes that geometric and capacity deficiencies identified in the planning period are corrected. The information in the table is presented as the average number of minutes to travel the length of the Corridor as well as the average minutes per mile of travel. The average travel speed for the Corridor can be calculated by multiplying the reciprocal of the second column by 60. The average travel rate in minutes per mile is also presented for all state-wide highways for comparison.
Changes in Travel Times
The table shows the difference in travel times between the base year scenario and each of the future year scenarios presented in the table above. The information is presented in the same format as that of the previous table as well.
The table shows the average travel times of all vehicles to travel the length of the Corridor under four future year scenarios that combine improvement and management options. (Note that automobile and truck travel times are averaged in this table.) The second column shows the difference in travel time between the no-improvement/low-management scenario and each of the other scenarios. This enables the reader to compare the relative effects of improvement and management on travel times. The last column provides the same information for all state-wide highways for comparison purposes.
Highway 126 West Interim Corridor Strategy, April 1998 Time Savings at Various Capacity Improvement Investment Levels
The table shows the amount of travel time savings that might be achieved relative to the 2016 no-improvement scenario at various levels of investment in capacity improvements. Only capacity improvements are presented because the cost data on geometric improvements are inadequate to make such an assessment. One-hundred million dollars is the maximum investment level shown in the table even though the HPMSAP identified even greater amounts necessary on some corridors to correct deficiencies. The time savings are presented in terms of minutes per trip to travel the length of the Corridor and in thousands of vehicle hours saved per year. The latter quantity is also presented for all state-wide highways to provide a comparison.
Average Cost of Capacity Improvements that Compensate for Low Management
The last item presented on this page provides a rough estimate of the value of management in terms of the average cost of capacity improvements that would be necessary to make up for the difference in travel times between the low-management and high-management scenarios. The time difference that goes into the calculation is the difference in travel time in minutes per trip between the no-improvement/low-management scenario and no-improvementhigh-management scenario. The reader should note that access management has significant safety benefits that are not considered in this calculation. Also, the costs of putting access management measures in place are not included because no generalized data on it are available.
Analvsis of Highway Congestion, Safetv, and Operating Costs
The first two tables on this page present congestion information calculated using the HPMSAP. The analytical package computes volume to service flow (VISF) ratios at peak hour conditions (30th highest hour) using procedures as outlined by the 1985 Highway Capacity Manual. VISF ratios were translated into categories of low, moderate, and high congestion as follows: e Low congestion corresponds to v/sf ratios that indicate stable to free flowing traffic conditions with low to moderate traffic volumes (Level of Service (LOS) A, B or C). Speed Is restricted only slightly by traffic, if at all. There is high maneuverability and driving comfort and convenience with little or no delays.
Moderate congestion corresponds to VISF ratios for traffic flows approaching unstable levels LOS D). On rural two-lane highways, speeds fall below 50 mph, fairly long lines of cars form, and passing becomes extremely difficult. In urban areas, average travel speeds fall to about 40 percent of free-flow speeds and small increases in traffic can significantly increase delay at intersections.
High congestion corresponds to VISF ratios for traffic flow conditions that are unstable or that exceed roadway capacity (LOS E or F). Under conditions of high congestion, a driver on a rural two-lane highway will be traveling in long lines of traffic at considerably less than the posted speed and passing will be virtually impossible. A driver on an urban road will be
Highway 126 West Interim Corridor Strategy, April 1998 C-28 traveling at substantially reduced speeds and will experience considerable delay at intersections. Under these conditions, even minor incidents can trigger stop and go traffic.
Proportion of Corridor Subiect to Congestion in 1996 and 2016
The table compares congestion levels for the 1996 scenario and 201 6 no-improvement scenario. High management is assumed so that the scenarios can be compared. The information is presented as the percentage of the Corridor at each congestion level. The average for all state- wide highways is also presented for comparison purposes.
Congestion Reduction at Various Capacity Improvement Investment Levels
The table shows the amount of reduction in the percentage of the Corridor that is highly congested at various levels of investment in capacity improvements. Only capacity improvements are presented because the cost data on geometric improvements are inadequate to make such an assessment. 100 million dollars is the maximum investment level shown in the table even though the HPMSAP identified even greater amounts necessary on some Corridors to correct deficiencies. This information is also presented for all state-wide highways to provide a comparison.
Number of High Accident Locations
The information in this table comes from ODOT's Safety Priority Index System (SPIS). Highway sections are categorized by accident frequency, accident rate and accident severity. High accident locations are those places with a SPIS index that is within the top 10 percent for all locations on state highways. The table normalizes the data as the number of high accident locations per mile and provides a comparison with the average for all state-wide highways.
Comparison of Accidents and Accident Rates
The table presents the number of accidents and accident rates from 1992 and projections for the 20 16 no-improvement and 201 6 improvement scenarios. Under the no-improvement scenario, it is assumed that the accident rate will not change from the 1992 rate. The projected number of accidents for this scenario is therefore the 1992 accident rate multiplied by the number of vehicle miles projected to bee traveled in 2016 in millions, Under the 2016 improvement scenario, the effects of curvature reduction are computed to yield an estimated number of accidents and accident rate. Only the effects of curvature reduction are calculated for this table.
Comparison of Car and Truck Total Yearly Operating: Costs
This table compares operating costs for the 1996 base year, 2016 no-improvement scenario, and 2016 improvement scenario. The total operating costs presented in this table include the costs of fuel, lubricating oil, tires, maintenance and repairs, use-related depreciation, and the value of time. These costs are based on speed and grace with adjustments made for the effects of curves,
Highway 126 West Interim Corridor Strategy, April 1998 speed change and stop cycles, pavement condition, and idling time. The averages for all state- wide highways are provided for comparison.
Motorist Survey Results
This section displays some of the results from a survey administered to 4,000 randomly selected licensed drivers living in Oregon. Each person surveyed was shown a map identifying all of the Corridors and was asked to choose two Corridors with which they were most familiar. They were then asked a number of questions about those corridors. The charts presented in this section illustrate the responses to the following four questions:
What is your primary reason for using this transportation corridor?
On average, how often do you use this corridor?
What do you like most about this transportation corridor?
ODOT is interested in knowing how you feel they should spend money in this highway Corridor. Using the categories listed below, please assign the percentage of available funds that you feel should be allocated for each of the factors listed. Please be sure that your numbers add up to 100 percent.
The survey is documented in 1993 Oregon Department of Transportation Highway Corridor Study by the University of Oregon Community Planning Workshop.
Traffic Volume Trends
Traffic volumes at permanent traffic recorder sites on the Corridor are shown for all vehicles and for trucks. The projected 1996 and 2016 traffic volumes are also shown.
Automobile and Truck Travel Times
Two sets of bar graphs show automobile and truck travel times for all of the high-management scenarios. The scenarios are described above.
Effects of Management on Travel Time
The bar graph shows the same information presented in the table Comparison of the EfSects of Management and Improvements on Travel Time with the addition of 1996 base year information.
Relative Cost Effectiveness of Saving Travel Time (Time Saved Per Day and Time Saved Per Tri~)
These two graphs show the amount of travel time savings that might be achieved relative to the 2016 no-improvement scenario at various levels of investment in capacity improvements. Only
Highway 126 West Interim Corridor Strategy, April 1998 C-30 capacity improvements are presented because the cost data on geometric improvements are inadequate to make such an assessment. The time savings are presented in terms of minutes per trip to travel the length of the Corridor and in terms of the total time saved per day by all vehicles.
The cost of improvements was estimated using the same unit costs as those used by the 1993 Oregon Roads Finance Study. These are average costs differentiated by improvement type and by terrain (level, rolling, or mountainous). They do not, however, take into account areas where extraordinary costs would be required.
Present and Future Hiehwav Congestion
Two pie charts illustrate the information contained in the table titled Proportion of Corridor Subject to Congestion in 1996 and 201 6,
Relative Cost Effectiveness of Reducin~Conpestion
A graph illustrates the proportion of the Corridor that would be highly congested in 2016 with various levels of spending on capacity improvements. Only capacity improvements are presented because the cost data on geometric improvements is inadequate to make such an assessment.
The cost of improvements was estimated using the same unit costs as those used by the 1993 Oregon Roads Finance Study. These are average costs differentiated by improvement type and by terrain (level, rolling, or mountainous). They do not, however, take into account areas where extraordinary costs would be required.
Total Yearlv Operating Costs Comparisons
The bar charts in this section illustrate total yearly operating costs for automobiles and trucks. These charts provide infomation on more scenarios than is provided in the table Comparison of Car and Truck Total Yearly Operating Costs. As with that table, operating cost include the costs of fuel, lubricating oil, tires, maintenance and repairs, use-related depredation, and the value of time.
