HOOD RIVER MT HOOD
(OR HIGHWAY 35)
Corridor Plan
Oregon Department of Transportation DOR
An Element of the HOOD RIVER-MT. HOOD (OR 35) CORRIDOR PLAN
Oregon Department of Transportahon Prepared by: ODOT Region I David Evans and Associates,Inc. Cogan Owens Cogan October 1997 21 October, 1997
STAFF REPORT
INTERIM CORRIDOR STRATEGY HOOD RIVER-MT. HOOD (OR HWY 35) CORRIDOR PLAN (INCLUDING HWY 281 AND HWY 282)
Proposed Action
Endorsement of the Hood River-Mt. Hood (OR HWY 35) Corridor Strategy.
The Qregon Bep ent of Transportation (ODOT) has been working wi& Tribal and local governments, transportation service providers, interest groups, statewide agencies and stakeholder committees, and the general public to develop a long-term plan for the Hood River-Mt. Hood (OR HWY 35) Corridor. The Hood River-Mt. Hood Corridor Plan is a long-range (20-year) program for managing all transportation modes within the Oregon Highway 35 corridor from the 1-84 junction to the US 26 junction (see Corridor Map).
The first phase of that process has resulted in the attached Interim Com'dor Stvategy. The Interim Corridor Strategy is a critical element of the Hood River- Mt. Hood Corridor Plan. The Corridor Strategy will guide development of the Corridor Plan and Refinement Plans for specific areas and issues within the corridor.
Simultaneous with preparation of the Corridor Plan, Transportation System Plans (TSPs) are being prepared for the cities of Hood River and Cascade Locks and for Hood River County. ODOT is contributing staff and financial resources to these efforts, both to ensure coordination between the TSPs and the Corridor Plan and to avoid duplication of efforts, e.g. public involvement processes. Separate long-term planning efforts are currently underway for 1-84 and the Historic Columbia River Highway. The result of these efforts will be comprehensive, long-term management direction for all elements of the transportation system in Hood River County.
The Hood River-Mt. Hood Corridor is a major recreation corridor and provides access to rural communities in the upper Hood
Interim Corridor Strategy 1 Staff Report Hood River-Mt. Hoodcorridor Plan October, 1997 multi-modal transportation center. Edgefield Station representatives are participating on the TAC to promote intermodal connections to the west end of the Gorge.
1-84, OR 35, Highway 281, Highway 282 and the Historic Columbia River Highway are all state highway bicycle facilities. The Interim Corridor Strategy promotes development of a countywide bicycle system that facilities both through and local traffic and an expanded pedestrian system. Establishing a fully interconnected system may be difficult due to a lack of connecting streets and steep terrain.
Although sewed by four general avia~onairports (two public md two private), the accessibiliq of Portland Interna~ondAirport lmts the potential role for colnmercial air service within the corridor. Objectives support protec~ons against land use encroaclhments.
Key objectives for rail service include maintenance of Amtrak services and support for the Mt. Hood Railroad for both tourist excursions and for freight hauling. Improved access to port facilities at the Ports of Hood River and Cascade Locks is the key strategy to support water transport.
Access Management
The Interim Corridor Strategy recommends application of the highest applicable access management standards. Consolidation of existing access points would likely be meet with sigruficant opposition, particularly in rural community centers.
Land Uses
Objectives promote transportation-efficient land use patterns that reduce vehicle miles traveled and provide a live-work balance, and improved cooperation between ODOT and local governments in planning and project development. A major waterfront redevelopment project proposed by the Port of Hood River has raised issues of local access needs and impacts to 1-84 interchanges. This project is requesting an Immediate Opportunity Fund grant to provide some transportation improvements.
Environmental Issues
Staff from the Confederated Tribes of the Warm Springs Reservation participates on the TAC and requested that consideration be given to moving Highway 35 away from the river to address concerns about water quality in the East Fork
Interim Comdor Strategy 6 Staff Report Hood River-Mt. HoodComdor Plan October, 1997 Hood River. The TAC responded that relocation would be prohibitively expensive and physically impractical for much of the corridor's length. The Interim Corridor Strategy commits ODOT and local governments to work with the Tribes to identify and evaluate long-term programs to restore fish populations and to improve water quality in the East Fork Hood River, including further assessment of the feasibility of relocating OR 35 away from the river.
Economic Issues
The key industries in Hood River County -- agriculture, forestry and tourism -- are relatively well-served by tramportation facilities. Transportation system hprovements iden~iedin the Interim. Gomidor Stratem and local TSPs are htended to support projects identified through the Regional Skategnes Progm and other economic development programs. A variety of objectives promote the use of OR 35 as an alternative to 'US 26 for access to Mt. Hood ski areas and other summer and winter recreational activities. Region 1 will be conducting a study of Intelligent Transportation Systems (ITS) in the Mt. Hood area, primarily to provide motorists with information about which route is advantageous for travelling to Portland.
Development of the Corridor Strategy
This Interim Corridor Strategy has been developed with the active involvement of representatives of 22 Tribal and local governments, transportation service providers and interest groups in the corridor. In addition, statewide agency and stakeholder committees and the general public have assisted in the identification of issues and needs to be addressed and the development of objectives to address those them. Key opportunities for public and agency involvement have included:
Project Management Team
The Project Management Team (PMT) is composed of local government and ODOT staff representatives and transportation planning and public involvement consultants. The 10-member PMT serves as the project staff, developing draft products for Technical Advisory Committee and local government review and approval.
Technical Adviso y Committee
The Technical Advisory Committee (TAC) is composed of representatives of the cities of Hood River and Cascade Locks, Hood River County, the Confederated
Interim Comdor Strategy 7 Staff Report Hood River-Mt. HwdComdor Plan October, 1997 Tribes of the Warm Springs Reservation, the ports and other local governments within the county, other transportation service providers in the county, and key stakeholder groups. The 35-member group serves as a review and steering committee for development of the Transportation Plan. It has met eight times since initiation of the planning process in October 1995.
TAC representatives include:
Hood River County John Arens Commissioner James Lyons Public Works Director Jeff Hunt Associate Planner Don Wiley Engineering Supemisor Joe Wmpler SherZf City of Hood River Ron Bradsby Public Works Staff Cindy Walbridge Planning Director Rich Younkins Police Chief Roger Kauble (former) City Engineer City of Cascade Locks Michael Bridges City Manager George Lewis (former) City Manager Clackurnas County Ronald Weinrnan Transportation Planner Port of Hood River Greg Baker Executive Director Port of Cascade Locks Tobin White Executive Director Confederated Tribes of the Warm Patty O'Toole Staff Biologist Springs Indian Reseruation U.S. Forest Seruice, Mt. Hood Ken Huskie/ District Staff National Forest Rick Ragan U.S. Forest Seruice, Columbia River Jergen Hess/ Scenic Area Staff Gorge National Scenic Area David Sell Hood River Transportation District Linda Floyd Executive Director Hood River School District Jim Eastman Transportation Director Mt. Hood Railroad Jack Mills Director Hood River Shippers b Growers Tom Nelson Manager Associa tion Young 6 Morgan Company Burt Wright Mt. Hood Meadows Ski Area Dave Riley General Manager Columbia Gorge Windsurfing Bob Hall Associa tion Hood River Valley Residents Kate Mills Director Committee Hood River Chamber of Commerce Craig Schmidt Director Edgefield Station, Inc. Anita Caivano Executive Director Washington Department of Greg Bieber Region Staff Transportation
Interim Comdor Strategy 8 SW Report Hood River-Mt HwdComdor Plan October, 1997 Oregon Department of Land Bob Cortright Transportation Planner Conservation €? Development Oregon Department of Region 1Staff Transportation
Issues Sumey
A survey of transportation interest groups and other parties was distributed in October, 1995, to solicit input on issues to be addressed in the Plan. This survey and other information about the planning process was also distributed at the October, 1995, Hood River Harvest Festival.
Project News he tiers
A newsletter update on the Transportation Plan was widely distributed (approximately 2,000 persons and organizations) in September, 1996. The newsletter provided notice of open houses to be conducted on the Plan and solicited input through a questionnaire on key objectives drafted by the TAC.
Open Houses
As part of the Goals and Objectives development phase of the Corridor Plan, public open houses were held in September, 1996, in Hood River and in Cascade Locks. The purpose of the open houses was to disseminate information on the transportation planning process and to solicit public input on preliminary goals, objectives and implementation actions to be addressed in the Transportation System Plans (TSPs) for the cities of Hood River and Cascade Locks and for Hood River County, and in the Interim Corridor Strategy for the Hood River-Mt. Hood (OR 35) Corridor Plan. The open houses were advertised through a September, 1996, newsletter, press releases, public service announcements and paid advertisements in the Hood River News.
Agency Review
The Issues and Objectives component of the Plan, as well as a preliminary draft Plan, were reviewed by ODOT headquarters and regional staff and by two statewide groups established by ODOT to provide input on the agency's corridor planning process -- Statewide Agency Coordinating Committee and Statewide Stakeholders Group.
Interim Corridor Strategy 9 Staff Report Hood River-Mt. Hoodcorridor Plan October, 1997 Information on the planning process has also been distributed and input on draft Plan products solicited through briefings with local government officials, interest groups, and local community planning organizations.
Local and Regional Coordination of Transportation Planning
In conformance with the Oregon Transportation Planning Rule (TPR), transportation system plans (TSP) are currently being developed for the two cities (Hood River and Cascade Locks) and the county (Hood River) within the cornidor. ODOT is conhibuhg staff and dhmcial resources to t-hese locd efforts. Portions of the TSPs that irnpact the corridor will be heorporated hto the Corridor Plan. This process will link the corridor plan objectives to local comprehensive plans.
c:\usr\corridor\ hwy35\35staff.doc Interim Comdor Strategy 10 Staff Report Hood River-Mt. HoodComdor Plan October, 1997 R - MT. HOOD OW? PL
INTERIM CORRIDOR STRATEGY
Revised July 1997 HOOD RIVER TRANSPORTATION PLAN TECHNICAL ADVISORY COMMITTEE (TAC)
City of Hood River City of Cascade Locks Hood River County Clackamas Cossnty Port of Hood River Mt. Hood National Forest Columbia River Gorge National Scenic Area Hood River Transportation District Hood River School Dktrict Hood River County SherifSs Offlce City of Hood River Police Dept. Mt. Hood Railroad Hood River Growers & Shippers Association Young & Morgan Mt. Hood Meadows Ski Area Columbia Gorge Windsurfing Association Hood River Valley Residents Committee Hood River Chamber of Commerce Edgefield Station, Inc. WADept. of Transportation OR Dept. of Transportation OR Dept. of Land Conservation and Development OR Dept. of Forestry I. INTRODUCTION
ODOT is developing corridor plans for those corridors identified in the Oregon Transportation Plan (OTP) as being of statewide importance. This document proposes a strategy and objectives for the operation, preservation and enhancement of transportation facilities within the Hood River-Mt. Hood Corridor (OR 35) from the 1-84 junction to the US 26 junction. 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. This Corridor Strategy will guide development of the Corridor Plan and Refinement Plans for the specific areas and issues in the corridor.
The Corridor Plan calls for all of the jurisdictions along the corridor and the Oregon Transportation Codssion to endorse the Interim Corridor Strategy. The Corridor Strategy will be included in city and county transportation system plans (TSPs) 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.
A. CORRIDOR PLANNING CONCEPT
A corridor plan is a long-range (20-year) program for managing transportation systems that move people, goods and services within a specific transportation corridor. ODOT is currently developing corridor plans for the 31 corridors of statewide or interstate importance as identified in the Oregon Transportation Plan (OTP). Other transportation corridors will be studied as resources allow. Each corridor planning area includes statewide transportation facilities, systems, and land that influences 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. Transportationfacilities are defined as individual modal or multirnodal conveyances and terminals; within a corridor, facilities may be of local, regional or statewide importance. Examples of facilities are highways, rail lines, transit stations and bicycle paths. Transportation systems are defined as networks of transportation links, services, and facilities that collectively are of statewide importance even though the individual components in the system may be of only local or regional significance. Examples include highway, rail, public transportation, and bicycle systems.
ODOT is developing statewide management systems and modal plans for automobile, truck, 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
Interim Comdor Strategy 1 July 1997 Hood River-Mt. Hood Comdor Plan given their interaction with ODOT facilities and collective significance to the statewide transportation system.
B. BENEFITS OF CORRIDOR PLANNING
The benefits of corridor planning 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 to successful project development. Corridor planning provides a franework within which individual projects located in conidor communities can be reviewed and prioritized.
Presewation 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 which 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 alternate means to accommodate transportation needs with and without capital- intensive improvements. Alternatives such as access management, utilization of parallel local streets, reconfigured land use patterns and demand management programs (i.e., rideshare, public transportation, flex-time, etc.) are considered in lieu of or in addition to major capital improvements.
Partnerships With Diverse Public and Private Agencies and Organizations Corridor planning provides a forum for resolution of policy issues and negotiation of strategic partnerships between organizations striving to fulfill complementary missions with limited resources. Examples include local, state and federal agencies, Native American tribes, and transportation associations.
C. PLANNING REQUIREMENTS
There are several federal and state mandates impacting how corridor planning is to be undertaken. The three most important of these are: the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA); the Oregon Transportation Plan (OTP); and the Oregon Transportation Planning Rule (TPR). While very different policy initiatives, all three share several common themes: 1) a requirement that transportation plans provide a balanced transportation system providing transportation options; 2) that transportation plans reduce reliance upon the single occupant vehicle and increase the opportunity for modal choice; and 3) that transportation plans be coordinated with land use plans, and
Interim Corridor Strategy July 1997 Hood River-Mt. Hood Corridor Plan address the environmental, social, economic, and energy consequences of proposed actions.
D. CORRIDOR PLANNING PROCESS
The corridor planning process recognizes that different segments of the Hood River-Mt. Hood (OR 35) Corridor require differing levels of study to develop a corridor-wide long- range plan. Thus, corridor planning moves fiom the general to the specific in a three phased process (illustrated below). It is important to note that this planning may not occur in a linear fashion, i.e., that activities described in Phase 1 may occur after some Phase 2 or Phase 3 planning activities.
Phase 1: Interim Corridor Strategy
With requirements to consider a range of transportation modes and impacts on land use and the environment, a corridor strategy is established in order to properly address the goals and policies of the OTP and statewide mode plans. A comdor 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 it plays in the region are described in terms of land use, social, environmental, and economic development impacts.
From these analyses come 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. This strategy, described in detail through a number of corridor objectives, helps ODOT and jurisdictions within the corridor plan for their transportation systems in a manner consistent with the OTP and other plans and policies.
Phase 1 comdor planning concludes with the endorsement of an Interim Corridor Strategy by cities, counties, and metropolitan planning organizations within the corridor, and by the OTC.
Phase 2: Corridor Management Plan
Most of the corridor planning effort occurs in Phase 2 and focuses on developing corridor improvement and management elements, and city and county transportation plans.
During Phase 2, a Corridor Improvement and Management Element 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
-- p- -- - Interim Corridor Strategy 3 July 1997 Hood River-Mt. Hood Corridor Plan 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 within the corridor. ODOT is contributing staff and financial resources to these local efforts. Portions of TSPs that impact statewide corridors will be incorporated into the Corridor Improvement and Management Element to implement the objectives established in the Corridor Strategy. This process helps link corridor objectives to city and county comprehensive plans.
At the conclusion of Phase 2, implemenhtion decisions reached bough trmsportation systems planning are combined in the Corridor Improvement and Management Element. The Interinn 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 corridor may require rejnement 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 Element. The Corridor Plan may then be amended to incorporate the products of these refinement plans.
Phase 4: Projects and Programs
Prioritized improvements to corridor facilities, systems and management, identified in the Corridor Plan, provide the basis for update of the State 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 statewide transportation system that meets the growing demand for transportation for the next 20 years.
E. CORRIDOR PLANNING PARTICIPANTS
This Interim Corridor Strategy has been developed with the active involvement of local governments in the corridor, interest groups, statewide agency and stakeholder committees and the general public. These participants have been involved in development of the Corridor Strategy through the following mechanisms.
Interim Corridor Strategy 4 July 1997 Hood River-Mt. Hood Corridor Plan Figure I Corridor Planning Process and Phases
Phase Develop One Interim Corridor Strategy
General Planning Process
Phase ...... b Refinement Three ,......
Phase Projects Four and Programs
Interim Corridor Strategy 5 July 1997 Hood River-Mt. Hood Corridor Plan Project Management Team
The Project Management Team (PMT) is composed of ODOT and local government staff representatives and transportation planning and public involvement consultants. The PMT serves as the project staff, developing draft products for Technical Advisory Committee and local government review and approval.
Technical Advisory Committee
The Technical Advisory Committee (TAC) is composed of representatives of the cities of Hood RIver and Cascade Locks, Hood fiver Comty, the ports other governments, and key transportation stakeholders in the corridor. The TAC serves as a review and ttee for development of the Corridor Plan and local gove
Statewide Agency Coordinating Committee and Statewide Stakeholders Group
Federal and state agencies, tribal representatives, and transportation service providers have been invited to participate in a continuing Statewide 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 Statewide Stakeholders Group. The stakeholders group includes representatives of many statewide special interest groups in the transportation, land use, environmental, and social service areas.
Public Involvement Program
An ongoing public involvement program is an essential element of Corridor Plan development. Public involvement opportunities in development of the Interim Corridor Strategy have included:
Newsletter survey of corridor residents and other interested parties to identify issues and needs to be addressed in the corridor planning process. Open houses conducted in Hood River and Cascade Locks in September 1996 to solicit input on draft issues and objectives and to review preliminary TSP elements. Briefings of local government officials, local community planning organizations, and other interest groups during the process by PMT members.
11. INTERIM CORRIDOR STRATEGY
As the first step in the Corridor Planning process, this Interim Corridor Strategy has been developed by the Technical Advisory Committee (TAC), composed of representatives of ODOT, other state and local government agencies, and representatives of transportation and other interest groups. This Recommended Draft Interim Corridor Strategy will be reviewed, revised as needed, and approved by the governing bodies of the local
Interim Corridor Strategy 6 July 1997 Hood River-Mt. Hood Corridor Plan jurisdictions. Resolutions of endorsement will be requested from these local jurisdictions and from the Oregon Transportation Commission.
The purpose of the Corridor Strategy is to establish realistic performance objectives for transportation in the corridor and to make major transportation trade08 decisions. Objectives have been developed for all modes of transportation in the corridor based upon issues identified by local governments in the corridor, interest groups and the general public.
This Strategy is considered interim because additional detailed analysis will be performed during the development of TSPs and a Conidor Impr~vementand Mmage~entElement that may require modifications to the Strategy. Through this local and regional amsportation system pl g and refinement pl ng for the corridor plan, periodic review and local plan amendments, ODOT and the local governments in the corridor will cooperatively work together to ensure that city and county comprehensive plans and zoning ordinances achieve Corridor Strategy objectives. ODOT will adopt the final Corridor Plan as an element of the OTP.
This Interim Corridor Strategy identifies a variety of desired management objectives and improvements to transportation facilities and services within the corridor. Objectives address the corridor as a whole, as well as major segments of the corridor, but do not address specific sites or transportation improvements. Work during TSP development will identify specific projects and activities to implement the Corridor Plan. The final Corridor Plan will also identify priorities and timing for the various actions and responsible public agencies and other service providers.
These objectives are intended to be used as guidelines in identifying specific projects for inclusion in future updates of the Statewide Transportation Improvement Program (STIP) and local capital improvement programs (CIPs). Inclusion of any improvements in the corridor plan does not represent a funding commitment by ODOT or any local government until programmed in the STIP andlor a local CIP.
OR 35 Corridor
The Hood River-Mt. Hood (OR Highway 35) Corridor is a major recreation corridor and provides access to nual communities in the upper Hood River Valley. As part of the Mt. Hood Loop, OR 35 (Mt. Hood Highway) connects US 26 and 1-84, as well as connecting Washington SR 14 (via the Hood River bridge) to 1-84 and the local street systems. Among the corridor's functions are:
Eastside (Mt. Hood Loop) entrance into the Columbia River Gorge National Scenic Area;
Interim Corridor Strategy 7 July 1997 Hood River-Mt. Hood Corridor Plan Primary access to Cooper Spur Ski Area and other eastside (of Mt. Hood) recreation facilities; Alternative route (to US 26) from the Portland area to Mt. Hood Meadows Ski Area and other winter and summer recreation facilities; Truck route, serving lumber mills, orchards and hitshippers; Access to the rural community centers of Odell, Parkdale and Mt. Hood; Access to scenic vistas; Scenic Byway for that portion within the Mt. Hood National Forest; and Access fiom 1-84 to the east end of Hood River.
District Highways
The Hood River Highway (281) and the Odell Highway (282) are ODOT district highways, whose primary function is to serve local traffic and provide access to adjacent properties. They link the co unities in the mid- and upper Hood River valley to the major east-west and north-south transportation corridors 0-84 and OR 35). Both highways provide a truck route serving lumber mills and orchards and both are county bike routes (shared roadways).
The Hood River Highway (Highway 281) is the major parallel route to OR 35. It begins in downtown Hood River at Oak Street (OR 35) and follows the Hood River to the rural center of Parkdale, where it once again intersects OR 35. Among the highway's functions are:
Westside alternate route into the city of Hood River; Secondary access to Cooper Spur Ski Area; Access to the rural communities of Dee and Parkdale; Detour route for incidents along OR 35; Access to orchards, hit shipping operations and residential areas in the Hood River Valley; Access to the eastside of the Mt. Hood National Forest and associated recreational facilities.
The Odell Highway (Highway 282) connects the Hood River Highway (Highway 281) and OR 35, serving the rural community of Odell. Among the highway's functions are:
Access to the rural community of Odell; Detour route for incidents along OR 35; and Access to orchards, fruit shippers and residential areas in the Lower Hood River Valley.
Interim Corridor Strategy 8 July 1997 Hood River-Mt. Hood Corridor Plan ASSUMPTIONS
A number of assumptions are made related to other planning efforts, use of the transportation system, and other factors. These assumptions, which are not repeated as issues or objectives, include:
Standard levels of roadway maintenance and repair. The majority of growth occurring within the Hood River and Cascade Locks UGBs, with some additional growth in Odell and Parkdale exception areas. Increasing recreational use of the transportation system. Environmental constraints to highway improvements. Regulation of design and development within poeions of the ComV by the Colmbia River Gorge National Scenic Area Management Plan. With the reduction of National Forest timber receipts, an increaed need for new funding sources to maintain the existing County road system. Increasing bicycle and pedestrian traffic within urbanized areas and along OR 35. Limitation on new road construction to "local" roads. Continued operation of the Hood River Highway (281) and Odell Highway (282) as district level facilities. No 1-84 capacity improvements except for interchange improvements where warranted, e.g., OR 35/1-84 interchange and 2nd Street interchange. Increased use of the highway system for freight, particularly fruit shipping.
THEMES
A wide variety of objectives have been identified relating to the long-term functioning and management of the Hood River-Mt. Hood Corridor. Key themes among these objectives follow.
All State Facilities
Allocation of state resources to highway projects according to the following priorities: (1) Maintenance of the existing facility to ensure that it remains safe and functional ,e.g., fixing potholes; (2) Preservation of the roadway by investing in roadbed and pavement reconstruction as needed to minimize maintenance costs; (3) Safety improvements; (4) Managing the existing system to maximize capacityloperation; and (5) Capacity improvements. Application of the most restrictive access management standards (regulating the number, spacing, type, opportunities for left turns and location of driveways, intersections and traffic signals) consistent with existing or planned adjacent land uses.
Interim Corridor Strategy 9 July 1997 Hood River-Mt. Hood Corridor Plan Promotion of transportation-efficient land use patterns that reduce vehicle miles traveled and provide a livelwork balance.
Highway 35 Corridor
No additional expansion in highway capacity, except for climbinglpassing lanes and turning lanes. Promotion of OR 35 as an alternative to Highway 26 for access to Mt. Hood ski areas and other winter and summer recreational activities. Promotion of the corridor's tourisdrecreation role, including its role as part of the Mt. Hood Loop. Protection of the cowidor's scenic values. Resolving congestion and safety problems in the urban segment, e.g., 1-84 interchange and WCRH (US 30)/35 intersection. Addressing safety problems at intersections, e.g., Highway 28% (Odell), Ehrck Hill Road and Mt. Hood Meadows main access road. Promotion of continued use of the Mt. Hood Railroad for freight movement and recreation. Promotion of the use of Highway 35 as a bicycle route.
District Highways a Maintenance and preservation of the roadway for continued use as primary routes for local travel. No additional expansion in highway capacity, except for turning lanes if needed. Promotion of Highway 28 1 as a scenic drive route. o Promotion of Highway 28 1 as an alternative north-south bike route. 0 Addressing safety problems at intersections, e.g., OR 35 and Highway 282 (Odell), and at railroad crossings.
TWPORTATION SYSTEM OBJECTNES
A. TRANSPORTATION BALANCE
The Oregon Transportation Plan (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 transportation system should also maximize the efficiency of the existing system.
Interim Corridor Strategy 10 July 1997 Hood River-Mt. Hood Corridor Plan 1. Automobile
The automobile is the primary mode of transportation in Hood River County. Roadway facilities are used by local residents traveling within and between the county's rural areas and populations centers during the weekdays. On the weekends, recreational travel predominates on OR 35. Summer weekend recreational traffic is dominated by windsurfers accessing prime surfing locations in Hood River and Cascade Locks and by other travelers destined for recreational areas in the Columbia River Gorge and the Mt. Hood National Forest. In the winter, weekend travel on OR 35 is mostly to snow-based recreation facilities.
In 1994, average daily traffic (ADT) on OR 35 ranged from 1,800 vehicles near the junction with US 26 to 7,200 vehicles near its interchange with 1-84. The lowest volumes (1,000 AE)T) were recorded north of the Mt. Hood Meadows Ski Area access road. As would be expected, volunnes were highest in the urban areas. 1994 ADT counts for 1-84 in Hood River County were about 17-18,000 vehicles in the rural portions of the county; 22,000 at the west Cascade Locks interchange; and about 24,000 at the I-84lOR 35 interchange.
Traffic volumes on highways in the County are steadily increasing. Average daily traffic volumes on OR 35 (based upon data from a permanent recorder located 2.1 miles south of the OR 35lHw-y. 281 junction) increased 102 percent from 1984 to 1994, resulting in an annual growth rate of 7.1 percent. Data collected from two high traffic locations on 1-84 show similar results. For the same period, average daily traffic increased by 64 percent near the Hood River Bridge interchange and by 71 percent near the West Cascade Locks interchange, equating to annual traffic growth rates of 5.2 and 5.5 percent, respectively. HCRH (US 30) through Hood River had peak volumes of about 10,200 ADT at the intersections of Oak and 13th and Oak and 2nd.
For OR 35, the highest travel month is July, with about 140 percent of the average daily traffic. The lowest traffic volumes occur in April, with about 71 percent of the ADT. Traffic volumes during the winter recreation months are only slightly less than the annual average, reflecting relatively high winter use. Seasonal variations for 1-84 show a more typical pattern, with a July-August peak (128 percent of ADT) and the lightest use in January and February (73 percent of ADT).
In concert with improving systems and facilities that accommodate alternative modes of travel (e.g., air, rail, bike, pedestrian), the Oregon Highway Plan (OHP) indicates that Oregon must commit to protecting and improving its highway system or risk losing its economic base and potential economic expansion. For statewide highways, the OHP management objective is "to provide for safe and eficient high-speed continuous flow operation in rural areas and moderate to high-speed operations of flow in urban and urbanizing areas." Modal balance and transportation system efficiency are to be achieved, in part, through efforts to reduce reliance on the single-occupancy vehicle. The
Interim Corridor Strategy 11 July 1997 Hood River-Mt. Hood Corridor Plan OTP discourages highway capacity improvements which primarily serve commuters from outside of urban growth boundaries.
Al. Allocate resources to highway projects according to the following priorities: (1) Maintenance of the existing facility to ensure that it remains safe and functional, e.g., fixing potholes; (2) Preservation of the roadway by investing in roadbed and pavement reconstruction as needed to minimize maintenance costs; (3) Safety improvements; (4) Managing the existing system to maximize capacityloperation; and (5) Capacity improvements. A2, Accommodate needs for all modes of travel through TDM and other measures and develop an interconnected system of streets to serve existing and planned development. 83. Identify solutions, including improvements to the existing road system, construction of a new westside access, TDM measures, and other alternatives to address the need for westside north-south circulation to accommodate westside growth and to create a network of connected streets. A4. Provide no expansion in highway capacity for state highways, except for climbinglpassing lanes and turning lanes. A5. Provide a road system that meets the needs for travel between and through the county, recognizing the needs for both local and through travel, with OR 35 and the Hood River Highway (28 1) as the primary through routes. A6. Provide no new interchanges to OR 35, except at the Mt. Hood Meadows Ski Area. Rather, focus on rebuilding existing interchanges to address safety and capacity needs. A7. Develop projects that improve access to commercial and industrial properties. A8. Investigate alternative financing mechanisms, publiclprivate partnerships, tollways, road maintenance improvement districts, etc.
2. Air Service
There are four airports in the county: Cascade Locks State Airport, Hood River County Airport, Hanel Airport, and a small airport located near Highway 28 1 northwest of Odell. Cascade Locks State Arport is located within the city limits and is administered by ODOT, Aeronautics Section. With one 1,800 ft. paved runway, it is classified as a Level 4 facility, because it plays a supportive role to the state transportation system in terms of agricultural, recreational, and emergency uses. Hood River Airport is a general aviation airport located south of Hood River adjacent to Highway 281. It is owned and operated by the Port of Hood River and provides no regular air service, being used primarily by small planes for agricultural, business, and personal uses. Hood River Airport has one 3,040 ft. paved runway, and is classified as a Level 3 facility, meaning that it provides local support and access and second-tier economic development. The Hanel Airport located near OR 35 south of Odell is a privately owned airport.
Interim Corridor Strategy 12 July 1997 Hood River-Mt. Hood Corridor Plan The closest commercial air service is approximately 40 miles west of Cascade Locks at the Portland International Airport in Portland. Portland International Airport is a full service airport, handling both passengers and cargo. The accessibility of Portland Airport and the wide range of services it offers limit the likelihood of significant expansions of the smaller airports in Hood River County.
A9. In lieu of developing new airports, promote continued use and expansion of existing public use airports. A10. Adopt land use regulations and airport master plans that include provisions to protect against land use encroachments adjacent to airports. All. Investigate means to address conflicts associated -with the proximity of private airports to highways, e.g., signage, land use controls, etc. A 12. Develop improved emergency landing facilities. A1 3. Investigate means to avoid conflicts with seaplanes and other river users. Al4. Encourage the development of aircraft refueling facilities. A15. Encourage private airport shuttle service to Portland.
3. Bicycles
The June 1995 Oregon Pedestrian and Bicycle Plan (which implements the OTP) establishes the goal to provide safe, accessible and convenient bicycling facilities and to support and encourage increased levels of bicycling. The Plan calls for a bikeway system that is integrated with other transportation systems; a safe, convenient and attractive bicycling environment; and improved bicycle safety.
1-84, OR 35, Highway 281, Highway 282, and HCRH (US 30) are all state highway bicycle facilities and are intended to provide for the general needs of bicyclists.
Bicycle facilities on 1-84 consist of shoulder bikeways, while Highways 281, 282, and HCRH have shared roadways. OR 35 has a combination of shared roadways and shoulder bikeways. A shared roadway facility is one where motorists and cyclists occupy the same roadway. A shoulder bikeway accommodates bicyclists on the paved shoulder of the road.
The County's Draft Bicycle Plan identifies a number of proposed improvements to bicycle facilities, but has not yet been adopted. Neither the City of Hood River nor Cascade Locks have a bicycle plan at this time. Establishing complete bike systems through these cities may be difficult due to a lack of connecting streets and steep grades.
A1 8. Improve signing of bikeways, particularly destination signing. A19. Add or improve bike lanes or widen shoulders as part of planned highway projects. A20. Create alternative routes to avoid conflicts with other modes, per adopted bicycle plans. A21. Investigate opportunities to site services, e.g., parking and camping for cyclists.
Interim Corridor Strategy 13 July 1997 Hood River-Mt. Hood Corridor Plan A22. In the long term, expand bridge widths to provide bikeways on all bridges. In the short term, add a bicyclelpedestrian path to 1-84 bridges to provide access across railroad tracks to waterfront facilities. A23. Design a countywlde bike system that facilitates both local and through trafflc. A24. Investigate alternative funding sources, use of volunteer groups, and other methods for off-highway bikeway maintenance. A25. Provide bicycle facilities in urban areas and provide shoulders to accommodate bicycle use on state highways and local roads, per adopted bicycle master plans. A26. Reconcile differences between state and local standards for bicycle facilities. A27. Provide connections to local bicycle and hiking systems where feasible.
4. Pedestrians
izing baniers to safe and convenient pedestrian crossings is a goal of the OTP, providing pedestrian facilities that allow direct, d-free travel (such as sidewalks in urban areas) is required by the TPR.
Pedestrian facilities within the rural portions of the county are minimal (at most a paved shoulder). Within Hood River and Cascade Locks, sidewalks are generally lacking and pedestrians must frequently share roads with cars. Downtown Hood River has a pedestrian-friendly environment with sidewalks and short blocks. However, many of the sidewalks lack curb cuts for wheelchair access. A pedestrian pathway is provided along the Columbia River near Port of Hood River properties, but is difficult to access without using a car.
Cascade Locks, in its Design Theme for a Downtown Street Plan, has identified the need to establish a more pedestrian-friendly environment through its downtown on Wa Na Pa Street/US 30. Increasing sidewalk widths to 12 feet, adding areas for street trees and benches, narrowing pedestrian crossings, and developing numerous walking loops within the downtown and the locks are proposed. An obstacle to creating a better pedestrian environment is the large number of dead end streets.
Recreational walking trails are present throughout the county, particularly in the Mount Hood National Forest, and include the Pacific Crest Trail which can be accessed from Cascade Locks.
A28. Improve lighting of pedestrian crossings. A29. Improve the safety of pedestrian crossings in rural centers through additiondimproved signing and lighting and speed control measures. A30. Develop a continuous and interconnected pedestrian system that includes Trail 400, HCRH, and Chinook Trail (loop hiking trail). A3 1. In urban areas, at a minimum, provide unobstructed six-foot sidewalks on both sides of state highways and local arterials and convenient and safe pedestrian crossings. In residential areas, provide at least five-foot sidewalks on both sides of local streets A32. Add shoulders in any improvements to the existing roadway network.
Interim Corridor Strategy 14 July 1997 Hood River-Mt. Hood Corridor Plan A33. Where appropriate, combine pedestrianibicycle facilities.
5. Public Transit
Public transit service within the county is coordinated by the Hood River County Transit District. The District provides demand-responsive services countywide, regular trips to Portland, and a shuttle to Mt. Hood Meadows Ski Area.
The demand-responsive service consists of daily door-to-door service between Hood River and Odell, weekly service between Cascade Locks and Parkdale, three trips per week to Fortlmd, pls "as fieeded" trips ta the Portlmd area for peop!e needing medical services. 1996, the District had ten wheelchair-accessible vans accommodating nine, Wen@, and twenty-one passengers.
The District also operates a shuttle on OR 35 from Wood Ever to the Mt. Hood Meadows Ski Area. It operates on weekends and holidays during the ski season (usually November through March).
The District intends to expand its countywide transit services. In addition to current door-to- door system, a citywide fixed-route service is scheduled to begin in fall, 1996 (contingent upon funding availability).
Ensure the continuity of bus and passenger rail services. Encourage stops in Cascade Locks that link to the Locks area. Maintain a bus center in uptown Hood River to facilitate low-income access to transit services. Investigate the feasibility of transit services to Washington communities to reduce commuting. Utilize transit as a primary means to ensure transportation accessibility for the transportation disadvantaged. Incorporate transit service needs in land use decisions. Investigate opportunities to provide shuttle services to ski areas. Analyze the feasibility of a multi-modal transportation center. Encourage the Transit District to conduct an education campaign on available transit services. Investigate transit service opportunities associated with Edgefield Station. Ensure ongoing intercity bus service between Hood River, Cascade Locks, and Portland. Develop "Park and Ride" and "Park and Pool" lots and additional bus stops and shelters.
6. Rail Service
The Union Pacific main line runs through the county parallel to 1-84, with stops in Hood River and Cascade Locks, and connections to the ports of Seattle, Tacoma and Portland. Amtrak uses the Union Pacific line to carry passengers to Hood River, but does not stop in
Interim Corridor Strategy 15 July 1997 Hood River-Mt. Hood Corridor Plan Cascade Locks. The Mount Hood Railroad branch line runs south from Hood River alongside the OR 35 corridor. The majority of revenues for the railroad come from providing tourist excursions to Parkdale, with the balance of operating revenues derived from hauling freight (primarily wood products).
The Union Pacific carries cargo to Portland where it links with both north and south lines. Eastbound, it links with lines serving the Rocky Mountain states, midwest, and eastern portions of the country. From Hood River, Union Pacific hauls mostly lumber and fiesh fruit cargo. From Cascade Locks, it hauls primarily wood and fruit products.
Emwe interconnection of rail with other modes. Maintain Amtrak service. Promote excmion tourism uses on UP, with connections to the Washington side of the Gorge. es for dedicated sewice to ski areas from Portland via railroadhuses. Provide additional signage, flashing lights at railroad crossings as warranted on Highways 28 1 and 282. Upgrade rail crossings in conjunction with other roadway improvements. Explore railbanking opportunities if railroad is closed. Make infrastructure improvements (railroad, streets, utilities, etc.) to enhance the investment climate for rail users. Maintain active rail service to Parkdale for both freight and excursions. Target industrial recruitment on rail shippers.
7. Truck Freight
As the primary east-west corridor through the state, 1-84 carries high volumes of truck traffic and freight movement. Annual fieight volumes through Hood River County on 1-84 are estimated at between 23 and 32 million tons.
Conversely, truck volumes on OR 35, Highways 281 and 282, and other roadways in the county are low. In 1992, average daily truck volumes on OR 35 were 499. During that same year, 400,000 net tons of fieight were transported. Freight consists primarily of fresh fruit and wood products.
A54. Address conflicts between farm vehicles and autos in the upper valley through signage and increased highway shoulder widths. A55. Provide chainup areas before the steep grade on the lower section of Hwy 35. A56. Investigate the need for truck climbing/passing lanes in the corridor's upper portion. A57. Improve truck access to commercial and industrial sites, including turn and acceleration/deceleration lanes where appropriate. A58. Review and modify if needed, the current hazardous materials response program. Identify potentially unsafe locations (e.g. access/egress points to industrial sites) and
Interim Corridor Strategy 16 July 1997 Hood River-Mt. Hood Corridor Plan develop necessary improvements to accommodate customary fieight transport needs.
8. Water Transport/Ports
Port of Hood River properties include 75 acres along the Columbia River in the northeastern portion of the city. Port facilities are not used for cargo handling, rather, they are used primarily as a private boat dock. The Port's waterfront properties are used for both recreational and commercial activities, including servicing of barges and other large commercial vessels. An extensive marina park includes 140 boat ships for cruise ships and the Columbia Gorge Sailpark, known as one of the best boardsaiiing iocations in the world. The park is the center for sailing, boating, and s The waterfront property also m industrial park which is largely undeveloped. Plans call for building mixed use development including a moteb'convention center, a public park, and high density housing.
Other Port holdings include a 21-acre site in downtown Hood River and a 29-acre industrial park immediately west of Odell. The Port has irnproved'both of these sites and its Hood River property is included in the City's urban renewal district. The Port also owns and operates the Hood RiverIWhite Salmon Bridge and the Hood River Airport.
Port of Cascade Locks properties include a marine facility in the western portion of the city adjacent to the Union Pacific mainline and near US 30 and 1-84. This shallow draft port sits just east of the locks. From the port, recreational trips on the Port's two sternwheeler boats make up the majority of the river traffic, as no commercial shipping or freight movement occurs.
A59. Identify means to reduce conflicts among commercial and recreational waterway users. A60. Improve docking and passenger loading/unloading facilities. A6 1. Improve access to port facilities.
9. Pipelines
Pipelines can be constructed by permit in ODOT rights-of-way. However, pipeline companies generally prefer to use more direct alignments for their trunk line facilities.
The northern portion of the county is provided with natural gas service fiom a Northwest Pipeline Corporation transmission pipeline that extends south fiom Washington and crosses the Columbia River near the 1-5 Interstate Bridge. No oil or natural gas transmission lines traverse the OR 35 corridor, and the southern portion of the county does not receive natural gas service.
A62. Accommodate pipelines in highway rights-of-way. A63. To the extent feasible, utilize pipeline rights-of-way as bicycle and pedestrian pathways and wildlife corridors.
Interim Corridor Strategy 17 July 1997 Hood River-Mt. Hood Corridor Plan 10. Telecommunications
Telecommunication is identified by the OTP as a transportation demand management (TDM) technique that reduces auto usage. Telecommunication is expected to play an increasingly important role in linking individuals and communities.
A64. Promote telecommunication technologies and programs that reduce vehicle miles traveled. A65. Consolidate telecommunications facilities to reduce the number of towers and visual impacts. A66. Coordinate the installation of fiber optics with highway i114psovements.
Regional connectivity addresses how well connected parts of the state are to one another as reflected by the transportation services available and travel times required to get from one place to another. Connectivity includes connections among modes and between places, and cooperative transportation roles among corridor communities. Each of these is discussed in detail below. The OTP establishes state policy "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. "
1. Connections Among Modes
The OTP identifies modal connectivity as a key element in meeting the state's quality-of- life and economic development goals. Many of the major transportation facilities. in the county are clustered, making intermodal connections possible. In Cascade Locks, the airport is located adjacent to the Union Pacific Railroad and very near US 30,I-84, and the Port of Cascade Locks. In Hood River, the Port, 1-84 and the rail lines are also very close to each other. The airport and the inter-city bus depot are the only major modes that are not centrally located in the city. (The airport is roughly two miles south of the city, and Greyhound stops in uptown Hood River.) Pedestrian and bicycle access to these transportation hubs is currently limited, although Highway 281 provides bicycle and pedestrian access to the airport, Greyhound station and downtown Hood River. Both cities are examining ways to enhance their pedestrianhicycle environments.
B1. Develop intermodal center(s) in Hood River to improve both regional and local intermodal connectivity.
2. Connections Between Places: Appropriate Travel Times
Good connectivity among communities and other key locations is another goal in the OTP. Where not impeded by topography, Hood River County has good connectivity with other
Interim Corridor Strategy 18 July 1997 Hood River-Mt. Hood Corridor Plan areas. 1-84 connects the area with major destinations east and west, two interstate bridges connect the region with Washington, OR 35 connects the Columbia River Gorge to Mt. Hood and central Oregon, the Union Pacific main line connects with rail lines throughout the nation, and Greyhound bus lines lead to major destinations. A major port-of-entry for interstate truck freight is located at Cascade Locks.
Connectivity can also be measured by travel time between destinations. A trip from Hood River to the Mount Hood OR 35NS 26 junction takes about 49 minutes by car and 70 minutes by truck. Traveling between downtown Hood River and downtown Cascade Locks is estimated to take 19 minutes by car and 22 minutes by truck. Portland is roughly 42 minutes away from Cascade Locks by car, anci 49 minutes away by truck.
Internal c;omctivi.l-y thin the cities is mow constrained. Steep topography sand the Hood River reduce street connections within the City of Hood River, while topography and the location of 1-84 limit connections in Cascade Locks.
B2. In lieu of major capacity expansions, strive to maintain existing travel times for both autos and fieight through high levels of facility management (acceleration~deceleration lanes, turn refuges, coordinated signals, and access management). B3. Investigate the potential for additional passing/climbing lanes as appropriate to maintain travel times. B4. Investigate improvements to the following junctions to promote safety and maintain travel times: - 1-84IHwy 35 - Hwy 3 5/Hwy 30 - Hwy 35lHwy 281 B5. Promote use of parallel routes to reduce reliance on state facilities for local trips. B6. Support development of traveler information systems.
3. Interconnected, Cooperative Transportation Roles
Each cornmunity in the county is unique, with issues and concerns that reflect the needs of local citizens and businesses. The transportation system acts as common lifeline, and actions taken by one community may affect others.
Each community plays an important transportation role. Complete services for auto travelers (fuel and repairs, food, and lodging) are provided in Hood River, while limited services are available in Cascade Locks. As the county seat, the City of Hood River serves as the center of commerce and services for the region, as the connection point for the Mt. Hood Railroad with the Union Pacific Railroad and Arntrak, and as the link between major east-west and north-south highway routes, including a connection to Washington state. Cascade Locks is the county's second most populous area and provides commerce and services as well. It also provides an interstate link via the Bridge of the Gods. The county
Interim Corridor Strategy 19 July 1997 Hood River-Mt. Hood Corridor Plan road system has been developed to link rural homes and farm and forest activities to the service centers, including the communities of Mt. Hood, Parkdale, and Odell, which serve the upper valley as rural community centers.
B7. Improve the existing OR 35/1-84 interchange as needed to promote the efficient movement of goods. B8. Improvelexpand signage to inform travelers and trucks of route choices available.
C. HIGHWAY CONGESTION
The OW calls far providing Level of Service &OS) E3 or better in rural zpem and LOS E or better in Hood River and Cascade Locks. LOS is a qualitative measure of highway operatiom, graded on a scale &om A to F. LOS A represents free flow tr&c movements with no delays while LOS F represents congested, stop and go conditions with significant delays.
1. Facility Management
Facility management helps avoid premature obsolescence of highways and related transportation facilities by accommodating growth and increased traffic with and without capital-intensive improvements. One of the most important facility management techniques to preserve the function of the highway is access management, which includes regulating the number, spacing, type, and location of driveways, intersections and traffic signals. The Oregon Highway Plan (OW) establishes six access management categories, ranging fiom full access control (fieeways) to partial control (for regional or district highways). Other facility management techniques include enhanced utilization of parallel local streets, reconfigured land use patterns, and transportation demand management (TDM) strategies such as rideshare, park-and-ride and telecommuting.
The OHP classifies 1-84 as an interstate facility, OR 35 as a highway of statewide importance, and US 30 and Highways 281 and 282 as district highways. These highways are to be managed to ensure that each will continue to serve its intended function, by maintaining the capacity and condition of each facility.
One of the most important facility management techniques to preserve the function of a hlghway is access management, which includes regulating the number, spacing, type, and location of driveways, intersections, and traffic signals. The OHP establishes six access management categories, ranging fiom full control for fieeways to partial control for regional or district highways. Generally, the highest potential access category is assigned, consistent with existing or planned adjacent land uses.
Access Management Category 1 applies to 1-84, which is fully access controlled (access only at interchanges). Highway 35 is a Category 4 facility. This means that for the urban portions of the highway, the roadway improvements should provide for a minimum distance of 114 mile between public roadway intersections, and a minimum distance of 500
Interim Corridor Strategy 20 July 1997 Hood River-Mt. Hood Corridor Plan ft. between private driveways. The rural portions of Highway 35 should be improved to provide a minimum distance of one mile between public roadway intersections, and a minimum private driveway spacing of 1200 ft. Access management Category 6 applies to US 30 and Highways 281 and 282, which are District highways. This means that in urban areas, intersection spacing for future improvements is limited to 500 ft., with a distance between driveways of at least 100 ft. In rural areas, the District highways should provide at least 114 mile spacing between intersections, and 300 A. between driveways.
C1. Adopt the highest applicable (most restrictive) access management categories for both arterials and collectors, consistent with existing or planned adjacent land uses. 22. Develop consistent street classifications, and speed azrd access slawdads within md between urban areas. C3. Use lo~daccess management and circdation plans to reduce congestion and intermodal conflicts. C4. Consolidate access points dong arterials and collectors.
2. Congestion in Urban Areas
Congestion is a measure of what percentage of the corridor is highly congested, and what proportion has moderate congestion. In the urban area congestion is often highly concentrated during the morning and evening "rush hours". The OTP states that "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 goal of compact, highly livable urban areas. The OTP also states that "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."
Within the urban portion of the county, congestion tends to be a peak-hour problem at a few key intersections. In Hood River, these include the I-84/OR 35 interchange and the nearby US 30/OR 35 intersection ("Button" junction). Within Cascade Locks, the intersection of School Road, Watts Street, and US 30 tends to be the most congested (especially when school lets out). In Hood River, congestion also occurs on the two main north-south routes through town -- 9thEugenell2th Streets and 12thl13th Streets. In downtown Hood River, trucks often block Micwhen loading and unloading in the middle of the streets.
Traffic operations are normally evaluated using a Level of Service (LOS) rating scale of A to F, with LOS A representing fiee-flow conditions with no delay, and LOS F representing stop-and-go conditions with significant delays. Traffic counts and roadway inventories have been gathered for the urbanized areas of the county, and will be used to develop LOS ranking for key intersections.
C5. Develop local access management and circulation plans to relieve localized congestion problems and to meet local transportation system needs. C6. Investigate signalization as a potential solution to safety and congestion problems at I-84/OR 3 5 interchange.
Interim Corridor Strategy 2 1 July 1997 Hood River-Mt. Hood Corridor Plan 3. Congestion in Rural Areas
Outside of the urban areas, congestion is not typically a problem. Congestion levels on 1-84 are low outside of the Portland area, and are not anticipated to increase significantly in Hood River County within the twenty-year planning horizon. Congestion is also not currently a problem on OR 35 or Highways 281 and 282. Forecasts indicate that only three percent of OR 35 is expected to experience any congestion in the next twenty years.
C7. Achieve LOS standards for state facilities as established in the Oregon Highway Plm, i.e. LOS C or better on Highways 281 282 and LOS B 011 OR 35. C8. Preserve rural sections as rural through access management and land use controls. G9. Address congestion problems at the Balow sno-park.
D. ROADWAY CONDITIONS
Adequate roadway conditions are necessary to meet the OTP goals regarding accessibility, levels of service and reduced congestion. The OHP identifies minimum tolerable conditions (MTCs) for statewide highways. This includes upgrading the highway to meet geometric and pavement MTCs over time.
1. Roadway Geometry
Roadway geometry addresses the physical configuration of the highway. It includes land widths, curvature and the alignment of the roadway.
A significant portion of OR 35 does not meet current design standards for horizontal alignment, grades, or roadway width. About 60 percent of the roadway includes horizontal curves with design speeds less than the prevailing speed limit, or where the speed limit is restricted due to the design speed of curves. Similarly, about 46 percent of the roadway includes grades that significantly affect truck speed. Nearly one half (49%) of the highway has shoulder widths that are less than current minimum standards of six feet.
In Cascade Locks, the US 30/Frontage Road intersection has been identified as a problem area. Trucks leaving the Port of Entry on Frontage Road have difficulty making the turn onto US 30 because of the sharp curve immediately south of the on-ramp. Also, inadequate site distances makes turning left difficult for eastbound traffic at the 1-84/35 interchange in Hood River.
[Data pending on 1-84, Highways 281 and 282, and city/county roads.]
Dl. Investigate solutions to problems associated with substandard geometry, including: short merge lanes, tight curve at OR 35/26 intersection; superelevation in highway camber heading southbound from Mt. Hood Meadows; raised roadwaylsteep
Interim Corridor Strategy 22 July 1997 Hood River-Mt. Hood Comdor Plan driveways in Long Prairie area; and approach road angles entering OR 35 from Ode11 Hwy. D2. Install warning signs in areas of substandard geometry, as warranted based upon accident history. D3. Preserve the roadway by investing in roadbed and pavement reconstruction as needed to minimize maintenance costs. D4. Improve intersections with limited sight distances by realignment and other means. D5. Target realignment and widening to sections with above average accident rates and to sections with high congestion rates where there is a favorable codbenefit ratio. D6. In the short term, target pavement of substandard shoulders to "easy fix"/low cost area. D4. Identify hprovements to address directiond co&ion in the Windmster area (Tucker, Barrett, Hndian Creek Road).
2. Roadway Conditions
The OHP calls for improving and maintaining pavement to 90% fair or better conditions. [Data on state highway roadway conditions to be added as it becomes available.]
Maintain existing facilities as the highest priority for the allocation of resources. For state facilities, maintain roadway surface conditions at 90% fairbetter by the year 2010. Review and modify as needed maintenance priorities to focus on key locations, e.g. steep grade entering into Hood River and between Mt. Hood Meadows and the US 26lOR 35 intersection. Strengthen enforcement of speed and weight restrictions to extend roadway longevity. Develop a rockfall management program that addresses rockfall problems near Parkdale, across fiom Shenvood Campground, and at other problem areas. Develop a comprehensive, long-term management and maintenance program for that section of OR 35 being undermined by the East Fork Hood River through "the Narrows" and near Shenvood Campground Construct overflow structures at White River Bridge. Upgrade substandard guard rails and shoulders. Provide mitigation measures for storm runoff with new developments. Address drainage problems including those that affect the function and condition of the roadway (e.g. along Clark Creek section of OR 35 and steep downhill into Hood River); water ponding; lack of drainage systems for older highway sections; and drainage fiom 1-84, US 30 and other state facilities onto private property. Expand the role of local governments in the maintenance of district highways.