Yearlv Fuel Consumption
These bar charts illustrate projections in car and truck fuel consumption. Values are based on speeds and grades with adjustments made for the effects of curves, speed change and stop cycles, pavement conditions, and idling time. It should be noted that these effects on fuel consumption are not necessarily straight forward or cumulative. Geometric improvements will generally increase speeds and thus increase fuel consumption, but may also affect speed change cycles, especially for trucks, and possibly reduce fuel consumption. Similarly, capacity improvements will reduce congestion and increase speed and fuel consumption, but may also reduce speed changes, stop cycles and idling times, and fuel consumption as well.
Highway 126 West Interim Corridor Strategy, April 1998 C-3 1 Highway Congestion (segment bar charts and tables)
The bar charts and tables show the number of miles of each segment of the Corridor in each of the congestion categories for all of the high-management scenarios. Only the high-management scenarios were simulated to maintain comparability of results. Low- and high-management scenarios can not be compared to one another because of differences in V/SF calculations that result from differences in the classification of highway sections. (The same highway sections can be classified urban vs. community under the two management scenarios.)
Travel Time (segment bar charts and tables)
The two sets of bar charts and tables show travel times in minutes per mile for each segment. One set of bar charts shows auto and truck travel times. The other set of bar charts shows average travel times for all vehicles. Average travel times can be converted to average speeds by multiplying the reciprocal of numbers in the table by 60.
Highway Accidents
Six tables present a variety of accident information by Corridor segment. The information comes from ODOT's accident database and includes averages for 1991 - 1993.
Highway- Accident Rates
For the Corridor as a whole and for each segment, accident rates were computed for urban and rural portions. The state-wide average rates for urban and rural portions of all non-freeway sections of primary highways are provided for comparison.
Highway- Fatalities hformation is presented in the same format as for accident rates. The number of fatalities is presented as well.
Hiphwav Accidents by Accident Type
The percentage of accidents in standard accident categories is presented for the Corridor as a whole and for segments of the Corridor.
Highway- Accidents by Vehicle Type
The percentage of accidents that involve automobiles, trucks, and other vehicles are presented. The other vehicle categories include bicycles, pedestrians, motorcycles, farm vehicles, and any other vehicles. Pedestrian, bicycle, and motorcycle accidents were aggregated into the other category because a very small percentage of accidents involve these modes of transportation.
Highway 126 West Interim Corridor Strategy, April 1998 C-32 Highway Accidents by Environmental Factors
The percentage of accidents related to accesses and intersections, nighttime, wet conditions, and icy conditions are presented in this table. Accidents that occurred within 100 feet on either side of an intersection or driveway were identified as being related to an access or intersection.
Highway Accidents by Driver Factors
This table presents information on safety belt use and driving under the influence of alcohol or drugs (DUI). The safety belt information presents the percentage of persons involved in accidents who were wearing seatbelts. The DUI information presents the percentage of fatality or injury accidents that involved a driver who was driving under the influence of alcohol or drugs. DUI information was compiled for fatality or injury accidents only because information is reported most accurately for accidents involving injuries or fatalities.
Highwav Performance Characteristics
A variety of highway performance characteristics are presented in a series of bar charts that are keyed to location along the Corridor. At the top of this chart is a corridor mileage scale. The location of Corridor segments is identified here as are highway names, route numbers, and places.
The analysis done with the use of the HPMSAP for each section of highway is shown in bar graphs for several categories of information. (Sections, as opposed to segments, are small portions of a highway that have uniform characteristics.) Each section along the Corridor is identified as high (H), moderate (M), or low (L) with respect to each category of information. The categories and the meanings of ratings are described below.
The chart is set up to help the reader visually identify highway needs and opportunities. Sections where there are high or moderate conditions in several categories stand out as places where there are needs and opportunities for improvements.
This bar chart identifies speed zones by the degree to which they reduce speeds below 55 mph. High speed reduction indicates a posted speed of 35 mph or less. Posted speeds of 40 mph to 45 mph indicate a moderate speed reduction. A low speed reduction indicates posted speeds of 50 mph or greater.
Time Saved - Cost Effectiveness
This bar chart shows the relative cost effectiveness of making highway improvements to reduce travel times from what they would otherwise be under the no-improvement scenario. Cost effectiveness for each section of highway is calculated by dividing the amount of time saved by
Highway 126 West Interim Corridor Strategy, April 1998 the cost of improvement of the section. This ratio was computed for all of the state-wide Corridor mileage. Categories of cost effectiveness were then established as follows:
High: Includes improvements that would have the highest cost effectiveness for reducing travel time. Improvements in the high category would result in 0.30 minutes or more reduction in travel time per million dollars of improvement cost. This was defined to be five percent of the mileage of all state-wide highways that has the highest cost effectiveness for reducing travel time.
Moderate: Includes improvements that would reduce travel time but not as cost effectively as improvements included in the high category. Improvements in the moderate category would result in up to 0.29 minutes of reduction in travel time per million dollars of improvement cost. Twenty-five percent of the mileage of all state-wide highways is included in this category.
Low: Includes all portions of state-wide highways where improvements would not reduce travel time or where improvements were not identified. Seventy percent of the mileage of all state-wide highways is included in this category.
Congestion Level - 1996
This bar chart shows the level of congestion predicted along the Corridor in 1996. The high, moderate, and low ratings are those described above in the section titled Analysis of Highway Congestion. Safety and Operating Costs,
Congestion Level - 2016
This bar chart shows the level of congestion predicted along the Corridor in 2016 under the no-improvement scenario.
Categories of relative cost effectiveness for reducing congestion were then established as follows:
High: Includes improvements that would have the highest cost effectiveness for reducing congestion. Improvements in the high category would result in 0.2 points or more of congestion reduction per million dollars of improvement cost. (See Appendix C for more on congestion points.) This was defined to be the 5 percent of the mileage of all state-wide highways that has the highest cost effectiveness for reducing congestion.
Moderate: Includes improvements that would reduce congestion but not as cost effectively as improvements included in the high category. Improvements in the moderate category would result in up to 0.19 points of congestion reduction per million dollars of improvement
Highway 126 West Interim Corridor Strategy, April 1998 C-34 cost. (See Appendix C for more on congestion points.) Twenty-two percent of the mileage of all state-wide highways is included in this category.
Low: Includes all portions of state-wide highways where improvements would not reduce congestion or where improvements were not identified. Seventy-three percent of the mileage of all state-wide highways is included in this category.
Accident Level
Accident level is a measure of the accident frequency, accident rate, and accident severity based on the Safety Priority Index system (SPIS). A high accident level identifies a highway sections that are in the 90th percentile or above in terms of SPIS index. A moderate accident level identifies all other highway sections that have a SPIS index value greater than zero. A low accident level indicates areas with no SPIS values.
Horizontal Curvature
Horizontal curvature is a relative measure of the amount of curvature of a highway section. Low horizontal curvature indicates areas where all curves can be safely and comfortably negotiated at the prevailing speed limit. Areas with moderate horizontal curvature have occasional curves with design speeds then the prevailing speed limit. A high horizontal curvature indicates an area with a number of curves uncomfortable andor unsafe when traveled at the prevailing speed limit, or the speed limit is severely restricted due to the design speed of curves.
Vertical Grade
Vertical grade is a measure of the steepness of the roadway. A low vertical grade indicates that grades do not substantially affect the speed of trucks. Areas with infrequent grades that may reduce truck speeds have a moderate vertical grade. A high vertical grade indicates frequent grades that severely reduce truck speeds.
Width Inadequacv
Width inadequacy is a measure of the inadequacy of highway pavement width. Areas with three lanes or greater are designated as having low width inadequacy. The moderate category is applied to two lane highway sections having lane and shoulder widths that meet the MTCs. Two-lane highway sections that have lane or shoulder widths that are below the MTCs are identified as having high width inadequacy.
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West Interim Corridor Strategy, April 1998 Appendix D Federal and State Policy Framework Federal and State Policy Framework
Intermodal Surface Transportation Efficiency ACT (1991)
The 199 1 Federal Intermodal Surface Transportation Efficiency Act (ISTEA) establishes standards and guidelines for transportation nation-wide. To qualify for federal funding, ISTEA requires states to develop integrated state-wide transportation plans, show cooperation among various units of government, and provide meaningful public input. Oregon's plan to meet the ISTEA requirements includes the OTP and the corridor strategies.
The federal rules adopted to carry out ISTEA include a list of items that must be considered in the development of state transportation plans. They are as follows:
The transportation needs (strategies and other results) identified through the management systems required by 23 U.S.C. 303; Any federal, state, or local energy use goals, objectives, programs, or requirements; Strategies for incorporating bicycle transportation facilities and pedestrian walkways in projects where appropriate throughout the state; International border crossings and access to ports, airports, intermodal transportation facilities, major freight distribution routes, national parks, recreation and scenic areas, monuments and historic sites, and military installations; The transportation needs of non-metropolitan areas (areas outside of metropolitan planning organization (MPO) planning boundaries) through a process that includes consultation with local elected officials with jurisdiction over transportation; Any metropolitan area plan developed pursuant to 23 U.S.C. 134 and Section 8 of the Federal Transit Act 49 U.S .C. app. 1607; Connectivity between metropolitan areas with the state and with metropolitan areas in other states; Recreational travel and tourism; Any state plan developed pursuant to the Federal Water Pollution Control Act, 33 U.S.C. 125 1 et seq. (and in addition to plans pursuant to the Coastal Zone Management Act); Transportation system management and investment strategies designed to make the most efficient use of existing transportation facilities (including consideration of all transportation modes); The overall social, economic, energy, and environmental effects of transportation decisions (including housing and community development effects and effects on the human, natural, and manmade environments); Methods to reduce traffic congestion and to prevent traffic congestion from developing in areas where it does not yet occur, including methods which reduce motor vehicle travel, particularly single occupant motor vehicle travel; Methods to expand and enhance appropriate transit services and to increase the use of such services (including commuter rail);
Highway 126 West Interim Corridor Strategy, April 1998 The effect of transportation decisions on land use and land development, including the need for consistency between transportation decision making and the provisions of all applicable short-range and long-range land use and development plans (analyses should include projections of economic, demographic, environmental protection, growth management, and land use activities consistent with development goals and transportation demand projections); Strategies for identifying and implementing transportation enhancements where appropriate throughout the state; The use of innovative mechanisms for financing projects, including value capture pricing, tolls, and congestion pricing; Preservation of rights-of-way for construction of future transportation projects, including identification of unused rights-of-way which may be needed for future transportation corridors, identification of those corridors for which action is most needed to prevent destruction or loss (including strategies for preventing loss of rights-of-way); Long-range needs of the state transportation system for movement of persons and goods; Methods to enhance the efficient movement of commercial motor vehicles; The use of life-cycle costs in the design and engineering of bridges, tunnels, or pavement; The coordination of transportation plans and programs developed for metropolitan planning areas of the state under 23 U.S.C. 134 and Section 8 of the Federal Transit Act with the state-wide transportation plans and programs developed under this subpart, and the reconciliation of such plans and programs as necessary to ensure connectivity within transportation systems; Investment strategies to improve adjoining state and local roads that support rural economic growth and tourism development, federal agency renewable resources management, and multipurpose land management practices, including recreation development; and The concerns of Indian tribal governments that have jurisdiction over lands within the boundaries of the state.
Transportah'on Phnning Rule (OAR 660-12) (Adopted April 1991 and amended May 1995)
The Transportation Planning Rule (TPR) is a rule adopted by the Land Conservation and Development Commission (LCDC) to implement Statewide Planning Goal 12 (Transportation) and to describe how transportation plannlng is to be undertaken to be consistent with the other Statewide Planning Goals. This rule establishes the range of alternatives to be looked at in developing a transportation plan including:
Improvements to existing facilities or services; New facilities and services, including different modes or combinations of modes that could reasonably meet identified transportation needs; Transportation system management measures; Demand management measures; and A no-build system alternative required by the National Environment Policy Act of 1969 or other laws.
Highway 126 West Interim Corridor Strategy, April 1998 The TPR also establishes several plan evaluation standards that are most relevant to the development of a Corridor Strategy. These standards are as follows:
The transportation system shall support urban and rural development by providing types and levels of transportation facilities and services appropriate to serve the land uses identified in the acknowledged comprehensive plan.
The transportation system shall be consistent with state and federal standards for protection of air, land, and water quality including the State Implementation Plan under the Federal Clean Air Act and the State Water Quality Management Plan.
The transportation system shall minimize conflicts and facilitate connections between modes of transportation.
The transportation system shall avoid principal reliance on any one mode of transportation and shall reduce principal reliance on the automobile. In MPO areas, this shall be accomplished by selecting transportation alternatives that meet the requirements in 660- 12-035(4).
Oregon Transportation Plan (September 1992)
The Oregon Transportation Plan (OTP) is a policy document developed by ODOT in response to the federal and state mandates calling for systematic planning for the future of Oregon's transportation system. The OTP serves as the framework for all general, corridor-specific, and local transportation policy and system planning projects in Oregon. The OTP meets the statutory requirement that the Oregon Transportation Commission (OTC) develop and maintain a plan for a multimodal transportation system for Oregon. The OTP also carries out the federal ISTEA requirements for a state transportation plan. Finally, the OTP meets land use planning requirements for state agency coordination and the Goal 12 TPR.
The OTP has three sections: a goals and policy element, a systems element, and a section on implementation. The goals of the QTP are to:
1. Enhance Oregon's quality of life and comparative economic advantage by providing a transportation system that is balanced; efficient; accessible; environmentally responsible; connective among places, modes, and carriers; safe; and financially stable.
2. Develop a multimodal transportation system that provides access to the entire state, supports acknowledged comprehensive local land use plans, is sensitive to regional differences, and supports livability in urban and rural communities.
Highway 126 West Interim Corridor Strategy, April 1998 3. Promote the expansion and diversity of Oregon's economy through the efficient and effective movement of goods, services, and passengers in a safe, energy efficient, and environmentally sound manner.
4. Implement the transportation plan by creating a stable but flexible financing system; by using good management practices; by supporting transportation research and technology; and by working cooperatively with federal, regional, and local governments, tribal governments, the private sector, and the public.
There are several specific policy statements and specific action statements to implement the goals of the OTP. Policies with specific action relevant to corridor planning are:
Policy 1A - Balance
It is the policy of the State of Oregon to provide a balanced transportation system. A balanced transportation system is one that provides transportation options at appropriate minimum service standards; reduces reliance on the single-occupant automobile where other modes or choices can be made available, particularly in urban areas; and takes advantage of the inherent efficiencies of each mode.
Action IA. 1 Design systems and facilities that accommodate multiple modes within corridors, where appropriate, and encourage their integrated use in order to provide users with cost-effective choices of travel and shipping within corridors.
Policy 1B - Efliciency
It is the policy of the State of Oregon to assure provisions of an efficient transportation system. The system is efficient when (1) it is fast and economic for the user; (2) users face prices that reflect the full costs of their transportation choices; and (3) transportation investment decisions maximize the net full benefits of the system. (Full benefits and costs include social and environmental impacts as well as the benefits of mobility to users, and construction, operations, and maintenance costs).
Action lB.1 Employ economic, social, energy, and environmental impacts as part of the transportation planning and project design process. This should be done on a total system basis rather than optimizing the cost effectiveness of one mode at the expense of another.
Policy 1 C - Accessibility
It is the policy of the State of Oregon to promote a transportation system that is reliable and accessible to all potential users, including the transportation disadvantaged, measured by availability of modal choices, ease of use, relative cost, proximity to service, and frequency of service.
Highway 126 West Interim Corridor Strategy, April 1998 Action 1C. 1 Cooperatively define acceptable levels of accessibility through the establishment of standards in transportation system plans for minimum levels of service and system design for passengers and freight for all modes.
Action 1C.4 Develop public transit, bicycle, and pedestrian systems in urban and rural areas.
Policy 1D - Environmental Responsibility
It is the policy of the State of Oregon to provide a transportation system that is environmentally responsible and encourages conservation of natural resources.
Action 10.3 Positively affect both the natural and built environments in the design, construction, and operation of the transportation system. However, where adverse impacts cannot be avoided, minimize or mitigate their effects on the environment.
Action 10.6 Assure the safe, efficient transport of hazardous materials within Oregon. For the purposes of this action, the definition of hazardous materials includes radioactive materials.
Work with federal agencies, the Public Utility Commission, the Oregon Department of Energy, and local governments to assure consistent laws and regulations for the transport of hazardous materials, including the development of standards for containment and crash-proofing such transport and the development of requirements for the visible signing of contents of carriers.
Participate in the work of the state Interagency Hazard Communication Council.
Require that local, regional, and state transportation systems plans provide for safe routing of hazardous materials consistent with federal guidelines, and provide for public involvement in the process.
Develop hazardous materials accident and spill management skills to deal with potential accidents.
Action 1D. 7 Minimize transportation-related noise impacts through improved enforcement of noise regulations, facility design, and compatible land use, and cooperate with regulatory agencies.
Policy 1E - Connectivity among Places
It is the policy of the State of Oregon to identify and develop a state-wide transportation system of corridors and facilities that ensures appropriate access to all areas of the state, nation, and the world.
Highway 126 West Interim Corridor Strategy, April 1998 Action 1E. 1 Identify a multimodal network of facilities to meet requirements for the movement of people, goods, and services throughout Oregon and develop a plan to implement that system.
Action 1E.3 Develop and promote service in state-wide transportation corridors by the most appropriate mode including inter-city bus, truck, rail, airplane, passenger vehicle, and bicycle.
Policy IF - Connectivity among Modes and Carriers
It is the policy of the State of Oregon to provide a transportation system with connectivity among modes within and between urban areas, with ease of transfer among modes and between local and state transportation systems.
Action 1F.2 Encourage development of a system of open access passenger facilities throughout the state to expedite transfers between modes, routes and carriers.