E. SAFETY
Safety has a high priority in the Oregon Transportation Plan. The OTP requires the development of a Transportation Safety Action Plan, and a safety education and awareness
Interim Corridor Strategy 23 July 1997 Hood River-Mt. Hood Corridor Plan program for all system users. The improvement of transportation safety is a constant goal of all agencies involved in the provision of transportation services whether the mode is by automobile, rail, air, transit, pedestrian or bicycle. Improvements are sought through vehicle design, operating systems, operating environment, training, enforcement and education.
ODOT collects and analyzes accident data through its Safety Priority Index System (SPIS). The SPIS system makes it possible to compare accident sites statewide to accident rates and levels of severity. For purposes of the SPIS system, intersections or sections of roadway which have a SPIS which falls within the top 10% are identified as problem locations which ~va,~mtfixther stidy to look for ways to redwe the nunbe: or severity of accidents.
1-84, with a 1994 accident rate of 0.27 accidents per million vehicle miles, is close to the statewide average for rural, primary freeways. Accident rates on some segments of the other state highways in Hood River CounQ exceed the statewide average accident rate per million vehicle rniles.
The 1994 accident rate on OR 35 fiom its intersection with US 26 to Mt. Hood-Parkdale was between 1.85 to 2.8, more than twice the state average (0.8 1) for primary system, rural non-freeways. This is primarily due to hazardous driving conditions during inclement weather and sharp horizontal curves, particularly between the US 26lOR 35 intersection and the Mt. Hood Meadows' access road. Several intersections on OR 35, e.g. at the Ode11 Highway, also experience safety problems due to lack of visibility, steep grades, or other factors.
The urban portion of US 30 from the east Hood River city limits to the Hood River highway experiences higher than average accident rates. The greatest number of accidents occur near the intersection with 2nd Street.
Highways 281 and 282 have accident rates higher than the state average. The section of Highway 281 within Hood River has an accident rate of 3.61 per million vehicle miles, 30 percent higher than the state average. Highway 282 had accident rates ranging fiom 1.22 to 1.67 accidents per million vehicle miles between 1990 and 1994. The state average is 1.1 per million vehicle miles for secondary, rural non-freeway highways. The Safety Priority Index System (SPIS) is a formula used by ODOT to calculate significant safety problem areas on roadways. Between 1991 and 1993, only two locations in the county (both on Highway 28 1) made the top 10 percent cutoff that ODOT uses to determine locations that warrant further investigation. One location was in the City of Hood River on the four-lane section of the highway near Pacific Avenue. The other was in the county near Woodworth Drive.
Hazardous materials are transported daily along 1-84 fiom Portland to the waste facilities at Arlington. However, no hazardous material accidents have occurred on the Hood River stretch of 1-84 in the last three years.
Interim Corridor Strategy 24 July 1997 Hood River-Mt. Hood Corridor Plan El. Target improvements to highway sections with above average accident rates based on SPIS. Apply facility management techniques, including access management, to improve safety in congested areas. Promote cooperative enforcement among police and sheriff offices and target enforcement activities to high-accident locations. Investigate alternative deer crossing warning devices, e.g., reflectors, in upper Hood River Valley. Address needed safety improvements at OR 3510dell Road intersection, e.g. better signage, more downhill turning storage. Evaluate retaining the four-way stop at OW 35/VS 30 intersection. Explore the need for larger clear zones to hprove ice melt and decrease road kill. Provide chain up areas at the base of OR 35 (Bueon hterseetiorn) and 13th Street. Investigate the feasibility of signage to indicate lane locations when snow-covered. lmprove lighting at key locations (e.g. I-8410R 35 intersection) and maintain delineation (e.g. fog lines, reflector buttons) to be highly visible. Install safety barriers, e.g. guard rails, gabions, in high hazard locations to meet highway safety standards. Install weather condition monitoring devices at strategic locations. Review and modify if needed, the current hazardous materials response program. Identify potentially unsafe locations (e.g. accesslegress points to industrial sites) and develop necessary improvements to accommodate customary freight transport needs. Address safety at the Bennett Pass sno-park in planning for Mt. Hood Meadows access road interchange improvements. Investigate the need for additional signage at the reduction fiom two lanes to one lane north of Pine Grove. Investigate the need for additional school bus stop signage.
P. ENVIRONMENTAL AND ENERGY IMPACTS
Transportation improvements in the corridor must consider potential environmental, energy, social, and economic impacts. According to the OTP, the design, construction and operation of the transportation system should "positively affect both the natural and built environment ... where adverse affects can not be avoided, minimize or mitigate their affect on the environment."
1. Scenic Resources
Impacts to views to and from highways must be considered with any proposed improvements. Project planning provides an opportunity to consider maintaining and enhancing scenic quality. Maintenance activities also should be performed with consideration of protecting scenic resources.
Interim Corridor Strategy 25 July 1997 Hood River-Mt. Hood Corridor Plan Scenic resources in the county have local, statewide, and national importance. The Columbia River Gorge National Scenic Area (NSA) was established by Congress in 1986 to protect the scenic attributes found in the Gorge. NSA legislation subjects portions of Hood River County to strict design and development regulations. Although urban areas are exempt fiom NSA requirements, the cities of Hood River and Cascade Locks have enacted specific measures to protect view corridors and other scenic resources.
The "Mt. Hood Loop" (1-84, OR 35 and US 26) is considered to be one of the most important recreational drives in Oregon, perhaps second only to Highway 101 along the coast. Many visitors to Oregon form their major impression of the state fiom what they see of the la&cape &om these roads. OR 35 is a major access road for mmy popular recreation sites on the forest including Mt. Hood Meadows Ski Area, Cooper Spur Ski Area, Cloud Cap Inn Historic Site, several campgrounds and snowparks. Maraagement of scenic resources along that portion of OR 35 traversing the Mt. Hood National Forest is guided by the 1991 State Highway 35 Viewshed Management Guide.
1-84 and the HCRH are being considered as elements of a Columbia River Gorge Scenic Byway Corridor (additionaljndings to be added).
F1. Integrate vegetation management measures into road management and maintenance activities to create and protect scenic vistas, e.g. scenic buffers for timber harvests, and to replace or mitigate for vegetation lost to transportation system projects. F2. Remove and prohibit scenic intrusions such as billboards. Investigate alternatives to billboards, e.g. Oregon Tourism Alliance travel information program. F3. Identify and construct additional roadside turnoffs at scenic viewpoints. F4. Improve signing of existing attractions. F5. Develop protection measures for identified scenic resources in local plans. F6. Promote the marketing of the Mt. Hood Loop and other tour routes within the county. F7. Design for aesthetics in the siting of telecommunications towers.
2. Natural Resources
Oregon's Statewide Planning Goal 5, implemented through local comprehensive plans, is to conserve open space and preserve natural and scenic resources. Other state and federal requirements protect wetlands and threatened and endangered species.
The OTP states that: "It is the policy of the State of Oregon to provide a transportation system that is environmentally responsible and encourages conservation of natural resources." The design, construction and operation of the transportation system should ')ositively affect both the natural and built environment.... Where adverse affects can not be avoided, minimize or mitigate their affect on the environment."
Numerous sensitive natural resources occur within the county. OR 35 and 1-84 run through parts of the Mount Hood National Forest and the Columbia River Gorge National Scenic
Interim Corridor Strategy 26 July 1997 Hood River-Mt. Hood Corridor Plan Area and traverse numerous creeks and rivers which support anadromous fish and resident fish populations, including the White River (designated a federal Wild and Scenic River). The Hood River is inhabited by coho, spring and fall chinook salmon, summer and winter steelhead, sea-run cutthroat, Pacific lamprey, resident rainbow, cutthroat and bull trout and other resident fish. OR 35 also runs through special management areas for deer and elk winter range, habitat of the Northern spotted owl, and other critical wildlife habitat.
F8. Use transportation improvement projects to rectify negative impacts to previously impacted natural resources. F9. Implement recommendations on road improvement and maintenance practices from the Governor's Salmon Recovery Plan. F10. Modify/remove barriers to fish passage as part of road mhtenance md improvements projects. F11. Avoid transportation system improvement impacts to sensitive natural areas. F12. Minimize impacts from the transportation system, particularly local roads connecting to OR 35, on wildlife migration routes. F13. Coordinate transportation system planning with wildlife conidor planning being undertaken by the Oregon Department of Fish and Wildlife. F14. Work with the CTWS to identify and evaluate long-term programs to restore fish populations and to improve water quality in the East Fork Hood River basin, including the feasibility of relocating OR 36 away fiom the river.
3. Air Qualitymnergy Impacts
The OTP mandate minimizing transportation-related energy consumption through improved vehicle efficiencies, use of clean burning motor fuels, and increased use of fuel efficient modes which may include railroads, transit, carpools, vanpools, bicycles and walking.
The OTP incorporates the Oregon Benchmarks, adopted by the state legislature in 1994. One of the benchmarks calls for all areas of the state to meet state and federal ambient air quality standards by 201 0. Hood River County currently meets federal and state air quality standards.
The OTP mandates minimizing transportation-related energy consumption through improved vehicle efficiencies, use of clean burning motor fuels, and increased use of alternative modes which may include railroads, transit, carpools, vanpools, bicycles and walking. The use of alternative modes in rural areas such as Hood River County is hampered by the low density of development. Most residences are more than walking distance to destinations, and the low population density makes regular transit services difficult to implement. The Hood River County Transit District is working to improve the accessibility of its services. Demand-responsive service and regular trips up Mount Hood to recreation sites decrease the number of single-occupancy automobile trips.
While improvements to roadways can also potentially reduce fuel consumption by vehicles, the generally high standards that the existing facilities have been designed to means that
Interim Corridor Strategy 27 July 1997 Hood River-Mt. Hood Corridor Plan further geometric and capacity improvements along 1-84 and OR 35 would be expected to have minimal impact on fuel consumption. Improvements to bikeways and pedestrian facilities are likely to slightly reduce vehicles miles traveled.
Energy consumption would be reduced by implementation of many of the preliminary objectives in this document, particularly those related to alternative transportation modes.
F 15. Promote more energy-efficient fieight movement by rail and water. F16. Promote the use of alternative fuels.
4. Wafer Qnality/Qrrantity
The highways in the county traverse numerous creeks and rivers. Roadway projects and maintenance activities can directly impact these waterways. Transportation facilities affect water quality principally through pollutant loading in surface nrnoff from paved sdaces. There is also the potential for contamination of ground water from accidental spills of motor vehicle fuels or hazardous or toxic cargoes. In addition, past projects have reduced the number and quality of wetlands, which play an important role in maintaining the quality of surface waters.
F17 Design roadway improvements and new facilities to minimize and treat surface runoff and pollutants. F 18. Improve the collection of sand and gravel from roadways to avoid/minimize impacts to water courses.
G. SOCIAL AND LAND USE IMPACTS
Transportation projects create impacts to the built environment and to the people living in the communities within a corridor. Planning within the corridor must attempt to balance the expansion of transportation facilities with the protection of social, cultural and environmental resources.
1. Effects on Community Livability
Cultural, historical, and other community resources enhance the region's livability. Any changes in the transportation system must take care not to damage these resources. A good transportation system will provide mobility while supporting what makes the area special.
GI. Design transportation system improvements to preserve community livability and to avoid, minimize or eliminate impacts to sensitive cultural resources and other community resources. G2. Encourage building siting and design to reduce noise and visual impacts fiom adjacent transportation facilities. G3. Where feasible, use transportation projects to support development of low income and affordable housing.
Interim Corridor Strategy 28 July 1997 Hood River-Mt. Hood Corridor Plan 2. Land Use Impacts
Land uses affect and are affected by the transportation system. The communities in the Hood River valley grew in response to the opportunities to develop orchards and lumber mills, and the railroad and roads followed. Cascade Locks grew adjacent to the navigation locks on the Columbia River. Hood River and Cascade Locks were dramatically altered by the construction of 1-84?both in terms of physical impacts and the indirect impacts resulting fiom improved inter-regional access.
Existing fitwe land uses adjaee;;: :a major trmsporta~oficorridors may be impacted by increasingly restrictive access management policies, as policy makers try to balance local access needs with the need to maintain capacity for through movements on the regiond road system.
G4. Encourage transportation-efficient land use patterns that reduce vehicle miles traveled and promote a livetwork balance, e.g. increased densities, infill and clustered development, mixed uses, maximum parking ratios, and circulation systems that reduce out-of-direction travel. G5. Promote cooperation between ODOT and local governments in planning and project development. G6. Utilize access management to limit the impacts of new development on highway congestion. G'7. Establish standards for setbacks adjacent to state rights-of-way. G8. Take advantage of multi-modal capabilitiestcapacities to promote development that is not solely autottruck dependent. G9. Ensure coordination with local community planning efforts.
H. ECONOMIC IMPACTS
Transportation systems can have a significant positive or negative economic impact. New transportation services, as well as transportation system improvements, can act as a catalyst for the siting of new businesses and expansiodretention of existing businesses, and the creations of jobs and for promoting access to tourism opportunities.
1 Economic Development
The OTP promotes: "the expansion and diversity of Oregon's economy through the e8cient and eflective movement of goods, services, and passengers in a safe, energy-eficient and environmentally sound manner."
Hood River County's economy is highly dependent on an efficient transportation system. The success of two key industries -- agriculture and forest products -- hinges on the ability to efficiently ship goods to their markets. Also, the tourism industry, a growing economic force in the area, is highly dependent on easy access to and within the county.
Interim Comdor Strategy 29 July 1997 Hood River-Mt. Hood Corridor Plan The transportation facilities in the area are supportive of these industries. 1-84, US 30, OR 35, Arntrak and the Union Pacific Railroad in particular support the movement of passengers and freight through the area. Other modal facilities (ports, airports) are in place to support future transportation needs.
Transportation itself is an important industry within the county. This is especially true in Cascade Locks where the Port of Cascade Locks is responsible for operation of the toll bridge, two passenger sternwheeler boats, a marina, campground, and visitor center. The Port is one of the largest employers in the city.
The Port of Hood River is also a key economic player in the County. It is one of the largest industrial landholders, with large properties within the city of Hood Ever (75 acres on the waterfrsnt, 21 acres downtown), at the Hood River Auport (the airport and 17 undeveloped acres), and near Odell (a 29-acre indwtfial pxk). . The. port has been improving its properties and working with the city and county to m e development of its holdings.
HI. Design transportation improvements to enhance access to existing and planned industrial and commercial sites. H2. Promote I-84lOR 35 as an alternative route from Portland to Mt. Hood recreation areas. H3. Support projects identified through the Regional Strategies Program and other economic development activities through appropriate transportation system improvements. H4. Coordinate transportation system improvements with strategies developed by the County's Economic Development Committee.
2. Recreation Opportunities
Recreational opportunities in the county are extensive due to the area's natural beauty, natural resources, and recreational facilities. As mentioned earlier, scenic resources are nationally recognized with scenic areas of the Columbia River Gorge protected by federal legislation. Travelers can enjoy the gorge's majestic views from 1-84, US 30 and the HCRH. 1-84 and OR 35 comprise a portion of the "Mount Hood Loop", one of the most popular scenic drives in the state. The Mount Hood Railroad also offers a scenic train ride between Hood River and Parkdale in the summer months. The railroad transported approximately 40,000 passengers in 1994.
Water-based recreation opportunities are a boon to the region. The unique climatic conditions of the Columbia River Gorge make the Hood River area one of the best sailboarding!windsurfing locations in the world. The area's international reputation and the growing popularity of the sport have led to a sharp increase in tourism and related economic development. Other water-based activities, including fishing, sailing, and boating, are also popular along the Columbia River and the many smaller rivers and creeks. The Cascade Locks Sternwheeler [to be completed]
Interim Corridor Strategy 30 July 1997 Hood River-Mt. Hood Corridor Plan Hiking, camping, picnicking, and hunting are also popular outdoor recreational activities. The numerous trails in the gorge and the Mount Hood National Forest draw hikers from within and outside of the region. In the winter, snow-based recreation is a major draw to Mount Hood. Mt. Hood Meadows offers day and night skiing and other snow-based recreation.
Recreational demand within the county is likely to increase. A Hood River County Chamber of Commerce study showed a 68 % increase in visitation between 1985 and 1988. The popularity of Hood River for windsurfing, scenic and wilderness resources, and the inerezshg popdatior; ir; Podand a?d surrowLhg areas dl contzibute to m hcreashg demand for the recreational opportunities.
H5. Improve convenient access to a variety of recreational opportunities. H6. Provide connections to recreationd trails. H7. Support recreational opportunities associated with seaplanes and commercial helicopter services. H8. Promote excursions and other water recreation uses. H9. In coordination with the Forest Service, provide adequate sno-parks to meet recreation demand.
I. MISCELLANEOUS
11. Work with the Gorge Commission and Forest Service to identify additional long- term aggregate sources. 12. Investigate opportunities and implications of county assumption of Forest Service roads and local jurisdiction assumption of state highways. 13. Investigate alternative funding sources for transportation improvements and maintenance. 14. Maintain a corridor-wide advisory group to assist ODOT in prioritizing transportation projects, review Transportation System Plans for conformance with the Interim Corridor Strategy, and assist in preparing and updating the Corridor Plan, as needed.
Interim Corridor Strategy 3 1 July 1997 Hood River-Mt. Hood Corridor Plan Hood River to Mount Hood (OR Highway 35) Corridor Plan
Including Strategies foc Hood River Highway (Hwy 281); Odell High way (Hwy 282); Historic Colmbia River High way (HCRH); Interstate 84; and Transportation System Plan Summaries for Hood River County and the Cities of Hood River and Cascade Locks
Chapter 1 Overview of Corridor Planning
Chapter 2 Existing and Future Conditions
Chapter 3 Corridor Issues, Opportunities, and Constraints
Chapter 4 Interim Corridor Strategy
Chapter 5 Transportation System Plan Summaries for Hood River County, City of Hood River and City of Cascade Locks
Oregon Department of Transportation
Prepared by: ODOT Region I David Evans and Associates, Inc. Cogan Owens Cogan October 1997 Hood River - Mt. Hood (OR 35) Corridor Plan Table of Contents
TABLE OF CONTENTS
CHAPTER ONE - OVERVIEW OF CORRIDOR PLANNING
I. INTRODUCTION A. CORRIDOR PLANNING CONCEPT B. CORRIDOR PLANNING BENEFITS C. PLANNING REQUIREMENTS D. CORRIDOR PLANNING PROCESS E. CORRIDOR PLANNING PARTICIPANTS
CHAPTER TWO - EXISTING AND PUTUlliE CONDITIONS
I. GENERAL CORRIDOR OVERVIEW A. CORRIDOR LOCATION B. DESCRIPTION OF THE CORRIDOR C. PHYSICAL SETTING 11. EXISTING CORRIDOR CONDITIONS A. ECONOMY B. POPULATION AND EMPLOYMENT C. POTENTIAL DEVELOPMENT IMPACT ANALYSIS D. TRANSPORTATION 111. CORRIDOR SEGMENTS A. SEGMENT 1 - B. SEGMENT 2 -
IV. FUTURE CONDITIONS A. LAND USE AND ECONOMY B. POPULATION AND EMPLOYMENT C. TRANSPORTATION V. CONCLUSIONS AND KEY FINDINGS A. THE TRANSPORTATION CORRIDOR B. POPULATION AND EMPLOYMENT C. LAND USE AND ECONOMY D. TRANSPORTATION
CHAPTER THREE - CORRIDOR ISSUES, OPPORTUNITIES, CONSTRAINTS
I. INTRODUCTION A. ORGANIZATION 11. ROLES/FUNCTION A. OR 35 CORRIDOR B. OTHER STATE FACILITIES C. CITY OF HOOD RIVER TRANSPORTATION SYSTEM D. CITY OF CASCADE LOCKS TRANSPORTATION SYSTEM E. HOOD RIVER COUNTY TRANSPORTATION SYSTEM F. 1-84 G. US 30 (HISTORIC COLUMBIA RIVER HIGHWAY) Portland - Cannon Beach Junction Corridor Plan Table of Contents
111. ASSUMPTIONS IV. THEMES A. ALL STATE FACILITIES B. HIGHWAY 35 CORRIDOR C. OTHER STATE FACILITIES D. CITY OF HOOD RIVER TRANSPORTATION SYSTEM E. CITY OF CASCADE LOCKS TRANSPORTATION SYSTEM F. HOOD RIVER COUNTY TRANSPORTATION SYSTEM G. 1-84 V. PRELIMINARY ISSUES, OPPORTUNITIES, CONSTRAINTS, AND OBJECTIVES A. TRANSPORTATION BALANCE !. AUTOMOBILE 2. AIR SERVICE 3. BICYCLES 4. PEDESTRIANS 5. PUBLIC TRANSIT 6. RAIL SERVICE 7. TRUCK FREIGHT 8. WATER TRANSPORTJPORTS 9. PIPELINES 10. TELECOMMUNICATIONS B. REGIONAL CONNECTIVITY 1. CONNECTIONS AMONG MODES 2. CONNECTIONS BETWEEN PLACES: APPROPRIATE TRAVEL TIMES 3. INTERCONNECTED, COOPERATIVE TRANSPORTATION ROLES C. HIGHWAY CONGESTION 1. FACILITIES MANAGEMENT 2. CONGESTION IN URBAN AREAS 3. CONGESTION IN RURAL AREAS D. ROADWAY CONDITIONS 1. ROADWAY GEOMETRY 2. ROADWAY CONDITIONS E. SAFETY F. ENVIRONMENTAL AND ENERGY IMPACTS 1. SCENIC RESOURCES 2. NATURAL RESOURCES 3. AIR QUALITYIENERGY IMPACTS 4. WATER QUALITYIQUANTITY G. SOCIAL AND LAND USE IMPACTS 1. EFFECTS ON COMMUNITY LIVABILITY 2. LAND USE IMPACTS H. ECONOMIC IMPACTS 1. ECONOMIC DEVELOPMENT 2. RECREATION OPPORTUNITIES I. MISCELLANEOUS Hood River - Mt. Hood (OR 35) Corridor Plan Table of Contents
CHAPTER FOUR - INTERIM CORRIDOR STRATEGY
I. INTRODUCTION 1 11. INTERIM CORRIDOR STRATEGY A. ROLEIFUNCTIONS B. ASSUMPTIONS C. THEMES TRANSPORTATION SYSTEM OBJECTIVES A. TRANSPORTATION BALANCE 1. AUTOMOBILE 2. AIR SERVICE 3. BIC'i'CLES 13 4. PEDESTRIANS 5. PUBLIC TRANSIT 6. RAIL SERVICE '7. TRUCK FREIGHT 8. WATER TRANSPORTIPORTS 9. PIPELINES 17 10. TELECOMMUNICATIONS B. REGIONAL CONNECTIVITY 1. CONNECTIONS AMONG MODES 2. CONNECTIONS BETWEEN PLACES: APPROPRIATE TRAVEL TIMES 3. INTERCONNECTED, COOPERATIVE TRANSPORTATION ROLES C. HIGHWAY CONGESTION 1. FACILITIES MANAGEMENT 2. CONGESTION IN URBAN AREAS 3. CONGESTION IN RURAL AREAS D. ROADWAY CONDITIONS 1. ROADWAY GEOMETRY 2. ROADWAY CONDITIONS E. SAFETY 23 F. ENVIRONMENTAL AND ENERGY IMPACTS 1. SCENIC RESOURCES 2. NATURAL RESOURCES 3. AIR QUALITYIENERGY IMPACTS 4. WATER QUALITYIQUANTITY G. SOCIAL AND LAND USE IMPACTS 1. EFFECTS ON COMMUNITY LIVABILITY 2. LAND USE IMPACTS H. ECONOMIC IMPACTS I. ECONOMIC DEVELOPMENT 2. RECREATION OPPORTUNITIES I. MISCELLANEOUS Portland - Cannon Beach Junction Corridor Plan Table of Contents
CHAPTER FIVE - TRANSPORTATION SYSTEM PLAN SUMMARIES FOR HOOD RIVER COUNTY, CITY OF HOOD RIVER AND CITY OF CASCADE LOCKS
A. HOOD RIVER COUNTY B. CITY OF HOOD RIVER C. CITY OF CASCADE LOCKS
APPENDICES
1. ISSUES MATRIX 2. PRELIMINARY OBJECTIVES COMMENTS AND RESPONSES 3. CTAC ROSTER 4. PUBLIC INVOLVEMENT 5. TECrnICAL HPMSAP, LEVEL OF SERVICE (to be added at a later date) 6. RELEVANT PLANS AND POLICES '7. ENVIRONMENTAL ASSESSMENT 8. ACRONYM DEFINITIONS (to be added at a later date) Chapter 1
OVE w OF CORRIDOR PL G I. INTRODUCTION
ODOT is developing corridor plans for those corridors identified in the Oregon Transportation Plan (OTP) as being of statewide importance. This document proposes a strategy and objectives for the operation, preservation and enhancement of transportation facilities within the Hood River-Mt. Hood Corridor (OR 35) from the 1-84 junction to the US 26 junction. 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. This Corridor Strategy will guide development of the Corridor Plan and Refinement Plans for the specific areas and issues in the corridor.
The Corridor Plan calls for all of the j~sdictionsalong the corridor and the Oregon Transportation Commission to endorse the Interim Corridor Strategy. The Corridor Strategy will be included in city and county transportation system plans (TSPs) and comprehensive land use plans in the fbture. This will ensure that the corridor is preserved and enhanced to the benefit of all users along the corridor.
A. CORRIDOR PLANNING CONCEPT
A corridor plan is a long-range (20-year) program for managing transportation systems that move people, goods and services within a specific transportation corridor. ODOT is currently developing corridor plans for the 31 corridors of statewide or interstate importance as identified in the Oregon Transportation Plan (OTP). Other transportation corridors will be studied as resources allow. Each corridor planning area includes statewide tran&ortation facilities, systems, and land that influences 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. Transportationfacilities are defined as individual modal or multimodal conveyances and terminals; within a corridor, facilities may be of local, regional or statewide importance. Examples of facilities are highways, rail lines, transit stations and bicycle paths. Transportation systems are defined as networks of transportation links, services, and facilities that collectively are of statewide importance even though the individual components in the system may be of only local or regional significance. Examples include highway, rail, public transportation, and bicycle systems.
ODOT is developing statewide management systems and modal plans for automobile, truck, 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
Interim Corridor Strategy 1-1 July 1997 Hood River-Mt. Hood Corridor Plan given their interaction with ODOT facilities and collective significance to the statewide transportation system.
B. BENEFITS OF CORRIDOR PLANNING
The benefits of corridor planning 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 to successful project development. Corridor planning provides a fimewrk vJ;lthin which individual projects located in corridor co,m~nStiesca 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 which 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 alternate means to accommodate transportation needs with and without capital- intensive improvements. Alternatives such as access management, utilization of parallel local streets, reconfigured land use patterns and demand management programs (i.e., rideshare, public transportation, flex-time, etc.) are considered in lieu of or in addition to major capital improvements.
Partnerships With Diverse Public and Private Agencies and Organizations Corridor planning provides a forum for resolution of policy issues and negotiation of strategic partnerships between organizations striving to fulfill complementary missions with limited resources. Examples include local, state and federal agencies, Native American tribes, and transportation associations.
C. PLANNING REQUIREMENTS
There are several federal and state mandates impacting how corridor planning is to be undertaken. The three most important of these are: the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA); the Oregon Transportation Plan (OTP); and the Oregon Transportation Planning Rule (TPR). While very different policy initiatives, all three share several common themes: 1) a requirement that transportation plans provide a balanced transportation system providing transportation options; 2) that transportation plans reduce reliance upon the single occupant vehicle and increase the opportunity for modal choice; and 3) that transportation plans be coordinated with land use plans, and
Interim Corridor Strategy 1-2 July 1997 Hood River-Mt. Hood Corridor Plan address the environmental, social, economic, and energy consequences of proposed actions.
D. CORRIDOR PLANNING PROCESS
The corridor planning process recognizes that different segments of the Hood River-Mt. Hood' (OR 35) Corridor require differing levels of study to develop a corridor-wide long- range plan. Thus, corridor planning moves from the general to the specific in a three phased process (illustrated below). It is important to note that this planning may not occur in a linear fashion, i.e., that activities described in Phase 1 may occur after some Phase 2 or Phase 3 planning activities.
Phase 1: Interim Corridor Strategy
With requirements to consider a range of transportation modes and impacts on land use and the environment, a corridor strategy is established in order to properly address the goals and policies of the OTP and statewide 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 it plays in the region are described in terms of land use, social, environmental, and economic development impacts.
From these analyses come 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. This strategy, described in detail through a number of corridor objectives, helps ODOT and jurisdictions within the corridor plan for their 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 the corridor, and by the OTC.
Phase 2: Corridor Management Plan
Most of the corridor planning effort occurs in Phase 2 and focuses on developing corridor improvement and management elements, and city and county transportation plans.
During Phase 2, a Corridor Improvement and Management Element 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
Interim Corridor Strategy 1-3 July 1997 Hood River-Mt. Hood Corridor Plan 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 within the corridor. ODOT is contributing staff and financial resources to these local efforts. Portions of TSPs that impact statewide corridors will be incorporated into the Corridor Improvement and Management Element to implement the objectives established in the Corridor Strategy. This process helps link corridor objectives to city and county comprehefisive plans.
At the conclusion sf Phase 2, implementation decisions reached through transportation systems planning are combined in the Corridor 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 corridor 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 Element. The Corridor Plan may then be amended to incorporate the products of these refinement plans.
Phase 4: Projects and Programs
Prioritized improvements to corridor facilities, systems and management, identified in the Corridor Plan, provide the basis for update of the State 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 statewide transportation system that meets the growing demand for transportation for the next 20 years.
E. CORRIDOR PLANNING PARTICIPANTS
This Interim Corridor Strategy has been developed with the active involvement of local governments in the corridor, interest groups, statewide agency and stakeholder committees and the general public. These participants have been involved in development of the Corridor Strategy through the following mechanisms.
Interim Comdor Strategy 1 -4 July 1997 Hood River-Mt. Hood Corridor Plan Figzire I C'orridol. Planning Process and Phr~es
Phase Develop , One Interim - Corridor Strategy
+ f
City or County Transportation Systems Planning (TSP) Process
Produce Corridor Plan 4 4 ......
Phase ...... b Three
f
Phase Projects Four and Programs
Interim Corridor Strategy 1-5 July 1997 Hood River-Mt. Hood Conidor Plan Project Management Team
The Project Management Team (PMT) is composed of ODOT and locai government s~aff representatives and transportation planning and public involvement consultants. The PMT serves as the project staff, developing draft products for Technical Advisory Committee and local govemment review and approval.
Technical Advisory Committee
The Technical Advisory Committee (TAC) is composed of representatives of the cities of Hood Ever adCascade Locks, Hood River County, the ports and other governments, and key transportation stakeholders in the corridor. The TAC serves as a review and steering committee for development of the Corridor Plan and local government TSPs.
Statewide Agency Coordhating CommiMee and Statewide Stakeholders Group
Federal and state agencies, tribal representatives, and transportation service providers have been invited to participate in a continuing Statewide 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 Statewide Stakeholders Group. The stakeholders group includes representatives of many statewide special interest groups in the transportation, land use, environmental, and social service areas.
Public Involvement Program
An ongoing public involvement program is an essential element of Corridor Plan development. Public involvement opportunities in development of the Interim Corridor Strategy have included:
Newsletter survey of corridor residents and other interested parties to identify issues and needs to be addressed in the corridor planning process. Open houses conducted in Hood River and Cascade Locks in September 1996 to solicit input on draft issues and objectives and to review preliminary TSP elements. Briefings of local government officials, local community planning organizations, and other interest groups during the process by PMT members.
Interim Corridor Strategy 1-6 July 1997 Hood River-Mt. Hood Corridor Plan Chapter 2
EXISTING FUTURE CONDITIONS CURRENT CONDITIONS
INTRODUCTION
The base of the Transportation Systems Plan is the .current transportation conditions of the planning area. These conditions are the result of many factors, including policies, employment, population and funding availability. The traffic generated in the county is a combination of both external and internal forces. The existing roadway and traffic conditions illustrated in this chapter will be used as the basis for forecasts made in later in this chapter.
Hood River County transportation routes run through the cities of Hood River and Cascade Locks, along the Columbia River Gorge, and up the Mount Hood Highway Corridor (OR 35). Together they comprise a diverse multimodal transportation system with each mode playing an important part in moving goods and people through the region. To understand the dynamics of this system, the existing conditions of its facilities were analyzed.
ODOT monitors the performance of its facilities using the Highway Performance Monitoring System Analytical Package (HPMSAP) software developed by the Federal Highway Administration. Data from the HPMSAP was used to describe current and predicted traffic volumes, travel time, congestion, operating cost, and safety.
HIGHWAY CORRIDOR DESCRIPTION
The highway facilities that serve Hood River County are a major source of income and connectivity for its residents. Interstate-84 (1-84), OR 35, Highways 281 and 282 bring tourists and other business. Maintaining this mad network and connectivity to places outside of the county is therefore a concern of this document. This section describes the physical characteristics of the highway corridors that serve the three jurisdictions.
Hood River County
Hood River County is located in northern Oregon. It encompasses part of the Columbia River Gorge and the northern portion of Mount Hood. It includes four urban areas - Hood River, Cascade Locks, Parkdale, and Odell; as well as several rural communities. 1-84, OR 35, Highways 281 and 282 are the major highway facilities in the county. Roadway street classifications for Hood River County are broken down into six categories: Interstate Highway Principal Arterial Minor Arterial Urban Collector Rural Collector Forest Access Road Local Street
This classification system was developed with the aide of county officials and will be used to identify the function of a street. The street classification system for the county is illustrated in Figure 3-1. It should be noted that the other two jursidictions involved in the Conidsr Plan and TSP may have a slightly different street classification for the same roadway, but the street design standards for each facility will be in accordance with one another.
The 25.7-mile portion of 1-84 in Hood River County runs from the city of Hood River to the city of Cascade Locks. The interstate runs east-west parallel to the Columbia River through open range land, agricultural, and forest regions. This portion of the Columbia River Gorge is set between Mount Hood and the Columbia River. Its scenic beauty has merited protection on a national scale in the form of the Columbia River Gorge National Scenic Area Act. It is also part of the "Mount Hood Loop", which includes OR 35 through Mount Hood, and US 26, west to Portland. This "Loop" is considered one of the most important recreational drives in Oregon running through the Columbia River Gorge National Scenic Area and the Mount Hood wilderness. Besides the cities of Hood River and Cascade Locks, 1-84 passes two unincorporated communities, Wyeth and Viento. The interstate carries traffic between the cities and from major origins to the east and west, including the Portland Metropolitan region.
US Highway 30 is the same route as 1-84 through much of the county. In the cities of Hood River and Cascade Locks, US 30 diverges from the interstate and shares the same route as OR 35 or local streets. These sections of US 30 are classified as minor arterial streets. US 30 is used for local traffic within the cities providing an alternative east-west route to 1-84. Oregon State OR 35 (OR 35)
The most southerly portion of the County's transportation system is the OR 35 corridor. This corridor covers about 42 miles and runs from the US 26 junction east of Government Camp to the route's junction with 1-84 in the city of Hood River. Nearly all sf the corridor is located within Hood River County, however, roughly five miles (milepoints 54.5 to 59.67) fall within Clackamas County.
OR 35 begins within Clackamas County and the Mount Hood National Forest. This area is sparsely populated but as the route descends Mt. Hood and approaches the city sf Hood River population densities increase. There are many recreation opportunities along the route including skiing, camping, hiking, and fishing. There is an increasing emphasis on tourism in this area. This corridor is also part of the scenic "Mount Hood Loop."
The majority of the OR 35 corridor is zoned for forest land and farm use. However, in the northern portion there are three urban areas with significant amounts of residential, commercial, and industrial uses. The OR 35 corridor ends where it meets 1-84 within the city of Hood River, but OR 35 continues west through the city of Hood River. Within Hood River, OR 35 runs parallel to 1-84 as Oak Street and Cascade Drive.
High way 281 (Hood River Highway)
Highway 281, the Hood River Highway, runs north-south connecting the city of Hood River with the upper valley. It starts within Hood River where 12th Street intersects Union Avenue and follows the same alignment as 12th Street and Tucker Road. The highway continues south to Parkdale, east along Baseline Road, and then southeast to intersect with OR 35 at milepoint 85.
Highway 282 (Odell High way)
Highway 282 begins in Hood River County just south of Tucker Bridge and the Hood River. It runs south from Highway 281 to Odell, and then east to connect to OR 35 at milepoint 95. Clackamas County
Oregon State Highway 35 (OR 35)
Roughly five miles (milepoints 54.5 to 59.67) of the OR 35 corridor, fall within Clackamas County. Clackamas County is west and south of Hood River County covering pad of the Willamette Valley and part of Mount Hood. This corridor runs north down Mount Hood to connect with 1-84 in the city of Hood River.
f he City of Hood River
Hood River is the major urban region in Hood River County with a 1994 population of 4,875. It is the County Seat and contains residential, commercial, and industrial development. Additionally, the city is renown for its recreational opportunities. It is located in the northeastern portion of the County, along the Columbia River and contains a climate that is uniquely ideal for sailboarding. In the summer the river currents flow west, while the strong and steady winds blow east. This enables sailboarders to sail in both directions. The attractiveness of the area for board sailing is recognized worldwide. Many other recreational opportunities exist due to the City's proximity to National Forests, Mount Hood, and numerous trails.
The city of Hood River's settlement pattern and transportation system have been largely defined by the geography of the area. The road system is complicated by three factors: the steep slope running east and west through the city; mismatching north and south streets, especially along May Street; limitations on expanding the system to the north (the Columbia River) or to the east (the Hood River). Furthermore, commercial and industrial development in the city, including the Central Business District, is concentrated in the northeast section near the Hood River, and residential and some commercial development is concentrated in the Heights to the south. While east-west travel within the northern portion of the city could be improved by bridging the Hood River at State Street, the problem of connecting the CBD with the heights remains.
The City's roadways are laid out in a well-connected grid system in the downtown, and a much more circuitous system interrupted by cul-de- sacs, dead ends, and mismatching roadways in the rest of the city. Major destinations in the CBD and the Heights are poorly connected, so traffic between these areas is concentrated on two key north-south routes, the 9th-Eugene-12th Street route and the 13th-12th Street route. As a result, these routes are often congested, especially during peak driving hours (Source: Hood River County Westside Area North-South Feasibility Study).
The road system in the city is comprised of an interstate bridge, three highways classified as major or minor arterial streets, collector streets, and local streets. The Hood River Bridge spans the Columbia River connecting Hood River to White Salmon, Washington. 1-84 runs east- west through the northern portion of the city. There are three interchanges with the highway located at Westcliff Drive; the city center at 2nd Street, which carries traffic to the Central Business District; and a third exit east of Hood River that carries traffic south to OR 35 and north to the Hood River Village commercial area. OR 35 is the same route as West Cascade Avenue and Oak Street when it runs east-west through the city. It has its own alignment heading south from the third interchange connecting the city with the upper valleys residences, lumber mills, fruit warehouses, and winter recreation areas. Highway 281, the Hood River Highway, also connects the city with the upper valley. Within Hood River, it has the same alignment as 12th Street and Tucker Road.
The street classification for the city of Hood River is illustrated in Figure 3-2. It was developed with the help of city and county officials to identify and classify key streets which are partly or entirely under the city's jurisdiction. Minor arterial streets within the city include: 2nd Street; West Cascade Avenue, Oak Street, and East State Avenue (OR 35); 12th Street (Highway 281); and 13th Street. Collector streets include part or all of Wasco Avenue, Cascade Avenue, 4th Street, 7th Street, 9th Street, 12th Street, 20th Street, 22nd Street, Sherman Avenue, State Avenue, Serpentine Drive, Eugene Avenue, May Street, Frankton Road, Country Club Road, Pacific Avenue, Belmont Avenue, Belmont Drive, and Belmont Road. Outside of the City's jurisdiction are 1-84, OR 35 south of the 1-84 spur, which is classified as a major arterial street, and the section of the Historic Columbia River Highway (HCRH), east of OR 35, which is classified as a collector street.
Although the primary modes of transportation in the city are automobile and truck, some alternative modes are available. Greyhound Bus lines provides intercity bus service connecting the city with major destinations, Portland and Boise. Also, the Columbia Area Transit District (CAT) provides local demand-responsive transit service and a ski bus service to Mount Hood. The two rail lines through the area provide passenger and freight service. The Mount Hood Railway runs up the valley and carries primarily tourists and some cargo. The Union Pacific Rail Line carries cargo from major destinations east and west of Hood River. Cargo from the city also accesses these lines at a train depot near 1-84. Amtrak passenger rail service was discontinued in November 1996, due to cuts in federal funding. However, passenger rail facilities still exist at the depot should funding resume. Pedestrian amenities are limited outside of the downtown. Taxi service is also available in Hood River. Downtown the grid system and series of sidewalks make it easier to walk to destinations. However, many of the sidewalks lack curb cuts making access for disabled people difficult. The more rural portions and many of the residential areas of the city do not have sidewalks. Hood River has an airport, but it only serves private and charter customers. Although a marina on the Columbia River provides boat docking, the boats tend to be used solely for recreation purposes.
The City of Cascade Locks
The city of Cascade Locks is the second largest city in Hood River County with a population of 975 in 1991. It is located roughly 45 miles east of Portland and 19 miles west of Hood River. It is a full service city with residential, industrial, and commercial land uses. Like Hood River, Cascade Locks provides a wealth of recreational opportunities for visitors and residents with access to the Columbia River, Oregon and Washington National Forests, Mount Hood, many creeks, and numerous hiking trails, including the Pacific Crest National Scenic Trail.
The street classification for Cascade Locks is illustrated in Figure 3-3. The Cascade Locks' road system includes an interstate bridge, two highways, urban major collector streets, and local residential streets. The Bridge of the Gods is located in the western part of the city and connects Cascade Locks to Stevenson, Washington and Washington State Route 14. 1-84 runs east and west through the city with two interchanges. The western interchange occurs just west of the city limits near the Bridge of the Gods and the eastern interchange occurs near the Port of Entry at the intersection with Highway 100, the HCRH (Wa-Na-Pa Street). Wa-Na-Pa Street, runs east-west through the western half of the city. It is designated as a minor arterial. Forest Lane, which runs east- west through the eastern portion of the city, is designated a major collector. The frontage road paralleling 1-84 between the Wa-Na-Pa Street highway junction and the 1-84 junction northeast of the city limits is also classified as an urban major collector. The rest of the streets are local commercial and residential.
Street configuration constrains movement in Cascade Locks. The construction of 1-84 created 19 dead end streets. The resulting lack of interconnectivity has forced a majority of the traffic in the city onto Wa- Na-Pa Street and Forest Lane. It has also fueled the desire for another interchange with 1-84 at Forest Lane.
The use of alternative modes of transportation is also impaired by the lack of street connectivity in the city. However, the city does have some amenities for other forms of transportation. The Cascade Locks Airport is located in the northern part of the city, providing local area service that supports 1100 flights per year.' (See Chapter I, 1.2.1 .I0 State of Oregon Continuous Aviation System Plan Draft.) The Union Pacific Railroad line is located north of the city center along the shoreline. The railroad is used to transport cargo, mainly wood products, from Cascade Locks to destinations to the east and west. Rail facilities consist of a main line switching track and spur lines. Although, the nearest passenger service is in White Salmon, Washington, facilities for passengers still exist in the city. Transit service is provided on a demand-responsive basis from Columbia Area Transit (CAT). This service links passengers to other areas within the city and County. Except for the excellent hiking trails around the city and walking and biking areas in the parks, pedestrian and bicycling facilities are lacking. However, there are plans to add pedestn'an facilities including sidewalks and bicycle lanes along Wa-Na-Pa Street.
REGIONAL CONNECTIVITY
As mentioned above, the three jurisdictions rely heavily on connectivity both from within and outside of Hood River County. Regional connectivity addresses how well connected parts of the Hood River county are to other parts of the state. Connectivity is rated based on the transportation services available and the travel times required to get from one place to another. The OTP establishes state policy "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." This section discusses the ability to travel between places. Travel times are discussed more fully in the Highway System section.
1-84 Runs through the Columbia River Gorge connecting major destinations west to Portland and east to Idaho. This route is designated as an interstate highway providing a direct connection between principal cities and industrial areas, interconnecting with important continental routes, and providing for national defense mobility needs. It is intended to serve through, long-haul traffic; accommodate high speeds and continuity of movement; and carry high traffic volumes. The cities of Hood River and Cascade Locks each have interchanges with 1-84. OR 35 intersects 1-84 at the west and east interchanges in Hood River. OR 35 provides the primary north-south route through Hood River County. The highway runs north and south from its junction with 1-84 in the city of Hood River to its junction with US 26 on Mount Hood. US 26 travels west to Portland and east to Central and Eastern Oregon. OR 35 is designated as a statewide highway intended to carry high-speed, through 'traffic but with greater access to adjacent areas than an interstate. Traffic volumes are high, but less than on interstates.
High way 28 1 (Hood River Highway)
The Hood River Highway (Highway 281) runs south from the city of Hood River to Baseline Road and north again to. intersect with OR 35 near milepoint 85. This highway provides an alternative north-south route to much of OR 35. Highway 281 is designated a district highway connecting the city of Hood River to Parkdale and other rural communities of the upper valley. According to the Oregon Highway Plan, district highways are intended to provide for moderate to high-speed continuous-flow operation in rural areas, and moderate to low-speed operation in urban and urbanizing areas with moderate to high level of interruptions to traffic flow.
High way 282 (Odell Highway)
Highway 282 also acts as an alternative north-south route along a portion of OR 35. As mentioned earlier, the Odell Highway (Highway 282) runs from the Hood River Highway just south of Oak Grove through Odell to intersect with OR 35 at Milepoint 95. It is also designated as a district highway connecting Odell and other rural communities of the upper valley with Hood River and is intended to provide for moderate to high-speed continuous-flow operation in rural areas.
Interstate Connections
The County is connected to Stevenson, Washington by the Bridge of the Gods in Cascade Locks, and to Bingen and Mite Salmon, Washington by the Hood River Bridge in Hood River. The Hood River Bridge is just north of the OR 35/1-84 interchange.
Other Important Routes
Parallel roads to OR 35 which are not part of the state system include East Side Road, Thomsen Road, Neal Creek Road, Booth Hill Road, and Pine Mount Drive to the west; and Cooper Spur Road to the east. These roads provide alternative routes to OR 35 and intersect it in five places. URBAN AND CULTURAL FEATURES
There are four urban areas within the County: Hood River, Cascade Locks, Parkdale and Odell, as well as numerous rural communities. The cities of Hood River and Cascade Locks are the only incorporated cities and are the dominant urban areas. In 1994, the city of Hood River's population was 4,875. Hood River is the county seat and provides urban amenities not found elsewhere along the corridor. Cascade Locks' 1991 population was 975 (Center for Population Research and Census, PSU). Parkdale and Odell are small, unincorporated areas with limited commercial and residential uses.
Hood River County
A number of historical resources are listed in the 1976 Statewide Inventory of Historic Sites and Buildings in Hood River County. Some of these sites include: Potter Miles House South, Hazel Rebekah Lodge 156 and Kemp I.O.O.F. Lodge 181, Kollas House "Starvation Flats", Kroeger House, McCan House, Mt. Hood School (Mt. Hood Town Hall and Recreation Center), Methodist Episcopal Church (Odell United Methodist Church), United Church Upper Hood River Valley (Parkdale Community Church), Morton House (Struck, Sheldon House), Tucker House, Connaway and Lafferty store (Weber Bros. Hardware), First Congregational Church (Windmaster Community Church of God), Union Church (Church of Christ), English House, Oak Grove School House. There were also nineteen potential sites of Historic Significance listed in the inventory.
The southern portion of the County contains the Cloud Cap-Tilly Jane Recreation Area Historic District with the Cloud Cap Inn, Cooper's Tent Camp, the Snowshoe Club Cabin, the American Legion Amphitheater (1920), a campground, and the Civilian Conservation Corps Campsite 1934. Also, in the Columbia River Gorge, Starvation Creek State Park has an original marker of the Historic Columbia River Highway consisting of two bronze plaques mounted on a base of basalt.
City of Hood River
The city of Hood River is a full service city with residential, industrial, and commercial uses. This city is the county seat and contains the majority of public services in the region. The Background Report for the City of Hood River Comprehensive Plan lists 27 different structures in its inventory of historic structures. These buildings are notable because of their architecture and historical use. Only one of these structures is entered on the National Register of Historic Structures - the Hood River Hotel (Waucoma Hotel) on the southwest corner of Second and Cascade Street, built around 1904. Also, the Columbia Gorge Hotel built in 1921, which is outside of the city limits but in the Urban Growth Area is listed on the National Register.
City of Cascade Locks
The city of Cascade Locks is a full service city with residential, industrial, and commercial uses. It has good public services including a port, an airport, a school serving students K-12, and a city owned TV station. The city also has many historical features. The Bridge of the Gods is a popular tourist attraction and photo opportunity. This bridge was raised in 1926, spanning the Columbia River it connects the city to Stevenson, Washington. The bridge was named for a huge landslide which occurred about 1,000 years ago creating a temporary dam and legendary land bridge across the river. The navigational locks were built in 1896. They provided safe passage for riverboat traffic until the Locks at the Bonneville Dam were opened in 1937. The locks provide outstanding examples of stone masonry and are used by sport and native American fishermen today. Located near the locks is the Cascade Locks' Sternwheeler Museum. This museum is located in one of three "Lock Tenders" residences built in 1905. It provides information, photos, and artifacts of Oregon's early transportation and houses the "Oregon Pony," the first steam locomotive used in the Oregon Territory. The Historic Columbia River Highway runs through the city in the form of Wa-Na-Pa Street and Forest Lane and has been posted with signs denoting the historic significance of the route.
The OR 35 corridor is culturally important. The corridor runs through the Mount Hood National Forest, is part of the Mount Hood Loop scenic road system, and runs through the Columbia Gorge National Scenic Area. It is a main route to the Historic Columbia River Highway, which runs through parts of the National Scenic Area furnishing motorists, hikers, and bicyclists with some of the Gorge's most spectacular views. Much of the Old Historic Columbia River Highway in Hood River County was destroyed to make room for 1-84. Portions still exist, but not continuously. These sections contain important recreational and historical qualities. Some of the key land use features along OR 35 are historic cemeteries, recreational facilities, powerlines, and the Eastside Irrigation Ditch.
HIGHWAY SYSTEM
Information on the highway system is categorized by four of the highways in corridor: 1-84, OR 35, Highway 281, and Highway 282. US 30 is not addressed separately, because through the majority of the county it is the same route as 1-84. Where it does diverge is within the cities. These segments will be addressed under the Cascade Locks and Hood River sections of this document.
Traffic Volumes
Traffic volumes indicate the amount a transportation facility is being used. An increase in traffic volumes on a particular facility can reduce its capacity, and possibly the regional transportation system's capacity to move people and goods efficiently. Traffic volumes can also indicates where investments should be channeled.
1-84 The Oregon Department of Transpodation Blue Book does not have information on traffic volumes on the Hood River County portion of 1-84, specifically. However, the average daily traffic (ADP) counts taken near the Dalles and near the Sandy River Bridge can be used to estimate trends in the County.
According to the 1994 Amended Report to the 1994 Traffic Volume Tables published by ODOT, ADT has increased since 1985. A traffic volume recorder placed 6.3 miles west of the Dalles showed ADT rising from 10,945 in 1985, to 16,846 in 1994, while a recorder place in Troutdale showed an increase from 16,028 to 26,859 within the same time period. Growth of traffic along the highway is higher than the state average with 77 percent of the interstate having a 2.00 - 2.99 percent traffic growth rate. (Table, 1972-1992 Annual Highway Traffic Growth Rates).
Both recorders show that ADT varies by season. The June through October counts were over 100 percent of the average daily count at the recorder near The Dalles, with traffic peaking in August. May through October had counts over 100 percent at the Troutdale recorder, with traffic peaking in July. These patterns probably reflect the types of industry using the interstate. Tourism and agricultural traffic peak in the summer.
Since 1-84 is the primary east-west corridor through the state, truck traffic and freight movement is high. According to the Overview of Statewide Corridors (ODOT 6/95), average daily traffic for trucks was between 1,500 and 2,999 on 63 percent of the corridor, and above 3,000 on 37 percent of the corridor.
The amount of freight moved through Hood River County on 1-84 has not been recorded. However, freight volumes recorded at sites east and west can be used to estimate amounts shipped through the county. In 1992, 32,100 thousand net tons of freight were moved across the Troutdale counter and 23,500 thousand net tons were moved across the counter west of the Dalles. 1-84 freight moved through the county probably falls between these two amounts.