Action 1F.3 Encourage development of efficient intermodal freight facilities, open to access to all where feasible, to encourage effective shifts among modes.
Policy 1G - Safety
It is the policy of the State of Oregon to improve continually the safety of all facets of state-wide transportation for system users including operators, passengers, pedestrians, recipients of goods and services, and property owners.
Action 1G.4 Improve the safety in design, construction, and maintenance of new and existing systems and facilities for the users and benefactors including the use of techniques to reduce conflicts between modes using the same facility or corridor. Target resources to dangerous routes and locations in cooperation with local and other state agencies.
Action 1G. 10 Promote high safety standards for trucks and truck operators.
Work with national transportation organizations to accurately determine the safety implications of alternative truck sizes, weights, and configurations.
Expand the truck inspection program and have strong sanctions for consistent violators of trucking regulations. Continue to develop and institute a mobile enforcement plan to provide
Highway 126 West Interim Corridor Strategy, April 1998 more effective size and weight enforcement utilizing weigh-in-motion, automatic vehicle identification, and other Intelligent Vehicle Highway System technologies. Take action to minimize conflicts between trucks, automobiles, and recreational vehicles.
Policy 2A - Land Use
It is the policy of the State of Oregon to develop transportation plans and policies that implement Oregon's Statewide Planning Goals, as adopted by the LCDC.
Action 2A.3 Coordinate state transportation planning with local and regional land use plans as described in the certified ODOTLCDC State Agency Coordination Agreement.
Action 2A.6 Restrict access from state facilities for incompatible activities and development where land use plans call for rural or resource developments.
Policy 2B - Urban Accessibility
It is the policy of the State of Oregon to define minimum levels of service and assure balanced, multimodal accessibility to existing and new development within urban areas to achieve the state goal of compact, highly livable urban areas.
Action 2B. 1 Cooperate with local governments and metropolitan planning organizations to develop integrated transportation plans for urban areas that meet the needs for urban mobility, and inter-city, interstate, and international travel within and near each urban area.
Action 2B.3 Increase the availability and use of transit, waiking, bicycling, and ridesharing. Promote the design and development of infrastructure and land use patterns that encourage alternatives to the single occupant automobile.
Policy 2C - Relationship of Interurban and Urban Mobility
It is the policy of the State of Oregon to provide interurban mobility through and near urban areas in a manner which minimizes adverse effects on land use and urban travel patterns.
Action 2C. 1 Plan and design interurban corridors in and near urban areas to preserve their utility for interurban travel. Appropriate means to manage highways might include ramp metering, limited interchanges, high-occupancy vehicle (HOV) lanes, access control, separated express lanes for through traffic, and tolls. Appropriate means for other modes might include station and stop locations. The State of Oregon shall avoid highway capacity improvements which primarily serve commuters from outside of urban growth and urban containment boundaries.
Highway 126 West Interim Corridor Strategy, April 1998 Action 2C.2 Promote alternative modes and preservation and improvement of parallel arterials so that local trips have alternatives to the use of inter-city routes.
Action 2C.3 Encourage regional and local transportation system plans and land use plans to avoid dependence on the state highway system for direct access to commercial, residential, or industrial development adjacent to the state highway.
Action 2C.4 Promote the development of interurban bus and rail passenger service to improve urban accessibility and achieve land use goals.
Policy 20 - Facilities for Pedestrians and Bicyclists
It is the policy of the State of Oregon to promote safe, comfortable travel for pedestrians and bicyclists along travel corridors and within existing communities and new developments.
Policy 2F - Rural Mobility
It is the policy of the State of Oregon to facilitate the movement of goods and services and to improve access in rural areas.
Action 2F. 1 Improve rural highways, minimizing the interaction of passenger vehicles, bicycles, recreational vehicles, and freight vehicles by providing passing lanes and paved shoulders, wherever practical.
Policy 2N - Aesthetic Values
It is the policy of the State of Oregon to protect and enhance the aesthetic value of transportation corridors in order to support economic development and preserve quality of life.
Action 2H. 1 Include aesthetic considerations in the design, maintenance, and improvement of corridors and rights-of-way for all modes.
Policy 3B - Linkages to Markets
It is the policy of the State of Oregon to assure effective transportation linkages for goods and passengers to attract a larger share of international and interstate trade to the state.
Highway 126 West Interim Corridor Strategy, April 1998 Action 3B.3 Maintain, preserve, and improve the highway system in order to provide infrastructure for the efficient movement of goods by truck and bus. Policy 3E - Tourism
It is the policy of the State of Oregon to develop a transportation system that supports intrastate, interstate, and international tourism and improves access to recreational destinations.
Action 3E.2 Identify certain transportation corridors as scenic routes and consider scenic values in corridor planning, improvements, and maintenance.
Policy 4G - Management Practices
It is the policy of the State of Oregon to manage effectively existing transportation infrastructure and services before adding new facilities.
Action 4G.l Place priority on preserving, maintaining, and improving the transportation infrastructure and services that are of state-wide significance.
Action 4G.2 Manage such factors as the number, spacing, type and location of accesses, intersections, and signals in order to operate the transportation system at reasonable levels of service and in a cost- effective manner.
Action 4G.3 Use demand management and other transportation systems operation techniques that reduce peak period single-occupant automobile travel, that spread traffic volumes away from the peak period, and that improve traffic flow. Such techniques include HOV lanes with express transit service, carpools, parking management programs, peak period pricing, ramp metering, motorist information systems, route diversion strategies, incident management, and enhancement of alternative modes of transportation including bicycling and walking.
Action 46.4 Protect the integrity of state-wide transportation corridors and facilities from encroachment by such means as controlling access to state highways, minimizing rail crossings, and controlling incompatible land use around airports.
Other policies and action statements concerning programmatic, system level, and state-wide function will also be addressed as needed during the corridor planning process. The policies and actions featured in this section are those that give the most specific guidance for corridor planning.
Highway 126 West Interim Corridor Strategy, April 1998 State- Wide Modal and Multi-modal Plans
Modal and multi-modal plans identify system needs, classify facilities, and establish policies for their operation, improvement, and financing. These plans include the: Oregon Highway Plan Oregon Rail Freight Plan Oregon Rail Passenger Policy and Plan Oregon Transportation Safety Action Plan Oregon Inter-Modal Facilities and Connections Plan Oregon Bicycle and Pedestrian Plan Oregon Public Transportation Plan Oregon Aviation Systems Plan
The more pertinent of these plans to the Corridor is described in greater detail below.
Oregon Hiahway Plan (June 1991, currently being updated)
The Oregon Highway Plan (OHP) feeds into the OTP by carrying out OTC directions and policies relating to highways. The OHP outlines the policies and strategies that guide the Highway Division's operating and fiscal activities and called for the development of corridor plans.
The OHP includes a Level of Importance Policy which classifies the state highway system into four levels of importance (LOI). The policy provides overall direction for managing the system and provides a basis for developing funding strategies for improvements. Each LO1 is described in terms of its primary and secondary functions, key characteristics, and objectives for managing the operations of that class of highway. The Highway 126 West Corridor is classified as having state-wide level of importance with the management objective of providing for safe and efficient high-speed, continuous flow operation in rural areas and high to moderate-speed operations with limited intemptions of flow in urban and urbanizing areas.
The OHP also contains an Access Management Policy, This policy provides a framework for making access decisions which will be consistent with the functlon and operation levels of service identified in the Level of Importance policy.
Orenon Bicycle and Pedestrian Plan (1992, updated in June 1995)
An update to the 1992 Oregon Bicycle Plan was adopted by the OTC in June 1995. The updated plan adds consideration of pedestrian needs, updates and expands information on bicycling needs, and discusses both intermodal and land use aspects of bicycle and pedestrian transportation.
Highway 126 West Interim Corridor Strategy, April 1998 Goals of the plan include:
To provide safe, accessible, and convenient bicycling and walking facilities. To support and encourage increased levels of bicycling and walking.
The strategies providing the most explicit advice for corridor planning are:
Strategy 1A Integrate bicycle and pedestrian facility needs into all planning, design, construction, and maintenance activities of the ODOT, local units of government, and other transportation providers.
Strategy 1B Retrofit existing roadways with paved shoulders or bike lanes to accommodate bicyclists, and with sidewalks and safe crossings to accommodate pedestrians, where needed.
The updated plan discusses rural highways. Access Oregon Highways are anticipated to meet standards that accommodate touring cyclists as they are upgraded with paved shoulders of adequate width. Under corridor planning, it is further noted that planning for adequate shoulders will generally accommodate bicycle travel and the occasional pedestrian traffic found in rural areas. Within communities along the corridor, sidewalks and safe pedestrian crossings will also need to be provided.