Although the ODOT Review Draft of the Overview of Statewide corridors offers a great deal of information on the interstate, the data is not broken down by segments and is thus hard to interpret.
Tradfic volumes along OR 35 have increased steadily since 1972. OR 35's traffic growth rate from 1972 to 1992 was between 3 and 4 percent. This exceeded the statewide average where 84 96 of the highways had annual traffic volume growth rates of less than 3 percent.
Tables "1992 Highway Traffic Volumes* in the Corridor"' and '7992 Highway Truck Traffic Volumes in the Corridor" show the ADT for the corridor. They also compare the percent of miles of all statewide highways falling in the different ADT volume categories. (See Tables, Highway Traffic Volumes in the Corridor, Highway Truck Traffic Volumes, and 1972-1992 Annual Highway Traffic Growth Rates 15.2 of Corridor Overview Draft).
The 1992 highway traffic volumes in the corridor for all motor vehicles were relatively low. Sixty-five percent of the corridor had average daily traffic between 0 and 1,999 vehicles, 24% of the corridor had ADT between 2,000 and 4,999 vehicles, and 11% of the corridor had ADT volumes between 5,000 and 9,999 vehicles. Nowhere in the corridor did ADT volumes exceed 10,000. (Table, 1992 Highway Traffic Volumes in the Corridor, 111-73, Corridor Overview) Between 1978 and 1987, average traffic volumes were 666 vehicles a day just south of Parkdale.
Traffic volumes on OR 35 fluctuate a great deal during the week. Weekends are much busier than weekdays. In fact, in January 1995, the average daily traffic count measured at Mount Hood Meadows for Sundays was over three times as high as the count for the weekdays.
Truck volumes along the highway are low. In 1992, truck ADT volumes along the corridor never exceeded 499. This is less than the statewide average where 48% of truck ADT volumes exceed 500.
Most of the truck movement within the corridor involves shipping freight. In 1992, trucks moved 400,000 net tons of freight along the corridor. According to the Hood River Growers and Shippers, trucks mostly ship fresh fruit and wood products. Pears are the most common fruit hauled (4 million boxes are shipped yearly), apples are the second biggest cargo, and cherries are a distant third. Fruit shippers in the area report seasonal peaks and lulls. June and July are very slow months, while September through February are peak shipping months. Some of the slack in the summer fruit shipping is picked up by the wood industry, as the milder months are best for logging.
According to the statewide overview of transportation systems, ADT growth rates for all vehicles on OR 35 are predicted to be over 3%. As shown in the graphs The Traffic Volume Trends: All traffic and trucks, volumes are predicted to increase through 2016. Average daily traffic along the corridor is predicted to be 1,349 in 1996, and 2,105 in 2016 for all vehicles, and 177 in 1996, and 251 in 2016, for trucks.
(Graph- Traffic volume Trends: All Tram and Traffic Volume Trends: Tnrcks, p 15.6 Overview of Statewide Corridors 6/95)
Highway 28 f (Hood River Highway)
1994 traffic volumes on Highway 281 vary widely by location. The portions that are located in the city of Hood River have the greatest average daily traffic (ADT) counts. The highest ADT recorded was 15,500 vehicles at mile post 0.79 which is .05 miles south of Belmont Road. The lowest was 5,700 vehicles at milepost .34N which is 0.01 mile east of 13th Street on May Street. (source: 1994 Traffic Volume Tables, ODOT Transportation Data Section, August 1995).
Highway 282 (Odell Highway)
The volumes on Highway 282 are more consistent ranging from 3,300 ADT to 4,500 ADT in 1994. The counts were highest near Davis Road (mileposts 2.70 and 2.73) and near Summit Drive (milepost 1.83). (Source: 1994 Traffic Volume Tables, ODOT Transportation Data Section, August 1995).
Travel Time
Travel time indicates how long it takes to drive through a corridor and is an important indicator of efficiency. The HPMSAP was used to calculate travel times for interstate and state highways 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 different scenarios were analyzed: 1996 (base year), and 2016 with varying levels of improvements to the roadways and varying levels of management. 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 scenario assumes that all capacity deficiencies are improved. Geometric and capacity deficiencies are defined when performance levels fall below the minimum tolerable conditions identified in the 1991 Highway Plan within the planning horizon.
Two management options, high management and low management, were analyzed. High management assumes that despite changes in land use, the general operating characteristics of the highway will not change, due to judicious land use planning, local road construction and access management. The low management scenario assumes that highway operating characteristics will change as a result of future changes in land use. Specifically, it is assumes that urban fringe areas within urban growth boundaries will become urban and lower speed zones will be imposed in these areas.
Data on travel times on 1-84 is not broken down for Hood River County. 1996 travel times along the highway are projected to average .95 minutes per mile for cars and 1.21 minutes per mile for trucks. Also, travel time through the whole corridor in 1996 is projected to be 356 minutes per trip for cars and 452 minutes per trip for trucks.
Travel times are predicted to increase a great deal between the years 1996 to 2016. Travel times for cars are projected to increase 19 percent, while times for trucks should grow by 29 percent. Improvements to the highway could substantially reduce the projected increases.
The travel time through the length of the OR 35 corridor is estimated to be 49 minutes for cars and 70 minutes for trucks. This is an average of 1.27 minutes per mile for cars and 1.81 minutes per mile for trucks. Corridor travel time is close to the statewide average of 1.36 minutes per mile for cars and 1.80 minutes per mile for trucks.
Travel times are predicted to grow to 51 minutes for cars (a four percent increase) and 71 minutes for trucks (a one percent increase) by 2016, if current trends continue and no major improvements are made to the highway. This slight increase of travel time can be avoided and travel times decreased from current levels if improvements are implemented. Travel times could be reduced to 44 minutes for cars and 67 minutes for trucks by the year 2016. This comes to a time reduction of 10% for cars and 4% for trucks over the predicted times if improvements are not implemented. The return of time savings per investment dollar is low compared to the statewide average. In fact, if $100 million were spent on improvements the time savings would only be five minutes per trip.
Highway 281 (Hood River Hwy.)
Currently, there is no available data on travel times along this corridor
Highway 282 (Ode11 Highway)
Currently, there is no available data on travel times along this corridor. Congestion
The OHP calls for providing Level of Service (LOS) B or better in rural areas and LOS C or better in urban portions of the County. To determine if highways were meeting these standards, ODOT used the HPMSAP analytical package to compute congestion on many of Oregon's interstate and statewide highways. The package computed volume of traffic to service flow ratios (VISF) at peak hour conditions. These ratios were then broken into three categories: low, moderate, and high congestion.
Low congestion corresponds to a VISF ratio that indicates stable to free flowing traffic conditions with low to moderate traffic volumes (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 miles per hour, 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 Wo-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 traveling at substantially reduced speeds and will experience considerable delays at intersection. Under these conditions, even minor incidents can trigger stop and go traffic. Urban Areas
The HPMSAP analysis was not conducted for urban roadways. Congestion on these streets was determined from traffic counts and input from the open community meetings, the Management Team, and the Transportation Advisory Committee.
Hood River
Within the urban areas, congestion tends to be a peak-hour problem at a few key intersections. In Hood River, these include the 1-84/8R35 interchange and the nearby Oak StreeVOR35 intersection (Button Junction). Congestion also occurs on the two main north-south routes through town - 9thlEugenell2th Streets and 12thl13th Streets. Also, trucks often block traffic when loading and unloading in the middle of the streets downtown.
Cascade Locks
Within Cascade Locks, the three-way intersection of School Road, Watts Street and US 30 is the most congested. The amount of congestion is especially high when school lets out.
Congestion data in the Overview of Statewide Con7dorsis not available by specific segments for 1-84. Data that is available shows that congestion is low along the interstate. According to the Ovenliew of Statewide Corridors 6/95 Review Draft, three percent of the highway will experience high congestion and two percent will experience moderate congestion in 1996. Low congestion will occur on 95 percent of the highway in 1996, and on 86 percent of the highway in 2016 if no improvements are made. It is likely that most of the congestion on the interstate does and will continue to occur on the urban segments near Portland. The numbers suggest that the portion of 1-84 in Hood River County does not have problems with congestion. However, one area of the highway was identified as having problems by the Technical Advisory Committee (TAC). The I-84lOR 35 intersection in Hood River was noted as often being backed up during peak traffic hours.
There are currently no problems with congestion along OR 35. Volume to service flow ratios calculated using HPMSAP, show that the whole corridor experiences low congestion. Furthermore, congestion on OR 35 is projected to increase very little, even with no improvements to the highway. By the year 2016, three percent of the route is expected to experience moderate congestion with 97% remaining uncongested.
The cost effectiveness of making capacity improvements to reduce future congestion in this corridor is very low. Improvement costs were estimated using unit costs from the 1993 Oregon Roads Finance Study. These are average costs differentiated by improvement type and by terrain (level, rolling, or mountainous).
Although the Overview of Statewide Corridors shows no congestion of OR 35, the intersection of OR 35 and Oak Street in Hood River was brought up at a Technical Advisory Committee As an intersection with congestion potential.
High way 281 (Hood River Highway)
Congestion is a problem on the urban portion of Highway 281 during peak hours. Traffic is concentrated on this highway due to the city of Hood River's layout and lack of north-south routes (See Section 3.2.1.3) Currently, the Overview of Statewide Corridors has no data on congestion along this highway.
Highway 282 (Ode11 High way)
Currently, there is no data on congestion along this highway.
Operating Costs and Fuel Consumption
The Oregon Transportation Plan calls for and efficient and environmentally responsible transportation system. Therefore, operating costs and fuel consumption were analyzed along interstate and statewide corridors.
The Highway Performance Monitoring System Analytical Package (HPMSAP) was used to calculate total operating costs for cars and trucks traveling along this corridor each year. The costs represent the total operating costs including the costs of fuel, lubricating oil, tires, maintenance and repairs, use-related depreciation, and the value of time for all cars and trucks utilizing 1-84. The costs relate to all of 1-84 and are not categorized by county. Therefore, costs of using the Hood River County portion of 1-84 can only be inferred from the data. Yearly costs estimated for the interstate were $408.3 million for cars, and $597.3 million for trucks in 1996. The costs should increase substantially without improvements to $724.3 million for cars and $1,130,930,000 for trucks by 2016. This is a 77 percent increase in the cost for cars and a 89 percent increase for trucks.
Projected increases in operating costs were estimated using the same factors (cost of fuel, lubricating oil, tires, maintenance and repairs, use- related depreciation, and the value of time) plus projected increases in traffic. The projected costs were figured for seven scenarios with varying improvements (geometric and capacity) and varying levels of management (high and low). (See section 3.5.2) The resulting costs were derived by averaging the projected cost under each scenario.
Operating costs for cars and trucks using OR 35 have also been calculated using HPMSAP. The costs represent the total operating costs described above. Unlike 1-84, all of OR 35 corridor falls within the study area, therefore, the data reflects the precise costs of using the highway.
These costs were predicted to be $1 3.7 million for cars in 1996 and $3.2 million for trucks. Predicted costs for 2016 depend upon whether improvements are made to the highway. With no improvements, predicted costs are $21.6 million for cars and $4.9 million for trucks. With improvements, predicted costs are $19.8 million for cars and $4.4 million for trucks.
Projected increases in operating costs were estimated using the same factors (cost of fuel, lubricating oil, tires, maintenance and repairs, use- related depreciation, and the value of time) plus projected increases in traffic. The projected costs were figured for seven scenarios with varying improvements (geometric and capacity) and varying levels of management (high and low). (See section 3.5.2) The resulting costs were derived by averaging the projected cost under each scenario.
High ways 281
Currently, there are no cost estimates for vehicles using this highway.
Highway 282
Currently, there are no cost estimates for vehicles using this highway. Safety
The Oregon Transporation Plan calls for the creation of a transportation system that is not only "balanced, efficient, accessible, environmentally sound, and connective," but also safe and secure. Accident rates and locations along the Hood River County roadways and the OR 35 corridor have been inventoried to show problematic areas and where improvements can be made. High accident locations are listed for each of the highways and any trouble spots in the urban areas.
Uhan Areas
City of Hood River Accidents
ODOT conducted a traffic safety analysis of accidents occurring between 1/1/92 and 12/31/94. The analysis showed the city of Hood River as having numerous high accident locations. The vast majority of the accidents occurred on the interstate or state highway system. These "trouble spots" are listed under the highway on which they happened. Only one high accident location in the city exists off of the highway system.
State Street at 9th Street
This is a two-way stop-controlled intersection with stop signs on State Street (east and west approaches). This intersection had nine accidents reported with five angle type, two turn type, one miscellaneous type, and one rear-end type accident. Six people were injured in the nine accidents. Of the angle type accidents, three were caused by vehicles failing to yield the right-of-way and two had vehicles which ran a stop sign on State Street. three of these accidents involved vehicles traveling east to west not yielding to north to south traffic. Primary causes listed for the rear-end type, miscellaneous type, and one of the turning type accidents were failing to avoid a stopped vehicle and making improperly wide turns. Poor weather was probably a factor in these mishaps which all occurred during icy or snowy road conditions.
City of Cascade Locks Accidents
The city of Cascade Locks had no locations with more than one accident reported during the period of analysis. This implies that there are no particularly hazardous roadway segments within the city that are at this time. Safety conditions on the transportation system may change as the number of vehicles increase and improvements to the roadways are made. 1-84 has a lower accident rate than the statewide average. The number of high accident locations along 1-84 are 0.42 accident locations per mile; the statewide average is 0.54 accident locations per mile.
Accidents recorded along the highway vary by location. Eleven accidents were recorded along the 3.56 miles through Cascade Locks in 1994. Accidents in this area have increased in the last four years going from .I8 accidents per million vehicle miles in 1990, to .49 accidents per million vehicle miles in 1994.
Accidents between Cascade Locks and Hood Rives have been concentrated around two sections of the highway, Wyeth to Viento Park and Viento Park to Mt. Hood Highway OR 35. Overall, the rates have declined slightly since 1990. Rates were .38 per million vehicles in 1990, -33 per million vehicles in 1991, .27 per million vehicles in 1992, .34 per million vehicles in 1993, and .27 per million vehicles in 1994. (1994 State Highway System Accident Rate Tables, ODOT 9/95) It is probable that accident rates along the highway are closely related to weather conditions.
A traffic safety analysis shows the following locations on the interstate with the highest numbers of accidents reported between 1/1/92 and 1213 1/94:
1-84 at Second Street Interchange (MP 64.02) (City of Hood River)
Four accidents occurred at this interchange. Currently, the interchange is under construction. Future improvements include traffic signals at both ramps and widening the overpass to accommodate higher traffic volumes. Analysis of the accidents which have occurred at this interchange is not necessary.
1-84 (MP 52.0) West of Lindsey Creek State Park (County)
There were six recorded accidents at this location with four fixed object type, one rear-end type, and one miscellaneous type accident. three people were injured. three of the accidents were caused by the driver losing control in icy, snowy, and high water conditions. Four of the accidents involved vehicles traveling west to east and two involved vehicles traveling east to west.
1-84 (MP 57.00) Near Mount Hood National Forest Boundary (County)
There were five accidents recorded at this location- three fixed type, one miscellaneous type, and one sideswipe-overtaking type accident with four people were injured. Primary causes for three of the accidents was listed as driving too fast for the conditions. The other two were attributed to avoiding another vehicle and being struck by an object. All vehicles were traveling west to east, and three of them collided with the median barrier.
The number of high accident locations along the corridor total 0.16 accident locations per mile. This is much lower than the statewide average of 0.54 accident locations per mile. In 1992, OR 35's accident rate was 45 per year, 27% higher than the state average. In 1987, 80 percent of the of accidents occurring between milepoint 57.6 and 65.0 occurred from November to March. This is probably due to inclement weather in the mountainous regions of the corridor and the sharp horizontal curves that exist along the highway, particularly between Timberline Road and Mt. Hood Meadows Road. The Highway Performance Characteristics chart shows a high correlation between accident levels and Horizontal curvature, vertical grade and width inadequacy.
(Overview of Statewide Corridors, Review Draft 6/95, Highway Performance Characteristic Chart p. 15.18).
The Highway's accidents per year are expected to increase from 45 in 1992, to 61 in 2016, assuming no improvements are made to the highway. However, the accident rate is expected to remain at the 1992 level of 1.05 per million vehicle miles traveled. This is higher than the state average of 0.83 accidents. If all sharp curves on the route are realigned, by 2016, the anticipated accidents per year would drop to 43, and the accident rate would fall to 0.74 per million miles traveled. This would be very similar to the anticipated state average of 0.83 accidents per million miles traveled after realigning curves. (Table, Comparison of Accidents.. ., 111-75, Corridor Overview 6/95)
Ten miles of OR 35, near Long Prairie, are currently being widened and straightened. These improvements may reduce the accident rate.
Accidents reported between 1/1/92 and 12/31/94 show a high number of accidents occurring at the following sites along the highway:
OR 35 (MP 102. 76 to 102. 83, City of Hood River1
This section is located in downtown Hood River along Oak Avenue between 2nd Street and 4th Street. It is a two lane facility with on-street parking and sidewalks. Eleven accidents occurred in this area. Two accidents involved pedestrians; one with car attempting to park and the other with a car striking a pedestrian in a crosswalk on 3rd Street. Two accidents involved rear-end collisions, and another two accidents involved parking maneuvers. Five accidents took place at the 4th Street intersection three of which were related to minor street traffic on 4th Street not yielding or making improper turns.
OR 35 (MP 103.13) and 9th Street (City of Hood River)
This intersection is located on Oak Avenue and 9th Street. STOP signs are posted on the 9th Street approaches (north and south). A four-way flashing signal is present with yellow flashers on Oak Avenue and red flashers on 9th Street.
This intersection had six accidents reported with four angle type and two turning type. Two people were injured in these accidents. All six accidents involved collisions between minor street and major street traffic. three accidents occurred where minor street traffic did not yield right-of-way to major street traffic. Two accidents involved vehicles passing the stop sign on the minor approaches. One accident involved a mechanical defect.
OR 35 (MP 103.4) at 13th Street (City of Hood River)
This is the signalized intersection of Oak Avenue and 13th Street. 13th Street intersects Oak Avenue from the south creating a T-shaped intersection.
There were five accidents recorded at this intersection with four turning type and one rear-end type accidents. three people were injured. All four of the turning type accidents were left turns. Two involved vehicles turning south to west colliding with west to east traffic. Primary causes listed were not yielding (three accidents) improper turning (one accident) and a mechanical defect (in the rear-end accident).
OR 35 (MP 101.82-101.83) and the Historic Columbia River Highway (County)
This is a four-way stop-controlled intersection of the Historic Columbia River Highway and Hood River Highway. Each approach to this intersection has exclusive left-through lanes with an exclusive right-turn lane provided on the northern approach and channelization provided on all other approaches. Although, right turning traffic on the west and south approaches have yield signs posted. For traffic making a right-turn at the western approach an acceleration lane is provided along the Hood River Highway. There were six accidents recorded at this location- two turning type, two angle type, one backing type, and one miscellaneous type accident with two injuries resulting. The primary causes for the accidents were not yielding (three accidents), a mechanical defect (one accident), and skidding in snow (one accident). three of the accidents involved south to west left turns.
Highway 281 (Hood River)
Accident rates aiong this highway are significantly higher than the statewide average of .54 accidents per million vehicle miles traveled. The section of the highway within Hood River (milepoints 0.00 to A.12) has an extremely high rate of accidents. There were 3.61 accidents per million vehicle miles traveled (MVM)in this section in 1994.
The rural section of Highway 281, Hood River to the Mt. Hood Hwy (milepoints 1.17 to 19.01), also had a high accident rate. The rate was highest from south of Hood River city limits to Highway 282. Overall there were 1.18 accidents per MVM for this section of the road in 1994.
Although, accident rates along this highway are high they do seem to be decreasing. The Hood River section of the highway's rate declined from 7.39 accidents per million VMT in 1990, to 3.61 accidents per million VMT in 1994. The Hood River to Mount Hood Highway 26lOR 35 section also saw a decreased rate going from 1.72 accidents per MVM in 1990, to 1.I 8 accidents per million VMT in 1994. (Source: 1994 State Highway System Accident Rate Tables, ODOT 9/95)
Accidents reported between 1/1/92 and 12/31/94 show a high number of accidents occurring at the following sites along the highway:
Highway 281 (MP 0.33) at May Avenue (City of Hood River)
This is the unsignalized intersection of 13th Street and May Avenue. South of May Avenue, is the beginning of a one-way couplet. STOP signs are posted on the minor approaches of May Avenue (east and west). May Avenue is a three-lane street (east) with a left-through and right-turn lane and a two-lane street (west) with a single left-through-right turn lane. 13th Street is a two-lane roadway with a single left-through- right turn lane on the northern approach which transitions into a one-way street with two lanes, south of the intersection.
A total of five accidents occurred at this intersection. Four of these accidents involved collisions between vehicles traveling east to west and north to south. Primary causes were east to west traffic not yielding or running the STOP sign. Highway 281 (MP 0.45) and Taylor Avenue (City of Hood River)
This intersection is STOP controlled on the minor approaches of Taylor Avenue. This intersection is part of the one-way couplet with two lanes heading south on 13th Street.
This intersection had four turning type accidents recorded. three of these accidents involved two vehicles heading southbound with one vehicle in each lane. In each incident the vehicle in the right lane made an improper left turn onto Taylor Avenue colliding with the vehicle in the left lane,
This section of Highway 281 is a five lane roadway with a continuous left- turn lane. Pacific Avenue intersects Highway 281 from the east creating a T-shaped intersection. Currently, the minor approach of Pacific Avenue is stop-controlled with left and right-turn lanes.
This intersection was one of only two locations in Hood River County identified by the Oregon Department of Transportation's 1991-1 993 SPlS (Safety Priority Index System) as warranting further investigation. The SPlS scores for state facilities are based on the rate and severity of accidents at a location.
In the last 3 years five accidents were reported at this intersection with total of six people injured. All five were turning type accidents involving left turns. Four vehicles turned left from Pacific Avenue to Highway 281 (east to south) and one vehicle turned left from Highway 281 to Pacific Avenue (north to east). The primary causes of the accidents listed were drivers not yielding and disregarding another driver's signal.
Highway 281(M.P. 1.17) and Brookside Drive and Elliot Drive (City of Hood River)
This is a four-way intersection with STOP signs on the minor approaches of Brookside Drive (west) and Elliot Drive (east).
There were six accidents recorded at this intersection, four turning type and two angle type. Five people were injured in these accidents. The primary causes listed for the turning accidents were not yielding and making improper turns (a left turn in front of oncoming traffic and a wide turn). The primary causes for the angle type accidents were disregarding the stop sign and not yielding to a bicyclist. Highway 281 and Woodworth Drive (MP 15.06) (County)
This location had three accidents reported- two angle type and one turning type accident. Two people were injured with one vehicle being overturned. The primary cause of the turning type accident was an improper overtaking (passing at an intersection). The primary cause of the other accidents was a failure to yield.
A detailed description of these three accidents was not obtained.
This intersection is stop-controlled on all four approaches.
There were seven accidents reported at this intersection with three turning type, two sideswipe-meeting type, and two rear-end type accidents. Five injuries resulted. Primary causes listed were failing to yield in the turning in type accidents, driving on the wrong side of the road in the sideswipe-meeting accidents, and following too close and driving too fast in the rear-end accidents. All vehicles involved in the rear-end accidents were traveling south to north.
High way 282 (Odell)
This highway also had an accident rate of more than twice the state average. The majority of accidents occurred between Hwy 281 and Davis Drive (milepoints 0.0 to 2.72). The rate was 1.39 accidents per MVM in 1994.
The number of accidents seem to be declining. In 1990, the rate was 1.58; in 1991, it was 1.55; in 1992 it was 1.67; and in 1993 it was 1.22. Accidents reported between 1/1/92 and 12/31/94 show a high number of accidents occurring at the following site:
Highway 282 (OR 35) (MP 1.82) at Summit Drive and Ehrck Hill Drive (County)
There were six accidents reported at this intersection with two turning type, two angle type, one rear-end type, and one non-collision type accident. One of the turning type accidents was caused by a vehicle on the Summit Drive failing to yield right-of-way to a southbound vehicle on the highway. The other accident occurred when a vehicle heading northbound on the highway made an improper left-turn in front of vehicle heading southbound. The angle type accidents were caused by minor street traffic on the east and west approaches not yielding right-of-way. Four of the accidents involved north to south traffic. Also, the non- collision accident involved a tractor trailer turning right (west to south) and losing control.
Pavement Conditions
The OHP calls for improving and maintaining pavement to fair or better conditions. The five state highways in Hood River County were rated by the Pavement Services Unit of ODOT in 1995. 1-84 and OR 35, being part of the National Highway System, were rated using the NHS Objective Rating procedure, while Highways 281 and 282, non-NHS highways, were rated using the more subjective GFP Rating procedure. US 30 ratings are the same as 1-84 for most of the county (they share a common alignment). Where US 30 has an independent alignment, the GFP Rating procedure was used.
According to the 1995 Pavement Condition Report, the Objective Rating procedure rates highways using index values to represent pavement conditions. These index values are based on distress type, severity, and quantity present in the pavement surface. Data on distress is collected frequently along the roadways (roughly every 0.1 mile). Index values range from zero to 100, with larger index values indicating better pavement conditions, and are broken into five descriptive categories- Very Good (99-100), Good (76-98), Fair (46-75), Poor (1 1-45), and Very Poor (0-10).
The GFP Rating method used for non-NHS highways involves driving highways, conducting a visual survey, and scoring pavement sections with a subjective value. The five rating categories are: Very Good (1.0- 1.9) - stable, no cracking, no patching, no deformation, excellent riding quality, in short, nothing would improve the roadway; Good (2.0-2.9) - stable, minor cracking (generally hairline and hard to detect), minor patching and possibly some minor deformation evident, dry or light colored appearance, rutting less than 112 inch, and very good riding quality; Fair (3.0-3.9) - generally stable, minor areas of structural weakness, cracking is easier to detect, patched but not excessively, deformation more pronounced and easily noticed, riding qualities are good to acceptable; Poor (4.0-4.9) - areas of instability, marked evidence of structural deficiency, large crack patterns (alligatoring), heavy and numerous patches, deformation very noticeable, riding qualities range from acceptable to poor; and Very Poor (5.0) - pavement in extremely deteriorated condition, numerous areas of instability, majority of section showing structural deficiency, ride quality is unacceptable (probably should slow down). Hood River County
1-84's Objective Ratings were Poor for roughly 60 percent of the route, Good for roughly 35 percent of the route, and Very Good for roughly five percent. From milepoint 42.27 to 45.64, the Multnomah County Line to Cascade Locks, eastbound lanes were deemed Good and westbound lanes Very Good. From Cascade Locks to the Hood River Interchange (milepoint 45.64 to 64.87) both eastbound and westbound lanes were Poor. The worst section was the westbound section between Milepoints 59.02 and 64.87 with an overall index value of 20.7. Even though this section received a low rating, a small part of it, milepoint 64.07 to 64.44 the OR 351 1-84 connection eastbound, received an additional rating of Very Good with an overall index of 100.0. The last 2.93 miles of the highway (milepoint 64.87 to 67.8) were deemed to be in Good condition.
Nearly all of Oregon 35 was given a Fair Objective Rating. Sections from Polallie Creek to Mount Hood (milepoint 73.79 to 84.93) and the Junction of Highway 281 to Neal Creek Mill Road (milepoint 88.26 to 96.20) received a Fair Condition rating for 1995 with index values of 74.4 and 57.5, respectively. The 0.16 mile section from milepoint 84.93 to 85.09 was not indexed and was rated Under Construction, because it was part of a 1995 paving project by Region 1 of ODOT.
US 30 shares its roadway with 1-84 through much of the county. For the portions of the highway with common alignments, pavement ratings have only been given for 1-84 (see above). The independent alignments, which occur mainly through the cities of Cascade Locks and Hood River, were rated with the GFP procedure. Of the independently aligned segments, 88 percent had Poor pavement condition ratings, eight percent had Very Poor ratings, and four percent had Fair ratings. The .63 miles from milepoint 29.70 to 30.33 westbound received a GFP of 5.0 a Very Poor rating, while the 1.69 eastbound miles from milepoint 30.00 to 34.49 were deemed Poor. The westbound segment from milepoint 34.18 to 34.51, Forest Lane to 1-84, was rated Fair with a GFP of 3.5. The rest of the highway in both directions received a Poor rating. The .32 miles westbound received a GFP of 4.0, and the 2.59 miles eastbound received a GFP of 4.6. Highway 281
GFP ratings for Highway 281 were Poor (roughly 60 percent of the roadway), Fair (roughly 20 percent) and Good (roughly 20 percent). The southbound lane from milepoint 0.0 to 1.24 received a Poor rating with a GFP value of 4.2, while the northbound lane for this section was deemed Fair. Both lanes from milepoint 1.24 to 5.09, the Junction with Highway 282, also received a Fair rating. Milepoint 5.09 to 13.3, and the last 1.72 miles of the highway, milepoint 17.34 to 19.07, were rated Poor. The worst score was from the Junction of Highway 282 to Trout Creek Ridge Road with a 4.4 GFP. The 4.04 mile section from Trout Creek Ridge Road to milepoint 17.34 was the only section with a Good rating receiving a GFP of 2.5.
Highway 282
Highway 282's pavement conditions are uniformly good. In the 1995 Pavement Condition Report, 98.6 percent of the highway (milepoint 0.0 to 3.45) received a Good rating with a GFP of 2.8, while 1.4 percent (milepoint 2.21 to 2.26) received a Very Good rating with a GFP of 1.5.
Pavement Conditions off the State Highway System
The pavement conditions off the state highway system in the Cities of Hood River and Cascade Locks were rated using a subjective system. Data was collected through a visual survey of the arterial and collector streets of both cities. Roadways were put in three categories: Good if they were stable, had minor cracking and patching if any, and a very good riding quality; Fair if they were generally stable, had more easily detected cracking, were patched but not excessively, and had acceptable riding quality, and Poor if they had areas of instability, numerous cracks and patches, were in need of immediate repair, and had poor riding quality.
City of Hood River
Nearly all of Hood River's arterial and collector streets were found to be in fair or good condition. The majority of the roughly nine and one half miles of collectors were in good conditions with 87.5 percent receiving a Good rating, 9.5 percent receiving a Fair rating, and 3 percent receiving a Poor rating. A lower percentage of the city's arterial roadways received a good rating. Of the 4.3 miles of arterial roadways, 45.1 percent were rated Good, 54.9 percent were rated Fair, and none of the roadways were rated Poor. The worst pavement conditions occurred on State Avenue from 9th Street to 13th Street, and on 4th Street between May Avenue and Montello Avenue.
City of Cascade Locks
In Cascade Locks, the city's three collector roads were surveyed --Forest Lane, HCRH (Wa-Na-Pa Street), and Frontage Road. The overall condition of the roads was good. Of the roughly five and one half miles of pavement surveyed, 64 percent was rated Good and 36 percent was rated Fair. Frontage Road was in the best condition (100 percent rated Good) followed by Highway 30 (95 percent rated Good and five percent rated Fair). HCRH was also rated using the GFP method (see above). Forest Lane received the lowest rating with 68 percent of its pavement deemed Fair and 32 percent deemed Good. No portions of the roadways received a Poor rating.
Bridge Conditions
Bridges in Hood River County have been inventoried and appraised by the Oregon Department of Transportation to meet the requirements of the lntermodal Surface Transportation Efficiency Act and to help comprise the National Bridge Inventory (NBI) database. The inventory contains overall ratings for the different components of the bridges and each bridge as a whole.
Bridges were rated based on the general conditions of the deck, superstructure, and substructure as compared to as-built conditions; on how well they provide for the highway system of which they are a part as compared to current standards; and their sufficiency to remain in service based on structural adequacy and safety, serviceability and functional obsolescence, and essentially for public use. Sufficiency ratings are represented by percentages, with 100 percent being an entirely sufficient bridge and zero percent being an entirely deficient bridge. Also, bridges long enough to be included in the National Bridge Inventory- 50 of the 52 bridges in Hood River County- were given a status rating based on their structural evaluation, deck geometry, underclearance, approach roadway alignment, and waterway adequacy.
The majority of the county's bridges were in acceptable condition. Of NBI bridges 72 percent were deemed not deficient, 26 percent were deemed functionally obsolete, and 2 percent were deemed structurally deficient. 13 of the 14 bridges deemed functionally obsolete were on 1-84; the other was on Second Street in the city of Hood River. All of these bridges are owned and maintained by the state. The one bridge which received a structurally deficient status was on County Road 315 (Neal Creek). This county-owned and maintained bridge received low scores for the condition of its deck, superstructure, substructure, and for its ability to provide for the travel on the roadway system. It also received an extremely low sufficiency rating of 35.8 percent.
The two bridges that were not in the NBI, one on OR 35 and one on Ehrck Hill Drive, did not receive a Status rating. However, both received high sufficiency ratings of 100 percent and 70.6 percent, respectively.
Of the 52 bridges in the county, 20 were on 1-84, nine were on OR 35 and three were on Hwy 281. The bridges on 1-84 were in the worst conditions with 65 percent deemed functionally obsolete. All the bridges on OR 35 and Hwy 281 were deemed not deficient, as were the 18 bridges on local or county roads. Table A The Bridges of Hood River County Oregon
Bridge Name Length (ft) Sufficiency Rating Owner
Van Horn Overpass 142 ODOT White River 156 ODOT N Fork of E Fork of Hood R 30 ODOT Hood River 140 ODOT E Fork of Hood River, OR 35 100 ODOT 1-84 Overpass, OR 35 224 ODOT E Fork Hood River, OR 35 140 ODOT Phelps Creek 23 HR Co. Mt. Hood RR and 206 HR Co. Unnamed Creek Neal Creek, Fir Mt Rd 26 HR Co. Neal Creek , County Rd 210 22 HR Co. East Fork Hood River, 175 ODOT Hwy 281 Tucker Bridge 188 ODOT East Fork Hood River, 210 ODOT Hwy 281 Neal Creek, 29 1 HR Co. Dethman Ridge Dr Odell Creek, Ehrck Hill Dr 20 HR Co. Neal Creek, 24 HR Co. County Rd 315 East Fork Hood River, 157 HR Co. Co. Rd 41 1 East Fork Hood River, 102 HR Co. Co. Rd 418 East Fork Hood River, 167 HR Co. Toll Br. Rd East Fork Hood River, 194 HR Co. Lost Lk Rd West Fork Hood River, 154 HR Co. Lost Lk Rd Lake Branch Creek 203 HR Co. West Fork Hood River, 237 HR Co. Punch Bowl Rd Dead Point Creek 27 HR Co. Heman Creek, 86 HR Co. Forest Lane Middle Fork Hood River, 63 HR Ca. Red Hill Rd OWR and NRR, I-84WB 599 ODOT Hood River & Union 678 ODOT Pacific RR, OR35 Neal Creek (OR35) 19 ODOT Gorton Creek (Wyeth Rd) 50 HR Co.
Rail Service
Rail service in the County is provided on the Union Pacific main line, which runs through the Gorge near 1-84; the Mount Hood Railroad branch line, which runs from the city of Hood River to the Upper Hood River Valley; and spur lines in Hood River and Cascade Locks.
Freight Rail
The Union Pacific line runs through northern part of the County hauling freight to Portland where it links with north and south lines. It also travels south to Colorado, then east to Chicago. From its interchange in Hood River, the Union Pacific receives mostly fresh fruit cargo and some wood products. (It hauls between 50 and 60 cars of fresh fruit from the area during the peak season.) From its Cascade Locks interchange, the line primarily hauls wood products.
Minimal freight hauling is performed by the Mount Hood Branch which travels from the Hood River Depot up the Valley to Parkdale. On Tuesdays and Thursdays, it hauls some cargo (usually lumber or fruit) along with passengers.
Passenger Rail
Passenger service is not provided anywhere in Hood River County. Passenger service on Amtrak on the Union Pacific Line was discontinued in November 199, due to a lack of federal funding. The nearest passenger rail line for the Hood River County area is located in Bingen, Washington. Amtrak provides service on the Northern Pacific Line which runs from Portland, Oregon to Vancouver, Washington then east to Bingen and White Salmon, and north to Spokane. In Spokane, the train meets the Empire Builder Line. The two merged lines then run east to Chicago. This passenger line runs four times a week. Direct Portland to Denver rail service no longer exists.
Although neither Hood River nor Cascade Locks has passenger rail service, they b~thhave passenger facilities adjacent to the Union Pacific line that runs through them. Therefore, if federal funding is reinstated, it would be easy to supply service to these cities.
The Mount Hood Railway is a light, density rail line which traverses the corridor between Hood River and Parkdale. OR 35 crosses this branch line in several places south sf Hood River. The line starts at a depot in Hood River and travels through Pine Grove, Odell, Dee, and Parkdale. This line is generally used for tourism, operating seasonally from April through October and in December. It is also available year round for charter service.
The Mount Hood Railroad does not currently have plans to alter its service. However, if tourist demand grows, the frequency of service will be increased.
Air Service
There are four airports in the region-Cascade Locks State Airport, Hood River County Airport, Hanel Airport, and a private airport near Odell. Cascade Locks State Airport is located within the city limits and is administered by the State Aeronautics Division. With one 1,800 foot paved runway, it is classified as a Level 4 facility, because it plays a supportive role to the system in terms of agricultural, recreational, and emergency uses. Hood River Airport is a general aviation airport located south of Hood River adjacent to Highway 281. It is owned and operated by the Port of Hood River and provides no regular air service, being used primarily by small planes for agricultural, business, and personal uses. Hood River Airport has one 3,040 foot paved runway, and is classified as a Level 3 facility, meaning that it provides local support and access and second-tier economic development. Private airports include the Hanel Airport located near OR 35 south of Odell and a small airport located near Highway 281 northwest of Odell.
The closest commercial air service is approximately 40 miles west of Cascade Locks at the Portland International Airport in Portland. Portland International Airport is a full service airport, handling both passengers and cargo. The accessibility of Portland Airport and the wide range of services it offers limit the likelihood of significant expansions of the smaller airports in Hood River County.
Although the Hood River Airport does not have plans to provide commercial air service any time in the near future, it could handle much more traffic than it currently gets (possibly ten times the amount). On top of this, the Port of Hood River is improving the airport's capacity. In 1995, the port spent one million dollars on a new access road and a dozen new T hangars holding around forty planes.
Waterborne Transportation
There are two ports in Hood River County- the Pol-t: of Hood River and the P~rtof Cascade Locks.
The Port of Hood River
The Port of Hood River has extensive property holdings along the waterfront, in downtown Hood River, and west of Odell. The waterfront property consists of 75 acres along the Columbia River in the northeastern portion of the city of Hood River. This property is used for both recreational and commercial activities, including servicing of barges and other large commercial vessels. It includes a shallow draft port, an extensive marina park; and an industrial park. The shallow port (less than 28 feet deep) is not used for cargo handling, rather, serving as a private boatdock containing 140 boat slips, mostly used by cruise ships. The marina park is the regional center for sailing, boating, and swimming. It houses the Columbia Gorge Sailpark, known as one of the best boardsailing locations in the world. The industrial park is largely undeveloped, but plans call for building mixed-use development with a motel/convention center, a public park, and high density housing.
Other Port of Hood River holdings include a 21-acre site in downtown Hood River and a 29-acre industrial park immediately west of Odell. The Port has improved both of these sites and its Hood River property is included in the city's urban renewal district. The Port also owns and operates the Hood Rivermite Salmon Bridge and the Hood River Airport.
There are currently no plans for future commercial or shipping uses at the Port of Hood River. However, the port's capacity to handle commercial shipping may increase depending on the course of development decided upon in the waterfront planning process currently being undergone. Also, an increase in passenger travel could be accommodated by the marina. Any new passenger travel is likely to serve tourism since the city of Hood River's tourism economy has increased dramatically and the trend should continue. The Port of Cascade Locks
The Port of Cascade Locks owns a marine facility, two passenger carrying sternwheeler boats, the Bridge of the Gods, a campground and visitor center, and roughly 150 acres of industrial lands. The marine facility is in the western portion of the city adjacent to the Union Pacific mainline near US 30 and 1-84. The shallow draft port is used for recreational trips by the sternwheeler boats which make up the majority of river traffic. No c~mmercialshipping or freight movement occurs at the port. The Bridge of the Gods toll bridge is operated by the Port and connects the city to Skamania County, Washington. Except for some forest products business, the Port's industrial lands are largely undeveloped. These lands are located within Cascade Locks and will be available for commercial, industrial, and recreationiresort development when the city completes the upgrade of its wastewater treatment facility.
The Port of Cascade Locks does not plan on adding commercial or shipping uses to its port operations. However, the development of its industrial property is anticipated, as well as an increase in use of its recreational facilities.
Transit
Transit is an important part of a multi-modal transportation system, and is an essential service for those without access to automobile travel. The Transportation Planning Rule calls for the creation of a multimodal transportation network that will reduce reliance on the automobile and "support a pattern of travel and land use in urban areas which will avoid the air pollution, traffic and livability problems faced by other areas of the country."
Local Service
Public transit service within Hood River County is coordinated by Columbia Area Transit District (CAT). The district provides demand responsive service county wide, and regular trips to Portland. The district also operates a snow shuttle along OR 35 traveling from Hood River to the Mount Hood ski area. It operates during the ski season (usually November through March) on weekends and holidays.
CAT'S demand-responsive door-to-door service operates daily between Hood River and Odell, and weekly between Cascade Locks and Parkdale. Also, "as needed" trips to the Portland area are made primarily for people needing access to medical attention, but others wishing to go to Portland may use the service. As of July 1996, the CAT had thirteen, thirty-two passenger, wheelchair- accessible busses. Transit services in the region are going to be expanded. In late 1996, CAT anticipates augmenting current door-to- door system with a city-wide fixed route service in Hood River, a fixed route through the county, and a commuter service to Portland that would connect to the MAX train line, Portland International Airport, and other major destinations. The city-wide service will likely consist of two looped routes, one running every 45 minutes and one every 60 minutes.
A multimodal transportation center is also planned for Hood River. The goal of the center is to provide a place where switching modes of transportation will be easy and convenient. The key feature of the center will be a park and ride facility where people wishing to go to Portland will be able park their cars and take transit and people wanting to access local recreation sites can park their cars and use transit, bicycles, or other modes to reach their destinations.
Intercity Transit
Intercity bus service is provided by Greyhound Bus Lines at a Hood River depot. The busses stop in Hood River enroute to Portland on 1-84 west, and to the Dalles and Boise, ldaho on 1-84 east. This service operates three times a day. Greyhound also runs a bus from Hood River to Biggs and then north to Spokane, Washington. Although Greyhound runs past Cascade Locks on 1-84, it does not stop there.
Besides the demand responsive service provided by CAT, there is no intercity bus line in Cascade Locks. The nearest intercity bus service is provided by Greyhound Bus Lines in Hood River. The busses stop in Hood River enroute to Portland on 1-84 west, and to The Dalles and Boise, ldaho on 1-84 east. This service operates three times a day. Greyhound also runs a bus from Hood River to Biggs and then north to Spokane, Washington. Although Greyhound runs past Cascade Locks on 1-84, currently it does not stop in the city.
Bicycle
OR 35 has been designated a Statewide Bicycle Route. This means it is intended that the route be preserved and improved to safely accommodate bicycle travel. The highway's design is key to safe bicycle travel.
OR 35's bicycle facilities consist of shared roadways and shoulder bikeways. A shared roadway facility is one where motorists and cyclists occupy the same roadway. This can be a problem on roads with heavy traffic, high speeds, or hills. A shoulder bikeway accommodates bicyclists on a hard shoulder of the road. This provides better separation of cyclists from motorists and more safety. According to the Draft Hood River County Bicycle Plan, facilities on the OR 35 include: shared roadways from milepoint 59.68 to 64.99, from milepoint 67.93 to 73.79, and from milepoint 86.32 to 90.96; and shoulder bikeways from milepoint 64.99 to 67.93, milepoint 73.79 to 86.32, and milepoint 90.96 to 104.84.
In 1990, Hood River County conducted a survey and created the Bicycle Informational Profile. This Profile gauged the demand for bicycle facilities on certain roads and likelihood that demand would increase if bicycle facilities were impr~ved.This study revealed that OR 35 is presently the third most used bicycle facility in the county. It also found that 80 % of respondents said they were likely to bicycle more often if better bicycling facilities were developed in the county. Consequently, if facilities are improved within Hood River County, bicycle use of OR 35 should increase.
The Hood River County Draft Plan identified priority improvements to bicycle facilities, but it has not yet been adopted. Furthermore, no new bicycle facilities are planned for Hood River County in the immediate future.
Pedestrians
Pedestrian facilities within the rural portions of the County are minimal (at most a paved shoulder). Within Hood River and Cascade Locks, sidewalks are generally lacking and pedestrians must frequently share the road with cars. Downtown Hood River has a pedestrian-friendly environment with sidewalks and short blocks. However, many of the sidewalks lack curb cuts for wheelchair access. A pedestrian pathway is provided along the Columbia River near the Port of Hood River, but it is difficult to access without using a car.
Cascade Locks, in its Design Theme for a Downtown Street Plan, has identified the need to establish a more pedestrian-friendly environment through its downtown on Wa Na Pa Street (HCRH). The plan proposes increasing sidewalk widths to 12 feet, adding areas for street trees and benches, narrowing pedestrian crossings, and developing numerous walking loops within the downtown and the locks. An obstacle to creating a better pedestrian environment is the large number of dead end streets in the city.
Recreational walking trails are present throughout the County, particularly in the Mount Hood National Forest. The Pacific Crest Trail can be accessed from Cascade Locks. Also, there are plans to improve and add trails along the Historic Columbia River Highway . Pedestrian travel along the OR 35 corridor is concentrated within the urban areas. No sidewalks are currently provided in those regions. In rural areas of the corridor, it is anticipated that the small number of pedestrians on the highway are accommodated on the roadway shoulders.
Oil and Gas Pipelines
The Northwest Pipeline Corporation natural gas transmission pipeline traverses the length of the 1 84 corridor. No oil or natural gas transmission lines cross or traverse the OR 35 corridor. The cities of Hood River and Cascade Locks and the northern portion of the county are provided with natural gas service, while the southern portion of the County is not served.
Inter-Modal Links
The Oregon Transportation Plan identifies connectivity between different modes of travel as a key element in meeting the state's quality-of-life and economic development goals. Many of the major transportation facilities in the county are clustered, making interrnodal connections possible. In Cascade Locks, the airport is located adjacent to the Union Pacific Railroad, and very near 1-84 and the Port of Cascade Locks. In Hood River, the port, 1-84! and the rail lines are also very close to each other. The airport and the inter-city bus depot are the only major modes that are not centrally located in the city. (The airport is roughly two miles south of the city, and Greyhound stops in uptown Hood River.) Pedestrian and bicycle access to these transportation hubs is currently limited, although Highway 281 provides bicycle and pedestrian access to the airport, Greyhound station, and downtown Hood River. The demand responsive transit service operated by the Columbia Area Transit District can bring passengers to any of these transportation centers in the county.
The Oregon Transportation Plan identifies connectivity between different modes of travel as a key element in meeting the state's quality-of-life and economic development goals. Many of the major transportation facilities in the county are clustered, making intermodal connections possible. In Hood River, the port, 1-84, and the rail lines are also very close to each other. The airport and the inter-city bus depot are the only major modes that are not centrally located in the city. (The airport is roughly two miles south of the city, and Greyhound stops in uptown Hood River.) Pedestrian and bicycle access to these transportation hubs is currently limited, although Highway 281 provides bicycle and pedestrian access to the airport, Greyhound station, and downtown Hood River. The demand responsive transit service operated by the Columbia Area Transit District can bring passengers to any of the transportation facilities. The Oregon Transportation Plan identifies connectivity between different modes of travel as a key element in meeting the state's quality-of-life and economic development goals. Many of the major transportation facilities in the county are clustered, making intermodal connections possible. In Cascade Locks, the airport is located adjacent to the Union Pacific Railroad, and very near 1-84 and the Port of Cascade Locks. Pedestrian and bicycle access to these transportation hubs is currently limited. However, the demand responsive transit service operated by the Columbia Area Transit District can bring passengers to any of the transportation facilities.
Population and Employment
Population and employment within the study area strongly impacts the service levels of the highways, local roads, and parts of the transportation system. As noted earlier, the study area falls almost entirely in Hood River County, with roughly five miles of the OR 35 corridor falling in a very rural region of Clackamas County.
Hood River County
Hood River County covers an area from the Columbia River Gorge in the north to Mount Hood in the south. It encompasses all of study area, except for a small portion of the OR 35 corridor. The County's 1990 population was 16,903. Its largest city is Hood River which had a population of 4,875 in 1994. This city houses depots for two train lines, the Union Pacific and the Mount Hood Railway. Cascade Locks is the next largest city in the county with a 1994 population of 1035. It is located 19 miles west of Hood River along the Columbia River. Unincorporated cities in the County are Parkdale, Odell, Dee, Wyeth, Viento, and Pine Grove. The County's principal industries are agriculture, lumber and wood products, retail trade, and recreationltourism. According to a 1988 study, over 50 percent of the businesses along the route depended on tourism to survive.
The attractiveness of the area and its appeal for recreationltourism make continued economic development and population growth likely. The city of Hood River is fast becoming one of the most popular locations for windsurfing in the world. Wilderness along the Columbia River Gorge and in the Mount Hood National Forest offer beautiful hiking opportunities. Also, Mount Hood Meadows sits at the end of OR 35 offering skiing and other snow-based recreation.
Major industries can be found in the back of the Comprehensive Economic Development Plan for, also some in the County Background Report. Clackamas County
Clackamas County is one of the fastest growing counties in Oregon. The vast majority of its growth is concentrated in the urban portions of the County. The small portion of the OR 35 corridor that is in Clackamas County is (around five miles) connects the Portland area with the Mount Hood Meadows Ski Area. This area is a major destination for recreation from the Portland area and other urban locations. Conditions in this part of the corridor are directly linked to activities at Mount Hood Meadows. Currentlyi Mount Hood Meadows is undergoing a Master Plan review. The resort would like to expand skiing facilities and add overnight lodging. If the new Mount Hood Meadows Master Plan is approved, traffic along 08 35 should increase.
1-84 Corridor Segments
1-84 is the primary east-west transportation route in the region. It connects the county with major destinations (Portland to the west and Idaho to the east). Like OR 35, the interstate has been broken into segments with similar characteristics to facilitate analysis. The portion of 1-84 that runs through Hood River County is falls into three of the segments inventoried by the Oregon Department of Transportation- Segment 4, Segment 5, and Segment 6. The portions of these segments within the county are discussed below in terms of their physical and environmental characteristics, land use patterns, cultural features, and transportation facilities.
Segment 4 - MP 3 1.07 to 45.33
Segment 4 begins outside of the study area near Multnomah Falls and terminates at the Cascade Locks Highway Junction. Only 3.24 miles of the 14.26-mile long segment falls within Hood River County (Milepoint 42.09 to 45.33).
Physical and Environmental Features
The Hood River County portion of 1-84 runs through the Columbia River Gorge National Scenic Area which has received protection at the federal level for its spectacular views. The scenic attributes of the gorge have local, statewide, and national significance, and gorge land outside of urban areas is specially managed to maintain its scenic beauty.
This segment of 1-84 runs between the Columbia River to the north and the Cascade Mountains to the south. According to the Atlas of Oregon, it lies within the Pacific Silver Fir vegetation zone and crosses Ruckel Creek, Moody Creek, and Dry Creek. Land Use Patterns
Segment 4 is within the Mount Hood National Forest. The land use zoning along the highway is farm and forest until milepoint 43.42 where it enters Cascade Locks. Cascade Locks is an incorporated community with a town center designation. It is a major population center in the county with a 1991 population of 975, according to the Center for Population and Research at Portland State University. It is exempt from Columbia River Gorge National Scenic Area restrictions with urban land uses at higher densities. The rest of the land along the corridor is subject to the Scenic Act's restrictions.
Cultural Features
The segment passes through numerous state parks. Although these parks are located west of Hood River County, they affect travel patterns within the county. Cascade Locks offers many tourist and recreational services oriented toward the Columbia River Gorge and the Bonneville Dam. Bonneville State Park is only two miles south of the city. Also, the Pacific Crest Trail, one of the most popular hiking trails in North America, emerges from the Mount Hood Forest within Cascade Locks.
Transportation and Travel
1-84 leads to major destinations within the Segment. Cascade Locks is the last incorporated community along the highway until the city of Hood River. The city contains the Cascade Locks-Stevenson State Airport and the Bridge of Gods, which crosses the Columbia River to State Route 14 in Washington. The Union Pacific Line runs between the freeway and the river carrying passengers and cargo. Also, river traffic runs parallel to the freeway passing Bonneville Dam via locks.
1-84 is four lanes throughout the segment. Although it is designated as an interstate highway, it is also acts a major east-west thoroughfare through the city of Cascade Locks.
Segment 5 - MP 45.33 to 64.6
This 19.3-mile stretch of the highway nearly spans the full width of Hood River County. It runs from the Cascade Locks Highway junction to the route's junction with OR 35. It represents the mid-Columbia Gorge area.
Physical and Environmental Features
In Segment 5, 1-84 follows a route between the Columbia River and steep basalt cliffs. There are potentials for landslides along this stretch, because soil trapped beneath the basalt is squeezed up to the surface over time. As stated earlier, the interstate passes through the Columbia River Gorge National Scenic Area. It is within the Mount Hood National Forest and most of the land is heavily forested with Douglas fir and grand fir.
This segment of the interstate crosses the Hood River and Grays Groton, Harphan, Linsey, Warren, Cabin, Starvation, Viento, Perham, and Mitchell Creeks. Hood River and some of the smaller creeks support anadromous fish and populations of warm water game fishes. Hood River is inhabited by rainbow and sea-run cutthroat trout, summer and winter steelhead trout, summer and fail chinook and coho salmon. There is a minor population of brown trout and dolly varden as well.
According to the city of Hood River background document four distinct habitat areas occur within the urban growth area. Segment 5 passes through three of these, the riparianlfloodplain areas, the Unique Columbia River Shores, and the Urban Inland Areas. Some of the common species in the Unique Columbia River Shores are Canadian geese, mallard, coot, merganser, heron, osprey, mink, beaver, muskrat, several species of hawk, the Bald Eagle, and several songbirds. Common species in the riparianlfloodplain areas include beaver, pine and gray squirrel, chipmunk, kingfisher and several species of songbirds and amphibians. Urban inland areas are resting and feeding places for several species of wild birds, such as pheasants, quail and migrating gees or other small, non-game animals. The diversity and amount of fish and wildlife in the segment probably make environmental sensitivity in the area moderate to high.
Land Use
The majority of the segment is zoned farm and forest land. As stated earlier, much of it falls into the Columbia River Gorge National Scenic Area and is subject to restrictions. There are three communities along the segment, the city of Hood River and two small, unincorporated communities, Viento and Wyeth. Of these, only Hood River is designated as an urban area, and thus exempt from the scenic area restrictions in the gorge. Hood River contains lands zoned farm and forest, strip development, urban residential, office and commercial, and open space.
The city of Hood River provides commercial, industrial, and residential functions for the area. It is also Hood River County's seat. There are no commercial or industrial land uses in the segment outside of the city.
Cultural Features
The natural beauty and numerous recreational opportunities along this segment have made tourism one of the area's top industries. The city of Hood River has gained international recognition as one of the best places for the fast-growing sport of windsurfing, also called sail boarding. The segment is bordered by numerous state parks including Lang (milepoints 47.6 -48.0), Lindsey Creek (milepoints 52.9 -53.9), Starvation Creek (milepoints 54.4 - 55.1), Viento Creek (milepoints 55.4 -56.7), Wygant (milepoints 56.8 - 58.6), and Seneca Fouts Memorial (milepoints 58.7 - 60.3).
There are many historically and culturally significant sites within the city of Hood River (milepoints 62.9 - 64.6). The Hood River Marina and the Hood River County Museum are both to the north of this segment of the highway, Hood River also contains the majority of the governmental and administrative offices in the counly.
Transportation and Travel
1-84 is the dominant east-west route through the county. It is four lanes and links the region with major destinations east (Boise) and west (Portland). It also connects to the County's primary north-south route, OR 35, at milepoint 64.6. The OR 35 junction allows timber and agricultural products to be transported from the Upper Valley and Mount Hood to areas east and west. It also makes 1 -84 an alternate route to Highway 26 for accessing Mount Hood. 1-84, OR 35, and Highway 26 make up the Mount Hood Loop road system, one of the most popular scenic drives in the state. Furthermore, the interstate is used for intercity bus travel and the Union Pacific Railway parallels the interstate for most of the segment. The Hood River Bridge connects Hood River to the state of Washington.
Segment 6 - Milepoints 64.6 to 87.0
This segment is covers 22.4 miles running from the junction of OR 35 to the route's junction with US 197. Only 3.2 of these miles fall within Hood River County which borders Wasco County at Milepoint 67.8.
Physical and Environmental Features
This segment also follows the narrow part of the Columbia River Gorge. The Hood River portion of the segment is tightly wedged between the Columbia River and Mount Hood. There are many ponds in the segment which support a variety of warm water game fish and miscellaneous non- game species. Most are directly linked to the Columbia River by culverts and narrows. Waterfowl nesting and wintering activity occurs in the pond and cove areas along the Columbia River.
Segment 6 intersects six creeks. Of these only Rock and Mosier Creeks fall within Hood River County. The environment characteristics of the corridor changes as it moves east. The segment is forested primarily by lodgepole pine, as opposed to the Douglas fir and grand fir in Segment 5. Environmental sensitivity is probably moderate.
Land Use Patterns
Land use along this 22-mile segment of the highway is predominately rural with only tenth of a mile of this segment falling within the city of Hood River. The rest of the of the area is unincorporated and zoned either farm or forest by the county.
Cultural Features
Although the segment contains three incorporated communities, the only one within Hood River County is the city of Hood River (milepoints 64.6 to 64.7). Hood River had a population of 4640 in 1991.
The Hood River County portion of the segment passes by the Koburg Beach State Wayside Park (milepoints 65.6 - 67.7) and a rest area at milepoint 65.9 on the north side of the interstate.
Transportation Features
The segment is four lanes and is paralleled by the Union Pacific Railroad throughout the county. At the end of the segment the highway connects with US 197.
Highway 30 is the same roadway as 1-84 for most of the distance between the cities of Hood River and Cascade Locks. There are two small segments, one around each of these cities, where it breaks off from the interstate. In these places the highway acts as an alternative route to 1-84.
Just outside of the city of Cascade Locks, US 30 breaks off of 1-84. It continues east parallel to the interstate north through the center of the city. The Bridge of the Gods is accessed from the highway before it merges with 1-84 again at the East Cascade Locks Interchange. Within Hood River, US 30 is the same route as OR 35, Cascade Avenue, and Oak Street.
OR 35 Corridor Segments
The OR 35 corridor has important natural, scenic, and cultural resources. Its scenic attributes have national, state, and local significance. The corridor comprises 19 miles of the "Mount Hood Loop" road system which also includes 1-84 and Highway 26. This "Loop" is considered to be one of the most important recreational drives .in Oregon. Therefore, lands within the National Forest System visible from OR 35 are managed to maintain the view. The corridor has also been nominated as a National Scenic Byway under the United States Department of Agriculture Scenic Byway Program.
OR 35 is a major access way to the Columbia River Gorge which has been nationally recognized for its scenic attributes and to Mount Hood which houses numerous important cultural and recreational sites. These sites are discussed later in this chapter under Urban and Cultural Features. Natural resources in the corridor include key water resources, important wildlife habitat (for the northern spotted owl, deer, and elk), and timber resources. (Natural resources are discussed in more detail under the Physical and Environmental Features sections for each segment of the corridor.) Important agricultural resources are also located in the lower elevations of the corridor, particularly pear, apple, and cherry orchards.
To facilitate the analysis of corridor needs and improvements, the corridor was divided into two general segments. Each segment has readily identifiable termini and generally uniform traffic usage. This chapter presents a segment-specific inventory and analysis of the affected environment along the corridor. Segment 1 runs from milepoint 54.5 to 80.08. It is mountainous, sparsely populated, and heavily forested. Segment 2 runs from milepoint 80.08 to 105.55. It contains the corridor's population centers. Both segments are described in detail on the following pages in terms of their physical and environmental characteristics, land use patterns, cultural features, and transportation facilities.
Findings are presented in three maps for each defined segment:
Land use/cultural resources Transportation facilities Environmental features
Segment 7 - MP 54.5 - 80.08
Segment 1 begins on Mount Hood at the junction of US 26 near the community of Government Camp. It ends at the Milepoint 80.08 at the intersections with Base Line Road east of Parkdale. This 26-mile segment is heavily forested and descends down the north side of Mount Hood. Physical and Environmental Features
The majority of the segment is located within the Mount Hood National Forest (milepoint 54.5 to 75.96). It is densely forested with Douglas fir and contains areas of old growth forest between 54.5 and 64.35. The route has scenic attributes with national, state, and local significance. As stated earlier, it contains a 19-mile stretch of the "Mount Hood Loop" road system, which is considered one of the state's most important scenic drives. The "Loop" connects two major attractions, Mount Hood and the Columbia River Gorge.
The United States Forest Sewice has designated the section of the highway in the Mount Hood National Forest to be specially managed to preserve the viewshed. According to the State OR 35 Viewshed Management Guide, protecting views is critical on this highway. Recreational driving is the most popular use on national forests and it is steadily increasing in this area.
Demand for recreational opportunities within the viewshed are likely to increase. A Hood River County Chamber of Commerce study showed a 68 % increase in visitation between 1985 and 1988. The popularity of Hood River for windsurfing, the designation of the Columbia River Gorge National Scenic Area, the promotion of the "Loop" drive by local businesses, and the increasing population in Portland and surrounding areas all contribute to the demand for recreational opportunities that the viewshed provides.
Segment One is located in the White River watershed and the East Fork Hood River watershed. According to the Mount Hood Meadows Access Road Project Location Report, the highway traverses numerous creeks and rivers. These include: the East Fork Hood River, Salmon River, White River, ark Creek, North and South Forks of Iron Creek, Mitchell Creek, Meadow Creeks, Newton Creek, Engineers Creek, Hellroaring Creek, Culvert Creek, Tumble Creek, and Robinhood Creek. The Salmon River and the White River are designated as wild and scenic rivers.
The OR 35 Viewshed Management Guide, identifies five vegetative community types located within the corridor. The five types include: the pine-oak community, the pine-Douglas-fir community, the pine-larch community, the mixed conifer community, and the wet meadows community.
This segment of the corridor contains an extremely wide range of wildlife habitat and species. According to the Viewshed Management Guide, large mammals commonly found in the area include Roosevelt elk, black- tailed deer, black bear, cougar, bobcat, coyote, Cascades red fox, raccoon, porcupine, and beaver. Smaller mammals include the skunk, weasel, marten, snowshoe hare, Douglas's and northern flying squirrel, pocket gopher, chipmunk, tree vole, and sew. Bird species include the goshawk; coopers; sharp shinned and red-tailed hawks; northern spotted, great horned, saw-whet and pygmy owls; stellers and gray jays; ruffed and blue grouse; Merriams turkey; flickers, pileated, hairy, downy, and black backed woodpeckers; and numerous smaller passerines. Osprey and bald eagles have also been seen along East Fork Hood River. The corridor contains special management areas for dear and elk winter range and movement corridors, and for three indicator species, the marten, the pileated w~~dpeckerand the northern spotted owl, OR 35 runs through a Northern Spotted Owl Habitat Conservation Area.
Land Use Patterns
This segment of the corridor is sparsely populated. It contains numerous recreational areas nearby such as ski areas, campgrounds, trails, lakes, and streams. The primary industries along the corridor are forestry and tourism. Most of the corridor is in the Mount Hood National Forest. The corridor contains two small population centers, the community of Government Camp and Parkdale.
According to the Hood River County and Clackamas County comprehensive plans, the vast majority of Segment One is zoned forest land. The portion of the corridor that falls into the Mount Hood National Forest and is zoned primary forest by Hood River County and forest by Clackamas County. The majority of the corridor outside of the National Forest is zoned forest (F-2). A few isolated spots are zoned commercial and natural area. Also, north of the forested region (about the last 112 mile of the segment), a small amount of land is zoned farming and a strip along the highway is zoned rural residential.
Cultural Features
This segment of OR 35 is a major access road for many popular recreation sites on the forest including Mt. Hood Meadows Ski Area, Cooper Spur Ski Area, Cloud Cap Inn Historic Site, several campgrounds, trails, and snowparks. Timberline Lodge is also nearby.
The segment is a portion of the Mount Hood Loop, a major recreational travel route. it runs through the Mount Hood National Forest and has numerous significant viewpoints as discussed earlier.
This portion of the route contains the Clackamas- Hood River County border at milepoint 59.67. The main economic thrust of this portion of the corridor is tourism and to lesser degree logging. Population density is extremely low in this segment. Transportation and Travel
This portion of the highway links with US 26, a major east-west route, near Government Camp. Also, many forest service roads stem from the segment. The segment ends where it intersects with Base Line Road - which leads into Parkdale.
According to the Oregon Department of Transportation's Automated Milepoint Log, OR 35 varies in width with two, three, and four lane segments. A smaii section at milepoint 57 is a one-lane, one-way ramp. The majority of Segment One is two lanes.
Although OR 35 is designated as a statewide bicycle route, some sections of the highway's shoulders are too narrow for bicycle use. The shoulders vary, in width from two feet to nine feet, usually staying between four and six feet wide.
Segment 2 - MP 80.08 - 105.55
This 18 - mile segment begins at the intersection with Base Line Road, east of Parkdale, descends down the rest of Mount Hood, and terminates at the route's junction with 1-84 within the city of Hood River.
Physical and Environmental Features
The segment is densely forested with Douglas Fir near the Parkdale junction and becomes more developed as it approaches the city of Hood River. The terrain flattens out in this segment as the route passes through forest, farmland, and the urban area of Hood River. Several creeks pass under the road. The last 1.6 miles of the route is within the Columbia River Gorge National Scenic Area.
According to the Oregon Department of Transportation Automated Milepoint Log, the highway traverses Yellow Jacket Creek, Rimrock Creek, Cat Creek, South Fork Baldwin Creek, Rhoades Creek, Whiskey Creek, and the Eastside lrrigation Ditch.
Land Use Patterns
As the route descends the mountain, land use changes from forest, to cropland, to rural residential, and finally to strip development within the city of Hood River. The majority of economic activity in the area comes from the timber industry, farming, business, and tourism. The Eastside lrrigation Ditch passes under the route at milepoint 83.94. Power lines cross over the highway at milepoint 97.0. According to the Hood River County Comprehensive Plan, Segment 2 of the corridor is primarily zoned farmland. The character of the corridor reflects a transition from a rural to a more urban setting as it heads north, going from farmland and spots of forestland, to rural residential, and finally urban designations. It contains many pockets of rural residential zoning outside of three urban areas. The urban areas, Parkdale, Odell, and Hood River are zoned for different types of residential densities, industrial uses, and commercial uses.
Cultural Features
Segment 2 contains the major population centers of the corridor. The unincorporated cities of Parkdale and Odell sit just west of OR 35, and the highway runs through the middle of the city of Hood River.
Segment 2 also accesses key recreational resources like the Columbia River Gorge National Scenic Area, windsurfing destinations within the city of Hood River, the Hood and Columbia Rivers, and many hiking trails. There are also seven cemeteries within the segment including: Mt. Hood Community Cemetery near milepoint 89.2, Homesteader Grave near milepoint 89.5, Jackson Cemetery near milepoint 100.5, Pinegrove Cemetery near milepoint 101.5, St. Mary's and Mountain View Cemeteries near milepoint 102.5, and ldlewild Cemetery near milepoint 103. The Mount Hood Ranger Station is located at milepoint 84.66.
Transportation and Travel
OR 35 is an important route for the area. Many streets within the city of Hood River intersect the highway. Also, 1-84 meets OR 35 at its terminus, bringing traffic from the Portland metropolitan area and from eastern Oregon. OR 35 acts as an alternative route to Mount Hood recreational facilities for both of these areas.
The two rail lines in the corridor, Union Pacific and the Mount Hood Railway, are within Segment 2 of the corridor (See 1. A.6. Rail Service). The Union Pacific line stays in the northern portion of the corridor, while the Mt. Hood Railway runs north and south. The Mt. Hood Railway runs along OR 35 crossing under it at milepoint 97.49, over it at 99.79, and under it again at 101.99.
There are two airports near the route, Hood River County Airport to the west at milepoint 102.0, and Hanel Airport (privately owned) to the east at milepoint 92.0. Also, all transit service in the corridor occurs in Segment 2, except for ski busses that take people from Hood River up to Mount Hood Meadows. This segment of or 35 varies from two to three lanes wide. Starting at milepoint 80.08 the highway is two lanes wide, at milepoint 90.99 it widens to three lanes, at milepoint 96.26 it tapers two lanes, at milepoint 98.62 it widens to three lanes, and at milepoint 101.79 it tapers to two lanes again. LEGEND
INTERSTATE -PRINCIPAL ARTERIAL - - - - MINOR ARTERIAL ------URBAN COLLECTOR ..la.l..l..l ..la.l..l..l RURAL COLLECTOR ------FOREST ACCESS ROAD LOCAL STREETS ."*..
LEGEND '@*.,,, r \, i"*,~..,,,-% -MAJOR ARTERIAL STREET "I,,,,% MINOR ARTERIAL STREET I 'I *l-,>,. 0 750 1500 2250 ------COLLECTOR STREET - . -- I -. -- - '-a-o>,~A. lo E.--. . --. FEET PROPOSED COLLECTOR STREET ' I,, - - I '8,. - HISTORIC COLUMBIA RIVER HIGHWAY I 5 TRAFFIC SIGNAL "'i 1 * \DavtomANs r 4-WAY FLASHING SIGNAL I AND ASSOCIATES, (ALL RED) - - I El asas S.W. CORE= AVENUE I - 4-WAY FLASHING SIGNAL I Zl .?JP~~ PoRmoy-4830(503) aa3466? , (RED AND YELLOW) Well* llu.d : - 1 :I $8.
b.,..,,,,.,,., CITY LIMITS ---- URBAN GROWTH BOUNDARY
1 LEGEND I I 1000 rn DAILY TBAFPIC VOLUME (VEHICLES) I
TRAFFIC FORECASTS AND ANALYSIS
Travel demand forecasting predicts future traffic in an area, city, or region. This is done to help identify future traffic demand along streets and at intersections. A separate travel forecast was performed for each of the three jurisdictions involved in the TSP; Hood River County, the City of Hood River, and the City of Cascade Locks. The methodology used to project future traffic and the time periods of analysis vary in each forecast.
For each forecast future traffic volumes were projected based on existing and future land use projections and historical growth trends in traffic on the highway system. Each forecast focused on existing (1995) and future year (2015) traffic conditions during either an average weekday (24 hour period) or the PM peak hour which occurs between 4:00 and 5:00 PM for an average weekday. The PM peak hour is the time period when traffic volumes on the highway and local street system are usually the greatest.
HOOD RIVER COUNTY
The Hood River County forecast focused on 24-hour traffic conditions for an average weekday. Existing (1995) traffic volume information was obtained from the Oregon Department of Transportation (ODOT) Traffic Volume Tables, as well as daily traffic counts recorded by officials from the Hood River County Public Works Department. A description of the steps used to project future traffic conditions in the county is described below.
Study Area Definition
The study area is defined by the Hood River County boundary, but exudes the cities of Hood River and Cascade Locks, which are separate study areas with separate forecasts.
Roadway System Network
The roadway system network includes only the roads which experience the heaviest amount of traffic in the county. This includes all five highways in the county; 1-84, OR 35-The Mt. Hood Highway, the Hood River Highway, the Odell Highway, and Old Highway 30. Several roadways designated as collector streets were also included in the forecast. These included Barrett Drive, Portland Drive, Baseline Road, and East Side Road. Traffic Analysis Zones
The study area was broken up into five smaller areas, or traffic analysis zones (TAZ's). These five zones reflect the US Census County Divisions (CCDs). CCDs are subdivisions of a county that were delineated by the US Census Bureau, with state and local input, for statistical purposes. CCD boundaries are usually delineated to follow visible features and, in most cases, coincide with census tract or block numbering area boundaries. The five CCDs chosen were: Cascade Locks division, Dee division, Parkdale division, Hood River division, and Odell division. These zones were formed in order to tie land use activity and trips generated by the land use to physical locations within the county. An iliustration of the TUsfor Hood River County is shown in Figure 1.
Land Use
Base Case (1990) Population
Population information for the five CCDs is displayed in Table 1. This information is based on the 1990 US Census.
Table 1
Census County Division 1990 Pop. Pop. % of Tot. County Pop.
Cascade Locks 'division Dee division Parkdale division Hood River division Odell division Total
Projected (20 15) Population
Population projections for the five CCDs were estimated based on information from the Hood River County planning department and the Center for Population Research and Census at Portland State University (PSU). The County has been preparing growth scenarios for the County and its rural and urban areas. Three potential growth scenarios were developed: low-growth, medium-growth, and high-growth. Each is based on the amount of available land zoned for residential development within the County, not on migration and birthldeath rates.
The County's projections are for potential growth (i.e., build-out of available land). Using the County's medium-growth scenario in combination with PSU's 1995 population estimate and projected growth rate for Hood River County, the County's 2015 population was estimated. PSU's July 1995 population estimate for Hood River County is 18,700, and population growth is projected to occur at an average of 1.2 percent per year. Under these assumptions, the County would have a population of 23,742 in 2015. The County's medium-growth scenario projects a potential population of 29,959. This indicates the County will absorb approximately 79 percent of its potential growth (medium-growth scenario) by 2015.
To estimate how much growth will occur in each CCD, some assumptions were made which are based on information provided by the County Planning department. The County assumed that the majority of its population would shift from rural areas to urban areas, i.e., that urban areas will absorb most of the County's anticipated growth. Cuirentiy, appioxirnateiy 62 percent sf the County's population lives in rural areas (outside the Hood River and Cascade bocks urban grovvth boundaries). The County projects that this will decline to 43 percent as the County develops to its potential. Only two of the County's five CCDs contain urban areas: the Hood River division and the Cascade Locks division. Therefore, most of the projected growth was assigned to these two CCDs. None of the CCDs were assumed to decline in population over the next 20 years. Table 2 shows the 201 5 population projections.
Table 2
Population% of Census County Division 201 5 Population Total County Annual Population % Increase Cascade Locks division 1,377 5.8% 1.87% Dee division 1,258 5.3% 1.59% Parkdale division 2,327 9.8% 1.62% Hood River division 12,655 53.3% 1.74% Odell division 6,125 25.8% 1.69% Total 23,742 100.0% 1.71%
Historical Highway Growth Trends
Historical growth trends in traffic along all highways in Hood River County were established using ODOT's Traffic Volume Tables for the years 1975 and 1995, observing a 20-year period. Each highway was broken up into sections separated by cross-streets of a collector or arterial street classification. Future growth rates were determined for each section of highway and used to project traffic conditions in the year 201 5 assuming a consistent growth trend.
Future Forecast
Once the population growth and historical growth trends in traffic were determined, a future traffic forecast for the year 201 5 was performed. This was done by applying either the population or historical traffic growth rates directly to existing traffic volumes on the street system, whichever was greater. In most cases, especially on the highway system, the historical traffic growth rates were considerably higher than population growth rates. This is typical for rural highways or streets that handle more through traffic than local traffic. Future traffic volume projections for the county are illustrated in Figure 2.
CITY OF HOOD RIVER
The City of Hood River forecast focused on the PM peak hour for an average weekday. The future forecast was determined by adding existing traffic volumes to future additional traffic. Existing (1995) traffic volumes were obtained from PM peak hour turning movement counts and hourly road tube counts. This information was obtained with the help of city officials. Other traffic volume information was obtained from 6DOTs "Traffic Volume Tables for 1995. Traffic volumes in these tables are in terms of Average Daily Traffic (ADT). By using a peak hour percentage of "1%,detemined from existing traffic counts in the ciw, the ADi's at several highway segments were converted to PM peak hour traffic volumes.
Future additional traffic volumes for the City of Hood River involved a five step process: I)study area definition; 2) land use projection; 3) trip generation; 4) trip distribution; and 5) trip assignment. Each process is described below.
Study Area Definition
The first step in the forecasting process requires the definition of the study area. This step includes developing a roadway system network and traffic analysis zone scheme which accurately represent the road system and density and type of land use activity in the study area. The study area is composed of the city's urban growth boundary.
Roadway System Network
The limits of the roadway system network are defined by the boundary of the study area. W~thinthis boundary, a network composed of arterial and collector roads are selected. This network includes portions of 1-84, OR 35-the Mt. Hood Highway, the Hood River Highway, the Odell Highway, and Old Highway 30 as well as collector and local city streets which are vital to the circulation of traffic.
Traffic Analysis Zones
In addition to defining the roadway system network, a traffic analysis zone (TAZ) scheme was also developed. This is illustrated in Figure 3. The TAZ scheme divides the study area into smaller analysis units, or zones, which are used to tie land use activity and trips generated by the land use to physical locations within the network. Physical barriers, roadway locations, and land use characteristics are factors used to determine the zone structure. Definition of the TAZ's was performed with the assistance of students from Portland State University. Outside of the study area, external zones load traffic from external locations, generally traffic from other cities such as Portland and Cascade Locks to the west, and The Dalles to the east. These zones produce Three types of trips. The first type is a through trip which begins in one external zone and ends in another external zone but will pass through the city. The second type is a trip which begins in the city and ends at and external zone. The last type is a trip which begins at an external zone and ends in the city. In the modeling process, the trips traveling to and from these external zones are generally associated with the actual roads leading in and out of the study area. A total of 6 external zones were identified where traffic enters and exits the study area. They are also illustrated in Figure 3.
Land Use
Once the T'M scheme is defined, both existing and future land use forecasts are developed.
Land use is divided into two categories in the travel forecasting model: those uses which produce trips and those uses which attract trips. Population, represented by the number of single-family, multi-family, and manufactured home dwelling units in each TAZ, is the source of trip productions. Total employment is the basis for estimating trip attractions. When developing the TAZ scheme, boundaries were chosen separating these land uses as much as possible to create boundaries with homogeneous land use.
A more detailed description of the existing and future land use projections is located in the Demographic Analysis report located in Appendix A.
Trip Generation
Vehicle trip generation, the next step in the modeling process, is a method of estimating the number and type of trips a specific land use will produce or attract based on historic data and surveys of similar developments. The trip generation estimates are made for each TAZ in the planning area on the basis of the type and quantity of households and total employees at businesses.
Each trip is defined by the land use from which it is produced or originated and the land use to which it is attracted or destined. Trips are estimated by applying trip generation rates to the quantified land use in each zone. Table 3 summarizes the trip rates according to each land use category.
It was assumed in this report that the travel behavior characteristics of traffic in the City of Hood River are similar to that of the City of The Dalles because of its close proximity (21 miles to the east). Trip production rates were therefore, taken from the rates used in the City of The Dalles TSP report prepared by David Evans and Associates, Inc. However, the trip attraction rates were determined in a different manner. Since the land use inventory quantified only the total number of employees by TAZ a set of trip attraction rates for total employees was needed. These rates were determined from the City of the Dalles TSP using the existing land use (commerciallretail, industrial, government, and other types of employment), and their respective trip attraction rates. From this information, an average set of trip rates was determined for total employment in the Hood River area.
Table 3
City of Hood River Trip Generation Rates
Trip Productions
TripsISingle Family Home Origin 0.36 Destination 0.74 TsipslMulti-Family Home Origin 0.25 Destination 0.5%
Trip Attractions TripslEmployee Origin 0.86 Destination 0.57 SOURCE: McKeeverlMorris, Inc.
For external TAZ's, additional traffic volumes for the year 201 5 were estimated based on historic growth on the roadways they represent as well as anticipated growth in employment and population both inside and outside the study area.
Trip Distribution
Vehicle trip distribution, the fourth step in the modeling process, is a method of estimating the origin and destination of trips within the study area. For each TAZ, trip origins were distributed to all of the trip destinations within the planning area and to the roads leading out of the study area. The basic premise of trip distribution is that the number of trips between two areas is directly related to the size of the attractions or destinations in each zone. For example, more trips would be distributed to a larger attraction zone than a smaller attraction zone. For cities of Hood River's size, the driving times between zones are not expected to influence the driver's decision to travel to one destination zone or another. For example, if two destination zones of equal size are located at different distances away, the trips would be distributed evenly to both destination zones. This procedure was followed for trips originating in all 35 internal zones and the roads leading into and out of the study area.
Trip Assignment
This is the final step in the City of Hood River modeling process. Once the distribution of traffic is determined, future additional traffic is now assigned to the street network. This was done using a manual assignment. A manual assignment is performed by hand, assigning trips from one zone to another using one or more paths on the street network.
The goal of a manual assignment is to choose travel paths that simulate real life choices made by the driver. Typically, a driver wants to take the quickest route, one which takes the least amount of time. This methodology was applied in the manual assignment considering several factors which determine the quickest routes. These include the geographical orientation, and speed and capacity characteristics of each roadway.
,=uture Analyses
Once the future additional traffic is assigned it is then added to existing traffic on the street network. Figure 4 illustrates the year 2015 No-Build PM peak hour traffic volumes. This forecast predicts traffic conditions without any street improvements over the next 20 years. An additional forecast was also performed which included the development of two new street extensions; Hutson Road, from Fairview Drive to Cascade Avenue, and Sherman Avenue, from Rand Road to Frankton Road. The resultant PM peak hour traffic volumes from this forecast are illustrated in Figure 5.
Problem Areas
Differences between traffic volumes in the two scenarios is minor except in the western quadrant of the city (TAZ 16). Extensive development including residential and commercial/retail is planned to and will most likely occur in this area in the next 20 years. Inspection of the No Build scenario shows that around 690 trips will be generated by and 660 trips attracted to the developments in this area. Only a few collector and local streets such as Frankton Road, May Avenue, Sherman Avenue, and Rand Road provide access which is limited by discontinuous or "scenic route" streets. The construction of the new street extensions will increase circulation of traffic and distribute traffic more evenly along collector and local streets. These road extensions will also build upon the city's current grid pattern development which helps to promote the usage of alternative modes of travel.
CITY OF CASCADE LOCKS
The traffic volume forecasts for Cascade Locks are based on historical and projected population growth, proposed land use, and historical traffic growth on I- 84 and Wa-Na-Pa Street. Future year (2015) traffic was estimated for the PM peak hour of a typical weekday to reflect the critical time period of traffic operations. Traffic forecasts were prepared for 1-84, Wa-Na-Pa Street, and related roadways since the volumes on these roadways are much higher than on any of the other roads in Cascade Locks. Land Use
Land use and population growth play an important part in projecting future traffic volumes. The land use characteristics which define growth in the City of Cascade Locks are population, employment, and number of housing units. Historical trends and their relationship to historical traffic demand are the basis of the future projections. Table 4 summarizes both the historical and projected populations, employment, and number of housing units for Cascade Locks.
TABLE 4
CASCADE LOCKS POPUMTION, EMPLOYMENT, AND HOUSING UNIT TRENDS
Year Population Employment Housing Units 1980 838 NIA 357 1990 848 374 420 1995 1080 487 NIA 2015 1605 ' 1500 * 1300
SOURCE: McKeeverlMoms, Inc. \ Note: 1 The population is projected with the continuation of recent trend. 2 The employment projection is the sum of current employment and the proposed employment in the Port Area Industrial Park and hotellresorts. 3 The housing unit projection is the sum of the current housing unit and proposed potential units from undeveloped land.
Historical Land Use
Cascade Locks has experienced a slow population growth over the last 15 years. The average annual growth rate was about 1.2 percent from 1980 to 1990, and 2.3 percent from 1990 to 1995.
In Cascade Locks, tourism is a major summer employment generator. Tourism generated over one hundred part-time jobs in 1995, which is about 25 percent of all employment in Cascade Locks.
The housing vacancy rate is low in the City of Cascade Locks. New housing units are expected to support some of the new employment.
Projected Land Use Factors that will affect the future population growth rate of Cascade Locks include employment opportunities, available land area for development, and community efforts to manage growth.
The City of Cascade Locks has provided information on future proposed land use for the 201 5 Build-Out scenario. The proposed developments consist of a 29-unit condominium, a Port-Area Light lndustrial Park, a 45-unit hotel, a 100- unit resort, a 75-unit resort, a 250-unit resort, and 887 potential residential units.
The community of Cascade Locks is expecting four major hotellresort developments in the near future. A new 45-room hoteilmotei will be developed on Wa-Na-Pa Street. A new 75-room resort will be developed on Forest Lane west of 1-84 westbound off ramp. A new 100-room resort will be developed along the Columbia River north of the Port Area Light lndustrial Park. Finally, a new 250-room resort will be developed on Government Locks east of Cascade Locks.
Most of the undeveloped land south of 1-84 will be available for new housing projects. A 29-unit condominium subdivision is expected to developed on the east side of Sadie Avenue. For conservative forecasting, about 880 new housing units are expected before 201 5.
The Port Authority is expected to develop the Port Area Light lndustrial Park after the completion of the nearby industrial waste water treatment plant. The Port Area Light lndustrial Park expects to employ a thousand employees before 2015.
Work Trips
The 1990 census indicated that 39.5 percent of the total population in Cascade Locks were employed. There were 366 full time employees and 121 part-time employees in 1995. In general, most of the part-time employment is tourism- related summer positions.
Considering population and employment information received from McKeeverIMorris, Inc., historically half of the new employment was steadily filled by residents living outside Cascade Locks. Table 5 shows the origins of employees. TABLE 5
TRIP ORIGINS FOR EMPLOYMENT WITHIN CASCADE LOCKS
Employee Origin Percentage
Within Cascade Locks 47.8 % Outside of Cascade Locks 52.2 % Total 100.0 %
SOURCE: McKeeverlMonis, Inc. Note: The percentage is based an the number of employees.
At the same time as new employment in Cascade Locks was filled by outside commuters, approximately half (48 %) of the working population in Cascade Locks found employment outside of the city. For those workers who worked outside of Cascade Locks, 24% worked outside of Hood River County (most are believed to be working in the Portland Area); plus 11% worked outside of Oregon (they are believed to be working in Stevenson and its surrounding communities); the remaining 65% worked in Hood River County (most are believed to be working in the City of Hood River and its surrounding communities). Table 6 shows the distribution of employment destinations for residents of Cascade Locks.
TABLE 6
EMPLOYMENT DESTINATIONS FOR RESIDENTS OF CASCADE LOCKS
Employment Location Percentage
Within Cascade Locks 52% Outside of Cascade Locks 48% Portland (24 %) 12% Stevenson (1 1 %) 5% Hood River County (65 %) 31 % Subtotal (100 %) Total 100% SOURCE: ECO Northwest NOTE: The percentage is based on the total number of employees Historical Highway Growth Trends
ODOT collects traffic count data at several locations along 1-84 annually at fixed locations. The traffic on 1-84 has a 4.5 percent average annual growth rate in and around Cascade Locks.
Average Daily Traffic (ADT) counts on Wa-Na-Pa Street, a segment of the Historic Columbia Highway from mile post 30.41 to 31.26, were collected at several locations in three year intervals. The last count was conducted in 1995. The traffic on Wa-Na-Pa Street had a less than 2 percent average annual growth rate.
The Po& Authority provided the historical traffic counts on the Bridge of the Gods. The traffic counts indicated a 4.5 percent average annual traffic growth rate on the bridge.
Traffic Forecasting Process
The traffic forecast for the year 2015 included two traffic components: growth in through traffic on the highways and bridges and future additional locally generated traffic. The through traffic is a function of historical highway growth while the locally generated traffic is a function of the growth of the city. Traffic volumes for the year 2015 without any street improvements are illustrated in Figure 5-3. Traffic conditions with specific street improvements are discussed in Chapter 6.
Through Traffic
The first step in developing traffic projections was to break out the existing through traffic volumes from total traffic on 1-84 and the Bridge of the Gods.
On 1-84, a 50 percent directional split westbound and eastbound was assumed. The through traffic was calculated by subtracting the on-ramp and off-ramp traffic from the traffic on the through segment on 1-84. A 4.5 percent average annual growth rate for 1-84 through traffic was used based on the historical trend.
On the Bridge of the Gods, two thirds of the traffic was assumed to be through traffic between 1-84 and Washington. The through traffic was then assigned to two on-ramps and two off-ramps in the proportion of the existing traffic on these ramps.
Growth on 1-84 and the Bridge of the Gods exceeded the population growth in Cascade Locks (traffic volumes are growing at a higher rate than the city population). This relationship reflects the modern trend toward an increase in per person vehicle miles traveled. It also supports the assumptions that trips in and out of Cascade Locks, such as intercity commuter trips among Portland, Stevenson, and Hood River County, are also increasing. Locally Generated Traffic
The forecasting methodology used to project locally generated traffic in 2015 has two assumptions: I)the relationship of the existing population and traffic demand will continue to remain the same; 2) all future additional traffic will be generated by new developments and new housing units. The first assumption is that the remaining traffic volumes after the through traffic has been removed will remain unchanged between 1995 and 201 5 on 1-84, Bridge of the Gods, and Wa-Na-Pa Street. Traffic from new developments will then be distributed and added to existing local traffic.
Trip Generation
The new site generated trips are calculated based on the Institute of Transportation Engineers (ITE) Trip Generation 5th Edition. Table 7 illustrates the 24-hour trips generated by each development.
TABLE 7
PROPOSED DEVELOPMENT TRIP GENERATION
Land Use Size 24-Hour Two-Way Volume Condominium 29 Units Port-Area Light Industrial 1000 Employees Hotel 45 Rooms Resort Hotel 75 Rooms Resort Hotel 100 Rooms Resort Hotel 250 Rooms Mix Housing 887 Units
SOURCES: ITE Trip Generations 5th Edition
Trip Distribution
Trips to be generated by HotelIResort developments were assumed to be made by tourists mostly from the Portland area. For the future Light Industrial Park development, it was assumed that 50% of trips generated would be distributed to Cascade Locks and 50% to Portland, Stevenson, and Hood River County. Trips generated by future residential developments were assumed to be made within Cascade Locks, Stevenson, and Hood River County. Table 8 illustrates the trip distribution of each land use type. TABLE 8
DISTRIBUTION OF FUTURE TRIPS
New Developments Cascade Locks Portland Stevenson Hood River County Hotel1 Resort 10 % 60 % 10 % 20 % Light Industrial Park 50 % 12 % 5 % 33 % Residential 50 % 0% 17 % 33 %
Trip Assignment
This is the final step in the City of Cascade Cocks modeling process. Once the distribution of traffic is detemined, future additional traffic is now assigned to the street network. This was done using a manual assignment. A manual assignment is performed by hand, assigning trips from one zone to another using one or more paths on the street network.
The goal of a manual assignment is to choose travel paths that simulate real life choices made by the driver. Typically, a driver wants to take the quickest route, one which takes the least amount of time. This methodology was applied in the manual assignment considering several factors which determine the quickest routes. These include the geographical orientation, and speed and capacity characteristics of each roadway.
Once the future additional traffic is assigned it is then added to existing local traffic on the street network.
Future Analyses
A "No-Build" alternative, transportation system management measures, and three improved roadway system alternatives were developed, analyzed, and compared as part of the future system analysis. These alternatives were developed with the help of the City of Cascade Locks and ODOT, keeping in mind the goals and objectives of the transportation plan.
Each of the alternatives was developed to address specific street system deficiencies and/or access concerns. The list below briefly describes the alternatives.
2015 no-build with existing street network - assumes no new site generated traffic on existing street system 2015 build-out with existing street network - assumes new site generated traffic on existing street system 2015 build-out with proposed street network - assumes new site generated traffic on the new proposed street network in Cascade Locks 2015 build-out with proposed street network and proposed interchange - assume new site generated traffic on the new proposed street network in Cascade Locks and the new Forest Lane Interchange east of 1-84, Exit 44.
A new proposed road, as shown in Figure 2, may be added to the south of 1-84. It will be a minor collector street connecting future local streets to both Frontage Road and Wa-Na-Pa Street.
The 2015 no-build with existing street network scenario is shown in Figure 4. The future through traffic was added to the existing non-through traffic on and off the Bridge of The Gods and 1-84.
The 2015 build-out with existing street network scenario is shown in Figure 5. The new site generated traffic was added to the 2015 no-build scenario with the existing Street network.
The 2015 build-out with proposed street network scenario is shown in Figure 6. The new site generated traffic was added to the 2015 no-build scenario with the proposed Street network.
The 2015 build-out with proposed street network and proposed interchange scenario is shown in Figure 7. The new site generated traffic was added onto the 201 5 no-build scenario with the proposed street network and proposed interchange.
Future Operating Conditions
The same standards used for measuring existing operating conditions are used for measuring future operating conditions.
The estimated ADT counts are used to determinate the VIC ratio on roadways. We assumed that PM peak traffic volumes would be about 10 percent of ADT counts. We assumed that the urban street would have a capacity of about 900 vehicles per lane per hour (vplph), and that the interstate highway would have a capacity of about 1700 vplph. The calculated VIC ratios are then compared to the LOS with different speeds as descried in the Chapter of Rural and Suburban Highways in the Highway Capacity Manual, 1994 Edition.
2015 No-build with Existing Street Network
Table 9 shows that the estimated VIC ratio and LOS for selected segments of the roadways in Cascade Locks for the 2015 no-build with existing Street network. On both 1-84 and the Bridge of the Gods, the traffic condition would be LOS C or better and the VIC ratio would be less than 0.72. On the remaining roadways, the traffic condition would be LOS A and the VIC ratio would be less than 0.32. This information indicates that less than 65 percent of the future available capacity would be occupied by future traffic demand on 1-84 and the Bridge of the Gods. The driving conditions would be restricted to maneuver and travel at desired speed by the presence of other vehicles on 1-84 and the Bridge of the Gods. The traffic condition on the remaining roadways would be free to maneuver and travel at desired speed.
TABLE 9
2015 NO-BUILD WITH EXISTING STREET NETWORK ESTIMATED VIC AND LOS OF STREET ROADWAYS IN CASCADE LOCKS
LOCATION VIC Ratio Speed LOS US 30, N of foot of the Bridge of the Gods 8.57 35 mph C 1-84 westbound on-ramp at Exit 44 0.26 45 mph A 1-84 eastbound off-ramp at Exit 44 0.32 45 mph B 1-84 eastbound on-ramp at Exit 44 0.20 45 mph A 1-84 west of Exit 44 0.72 65 mph C 1-84 westbound off-ramp at Exit 44 0.09 45 mph A 1-84 eastbound on-ramp at Exit 44 0.20 45 mph A 1-84 east of Exit 44 0.65 65 mph C Wa-Na-Pa Street east of Edgewood Ave 0.15 55 mph A
2015 Build-out with Existing Street Network
Table 10 shows that the estimated V/C ratio and LOS for selected segments of the roadways in Cascade Locks for the 2015 build-out with existing street network. On the 1-84 the traffic condition would be LOS C or better and the VIC ratio would be less than 0.77. Due to the significantly slower speed, the LOS on the Bridge of the Gods the traffic would be D or better. On the remaining roadways, the traffic condition would be LOS B or better and the V/C ratio would be less than 0.37.
This information indicates that less than 77 percent of the future available capacity would be occupied by future traffic demand on 1-84 and the Bridge of the Gods. Maneuver and travel at desired speed would be restricted by the presence of other vehicles on 1-84 and the Bridge of the Gods. The traffic condition on the remaining roadways would normally be free to maneuver and travel at desired speed. TABLE 10
2015 BUILD-OUT WITH EXISTING STREET NETWORK ESTIMATED VIC AND LOS OF STREET ROADWAYS IN CASCADE LOCKS
LOCATION VIC Ratio Speed US 30, N of foot of the Bridge of the Gods 0.67 35 rnph 1-84 westbound on-ramp at Exit 44 0.31 45 rnph 1-84 eastbound off-ramp at Exit 44 0.37 45 rnph 1-84 west of Exit 44 0.77 65 rnph 1-84 westbound off-ramp at Exit 44 0.21 45 mph 1-84 eastbound on-ramp at Exit 44 0.31 45 mph 1-84 east of Exit 44 0.73 65 rnph Wa-Na-Pa Street east of Edgewood Ave 0.36 55 rnph
2075 Build-out with Proposed Street Network
Table 11 shows that the V/C ratio and LOS for each segments of the roadways in Cascade Locks for the 2015 build-out with proposed street network. On both 1-84 and the Bridge of the Gods, the traffic condition would be LOS D or better and the VIC ratio would be less than 0.77. Due to the significantly slower speed, the LOS on the Bridge of the Gods the traffic would be D or better. On the remaining roadways, the traffic condition would be LOS B or better and the V/C ratio would be less than 0.37.
It appears that an additional collector street would reduce the VIC ratio and improve the LOS on Wa-Na-Pa Street.
TABLE 11
2015 BUILD-OUT WITH PROPOSED STREET NETWORK ESTIMATED VIC AND LOS OF STREET ROADWAYS IN CASCADE LOCKS
LOCATION VIC Ratio Speed LOS US 30, N of foot of the Bridge of the Gods 0.67 35 rnph D 1-84 westbound on-ramp 0.31 45 rnph B 1-84 eastbound off-ramp 0.37 45mph B 1-84 west of Exit 44 0.77 65 mph C 1-84 westbound off-ramp 0.21 45 rnph A 1-84 eastbound on-ramp 0.31 45 rnph B Wa-Na-Pa Street east of Edgewood Ave 0.27 55 rnph A 1-84 east of Exit 44 0.73 65 rnph C Proposed street south of 1-84 (two lanes) 0.14 35 mph A 2015 Build-out with Proposed Street Network and Proposed Interchange
Table 12 shows that the estimated.V/C ratio and LOS for selected segments of the roadways in Cascade Locks for the 2015 build-out with proposed street network and proposed interchange. On both 1-84 and the Bridge of the Gods, the traffic condition would be LOS D or better and the VIC ratio would be less than 0.77. Due to the significantly slower speed, the LOS on the Bridge of the Gods the traffic would be D or better. On the remaining roadways, the traffic condition would be LOS B or better and the VIC ratio would be less than 0.37. it appears that the proposed interchange wouid shift some of the new traffic from using 1-84, Exit 44, to this new interchange. The new interchange would reduce the V/C ratio on all four ramps at 1-84, Exit 44; and it would also improve their LOS except on the 1-84 eastbound off-ramp.
TABLE 12
2015 BUILD-OUT WITH PROPOSED STREET NETWORK AND PROPOSED INTERCHANGE ESTIMATED VIC AND LOS OF STREET ROADWAYS IN CASCADE LOCKS
LOCATION V/C Ratio Speed LOS US 30, N of foot of the Bridge of the Gods 0.67 35 rnph D 1-84 westbound on-ramp 0.27 45 rnph A 1-84 eastbound off-ramp 0.34 45 rnph B 1-84 west of Exit 44 0.77 65 rnph C 1-84 westbound off-ramp 0.17 45 rnph A 1-84 eastbound on-ramp 0.28 45 rnph A Wa-Na-Pa Street east of Edgewood Ave 0.26 55 rnph A 1-84 east of Exit 44 0.73 65 rnph C Proposed street south of 1-84 (two lanes) 0.14 35 rnph A Forest Lane north of proposed interchange 0.1 9 45 rnph A
-Rail
Nationally, growth in rail shipping has been almost entirely dependent on bulk commodities such as coal. Since coal shipments don't originate in Oregon, growth in Oregon rail ton-miles along the Union Pacific line will probably be less than the national average.
Increases in freight hauling on the Mount Hood Railway is not likely. This route is a light density rail line which travels a short distance to sparsely populated destinations.
The Mount Hood Railroad does not currently have plans to alter its service. However, if tourist demand grows, the frequency of service will be increased. FIGURES 1-3
Chapter 3
CORRIDOR ISSUES, OPPORTUNITIES, AND CONSTRAINTS April 23, 1996 DRAFT
HOOD RIVER TRANSPORTATION PLAN PRELIMQiARY ISSUES AND OBJECTJJ'ES
INTRODUCTION l'he purpose of this document is to identify preliminary issues and objectives for the Hood River Transportation Plan. l'he Hood River Transportation Plan is a cooperative effort of the Oregon Department of Transportation (ODOT), the cities of Hood River and Cascade Locks, and Hood River County to prepare a countywide transportation plan. The preliminary issues, opportunities and constraints in this draft have been identified by the project management team, consisting of ODOT and local government staff and consultants, through a variety of sources, including: e Comprehensive plans and other adopted plans, such as the Oregon Transportation Plan; e Field trips; e Overview of Statewide Corridors report prepared by ODOT; -S Planning documents for area service providers for transit and other rtation services; 6 Briefings with local governments and key stakeholders; e Technical Advisory Committee (TAC); and Surveys distributed at the Hood River Harvest Festival and elsewhere.
Additional issues will be identified through newsletter surveys, Open Houses, and by the TAC. Thb chapter will be revised and updated throughout the planningprocess to incorporate new issues and objectives as they arise.
In identifying issues and objectives specific to elements of the countywide transportation system, the following abbreviations are used:
C OR 35 Comdor mood River-Mt. Hood Summit) HR City of Hood River transportation system CL City of Cascade Locks tramportation system Co Transportation system in rural portions of Hood River County I 1-84 HCRH Historic Columbia River Highway
This section identifies the primary current and anticipated future roles and functions of each of the major elements of the transportation system.
OR 35 CORRIDOR
?he Hood River-Mt. Hood Summit (OR 35) Comdor is a major recreation comdor and provides access to nual communities in the upper Hood River Valley. As part of the Mt. Hood Loop, OR 35 (Mt. Hood Highway) connects US 26 and 1-84, as well as SR 14 (via the Hood River bridge) to 1-84 and the local street systems. Among the corridots functions are:
Eastside (Mt. Hood Loop) entrance into the Columbia River Gorge National Scenic Area; Primary access to Cooper Spur Ski Area and other eastside (of Mt. Hood) recreation facilities; Alternative route (to US 26) from the Portland area to Mt. Hood Meadows Ski Area and other winter and summer recreation facilities;
Preliminary Issues and Objectives 1 Hood River Transportation Plan Truck route, serving lumber mills, orchards and fruit shippers; Access to the rural community centers of Odell, Parkdale and Mt. Hood; Scenic Byway for that portion within the Mt. Hood National Forest; and Access from 1-84 to the east end of Hood River.
OTHER STATE FACLITIES
The Hood River Highway (28 1) and the Odell Highway (282) are district highways, whose primary hction is to serve local Wcand provide access to adjacent properties. They link the communities in the mid- and upper Hood River valley to the major east-west and north-south transportation corridors (1-84 and OR 35). Both highways provide a truck route serving lumber mills and orchards and both are county bike routes (shared roadways).
The Hood River Highway (Highway 281) is the major parallel route to OR 35. It begins in downtown Hood River at Oak Street (Highway 35) and follows the Hood River to the m1 center of Parkdale, where it once again intersects OR 35. Among the highway's functions are: e Westside altemte route into the city of Hood River, e Secondary access to Cooper Spur Ski Area; 0 Access to the rural communities of Dee and Parkdale; Detour route for incidents along OR 35; Access to orchards, fruit shipping operations and residential areas in the Hood River Valley; Access to the eastside of theMt. Hood National Forest and associated recreational facilities.
The Odell Highway (Highway 282) connects the Hood River Highway (Highway 281) and OR 35, serving the rural community of Odell. Among the highway's functions are:
Access to the rural community of Odell; o Detour route for incidents along OR 35; 0 Access to orchards, hitshippers and residential areas in the Lower Hood River Valley;
CITY OF HOOD RIVER TRANSPORTATION SYSTEM
The City of Hood River transportation system includes local streets, portions of HCRH (US 30), OR 35, and 1-84, as well as the Port of Hood River and a portion of the Mt. Hood Railroad. Travel and development of the transportation system in the City of Hood River is influenced by the steep slope running east-west through the urban area, the mismatching of many north-south streets, the geographic limitations of the Columbia and Hood Rivers, and by the NSA and EFU zoning to the south.
[To be apanded]
CITY OF CASCADE LOCKS TRANSPORTATION SYSTEM
The City of Cascade Locks transportation system includes local streets, a portion of HCRH (US 30). the Cascade Locks State Airport and the Port of Cascade Locks. Key hctions include:
Access to and from 1-84; Connection between 1-84 and SR 14 via the Bridge of the Gods; Port-of-Entry; and
Preliminary Issues and Objectives 2 Hood River Transportation Plan Access to tourist and recreation facilities, e.g. loch and excursion boats.
[Incomplete; to be apanded]
HOOD RnrER COUNTY TRANSPORTATION SYSTEM
The primary function of the rural Hood River County transportation system is to ensure the safe and efficient movement of people, goods, and services within the county and to provide local access to residences, commercial businesses, agricultural and forestry operations and recreational sites. County roads also serve as alternate routes during state highway closures.
The primary function of Interstate 84 is to provide connections and links to major cities, regions of the state, and other states. It is designed to provide for safe and efficient high-speed, continuous flow operation in both urban and rural areas. 'Ihrough Hood River County, 1-84 serves as the primary east-west highway corridor linking the communities of Cascade Locks and Hood River to Portland and The Dalles. Other functions include:
High speed through route; Freight transpodon corridor, Scenic drive and limited access to recreation opportunities focussed around the Columbia River and the Gorge; and Support for the needs of the traveling public, e.g. rest stops and visitor information facilities.
US 30 (Historic Columbia River Hi~hwav)
In Hood River County, US Highway 30 and the Historic Columbia River Highway (HCRH) share the same right-of- way (except where the HCRH shares right-of-way with 1-84.) The primary function of this highway is for local access in Cascade Locks and Hood River and as a recreational facility in the remainder of the county. A separate planning process is currently underway to establish management direction for the HCRH.