Oreaon Trans~ortationSafetv Action Plan (Adopted June 1995)
The Oregon Transportation Safety Action Plan was developed as the safety element for the OTP and is considered part of the OTP required by ISTEA. The Plan identifies a safety agenda to guide ODOT and the State of Oregon for the next 20 years. Within ODOT, the focal point for transportation safety programs is the Transportation Safety Section (TSS), with guidance from the Oregon Transportation Safety Committee. The TSS organizes, plans, and conducts a state- wide transportation safety program by coordinating activities and programs with other state agencies, local agencies, non-profit groups, and the prlvate sector.
The OTSAP encourages partnerships among state and local governments, community groups, businesses, and media to achieve a safer transportation system. Among the 70 actions, there are several key actions that pertain to Corridor planning. Responsibility for implementing these actions varies among specific ODOT Units (e.g., TSS, Planning, Research, etc.) and other agencies.
Statewide Transportation Improvement Program (1996-1 998)
The Statewide Transportation Improvement Program (STIP) supports the OTP through scheduling funding for high priority highway, transit, and bikeway capital improvement projects (including transit vehicle acquisition). It also identifies regionally significant local projects within MPO areas.
Highway 126 West Interim Corridor Strategy, April 1998 The STIP includes three categories of funding authorization. Projects listed for construction have been approved by the OTC for development and construction financing in the federal fiscal year indicated. The development section includes projects for which a need has been identified, but a final solution has not been determined. Projects are typically funded only through the completion of environmental studies or through the preparation of construction plans. The reconnaissance category provides for studies to determine the feasibility of a proposed improvement or for the determination of needed improvements within a study area that would yield more than one project.
The following projects have been included in the Draft STIP for improvements to Highway 126 West. Poodle CreekIPoterf Creek: plan for realignment and other improvements West Eugene Parkway Beltline over Royal: Beltline Stage 2 Location of Park-and-Ride planned on West 1 lh 1011126 triangle to Spruce Street MP 7: Address flooding problems four miles west of Cushman
Highway 126 West Interim Corridor Strategy, April 1998 Appendix E Regional and Local Policy Framework Regional and Local Policy Framework
Discussions of regional and local plans and studies in this appendix are organized by the following categories:
Federal plans and studies County, metropolitan area, and city plans and studies Other relevant plans and studies
Federal Plans and Studies
Eugene District Resource Management Plan And Environmental Impact Statement, Volumes I and 11 (Draft 1992)
Prepared by the Bureau of Land Management (BLM), the Eugene District's Resource Management Plan will establish guidelines for the management of BLM administered land in the Eugene District for approximately ten years.
Seven alternatives were developed and are presented in Volume I of this report to provide a range of responses to major issues identified earlier in the planning process. The issues are: Timber production practices; old growth forests; habitat diversity; threatened and endangered species habitat; special areas; visual resources; stream, riparian, and water quality protection; recreation resources, including wild and scenic rivers; land tenure; and rural interface areas. The plan includes a preferred alternative put forth by the BLM.
There are a number of management directions common to all alternatives. In regard to the transportation system the following is common to all:
"New roads would be kept to a minimum needed for management, and would be located, designed and constructed to standards appropriate to the expected road use and the resource values affected. BLM Oregon manual Supplement H-5420-1 would be used in preparing road construction requirements for timber sale contracts. . . . Construction standards (i.e., stream crossing requirements, subgrade width, ditch, cut-and-fill slope requirements, and type of surfacing) would be determined during the annual timber sale planning process."
Within the Roads Section, the document states that "Road construction would be sited and scheduled in order to avoid mass movement of soil." In general, roads are to be constructed in such a way that significant resource damage is minimized. All road construction is to be guided by Best Management Practices (BMPs).
Highway 126 West Interim Corridor Strategy, April 1998 Record of Decision and Resource Management Plan, Bureau of Land Management (BLM) Eugene District (June 1995)
The Proposed Resource Management Plan detailed in this BLM document was developed partially in response to the BLM August 1992 Draft Resource Management Plan, discussed above. It defines the final management strategies for BLM and National Forest Land, which reduces conflict and redundancy in management practices for federal lands. The plan emphasizes a balance between ecosystem conservation and the provision of raw materials.
Conservation efforts focus particularly on remaining late successional timber stands, old growth timber stands, and on wetland and riparian areas due to the impact these efforts will have on stream health. This alternative plan was found to "allow the smallest amount of human-induced effects on the physical environment." The implementing actions of this plan will be based on watershed analyses. There are no substantial changes in regard to road management or others issues that would significantly impact the Corridor. Road management policy calls for cooperation with federal, state, and county agencies, and private parties with road use agreements to achieve consistency in road design, operation, and maintenance necessary to attain Aquatic Conservation Strategy Objectives.
This document contains policies that pertain to Highway 126 and transportation issues.
"Rights-of-way. Objectives. Continue to make BLM administered lands available for needed rights-of-way where consistent with local comprehensive plans, Oregon Statewide planning goals and rules, and the exclusion and avoidance areas identified in this RMP. (page 95)
Land Use Allocations. Allocation of lands to existing rights-of-way will continue. (page 95) Rights-of-way Corridors. The following areas are designated as right-or-way corridors (areas identified as the preferred locations for future right-of-way grants). Utility/transportation routes for electric transmission lines and pipelines 10 inches in diameter or larger. 9 Existing and potential communication sites. * Existing railroads. Existing federal, state, and interstate highways (page 95)."
Final Environmental Impact Statement Land and Resource Management Plan; Siuslaw National Forest, Mapleton Ranger District Plan
This document guides the Forest Service's decisions within the Mapleton Ranger District, through which Highway 126 passes. The policy analysis states "Goal 12, Transportation: All of the alternatives would support the establishment of a safe, convenient, and economic transportation." (IV- 106)
"The comprehensive plans and land use regulations of the five counties have been acknowledged by the LCDC as meeting the requirements of the goals. These plans have been reviewed by the Forest Service. The effects predicted for the alternatives have been compared with the county
Highway 126 West Interim Corridor Strategy, April 1998 E-2 plans and have been found to be consistent at the programmatic level. Since the county plans have been found by LCDC to comply with the goals, consistency with the goals is assumed (to the extent LCDC required these plans to comply with the goals in the first place" (N-107).
County, Metropolitan Area, and City Plans and Studies
Lane County Rural Comprehensive Plan (adopted by the Board of County Commissioners in 1984 and acknowledged by LCDC in 1991)
The Lane County Rural Comprehensive Plan (RCP) was adopted by the Board of County Commissioners in 1984 and acknowledged by the Land Conservation and Development Commission in 199 1. The RCP designates more than 90 percent of unincorporated Lane County for forest use. It also identifies 18 different farm regions, most of which are in the Willamette Valley. This land is zoned for agricultural use. Few homes are located in these areas, and Oregon's land use regulations prevent many more from being built. The only areas where new homes may be built are in existing rural communities and residential settlements where the land is no longer available to grow crops or timber. About 18,000 existing homes are located throughout Lane County in these "developed and committed" areas. Another 3,000 or so are located in farm and forest zones. Therefore, there are about 21,000 existing homes in unincorporated Lane County. The RCP provides a potential for about 4,000 more, an overall increase of less than 20 percent The areas with the greatest potential are along the coast and southwest of Eugene.
Future development is encouraged in each of Lane County's incorporated cities, where public facilities are now available or planned within established urban growth boundaries. In general, the Transportation Element of the Plan calls for a coordinated and balanced transportation system that helps fulfill land use policies stated elsewhere in the Plan.
The existing pattern of development in Lane County is the outgrowth of a road system that has evolved over the past hundred years. Neither is likely to change much in the future because the RGP limits new development to vacant or under-utilized sites in established residential districts. Since most of Lane County will never be developed more intensively than it is right now, the greatest strain on the road system will be due to increased commuting between Lane County's cities and to destinations outside the county.
Lane County Master Road Plan and Lane County Rural Transportation Plan (1980)
The Master Road Plan and Rural Transportation Plan were published as one document in 1980; however, only the Master Road Plan is described in detail in Chapter 15 of the Lane County Code. Chapter 15 includes road classifications, design standards, special setbacks, improvement requirements, etc.
The Rural Transportation Plan is a special-function plan concerned with state land use Goal 12 requirements (Transportation), and contains a number of goals, objectives, and recommendations on various components of the county's transportation system and Goal 12
Highway 126 West Interim Corridor Strategy, April 1998 E-3 requirements. The Plan, as amended, is being applied where appropriate; these Recommendations shall be considered to be mandatory actions which are ultimately binding on the County.
Lune County Long Range Paratransit Plan: Final Rural Paratransit Plan (June 1992)
This capital plan is required for federal programs enabling providers to purchase vehicles and equipment for transportation of the disabled and elderly of the communities. No policy language is contained therein. However, it does provide equipment for transportation services for the elderly and disabled.
Draft Lune County Transportation System Plan (currently being completed)
Lane County is preparing a transportation system plan (TSP) that will supersede the Master Road Plan and Rural Transportation Plan. As of this date, the TSP has not been completed or reviewed and is not available for incorporation into this study. Lane County will incorporate the Highway 126 West Strategy's goals and objectives and plan into the TSP prior to adoption or as an amendment.