ASSUMPTIONS
A number of assumptions are made related to other planning efforts, use of the transportation system, and other factors. These assumptions, which are not repeated as issues or objectives, include:
Standard levels of roadway maintenance and repair. The majority of growth occuring within the Hood River and Cascade Locks UGBs, with some additional growth in Odell and exception areas. Increasing recreational use of the transportation system. Significant environmental constraints to highway improvements. Establishment of management direction for the Historic Columbia River Highway (HCRH) through the HCRH Master Plan. Regulation of design and development within portions of the County by the Columbia River Gorge National Scenic Area Management Plan. Designation of highways (1-84 and HCRH) in the Columbia River Gorge as a Scenic Byway Corridor through the National Scenic Byways Program. Development of additional 1-84 rest areas at the ODOT sandshed in Cascade Locks, Forest Lane area, and Wyeth.
Preliminary Issues and Objectives 3 Hood River TransportationPIan Refinement of management direction and uses of Forest Service roads through the Mt. Hood National Forest Access Travel Management Plan. With the reduction of National Forest timber receipts, an increased need for new funding sources to maintain the existing County road system. Increasing bicycle and pedestrian traflic within urbanized areas and along OR 35 and the HCRH. Limitation on new road construction to "local" roads. Continued operation of the Hood River Highway (28 1) and Odell Highway (282) as district level facilities. No 1-84 capacity improvements except for interchange improvements where warranted, e.g. OR 35A-84 interchange and 2nd Street interchange. Increased use of the highway system for iieight, particularly fkit shipping.
THEMES
A wide variety sf issues have ken identified relating to the fwctioning of the cornwide (ranspaion system. Key themes among these issues follow.
ALL STAl'E FACILITIES
Allocation of state resources to highway projects according to the following priorities: (1) Maintenance of the existing facility to ensure that it remains safe and fhctional, e.g. fixing potholes; (2) Preservation of the roadway by investing in roadbed and pavement reconstruction as needed to minimize maintenance costs; (3) Managing the existing system to maximize capacityloperation; and (4) Safety and capacity improvements. Application of the most restrictive access management standards (regulating the number, spacing, type, opportunities for left turns and location of driveways, intersections and traffic signals) consistent with existing or planned adjacent land uses. e Promotion of transportation-efficient land use patterns that reduce vehicle miles traveled and provide a live/work balance.
HIGHWAY 35 CORRIDOR
No additional expansion in highway capacity, except for climbinglpassing lanes and turning lanes. Promotion of OR 35 as an alternative to Highway 26 for access to Mt. Hood ski areas and other winter and summer recreation activities. Promotion of the comdor's tourismlrecreation role, including its role as part of the Mt. Hood Loop. Protection of the comdots scenic values. Resolving congestion and safety problems in the urban segment, e.g. 1-84 interchange and HCRH (US 30)135 intersection. Addressing safety problems at intersections, e.g. Highway 282 (Odell), Ehrck Hill Road and Mt. Hood Meadows main access road. Promotion of continued use of the Mt. Hood Railroad for fieight movement and recreation. Promotion of the use of Highway 35 as a bicycle route.
OTHER STATE FACILITIES
Maintenance and preservation of the roadway for continued use as primary routes for local travel. No additional expansion in highway capacity, except for turning lanes if needed. Promotion of Highway 28 1 as a scenic drive route.
Preliminary Issues and Objectives 4 Hood River Transportation Plan Promotion of Highway 281 as an alternative north-south bike route. Addressing safety problems at intersections, e.g. Highway 35 and Highway 282 (Odell), and at railroad crossings.
CITY OF HOOD RIVER TRANSPORTATION SYSTEM
Coordination of the existing road system with the location of future streets, pedestrian and bicycle routes, and accommodations for mass transit. Development of land use regulations that help to reduce vehicle miles travelled.
[To be expd]
CITY OF CASCADE LOCKS TRANSPORTATION SYSTEM e Reduction of traffic on HCRH (US 30) through downtown. ~ Expanded use of portation system, including it services and van services to meet the needs of city residents, o Development of a southside connector street and an interchange at the current Forest Lane overpass for access to a new EM rest stop and undeveloped industrial lands. Additional access to the Port of Cascade Locks Marine Park, the Columbia River waterfront, Government Cove and potential resort site, and a visitor information center along HCRH (US 30). Application of the architectural standards outlined in its Downtown Street Theme Plan to new buildings being built along HCRH (US 30).
HOOD RIVER COUNTY TRANSPORTATION SYSTEM
Allocation of County road funding according to the following priorities: (1) Maintenance and preservation of existing facilities; and (2) Safety and capacity improvement to existing facilities. Prioritization of transportation improvements that serve the County's key economic components of farming, forestry and tourism. Enhancement of all modes of the transportation system. Development of alternative funding mechanisms for the construction and maintenance of new mads. Development of land use regulations that help to reduce vehicle miles travelled Provision of adequate aggregate sources for maintenance of the County's road system. Promotion of connectivity among different transportation modes. Addressing safety problems at state highway intersections. Improvements to bicycle facilities pursuant to the County Master Bike Plan.
No additional expansion in highway capacity. Improvements in crossing opportunities for local auto traffic, pedestrians, and bicycles. Improved access to the Columbia River for water-related recreation. Within urban areas, development of alternative east-west routes to minimize use of the heway for local trips. Improved interchange safety at the east Cascade Locks and at the OR 35 interchanges. Promotion of 1-84, in conjuction with OR 35, as an alternative to US 26 for access to Mt. Hood ski areas and other winter and summer recreation activities.
Preliminary Issues and Objectives 5 Hood River Transportation Plan Promotion of the Interstate's tourisdrecreation role, including its role as part of the Mt. Hood Loop. Protection of the Gorge's scenic values. Provision of additional rest stops and visitor information facilities
PRELIMINARY ISSUES, OPPORTUTW'IES, CONSTRAINTS AND OBJECTIVES
A. TRANSPORTATION BALANCE
The Oregon Transportation Plan (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 eficiencies of portation system should also maximize the efficiency of the exisring system.
1. Automobile
The automobile is the primary mode of tmsportation in Hood River County. Roadway hilities are used by local residents traveling within and between the county's rural areas and population centers during the weekdays. On the weekends, recreational travel predominates on OR 35. Summer weekend recreational traffic is dominated by windsurfers accessing prime surfing locations in Hood River and Cascade Locks and by other travelers destined for recreational areas in the Columbia River Gorge and the Mt. Hood National Forest. In the winter, weekend travel on OR 35 is mostly to snow-based recreation facilities.
In 1994, average daily traffic (ADT) on OR 35 ranged from 1,800 vehicles near the junction with US 26 to 7,200 vehicles near its interchange with 1-84. The lowest volumes (1,000 ADT) were recorded north of the Mt. Hood Meadows Ski Area access road. As would be expected, volumes were highest in the urban areas. 1994 ADT counts for 1-84 in Hood River County were about 17-18,000 vehicles in the rural portions of the county; 22,000 at the west Cascade Locks interchange; and about 24,000 at the I-84lOR 35 interchange.
Traffic volumes on highways in the county are steadily increasing. Average daily traffic volumes on OR 35 (based upon data from a permanent recorder located 2.1 miles south of the OR 35iHwy. 281 junction) increased 102 percent fkom 1984 to 1994, resulting in an annual growth rate of 7.1 percent. Data collected hmtwo high Miclocations on 1-84 show similar results. For the same period, average daily trafEc increased by 64 percent near the Hood River Bridge interchange and by 71 percent near the West Cascade Locks interchange, equating to annual traffic growth rates of 5.2 and 5.5 percent, respectively. HCRH (US 30) through Hood River had peak volumes of about 10,200 ADT at the intersections of Oak and 13th and Oak and 2nd.
For Highway 35, the highest travel month is July, with about 140 percent of the average daily traffic. The lowest traffic volumes occur in April, with about 71 percent of the ADT. Traffic volumes during the winter recreation months are only slightly less than the annual average, reflecting relatively high winter use. Seasonal variations for 1-84 show a more typical pattern, with a July-August peak (128 percent of ADT) and the lightest use in January and February (73 percent of ADT).
In concert with improving systems and facilities that accommodate alternative modes of travel (e.g. rail, bike, pedestrian), the Oregon Highway Plan (OW)indicates that Oregon must commit to protecting and improving its highway system or risk losing its economic base and potential economic expansion. For statewide highways, the OI-IP management objective is "to provide for sale and eficient high-speed continuous flow operation in rural areas and moderate to high-speed operations offlow in urban and urbanizing areas." Modal balance and transportation system
Preliminary Issues and Objectives 6 Hood River Transportation Plan efficiency are to be achieved, in part, through efforts to reduce reliance on the single-occupancy vehicle. The OTP discourages highway capacity improvements which primarily serve commuters fiom outside of urban growth boundaries. b. Issues
Need for westside north-south circulation to accommodate additional westside growth (HR, Co) Growth in volumes (C, JB, CL, I) Freeway access hmwest side of Hood River (HR, I) Lack of parking downtown (HR) Lack of access to waterfront (HR, CL, Co) Scxttered beveisprnmt in Pvfsri areas (Coj Additional intraregional travel with development in Upper Hood River Valley (C, Co) Access to OR 35 (HR, Go) Acces~to 1-84 (All) Connections between downtown and uptown (ZW) 1-84 access to new rest stops and to economic development sites (HR, CL, %) Lack of funding sources to maintain existing road system (Co)
Alternate westside northlsouth routets) (HR, Co) Alternative funding sources for the construction and maintenance of new roads (Co) d Constraints e Lack of alternative travel options (both roads and modes) (All) Winter road closdack of alternative westside north-south routes (HR, Co) Primary access to uptown is state highway with poor level of service (HR) Increased demands on road funds with new subdivision roads (Co) e. PreWa~Objectives
Allocate resources to highway projects according to the following priorities: (1) Maintenance of the existing facility to ensure that it remains safe and functional, e.g. fixing potholes; (2) Preservation of the roadway by investing in roadbed and pavement reconstruction as needed to minimize maintenance cost.; (3) Managing the existing system to maximize capacityloperation; and (4) Safety and capacity improvements. (All) Accommodate needs for all modes of travel through TDM and other measures and develop an interconnected system of streets to serve existing and planned development. (All) Identify solutions, including improvements to the existing road system, construction of a new westside access, TDM measures, and other alternatives to address the need for westside north-south circulation to accommodate westside growth and to create a network of connected streets. (HR, Co) Develop improved connections between downtown and uptown. (HR) Provide convenient access and adequate parking to support downtown commercial and service centers. (HR CL)
Preliminary Issues and Objectives 7 Hood River Transportation Plan Link developed areas on either side of 1-84 with multi-modal access. (HR,CL) Provide no expansion in highway capacity for 1-84 and state highways, except for clirnbing/passing lanes and turning lanes. (All) Provide a county road system that meets the needs for travel between and through the community, recognizing the needs for both local and through travel, with OR 35 and the Hood River Highway (281) as the primary through routes. (C, Co) Except at Cascade Locks, provide no new interchanges to 1-84 and OR 35. Rather, focus on rebuilding existing interchanges to address safety and capacity needs. (C, HR, CL, I) o Grant high priority to projects that improve access to port and other industrial properties. (I-&Cl, Co) Develop additional 1-84 rest stops pursuant to the 1-84 Safety Rest Areas study. (I) Investigate alternative financing mechanisms, public/private partnerships, tollways, road maintenance improvement districts, etc. (All)
2. Air Swlee
There are four airports in the county: Cascade Lacks State Airport, Hood River County Airport, Hanel Airport, and a small airport located near Highway 281 northwest of Odell. Cascade Locks State Airport is located within the city limits and is administered by the State Aeronautics Division. With one 1,800 R paved runway, it is classified as a Level 4 facility, because it plays a supportive role to the state transportation system in tenns of agricultural, recreational, and emergency uses. Hood River Airport is a general aviation airport located south of Hood River adjacent to Highway 281. It is owned and operated by the Port of Hood River and provides no regular air service, being used primarily by small planes for agricultural, business, and personal uses. Hood River Airport has one 3,040 ft. paved runway, and is classified as a Level 3 hility, meaning that it provides local support and access and second-tier economic development. The Hanel Airport located near OR 35 south of Odell is a privately operated airport.
The closest commercial air service is approximately 40 miles west of Cascade Locks at the Portland International Airport in Portland. Portland International Airport is a full service airport, handling both passengers and cargo. The accessibility of Portland Airport and the wide range of services it offers limit the likelihood of significant expansions of the smaller airports in Hood River County. b. Issues
Proximity of private airports to highways (HR, CL, Co) Lack of improved emergency landing facilities (CL) Connectivity between Life Flight services and hospital (HR) Conflicts with seaplanes and other river users (HR) Lack of commuter air services (All) Effects of local land use planning on airport functioning (HR, CL, Co) Lack of helicopter refueling stations (All) c Opportunities
Recreation opportunities associated with seaplanes and commercial helicopter services Provision of commuter and air hight services (All)
Preliminary Issues and Objectives 8 Hood River Transportation Plan d Constrainis
Inadequate funding to implement Aeronautics Division plans (mCL) Low demand for commuter and air hight services (All) Limitations on airport expansions (All) Location of Hood River airport outside of UGB @R)
R Prehinary Objectives
In lieu of developing new airports, protect existing public use airports. (All) Implement land use regulations to protect against land use encroachments adjacent to airports. (HR, CL, Co) hvdgate means to address conflicts associated wi?h the proximity of private airports to hi&iays, e.g. signage, land use controls, etc. (C, HR, CL, Co) Develop improved emergency landing facilities. (CL) Investigate means to avoid conflicts with seaplanes and other river users. (PIR) Encourage the Port to develop aircraft refueling facilities. (HR, CL) Integrate Life Flight services in hospital expansions. (HR) Encourage private airport shuttle service to Portland. (HR, CL)
3. Bicycles
The June 1995 Oregon Pedestrian and Bicycle Plan (which implements the OTP) establishes the goal to provide safe, accessible and convenient bicycling facilities and to support and encourage increased levels of bicycling. The Plan calls for a bikeway system that is integrated with other transportation systems; a safe, convenient and attractive bicycling environment; and improved bicycle safety. a Summary Findings
1-84, OR 35, Highway 281, Highway 282, and HCRH (US 30) are all state highway bicycle facilities and are intended to provide for the general needs of bicyclists. In addition, OR 35 has been designated a Statewide Bicycle Route, because it is one of the most significant state highways for bicycling. Statewide Bicycle Routes are selected based on three criteria - high demand for use by riders, continuity and linkage to population centers and other routes, and a quality riding environment. Because of its designation, OR 35 receives priority hding for bicycling-related improvements.
Bicycle facilities on 1-84 consist of shoulder bikeways, while Highways 281,282, and HCRH have shared roadways. OR 35 has a combination of shared roadways and shoulder bikeways. A shared roadway facility is one where motorists and cyclists occupy the same roadway. A shoulder bikeway accommodates bicyclists on the hard shoulder of the road.
The County's Draft Bicycle Plan identifies a number of proposed improvements to bicycle facilities, but has not yet been adopted. Neither the City of Hood River nor Cascade Locks have a bicycle plan at this time. Establishing complete bike systems through these cities may be difficult due to a lack of connecting streets and steep grades. b. Issues
Lack of continuous bicycle route (All) Maintenance of bike lanes (All) Width and paving of existing shoulders (All)
Preliminary Issues and Objectives 9 Hood River Transportation Plan 1-84 as a barrier to bicycling (All) Lack of signing of bike lanes (All) Lack of bicycle parking facilities (All) Access across bridges (All) Bicycle use of HCRH east of OR 35
Widenindpaving shoulders above Shenvood Campground (C) Alternative funding sources (All) Second Street bike path (HR) hproved signing (AU) Improved connectivity of bikeways (All) Adding/improving bike lanes or widening shoulders as part of planned highway projects (All) Alternative routes to avoid conflicts with other modes (All) Providing a variety of services, e.g. camping opportunities, for cyclists (All) Expansions in bridge widths to provide bike lanes on bridges (C, I-W, Co) Development of bicycle and pedestrian routes along HCRH to the west end of bcade Locks (CL) HCRH connection project between Hood River and Mosier (HR, Co) HCRH connections between Wyeth and Hood River (HR, Co)
Inadequate bridge widths to accommodate bike lanes (C, HR Co) Topography (C, Lack of alternative (to 1-84) east-west routes (All) Conflicts with autohck traffic (All) Lack of bicycle facilities (All)
Improve signing of bikeways, particularly destination signing. (All) Add or improve bike lanes or widen shoulders as part of planned highway projects. (All) Create alternative routes to avoid conflicts with other modes, per adopted bicycle plans. OER, CL, Co) Investigate opportunities to site services, e.g. parking and camping for cyclists. (All) In the long term, expand bridge widths to provide bikeways on all bridges. In the short term, add a bicycle/pedestrian path to 1-84 bridges to provide access across railroad tracks to waterfkont facilities. (HR, I) Provide county bike system to meet needs for travel between and through communities, recognizing needs for both local and through travel. Develop HCRH as a continuous biking/hiig system through the county, including connections between Hood River and Mosier and Wyeth and Hood River. (HCRH) Investigate alternative funding sources, use of volunteer groups, and other methods for off-highway bikeway maintenance. (All) Provide bicycle lanes in urban areas and, at a minimum, provide five-foot shoulderts to accommodate bicycle use on state highways and local roads, per adopted bicycle master plans. (C, HR, CL, Co) Provide connections to local bicycle and hiking systems where feasible. (All)
Pedestrians
Preliminary Issues and Objectives 10 Hood River Transportation Plan Minimizing barriers to safe and convenient pedestrian crossings is a goal of the OTP, while providing pedestrian facilities that allow direct, hazard-fiee travel (such as sidewalks in urban areas) is required by the TPR a. Summary Findings
Pedestrian facilities within the rural portions of the county are minimal (at most a paved shoulder). Within Hood River and Cascade Locks, sidewalks are generally lacking and pedestrians must frequently share roads with cars. Downtown Hood River has a pedestrian-friendly environment with sidewalks and short blocks. However, many of the sidewalks lack curb cuts for wheelchair access. A pedestrian pathway is provided along the Columbia River near Port of Hood River properties, but is difficult to access without using a car.
Cascaae Locks, in its Design Theme for a Downtown Street Plan, has identified the need to establish a more pedestrian- friendly environment through its downtown on Wa Na Pa Streems 30. Increasing sidewalk widths to 12 feet, adding areas for street trees and benches, narrowing pedestrian crossings, and developing numerous walking loops within the downtown and the locks are proposed. An obstacle to creating a better pedestrian environment is the large number of dead end
Recreational walking bails are present throughout the county, particularly in the Mount Hood National Forest, and include the Pacific Crest Trail which can be accessed from Cascade Locks. b. Issues
Lack of pedestrian linkages rn CL) Pedestrian access between east and west sides in the "Heights" (HR) Pedestikhffic conflicts (All) Lack of pedestrian crossings at Tucker Roadfl2th Street (HR) Unsafe pedestrian crossings at 12thPacific (HR) and 12th/Brookside(Co) Lack of pedestrian facilities outside urban areas (C, Co) Adequate lighting of pedestrian crossings (All) 1-84 as a barrier to north-south pedestrian movement (I)
Urban renewal focus on pedeshian environment (HR) Meeting standards for minimum paved shoulder widths on state highways (C, Co) Connections among residential areas (HR, CL, Co) Safer pedestrian crossings in rural centers (C, Co) Promotion of highway alternatives, e.g. Trail 400 (All) Study of traffic speeds in congested areas (HR, CL, Co) Planted islands as refuges (I-IR, CL) Bicyclelpedestrian path from waterfront to Second Street (HR) Trail 400, HCRH, and Chinook Trail (loop hiking trail) (All) d Constraints
Lack of speed controls (HR, CL) Lack of pedestrian crossings (All)
Preliminary Issues and Objectives 11 Hood River Transportation Plan • Inadequate shoulder widths, lack of walkways outside urban areas (C, Co) • Rural densities don't support pedestrian facilities (Co) Physical limitations, e.g. lack of right-of-way, natural obstructions (All) e. Preliminary Objectives
• Improve lighting of pedestrian crossings. (All) Improve the safety of pedestrian crossings in rural centers through additionaViproved signing and lighting and speed control measures. (C, Co) Develop an interconnected transportation system that includes Trail 400, HCRH, and Chinook Trail (loop hiking trail). (All) c In urban areas, at a minimum, provide unobstructed six-foot sidewalks on both sides of state highways and Idarteriak and convenient and safe pedeshrian crossings. In nesidential mas, provide at least five-foot sidewalks on both sides sf ldsheets. (HR, CL) 0 Add shoulders in any improvements to the existing roadway network. (AID
5. Public Transit a Summary Findings
Public transit service within the county is coordinated by the Hood River County Transit District. The District provides demand-responsive services countywide, regular trips to Portland, and a shuttle to Mt. Hood Meadows Ski Area.
The demand-responsive service consists of daily door-to-door service between Hood River and Odell, weekly service between Cascade Locks and Parkdale, and "as needed" trips to the Portland area for people needing medical services. As of January, 1996, the District had ten wheelchair-accessible vans accommodating nine, twenty, and twenty-one passengers.
The District also operates a shuttle on OR 35 &om Hood River to the Mt Hood Meadows ski area. It operates on weekends and holidays during the ski season (usually November through March).
The District intends to expand its countywide transit services. In addition to current door-to-door system, a countywide fixed-route service is scheduled to begin in spring, 1996. b. Issues
• Lack of transit services (CL, Co) Continuity of Greyhound and Amtrack services (HR, CL, Co) Transit services to Washington communities (HR, Co) e Lack of multi-modal center (All) Lack of bus stopdshelters (All) Services for the transpottation disadvantaged (All) c Incorporation of transit service needs in land use decisions (All)
C opportunities c Shuttle service to ski areas (All) • Intermodal transportation center at Port (HR, Co)
Preliminary Issues and Objectives 12 Hood River Transportation Plan Education campaign on available services (All) Public or private vanpool andfor other transit services to Portland, PDX,The Dalles (HR, CL, Co) Transit-friendly/oriented development. d Constraints
Access to Greyhound station in winter (HR) Lack of public awateness of available services (All) Insufficient demand to support services (All) Lack of multi-modal center (All)
Ensure the continuity of Greyhound and Amtrack serarim. Encourage stops in Gascade Locks that link to the Locks area. Maintain Greyhound bus center in uptown Hood River to facilitate low-income access to transit services. ew, CL, Co) Investigate the feasibility of transit services to Washington communities to reduce commuting. (HR, Co) Utilii transit as a primary means to ensure trauspor&tion accessibility for the transportation disadvantaged. (All) Incorporate transit service needs in land use decisions. (All) Investigate opportunities to provide shuttle services to ski areas. (All) Establish a multi-modal transportation center. (All) Encourage the Transit District to conduct an education campaign on available transit services. (All) Investigate transit service opportunities associated with Edgefield Station. (All) Ensure ongoing intercity bus service between Hood River and Portland. (HR, CL) Develop "Park and Ride" and "Park and Pool" lots and additional bus stops and shelters. (All)
6. Rail Service a Summary Findings
The Union Pacific main beruns through the county parallel to 1-84, with stops in Hood River and Cascade Locks. Amtrak uses the Union Pacific line to wry passengers to Hood River, but does not stop in Cascade Locks. The Mount Hood Railroad branch line runs south hmHood River alongside the OR 35 conidor. The majority of revenues for the railroad come from providing tourist excursions to Parkdale, with the balance of operating revenues derived fiom hauling freight (primarily wood products).
The Union Pacific wries cargo to Portland where it links with both north and south lines. Eastbound, it links with lines serving the Rocky Mountain states, midwest, and eastern portions of the country. From Hood River, Union Pacific hauls mostly hhhit cargo. From Cascade Locks, it hauls primarily wood products. b. Issues
Long-term role of rail (C, HR, Co) Freight movement from Upper Valley (HR, Co) Effects of rock slides, e.g. at MP 100 (Co) Drivers ignoring railroad crossing warnings (Co)
Preliminary Issues and Objectives 13 Hood River Transportation Plan Safety of at-grade crossings (Co) Interconnection of rail with other modes (All) Transport of hazardous waste through the Gorge (I, Co) Unauthorized informal recreation crossings of UPRR (All) Maintenance of historic access points across the railroad to the river and recreation sites (All)
Edgefield Station railroad service through Gorge (All) Mt. Hood Railroad connections to Amtrack and Union Pacific mainline (HR) Dedicated service to ski areas hmPortland via rabad/buses (C, HR, CL, I) Additional crossings to allow recreational access to the Columbia River (All) Additional signage, g lights at crossings (Co) Use of Mt. Hood Railroad for p Railbanking (C, HR, Co) Adequate available capacity and Upgrading rail crossings in conjuction with other roadway impsovements (C, HR, Co) Targeting indusbkl recruitment on rail shippers (HR, Co) Construction of signalized crossing to UP mainline at Government Rock (CL, I) Double-tracking of UP sections to provide more capacity (HR, CL, Co, I) UPISP merger and attendant changes in rail tdicpa#ems. (
Low demand for hight movement (C, H& Co) Rural growth creates more potential safety risks at at-grade crossings (Co) Lack of intermodal center (All) Improvements required to lrackbed and crossings in order to provide additional service ((2, HR, Co) Rail versus truck shipping rates (All) Potential conflicts between freight and passenger movements (All)
Preliminary Objectives
Ensure interconnection of rail with other modes. (All) Develop an adequate emergency response plan for the transport of hazardous waste through the Gorge. (All) Maintain historic access points across the railroad to the river and to recreation sites. (All) Develop additional formal crossings to allow recreational access to the Columbia River. (All) Promote excursion tourism uses on UP, with connections to the Washington side of the Gorge. (All) Explore oppo-es for dedicated service to ski areas from Portland via railroad/buses. (All) Provide additional signage, flashing lights at railroad crossings, e.g. at Government Rock. (CL, I, Co) Investigate opportunities for grade-separated crossings to replace at-grade crossings. (Co) Upgrade rail crossings in conjunction with other roadway improvements. (All) Explore railbanking opportunities if railroad is closed. (C, HR, Co) Consistent with environmental constraints, promote double-tracking of UP sections to provide more capacity. (All) Make Mastructure improvements (railroad, streets, utilities, etc.) to enhance the investment climate for rail users. (All) Maintain active rail service to Parkdale for both freight and excursions. (C, HR, Co)
Preliminary Issues and Objectives 14 Hood River Transportation Plan Target industrial recruitment on rail shippers. (HR, Co)
7. Truck Freight a Swmuq Findings
As the primary east-west corridor through the state, 1-84 canies high volumes of truck traffic and freight movement. Annual freight volumes through Hood River County on 1-84 are estimated at between 23 and 32 million tons.
Conversely, truck volumes on OR 35, Highways 281 and 282, and other roadways in the county are low. In 1992, average daily truck volumes on OR 35 were 499. During that same year, 400,000 net tons of fieight were transported. Freight consists prharily of fksh fitand woad poduc3.s.
Conflicts between fann vehicles and autos in upper valley (C, Co) Hazardous materials on 1-84 O Adequacy of loading/unloading areas (HR) Congestion at new weigh station at Long Prairie (C) Inadequate chainup areas before entering steep grade on lower section of Hwy 35 (C) Eff- of urban renewal on truck route (HR) Truck speeding through Cascade Locks (CL) Indtruck traffic with development of Odell industrial park (C, Co) Conflicts with autos and other modes (HR) Need for additional climbing lanes (C, Co) Tmnsport of garbage and hazardous waste through the Gorge @ Truck access to westside areas, e.g. Heights (HR) Lack of adequate truck parking areas during inclement weather (C, I) Lack of rest areas with sufficient truck parking (C, 1)
Freight transfer to reduce large trucks on local streets (HR) Time of day restrictions on unloading (HR) a Nuclear Free ordinance prohibits certain types of hazardous waste (Co) Transfer station to reduce truck types (C, HR, Co) Improvements in truck access to westside (HR) d Constraints
Inadequate loading areasfconflictswith autos and other modes (HR) a Inadequate truck routing (HR) Physical constraints to construct additional climbing lanes (C, Co) e. Preliminary Objedhtes
Preliminary Issues and Objectives 15 Hood River Transportation Plan Address conflicts between farm vehicles and autos in the upper valley through signage and increased highway shoulder widths. (C, Co) Provide chainup areas before entering steep grade on lower section of Hwy 35. (C) Investigate methods to reduce truck speeding through Cascade Locks. (CL) In urban renewal planning, evaluate truck routes and loading/unloading. (HR) Investigate opportunities to provide additional truck parking areas during inclement weather and rest areas with sufficient truck parking. (C, I) Designate loading areas and enact time of day restrictions on unloading. (HR) Construct truck clirnbing/passing lanes in the comdor's upper portion. (C) Improve truck access to industrial sites, including turn and acceleration/deceleration lanes where appropriate. (HR, CL, Co) Design local street system to separate local truck traflic fiom through traffic. (HR, CL) Review and modify if needed, the current hazardous materials response program. IdentifL potentially unsafe points to industrial sites) and develop necessary improvements to accommodate
8. Water Transpoflorts a Summary Findings
Port of Hood River properties include 75 acres along the Columbia River in the northeastern portion of the city. Port facilities are not used for cargo handling, rather, they are used primarily as a private boat dock containing 140 boat slips, most used by cruise ships. The Porfs watefiont properties are used for both recreational and commercial activities, including servicing of barges and other large commercial vessels. An extensive marina park includes the Columbia Gorge Sailpark, known as one of the best boardsailing locations in the world The park is the center for sailing, boating, and swimming. The waterfront property also contains an industrial park which is largely undeveloped. Plans call for building mixed use development including a moteVconvention center, a public park, and high density housing.
Other Port holdings include a 21-acre site in downtown Hood River and a 29-acre industrial park immediately west of Odell. The Port has improved both of these sites and its Hood River property is included in the City's urban renewal district. The Port also owns and operates the Hood River/White Salmon Bridge and the Hood River Airport.
Port of Cascade Locks properties include a marine facility in the western portion of the city adjacent to the Union Pacific mainline and near US 30 and 1-84. This shallow draft port sits just east of the locks. From the port, recreational trips on the Port's two sternwheeler boats make up the majority of the river traffic, as no commercial shipping or fieight movement occurs. (To be added: discussion of Port industrial property wtof Government Cove.) b. Issues
• Conflicts among commercial and recreational waterway users (HR, CL, Co) Inadequate docking and passenger loadiig/unloading facilities (HR) Lack of pedestrian connections firom waterfront to downtown (HR) • Lack of intermodal facilities • Lack of access to port facilities (HR, CL, Co) a Need for safety lights for river safety (HR CL, Co) c Opportunities
Preliminary Issues and Objectives 16 Hood River Transportation Plan increased tourism with improved dock facilities and pedestrian connections to services (HR) Increased demand in barge maintenance/construction (I-IR, CL, Co) d. Constraints
Lack of public support for commercial expansion of port facilities (HR, Co) Inadequate facilitiesflack of market demand for hight movement (HR, Co)
e Identify means to reduce conflicts among conyiercial and meation& waternay wen. Of$ CL, Co) o Improve docking and passenger loadingfunloading fkilities. (HR) o Create pedestrian connections hmthe waterfront to downtown. (HR) 8 Improve to port facilities. (mt, CL, eo)
9. Pipelines a Summary Findings
Pipelines can be constructed by permit in ODOT rights-of-way. However, pipeline companies generally prefer to use more direct alignments for their trunk line facilities.
The northern portion of the county is provided with natural gas service fiom a Northwest Pipeline Corporation transmission pipeline that extends south hmWashington and crosses the Columbia River near the 1-5 Interstate Bridge. No oil or natural gas transmission lines traverse the OR 35 corridor, and the southern portion of the county does not receive natural gas service.
1-84 as a banier to pipeline crossings (All) Effects of new lines/extensionsof existing lines on other transportation modes and facilites (All) Accommodating pipelines in highway rights-of-way (All)
~cco~odatingpipelines in highway rights-of-way (All) d Constraints
Environmental impacts (All) Physical constraints, e.g. steep slopes, water bodies (All)
Preliminary Issues and Objectives 17 Hood River Transportation Plan e. Preliminary Objectives
Accommodate pipelines in highway rights-of-way. (All) To the extent feasible, utilize pipeline rights-of-way as bicycle and pedestrain pathways and wildlife corridors. (All)
10. Telecommunications a Summary Findings
Telecomunication is identified by the OTP as a rtation demand management (mm technique that reduces auw usage. Telecomrnunicdon h expected to play an baasingly impomt role in linking individuals and communities.
Recognition of the role of telecommunication facilities in providing emergency services (All) Visual impacts of telecommunication facilities, particularly hazard lighting (All) Above ground versus underground facilities (All) Increasing opportunities for telecommuting (All) c Opportunities o Promotion of telecommuting by employers (All) o Consolidating telecommunication facilities to reduce the number of towers and visual impacts (All) d Constraints
Objection by residents of high (tall) communication poles (All) Disruption of Gorge's scenic quality e. Preliminary Objectives o Promote telecommunication technologies and programs that reduce vehicle miles traveled. (All) Consolidate telecommunications facilities to reduce the number of towers and visual impacts. (All) Coordinate the installation of fiber optics with highway improvements. (All)
B. REGIONAL CONNECl'MTY
Regional connectivity addresses how well connected parts of the state are to one another as reflected by the transportation services available and travel times required to get fiom one place to another. Connectivity includes connections among modes and between places, and cooperative transportation roles among comdor communities. Each of these is discussed in detail below. The OTP establishes state policy "to provide a transportation system with
Preliminary Issues and Objectives 18 Hood River TransportationPlan connectivity among modes within and between urban areas, with ease of transfer among modes and between local and state Transportation systems. "
1. Connections Among Modes a Summary Findings
?he OTP identifies modal connectivity as a key element in meeting the state's quality-of-life and economic development goals. Many of the major transprtation facilities in the county are clustered, making intermodal connections possible. In Cascade Locks, the airport is located adjacent to the Union Pacific Railroad and very near US 30,I-84,and the Port of Cascade Locks. In Hood River, the Port, 1-84 and the rail lines are also very close to each other. The airport and the inter-city bus depot are the only major modes that are not centrally located in the city. (The airport is roughly two miles mu& of the city, adGreyhound stops h uptown Hood River.) Pedestrian and bicycle access to these transportation hubs is currently limited, although Highway 281 provides bicycle and pedestrian access to Greyhound station and downtown Hood River. Both cities are examining ways to enhance their pedestxian/bicycle environments. b. Issues
Lack of intermodal connections (All) Underutilized water and rail transport systems (All) Poor connectivity for passenger modes (All) c Opportunities
Expanded rail bight service (C, HR, Co) o Edgefield Station as intermodal center for Gorge trips (All) e More efficient connections to water and rail systems (All) o Freight connections from Mt. Hood Railroad to Union Pacific mainline (C, HR, Co) o Intermodal center at Port (All) e Commercial air service (Co)
1-84reduces viability of water and rail transport (All) Lack of transfer facilities to railroads and water transport (All) e. Preliminary Objectives
Identify improvements needed to facilitate Edgefield Station as an intermodal center for Gorge trips. (All) Develop intermodal center@)in Hood River to improve both regional and local intermodal connectivity. (All)
Preliminary Issues and Objectives 19 Hood River Transportation Plan 2. Connections Between Places: Appropriate Travel Times a. Summary Findings
Good connectivity among communities and other key locations is another goal in the OTP. Where not impeded by topography, Hood River County has good connectivity with other areas. 1-84 connects the area with major destinations east and west, two interstate bridges connect the region with Washington, OR 35 connects the Columbia River Gorge to Mt. Hood and central Oregon, the Union Pacific main line connects with rail lines throughout the nation, and Greyhound bus lines lead to major destinations. A major port-of-entry for interstate truck freight is located at Cascade Locks.
Co~l~lectivitycan also be measured by travel time between destinations. A trip fiom Hood River to the Mount Hood OR 35/US 26 junction takes about 49 minutes by car and 70 minutes by truck. Traveling between dowi-~tomHaxi River and downtown is estimated to take 19 minutes by car and 22 minutes by truck. Portland is roughly 42 minutes e Locks by car, and 49 minutes away by truck.
Enmd comedvity within rhe cities is more co ed. Steep topography and the Hood River reduce street connections within the City of Wood River, while topography and the location of 1-84 limit connections in Cascade Locks. b. Issues
Increasing congestion associated with tourismlrecreation (All) Conflicts between local and through traffic (C, HR CL, Co) Lack of connections fiom downtown to Heights (HR) Signage of road closures for Barlow Road cutoff to Bend (C) Role of facility management in achieving appropriate lravel times Improvements to junctions - 1-84Hwy 35 (C, HR, I) Hwy 35Mwy 30 (C, HR) Hwy 35/Hwy 281 (C, Co) Improvements to Hood River bridge (I%Co, I) Improvements to Bridge of the Gods (CL, I) Inadequate passing opportunities (C) c Opportunities
Use of parallel routes to reduce reliance on state facilities for local trips (All) Access management (All) o Additional passing/climbing lanes (C, HR, Co) Easy, direct access to Portland via 1-84 (All) Redesign of cwesto facilitate travel times and improve safety (C) Wircondition warnings along 1-84 and on Highway 26/35 Loop and SR 14 (C, HR, I) d Constraints
Lack of alternative routes (All) Physical limitations on capacity expansions and geometric improvements (All)
Preliminary Issues and Objectives 20 Hood River TransportationPlan e. Preliminary Objectives
In lieu of major capacity expansions, strive to maintain existing travel times for both autos and freight through high levels of facility management (acceleration/deceleration lanes, turn refuges, coordinated signals, and access management). (All) Provide an interconnected network of local streets (alternate routes) in urban and rural community centers. m CL, Co) In urban areas, establish mvel times compatible with the promotion of compacf pedestrian friendly "Main Streets". (HR, CL) Construct additional passinglclimbing lanes as appropriate to maintain travel times, e.g. 13th Street in Hood River, Highway 28 1, and OR 35 north of Neal Creek Road. (C, HR, Co) Q Investigate improvements to the fc~owingj~ctionsto promote safety and maintain travel times: I-mwy 35 (C, Em, r) - Hwy 35/Hwy 30 (C, HR) Hwy 35/Hwy 28 1 (C, Co) o Promote use of parallel routes to reduce reliance on state facilities for local trips. (HR, CL, Co) 0 Support development of traveler information systems, especially on the Mt.Hood Loop and SR 14. (All)
3. Interconnected, Cooperative Transportation Roles
a Summary Findings
Each community in the county is unique, with issues and concerns that reflect the needs of local citizens and businesses. The transportation system acts as common lifeline, and actions taken by one community may affect others.
Each community plays an important transportation role. Complete services for auto travelers (fuel and repairs, food, and lodging) are provided in Hood River, while limited services are available in Cascade Locks. As the county seat, the City of Hood River serves as the center of commerce and services for the region, as the co~ectionpoint for the Mt. Hood Railroad with the Union Pacific Railroad and Amtrak, and as the link between major east-west and north-south highway routes, including a co~ectionto Washington state. Cascade Locks is the county's second most populous area and provides commerce and services as well. It also provides an interstate link via the Bridge of the Gods. The county road system has been developed to link rural homes and farm and forest activities to the service centers, including the communities of Mt. Hood, Parkdale, and Odell, which serve the upper valley as rural community centers. b. Issues
Alternative westside north-south routes @I&Co) Connections to 1-84 (HR, CL, Co) Balancing local transportation needs with the functioning of state highways (C, HR, Co) c Opportunities
Easy, direct connections among communities (All) improvements to 1-84 interchanges (All) Irnprovedexpanded signage to inform travelers of route choices available (All) Development of a downtown bypass (HR)
Preliminary Issues and Objectives 21 Hood River Transportation Plan Potential landslides, especially along Gorge, closing connections (All) Limited alternativeroutes to 1-84 and Hwy 35 during winter closures/accidents (All) e. Preliminary Objectives
Improve existing 1-84 interchanges as needed to promote the efficient movement of goods and people, e.g. eastbound on and off ramps to Cascade Locks at same interchange. (HR, CL, I) Improvdexpand signage to inform travelers of route choices available. (All)
The Omcalls for providing Level of Service @OS) B or in d areas and LOS D or be&r in Hood River and Cascade Locks. LOS is a qualitative measure of highway operations, graded on a scale from A to F. LOS A represents heflow gaffic movements with no delays while LOS F represents congested, stop and go conditions with significant delays.
1. Facility Management a Summary Findings
Facility management helps avoid premature obsolescence of highways and related transportation facilities by accommodating growth and increased traac with and without capital-intensive improvements. One of the most important facility management techniques to preserve the function of the highway is access management, which includes regulating the number, spacing, type, and location of driveways, intersedons and traffic signals. 'he Oregon Highway Plan (OHP) establishes six access management categories, ranging firom full access control (heways) to partial control (for regional or district highways). Other facility management techniques include enhanced utilition of parallel-local streets, reconfigured land use patterns, and transportation demand management OM)strategies such as rideshare, park-and-ride and telecommuting.
The OHP classifies 1-84 as an interstate facility, OR 35 as a highway of statewide importance, and U.S. 30 and Highways 281 and 282 as district highways. These highways are to be managed to ensure that each will continue to serve its intended function, by maintaining the capacity and condition of each facility.
One of the most important facility management techniques to preserve the function of a highway is access management, which includes regulating the number, spacing, type, and location of driveways, intersections, and traffic signals. The OHP establishes six access management categories, ranging from fill control for tieeways to partial control for regional or diict highways. Generally, the highest potential access category is assigned, consistent with existing or planned adjacent land uses.
Access Management Category 1 applies to 1-84, which is hlly access controlled (access only at interchanges). Highway 35 is a Category 4 facility. This means that for the urban portions of the highway, the roadway improvements should provide for a minimum distance of 114 mile between public roadway intersections, and a minimum distance of 500 ft. between private driveways. 'Ihe rural portions of Highway 35 should be improved to provide a minimum distance of one mile between public roadway intersections, and a minimum private driveway spacing of 1200 ft. Access management Category 6 applies to U.S. 30 and Highways 281 and 282, which are District highways. This
Preliminary Issues and Objectives 22 Hood River Transportation Plan means that in urban areas, intersection spacing for future improvements is limited to 500 ft., with a distance between driveways of at least 150 ft. In rural areas, the District highways should provide at least 114 mile spacing between intersections, and 300 ft. between driveways.
[To be added: summary of Intelligent ZFansportation System (ITS,) planning currently underwayfor I-84l b. Issua
Appropriate access management standards and facility management'techniques (All) Need for consistent access management standards (C, HR, CL, Co) Multiple accesses in some rural sections (C) Balance between local access and through traffic (C, HR, CL, I) Accessing E84 through downtown Cascade Loch (Hwy 30~wnfieiswith @e-& Smtuses (CL, I) Signalization advising motorists of truck access to 1-84 frsm Port of Entry (CL, I) Trucks backing up westbound 1-84 ramp at MP 60 after discovering that the underpass has limited vertical clearance@ Eastbound traffic backing up at Ekit 64 frsm 1-84 (C, HW, Co,I) Eastbound 1-84 traffic and cros~traffic (CL) Lack of truck routes (HR,CL) High density subdivisions with direct access to collector streets (HR, Co) Application of access management standards to rights-of-way to be sold (All) Lack of traffic management program agreements to address use of roads during emergencies (All)
Opportunities
Use of local access management and circulation plans to reduce congestion and intermodal conflicts (All) Requiring access management as a condition for obtaining rights-of-way (All) Passing lanes in areas with slow trucks, e.g. on OR 35 north of Neal Creek Road (C) Consolidated access points in rural centers (C) Developing access management standards for various road classifications (All) Combining curb cuts in downtown through redevelopment (HR, CL) Vertical clearance sign before MP 60 exit ITS planning for 1-84 (I)
Constraints
Current policy to consolidate accesses only with new development or redevelopment (All) Seasonal demands (All) Lack of alternative 1-84 access (CL, I)
PreUminary Objectives
Adopt the highest applicable (most restrictive) access management categories for both local arterials and OR 35, consistent with existing or planned adjacent land uses. As interim standards until local TSPs are completed, adopt the access management categories in Attachment A. Develop consistent LOS standards for each jurisdiction in the county. (HR CL, Co)
Preliminary Issues and Objectives 23 Hood River Transportation Plan Develop consistent street classifications, and speed and access standards within and between urban areas. (HR, CL, Co) Use local access management and circulation plans to reduce congestion and intermodal conflicts. (All) Develop parallel streets (e.g. south side of 1-84) to redirect truck traffic off OR 30. (CL) Consolidate access points in rural centers. (C, Co) Add a vertical clearance sign before MP 60 exit to avoid trucks backing up the westbound ramp. (I) Implement ITS planning for 1-84, (I)
2. Congestion in Urban Areas
Congestion is a measure of what percentage of the corridor is highly congested, and what proportion has moderate congestion. In the urban area congestion is often highly concentrated during the morning and evening "rush hours'i. The OTP states that "It is the policy of the State of kgon to defme minimum levels of service and assure balanced, rnultimodal accessibility to existing and new development within urban areas to achieve the goal of compact, highly livable urban areas. The OTP also states that "It is the policy of the State of Oregon to provide interurban mobiliv through and near urban areas in a manner which minimizes advew effects on Iand use and urban travel pattern." a Summary Findings
Within the urban portion of the county, congestion tends to be a peak-hour problem at a few key intersections. In Hood River, these include the 1-84lOR 35 interchange and the nearby US 30lOR 35 intersection ("Button" junction). Within Cascade Locks, the intersection of School Road, Watts Street, and US 30 tends to be the most congested (especially when school lets out). In Hood River, congestion also occurs on the two main north-south routes through town -- 9th/Eugene/l2th Streets and 12W13th Streets. In downtown Hood River, trucks often block traffic when loading and unloading in the middle of the streets.
T&IC operations are normally evaluated using a Level of Service (LOS) rating scale of A to F, with LOS A representing free-flow conditions with no delay, and LOS F representing stopand-go conditions with significant delays. Td~ccounts and roadway inventories have been gathered for the urbanized areas of the county, and will be used to develop LOS ranking for key intersections. b. Issues
Congestion along Cascade Street west of downtown, particularly in Safeway/Walmart area (HR) Congestion at intersections US 30lOR 35 (C, HR) Traffic backing up on 1-84 at I-84lOR 35 interchange (C, HR, I) Tucker RoadIHwy 28 1 (12th St.) (HR) US 30Port of Entry frontage road (CL) 2ndlOak (HR) 12th and ElliottfBrookside (HR) 12Wacific (HR) Rand RoadICascade St. (HR) 13WCascade St. (HR) 13WOak (HR) Congestion in downtown core during windsurfing season (HR) Congestion in downtown, especially around Charburger Restaurant (CL) Congestion created by new development (Co, HR) Conflicts between pedestrian movement and vehicular traffic (HR)
Preliminary Issues and Objectives 24 Hood River TransportationPlan c Opportunities
Access management (All) Indpublic transit (AU) Signalidon at I-84lOR 35 interchange (C, HR, I) Signalization at Rand RoadlUS 30, Charburger (HR, CL) Time-of-day restrictions on truck loadinglunloading (HR) Improved parking management and additional facilities (HR)
o Physical limitations to reca interchanges (C, Ii% %) s Strong enforcement of pedestrian right-of-way (I4.R)
Achieve LOS C or better on all urban collectors and arterials. (HR, CL) Develop local access management and circulation plans to relieve localited congestion problems and to meet local transportation system needs. (HR, CL, Co) Improve Wcsignalization in urban areas to improve safety and livability. (HR, CL) Investigate signaling and access management at intersections to relieve congestion along Cascade Street west of downtown Hood River, particularly in the Safeway/Walmartarea (HR) Investigate signalization as a potential solution to safety and congestion problems at I-MIOR 35 interchange. (C, m I) Investigate signalization at Rand RoadJUS 30 (Charburger) to address congestion. (CL) Investigate time-of-day restrictions on truck loadinglunloading to address downtown congestion. (HR) Improve management of existing parking and develop additional parking facilities as needed. (HR) Address conflicts between pedes@hMah Stmet uses and through traffic in downtown Cascade Locks (US 30). (CL) Develop additional parking facilities as needed. (HR)
3. Congestion in Rural Areas a Summary Findings
Outside of the urban areas, congestion is not typically a problem. Congestion levels on 1-84 are low outside of the Portland area, and are not anticipated to increase significantly in Hood River County within the twenty-year planning horizon. Congestion is also not currently a problem on OR 35 or Highways 281 and 282. Forecasts indicate that only three percent of OR 35 is expected to experience any congestion in the next twenty years.
6. Issues
Appropriate LOSS in rural areas (C, Co) Potential congestion at new Long Prairie weigh station (C) Multiple accesses (C, Co)
Preliminary Issues and Objectives 25 Hood River Transportation Plan Widmaster area (Tucker, Barrett, Indian Creek Road) (Co) Congestion at Mt. Hood Meadows access road/OR 35 during ski season (C)
Access management (All) Turn lanes and passing lanes at congestion points (C, Co) Consolidate access points (C, Co) Redesign of curves to facilitate travel times (C) Interchange improvements at Mt. Hood Meadows access roadIOR 35 intersection (C)
Inadequate rightsf-way (C, Cs) Physical barrim to expmiodredesigtm (C, Co)
Achieve LOS standards for state facilities as established in the Oregon Highway Plan, i.e. LOS C or better on Highways 281 and 282 and LOS B on OR 35 and 1-84 (except LOS C on 1-84 through Hood River and Cascade Locks). (C, Co, I) Identify improvements to address congestion in the Widmaster area (Tucker, Barrett, Indian Creek Road). (a) Preserve rural sections as rural through access management and land use controls. (C, Co) Addms congestion problems at the Barlow summit sno-park (C)
D. ROADWAY CONDITIONS
Adequate roadway conditions are necessary to meet the OTP goals regarding accessibility, levels of service and reduced congestion. The OHP identifies minimum tolerable conditions (MTCs) for statewide highways. 'Ihis includes upgrading the highway to meet geometric and pavement MTCs over time.
1. Roadway Geometry
Roadway geometry addresses the physical configuration of the highway. It includes land widths, curvature and the alignment of the roadway.
a Summary Fhdings
A significant portion of OR 35 does not meet current design standards for horizontal alignment, grades, or roadway width. About 60 percent of the roadway includes horizontal curves with design speeds less than the prevailing speed limit, or where the speed limit is restricted due to the design speed of curves. Similarly, about 46 percent of the roadway includes grades that significantly affect truck speed. Nearly one half (49%) of the highway has shoulder widths that are less than current minimum standards of six feet.
In Cascade Locks, the US 30Frontage Road intersection has been identified as a problem area. Trucks leaving the Port of Enlry on Frontage Road have difficulty making the turn onto US 30 because of the sharp curve immediately
Preliminary Issues and Objectives 26 Hood River Transportation Plan south of the on-ramp. Also, inadequate site distances makes turning left difficult for eastbound trafic at the 1-84/35 interchange in Hood River.
[Data pending on 1-84, Highwqys 281 and 282, andcity/county rd.] b. Issues
Short merge lanes, tight curve at OR 35/26 intersection (C) Superelevation in highway camber heading southbound hmMt. Hood Meadows; dangerous in icy weather (C) Gedroadwaylsteep driveways in Long Prairie area (C) Lack of turnarounds foe private driveways fronting OR 35, resulting in vehicles backing out onto the highway (C) Approach road angles entering Odell Hwy from OR 35 (C) Lack of shoulders (C) Width of Cascade St. (US 30) west of downtown (I-DR) Speed limits not coordinated with geometry (C, I) Inadequate sight distances at I-84lOR 35 intersection (Exit #64) Intersection designs - Hwy 28 1082 intersection (Co) - Dethman RoadR82 intersection (Co) Poor sight dices at Port of Entry interchangd-84 (CL)
o Preservation of the roadway by investing in roadbed and pavement reconstruction as needed to minimize maintenance costs (All) e Improvement of all sunken grade sections (All) o Improved signing for Odell junction (C) Realignment and other improvements to intersections with limited sight dices(All) d Constraints
Limited ability to relocate the roadway in "the Narrows" section (C) Environmental limitations (All) Narrow shoulders/buildigs close to highway (All) Costs may exceed benefits (All) White River Bridge undersized for flow of the river (C) Designation of White River as a Wild and Scenic River (C) Raising grades creates frost pocketsladverse impacts to orchards (C, Co) Width limitations associated with HCRH (HR, CL) e. Preliminary Objectives
Investigate solutions to problems associated with substandard geometry, including: short merge lanes, tight cwe at OR 35126 intersection; superelevation in highway camber headiig southbound frrom Mt. Hood
Preliminary Issues and Objectives 27 Hood River Transportation Plan Meadows; raised roadwaylsteep driveways in Long Prairie area; and approach road angles entering Odell Hwy hmOR 35. (C) Ensure that speed limits are coordinated with roadway geometry. (All) Preserve the roadway by investing in roadbed and pavement reconstruction as needed to minimize maintenance costs. (All) Improve intersections with limited sight distances by realignment and other means. (All) Target realignment and widening to sections with above average accident rates and to sections with high congestion rates where there is a favorable costlbenefit ratio. (All) In the short term, target pavement of substandard shoulders to "easy fuc" /low cost area. (All)
2. Roadway Conditions a Summay Findings
The OHP calls for improving and maintaining pavement to fair or better conditions. Data on state highway roadway coditions to be as it becoma available.]