Eugene-Springfield Metropolitan General Area Plan (Adopted in 1980 and updated in 1987)
The Eugene-Springfield Metropolitan General Area Plan (Metro Plan) is the comprehensive land use plan of metropolitan Lane County and the cities of Eugene and Springfield. The Metro Plan sets forth general planning policies and land use allocation and provides a basis for coordinating other development and planning programs. The Plan is intended to designate enough urbanizable land and to identify the major public facilities required to accommodate the projected 20-year metropolitan area population.
The Metro Plan does not make specific reference to Highway 126 West. However, the Plan Diagram designates most of the land along West 1 lthIndustrial and Commercial. The following goals are included in the Transportation Element of the Metro Plan:
1. Provide for a more balanced transportation system to give mobility to all segments of the community. 2. Serve the existing and future arrangement of land uses with efficient, safe, convenient, and economic transportation systems for the movement of people and goods. 3. Maximize the efficiency and safety of existing transportation facilities and services for the movement of people and goods. 4. Promote the use of alternative modes such as bicycle, pedestrian, and paratransit to meet some of the trip needs of metropolitan residents. 5. Improve the efficiency of energy use resulting from transportation demands. 6. Provide transportation opportunities for the disadvantaged. 7. Improve the interface of local transportation systems and private inter-city transportation systems.
Highway 126 West Interim Corridor Strategy, April 1998 8. Promote land use arrangements that will optimize use of existing and planned transportation facilities and services and will allow for choice in using alternative transportation modes. 9. Reflect changes in conditions, community needs, and technologies appropriate for this community when developing transportation alternatives through future studies and updates of existing plans. 10. Provide for present and future needs of commercial general aviation and the land and facilities necessary to meet those needs.
Eugene-Springfield Metropolitan Area Transportation Plan (adopted in 1987 and currently being updated)
The Eugene-Springfield Metropolitan Area Transportation Plan (TransPlan)is the long-range transportation plan for the Eugene-Springfield metropolitan area. The policies of TransPlan are incorporated into the Metro Plan. TransPlan promotes a more balanced transportation system that provides mobility to all segments of society. It is also intended to serve the existing and future arrangement of land uses with efficient, safe, convenient, and economic transportation systems for the movement of people and goods. The first Eugene-Springfield Transportation Plan, T-2000 Plan, was adopted in 1978. It was updated in 1987 and renamed TransPlan.
TransPlan7sobjectives are reflected in the new requirements of the TPR. TransPlan is based on the assumption that the automobile will continue to be the primary form of transportation. Future travel demand predicated on an average of 9.5 household trips per day for each single-family dwelling (and 5.4 trips per day for each multi-family unit and mobile home) would almost double the number of vehicle miles traveled (VMT) by the year 2000. Transplan emphasized that this demand would be met by improving the existing road system rather than constructing new routes. It listed more than 150 specific improvement projects, many of which have since been built.
TransPlan also promotes opportunities for people to walk, bike, carpool, or ride public transit. Specifically, the Plan assumes that transit, walking, bicycling, and carpooling will play a significantly larger role in the future than they do today. This assumption has an impact not only on these modes, but also on the proposed street and highway projects and the required parking facilities.
Note: The following information is derived from draft text. It is offered here to show the types of issues that may be included in the adopted version of the Plan.
The current update of TransPlan, now underway, proposes a number of land use strategies and system improvements that, if adopted, could have a major effect on Highway 126 West.
The Draft TransPlan proposes several nodes to be located along West I lthAvenue. These nodes are designed to locate high-density housing in close proximity to commercial and employment centers and transit routes. The intention is to reduce reliance on the automobile by making it more convenient and accessible for people to walk and bike to meet their daily needs. These nodes could help reduce future congestion along this portion of Highway 126.
Highway 126 West Interim Corridor Strategy, April 1998 The Draft TransPlan also proposes a number of system improvements. At this time, these improvements are being modeled assuming no constraints. Examples include the West Eugene Parkway, a major facility that will cross over Beltline Road; expand West 1lth Avenue to five lanes between Green Hill Road and Danebo Avenue; provide transit service every ten minutes along major Corridors; include a Bus Rapid Transit (BRT) pilot project; and include a Park-and- Ride facility on West 1lth Avenue. There is also a draft policy in the transit element of the Plan to establish Park-and-Ride facilities in nearby communities, which would help encourage transit use in Veneta, further reducing future congestion along Highway 126 West.
Master Plan for the Eugene Airport (1990)
The Eugene Airport Master Plan serves as a development guide for the Airport's short-term (five to ten years) and long-term (20 years) needs. The goal of the master planning process is to provide general facility development guidelines that satisfy aviation demand while remaining compatible with the environment, community development, and other modes of transportation. The overall objectives of the Plan include:
Prepare a 20-year development plan that is technically correct, environmentally sound, financially sound, and implementable; Identify the overall land requirements that will ensure the airport's long-term operation viability; and Establish a process that allows ample opportunity for public participation.
Specifically, the Eugene Airport Master Plan describes groundside and airside considerations for major airlines, based on national standards, as well as future needs of regional commuter airlines, air cargo, and general aviation activity. The Plan culminates in a three-phase Capital Improvement Program.
City of Florence Comprehensive Plan
The Florence Comprehensive Plan contains the following language specific to Highway 126 West:
V. Recreation Needs (page 8):
9. On Highway 126, near the east City limits, a "rest area" should be developed where there is adequate space for public restrooms, a small play area for children, and parking.
10. State and County efforts to develop bicycle paths from the City to nearby recreation areas should be encouraged.
Highway 126 West Interim Corridor Strategy, April 1998 Police Protection and Traffic Safety - Recommendations (page 40):
4. Curb cuts onto the State highways should be reviewed particularly with safety in mind with the State Department of Transportation.
5. Traffic lights should be installed at major intersections as growth increases.
X - C Transportation (begins on page 41)
Policies:
2. The City supports the State's Six-Year Highway Improvement Program and encourages inclusion of projects improving Highway 101 and Highway 126, with emphasis on the following projects: a) Installation of passing lanes on Highway 126, b) Inclusion of Highway 126 in the State's Access-Oregon Program, c) Widening and improvement projects on Highway 101 and Highway 126, and d) Ease of movement and safety for pedestrians and bicyclists.
4. The City shall adopt zoning code provisions to allow highway and street improvements as a permitted use in all zoning districts except open space.
5. Use and development of the Florence Airport and control of land uses in the area of the airport shall be in accordance with the Airport Master Plan. The Airport Master Plan shall be included by reference as an element in the Comprehensive Plan. The Summary Report and Technical Report are hereby included with the exception of the site specific stage development plan. While Florence is proceeding according to this plan, it is necessary to make minor variations and refinements as development progresses and these shall be made according to all applicable City codes.
Recomendations:
I. Subdivision developers may be required to provide easements for pedestrianhicycle paths to provide connections to the existing or future pedestrianbikeway system.
2. Sidewalks should be encouraged in all areas and are required for new street and land development in residential and commercial areas except under unusual circumstances.
3. The City supports Port of Siuslaw projects to improve and update existing facilities, as well as provide new facilities for recreational and commercial water dependent and water-related uses.
Highway 126 West Interim Corridor Strategy, April 1998 7. A bike path plan should be developed, which would encourage the use of bicycles and provide safe routes between residential areas and major activity areas, such as schools, parks, and the commercial center of town.
8. The City should consider some limited form of public transit for its citizens at such time when population growth makes it practicable, especially the handicapped, elderly, and other transportation disadvantaged.
10. Consideration should be given to future needs for river access to accommodate recreational and marine uses as well as trans-shipment of goods when streets are developed or improved.
Streets and Roads - Policies
6. Storm drainage, as determined by the City, shall be required for street improvement and construction.
8. City shall coordinate with the Oregon Department of Transportation to implement those highway improvements listed in the Six-Year Highway Improvement Program that are consistent with the Comprehensive Plan.
9. Operation, maintenance, repair, or preservation of existing public road and highway facilities are consistent with the Comprehensive Plan in all Plan map designations.
10. Reconstruction of roadways and widening or replacement of bridges, except historic structures, are consistent with the Comprehensive Plan in all Plan map designations subject to the restrictions described in section XI, Physical Environment & Land Use Constraints, of the Comprehensive Plan.
11. Road and highway projects may be allowed in all Comprehensive Plan map designations, subject to review of the project draft environmental impact statement or environmental assessment and concurrent approval of required goal exceptions and plan amendments, within existing transportation corridors or existing or approved rights of way, and subsequent compliance with applicable development standards or conditions specified in the ordinance,
Recommendations:
2. Future platting of streets should follow a grid pattern when topography of the land lends itself to this system. This provides for more economical installation of public facilities and allows for the looping of water services for better water pressure. In the event that topography or other conditions do not lend themselves to a grid street system, streets should conform as much as practicable to the existing topography. 6. Pedestrian safety should be considered when adding to or modifying street systems.