State maintenance of district highways, e.g. Cascade Street (HR, CL) Drainage problems along Clark Creek section of OR 35 and steep downhill into Hood River (C) Rockfall near Parkdale and across fiom Shenvood Campground (C) White River bridge washouts (C) Undermining of highway by the East Fork Hood River through "the Narrows" and near Shenvood Campgrond (C) Road surface deterioration at Hwy 281W Flats (Co) Maintenance of striping and lane reflectors (C, Co) Water ponding (I) Lack of drainage system for older highway sections (C, Co, CL) Drainage hm1-84, US 30 and other state facilities onto private property (CL) Expanded local role in maintenance of district highways c Opportunities
Maintenance of existing facilities as the highest priority for allocation of resources (All) Construct overflow structures at White River Bridge (C) Upgrade substandard guard rails and shoulders (All) Identifyladdress drainage problems (All) Mitigation for storm runoff with new development (All) Identifyladdress roadside obstacles and sign hazards (All) Improvements to road surface and shoulders - Mt. Hood community to Hanel Mill (C)
d Constraints
Legal issues associated with assigning drainage problem responsibilities (All) Weather conditions result in stress on highway pavement (All)
Preliminary Issues and Objectives 28 Hood River Transportation Plan e. Preliminaty Objectives
Maintain existing facilities as the highest priority for the allocation of resources. (All) Maintain roadway surface conditions at 90% fairhtter by the year 20 10 Review and modify as needed maintenance priorities to focus on key locations, e.g. steep grade entering into Hood River and between Mt. Hood Meadows and the US 261OR 35 intersection. (All) Strengthen enforcement of speed and weight restrictions to extend roadway longevity. (All) Develop a rockfall management program that addresses rockfall problems near Parkdale, across fiom Sherwood Campground, and at other problem areas. (C) Develop a comprehensive, long-term management and maintenance program for that section of OR 30 being undermined by the East Fork Hood River through "the Narrows" and near Shenvood Campground (C) Construct overflow structures at White River Bridge. (C) Upgrade mbstgaioapd guard Pails slnd stloulben. (All) Provide mitigation measures for storm runoff with new developments. (HR, CL, Co) Address drainage problems including those that affect the function and condition of the roadway (e.g. along Clark Creek section of OR 35 and steep downhill into Hood River); water ponding; lack of chinage systems for older highway sections; and drainage fiom 1-84, US 30 and other state facilities onto private property. (All) Expand the role of local governments in the maintenance of district highways. (All)
E. SAFETY
Safety has a high priority in the Oregon Transportation Plan. The OTP requires the development of a Transportation Safety Action Plan, and a safety education and awareness program for all system users. The improvement of transportation safety is a constant goal of all agencies involved in the provision of tnmsportation services whether the mode is by automobile, mil, air, transit, pedestrian or bicycle. Improvements are sought through vehicle design, operating systems, operating environment, lraining, enforcement and education.
ODOT collects and analyzes accident data through its Safety Priority Index System (SPIS). The SPIS system makes it possible to compare accident sites statewide to accident rates and levels of severity. For purposes of the SPIS system, intersections or sections of roadway which have a SPIS which falls within the top 10% are identified as problem locations which warrant further study to look for ways to reduce the number or severity of accidents. a. Summary Findings
1-84?with a 1994 accident rate of 0.27 accidents per million vehicle miles, is close to the statewide average for nual, primary fieeways. Accident rates on some segments of the other state highways in Hood River County exceed the statewide average accident rate per million vehicle miles.
The 1994 accident rate on OR 35 fiom its intersection with US 26 to Mt. Hood-Parkdale was between 1.85 to 2.8, more than twice the state average (0.8 1) for primary system, rural non-freeways. This is primarily due to hazardous driving conditions during inclement weather and sharp horizontal cwes, particularly between the US 261OR 35 intersection and the Mt. Hood Meadows' access road. Several intersections on OR 35, e.g. at the Odell Highway, also experience safety problems due to lack of visibility, steep grades, or other factors.
The urban portion of US 30 fiom the east Hood River city limits to the Hood River highway experiences higher than average accident rates. The greatest number of accidents occur near the intersection with 2nd Street.
Highways 28 1 and 282 also have high accident rates. The section of Highway 28 1 within Hood River has an accident rate of 3.61 per million vehicle miles, 30 percent higher than the state average. Highway 282 had accident rates ranging fiom 1.22 to 1.67 accidents per million vehicle miles between 1990 and 1994. The state average is 1.1 per million
Preliminary Issues and Objectives 29 Hood River Transportation Plan vehicle miles for secondary, rural non-freeway highways. The Safety Priority Index System (SPIS) is a formula used by ODOT to calculate significant safety problem areas on roadways. Between 1991 and 1993, only two locations in the county (both on Highway 281) made the top 10 percent cutoff that ODOT uses to determine locations that warrant Merinvestigation. One location was in the City of Hood River on the four-lane section of the highway near Pacific Avenue. The other was in the county near Woodworth Drive.
Hazardous materials are transported daily along 1-84 from Portland to the waste facilities at Arlington. However, no hazardous material accidents have occurred on the Hood River stretch of 1-84 in the last three years.
Winter driving conditions, icy areas (All) Multiple accesses in some sections (C) Distance between rest area facilities (C, I) Problem intersections OR 35mS 26 intersection - tight curve, conflicts with slow vehicles, short merge lane (C) Mt. Hood Meadows access road/OR 35 intersection (C) OR 3510dell Road intersection (C) Willow Flats intersection (C) Ehrck Hill intersection (C) Summit Road/Hwy 28 1 intersection (Co) - Hwy 2811282 intersection (Co) - Ft. Mountain RoadlOR 35 (C, Co) Dethman Ridge intersection (C, Co) HCRH (US 30)lOR 35 intersection (C, HR) I-84lOR 35 intersection (traffic backing up on 1-84 and lack of lighting) (C, HR I) - Port of EntryA-84 (CL) School Road, Watts Road and US 30 (CL) Larger clear zones (C, Co, I) Speeding in upper valley, especially on long straight sections; lack of enforcement (C, Co) Dangerous curves south of Cooper Spur intersection (C) Lack of visibility at Parkdale intersection (C) Barlow summit sno-park (C) Pine Grove grocery store - visibility problems entering highway (C) Reduction from two lanes to one lane north of Pine Grove (C) Safety for pedestrians at I-84lOR 35 intersection (C, HR, I) Speeding through Cascade Locks (CL) Speeding, ice and other conditions at west off-ramp from 1-84 into Cascade Locks (CL) Lack of emergency access to 1-84, e.g. near Cascade Locks (CL) Lack of enforcement (All) Hazardous material transport (C, I) Road kill (C, I, Co) Insufficient lighting at intersections (All) 12th Streetlpedestrian safety (HR, Co) Lack of chain up areas, e.g. both upper portions and base of OR 35,12WCounq Club Road (C, HR, I) Lack of turnarounds for private driveways fronting OR 35, resulting in vehicles backing out onto the highway (C)
Preliminary Issues and Objectives 30 Hood River Transportation Plan c Opportunities
Targeting improvements to highway sections with above average accident rates based on (SPIS) (All) Cooperative enforcement among police and sheriff offices (All) Targeting enforcement activities to high-accident locations (All) Automated signage to inform motorists of delays hmcongestion or accidents, inclement weather, forest fires, or rock falls (C, I) Weather condition monitoring devices at strategic locations (C, I) Guard rails and railroad track crossing protection where needed to meet highway safety standards (C, Co) Safety barriers (All) Mt. Hood Meadows access road improvement project (C) More deer crossing warning signs (C, I) Development sf ddkiod rest mzs a: ODQT mdshed in MeLocks, FOES Lane ma, adWyeth (C, CL, I) Signagehlinking lights to warn of congested intersections (All) Bettea signagdm~relmnhg storage for OR 35lOdell RBad intersedon (C) Facility management techniques, including access management (All) Retaining four-way stop at OR 35NS 30 interseaion (C, HR) Larger clear zones along highway (C) Chain up areas at base of OR 35 (Button intedon) and. 13th Street (C, HR) Traffic calming measures on selected streets (HR) Warning signs for chain up areas, e.g. 12th Street and Country Club Road (C, HR, Co) Signage to indicate lane locations when snowcovered (C, I) Improved signing and intersection realignment at School RoadIWatts StreetIUS 30 (CL) Additional lighting at intersections, e.g. I-84lOR 35 (All)
Constraints
Impacts of larger clear zones on scenic character and wildlife habitat; limited rights-of-way (All) Limited enforcement personnel (All) Winter driving conditions (All) Steep grades that cause unsafe truck speeds (C) Shade for forest canopy creates ice build-up (C, Co,I)
Preliminary Objectives
Target improvements to highway sections with above average accident rates based on SPIS. (All) Apply facility management techniques, including access management, to improve safety in congested areas. (All) Promote cooperative enforcement among police and sheriff offices and target enforcement activities to high- accident locations. (All) Investigate the need for more deer crossing warning signs in upper Hood River Valley. (C, Co) Address needed safety improvements at OR 35lOdell Road intersection, e.g. better signage, more turning storage. (C) Evaluate retaining the four-way stop at OR 35NS 30 intersection. (C, HR) Explore the need for larger clear zones to improve ice melt and decrease road kill. (C, Co) Provide chain up areas at the base of OR 35 (Button intersection) and 13th Street. (C, HR) Implement MICcalming measures on selected streets. (HR) Investigate the feasibility of signage to indicate lane locations when snow-covered. (All)
Preliminary Issues and Objectives 3 1 Hood River TransportationPlan lmprove signing and realign the intersection at School RoadfWatts SlreeVUS 30. (CL) Improve lighting at key locations (e.g. I-84/OR 35 intersection) and maintain delineation (e.g. fog lines, reflector buttons) to be highly visible. (All) Install safety barriers, e.g. guard rails, gabions, in high hazard locations to meet highway safety standards. (All) Install weather condition monitoring devices at strategic locations. (All) Review and modify if needed, the current hazardous materials response program. Identify potentially unsafe locations (e.g. accesdegress points to industrial sites) and develop necessary improvements to accommodate customary fkight -port needs. (All) Lnvestigate the need for improvements (in addition to stop signs) to address poor sight distances at the Port of Entry/I-84 intersection. (CL) Address safety at the Bennett Pass summit sno-park in planning for Mt. Hood Meadows access road interchange improvements. (C) Investigate the need for additional signage at the reduction from two lanes to one lane north of Pine Grove. (C) Develop emergency vehicle turnarounds for access to 1-84, e.g. near Cascade Locks. (I)
F. E ENERGY WAC23
Transportation improvements in the comdor must consider potential environmental, energy, social, and economic impacts. According to the OTP, the design, construction and operation of the Wportation system should "positively affect both the natural and built environment ... where adverse affects can not be avoided, minimize or mitigate their affect on the environment."
1. Scenic Resources
Impacts to views to and from highways must be considered with any proposed improvements. Project planning provides an opportunity to consider maintaining and enhancing scenic quality. Maintenance activities also should be performed with consideration of protecting scenic resources. o. Summary Findings
Scenic resources in the county have local, statewide, and national importance. The Columbia River Gorge National Scenic Area (NSA) was established by Congress in 1986 to protect the scenic attributes found in the Gorge. NSA legislation subjects portions of Hood River County to strict design and development regulations. Although urban areas are exempt fiom NSA requirements, the cities of Hood River and Cascade Locks have enacted specific measures to protect view corridors and other scenic resources.
The "Mt. Hood Loop" (1-84, OR 35 and US 26) is considered to be one of the most important recreational drives in Oregon, perhaps second only to Highway 101 along the coast. It has been nominated as an Oregon and a National Scenic Byway under state and federal Scenic Byway Programs. Many visitors to Oregon form their major impression of the state fiom what they see of the landscape hmthese roads. OR 35 is a major access road for many popular recreation sites on the forest including Mt. Hood Meadows Ski Area, Cooper Spur Ski Area, Cloud Cap Inn Historic Site, several campgrounds and snowparks. Management of scenic resources along that portion of OR 35 traversing the Mt. Hood National Forest is guided by the 1991 State Highway 35 Viewshed Management Guide.
County tour route designation Fndings to be aa&a"
1-84 and the HCRH are being considered as elements of a Columbia River Gorge Scenic Byway Corridor (additional findings to be a&).
Preliminary Issues and Objectives 32 Hood River Transportation Plan b. Issues
Disnubances to foreground views in the Bennett Pass area due to intersections, denuded road cuts, the clutter of signage, and snow park road widening. (C) Inclusion of 1-84 and HCRH in Scenic Byway Corridor (C, HR, CL, I) White River as a Wild & Scenic River (C) Additional protection beyond that currently provided for sensitive scenic areas (C, Co, I) Maintenance of tree canopy (C, Co, I) Blowdown in areas of minimal buffers (C, Co, I) Additional scenic turnouts (C, Co, I) Safety at scenic turnouts (C, Co, I) Roles of 1-84 and OR 35 as entranceways to NSA (C, I) hk@srr sf signage for HCRX with ldtranspoMon system (C,HR, CL, I) Urban renewal improvements (HR) Limitations of highway improvements and signage for HCW sections (C, ZW, CL) Vegetation screening; from 1-84 sf community facilities (CL)
Road management and maintenance activities that contribute to improved scenic quality (C, Co, I) Designation of 1-84, HCRH and OR 35 as Scenic Byways (All) Improved signing of existing attmctions (All) Additional roadside tunof% at scenic viewpoints (C, CQ,I) Removal of scenic intrusions such as billboards (HR, CL) and provision of scenic buffers for timber harvests (C, Development of protection measures for priority scenic resources in local plans (All) Vegetation management measures to create and protect scenic vistas and to replace or mitigate for vegetation lost in transportation projects (All) Marketing of Mt Hood Loop by Oregon Tourism Alliance (C) Marketing of County tour route (C) Hood River urban renewal (HR) Scenic Travel Comdor improvements, e.g. vista enhancements (All) Design for aesthetics in siting of telecommunication towers (All) Vegetation management practices, e.g. thinning, to improve visual access (CL) Improved signing (CL)
Constraints
Late Successional Reserves policy limits highway expansion (C)
Preliminary Objectives
Integrate vegetation management measures into road management and maintenance activities to create and protect scenic vistas, e.g. scenic buffers for timber harvests, and to replace or mitigate for vegetation lost to transportation system projects. (All) Remove amd prohibit scenic intrusions such as billboards. Investigate alternatives to billboards, e.g. Oregon Tourism Alliance travel information program. (All) Identify and construct additional roadside turnoffs at scenic viewpoints. (All)
Preliminary Issues and Objectives 33 Hood River Transportation Plan Pursue designation of 1-84, HCRH and OR 35 as Scenic Byways. (All) Improve signing of existing attractions. (All) Develop protection measures for identified scenic resources in local plans. (All) Promote the marketing of Mt. Hood Loop by the Oregon Tourism Alliance and the marketing of county tour routes. (All) Design for aesthetics in the siting of telecommunications towers. (All) Use vegetation management practices, e.g. thinning, to improve visual access to Cascade Locks and to the Columbia River. (CL, I)
2. Natural Resources
Oregon's Statewide Planning Goal 5, implemented through local comprehensive plans, is to conserve open space md preserve natural and scenic resources. Other state and federal requirements protect wetlands and threatened and endangered species,
The OTP states that "It is the policy of the State of Oregon to provide a transportation system that is environmentally responsible and encourages conservation of natural resources." The design, construction and operation of the transportation system should "positive&flat both the natural and built environment.... Where adverse +ts can not be avoided, minimize or mitigate their dect on the envir~nment.~~
Numerous sensitive natural resources occur within the county. OR 35 and 1-84 run through parts of the Mount Hood National Forest and the Columbia River Gorge National Scenic Area and traverse numerous creeks and rivers which support anadromous fhand populations of warm water game fshes, including the White River (designated a federal Wild and Scenic River). OR 35 also runs through special management areas for deer and elk winter range, habitat of the Northern spotted owl, and other critical wildlife habitat.
The Hood River County Transportation System Plan will be coordinated with a wildlife conidor plan currently being prepared by the Oregon Department of Fish and Wildlife.
Issues
Impacts to East Fork Hood River and other water bodies £?om road improvements (All) Impacts to anadromous fish (All) Identificationlavoidance of impacts to sensitive habitats (All) Impacts to migration routes for big game (All)
Opportunities
Use transportation improvement projects to rectify negative impacts (All) Provide adequate signage for big game viewing areas (All) Construction of elevated highway (bridges) versus fills (All) Governor's Salmon Recovery Plan (All) Modification/removal of bamers to fish passage as part of road maintenance and improvements projects (All)
Preliminary Issues and Objectives 34 Hood River Transportation Plan d ConstrainrS
Unavoidable impacts resulting hmmaintenance and needed improvements (All)
Use transportation improvement projects to rectify negative impacts to previously impacted natural resources. (All) Implement recommendations on road improvement and maintenance practices from the Governor's Salmon Recovery Plan. (All) Mod@/remove barriers to fish passage as part of road maintenance and improvements projects. (All) e Avoid trampdon system irmpmvment himpacts to sensitive natural areas. (All) o Minimize impacts kmthe transportation system, particularly local roads connecting to OR 35, on wildlife migration routes. (C, Co)
3. Air QualitytEnergy Impacts
'Ihe OTP mandate minimizing transportation-related energy consumption through improved vehicle efficiencies, use of clean burning motor fuels, and induse of fuel efficient modes which may include railroads, transit, carpools, vanpools, bicycles and waking. a Summary Fhdings
The OTP incorporates the Oregon Benchmarks, adopted by the state legislature in 1994. One of the benchmarks calls for all areas of the state to meet state and federal ambient air quality standards by 2010. Hood River County currently meets federal and state air quality standards.
?he OTP mandates minimizing transportation-related energy consumption through improved vehicle efficiencies, use of clean burning motor fuels, and increased use of alternative modes which may include railroads, transit, carpools, vanpools, bicycles and walking. The use of alternative modes in nual areas such as Hood River County is hampered by the low density of development. Most residences are more than walking distance to destinations, and the low population density makes regular transit services difficult to implement. The Hood River County Transit District is working to improve the accessibility of its services. Demand-responsive service and regular trips up Mount Hood to donsites decrease the number of single-occupancy automobile trips.
While improvements to roadways can also potentially reduce fuel consumption by vehicles, the generally high standards that the existing facilities have been designed to means that further geometric and capacity improvements along 1-84 and OR 35 would be expected to have minimal impact on fuel consumption. Improvements to bikeways and pedestrian facilities are likely to slightly reduce vehicles miles traveled. b. Issues
Promotion of alternative modes (All)
Reducing fuel consumption by reducing congestion (All)
Preliminary Issues and Objectives 3 5 Hood River TransportationPlan More energy-efficient fieight movement by rail and water (All) Alternative fuels (All) Designing to accommodate recharging stations for electric vehicles, particularly for short-haul purposes (All) d Constraints
Difficulty in changing driver behavior (All) Recreation nature of trips makes alternative modes unattractive (All) Feasibility of alternative modes in nual areas (C, Co) Low demand for transit services (All)
of mqof the preliminary ~bjec~ivain [his dawnent,
a Promote more energy-efficient fkight movement by rail and water. (All) Promote the use of alternative fuels. (All)
4. Water QualityJQuantity a Summary Flndings
'Ihe highways in the county traverse numerous creeks and rivers. Roadway projects and maintenance activities can directly impact these waterways. Transportation facilities affect water quality principally through pollutant loading in surface runoff fiom paved surfaces. There is also the potential for contamination of ground water from accidental spills of motor vehicle fbels or hazardous or toxic cargoes. In addition, past projects have reduced the number and quality of wetlands, which play an important role in maintaining the quality of surface waters. b. Issues
Water quality problems created by existing facilities (All) Sand and gravel used for snow and ice control being swept into creeks (All) Multiple river crossings (C, Co) Impacts of de-icing chemicals (alternatives to salts) (All) Flooding due to 1-84 runoff e.g. Columbia Gorge Hotel and Mitchell Point areas (Co, I) Walmart runoff across 1-84 (HR I) c Opportunities
Design of roadway improvements and new facilities to minimize surface runoff and pollutants (All) New technologies and fiiels (All) Collection of sand and gravel fiom roadways (All)
Preliminary Issues and Objectives 36 Hood River Transportation Plan Constraints to the design of highway improvements due to the proximity to waterways (All) Maintenance activities needed for safety (All) NPDES permit requirements (All) e. Preliminary Objectives
Identify solutions to resolve existing drainage problems, e.g. Columbia Gorge Hotel and Mitchell Point areas. (Co, 1) Design roadway improvements and new facilities to minimize surface runoff and pollutants. (All) @ Improve the mikction of sand and gravel hmroadways to avoidminimize impacts to water courses. (All)
6. USE IMPACTS
Transportation projects create impacts to the built environment and to the people living in the communities within a corridor. Planning within the corridor must attempt to balance the expansion of transportation facilities with the protection of social, cultural and environmental resources.
1. Effects on Community Livability a Summary Findings
Cultural, historical, and other community resources enhance the region's livability. Any changes in the transportation system must take care not to damage these resources. A good transportation system will provide mobility while supporting what makes the area special.
Proposed transportation improvements in Cascade Locks provide a good example of how the transportation system can enhance livability. Designs proposed for Wa Na Pa Street would ensure that the road remains convenient and accessible to automobile users, while adding features to make it more accessible to pedestrians and bicyclists.
Noise from transportation facilities has been shown to reduce the livability of a community. Residential arkin Hood River and Cascade Locks are currently affected by the noise hmtrucks using air brakes on 1-84. As more residential development is sited fionting 1-84, conflicts may become more pronounced.
6. Issues
Effects oflimitations on highway expansion within Native American ceded lands (C) Coordination between urban renewal and Historic Columbia River Highway (HR) Coordination with National Scenic Area policieslobjectives (All) Sensitivity to community facilities during project planning (All) Impacts to 4(f) resources @arks and historic resources) during project construction (All) Effects of highway noise on adjoining and nearby property (All) Noise from trucks entering Port of Entry (CL) Noise impacts fiom jake-brakes on housing fionting 1-84 (HR, CL, I) Noise and light impacts fiom vegetation removal (All)
Preliminary Issues and Objectives 37 Hood River Transportation Plan c Opportunities
• Coordination with the Oregon Dept of Parks and Recreation Heritage Assessment and State Comprehensive Outdoor Recreation Plan (SCORP) (All) • Coordination with the Goal 5 assessments of open space and scenic views and Goal 8 recreation needs plan (All) a Design of transportation improvements to minimize impacts to existing cemeteries, parks and other community resources (All) a Signage prohibiting use of airbrakes (I-nl I) • Noise barriers as part of &way improvements near residentially zoned areas (HR, CL, I) • HCRH historic district (All) • Building siting and design to reduce noise and visual impacts fiom adjacent transportation facilities (All)
8 on of cornmUniQ facilities and residentially zoned areas adjacent to major highways (Ail) o Legal CO-s on noise reduction signage (HR, I) a HCRH historic district (All)
• Design transportation system improvements to preserve community livability and to avoid, minimize or eliminate impacts to sensitive cultural resources and other community resources. (All) • Install signage prohibiting the use of airbrakes. @& I) • Conseuct noise barriers as part of heway improvements near residentially zoned areas. (HR, CL, I) e Encourage building siting and design to reduce noise and visual impacts firom adjacent transportation facilities. (All)
2. Land Use Impacts a Summary Findings
Land uses affect and are affected by the transportation system. The communities in the Hood River valley grew in response to the opportunities to develop orchards and lumber mills, and the railroad and roads followed. Cascade Locks grew adjacent to the navigation locks on the Columbia River. Hood River and Cascade Locks were dramatically altered by the construction of 1-84, both in terms of physical impacts and the indict impacts resulting fiom improved inter-regional access.
Existing and future land uses adjacent to major transportation corridors may be impacted by increasingly restrictive access management policies, as policy makers try to balance local access needs with the need to maintain capacity for through movements on the regional road system. b. Issues a Rapid growth (HR) a Potential for significant growth within the Hood River and Cascade Locks UGBs, moderate growth in Odell and minimal growth in exception areas (All)
Preliminary Issues and Objectives 3 8 Hood River Tramportation Plan Potential need for UGB expansions (HR, Co) Access to large vacant industrial parcel at east end of town (CL) Compliance by ODOT with local land use regulations (All) Conflicts between resource zoning and needed highway improvementdexpansions (All) Additional commercial development at 1-84 interchanges (HR, CL, I) c Opportunities
Trauspomtion-efficient land use patterns that reduce vehicle miles traveled and promote a live/work balance, e.g. clustered development, mixed uses, maximum parking ratios, and circulation systems that reduce out-of- direction travel (All) Xnddensities, hfill within UGBs (HR, CL) Alternative local transportation routes (All) Access management to limit the impacts of new development on highway congestion (All) Standards for building setbacks adjacent to state rights-of-way (All) Multi-modal capabilitiesJcapacitiesto promote development that is not solely ck dependent (All) Design of Forest Lane overpass to address access to vacant industrial properties (CL) Cooperation between ODOT and local governments in planning and project development (All)
EFURorest land zoning limitations on highway expansiodnew roadways outside UGB (C, Co, I) Inadvertent sprawl due to desire for large lots (Co) NSA Management Plan Open Space designations (All) Land use restrictions on temporary facilities, staging areas, storage and parking for road improvement projects (All) e. Preliminary Objectives
Encourage transportation-efficient land use patterns that reduce vehicle miles traveled and promote a live/work balance, e.g. increased densities, infi and clustered development, mixed uses, maximum parking ratios, and circulation systems that reduce out-of-direction travel. (All) Promote cooperation between ODOT and local governments in planning and project development. (All) Utilize access management to Snit the impacts of new development on highway congestion. (All) Establish standards for setbacks adjacent to state rights-of-way. (All) Take advantage of multi-modal capabilitiedcapacities to promote development that is not solely auto/truck dependent. (All) Design the Forest Lane overpass to ensure access to vacant industrial properties. (CL)
H. ECONOMIC IMPACTS
Transportation systems can have a significant positive or negative economic impact. New transportation services, as well as transportation system improvements, can act as a catalyst for the siting of new businesses and expansiodretention of existing businesses, and the creations ofjobs and for promoting access to tourism opportunities.
[expand: economic benefits of efficient transportation system]
Preliminary Issues and Objectives 39 Hood River Transportation Plan 1. Economic Development a Summary Findings
The OTP promotes: "theexpansion and diversity of Oregon's economy through the eflcient and eflective movement of goods, services, and passengers in a sqfe, enerpflcient and environmentally sound mannerr"
Hood River County's economy is highly dependent on an efficient transportation system. The success of two key industries - agriculture and forest products - hinges on the ability to efficiently ship goods to their markets. Also, the tourism industry, a growing economic force in the area, is highly dependent on easy access to and within the county.
The transportation facilities in the area are supportive of these industries. 1-84, US 30, OR 35, AmM and the Union Pacific Railroad in particular support the movement of passengers and freight through the area. Other modal facilities rts) are in place to support future transportation needs.
Transportation itself is an important industry within the county. This is especially true in Cascade Locks where the Port of Cascade Locks is responsible for operation of the toll bridge, two passenger stemwheeler boats, a m~& campground, and visitor center. The Port is one of the largest employers in the city.
The Port of Hood River is also a key economic player in the County. It is one of the largest industrial landholders, with large properties within the city of Hood River (75 acres on the waterkont, 21 acres downtown), at the Hood River Airport (the airport and 17 undeveloped acres), and near Odell (a 29-acre industrial park). The port has been improving its properties and working with the city and county to maximize development of its holdings. b. Issues
Role of the transportation system in supporting/promoting economic development (All) Improvements to highways to maintain accessibility (All) Highway design to facilitate freight and people movement (tourism,ski areas) (All) Role of economic development benefits in selecting STIF' projects (All) Cost-sharing (e.g. gas tax revenues) for transportation projects with local economic development benefits (All) Promotion of E84JOR 35 as an alternative route fiom Portland to Mt. Hood recreation areas (C, I) Poor access to port propexties @I&CL) Inadequate parking to access downtown businesses (HR) Ensuring smooth road surfaces for fruit transport (C, Co)
Transportation improvements that encourage economic development (All) Tourism incentives (All) Multi-modal transportation services (All) Prioritization of projects that enhance development of existing industrial and commercial sites (All) building parkin structure in HR Promotion of I-84lOR 35 as an altemative route fiom Portland to Mt. Hood recreation areas (C, I) Downtown parking structure (HR) Marketing plans for OR 35, HCRH and 1-84 required as component of Scenic Byway management planning
Preliminary Issues and Objectives 40 Hood River Transportation Plan d Constraints
Highway congestion (All) Conflicts among modes (All)
Grant high priority to projects that enhance access to existing industrial and commercial sites. (All) Promote I-84IOR 35 as an alternative route from Portland to Mt. Hood recreation areas. (All) Support marketing plans for OR 35, HCRH and 1-84 required as a component of Scenic Byway management planning. (All) Q Provide adequate p&g for downtown businesses and sehv;.ces. (FIR, CL) o Investigate opportunities to improve access to vacant industrial lands in east Cascade Locks. (CL)
2. Recreation Opportunities a. Summary Findings
Recreational opportunities in the county are extensive due to the area's natural beauty, natural resources, and recreational facilities. As mentioned earlier, scenic resow are nationally recognized with scenic areas of the Columbia River Gorge protected by federal legislation. Travelers can enjoy the gorge's majestic views from 1-84, US 30 and the HCRH. 1-84 and OR 35 comprise a portion of the "Mount Hood Loopn, one of the most popular scenic drives in the state. The Mount Hood Railroad also offers a scenic train ride between Hood River and Parkdale in the summer months. The railroad transported approximately 40,000 passengers in 1994.
Water-based recreation opportunities are a boon to the region. The unique climatic conditions of the Columbia River Gorge make the Hood River area one of the best sailboarding/wiadsurfing locations in the world. me area's international reputation and the growing popularity of the sport have led to a sharp increase in tourism and related economic development. Other water-based activities, including fishing, sailing, and boating, are also popular along the Columbia River and the many smaller rivers and creeks. The Cascade Locks Stemwheeler [to be completedJ
Hiking, camping, picnicking, and hunting are also popular outdoor recreational activities. The numerous trails in the gorge and the Mount Hood National Forest draw hikers bmwithin and outside of the region. In the winter, snow- based donis a major draw to Mount Hood. Mt. Hood Meadows offers day and night skiing and other snow- based don.
Recreational demand within the county is likely to increase. A Hood River County Chamber of Commerce study showed a 68 % increase in visitation between 1985 and 1988. The popularity of Hood River for windswfi11g, scenic and wilderness resources, and the increasing population in Portland and surrounding areas all contribute to an increasing demand for the recreational opportunities. b. Issues
Parking along 1-84 to access recreation opportunities O Adequate sno-parks (C) Increased recreation MICdue to Kaneeta expansion, ski area expansions (All) Signage to Lost Lake (Co) Lack of access to Columbia River (I-&CL, Co)
Preliminary Issues and Objectives 41 Hood River Transportation Plan Role of transportation system in promoting/supporting recreation uses (All) Safe and adequate access to recreation facilities (All) Adequate signing for recreation sites (All) Impacts to 4(f) resources (parks and historic resources) during project construction (All) Additional rest stops (C, I) Maintenance of public access to Government Rock and Government Cove across railroad (CL) ORV &trail system (Co) Location of the western trailhead for the Hood River to Mosier HCRH connection project (HR, Co)
Convenient access to a variety of recreational opportunities (All) Connections to recreational trails (All) lrnprovements to signing (All) Recreation opportunities associated with seaplanes and cornnnercial helicopter semies 4)W, CL, Co) Bppohties for dona1paticing and waterhnt access along 1-84 (I) Enforcement of 1-84 parking restrictions (I) Transit services to recreational facilities, e.g. ski areas (AU) Excursions, other water recreation uses (HR, CL, Co) Promotion of I-84/Hwy 35 as an altemtive route hmPortland to Mt. Hood recreation areas (C, I) Marketing through the Regional Strategies Program (Mt. Hood Alliance) (All) Hood River to Mosier HCRH connection project (HR, Co) HCRH connections between Cascade Locks and Hood River @IR, CL, Co) HCRH connection between Eagle Creek and Cascade Locks (CL, Co) Horses as a means of transport to reduce auto trips (Co)
Constraints
Adequate funds for maintenance (All) Lack of convenient alternative modes to access recreational features (All) Lack of pedestrianibicycle access bmcornmercidresidential areas to nearby recreational facilities (CL)
Pr-ory Objectives
Maintain public access to Government Rock and Government Cove across the railroad. (CL) Improve convenient access to a variety of recreational opportunities. (All) Provide connections to recreational trails. (All) Support recreational opportunities associated with seaplanes and commercial helicopter services. (HR, CL, co> Investigate opportunities for additional recreational parking and waterltont access along 1-84, accompanied by increased enforcement of 1-84 parking restrictions. (I) Promote excursions and other water recreation uses. (I-IR, CL, Co) Support marketing through the Regional Strategies Program (Mt. Hood Alliance). (All) Acknowledge horses as a means of transport to reduce auto trips. (Co) In coordination with the Forest Service, provid adequate sno-parks to meet recreation demand. (C, Co)
Preliminary Issues and Objectives 42 Hood River Transportation Plan MISCELLANEOUS
Issues
Expansion of ODOT storage area at Hood River Meadows (C) Use of 1-84 right-of-way for underground utility corridors (CL, I) Lack of aggregate resources (All) Jurisdiction (C, Co) - County assumption of FS roads - City assumption of state highways - State versus FS ownership of dedicated right-of-way on NFSL
Use 1-84 right-of-way for underground utility corridors. Work with the Gorge Commission and Forest Service to identify additional long-tern aggregate sources. (All) Investigate opportunities and implications of county assumption of Forest Service roads and local jurisdiction assumption of state highways. (All) Investigate alternative funding sources for transportation improvements and maintenance. (All) Maintain a comdor-wide advisory group to assist ODOT in prioritizing transportation projects, review Transportation System Plans for conformance with the Interim Corridor Strategy, and assist in preparing and updating the Comdor Plan, as needed.
Preliminary Issues and Objectives 43 Hood River TransportationPlan Chapter 4
INTERIM CORRIDOR STRATEGY Chapter 5
SUMMARIES OF TSPs FOR THE CITIES OF HOOD RIVER AND CASCADE LOCKS AND HOOD RIVER COUNN
(to be added at a later date) Appendix 1
ISSUES MATRIX Appendix 2
PRELIMINARY OBJECTIVES COMMENTS AND RESPONSES Appendix 3
CTAC ROSTER February 6, 1996 HOOD RIVER CORRIDOR PLANITSP TECHNICAL ADVISORY COMMITTEE ? Mt. Hood National Rick Ragen Hood River Ranger District 3 52-6002 Forest 6780 Highway 35 F 352-7365 Mt Hood-Parkdale OR 97041 Mt. Hood National Jack Gerstkemper Supervisor's Office 666-0787 Forest 2955 NW Division Street F 666-0641 Gresham OR 97030 Columbia River Jurgen Hess, 902 Wasco Avenue, Suite 200 386-2333 Hood River OR 9703 1
Use Coordiaator Hood River OR 9703 1
Warm Springs OR 97761
309 State Street County Sheriff Hood River OR 9703 1 F 386-3141 Emergency Services Rich Younkins, 21 6 Cascade Street 3 86-3942 Police Chief, City Hood River OR 9703 1 F 387-5575 of Hood River Mt. Hood Railroad Kate and Jack 4699 Leasure Road 352-7729 Mills, Director Parkdale OR 97041 F 352-7729 (call first) Hood River Growers Tom Nelson, PO Box 168 354-2565 & Shippers Manager Odell OR 97044 F 354-2379 Association Forest Products Burt Wright PO Box 377 F 897-2097 Industry Young & Morgan Mill City OR 97360 (temp) (formerly Hanel 354-1484 Lumber Co.) 4865 Highway 35 Hood River OR 9703 1 C ., .r Mt. Hood Meadows Dave Riley, PO Box 470 3 37-2222 Ski Area General Manager Mt. Hood OR 97041 x259 F 337-2232 Windsurfer Association Hood River Valley Kate Mills, 4699 Leasure Road 352-7729 Residents Committee Director Parkdale OR 97041 F 352-7729 PUBLIC INVOLVEMENT PROCESS September 30,1996
HOOD RIVER TRANSPORTATION PLAN REPORT ON PUBLIC OPEN HOUSES AND QUESTIONNAIRE RESPONSES
A. INTRODUCTION
As part of the Goals and Objectives development phase of the Hood River Transportation Plan, open houses were held in September 1996 at the following locations:
* September 18 Wacom Center, Hood River * September 19 City IIall, hcade Locks
The purpose of the open houses was to disseminate information on the transportation planning process and to solicit public input on preliminary goals, objectives and implementation actions to be addressed in the Transportation System Plans (TSPs) for . the cities of Hood River and Cascade Locks and for Hood River County, and in the Interim Corridor Strategy for the Hood River-Mt. Hood Summit (OR 35) Corridor Plan. The open houses were advertised through a September 1996 newsletter, press releases, public service announcements and paid advertisements in the Hood River Neu~s. L Activities included:
Live/work map - using dots, attendees indicated where fhey lived and worked; Storyboardspn the transportation planning process and schedule; Storyboards comparing existing traffic volumes, travel times, congestion and other attributes of the Hood River-Mt. Hood Summit (OR 35) Corridor with future conditions if no improvements are made, if improvements are limited, or if no major capacity increases are made; Aerial video of the Highway 35 corridor; Prioritization of key objectives - using dots, participants prioritized key objectives and identified additional objectives that should be prioritized; Site-specific transportation issues and improvements - using stickees, participants identified site-specific issues and transportation system improvements on maps of the cities of Hood River and Cascade Locks and the County; Map of the Hood River County draft Bicycle Plan - using stickees, participants commented on the draft Plan; Cascade Locks Comprehensive Plan Amendment Project - participants reviewed and commented on a Vision Statement and Preferred Alternative, including citywide objectives and objectives for specific areas within the city; and Miscellaneous questions. Public input on key objectives was also solicited through questionnaires included in the September 1996 Corridor Plan newsletter.
B. PRELIMINARY OBJECTIVES
Participants were asked to prioritize key objectives identified by the Plan's Technical Advisory Committee. Each person was provided five dots for "voting" on priorities.
ment reconstruCtion Provision of adequate aggregate sources for maintenance of the 3 3 County's road sys tern. Promotion of connectivity among different transportation modes. 2 2 Addressing safety problems at state highway intersections. 6 7 TOTAL 90 100
Additional Objectives
Other objectives identified by participants as priorities for the Plan include:
0 Highway 35 has signs for wineries, motels, etr. but not for school bus stops corning up. Shouldn't school bus stop signage be a higher priority? o Make county forest practices address the numbers of highway users that are here as tourists viewing the scenery. * ODOT needs to be igvolved in the review of county timber harvests that affect the Highway 35 viewshed. Hood River Transportation Plan Objectives need to focus on"'livability", i.e. reduce pollution from cars via park & ride centers/bus transportation centers, preserve . open space when creating roads, access for pedestrians/ bike use. Encourage alternative transportation in Gorge, e.g., bikes, walking, carpooling, public transit. Hood River Transportation Plan needs to maximize pedestrian use of waterfront
- b- and promote open spaces.
D. KEY ISSUES
Using stickees, participants identified, by jurisdiction, key issues and/or site-specific improvements to be addressed in the individual TSPs.
Hood River
Frankton safety problems: hill with curves and narrow road; school and new subdivisions increasing traffic. Objective to improve safety. Safety objective: Consistent speed limit on May from one end to the other regardless of city/county designation. State and Front - change signage; it is very confusing to visitors. Poor site distance at westbound approach to 13th and Belmont. Pacific and 12th intersection is a problem. Pacific and 12th needs a stop light.
Cascade Locks
To address winter safety problems, level Moody Street coming up to Undine and Sadie B coming onto Undine. Left turn lane into Hardware off Wanapa.
Hood River County
Pine Grove to north on Highway 35 should have no passing. Lack of left lane turn coming down OR 35 at Centralvale. Booth Hill and OR 35 also. Problem is turning left off of OR 35 into 2 lanes coming uphill.
E. MISCELLANEOUS QUESTIONS
- Fliprharts were randomly located to provide opporturaities for input on the following questions:
1) Mrhat are the most important actions to be taken to improve bicycle and pedestrian transportation? 2) What are the most important actions to be taken to improve transit service? 3) What are the most important actions to be taken to improve freight movement (by truck, air or water)? 4) How should transportation system improvements be financed?
1. Bicycle and Pedestrian Improvements
Hood River
* Create better access to waterfront. Indian Creek Trail east of 12th linking elsewhere. * Comprehensive plan linking various bike/pedestrian paths of various agencies (ODOT, Scenic Area, Port, County, City, etc.) Access from Hood River port area to Koberg Beach for pedestrians and bikes, possibly along north side of 1-84. It looks like there's room for a trail here. It would probably be an ODOT project? For safety, regulate speed on roadways heavily used by pedestrians/bicycles/pets.
Cascade Locks
Sidewalks on WaNaPa and Forest Lane. Walking path north of WaNaPa along railroad and overpass to park. Better speed control coming off exits. No overnight parking trucks on WaNaPa. Another access to industrial park from Forest Lane.
2. Transit Service Improvements Hood River
More frequent uptown service. Fixed routes. More countywide service (e.g., fixed routes). Make system free for a year to encourage initial use by public. Affordable daily transportation to and from Portland for commuters and students. More carpooling (number of cars going from Hood River to Portland daily?) Coordinate local, state and national transit services prioritizing train service (return of Amtrak service).
I?. QUESTIONNAIRE RESPONSES restoration and protection of natural resources, particularly salmon habitat. 16. Design transportation system improvements to 8 4 2 1 2 preserve community livability and to avoid, minimize or mitigate impacts to sensitive cultural and other community resources. 17. Promote I-84/0R 35 as an alternative to US 26 for 4 5 4 1 10 access to Mt. Hood ski areas and other summer and winter recreation activities. 18. Improve access to the Columbia River for water- 9 3 6 5 related recreation. 19. Investigate opportunities for county assumption of 1 1 10 3 8 Forest Service roads and local jurisdiction assumption of state highways. 20. Investigate alternative financing mechanisms for 9 6 2 1 5 transportation improvements and maintenance, e.g., public/private partnerships, tollways, road maintenance improvement districts, etc. What other objectives for long-term improvements to and management of transportation facilities within the county should be considered?
We would like to see a routeestablished connecting the west side of Hood River with Hwy. 35 without going through downtown core, such as from the Experiment Station road. Fix the drainage problem on the newly reconstructed Highway 35 between Mt. Hood community and Hanel's Lumber. We pointed out the potential problem during the community meetings but to no avail. We were flooded in February with water running down the highway and across our properties and our neighbors' properties. Coordination with adjacent counties to address common interests, i.e., the Mt. Hood PlahgUnit effort. Consider paint striping in April and September - do a touch up. I highly recommend-a public transportation system within the Hood River County area. Parkdale-Odell-Hood River and return (or use Mt. Hood Railroad). Daily Amtrak (or other) rail service to Portland for commuters (i.e., to Portland early morning, return evening). There should be bike and pedestrian paths in addition to bike lanes. The county needs to encourage scheduled mass transit. Maintenance of the main streets of our city should be a high priority. Retain existing highway system - but provide additional maintenance to repair road system and structures. Important to provide best and safe system. Also include mitigation for visuals and scenic resources. It is important to the Hood River Valley Residents Committee to focus on keeping the qualities that make our county special - i.e., scenery, forests, orchards and recreational opportunities. We want to promote economic development where development has already occurred - thus preserving agricultural and forest land for the future. Transportation should promote these goals. Bicycle and walking areas off 1-84 as much as possible to ensure safety of all. Use any available routes to help locals avoid 1-84 when traffic is heavy. Intersection of old Highway 30 and Highway 35. At times traffic is backed up to 1st Street all the way across the Hood River Bridge on 30. Proper lighting should be addressed at this intersection also. Very hazardous at night, especially during adverse weather conditions. A number one priority should be to make every road crossing wheelchair accessible. Is this the city of Hood River's responsibility? It's outrageous that a person in a wheelchair can't independently travel the streets of Hood River!
Other comments?
I strongly advocate for better handicap access in downtown Hood River. Currently, there is only one sidewalk street access for persons in wheelchairs. I want also to see a priority given to pedestrians, bike paths and local mass transit throughout the Hood River valley as well as throughout the Gorge from The Dalles to Portland. Mt. Hood Meadows may have a capacity of 13,000 to 15,000 with expansion. Hood River City has 4,000. We can't handle a lot of ski traffic in Hood River on Hwy. 35. When a lot of skiers do use Hwy. 35 it is a mess - has happened several times. This isn't the solution. Bussing and off-mountain parking is a solution to Hwy. 26 problems. Spending money to open the tunnels between Hood River and Mosier, building the Neal Creek Bridge and the old highway reconstruction at Bonneville seem to be poor use of the public's money. It would be more appropriate to maintain existing high use roads. #I5 presumes that the existing system doesn't already adequately address these issues or are detrimental. #17 - if no improvement is made to Hwy. 26. Too y cars. Ever considered pedestrian or bike zones in downtown Hood River? Fix State and FronY street intersee~orrsignage. Complete dow major crossing at 12th Street. Increase open green space downtown. Not parking. Promote a park & ride and bus service. Enough pavement already. I commute from Gresham to Hood River to work here each week day. I feel maintenance and state police patrols are most important for a safe highway. Not in favor of Mt. Hood Meadows interchange. Cars and trucks use 1-84 as a race track. Many go 70 to 80 mph as regular speed and not just for passing. How can you possibly consider Highway 35 improvements to a ski area when Highway 26, a major east/west highway across the county continues to suffer congestion year around? Need to consider bus/shuttle transportation to the airport. Also I would like to see bus transportation from the upper valley to several sites in Hood River so older children taking classes or doing events at the high school wouldn't need to be constantly driven. There are many community education classes that upper valley kids would attend if there were transportation. ODOT should require review of county forest practices in Hwy. 35 viewshed. Amtrak's scuttling of the Pioneer could be an ideal opportunity to actually improve rail service over the Oregon part of this route. ODOT has talked a lot about pursuing "public-private partnerships" and "intermodal solutions". Here is a chance for them to walk their talk. "The Columbia Gorge" - Why not institute a new state sponsored rail service between Portland and Boise with schedules designed to meet the needs of the Northwest traveler. This could be primarily an Oregon project since over 85% of the route is in this state. The Schedule - I believe, with two round trips a day, seven days a week, a respectable passenger base could be developed. The running time is about ten hours. If day trains left both Portland and Boise in the morning between 7 and 9 am and night trains left between 8 and 10 pm they would provide the kind of schedule flexibility needed to attract a broad spectrum of passengers. Connecting Buses and Trains - With eastbound and westbound trains serving Pendleton in the midday, a Spokane connecting bus (running time of 4 to 5 hours) could leave Spokane early in the morning, connect with both the eastbound and westbound trains and arrive back in Spokane in the early evening. This bus could also serve either Pasco or Walla Walla. Connecting through bus service to Pocatello and Salt Lake City could easily be established if Idaho and Utah were willing to underwrite it. The schedules in and out of Portland could allow connections with both the northbound Mount Rainier and the Mount Adarns as well as its connecting bus from Eugene. Also some southbound connections could be made. Columbia Gorge Day Excursions - Day excursions through the Columbia Gorge could now be possible with possible stopovers at Multnomah Falls, Cascade Locks, Hood River or The Dalles which would add substantially to the ridership especially during the vacation season. Commuter Service - The eastbound and westbound night &aim could also serve commuters living in Gscacie Locks, Hood River and The Dalles and if a station is established at Troutdale or Edgefield, Ease
Multnomah County ' commuters as well. Rolling Stock - Seating capacity needs could vary greatly depending on location, time of day and season. The night train may have light loads compared to the day train but if it becomes popular for commuter service, more cars may be needed near Portland. The same may also be the case with the day train if Gorge excursions become popular, especially in the summer. Because of this varied need for capacity it seems to me that self powered units like the Danish IC3 or even rebuilt Budd RDCs would be more appropriate than locomotive powered trains. For excursions or commuter service, cars could be easily dropped off or picked up as needed.
G. DRAFT BIKE PLAN
Comments on the draft Hood River County Bike Plan included:
Bike path on Hyeth Road, not 1-84. Bike path should be for locals to reduce car trips. Add Summit Road to make loop with Wyen Street. Add Sunday DrivelNeil Creek RoadIThurnsen Road to connect to eastside. Add Dethman Ridge Drive. Add Indian Creek Trail(s) east of 12th. Post Canyon Drive receives heavy bike use. Connect scenic area bike path with Hood River city and port paths. Portlcity east-west bikelpedestrian route. Bikelpedestrian trail on north side of 1-84 connecting Koberg Park and Port area wouId be nice. Appendix 5
TECHNICAL HPMSAP Level of Sewice (to be added at a later date) Access Management Highway Existing Conditions - Corridor Maps Highway Summary Potential Development Impact Areas ODOT Review Draft -- 6/95
OVERVIEW OF HIGHWAY PERFORMANCE ANALYSIS METHODOLOGY
INTRODUCTION
Each State highway agency is required on an annual basis to collect and submit to the Federal Highway Admin- istration (FHWA) information on selected sections (samples) of highway from each functional system that is statistically representative at the statewide level. The collection, building, updating, and submittal of this sample database is known as the Highway Performance Monitoring System (HPMS).
The Highway Performance Monitoring System Analytical Process (HPMSAP) is a computer software package developed by FHWA to analyze the data in HPMS. The analysis provides an assessment of the physical condition, safety, service, and efficiency of operation of highway systems, and predicts the effects that pro- posed highway programs and policies are likely to have in the future onthese highway systems. These results are used by FHWA for many purposes, including policy development and making biennial reports to the Con- gress on the status and performance of the nation's highways. HPMSAP has been made availableto the States and other highway agencies as a highway planning tool that can be used in a number of statewide planning activities. Oregon has adapted HPMSAP for its own use since its development for such things as the Oregon Roads Finance Study and now, Corridor Planning. d? The HPMSAP was designed to provide information on both present and future characteristics of .a highway system under a variety of situations. The effects that proposed highway programs may have on the future condition and performance of the highway systems can be tested by modifying certain parametersto create scenarios that simulate actual or proposed policies. For comdor planning, onty some of the analyses available in the HPMSAP were used. Parameters and various options have been tailored to reflect 0regonS.experience. New databases were built containing a complete inventory for each of the corridors of itemsto!be used in comdor planning.
The purpose of this account is to give brief explanations of the data, analyses, parameters, values, and options used with the HPMSAP for conidor planning. For a complete explanation of the HPMSAP, see the HPMSAP documentation package available from FHWA consisting of the following:
Volume I - Executive Summary (Version 2.1) A brief overview of the capabilities of the HPMSAP.
Volume I1 - Technical Manual (Version 2.1) Contains the technical aspects of the package including the types of analysis done, the formulas used, and the values of various tables included in the programs such as minimum tolerable conditions, design standards, and improvement costs.
Volume Ill - User's Guide (Version 2.1) Contains the instructions for using the analytical pkocess. This includes specifying which analyses are to be run, how to override defautt values, and how to specify funding for analysis periods. ODOT Review Draft - 6/95
-DATA
The HPMSAP requires input values for approximately 75 data elements in a structured record format. Since not all of these elements are needed for corridor planning, 'dummy' values were input for these unneeded elements to satisfy the HPMSAP input requirements. The definitions of a few of the elements were changed to better satisfy the purpose and intent of wmdor planning. Because of the long time-frame of corridor planning and ODOTs priority to fund pavement maintenance and presewation projects, all pavement related data items were set to reflect ideal or perfect pavement. This insured that resub from the HPMSAP would not refled pavement improvements.
The dataset for each conidor represents the entire length of that conidor and contains many records. An effort was made to insu~that each record in the dataset represents a homogeneous section of highway.