Highway 126 West Interim Corridor Strategy, April 1998 8. When the City imposes street improvement requirements that exceed the established minimum requirements and benefit more than one development, the City should assume the costs of the additional requirements.
9. Street construction procedures should not contribute significantly to increased erosion and sedimentation of surface water.
XI - A Natural Resources and Open Space:
6. The City will cooperate with the Oregon Department of Transportation in planning for the Pacific Coast Bike Trail and Hiking Trail, and where possible provide opportunities for access to scenic and recreational areas (page 47).
I. Land Use Plan
Highway Area: Many businesses desire to locate on Highway 101 or 126. To discourage strip development yet still provide locations for businesses, a highway area has been designated. This area is intended for mixed uses, including both commercial and multiple-family residential uses. Lot coverage, setbacks, and other development standards are more stringent than in the commercial area. A large parcel of land located on the west side of Highway 101 between 23rd and 26th Streets is recognized as being one of the few properties under single ownership and potentially suited for a shopping center complex development. In the event a need is shown for such a use this site should be considered as one alternative (page 57).
City of Florence Transportation System Plan (TSP)
Note: The following language is draft text and is not adopted. It is offered here to show the types of issues that may be included in the adopted version of the Plan.
Access Management Policy (page 119)
1. Purpose and description: The purpose of this requirement is to maintain the State of Oregon Highway Plan (OHP) level of importance and associated operating standards on Highways 101 and 126, to maintain the State's access management requirements for state highways, and to develop a standard for access onto arterials outside of the state highway, while maintaining an expedient process for reviewing land uses that may affect these areas.
2. Application: The City Planning Commission shall designate all city streets and state highways classified as collector, minor arterial, or major arterial as an access management roadway. This shall be known as the Access Management List. From time to time, other streets within the City may be reviewed through the hearing process and added to the List. At a public hearing, evidence shall be presented by appropriate state, local, and federal agencies, interested groups, private citizens, andor property owners to show that the areas under consideration should be added to the list. The Planning Commission shall
Highway 126 West Interim Corridor Strategy, April 1998 E-9 determine the economic, social, environmental, and energy consequences on the resource site and on any conflicting uses of areas proposed to be added. If the Planning Commission finds that any roadway should be included in this designation, to meet the requirements of the City's Comprehensive Plan or TSP, it shall be included in the list. When a development is proposed along an Access Management roadway, the Planning Director shall review the development to see if it meets the requirements of this subsection.
3. Permitted Uses: Uses and developments permitted outright or conditionally in the underlying zone shall be permitted if they comply with the following standards for gaining access to adjacent roadways.
Criteria for Review and Disposition:
The basic access spacing requirements are as follows:
Access Spacing Policy Facility Access Ssacing**
Major Arterial 500 feet* (private drives) Major Arterial ?A mile* (local streets) Minor Arterial 150 feet Collector 75 feet Local Street 25 feet * Consistent with OHP guidelines ** Spacing measured from centerline to centerline
2. Applicants must submit a preliminary site plan for review by the Planning Director, prior to receiving an access or zoning permit. At a minimum, the site plan will illustrate:
A. The location of exlsting access point(s) on both sides of the road within 500 feet in each direction for Category 4 segments, as described in the OHP. D. All planned transportation features on the State Highway (suck as auxiliary lanes, signals, etc.)
...The Planning Director shall (where applicable) refer the request to other agencies or individuals for their review and comment.
3. All land use actions, new developments, andlor redevelopments accessing Highway 101 or Highway 126 directly or indirectly (via collector or local streets) will need to provide traffic impact studies to Florence and ODOT if the proposed land use meets one or more of the following traffic impact study thresholds. A traffic impact study will not be required of a development which does not exceed the stated thresholds.
Highway 126 West Interim Corridor Strategy, April 1998 A. Trip Generation Threshold - 50 newly generated vehicle trips (inbound and outbound) during the adjacent street peak hour. B. Mitigation Threshold - installation of any traffic control device andlor construction of any geometric improvements that will affect the progression or operation of traffic traveling, entering, or exiting the highway. C. Heavy Vehicle Trip Generation Threshold - 20 newly generated heavy vehicle trips (inbound and outbound) during the day.
All traffic impact studies will need to be prepared by a registered professional engineer in accordance with ODOT's development review guidelines.
I. Access points not meeting the specified spacing requirements for the facility will require an access variance. The access variance will be reviewed by ODOT for proposed Highway 101 and Highway 126 access driveways (or by the City of Florence Engineering Department for City-assessed facilities). Variances will be allowed under the following conditions:
City of Veneta Comprehensive Plan and TSP
Veneta Comprehensive Plan
The City of Veneta Comprehensive Plan was Acknowledged April 10, 1980. Periodic Review was completed and the updated plan was adopted August 27, 1990.
General Policies.
Recommendations:
1. Develop Territorial Road as "Main Street" 2. Confine new commercial development to Tenitorial Road. 5. Transportation: a. Highway 126. The State needs to continue upgrading Highway 126 from Eugene to the Oregon coast to create a safe high volume primary highway. Desired improvements from Veneta to Eugene include a four-lane highway, passing lanes, wider shoulders, and reconstruction of older bridges. (page 8)
The completion of the Veneta/Noti section of Highway 126 in fall 1988 has enhanced Veneta's image to travelers, as well as finalized a 40-year quest to have this road constructed. Highway 126 is intended to be a safe, high volume traffic mover. Therefore, the state intentionally limited access to previously negotiated entry points and public streets. The City supports those efforts to eliminate turning hazards.
Highway 126 West Interim Corridor Strategy, April 1998 The Highway 126 Beautification Project provides the City with an opportunity to create an entry corridor of trees, shrubs, and flowers that will leave an unforgettable impression. The City is committed to completing this project.
TRANSPORTATION
GOAL: Provide a safe and smooth circulation system for pedestrian and vehicular traffic in Veneta.
POLICIES :
3. State Highways:
a) Route "F", Highwav 126: Highway 126 is intended to be a safe, high traffic mover, and as such must be protected against strip volume commercial and access driveways which will restrict its effectiveness as a highway. This is the primary reason that there will be few access points on the new portions. The City shall complete the Highway 126 Beautification Project. b) Territorial Road: The city recognizes Territorial is Veneta's main street. Therefore, it is imperative that Territorial Road projects a positive image of the community. The City shall work closely with the Oregon State Highway Division to finance reconstruction of Territorial Road from Perkins Road to Hunter Avenue. Improvements include repaving, bike lanes, curbs, gutters, sidewalks, street lighting, and landscaping improvements. c) Highwav Maintenance and Beautification: The City shall improve maintenance of all city streets and shall emphasize beautification efforts on Veneta's main thoroughfares and in residential areas. When Highway 126 is completed in 1988, the City shall construct a third Welcome to Veneta sign at the west city entrance and should complete the corridor of maples from the hngTom River to the east city limits. d) The City will coordinate all State Highway improvement projects on Highway 126, the FlorenceEugene Highway and Territorial Road with Oregon Department of Transportation and assist in implementing a Six-Year Highway Capital lmproveme~tProgram.
3. Proposed State Highway Improvements:
The City of Veneta strongly supports inclusion of the following projects in the State Highway Division Six-Year Capital Improvement Plan:
Highway 126 West Interim Corridor Strategy, April 1998 a) Fern Ridge Area:
1. Hwy 126 - Noti to Walton Sections 2. Hwy 126 - Garfield to W. 1lth 3. Hwy 126 - Four lanes from Fisher Rd to Territorial Road 4. HWY126 - Guardrail Project (Beltline to Noti) 5. Hwy 126 - Improve or replace bridges across Fern Ridge Reservoir 6. Hwy 126 - Bike LaneIShoulder - widen eastbound shoulder from Perkins Point ParMCentral Road to Coyote Creek 7. Hwy 126 - Passing Lane - add eastbound passing lane from Coyote Creek to Fisher Road 8. Hwy 126 - Territorial Road - Bike Lane from Veneta to Clear Lake Road
1. Bike Paths: Bicycle paths are another major element of the transportation plan. The Highway Department has, to date, done a good job of attempting to provide bike and pedestrian ways along Territorial Road through Veneta to Elmira. These should be extended north to the Fern Ridge Reservoir parks on Clear Lake Road. Unfortunately, these are located on a major traffic arterial, which is not the most desirable location for bike paths. It is recognized, however, that this is sometimes the only means of developing such paths.
F. PARKS AND OPEN SPACE
GOAL: Develop a variety of neighborhood parks, open space areas, and recreational facilities for use by the residents of Veneta.
POLICIES:
1. Compatibility with Federal, State and Regional Recreation Plans: The City shall work closely with the U.S. Army Corps of Engineers, State Department of Transportation, Parks and Recreation Division, to ensure that Veneta Park Plans comply with the State recreation plan (SCORP) and U.S. Amy CorpsTem Ridge Master Plan.