Following is a list of those data elements used for corridor planning: State Highway Number Beginning Milepoint Section Length County Region (added element - not required by HPMSAP) District (added element - not required by HPMSAP) o Functional Classification (Definition changed) RuraVUrban Designation (Definition changed) Type of Facility 0 Access Control o Type of Development Urban Location o % Passing Sight Distance Speed Limit ADT 0 Future ADT Future ADT Year %Trucks K-Factor Directional Factor No. of Lanes Lane Width Shoulder Type and Width Median Type and Width Widening Feasibility Curves by Class Grades by Class Type of Terra4n Parking ODOT Review Draft -- '6/95 - -
Following is a list of items calculated by the software: Weighted Design Speed 0 Horizontal Alignment Adequacy
0 Vertical Alignment Adequacy + Capacity (Rural sections only - must be inpul for uhan sedions) 0 Volume / Service Flow Ratio WSF)
The RuraVUban Designation definition was changed as follows: 0 Code 1 - Rural: Uninterrupted flow with speeds > 35 mph. Capacities calculated by software. Code 2 - Uhan: Intempted flow with speeds < 35 mph. capacities must be entered into dataset.
The Functional System definition was changed as follows: Code 01 - Rural multi-lane facility with speeds > = 50 mph Code 02 - Rural 2-lane facility with speeds > = 50 mph Code 06 - Rural 'community' facility with speeds between 35 and 50 mph. Code 14 - Uhan facility with speeds < 35 mph. 4' The sources used to obtain values for all items included ODOT's Integrated Transportation Information System (ITIS),traffic volume tables, straight-line charts, functional classification files, ODOT region offices, data from the Systems Studies Unit, and ODOT video-logs. The data was.entered into the datasets in the spring and summer of 1993 and therefore may not refled projects in the Six-Year Program and other improvements made between then and 1996.
HPMSAP ANALYSIS
For comdor planning, the HPMSAP was set to evaluate highway conditions in 1996 (the base year) and in 2016 (the future year). The information for the base year analysis is taken directly from the dataset. Future year analysis involves a number of steps and calarlations with changes made to the dataset by the software. .Both base year and future year analysis consist of a service index analysis (a measure of congestion levels) and impact analysis (average overall travel speed, vehicle operating costs, and fuel consumption).
The first step in future year analysis is to identify deficiencies. The analysis assumes that certain minimum tolerable conditions (MTC8s)exist below which highway performance should not be allowed to fall. The MTCs used for corridor analysis are those identified in the 1991 Highway Plan (see below). If the characteristics of a particular highway sedion are below these MTC's in any respect, that sedion is considered deficient. Initially, a section is examined for deficiencies in the base year. If no deficiency is found, the process cycles year by year through the analysis period (in this case, 20 years) until a deficiency is found or until the end of the analysis period is reached. For each cycle in the analysis period, changes are made to the input record to simulate the changes expected to occur to the actual highway over time. The two items changed by this process are average daily traffic (ADT) and pavement condition (PSR). The V/SF ratio is also recalculated based on the updated ADT. ODOT Review Draft - 6/95
After all deficiencies have been identified, the process seleds improvements to correct these deficiencies and simulates the improvement by changing the values of relevant data items on the sedion record. The section values without improvement as well as the values with improvement are retained throughout the process allow- ing comparison of system~conditionswith and without the selected improvements at the end of the analysis period. The sedion capacity is recaiwlated when an improvement is simuiated that would affect it. The cost of the improvement is added to the section record.
The following figure illustrrita the HPMS analytical pm HPMS Analytical Process
.,..:;..,: :: , ...... :<;~>.&~<~,3xw,.... A,...,.... *.: >>",,;;-;> .A.2+.&sx &.,s~~~~ ODOT Review Draft -- 6/95
Minimum Tolerable Conditions
The following MTC values represent the conditions below which Oregon does not wish to allow their highway system to fall. These values are the same as those in the 1991 Oregon Highway Plan for statewide significant highways. The MTC's have a great effed on the results produced by the HPMSAP.
. . MCTs FOR RURAL HIGHWAY SECTIONS
MTCS FOR URBAN HIGHWAY SECTIONS
RT SH WIDTH
Notes:
Terrain types are flat, rolling, and mountainous.
Shbulder Tv~eCodes Surface Tv~eCodes 1. Surfaced 1. High Flexible 2. Stabilized 2. High Rigid 3. Earth 3. Intermediate 4. Curbed 4. Low 5. Gravel
~orizont~l~erticaiAlionrnent Codes 1. All curvestgrades meet design standards 2. Some curveslgrades below design standards 3. Curvestgrades with reduced speed 4. Several curves unsafelsignificant reduction of speed on grades ODOT Review Draft - 6/95
Rural multi-lane, 2-lane, and 'community' correspond with rural interstate, other principal arterials, and minor arterials in the MTC tables of the HPMSAP documentation. Urban corresponds with urban other principal arterial.
When the model simulates an improvement, the design standard values are generally used to assign new condition values to the section record. For example, if lanes are widened by a simulated improvement, the design standard lane width is placed on the section record. Further analysis cycles consider the section as having a lane width meeting design standard. Section record data valuesalready exceeding the design stan- dard remain as coded unless obliterated by an improvement. The following tables show the values of the design standards used by the HPMSAP for conidor planning. They are consistent with design standards used by ODOT and the Oregon Highway Plan.
DESIGN STANDARDS FOR RURAL HIGHWAY SECTIONS
DESIGN S1'ANDARDS FOR URBAN HIGHWAY SECTIONS AVE HWY SPEED 55 MEDIAN WIDTH 26 LANE WIDTH 12 RT SHLDR WIDTH 10 LT SHLDR WIDTH 10 SURFACE TYPE 1 r Notes:
Terrain types are flat, rolling, and mountainous.
Surface Type Codes: 1. High Flexible 2. High Rigid 3. Intermediate 4. Low 5. Gravel
AVE HWY SFEED: Average highway speed is aeiineci as the weighted average design speed. ODOT Review Draft -- '6195
Rural multi-lane, 2-lane, and 'community" correspond with rural interstate, other principal arterials, and minor arterials in the MTC tables of the HPMSAP documentation. Urban-corresponds with urban other principal arterial.
Cvcle Calculations
The HPMSAP is done on a cydicai basis for a one year cycle length. The analysis procedures are repeated in each highway section for each cycle. Changes are madein the input record to simulate changes expected to occur to the actual highway during each cycle. The two items changed by this process are average daily traffic (ADT) and pavement condition (PSR). The V/SF ratio is also recalculated based on the updated ADT.
The ADT is coded on the HPMS section record for both the base year and a specified future year. The model uses these values in the formulas below to calculate the ADT for each cycle year within the analysis period:
Cycle ADT = ADT ' Growth Factor L where:
ADT = ADT for previous cycle Growth Factor = (Future ADT / Base ADI) EXP EXP = 4I(Future Year - Base Year) Future Year = 2016 Base Year = 1996 Base Year and Future Year ADT calculated from a linear regression analysis of 20 year traffic volume trends.
The equations used to simulate the deterioration of pavement inthe HPMSAP are based on modifications of the AASHTO Road Test equations. The rate of deterioration for both rigid and flexible pavements was reduced to account for the long-range nature of corridor planning and ODOTs policies which put priority on pavement maintenance and preservation. ODOT Review Draft -- 6/95
Identification of Deficiencies
The HPMSAP identies deficiencies by comparing the values of the highway section data elements with the MTC's for these elements. If any of the values for the section do not meet the MTCs, the section is considered deficient. This process is continued wcle by cyde until a deficienq is identified or until the end ofthe analysis period is reached.
Four basic types of deficiencies are identified, They are deficiencies in volumelsewice flow ratio WISF ratio), lane width, pavement condition, and alignment. The improvements selected by the model later in the analysis are based on these deficiencies. Other deficiencies may exist and may be corrected .by certain types of im- provements but they do not control the type of improvements seleded.
The V/SF ratio is used to determine whether a ca~acitv-rel3eddeficiency is identified. The cycle year VISF ratio is compared to the MTC. If the VISF ratio is greater than the MTC, a capacity deficiency is identified.
If the highway section lane width is less than the MTC, a lane width deficiency is identified.
To check for pavement deficiencies the PSR is compared with the MTC. If the PSR is lower than the MTC, a pavement deficiency is identified. As was mentioned above, the effect of pavement deficiencies was reduced in the modeling process to account for the long-range nature of corridor planning and ODOT's pavement pres- ervation policies. This was done by initially coding PSR's as excellent (5.0) for all sections of highway and reducing deterioration rates.
In rural sections, if either the horizontal or vertical alignment is below the respective.MTCs, and if any other deficiency exists, an alianment deficiency is identified. - - lm~rovementSimulation
After all deficiencies have been identified, the model selects improvements to correct these deficiencies. The types of improvements selected are based on the area (rural or urban), the type of highway, and the types of deficiencies that have been identified. The HPMSAP considers three major categories of improvements - reconstruction, widening, and resurfacing. The construction of new facilities in new locations is not addressed because inadequate information is available on the nature of those improvements (location, length, etc.). For corridor planning (assuming pavement deficiencies do not exist and widening is not constrained), the following improvement types are simulated:
Reconstruction with More Lanes - selected when additional lanes are needed and the alignment is deficient. Reconstmction to Wider Lanes - seleded when the alignment is deficient and either the lane width is less than the design standard width or the right shoulder width is less than the MTC.
Maior Wideninq - selected when additional lanes are needed.
Minor Widenina - selected when either the lane width is less than the design standard width or the right should~rwidth is IDSSthan the MTC. ODOT Review Drafr - 6/95
Once a specific improvement type has been selected, it is then simulated by the HPMSAP. The simulation changes the values of certain data items on the section record. for example, when minor widening is simu- lated, the lane width and right shoulder width are changed to the design standard widths and the shoulder type .. is upgraded to the MTC since there is no design standard for shoulder type. The peak-hourcapacity and WSF satio are recalculated. The section values without improvement as well as the values with improvement are retained throughout the analytical process allowing comparison of system conditions with and without the se led4 improvements at the end of the analysis period. lrn~rovernentCosts
In the simulation process, construction and right-of-way costs are estimated for each type of improvement. The costs used for corridor planning by the HPMSAP are the same as those used by the 1993 Oregon Roads Finance Study. They are average costs differentiated by improvement type and by terrain. .The following tables show the costs used for only those improvement types expected to be simulated by the process.
RURAL CONSTRUCTION COSTS Per Lane-Mile fS000'sl
:_. . . RURAL RIGHT-OR-WAY COSTS .- ...- Per Lane-Mile ($000'~)
Notes: For all improvement type costs, multiply costs / lanemile by total number of lanes after the improvement. Terrain types are flat, rolling, and mountainous. ODOT Review Draft - 6/95
URBAN CONSTRUCTION COSTS
URBAN RIGHT-OF-WAY COSTS Per Lane-Mile ($000'~) IMPROVEMENT TYPE BUILT-UP 1 OUTLYING Reconstruct wlmore lanes 316 126 r Reconstruct w/wider lanes 218 87 Major Widening (add lanes) 632 252 L Minor W~dening 21 8 I 87
Notes: For major widening only (adding lanes) costs are per added lane-mile. For all other improvement types, multiply costs / lane-mile by total number of lanes after - improvement.
Hiahwav Ca~acitvCalculations
The procedures used to calculate rural capacities are adapted from the 1985 Highway Capacity Manual (HCM). The capacity calculations are based on service flow rates for level of service E. The proce- dures for general terrain are used. For 3-lane highways, an adaptatidn of 2-lane procedures is used.
Special methods were developed to calculate urban capacity using theHPMSAP. Thesoftware cannot accurately evaluate capacity by itself because it does not consider local conditions such as tuming movements, bus stops, parking maneuvers and pedestrians. Initial urban capacities were calculated using existing urban models or by procedures in the HCM where models were not available. Where an improvement is simulated, the software upgrades the initial capacrty using factors that were developed for this purpose from procedures in the HCM. .' ODOT Review Draft - 6/95
Service Index Analvsis
The HPMSAP rates the conditions of highway sections using a composite index of factors related to highway condition, safety and sewice. A value of 100 represents a perfed highway section in new condition that meets '. all applicable design standards. A value of zero represents a section that is far below minimum tolerable conditions (MTC's) and is so badly deteriorated that it is unusable. Values for actual highway sections lie somewhere between these extremw, wilh the better sedions having values higher than the poorer sedions.
The composite index is the sum of component indexes for condition, safety, and sewice. The relative weight of each of these three components are determined by the user. For comdor planning, a weight of 0 was assigned to condition because pavement condition is not an issue. Safety was assigned a weight of 60 and service a weight of 40.
The individual component indexes were computed from the following section record data items:
Condition Pavement Type Pavement Condition Drainage Adequacy Safety Lane Width Shoulder Width Median Width Alignment Adequacy Service VISF Ratio
Appraisal rates were assigned to each data item value used in determining the composite index These rates range from 1.OD to 0.00. A rate of 1.OO is used if the data item is perfect or in new condition. A rate of 0.00 is used if the item represents a useless condition. The software uses a table to correlate the section ~ecorddata values with the appraisal rates.
Each data item is also weighted. The appraisal rate for an item times the weight yields a point value for the item. Component indices are calculated by point values for all items that make up the component. The values of the three component indices are then added to determine the composite index.
The value for one highway section is agg~gatedwith the values.(weighted by miles or by travel) for other sections in the comdor to determine the composite and component indexes for that corridor. .,These index values are calculated for the base year and for the target year both with and without the simulated improve- ments. ODOT Review Drd- 6/95
Following is a table showing the appraisal rates related to various VISF ratios and to Level of Service (10s) for rural and urban highway sections.
MCPs FOR RURAL HIGHWAY SECTIONS
Examples:
Rural mufti-lane sedion with VISF = 0.15. Points = 40. LOS = A
Rural 2-lane section with VISF = 0.80. Points = 8. LOS = E
Urban section with VfSF = 8.63. Points = 24. LOS = C.
Prioritv Ranking
The HPMSAP enables priority rankings for improvements to be made. Four ranking systems are available. The procedure used for corridor planning ranks improvements by a cost-effectiveness index (CEI). This index is based on an equation that considers the benefns of the improvement, in terms of the composite index and the travel on the facility, relative to the improvement cost. The equation is:
CEI = (IMPCI - UNPCI) IMPYADT SECTION LENGTH 1 COST OF IMPROVEMENT
Where:
CEI = the cost effectiveness index IMPCl- the composite index of the improved section at the end of the analysis period UNPCI = the composite index of the unimproved sedion at the end of the analysis period : IMPYADT= the ADT in the improvement year SECTION LENGTH = the coded length of the section COST OF IMPROVEMENT = the constmction and right-of-way cost of the improvement
This equation uses the difference in the composite indices of the section at the end of the analysis period, with and without improvement, as a measure of the benefit to the section. This benefd is applied to the travel on the section as measured by the ADT and the section length to determine the overall effectiveness of the selected improvement. This value is then divided by the cost of the improvement to determine the cost effectiveness index. The CEI ranking is in descending order- a high CEI value results in a high place in the ranking scheme. ODOT Review Draft - 6/95
Impact Analvsis
The purpose of the impact analysis is to provide for comparison of vehicle performance measures under vari- ous scenarios. These comparisons can be made among the target years for several scenados or between a '. base year and a target year for a particular scenario. The vehicle performance measures used in corridor planning analysis are average overall travel speed (used to calculate travel time), operating costs, and fuel consumption. These vehicle performance measures are estimated by analyzing each highway section and aggregating the results to represent each functional system. Each vehicle type is 'driven' by simulation over the highway section to determine the performance measures for that particular vehicle type on that section.
The simulated vehicle operation is affected by a numbei of factors including horizontal and vertical alignment, pavement condition, and traffic congestion. Vehicle operation is simulated at several different levels of traffic congestion as it varies throughout the day. This is more realistic than using a single VISF ratio to represent the daily cycle of traffic flow conditions. Vehicle fleet characteristics are held constant over the analysis period. The charaderistics affecting speed, fuel consumption, and operating costs are not varied over time.
Traffic Volume Distribution. Ratherthan select a peak hour or average condition for determining the effects of traffic congestion, the model divides the 24-hour day into several discrete time periods, with each having a different level of congestion. ,Vehicle operation is simulated independently for each of these periods to reflect the different degrees of congestion that occur during the day. A maximum of 12 different time periods or congestion levels is used, based on the ADTIcapacity ratio and the facility type. The ADTIcapacity ratio is a measure of the range of congestion levels that occur on a facility. A low ratio indicates that a large portion of the travel on that particular facility occurs during periods of low congestion, while for a facility with a high ratio, the reverse is true.
Vehicle Twe Distribution. The impact analysis is performed for seven vehicle types: small automobile (less than 3,000 Ib.) large automobile (equal to or greater than 3,000 Ib.) pickups and vans truck, single unit, two-axle, six-tire truck, single unit, three-axle or more tmck, combination, four-axle or less truck, combination, five-axle or more
Each type of vehicle has different vehicle performance values. Therefore, to aggregate the performance mea- sures for several vehicle types, it is necessary to know the vehicle type distribution for each functional system. This model uses data obtained through the HPMS Vehicle Classification Case Study. The vehicle distribution is divided into two basic categories, trucks and non trucks, which is determined by the percentage of trucks for each highway section. The number of vehicles indicated by the percent trucks (percent trucks times ADT) is prorated among the various truck types listed above. The remainder of the vehicles are prorated among the three lighter Cehicle types. In this analysis, the tern Yruck" refers to the four heaviest vehicle types. ODOT Review Draft - 6/95
Averaae Overall Travel Soeed. The first speed value determined by the impact model is called the initial running speed. This speed is based on the speed limit, congestion level, development type, number of lanes, average highway speed, and passing sight distance. This initial running speed represents an aggregation of the : cruise modes of the vehicle. It does not include the accelerations, decelerations, or stops; these are added later. A separate initial running speed is determined for.=& of the congestion levels to be analyzed for the highway section.
After the initial running speeds have been determined for eadh congestion level, the speeds are modified to reflect the effect of pavement condition.
Horizontal alignment affects the average overall travel speed if the curvature is restrictively sharp. In this model, a table of safe speeds is used to limit the speed of all vehicle types. The speed restrictions contained in this table are applied to each cunre category, for the length of curvature recorded in the section record.
This model assumes that the average overall travel speeds of passenger cars, pickups, and vans are not significantly affected by grades, but the speeds of trucks are affected. As a truck ascends a positive grade, it gradually slows to a constant speed called the crawl speed. The model calculates the speeds of trucks on grades using table values assuming a linear decrease in speed. It also assumes that truck speeds increase on negative grades at the same rate that they decrease on upgrades.
The speed is further modified to refled delays caused .by traffic congestion and by the type of faciilty. These effects are simulated by means of applying adjustments representing speed change cycles, stop cycles, and idling time. The impad model calculates the time consumed by speed change cycles and stop cycles using equations from the 'Highway Investment Analysis Package' for seven facility types. Like the speed change cycles, idling factors are stratified by seven facility types and tables are used containing these factors.
The following figure illustrates the sequence used in calculating average overall travel speed. SEQUENCE USED IN CALCULATING AVERAGE OVERALLTRAVEL SPEED
INfTLAL SPEED
SPEED ADJUSTED fOR CURMS f SPED ADJVSTED FOR GRADES CTRUCKS WLY)
SPEED ADJUSTED FOR SPEED CHANGE AND STOP CYaE EFFECTS
AVERAGE OVERALL TRAVEL SPEED ODOT Review Draft -- 6/95
Vehicle O~eratinaCosts and Fuel Consum~tion.Both vehicle operating costs and fuel consumption are deter- mined in the same way, by using tables of values for each. Operating costs include the costs of fuel, lubricating oil, tires, maintenance and repairs, and use-related depreciation. Initial values are obtained based on speed ., and grade, and adjustments are made for the effects of curves, speed change and stop cycles, pavement condition, and idling time. The speed used to enter these tables is the initial mnning speed adjusted for cuwa- ture and pavement condition. Additional procedures are applied for truGks that are slowed by grades.
The following figure illustrates the sequence used in calculating vehide operaling msts and fuel consumption.
SEQUENCE USED IN CALCULATING VEHICLE OPERATING COSTS AND FUEL CONSUMPTION
COSTS AND FUEL WEDON GRADE
CMSAND RIEL LSJUGTED+ FOR EFFECTS OF CURVES f COSTS AND FUU ADJUSTED FOR S€ED CHANGE AND STOP CYCLE EFFECTS I
COSrS AND NP ARIVSEO FOR PAVEY ENT CONDmON I
CDSTS AND FUEL ADJVSED FOR DUNG TINE =
FINAL VALUES FOR VEHICLE OPERATING COSTS AND FUEL CONSUMPTION ODOT Review Draft - 6/95
OUTPUT
The HPMSAP produces much information in the fom of summary tables. Only a few of these were used for corridor planning and are described below.
The composite index analysis -specifically the component service O/ISF ratio) index - provides a means of measuring congestion for the base year and for the future year with and without improvements. Following is an example of what this summary table looks like and how this information is translated into congestion levels for use in corridor planning.
In HPMSAP output tabkThese headings appear as Intentate, Principal Artenal, and Mmor Artenal, respectively. ODOT Review Draft -- 6/95
It can be seen from this table that for the multi-lane sections of this example conidor, 11.4% of the mileage is at LOS E or F (high congestion). 6.8% of the mileage is at LOS D (moderate congestion) and the rest of the mileage is at LOS A, B, or C (low congestion). For the 2-lane sections of the comdor, 33.4% of the mileage is 4. highly congested, 41.3% of the mileage is moderately congested, and 25.4% of the mileage has low conges- tion. For "community' sections, 87.5% of the mileage has high congestion and 12.5% of the mileage has moderate congestion. For all sedions, the total rural congestion levels in this example would be 28.7% high congestion, 26.1 % moderate congestion, and 45.2% low congestion. Urban congestion levels would be aggre- gated with these resutts to oMain the total mngestion levels for the base year.
HPMSAP lmoact Analvsis - The HPMSAP impact analysis provides several measures of car and truck performance including highway speed (travel time), operating costs, and fuel consumption, for the base year and for the future year with and without improvements. Following is an example of a summary table and how the information in it is translated into performance measures for use in comdor planning.
INVESTMENTtPERFORMANCE IMPACT ANALYSIS BASE YEAR CONDITIONS ALL AUTOMOBILES, PICKUPS AND VANS 1 HIGHWAY SECTION I AVG. OVERALL 1 OPERATING I FUEL I
TYPE TRAVEL SPEED ' 'COST CONSUMPTION (mph) ' . (dollat-P) (gallons?
RURAL: I MULTI-LANE " 51.7 268.0 112.0 2-LANE " 46.4 228.1 96.2 'COMMUNITY" 38.7 224.2 89.4 URBAN: URBAN" I 18.7 233.3 94.9
Notes: * Per 1,000 vehicle miles " In HPMSAP output tables, these headings appear as Interstate, Principal Arterial, and Minor Arterial, respectively. ODOT Review Draft - 6/95
Assume the following mileage's and DWs(daily vehicle miles traveled): -Miles DVMT (000's) Multi-Lane 5 125 2-Lane 25 250 "Community" 3 45 Urban 2 80
Travel times: Multi-Lane = 5151.7*60 = 5.8 minutes
2-Lane = 25 146.4 '60 = 32.3 minutes
'Community' = 3 1 38.7 60 = 4.7 minutes
Urban = 2118.7'60 = 6.4 minutes
Total travel time for the corridor = 5.8 4 32.3 + 4.7 + 6.4 = 49.2 minutes
Since the operating costs shown in the HPMSAP table do not include the cost of time, this is now added to the results at a rate of $1 0.00 1hour for automobiles, pickups and vans. (Source: Highway Economic Requirements System as cited in National Highway Institute Course # 15257, Estimating the Impacts of Transpoflation Alter- natives.)
Cost of Time in $1 1000 vehicle miles: Muki-lane = 10' 5.8160'12515 = $24.2
'Community" = 10 ' 4.7 1 60 ' 45 I 3 = $11.8
Urban = 10' 6.4160' 8012 = $42.7
The total automobile non-truck operating cost in $1 1000 vehicle miles for this conidor would be:
The total non-truck fuel consumption in gallons / 1000 vehicle miles for this comdor would be: -.
Truck operating costs and fuel consumption would be aggregated with these results to obtain corridor totals for the base year. The hourly rate ioi :hi. value of truck time us= in the calculations was $26.50. This rate was ODOT Review Draft - 6/95
computed from an average value of time for different classes of trucks (from the source cited above) weighted by the percentage of trucks in different classes calculated by averaging percentages at sixteen automatic traffic recorder sites from around the state.
To estimate the cost effediveness of reducing congestion and saving travel time the HPMSAP investment summary table and the HPMSAP section ranking list are used. Following is an example of the HPMSAP output information and it is used for conidor planning. Please note that the actual HPMSAP section rankingtable would contain many more columns of information. Only those columns used in conidor planning are shown for this example.
SECTION RANKING FOR INVESTMENT DOLLARS RURAL 2-LANE' HIGHWAY EXAMPLE SECTION SECTION COST CUMULATIVE RANK ID LENGTH COST
In the HPMSAP table this heeding appears as Pnndpal &te&l. The other hrnctiaral systems - mUltCtanc (rural HersWe), "eanmunitf (Mal minor arterial), and urban (mhn other principal artcnal) tmve the& own section raniang kt - - .- . .- .
The first 5 digits of the ID are the highway number. The last 7 digits are the beginning milepoint of the.sedion in thousandths of a mile. For example, the first section in the example is on highway 999 and begins at milepoint 19.3.
The cost is the cost of the simulated improvement. If no money is available the improvement will not be simulated. If only limited money is available, improvements will be simulated according to the ranking of the sections until all funding is used. A section with a ranking of 1wil1.h improved before a section with a ranking of 4. The ranking used for comdor planning is the cost effectiveness index. All sections would be improved if unlimited funding was available. OEOT Review Draft -- 6/95
The following tables show what the service index (i.e., congestion) and the average speed (travel time) for each functional class would be with no funding and with funding only to improve the top ranked Zlane section ($989,000- see the table above tiled Section Rankina For Investment Dollars). These results are aggregated to obtain a congestion level and travel time for the corridor as a whole.
INVESTMENT SUMMARY BY FUNCTIONAL CLASS 1 ANALYSIS PERIOD: 1997 - 2016 NO IMPROVEMENTS
INVESTMENT SUMMARY BY FUNCTIONAL CLASS 1 ANALYSIS PERIOD: 1997 - 2016 TOP-RANKED IMPROVEMENT 2016 SERVICE INDEX AVERAGE TRAVEL SPEED FUNDING LEVEL (weighted by miles) (mph) ($000~) RURAL: MULTI-LANE 34.1 50.6 $0 2-LANE ' 27.1 49.5 $989 'COMMUNITT2 29.4 30.6 SO URBAN: URBAN' 34.1 1 17.2 $0
NOTES: 1. The actual HPMSAP Investment Summary tables contain many more columns of information. Only those columns used in corridor planning are shown for this example. 2. In the HPMSAP table these heading appear as Interstate, Principal Arterial, Minor Arterial, and Other Principal Arterial, respectively.
The improvements to this section have decreased congestion on 2-lane sections by 1.8 points (27.1 - 25.3) and increased speed by 2.1 mph (49.5 - 47.4). By making funding available to also improve the next ranked 2-lane section ($2.308.000 - see the table above titled Section Ranking For lnvestment Dollars), the Investment Summary table would again show changes in service and speed. This process is continued until all sections for all function:! :!zrss ~eedingirn?roverner.t f',~voSeen funded. In this v:q it can be seen how irn?:o\%ments to a section of road have an impact on the overall congestion and travel time of a corridor. ODOT Review Drafi -- 6/95
Various scenarios were used for corridor planning to analyze highway performance using the HPMSAP. 1996 was chosen as the base year to coordinate the conidor analysis with the development of local transportation system plans which are to be completed by 1996. The 1996 base scenario considers the condition of the . highway as it existed in 1992 and trafic levels projected for 1996. improvements identified in the State Trans- portation lmprovement Program 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.
Five types of improvement scenarios were modeled which illustrate ranges in performance possible for the wmdor given present traffic growth rates.
1996 (Base Year) 2016 lmprovement Case 1 - Simulates eliminating all geometric deficiencies (curves, widths, grades) by the future year. 2016 lmprovement Case 2 - Simulates eliminating all capacity deficiencies by the future year. 2016 lmprovement Case 3 (2016 Build) - Simulates a combination of Cases 1 and 2 -- All geometric and capacity deficiencies are eliminated.
Two management options were simulated for the 2016 no-improvement scenario and forthe 2016 improvement case 3 scenario to estimate the possible effects of future land development on performance. The ITlSdatabase identifies city limits, urban growth boundaries and the general character of the roadside environment (urban, community, rural). The high management alternative assumes that despite changes in land use, the general operating characteristics of the highway will not change. This might be accomplished through judicious land use planning, local road construction and access management. The low management scenario assumes that 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 lower speed zones would be imposed in these areas for safetypurposes (45 mph and 40 mph speed zones would be reduced to 30 mph and 25 mph respectively).
While it is highly unlikely that any of these cases would be realized, the results can be used as a starting point in defining comdor strategy because they define a range of potential effeds.
1996 Existinal and 2016 No lmorovements (No Build) These scenarios use as input the dataset buitt with existing, available information -the 'original" dataset - and zero funding. The output is base year (1996) performance measures and future year (2016) performance measures with no improvements simulated. - ODOT Review Zr& - 6/95
lm~rovementCase 1 (Geometric Imorovements~
Another dataset is built from the 'original' dataset with changes made to correct geometric deficiencies. If shoulder widths or lane widths are below the MTC, they are changed to the design standaid. If horizontal alignment adequacy is below the MTC, straightening of the deficient curves is simulated. If vertical alignment adequacy is below the MTC, another lane is added to simulate a climbing lane. All values are-recalculatedin the dataset.
This new dataset is input to the HPMSAP along with zero funding. The output is future year (2016) performance measures with no improvements simulated by the HPMSAP. lm~rovementCase 2 (Ca~acitvIm~rovements)
This scenario uses as input the 'original' dataset and unlimited funding. The output is future year (2016) performance measures with all improvements simulated by the HPMSAP funded. lm~rovementCase 3 (Geometric and Caoacitv lmoravemen~
Another dataset is built from the "originalmdataset with+changesmade to correct geometric deficiencies on sections that were not capacity deficient as identified in Case 2. All values were recalculated. This new dataset is input to the HPMSAP along with unlimited funding. The output is future year (2016) performance measures with all improvements simulated. ,
Cost Effectiveness
To determine the cost effectiveness of reducing congestion or decreasing travel time, the HPMSAP must be run a number of times. Each time the amount of funding available is changed. This varied funding along with the 'original" dataset is used as input to the HPMSAP. The output is future year (2016) performance measures with only those improvements simulated that have funding. a 1991 OREGON HIGHWAY PLAN a \7Y C TABLE 1 HIGHWAY ACCESS MANAGEMENT CATEGORIES
where financial and social costs of attaining full Category 1: access sontrol would substantially exceed benefits. These highway segments provide for efficient This category includes some of the statewide and safe high speed and high volume traffic facilities. movements, on interstate, interregional, intercity, and some intracity routes in the largest urbanized areas. The segments do not Category 4: provide direct land access. Access control and These highway segments provide for efficient other methods will be used on nearby cross and safe medium to high speed and medium to streets in the area of interchanges to protect the high volume traffic movements, on higher operation of those interchanges. This category function interregional and intercity highway will apply to all interstate highways and other segments. They also may carry significant highways that function like freeways. volumes of longer distance intracity trips. They are appropriate for routes passing through areas which have moderate dependence on the Category 2: highway to serve land access and where the These highway segments provide for efficient and financial and social costs of attaining full access safe high speed and high volume traffic control would substantially exceed benefits. movements, on interstate, interregional, intercity This category includes a small part of the state- and longer distance intracity routes. They should wide facilities and most regional facilities. not provide direct land access. This category is distinguished by highly controlled connections, and medians. Traffic signals should be avoided Category and where they must be installed, their effect on These highway segments provide for efficient and mainline traffic flow should be minimized. Grade safe medium speed and medium to high-volume separations should be considered for high volume traffic movements, on intercity, intracity and inter- aoss streets or other cases where signals are not community routes. There is a reasonable balance appropriate. Some category 2 facilities may be between direct access and mobility needs within this developed into category 1 facilities over time. category. This category includes many of the statewide facilities. - Category 6: These highway segments provide for efficient and Category 3: safe slower to medium speed and low to high- These highway segments provide for efficient and volume traffic movements, on intracity and inter- safe medium to high speed and medium to high community routes. This category will be assigned volume traffic movements, on interregional, intercity only where there is little value in providing for high and longer distance intracity routes. The segments speed travel. Providing for reasonable and safe are appropriate for areas which have some access to abutting property is a major purpose of this dependence on the highway to serve land access and access category.
B-4 OREGON HIGHWAY PLAN
ACCESS MANAGEMENT CLASSIFICATION SYSTEM
Notes:
1) The Level of Importance (LO11 to , those shown to optimize capacity and which the Access Category will gener- safety. ally correspond. In cases where the access category is higher than the 4) Generally, signals should be spaced to Level of Importance calls for, existing minimize delay and disruptions to levels of access control will not be through traffic. Signals may be spaced reduced. at intervals closer than those shown to optimize capacity and safety. The basic intersection design options are as listed. Special treatments may In some instances, signals may need to be considered in other than category be installed. Prior to deciding on a 1. These include partial interchanges, signal, other alternatives should be jughandles, etc. The decision on examined. The design should minimize design should be based on function of the effect of the signal on through the highway, traffic engineering, cost- traffic by establishing spacing to effectiveness and need to protect the optimize progression. Long-range highway. Interchanges must conform plans for the facility should be to the interchange policy. directed at ways to eliminate the need for the signal in the future. . Generally, no signals will be allowed at private access points on statewide 6) Partial median control will allow some and regional highways. If warrants are well-defined and channelized breaks in met, alternatives to signals should be the physical median barrier. These can be investigated, including median allowed between intersections if no dece- closing. Spacing between private rioration of highway operation will result. access points is to be determined by acceleration needs to achieve 70 7) Use of physical median barrier can be percent of facility operating speed. interspersed with segments of Allowed moves and spacing requir- continuous left-turn lane or, if demand ments may be more restrictive than is light, no median at all.
Region 1 District 2@ MT- HOOD HiGHWAY NO. 26 jnaa+ 1 of 4 MAY 1996 PREPARED BY NORTH SCALE o 5 o 1 t.4il-E -,I EXISTING
_I *L
05 0 1 1.5 KILOMETERS -T + .I CONDlTlONS -. KEY TO BOUNDARIES a Urban Growth -, --3 Potential Development C~tyLimrt 8 impact Area b~nkto PDiA par-eel data I KINEL rn@J-F ' 26 I /-I - B B a - 0 0 3 P a 0 ROAD BED 2 z 68 O m Q 11 0 z LANES BY DIRECTION w 1 CEEmR LANE EB $ 2 2 p Gm 5" hGf3rn SHOULDERS -m zag;": +zs i! i - E : $ 3z ih -" m3Y1 2 n: g: $5 e I Svl m 3 +m6% ?& Z gz ;Q sz : ,,t a -.: :6 gz C PAVEMENT c 0 rc - ---bocg -- w m mu, 3& a'? 0 3 CONDITION UI - - MLOF SERVICE - s.-s STRUCTURE CONDITION ACCIDENT LOCATIONS 4 3 N NIS, m2! m ", cmm ,-", ADT (1993) -- % Z 2 2; fi: 9 '4L9c rn.m mmm mm In m m vrm mu, ~n mmm mm DEPICTS JUNE 1996 DATA SET P MT. HOOD NATIONAL FOREST LANES BY DIRECTION WE CENTER LANE EB SHOULDERS~ CATEGORY STRUCTURE I A I CONDITION 96.0 NO ACCIDENT LOCATIONS I k3 6 6 6 6.. 6 6 *,I ADT (1983) I I I Region 1 District 2C MT. HOOD HIGHWAY NO. 26 snee+ 2 oi 4 MAY 1996 PREPARED BY wm mmir, -m m U1 0-(9omm mm om m " " 5 N vt- 11 5" rr m r "?? I:mDlq % '4 22 q :; " 00 ------N nqriciP r cmm 5 U! h.19 ;:a aN '9NO m (9 LO iosn ma yl o UIiD(9il)mo 10- mw 2 "3 (9- ID U1 -10 U1 a d 22 t-CNN N CN r- rn"C l- 8 2 I C0 2 MT. HOOD NATIONAL -- FOREST DEPICTS JUNE 1996 DATA SET 4 STRUCTURE A b 1 A CONDITION 81.1 ND 85.6 ND 76.2 ND 21 2 ' ACCIDEM LOCATIONS~? - 0-•2 ** ** ** 'g;~ & 1 f I *I ADT(1593) ------,-_iL------. ------I------T ------I-- -- - I I RINTED BY mead FROM [1295418279] mp6750a Friday June 14 1996 (cp-or3jb.m) M.P. ao.oo to M.P. 83.00 M.P. 85.00 :o M.P. 83.00 0.97 Miles 0.73 Miies MT. d00D NATIONAL FOREST 8 mU) ------+ MT. HOOD 8 ,A,?. a4.95 'IUNTED BY mead FROM r12954182791 mn675fla Fndnv hlne 14 1996 icn or35c.m) Region 1 District 2C MT. HOOD HIGHWAY NO. 26 sneat 4 of 1 MAY 1996 / 0-2 a o o o o o 9 oeoeo o - ENLARGEMENT 12 times) State St. Coscaae Sve. Front ST. ---a/s I DEPICTS APRIL 1996 DATA SET /Is HOOD RIVER - I LANES BY DIRECTION - S~OULDERS~ Hood River Hwy (281 6 .. v"z-l -J )-A- -. . ---- L-b.cLAL2 p 6 *- r 4 'RINTED BY mead FROM [I2954182791 rno6750a Fridav June 14 1996 ICDor3jd.m) EXISTING COND CORRIDOR MAP LEGEND FEDERAL FOR FURTHER INFORMATION 1 I REGARDING FEDERAL FUNCTIONAL-- 1 CU\SSIFICATION CLASSIFICATION, CONTACT SIGNALIZED INTERSECTION STATE OTHER I THE 0 D 0 L REGION OFFICE I - INTERSTATE PRlNClPAl ARTERIAL 111-. MINOR ARTERIAL PAVEMENT CONDITIONS -..- - URBAN COLLECTOR / RURAL MAJOR COLLECTOR ------VERY GOOD -- - iUNCTiONAiLY CUSSED -- -- GOOD ROAD WITHIN FEDERAL 41D L~RWPPlBBrjUDAR\c ------.'A1 ------R 'MlN(?P -OLLE.T_T'"JR --a>m POOR -- - - LOCAL VERY POOR LEVEL OF SERVICE ... "..I ...., "C" OR BERER "D" "En- "I=" STRUCTURE CONDITION 1 SB = SPRUCTCiMiLY DEFICIENT FO = FUNCTIONALLY OBSOLETE CEHTER tdti\iE INFO ND = NOT DEFICIENT NA = NOT APPLICABLE P LEFT TURN LAFIE - --*" -- CONTINUOUS LEFT TURN UNE PAINTED MEDIAN ACCIDENT LOCATIONS av MILEPOINT (1992-94) -1_1__ NON-TRAVERSABLE RAEDMN ACCIDENTS -----DOES NOT APPLY- A SPlS SITES TOP 10% 1992-94 PAVED ADT (1993) SHOULDER MADTHS SIDEWALKS - 0- 1,499 OVER 6' OVER 6' - 1,500- 2,999 -- 3,000 - 4,999 4' - 6' 4' - 6' -=- -=- 5,000 - 9,998 UNDER 4' UNDER 4' 10,000 - 19,999 20,000 - 45,000 - OVER 45.000 Region 1 District 2@ MT. HOOD HIGHWAY NO. 26 sp,,+ i ,i d MAY 1996 PREPARED BY NORTH I SCALE 0.5 0 1 MILE Cnt... ' ',,SF EXISTING 0.5 0 0.5 1 1.5 KlLOMEERS , .$; 3% -,i> CONDITIONS - ,< ST=.. .-,* < KEY TO BOUNDARIES - - Urban Growth A-Potential Development C1t-y Limit Impact Area Link to PDlA parcel data I 3 3 3 3 ROAD BED 2 e k ew 11 LANES BY DlRECnON 1 WB CENTER LANE EB PAVEMENT CONDITION -- LEVEL OF SERVlCE = = ..me STRUCTURECONDITION I ACCIDENT LOCATlONS ADT (1993) 8 DEPICTS JUNE 1996 DATA SET YATIONAL I Mi, HOOD ;OREST 1 1 1 LANES BY DIRECTION I WB 11 2 2 CENTER LANE EB SHOULDERS PAVEMENT CONDITION LEVEL OF SERVICE ...... STRUCTURE A CONDmON 95.0 ND , ACCIDENT LOCATIONS !3 **. 4) ADT (1983) \ -.df>> - I, I / I 1 -- I -/ S: ------_ ------..__....__..__..___...--... U.P 80.00 to M.P. 83 00 e 4 M.P 85.00 to M.P 89 00 0 Uiles 97 0 -3 Miles I I I - MT. HOOD NATIONAL FOREST -----a41 / DEPICTS APRIL 1996 DATA SET LANES BY DlRECllON NB CENTER LANE SB ACCIDEKT LOCATIONS 'RINTED BY mead FROM r12954182791 mnh75Oa Fridnv June 14 1996 icn or35c.m) Region 4 District 2C MB. HOOD HIGHWAY NO. 26 she,i 2 ,. 4 I I PREPARED BY MAY 1996 0 LO MT. e HOOD UA-IONAL --- FOREST - - I DEPICTS JUNE 1996 DATA SET LANES BY DlRECllON PAVEMENT CONDITION ===--=-=-====------= --===--==- --I==-=--3=L===-==E==--_ MLOF SERVlCE - - - - = ...... ACCIDEM LOCATIONS RINTED BY mead FROM [I2954182791 mp6750a Friday June 14 1996 (cp-or35b.m) Appendix 6 RELEVANT PLANS AND POLICIES RELEVANT PLANS AND STUDIES Improvements recommended in the corridor strategy and the TSPs will need to take into account relevant previous plans or projects and can gain valuable information from their findings. This section of the plan summarizes the major findings of recent plans and studies conducted in or impacting the study area. Existing plans and studies provided policy guidance and background information for the corridor planning process. These documents can be broken into four categories: federal and statewide plans and studies, OR 35 Corridor Specific Studies, jurisdictional specific studies, and related plans. 1.2 PLANSAND STUDIESEFFECTING ALL JURISDICTIONS IN HOODRIVER Com 1.2.1. Federal and Statewide Plans and Studies 1.2.1.1 ISTEA (The Intermodal Su face Transportation Eficiency Act) 1991 This federal legislation sets forth the federal highway funding eligibility requirements. It mandates consistency between state, regional, and local transportation improvement plans; and requires that local plans include only projects with identified funding sources. ISTEA requires the planning process to include: cooperation with all interested and affected parties; data collection, analysis, and development of various management systems; consideration of various factors designed to enhance the performance of the system; consideration of the transportation options available to meet transportation needs, including all modes and their connections; and development of the Statewide Transportation lmprovement Program (STIP). 1.2.1.2 1996-1998 Preliminary Statewide Transportation Improvement Program (STIP) June, 1995 The Statewide Transportation lmprovement Program (STIP) fulfills the requirements of ISTEA and the TPR by providing a staged, statewide, intermodal program of transportation projects. The STIP is not a planning document, rather it is a project prioritization and scheduling document developed through various planning processes with local and regional agencies and transportation agencies. Projects listed in the document receive priority funding by the Oregon Department of Transportation (ODOT). There are ten projects listed for Hood River County in 1995 STIP. ODOT intends to implement these projects in the timeline identified in the document. However, some projects may be delayed due to future funding limitations or be replaced by more effective solutions to transportation problems. 1.2.1.3 ?;be Oregon Transportation Plan (2991) The Oregon Transpottation Plan (OTP), the state's long range plan for its future multimodal transportation system, was completed and adopted by the Oregon Transportation Commission in September 1992. It identifies how the state will meet the transportation and land use requirements of the Oregon Statewide Planning Goals and ISTEA. It lays out planning and performance guidelines to help ensure that city and county plans are consistent with the state plan. (The Transportation Planning Rule requires that local plans be consistent with the OTP.) The OTP establishes standards for each mode of travel and minimum levels of service. Standard applying to Hood River County include: Local public transit services and elderly and disadvantaged service providers should regularly connect with intercity passenger service. Intercity passenger service should be available for an incorporated city or groups of cities within five miles of one another having a combined population of over 2,500, and located 20 miles or more from the nearest Oregon city with a larger population and economy. Service should include a round trip made within a day. a Air service connections between Portland, or other West Coast hubs, and other areas of Oregon should be provided whenever commercially viable. Open access should be provided to and from all railroad facilities and to major ports. Bicycle and pedestrian networks should be developed and promoted in all urban areas to provide safe, direct and convenient access to all major employment, shopping, educational and recreational destinations in a manner that would double person trips by bicycle and walking. Secure and convenient bicycle storage available to the public should be provided at all major employment and shopping centers, park and ride lots, passenger terminals and recreation destinations. 1.2.1.4 1991 Oregon Highway Plan The Oregon Highway Plan (OHP) is one of the modal elements of the Oregon Transportation Plan. It outlines the current status of the highway system and standards for modernization, preservation, maintenance, bridge operations, and other programs. The plan projects growth trends and provides a vision for the future with policies and strategies to meet that vision. It also outlines specific policies to meet transportation needs including Level of Importance (LO!), Access Management, Access Oregon Highways (AOH), and Truck Load Restrictions, as well as revenue requirements to meet needs from 1991-201 0. Inventory The OTP identifies several transportation facilities of significance in Hood River County. lnterstate 84 is classified as an interstate highway level of importance (LOI) and OR 35 is classified as a statewide highway LOI. As defined in the OHP, the function of an interstate highway is "to provide for safe and efficient high-speed continuous-flow operation in urban and rural areas," while the function of statewide highways is "to provide connections and links to larger urban areas, ports, and major recreation areas that are not directly served by interstate highways." Because OR 35 is a road of statewide significance, ODOT expects traffic on it to move efficiently. Therefore, the OHP establishes an operating level of service (LOS) of C for the section of the highway running through Hood River and an LOS of B for the rural section of the highway. This means that traffic on OR 35 through downtown Hood River should operate with no more than a moderate level of congestion at peak hours, and the rural portion of the highway should operate with less congestion, with stable traffic flows and slight delays. lnterstate 84 is expected to operate at LOS C within urban and urbanizing areas and LOS B in rural areas (outside of urban growth boundaries and rural development centers). OR 35 is an Access Oregon Highway (AOH). The AOH system was designed to establish a logical and effective system of highways linking major economic and geographic activity centers to each other, to other high level highways, to ports, and to other states. The AOH system, and thus OR 35, receives top priority for funding for improvements. Access Management The Oregon Highway Plan establishes a policy for access management on the highway system. The Corridor Plans will decide the amount of access management appropriate for OR 35 and Interstate 84 based on these policies and local plans and projections. lS2.la5 The Transportation Planning Ruk The Transportation Planning Rule (TPR) is implementing legislation for Goal 12. It was developed by the Oregon Land Conservation and Development Commission (LCDC) and the Oregon Department of Transportation (ODOT), and was adopted in 1991. The Transportation Planning Rule requires that cities, counties, metropolitan planning organizations, and state agencies prepare and adopt Transportation System Plans. A Transportation System Plan is "a plan for one or more facility that is planned, developed, operated, and maintained in a coordinated manner to supply continuity of movement between modes, and within and between geographic and jurisdictional areas." The goal of the rule is to encourage a multimodal transportation network throughout the state that will reduce reliance on the automobile and ensure that local, state, and regional transportation systems "support a pattern of travel and land use in urban areas which will avoid the air pollution, traffic and livability problems faced by other areas of the country." Transportation Planning Rule Requirements TPR requirements vary based on population size and geographic location of each jurisdiction. The County of Hood River is responsible for creating a regional transportation plan for the area that is consistent with adopted elements of the State Transportation Plan. While the City of Hood River is required to create a Transportation System Plan as part of its comprehensive plan that is consistent with the County's Regional Transportation System Plan. Both the County and the City of Hood River fall into the jurisdictional category of urban areas with a population between 2,500 and 25,000 that are located outside of a major urban area. Therefore, following six plan elements are required for both the County and the City of Hood River to satisfy the TPR. 1. A determination of transportation needs 2. A street system plan for a network of arterial and collector roadways 3. A public transportation plan 4. A bicycle and pedestrian plan 5. An air, rail, water and pipeline plan ' 6. Policies and land use regulations for implementing the Transportation System Plan 7. A transportation financing program Because Cascade Locks has a population of less than 2,500, its Transportation System Plan is required to include the first six elements only. It does not need to contain a transportation financing program. The TPR states that it is not its intent to cause duplication or to supplant existing applicable transportation plans and programs. The jurisdictions may incorporate existing plans in their Transportation System Plans to some or all of the rules' requirements. 1.2.1.6 Oregon Benchmarks The State of Oregon has set up standards of progress to measure how well it is attaining its goals of developing an outstanding quality of life; exceptional people; and a diverse, robust economy. Each of the benchmarks listed have a goal that is to be attained by the year 2010. A number of these benchmarks affect transportation. The urban mobility benchmark sets the goal of increasing the percentage of Oregonians commuting during peak hours by other means than single occupancy automobiles to 60 percent. The air quality benchmark is measured by the percentage of Oregonians living where the air meets government ambient air quality standards. Its goal is for 100 percent of the population to live where the air meets these standards. Livability benchmarks call for the percent of Oregonians commuting (one-way) between work and home within 30 minutes to increase to 88 percent, the percent of limited access highways in urban areas not heavily congested during peak hours to increase to 60 percent, and the transit hours per capita per year in metropolitan areas to increase to 1.7 hours. Also, economic prosperity benchmarks pertaining to Hood River County call for the percentage of Access Oregon Highways handling traffic at a steady 55 mile-per-hour rate to increase to 30 percent; the percentage of Oregonians living within 50 miles of an airport with daily scheduled air passenger service to increase to 75 percent; and the backlog of city, county, and state roads and bridges in need of repair and preservation to be reduced to five percent. 1.2.1.7 Oregon Bicycle and Pedestrian Plan (June 1995) The Oregon Bicycle and Pedestrian Plan is an element of the Oregon Transportation Plan which requires that all modes of transportation be addressed. It provides direction for establishing good facilities on state, county, and city transportation systems. The plan is divided into two sections. Section One establishes policies and implementation strategies, while Section Two presents design, maintenance, and safety information. The plan envisions Oregon developing "a transportation system where walking and bicycling are safe and convenient transportation modes for urban trips." Its primary goal is "To provide safe, accessible and convenient bicycling and walking facilities and to support and encourage increased levels of bicycling and walking." 1.2.1.8 Oregon Rail Passenger Policy and Plan 1992 The Oregon Rail Passenger Policy and Plan (ORPP) is a comprehensive long-range plan for rail passenger service prepared in coordination with the Oregon Transportation Plan (OTP). The ORPP provides detailed strategies for the rail passenger mode and policies based upon OTP rail policies. The ORPP was created to meet the requirements of Senate Bill 763 which states that ODOT "shall develop and maintain a state transportation policy for railroad passenger service and a comprehensive, long range plan for railroad passenger service...". It is the policy of the State of Oregon to support intercity rail passenger service as part of a balanced transportation system. According to the ORPP, the rail passenger system "shall operate efficiently, be reliable, provide access to all potential users, and comply with state environmental and land use standards." It will also have convenient connections with all other modes of transportation. The ORPP specifies the UP mainline, which runs along the Columbia Gorge through Hood River County, as a corridor of statewide significance warranting further study. This is because it contains cities with populations greater than 2,500 (including Hood River). According to the Multimodal System Element of the OTP, cities with populations over 2,500 are required to have at least one round trip daily to the nearest city of higher importance. 1.2.1.9 Oregon Transportation Safety Action Plan 1995 The Oregon Transportation Safety Action Plan (OTSAP) was developed as the safety element of the Oregon Transportation Plan and is considered part of the Statewide Transportation Plan. It is one of several modal or multimodal plans called for in the OTP that defines in greater detail, system improvements, legislative needs and financial needs. The OTSAP lists 70 actions that could be taken to improve Oregon transportation safety. Of these eleven key actions were identified to reduce transportation-related deaths and injuries. These key actions are intended to be implemented by the year 2000. 1.2.1.10 State of Oregon Continuous Aviation System Plan DRAFT The Draft Oregon Continuous Aviation System Plan when adopted in its final form will be part of the Statewide Transportation Plan. It outlines the roles of Oregon's system airports and evaluates their adequacy to meet the State's economic, development needs. The Hood River County airports discussed in the Plan were the Hood River Airport and the Cascade Locks State Airport. The roles for these airports are reflected in the Level of Significance assigned to them. Hood River Airport is a Level 3 Airport. Its main role is community access, local support, and economic development. Level 3 airports are part of NPlAS (National Plan of Integrated Airport Systems), are public-use, and have a paved runwayltakeoff and landing area and limited passenger and pilot facilities. They also have limited land for expansion both on and adjacent to the airport, provide access from geographically remote areas, or function as a reliever to a primary, commercial, air service airport. The Cascade Locks State Airport is a Level 4 airport. Level 4 airports support the system through community, remote, emergency, and US government access; accommodate agricultural business, recreationltourism, or commercial aviation-related businesses, or support the Portland Metropolitan Area Airport System; and are non-NPIAS, and public-use. The Plan identifies the key industry for a region of the state and then evaluates whether the airport facilities in that region are sufficient to support the industry. Hood River County's key industry is tourism. Tourism is ideally supported by a system of both commercial service and general aviation airports which provide facilities for both scheduled service and private aircraft. Neither the Hood River Airport nor the Cascade Locks State Airport provide the facilities and service required to contribute to the economic development of tourism. The Draft Plan, therefore, calls for the Hood River Airport to be upgraded to meet at least the second-tier economic development airport requirements. To do so, the airport must develop an instrument approach and a longer runway, upgrade its lighting (adding medium intensity runway lights and runway end identifier lights), and improve its weather reporting capabilities. The Oregon Continuous Aviation System Plan also projects the level of operations for each state system airport. It envisions Hood River Airport operations increasing from 13,700 per year in 1994, to 17,130 per year in 2014. Even with the increase, Hood River Airport would remain at a Level 3 significance. It also projects constant activity for the Cascade Locks State Airport with operations remaining at 1,100 per year through 2014, and the airport maintaining a Level 4 significance. 