NARRATNE
1. Veneta Park Board: The Veneta Park Board was established as a citizens' board to work closely with the City Council, Planning Commission, and community to develop and improve park facilities in Veneta. 2. Beautification Committee: The Veneta Beautification Committee is a seven-member citizens' board established by the Council to work on projects that will beautify the community. The types of projects performed include the roadside landscaping project on Territorial Road/Highway 126.
Highway 126 West Interim Corridor Strategy, April 1998 Veneta Transportation System Plan (Draft)
Note: The following language is draft text and, as it is not adopted. It is offered here to show the types of issues that may be included in the adopted version.
Street Classifications:
Highway 126 is a principal arterial that shall be a safe, high-volume traffic mover serving as a regional connector. Access to an arterial shall normally be from the collector road system. It shall be protected against strip development and access driveways that will restrict its effectiveness
A major collector shall serve traffic from local streets or minor collectors to the arterial system. Individual accesses, while more frequent than on arterials, shall be managed to minimize degradation of capacity and traffic safety. Major collectors include: Huston Road, Perkins Road, Bolton Hill Road, Jeans Road, and Hunter Road.
Highway 126 West Interim Corridor Strategy, April 1998 Appendix F Description of Level of Service Description of Level of Service
Level of service (LOS) is a qualitative estimate of the performance efficiency of transportation facilities. These standards can be based on many measures, including traffic congestion. Traffic congestion LOS standards have been developed and revised over the years by the Transportation Research Board (TRB). One of the TRB systems uses volume on a road and the capacity of the road to define a ratio, called a vlc (volume/capacity) ratio, which can be classified by degree of congestion. The classifications range from A (the best) to F (the worst).
LOS A - Low volume, high speeds, no delay. High freedom to select desired speed and maneuver within traffic stream. V/C 0.3.
LOS B - Stable flow with reasonable freedom to select speed. VIC 0.5.
LOS C - Stable flow, but speed and maneuverability is affected by the presence of others and requires care on the part of the driver. V/C 0.75.
LOS D - Approaches unstable flow. Speed and maneuverability are severely restricted. Small additions to traffic flow will generally cause operational problems at this LOS. VIC 0.90.
LOS E - Represents operating conditions at or near the capacity of the highway. Low speeds. Freedom to maneuver is extremely difficult. Any incident can cause extensive queuing. V/C 1.0.
LOS F - Represents forced flow operation at very low speeds. Operations are characterized by stop-and-go traffic. Vehicles may progress at reasonable speeds for several hundred feet or more then be required to stop. VIC > 1.0.
Similar LOS classifications have been developed for intersections, and use volume, capacity and signal phasing to determine average delay at the intersection, and thus a level of service. Level of service formulas for pedestrian and transit service have also been developed; however, there is much debate as to how effective they are in assessing situations in smaller cities and suburban settings.
LOS is the basis for determining whether there is sufficient capacity for development and for analyzing the operating efficiency of transportation facilities. The TPR requires that land use and transportation planning be coordinated so that transportation capacity exists at the time development occurs.
Highway 126 West Interim Corridor Strategy, April 1998 Highway 126 West Interim Corridor Strategy, April 1998 Appendix G Corridor Segment Inventory CORRIDOR STRATEGIES MAP LEGEND EXISTING CONDITIONS FEDERAL FUNCTIONAL FOR FURTHER INFORMATION REGARDING FEDERAL FUNCTIONAL CLASSIFICATION, CLASSIFICATION CONTACT THE O.D.O.T. REGION OFFICE Interstate City Limits Principal Arterial Urban Growth Boundary Minor Arterial National - State Forest Urban Collector - National - State - County Park Rural Major Collector National - State - County Wildlife Refuge Functionally Classed Road Indian Reservation Within Federal Aid Urban Boundary Commercial - General Aviation Minor Collector Sno-Park Local Safety Rest Area - Weigh Station Oregon Route - US. Route - Public Building - ODOT Stockpile Site Interstate Route Gravel Pit - Quarry National Highway System Route Bridge - Grade Separation
SlGNAJJZED CENTER LANE INFO. INTERSECTION STRUCTURE CONDITION
P Left Turn Lane SD = Structurallly Deficient # OF LANES Continuous Left Turn Lane FO = Functionally Obsolete Painted Median ND = Not Deficient Non-Traversable Median NA = Not Applicable -Does Not Apply- PAVEMENT CONDITIONS PAVED SHOULDER Very Good WIDTHS SIDEWALKS ->- ->- Good Over 6' Over 6' ADT (1993) Fair Poor P 4' 6' 4-6' 0- a,4Q!3 - We9 Poor Under 4" Under 4" 1,500- 2,999 3,000- 4,999 ACCIDENT LOCATIONS "-.pT."",m rm 5,000 - 9,999 BY MILEPOINT (1 992-94) "1,000 - 19,999 26,600- 45,000 OVER 45,000
PLANNING LAND USE ZONING
(Agric~lture Natural Resource Rural Industrial Coastal Non Resource 140( Rural Residential Forestry Park and Recreation Rural Service Center Indian Resewation Public Facility f50/ Urban Mixed Ag and RR Rural Commercial Water Corridor #7 FLORENCE - EUGENE SHEET 1 OF 6 Region 2 District 5 FLORENCE-EUGENE HIGHWAY NO. 62 SHEET 1 OF 4 JUNE 1997
FLORENCE CUSHMAN WENDSON STATION WBLPlON -I M.P. 3.03 M.P. 4.48 M.P. 14.40 SIUSLAW NATIONAL FOREST
RB-2 LANES BY DIRECTION LANES BY DIRECTION CENTERLANE RE2 CENTER LANE RB-2 SHOULDERS I Corridor #7 FLORENCE - EUGENE SHEET 2 OF 6 Region 2 District 5 FLORENCE-EUGENE HIGHWAY No. 62 SHEET 2 OF 4 JUNE 1997
I PREPARED BY
GLOBE M.P. 29.69
SIUSLAW NATIONAL FOREST
WB 1 4 i I i i 1 ES BY DIRECTIONEB 1 1 1 2 1 1 1 1 IT CENTER LAN? RT LT SHOULDERS .
I SIDEWALKS
I LEVEL OF SERVlCE 1 I STRUCTURE CONDITION 2 2 ACCIDENT LOCATIONS • a 6 . .ow l . l . . 00 . *...... ADT(lS93) 3500 3700 3800 3800 3800 Corridor #7 FLORENCE - EUGENE SHEET 3 OF 6 Region 2 District 5 FLORENCE-EUGENE HIGHWAY No. 62 SHEET 3 OF 4 I JUNE 1997 NORTH
WALTOIS Mom M.P. 32.66 M.P. T41.8C
7 'I 1 $ 1 b48 i 1 1 LANES BY DIRECTION 1 1 1~ 1 1 1 1 1 LT = CENTER LANE - - RT LT . Wk&k&d?S&x&%%L SHOULDERS -F&~.&&W&
STRUCTURE CONDITION 2 ACCIDENT LOCATIONS 0. • .e a*- • • " , I ,>: ,,,,,:,,,. ,,,,...,...... z.., ..:,.::z,l,::m:: .,~~~~,,~,~:-~.~,~:~,~~mE>,,~~,cc.:x"t,~~2~~,.~,,..*::..:,,,,,:,,,.,..:,:..:.,.,..::s:,.: :,,':".,,?.., ADT (1089) 4400 4400 5400 Corridor #7 FLORENCE - EUGENE SHEET 4 OF 6 Region 2 District 5 FLORENCE-EUGENE HIGHWAY NO. 62 SHEET 4 OF 4 I JUNE 1997 NORTH 1 EXISTING I CONDITIONS
KEY TO BOUNDARIES Urban Growth City Limit
M.P. 49.43 1- WEHIETA c / MRA M.P. 46.78
LANES BY DIRECT10 CENTER -
SHOULDERS
I SIDEWALKS I Corridor # 7 FLORENCE - EUGENE SHEET 5 OF 6 Region 2 District 5 BELTLINE HIGHWAY NO.69 SHEET 1 OF 1 I II th STREET & GARFIELD JUNE 1997 PREPARED BY PACIFIC HIGHWAY WEST NO. Iw NORTH
KEY TO BOUNDARIES
SCALE 1 MLE 0.5- o 0.6 1 1.5 wLotmERs
I
I
a NNNiCl C) wm gq ": y?:; 2: 0000 ------Wlew st. 0 /s------wsat 11th AW. -4 1-1- 11th A=. / I - + 7th A-. - EUGENE
RE2 SHOULDERS - - RB-2 SIDEWALKS -
PAVEMENT CONDmON LEVEL OF SERVICE STRUCTURE RB2 CONDITION ACCIDENT LOCATIONS ACCIDENT LOCATIONS RE2 ADT (1993) 21,W ' 24,OW 28,000%%0 ADT (1993) 14,600 17.m 17.WO' I I I
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