1.2.1.11 Old Columbia River Highway Master Plan The Master Plan for the Historic Columbia River Highway provides direction for the rehabilitation of the highway and the construction of connection trails along the abandoned sections. The Historic Columbia River Highway, constructed in 1916, originally ran from Portland ,to The Dalles. Much of the original highway in Hood River County was destroyed when Interstate 84 and the watergrade freeway were built. Many short, discontinuous segments still remain parallel to 1-84 in various stages of disrepair. The Historic Columbia River Highway (HCRH) exists as a city streets through Cascade Locks and Hood River. In Cascade Locks it is Wa-Na-Pa and Forest Lane Roads, and in Hood River it is portions of Cascade Drive, Oak Street, Front Street, and 1st Avenue. The only long, contiguous segment of HRCH in the county is east of Hood River connecting OR 35 to Mosier. However, the Mosier Twin Tunnels on this segment have been barricaded making passage impossible. This and other portions of the highway have high recreational potential and are slated for development of hiking, biking, and wheelchair trails. 1.2.1 .I2 Management Plan for the Columbia River Gorge National Scenic Area The Management Plan for the Columbia River Gorge National Scenic Area was written to ensure that land within the Scenic Area is used consistently with the purposes and standards of the Columbia River Gorge National Scenic Area Act. The Act divides the gorge into three distinct categories: Special Management Area (SMA), General Management Area (GMA), and Urban Areas. The land within the SMA and GMA are managed to maintain the viewshed. Urban Areas (including Cascade Locks and Hood River) are exempt from Scenic Area requirements. The majority of gorge land in Hood River County is SMA sand. The plan calls for transportation facilities in the SMA and GMA "to meet the needs of the traveling public and to implement the recreation development plan and land use designations while protecting scenic, cultural, recreation, and natural resources". A goal for the GMA is that the portions of 1-84 and OR 35 within the Scenic Area be designated as scenic travel corridors and that resources within the corridors to be protected and enhanced. The plan encourages ODOT to improve the visual quality of scenic travel corridors through the use of color, native vegetation in rights-of-way, and reduction of sign clutter. Also, Railroads and utility companies are encouraged to use colors that are visually subordinate on existing equipment, and to place signal wires and powerlines underground where such features are visually dominant and detract from the visual quality of scenic travel corridors. 1.2.1.13 Intelligent Transportation System (ITS) Study (1-84 Portland to Boise) The Federal Highway Administration, Oregon, Washington, Idaho Department is currently working on a study to determine how the use of Intelligent Transportation System (ITS) technology could improve service in the Interstate 84 corridor from Portland to Boise. The study will evaluate the benefits of using available technologies like electronic traffic signs to alert drivers to accidents, road closures, and adverse weather conditions on the highway. It will also look at transportation on a corridor basis including alternate highways (SR 14 in Washington) the Columbia River and both railroads (Union Pacific and Burlington Northern). 1.2.2 OR 35 Corridor-Specific Studies 1.2.2.1 Mt. Hood Meadows Ski Area Final Environmental Impact Statement The Final Environmental Impact Statement (FEIS) was written to disclose the environmental consequences of implementing a proposed Master Plan and alternatives to the proposed Plan, and to respond to comments received on the Draft Environmental Impact Statement (DEIS). The FEIS evaluates the resulting impacts of three alternatives on the physical, biological, and human environments. In doing so, it describes many of the current characteristics of the area. It also describes mitigation measures that can be taken to alleviate impacts from the alternatives considered. 6.2.2.2 Mt. Hood Meadows Access Road Project Location Report This report outlines three alternatives for improving the access road to Mt. Hood Meadows (MHM) Ski area. The first alternative is the no action scenario. The second alternative addresses existing safety problems, and the third alternative addresses safety and capacity concerns. The second and third alternatives involve rebuilding a portion of the access road to within about one mile of the intersection with OR 35. The MHM access road intersects with OR 35 near Bennett Pass Sno-Park on the southeast slopes of Mt. Hood. The report describes the possible impacts of improvements to the access road on OR 35's right-of-way, utilities, natural resources, visual resources, and sociocultural resources. 1.2.2.3 State Highway 35 Viewshed Management Guide State Highway 35 is considered part of the "Mount Hood Loop" road system, which also includes Highway 26 and Interstate 84 in the Columbia River Gorge. The Mount Hood Loop is one of the most popular scenic drives in the state, and the OR 35 Viewshed has national, state and local significance. Therefore, the State Highway 35 Viewshed Management Guide was written to guide landscape management of the National Forest System lands within the viewshed of OR 35 from the Parkdale Ranger Station south to Bennett Pass. The document was intended as a resource for analyzing activities within the viewshed. It outlines existing conditions in the viewshed, the desired visual condition for the viewshed, general guidelines for all activities within the viewshed, and visual quality objectives and guidelines for specific areas within the viewshed. 1.2.2.4 East Fork Hood River Watershed Analysis This document analyzes the East Fork Hood River Watershed as is required by the Record of Decision for Amendments to Forest Service and Bureau of Land Management Planning Documents Within the Range of the Northern Spotted Owl. It provides an overview of the condition of the watershed including geology, soils, climate, vegetation, water, fish and wildlife. It also covers recreational, historic, and cultural resources, and human impacts. More than half of OR 35 runs through the East Fork Hood River Watershed. 1.3 PLANSFOR HOODRIVER COUNTY 1.3.1 Hood River County Comprehensive Plan The Hood River County Comprehensive plan consists of five elements: the County Policy Document, the Comprehensive Plan Map, the Zoning Map and Zoning and Subdivision Ordinances, the Background Report, and the Exceptions Document. 1.3.2 County Policy Document (1991) This is a statement of public policy, goals, strategies, and land use designations and standards. Goal 12, Transportation, is: "To provide a safe, convenient, and economic transportation system which is in harmony with the County's land uses" and "a balanced transportation system to serve area needs." There are 33 policies and 29 strategies to implement this goal. Many of the policies and strategies are very specific. For example, Strategy 23 states that "a shoulder wide enough to safely accommodate bicycles (Class Ill bikeway) should be provided on State Highways 34, 281, and 281 throughout their lengths." 1.3.3 Background Report (Amended August 1986) The report contains an inventory and analysis for each County goal. The substantial background information it provides is the basis for the Policy Document, the plan and zoning delineations, and the zoning and subdivision ordinance text. 1.3.4 Zoning Map (1995) and Zoning and Subdivision Ordinances (1989), The Comprehensive Plan Map (1984), and the Exceptions Document (1 984) The Comprehensive Plan Map implements the County Policy Document by delineating the land-use designations intended for the planning period (year 2000) on a plan map. The zoning maps and ordinances implement in detail the Comprehensive Plan Map. The zoning map gives zoning designation for specific parcels, while the ordinance provides standards and criteria for land use and development within the zones. The Exceptions Document presents data explaining why specific areas that would otherwise be designated farm or forest land are either built out and committed to or allowed to develop with residential, commercial, or industrial uses. 1.3.5 Hood River County Draft Bicycle Plan (Summer 1990) The Draft Hood River County Bicycle Plan inventories existing bicycle facilities; provides data from a questionnaire on type, number, and, attitude of riders, and the amount of use of facilities; proposes future facilities; and presents guiding policies for bicycle facility planning. The four guiding policies in the Plan are: 1. The Hood River County Department of Public Works, Engineering Section shall coordinate and facilitate the planning of proposed bicycle facilities to ensure concordance. 2. Hood River County, shall within its means, accommodate and balance the needs of all bicyclists including, utilitarian, recreational, and mountain bike users. 3. When conditions dictate, emphasis on selection of a bikeway facility will be directed towards the existing county roadway system. 4. Priority of selected routes considered are subject to revenue resources, expected use and safety factors. 1.3.6 Hood River County Westside Area North-South Feasibility Study June 1982 The Hood River County Westside Area North-South Feasibility Study evaluated the transportation system in the western portion of the county, made population and employment forecasts, made travel forecasts from demographic forecasts, analyzed alternatives for dealing with growing congestion, and recommended improvements. This study documented the significant constraints on north-south travel in the westside of the county. The current awkward and disjointed highway system impedes travel and is incapable of serving the study's projected increase in north-south trips. Efforts to improve connectivity are complicated by the region's steep slope running east and west, the mismatching of north-south streets, and the limitations on expansion to the north and east due to the Columbia River and the Hood River. The study identified five alternatives to address the current and projected transportation problems. A "no build" alternative and four alignments for a north-south route were evaluated including: a Western Corridor Alignment, an Eastern Corridor Alignment, and two Central Corridor Alignments (Section Line and Rand Road Alignments). The recommended alternative was the Eastern Corridor, because it resulted in the fewest lane miles of congested roadway, posted the highest travel volumes, and received ratings of "excellent: or "good" for all but one criteria. The study also recommended that the Section Line Alignment be implemented later (in the year 2000 time frame). implementing the recommended improvements was suggested in stages. From 1985-1990 the County and City would develop the Eastern Corridor - Tucker Road Alignment as four travel lanes between Oak StreetlCascade Avenue and Windmaster Corner, preserving right-of-way for the Section Line Alignment, and acquire Section Line Alignment right-of-way through developer easements. In 1990, the jurisdictions would develop a third lane (median left turn lane) on Oak Street from 13th Street to Second Street, remove parking and develop four travel lanes on Second Street, expand the Second Street interchange to four travel lanes and make the necessary ramp modifications, and extend Belmont west to Frankton Road as a two- lane facility. In 2000, the jurisdictions would develop a third lane (median left turn lane) on Oak StreeUCascade Avenue from 13th Street to the west I- 84 interchange and implement the Section Line Alignment. At this time, the only recommendations from this list that have been completely implemented are the expansion of the Second Street interchange to four travel lanes and making the accompanying ramp modifications. Recommendations that have been partially implemented, are the median turn lane on Oak Street and acquisition of Section Line right-of-way. Two turn lanes at 13th and Oak and 2nd and Oak have been developed. However, the continuous third lane (turn lane) recommended has not been constructed. Also, the City has been acquiring some of the Section Line Alignment right-of-way as the area is developed. 1.3.7 Hood River County Road Standards (1985) The County has written standards for eleven street types: driveways, local roads (rural), collector roads (rural); arterial roads (rural), residential roads (rural), residential roads (urban), commercial/industriaI roads, cul-de-sacs (rural), cul-de-sacs (urban), forestlrecreation access roads, and county/public or county forest roads. Table - shows design standards for nine of the street classifications. Street Design Standards Street Right-of-way Travel Lanes Sidewalks Shoulder Classification width (# - Width) Local Road 60 ft (50*) 2 lanes, 11 ft None 3 ft , unpaved Rural Collector 60 ft 2 lanes, 11 or None 3 ft , Road 12 ft unpaved Rural Arterial Road 80 ft 2 lanes, 11 or None 6 ft, 12 ft unpaved Rural Residential 30 W*, 50 2 lanes, 12 None None Road ft*** ft** Rural 16 W" Residential 60 ft 2 lanes, 15 ft 5 ft None Road Urban Commercial1 80 ft 2 lanes, 20 ft 8 ft None Industrial Road Driveway None 2 lanes, 6 to None None 24 ft Private Cul-de-sac 50 ft radius 2 lanes, II ft None 3 ft at Rural turn around Cul-de-sac 50 ft radius 2 lanes, I5ft 5 ft None at Urban turn around * Allowed if road is less than 1320 ft long and serving 10 or fewer dwellings ** If serving 4 or less dwellings *** If serving 5 to 10 dwellings The two types of streets not addressed in the table have unusual standards. Streets classified as forestlrecreation access roads are required to be 20 feet wide with a minimum 50 foot right-of-way. Public or county forest roads must be a minimum of 12 feet wide with turnout constructed at least every 1000 feet. Also, curves in these streets with sight distance restricted to less than 300 feet must be widened to at least 20 feet. Neither classification requires a shoulder. The County mandates that all roads have geometric designs conforming to AASHTO standards for the anticipated traffic and classification of the road and structural and drainage designs based on accepted engineering practice. 1.4 PLANSFOR THE CITY OF HOODRIVER 1.4.1 Waterfront Master Plan (Not adopted by City yet) The Port of Hood River Waterfront Master Plan is in the process of being reviewed and adopted by the City of Hood River. This plan wiii encompass the use of the Port's large waterfront holdings. The Plan is based on the Waterfront Advisssy Committee" vision of waterfront area that: 1. Provides significant economic opportunities and contributes positively to the local and regional economy. 2. Compliments and is compatible with existing community character. 3. Creates strong linkages with downtown Hood River and enhances its vitality. 4. Provides for generous public access to shoreline, as well as recreational and cultural amenities for residents and visitors. 5. Exemplifies attractive multi-use developments with an emphasis on quality design, aesthetics, and a pedestrian scale. 6. Balances development with provisions for public green spaces. 7. Promotes bicycle and pedestrian use, as well as multimodal transportation linkages. 8. Is vital and active all year. 9. Becomes a point of community use and pride. The plan contains development standards for floor area ratios, building heights, building setbacks, orientation of building lines and entrances, facade treatment, streetscaping (i.e. lighting, signs, pedestrian furniture, trees), parking, storage, signs, building materials, loading areas, landscaping, and pedestrian access. There are also specific guidelines for houseboats and bikepaths. All development of the site will be subject to architectural review. The unique developments identified on the Master Plan Map have special development standards. The future Plaza Park Blocks are intended to embody a pedestrian friendly environment that can act as an all-season gathering space. The Hook is to provide a bike and pedestrian path and a passive recreational area with development limited to windsurfing schools and their associated storage, restrooms, and limited vendor concessions. West Portway Park development is intended to provide greenspace, shelter, seating, pathways; and parking for park users. There is no one land use type planned for the waterfront with intended land uses varying from parcel 40 parcel. (For example, Parcels 1 and 2 are intended t~ contain a motel, while Parcel 9 is intended to house a convention center.) 1.4.2 Hood River Airport Master Plan 1990-2010 (July 1993) The Hood River Airport Master Plan was written to determine Hood River Airport's needs and to identify methods to implement airport-related programs for the planning period 1990-2010. The Plan consists of an inventory of the airport's facilities and local demography, a forecast of aviation demand, an inventory of the airport's facility requirements, an evaluation of current environmental conditions and environmental impacts of implementing the Master Plan, existing and future airport layout plans, airport land use plans, and a financial plan. The Hood River Airport is owned and operated by the Port of Hood River and is the only publicly owned air facility in the county. Located two miles southwest of the City of Hood River adjacent to Tucker RoadIHighway 281, its service area includes all of Hood River County. The Airport Master Plan calls for improvements in order to meet forecasted increases in demand for air service resulting from population and tourismlrecreation growth in Hood River County. The Plan recommends an extension to the runway and taxiway to increase approachability. This would entail relocation, closure, or depression, of Orchard Road and the eventual acquisition of approximately 103 acres of land. The plan also advocates relocating the fixed base operator terminal area to the north side of the runway; and developing a new airport access road, an auto parking lot, and a public rest area. It also calls for adding 72 new T-hangar units and fencing in the active aircraft operating areas. 1.4.3 The City of Hood River Comprehensive Plan (Updated 3/94) The Comprehensive Plan is the guiding document for all land use decisions in the City of Hood River. The Plan, along with the Plan Map, delineates the future zoning planned for the city as areas are urbanized and annexed into the City through the year 2000. There are 14 subject sections in the Plan with goals, policies, and strategies to meet the goals. Goal 12 of the Comprehensive Plan is Transportation: "To provide and encourage a safe, convenient and economic transportation system, realizing maximum mobility for the citizens of the community." The fourteen policies to promote Goal 12 deal with the need to provide infrastructure for alternative modes to the automobile; improve connections (between modes and roadways); extend and improve the existing roadways; limit access onto arterial roads; develop adequate capacity for high growth, dense, and industrial areas; minimize the adverse effects of transportation on air and water quality; encourage safety; and work with State, County, and other agencies in developing policies and plans. Specific Transportation Implementation Strategies applicable to the Transportation System Plan include: (I) bicycle paths and pedestrian walkways, including a route which will connect to the Columbia Gorge Trail, shall be constructed when lands and funds become available; (2) road improvement and maintenance will continue; (3) the needs of the transportation disadvantaged shall be taken into consideration when developing new transportation modes; (4) the alternative north-south route recommended for the CountyMlestside area in the consultants' study of May, 1982, will be taken into consideration when developing the transportation system for the City; (5) the feasibility of additional centralized parking for the Central Business District will be studied; (6) all streets and roads within the City of Hood River shall be categorized as either arterials, collectors, local streets, or country lanes; (7) additional freeway access for the individual area located at the Port of Hood River shall be studied and provided when feasible; (8)Twelfth and Thirteenth Streets are planned as a one-way couplet which will be implemented as soon as funds are available*; (9) placement of a new utility system along existing transportation right-of-ways is encouraged; and (10) commercial and pleasure shipping and boating facilities will be expanded when warranted by need. *The 12th and 13th Street couplet has been completed. 1.4.4 Background Report for the City of Hood River Comprehensive Plan (5/83) This document is a companion to the City's Comprehensive Plan. It contains inventories, detailed information and findings of fact concerning each element of the Comprehensive Plan. The report contains the background information on which the Comprehensive Plan statements were based. It is divided into sections correlating with the fourteen goals outlined in the PJan. Much of the information contained in this document was extracted from the Draft City of Hood RiverlHood River County City-Westside Background Report of October 1978. Section Twelve: Transportation describes the road system, alternative forms of transportation (bus, taxi, rail, barge, bike and pedestrian), and a major road improvement study, the Hood River County Westside Area North-South Feasibility Study. The Background Report summarizes transportation improvements recommended in the study. 1.4.5 Columbia Cascade Development Plan - An Urban Renewal Plan (Adopted 1987) The Columbia-Cascade Development Plan was created by the Hood River Urban Renewal Agency to eliminate blight and depreciating property values in the City of Hood River at the request of the City Council. The Plan calls for improvements to 79.07 acres in the northeastern portion of the City. It calls for installing water, sanitary sewer, and1 or storm drainage improvements in and along local and arterial streets; adding off-street parking facilities, miniparks, pedestrian facilities, and a pedestrianlbicycle path. An inventory of City facilities found that many of the street curbs, gutters, and sidewalks were broken and in need of replacement or repair; the crown of the street travel surface was often at an elevation considerably higher than the tops of adjacent curbs; and most of the intersections did not have wheelchair ramps for handicap access from cross-walks to sidewalks. To remedy the situation, the Plan scheduled improvements for State Street, Oak Street, Cascade Avenue, the Mt. Hood Railroad right-of-way, Columbia Street, Lincoln Street, Wasco Street, the loop connecting Wasco Street to 7th Street, 13th Street, 8th Street, 7th Street, 6th Street, 5th Street, 4th Street, 3rd Street, 2nd Street, 1st Street, and Front Street. Pedestrian amenities planned included: drinking fountains, benches, landscaped planting beds, lighting, trees in tree wells with grates, and awnings. Also, a pedestrianlbicycle path was planned for the westerly edge of the Hood River, connecting the Downtown - Mount Hood Railroad area with the Port of Hood River. 1.4.6 City of Hood River Road Standards The road standards for the City of Hood River are not currently documented in a report. However, the Public Works Department does require streets to meet minimum standards consistent with the state and county requirements. Street standards for a subdivision include: 35-foot wide streets, a curb with a 24-inch wide gutter, a five-foot wide sidewalk, and adequate storm, water, and sewer infrastructure. 1.5 PLANSFOR CASCADELOCKS 1.5.1 City of Cascade Locks Comprehensive Plan (Updated 1985) The Comprehensive Plan is intended to be a statement of official long- range policy for the City of Cascade Locks. The Plan provides an introduction to Cascade Locks, an inventory of the natural and human environment, an element outlining goals and objectives, a land use element including land use designations, and a technical reference list. The transportation inventory lists the modes available to residents, but needs to be updated to reflect changes (i.e. Greyhound no longer stops in Cascade Locks.) The plan allocates land use zoning for the entire area inside the Urban Growth Boundary (the City and unincorporated areas alike). Since the County is responsible for all unincorporated regions, the designations for these areas are only recommendations that must be adopted by Hood River County. Goal 12 of the Comprehensive Plan is, "To provide and encourage a safe, convenient, and economical transportation system. There is one objective listed under the goal, "The City shall encourage further development of the Senior Citizen's bus." Although this goal is laudable, an update of the Plan could include a more defined vision how the city would like to see its transportation system develop (addressing issues like multi-modalism, needs of the transportation disadvantaged, priority improvements to the system, continuity of roadways). It could also discuss methods to attain the vision by providing objectives and strategies to meet them. For example, in the Transportation Inventory, a desire to add more access to and from Interstate 84 is expressed. Adding another on or off-ramp could be an objective, and working with the county, state, and federal agencies to locate funding to develop the ramp could be a strategy. 1.5.2 City of Cascade Locks Design Handbook for a Downtown Street Theme (September 1992) The Design Handbook is an overall guide for the City to develop and redevelop with a strategy of accentuating the unique attributes and qualities that will make the downtown "a more pleasant experience for residents and visitors." The guidelines in the handbook have not yet been integrated into the Comprehensive Plan or the zoning code, and are not therefore mandatory. The City can decide to adopt them as mandatory or voluntary, and then incorporate them into the Comprehensive Plan and the Zoning Ordinance. Guidelines which affect the transportation system include: Create andlor enhance the views of the surrounding area from downtown for motorists and pedestrians. 6~ Establish a more friendly pedestrianlbicycling environment that wirl reduce the impact of automobiles. This would involve providing bike lanes on both sides of Wa Na Pa Street, increasing that street's sidewalk widths to 12 feet, narrowing its lane widths, adding a four foot planting area next to its curb for street trees and benches; as well as improving circulation by adding walking loops within downtown and out to the locks, and developing more clearly defined crosswalks. Finally, this plan calls for limiting vehicular access onto Wa Na Pa Street. Accommodate parking needs for autos, trucks, and buses in a manner that is screened from view. 1.5.3 Cascade Locks Street Design Standards Resolution No. 283 The City has a two tier street classification system including "commercial" streets (those serving high density residential development or business areas) and "residential" streets (those serving low density and low traffic flow areas). The following standards are required (except for in special circumstances): Two-Way Street Standards Standard Commercial Residential Roadway Width 40 feet 44 feet Pavement Width 24 feet 24 feet Curb A, B, C none Type Sidewalk 4 feet none 8 Minimum Base Rock 6 inches 6 inches Thickness Minimum Surface Rock Thickne 2 inches 2 inches ss Minimum Asphaltic or Oil Mat Thickne 2 inches 2 inches SS Shoulde none 2 feet wide gravel rs Ditches none Yes Parking none none Pavement Width Sidewalks (when required) 4 feet Rock 6 inches Minimum Surface Minimum Asphaltic or Oil Mat Shoulde none 2 feet wide gravel rs Ditches none Ye* Parking none none 1.5.7 Draft Comprehensive Economic Development Plan for the City of Cascade Locks (1995) The Draft Comprehensive Economic Development Plan contains a community description, a vision statement describing how the citizen Action Team would like its community to develop, a community assessment, goals and objectives, top prioriw projeck, criteria and standards to evaluate potential projects, a work force analysis, economik assistance opportunities, a description of City and Port District roles in economic development, and a comparison of economic conditions for the County of Hood River and the City. One of the Plan's goals is to create better transportation and visual access to the business area. Objectives to achieve the goal include: providing an interstate exchange for the Forest Lane route with a new rest stop; constructing a belt-line road; providing shuttle service from the airport; increasing the viewing opportunities to the city and the bridge from the interstate; creating a covered walkway from the riverside park area to downtown; adding informational signs on the interstate; and improving relations and cooperation between the city and the railroad. Another goal is to improve and enhance all aspects of the city's infrastructure including roads, sewer, water and electrical. An objective of this goal is to build a railroad crossing for access to Government Island. Top priority projects listed were building an emergency services building and a water storage reservoir. No transportation projects were listed as top priority for the City. These plans and reports create a composite picture of existing transportation planning in Hood River County. These documents will guide the future of transportation investments for the three jurisdictions as well as guide how decisions are made between them. For this reason, all of these plans are summarized in all three Transportation Systems Plans. These documents will combine to create a method by which to implement and prioritize the projects and policies described by these documents. Appendix 7 ENMRONMENTAL ASSESS pJi$,TUaL ~~~~R~~ E~~YJWOM%~E~T_~%L-AE ASSESSMENT FOR HIGHWAY 35 MT. HOQD TO HOOD RIVER Prepared for the Prepared By OREGON DEPARTMENT OF FISH AND DLIFE WILDLIFE DIVISION Jim Turner Charlie Bruce Greg Sieglitz February 1996 Introduction ...... 1 Corridor Ove~ew...... 2 References Cited ...... 8 Personal and Agency Contacts ...... 9 Environmental AksessmentMethodoloa ...... 10 Environmental Suitability Criteria, Table 1...... 1 3 Stream/Fish Distribution, Table 2 ...... 16 Mile by Mle Resource Scoring, Table 3 ...... 18 Mile by Mile Resource Scoring, Figure 1...... 21 Appendix A . USGS Quad Maps Appendix B . National Wetland Inventory Maps Appendix C . Classifications of Oregon Wildlife. Plants and Invertebrates Appendix D . ODFW Interim Standards for Stream Crossings Appendix E . ODFW Guidelines for Timing of In-Water Work and cmtains s~zci~;;;ams ?lac: and alGrna1 :?sources. Thei:- status is indicatei i;l th:: descrig~icr. beiow in "0"as ("Federal Statr;s"l"State Status":) (Appendix C.). Thess resources art sumrnarizeo in Table 3 and described below. Significant fish resaurces including coho salmon, and red-band trout occur in i4 out of 49 stream segments crossed by this road corridor (Table 2). The bull trout occurs in streams adjacent to the corridor. Significant wildlife resources include wolverine, northern spotted owl, peregrine falcon, bald eagle, Cope's giant salamander, harlequin duck, and western pond turtle. Significant invertebrates include a few species of caddisfly. Significant plants resources include brewer's reed grass, giant polypore fbnps, and violet suksdorfia. Significant habitats include the late successional reserves (a mixture of mature forests), significant to northern spotted owl and other old growth forest associated organisms. Wet!ands and f~restpatches mithin the agriculture areas offer wildlife reserves and water quality benefits. Corridor Segment 1: RIP 57.5 - 80.1, US 26 - Baseline Road Segment Sumarv: Segment 1 lies between the junction of US 26 to the community of Mt. Hood. This segment crosses through three main drainage basins predominantly within public owned lands managed for forestry. Three plant species of concern have been identified. There are 32 out of 36 stream crossings which contain salmonids (Table 2). Eleven containing red-band trout and coho salmon. Four species of invertebrates have been identified. The wolverine, northern spotted owl, peregrine falcon, Cope's giant salamander, harlequin duck, and elk and deer habitat have been observed along this segment. Habitat Type The habitat types within this segment are primarily Mt. hemlock and mixed conifer-deciduous (O'Neil et.al. 1995). This segment is contained within the West Slope Cascade and East Slope Cascade physiographic provinces. This area is characterized by high precipitation, substantially as snow. The dominant vegetation is conifer trees of Douglas-fir, Mt. hemlock, intermixed with bigleaf maple and alder. The understory of shrubs consists of snowberry, Oregon grape, vine maple, salal, rhododendron and others (Kagan and Caicco 1992). This segment beginning at Mt. Hood, passes through a diverse mixture of forest, open meadows with streams and wetlands. At @MP 70 fbrther down the slope of Mt. Hood, the habitat is predominantly forest as the segment enters the steeper and narrower canyon of East Fork Hood River. Geology and Topogrqhy The dominant geologic character of this segment consists of andasidic and basaltic rock outcrop and unconsolidated sediments subject to erosion and landslides (Alt and Hyndman 1993, Walker and MacLeod 199 1). Runoff fiom precipitation and glacial activity has created many streams and srosiori cuncfkion::, aior,g this segment $a",= ercflecte? in wdi deEne~c~afnag: ::haniiel;. TE beginmng cf tiis segment 1s Iocaiea at the top of the more gec9y slcping 2ase cil'~/l;H3od Tiis area contains glacial, stream and landsiide deposits. The topography is flctter ana provides greater opportunities for stream meanders and wetlands. Further along this segment the stream canyons are more defined, narrow and steep. Botanical Features Plants resources of special concern include giant polypore fkngus, brewer's reed grass, and violet suksdorfia. The giant polypore fkngus, Oxyponrs nobilissmus, is @MP 59 on the right near zone. The brewer's reed grass, Calamagrostic braueri, GJMP 65 on the let? near zone. The violet suksdorfia, Suhdorfia violaeea, @W75 on the right outer zone. These plants are included on 's special status list md are not listed on state or Federal lists (0 1 995). There are significant wetland meadows at the upper end of the segment near the Salmon and White Rivers. These include a mix of forested and emergent types of wetlands in close proximity to the Salmon River. Shrub scrub and forested wetlands are also associated with the White River. The Hood River Meadows @MP 65 is a unique high elevation wetlandfmeadow in the opinion of local field biologists. Many other wetlands along this segment are riparian, associated with the streams crossed by and adjacent to the road corridor (Appendix B, Cowardin et.al 1979). All riparian wetlands are considered important habitat for wildlife and play a significant role in the quality of the stream ecosystem. Streams/Rivers and Fish Issues There are 36 stream crossings along this segment in three main river basins. The SalmonlSandy River basin which drains to the west and north, the White River/Deschutes basin drains south and east then north, and the Hood River basin drains north. There are a number of streams adjacent to this segment and contained within its corridor. Fish present by stream are shown in Table 2. and include the red-band trout, cutthroat trout, rainbow trout, brook trout, winter steelhead, and coho and spring chinook salmon. Cutthroat are located throughout the segment. The red-band trout (C2/SV) are located within the White River basin streams between MP 60 and 64. The anadromous winter steelhead, lower Columbia coho (CIISC), and spring chinook, are predominantly located within the East Fork of Hood River in the portion of the segment below MP 70. The Salmon River and the White River in the upper portion of this segment is within the federal wild and scenic river system. Past MP 70 the segment becomes more closely aligned with the East Fork Hood River and its primary tributaries. Portions of this segment are immediately next to the stream within a narrow canyon affecting the streams alignment and course. Sigiifican': inverteS:ate resources with'sn tlis segment. They include a iew soecies cf c~ddisfy. The one-spot rhyzcophi!m cadaisAy, Xhyacc~hilocoionus (C2), is @I?@ 50, at Barlovr c-eek, on the right near zone. The Mt. Hood farulan caddisfly, Famlajewetti (C2), is @MP 63, at S. Fk. Iron Creek, on the right near zone. The Mt. Hood brachycentms caddisfly, Eohrachycentrus gelidea (CZ), is @MP 63, at N. Fk. Iron Creek, on the left near zone. The Cascades apatanian caddisfly,.Apatania tavala (C2), is @MP 63, at N. Fk. Iron Creek, on the left near zone. Water Quality There are three streams with water quality impacts within this segment. The White River and East Fork Hood River have sever to moderate water quality impacts. Robinhood Creek has moderate water quality impacts @EQ 1988). The White River impacts include turbidity and sedimentation related to highly erosive glacidstrem deposits and associated land uses. The East Fork Hood Ever impacts include turbidity, sedimentation, bank erosion, and temperature related to vegetation removal, road location, bank structures and alterations. The Robinhood Creek impacts include turbidity, sedimentation, bank erosion and temperature related to highly erosive glaciaVstream deposits and associated land uses @ED 1994). The East Fork Hood River and Robinhood Creek are water quality limited due to high summer temperatures (DEQ 1995). Terrestrjal Issues There are significant wildlife resource noted for this segment. This includes wolverine, northern spotted owl, peregrine falcon, Cope's giant salamander, harlequin duck, and elk and deer winter range and road kill sites. There are substantial areas of specially designated forest habitat, the Forest Services late successional reserves (LSR's). The upper portion of this segment contains the diverse forest, stream, and meadow complexes used by elk and deer during summer months for calving. Most of the noted species are included within the upper portion of this segment. The Wolverine (ClIT) ranges widely in the White River basin in this segment from the beginning to mp. 65. The northern spotted owl (TIT) is located in old growth forests along this segment along and road miles ending @MP 60,68,71, 73,74,79, and 80 and is located to the far zone. The cascade fiog (Cl/SV) is @MP 60 and 62 on the right in the middle and far zones. Cope's giant salamander (none/SU) is @MP 63 in the near zone. The pine marten (none/SV) is @MP 63 on the left in the far zone. The harlequin duck (CZISU), breeding population, is located throughout this segment between MP 69 to 79. The peregrine falcon (WE)is likely to occur @MP 69 to the right to the outer extent of the corridor in zone C. There is substantial elk and deer use throughout this segment. There are crossing and potential kill sites @MP 61 to 72 and 78 and 79. Winter ranges include openings in forests at the lower elevation and stream side locations fiom MP 71 to 80. Land Use and Land Ownership The first two thirds of this segment is public owned national forest land. The last third of the segment is privately ow:?e:..t m-r he x~r3u~dir.;forests d~nifiatethe iand~caperr,2 f~rcztq, recreation, rr~dnraturai riescdrcc mrnnts~gem~r.~is pnxnry use. Agnc::i:ura 2nd ~ircilresid~~l?ii?i tlszs become more prevalent In the last portion of this segment, north of the community of Mi. Hood. Mitigation and Safety Issues There are general concerns for tiis segment over the use of road sand and gravel for winter traction. During snow clearing operations and during spring runoff the gravel can create localized impacts to streams and may affect fish passage and stream habitat. These potential problems occur along the streams immediately next to the road and at road crossings. Sediment catchment devices or alternative snow treatment might provide mitigation for this concern. More specifically, there are some noted fish passage problems through culverts at Engineeing Creek and Hellroaring Creek. There are some substantial impacts from the road on the stream hydrodynamics and riparian and flood plain habitats at miles ending at approximately h4P 72 to 74. This due to the high energy stream in juxtaposition to and constrained by the road. Due to the narrow canyon mitigation for road location would be difficult, but mitigation might include redesign of culverts. Enhancement Opportunities Some enhancement opportunities for this segment were noted. The close proximity of the road to many streams within this segment provides some potential for habitat enhancement or creation. At the lower portion of this segment as the terrain flattens into the Hood River valley, there is potential for off-stream pond habitat for over wintering coho salmon. Corridor Segment 2: MP 80.1 - 101.9, Baseline Road to Interstate 84 Segment Summary: Segment 2 runs from just south of the communities of Mt. Hood to 1-84 and includes the communities of Pine Grove, and Hood River. This segment is within the Hood River drainage. Four of 13 stream crossings in this segment contain salmonids. Three of those contain coho salmon. Bull trout is located is streams adjacent to this segment. The harlequin duck, western pond turtle, northern spotted owl, osprey, peregrine falcon, bald eagle, and elk and deer habitat and road impact sites are located along this segment. Habitat Type The habitat type within this segment are mixed conifer-deciduous and agriculture (O'Neil et.al. 1995). This segment is contained within the East Slope Cascade physiographic province. This area is characterized by moderate to high precipitation decreasing at lower elevations. This segment is predominaztiy open grassiandim~adowsagriculture crckaids and crcplases, with inte*;mixrng cf patches of coder ailc deciduous forsst. The small draanages and stream; t:nd :3 meander in generally flatter valley of the Mood River. These stream tend to have narrow riparian ares of shrubs and trees. The dominate natural vegetation is Douglas-fir and ponderosa pine mixed conifer with alder along streams. The shrubs consist of salal, rhododendron and others. (Kagan and Caicco 1992). Geology and Topography The dominant geologic character consists of few andesitic and basaltic rock outcrops and unconsolidated riverine and glacial sediments. The Runoff from precipitation and glacial melt has created many streams and erosion conditions that are reflected in well defined streams and somewhat narrow and steep river canyons. (At and Wyndman 1993, Walker and MacLeod 1991) The topography at this segment continues to become flatter with gentler slopes. The upper Hood River Valley is a more rolling interconnection of hills and valleys with many small drainage channels. At the lower extent of this segment, the Hood River valley is positioned above the river as a broad terrace on top of the flood basalts of the Columbia River. This terrace forming a flat alluvial plain contains many small drainage channel and streams. The Hood River has cut through the flood basalts creating a steep sided canyon. Botanical Features No significant botanical features were noted. Wetlands There are a number of wetlands within this segment. Many of the wetlands are associated with the streams crossed and adjacent to this segment. All riparian wetlands are considered important habitat for wildlife and play a significant role in the quality of the stream ecosystem. Other palustrian wetlands provide diverse habitat from open meadows to shrub and forested sites. Some of the more significant wetlands based on size occur along this segment @SVIP 86 to 92 and 96. (Appendix B, Cowardin et.al 1979). Streams/Rivers and Fish Issues There are 13 stream crossings along this segment. This segment is adjacent to these and other streams for most of its extent. Fish present by stream are shown in Table 2. and include bull trout, cutthroat trout, rainbow trout, brook trout, winter steelhead, and coho and spring chinook salmon. The anadromous winter steelhead, lower Columbia coho (CIISC), and spring chinook, are predominantly located within the East Fork of Hood River and the Hood River throughout this segment. The bull trout (ClISC) are located in the Hood River at the very end of the segment @MP 99 to 102. (Appendix E.). The East Fk Hood Fiver has sever water quality impacts (DEQ 1988). The East Fork Hood River impacts include turbidity, sedimentation and bank erosion related to vegetation removal, road location, bank structures and alterations (NED 1994). It is a proposed water quality limited stream for due to high summer temperature @EQ 2995). Terrestrial Issues There are sigdicant wildlife resource noted for this segment. This includes the harlequin duck, western pond turtie, northern spotted owl, osprey, peregrine falcon, bald eagle, and elk and deer winter range and road kill sites. The harlequin duck (C2/SU), breeding populations, continue to be located along the East Fork Hood River kom M? 80 to 89 and again along the Mood River from MI? 99 to 102. The western pond turtle (C2/SC), is located @MF 84 on the right middle zone. The northern spotted owl (T/T) is located in old growth forests along this segment along and @MP 84 on the right in the far zone. The peregrine falcon, (EVE), uses the mouth of the Hood River for feeding @MP 99 to 102. The bald eagle, (TIT) like the peregrine falcon uses the area at the mouth of the Hood River @MP 99 to 102. There is substantial elk and deer use throughout this segment. There are crossing and potential road kill sites @MP 91 and 92. Winter ranges include the lower elevation and open fields and meadows and stream side locations with openings occurring from MP 81 to 92 and 96 to 102. Land Use and Land Ownership The land is primarily privately owned and used for agriculture, orchards. This segment ends in Hood River which is contained with the Columbia River Gorge National Scenic Area and subject to guidelines established by national scenic area and implemented through established local, state, and Federal regulatory processes. Mitigation and Safety Issues None noted for this segment. Enhancement Opportunities No specific enhancement opportunities for this segment were noted. The close proximity of the road to many streams within this segment provides some potential for habitat enhancement or creation. This would most likely seek to improve water quaiity or riparian and stream habitat. Alt, D., and D. Kyrrdman. 1993. Roadside Geology of Oregon. Mountain Press Publishing Cs., Missoula, Montana. 278 pp. Cowardin, L., V. Carter, F. Golet, and E. T. LaRoe. 1979. Classification of Wetlands and Deepwater Xabitats of the United States. Office of Biological Services, U.S.D.I. Fish and Wildlife SeAce, WasGngon D.C.. DEQ. 1988. Oregon Statewide Assessment of Nonpoint Source of Water Pollution. Oregon Department of Environmental Qualiq, Water Quality Division. Portland, Oregon. DEQ. 1995. Oregon Draft 199411996 List of Water Quality Limited Water Bodies, 303(d)(l) List. Oregon Department of Environmental Quality, Water Quality Division. Portland, Oregon. Kagan, J., and S. Caicco 1992. Unpublished Draft Report. Manual of Oregon Actual Vegetation. Oregon Gap Analysis Program, Idaho Cooperative Fish and Wildlife Research Unit, University of Idaho, Boise, Idaho. NED. 1994. Northwest Environmental Database, Oregon Rivers Information System. Oregon Department of Fish and Wildlife. ODF. 1988. Northwest Oregon Protection District, Map. Oregon Department of Forestry. Puchy, Claire A. and David B. Marshall. 1993. Oregon Wildlife Diversity Plan. Oregon Deparment of Fish and Wildlife. ONHP. 1995. Rare, Threatened and Endangered Plants and Animals of Oregon. Oregon Natural Heritage Program. O'neil, Tom, B. Steidl, D. Edge, B. Csuti. 1995. Oregon Wildlife Habitat Types, Map. Oregon Chapter of the Wildlife Society. Portland, Oregon. Walker, G., and N. MacLeod. 1991. Geologic Map of Oregon. U.S.D.I. U.S. Geological Survey, Federal Center, Denver, Colorado. PEZSQNAL ,\PE AGZNCY CONTACTS Oregon Department of Fish and Wildlife: Jay Massey, District Fish Biologist, Clackarnas Pat Keeley, Assistant District Biologist, Clackamas Tom Thornton, District Wildlife Biologist, Forest Grove Jim Newton, District Fish Biologist, The Dalles Jim Torland, District Wildlife Biologist, The Dalles Joe Pesek, Regional Wildlife Biologist, Clackamas Cfis Carey, Regiond Wildlife Biologist, Bend US Forest Service, Department of Agriculture, Mt Hood National Forest. Sue Nugent, Botanist, Hood River RD Rob Huff, Wildlife Biologist, Hood River RD Duane Bishop, Fish Biologist, Hood River RD Molly Sullivan, Botanist, Zig Zag RD Carol Hughes, Wildlife Biologist, Zig Zag RD JeEUbell, Fish Biologist, Zig Zag RD Chudy Ridgley, Fish Biologist, BarlowLBear Springs RD Dale Wondercheck, Wildlife Biologis, BarlowLBear Springs RD Lance Holmberg, Botanist, Bar1owLBea.r Springs RD Oregon Natural Heritage Program: Sue Vrilakas - Data Manager and Botanist, The Nature Conservancy, Portland We developed a format addressed below for ascribing a numerical score to each of the natural resources relative to their distance fiom the highway (i.e., zones) and collectively within each highway mile segment. Our efforts were intended to highlight areas along the highways which contained natural resource issues and to characterize the magnitude of those issues. We did not attempt to rank the resources one against the others, although that was a consideration as indicated below. Legally or potentially required management responses to the various resources does not allow a meaninghi ranking. Distance from the Highway To begin, we developed a weighted numerical score by estimating (fiom topographic mapsthe distancefrom the resource to the existing highway and giving those resources closer to the highway a higher score (i.e., potential impact is higher). A resource could exist in one or more of the distance zones (e.g., a river which ran roughly perpendicular to the existing highway could occur within all three of the distance zones). In the case where a resource was found in more than one distance zone, the scores for each of the zones were added together. Zone A. Score = 5. Description: 0-100 yards fiom the existing roadway. Zone B. Score = 3. Description: 100-440 yards from the existing roadway. Zone C. Score = 1. Description: 440-2560 yards (0.25-1.5 miles) from the existing roadway. It is recognized that the selected distance zones are somewhat arbitrary, but in general reflect a combination of the "avoidance potential" of potential highway projects and the need to address animals with relatively large home ranges (e.g., northern spotted owl). Resources were initially identified by (1) type, (2) whether they receive formal protection under regulation, were identified as resources of concern, or were aesthetic/social in nature, and (3) the potential type of response shown by ODOT to the presence of these resources (Table 1). From this initial list, resources were grouped and a weighted score for each resource was developed as follows: Threatened and Endangered Species Score = 5. Federal or State Threatened or Endangered Species. Each resource is tallied individually. The score is applied to either the actual resource site or, most often, to the habitat j~fferarcdnd ;he site, t,g., spotted owl C~PS!F_,bad eag:e mitniigemerit ayeas, ilsted plants. Resource of Concern Score = 3. Federal Candidate Species, State Sensitive Species, habitats (unsurveyed) in which candidateisensitive species are probable to occur, and plant communities or other botanical features which are uncommon, rare, or isolated (e.g., unique riparian areas). Each resource is tallied individually. The score is applied to the resource site or habitat area. Deer/Elk Collision Areas Score - 3. Resource of Concern. Score applied within Zone 4 on both sides of the highway. These are areas with serious regular vehicle deerielk collisions. DeerEIWWinter Range Score = 5. Regulated Resource. Score applied to ZonesB and C only; (not likely that animals "winter" within 100 yards of road). Bald Eagle Wintering Area Score = 3. Resource of Concern. Score applied to areas within 0.25 miles of an aquatic resource (most often a river) used for foraging and perching; this may be within any or all of Zones A, B, or C. Score = 5. Regulated Resource. Only 1 water body is tallied per Zone, even if more than one exist within the Zone. Example: 3 wetlands on left side of roadway in Zone C = score of 5 (5x1); 10 wetlands and a river on right side of roadway in Zones A,B, and C = score of 45 (5x5 + 5x3 + 5x 1). Land Use (two categories, based on relative contribution to conservation of biological resources) Score = 5. Examples: National Wildlife Refuges, Congressionally Designated Wilderness Areas, Late-Successional Reserves (Forest Plan), ODFW lands, Research Natural Areas, Areas of Critical Ecological Concern (BLM ACEC's), Wiamette Greenway. Score = 3. Examples: State Parks, County Parks, Waysides, Wild and Scenic Rivers, coordinated management plans with private landowners. Score = 1. Examples: General natural resource viewing opportunities along the corridor (e.g., mountain vista, geological interest area) that are not otherwise identified above; known areas of periodic collisions with deer and elk. A total "Resource Score" was then calculated by multiplying the Resource Type by the Distance Zone score. Example: a Swainson's hawk nest is a Resource of Concern (Resource Type score = 3); the nest lies 250 yards fiom the existing highway (distance zone score = 2); total Resource Score (3x2) = 6. Example: a wetland has been bisected by the existing highway and now exists as two smaller wetlands, both of which lie within 100 yards sf the highway. Wetlands are a Regulated Resource (each get a Resource Type score 5), and each receive a Distance Zone score of 3; each wetland receives a total Resource Score of 15. The scoring for the resources listed above is displayed in two formats. First, a spreadsheet (Table 2 ) was developed which lists the significant resources present along the highway. Each row in the spreadsheet represents one mile of highway. The importance and distance scores are displayed for each side of the highway (left and right). The left and right sides of the highway are determined as you travel "up" the highway starting at the lowest milepost number. Next, these data were imported into a statistical package (SigmaPlotB) where they could be displayed in bar graph form (Figure 1). This allows the reader to view the scores in relation to adjoining miles, segments, and the highway comdor as a whole. However, depending upon the resource and the legal response that may be required, it may well be that some mile segments with a "low" total score as compared to others are just as suitable for highway improvements. In general, we found that the higher the score the less environmentally suitable the highway segment or subsegment. Table I. En.*rircsnmentz. Saitabilitjr Criteria used in characterizing sig~ifrcantnzturzi resou:ce:: aiong highway corridors. Resources are identified by (1) Type, (2) whether thq receive formal protection under Regulation, are identified as Res~urcesof Concern, or are Aesthetic/SociaE in nature, and the (3) potential T'e ofReqonse shown by ODOT to the presence of these resources. TYPE OF NATURAL REGULATORY; POTENTIAL TYPE OF RESOURCE RESOURCE OF RESPONSES CONCERN; BY ODOT FeAeral Threatened & Biological Assessment; Endangered (T&E) Species Consult with USWS or (includes plants and animals) s; Must assure "No Mect"; Guidelines for Seasonal Disturbance; May involve habitat enhancement or construction restrictions. State T&E Species (animals) Regulatory Biological Evaluation; consilt with ODFW. State T&E Species (plants) Regulatory Biological Evaluation; Consult with OR Department of Agriculture (ODA) Federal Candidate Species Resource of Concern Possible coordination with USFWS or WS;possible I coordination with ODFW; Conservation measures on a , case-by-case basis State Sensitive Species Resource of Concern Biological Assessment; (animals) 1 State Candidate Species Coordination with ODFW or (plants) ODA, Conservation measures on a case-by-case basis Wabitax Tges; Plan: I Rescurce of Cancer;? (p,.g., ! Cc~rdinationwith Reszxrce Communities oak woodlands, native Agencies (e.g., Oregon i Natural Heritage Program); I i Conservation measures on a case-by-case basis Streams with fish 1) Regulatory (see T&E (anadromous or other) 2) Regulatory (see Oregon ODW Consult. 3) Resource of Concern: (see Candidate arid Sensitive Wetland - Freshwater or DEQ/DSL/US Army Corps Estuarine; of Engineers - permit -- Water Quality Regulatory DEQ - permit (for Nonpoint (applies to any water body) Discharge Elimination) Navigable Waters Regulatory US Army Corps of (Clean Water Act, Section Engineers - permit 40 1) Goal 5 Resource (also Goal Regulatory; City and County Regulatory 3, 16, and 17 Resources) County~MunicipalPlans Plan Amendment; preparation of Goal Exception Report Land Use - Federal Lands Regulatory Easements - Consult with Federal and state agencies; possible biological evaluation addressing sensitive species. replacement; Section 4(P;) ildlife Management Areas - Documentation Habitat Mitigation state,federal), Wilderness th Wild & Scenic River Federally Designated asement; actions to be in Wilderness Areas Coordination with ODFW ; and Wildlife Resources (e.g., deer collision areas) Conservation/Safety measures on a case-by-case Visual Resources Report; Inclusion of opportunities on STYWAX NAME MXLE POST . SPECES ~Q~~P'XSTTIQK ir 'P-4 Ii L litey Jane Creeic I 76.1 1 None II I :I Ash Creek 76.2 None Crystal Spring Creek 76.9 None j E Fk Hood River 77.7 co,ws,cu,sc,tr Dog River,Puppy Creek 77.8 cu.co,tr Cat Creek 78.5 cu Eastside Irr Ditch Trib E Fk Hood River (Tieman Creek) 84.7 None Eastside Irr Ditch 89.3 None Baldwin Creek 90.0 co,cu,ws Graham Creek 90.0 c0.cu.w~ Eastside Irr Ditch Odell Lateral 92.1 None Rhodes Creek I 95.7 1 None I II Neal Creek I 96.8 ( co,ws,cu,tr I II Trib Neal Creek (CMP) I 97.5 ( None I II Whiskey Creek I 99.9 1 None I Species codes: cu = cutthroat trout, co = coho salmon, rdb = red-band trout, sc = spring chinook salmon, tr = trout (rainbow, brook), ws = winter steelhead Stream Name Modifier: (+) stream shown on USGS quads and not appearing on ODOT chart (needs to be veded). (?) stream appears on ODOT chart not shown on USGS quad (needs to be verified). TABLE 3. RESOURCE SCORING FOR I-, ,WAY 35, MT. HOOD TO HOOD RIVER lWDcn Wtr Rng LSR, N. Spotted Owl(LSR). E Fk Hood 1-For a detailed description of the location of individual resources see overview text and USGS maps. k - within 100 yards (91 meters) B - 100 - 440 yards t91 - 402 meters) C - 440 - 2640 (402 - 2414 meters) TABLE 3. RESOURCE SCORING FOR HllrrjWAY 35, MT. HOOD TO HOOD RIVER 1-For a detailed description of the location of individual resourcm soe overview text end USGS maps. A - within 100 yards (91 meters) B - 100 - 440 yards (91 - 402 meters) C - 440 - 2640 (402 - 2414 meters) er Kill, Elk/Deer Wu 110 2 94 None I N/A I 0 NIA I 0 -. 0. I I I I I 2 101 &pry. Harlequin Duck EWDca Wtr Rng Percpine, Bald Eagle, 0.c 156 4B.C 133 289 Hood River ,. -- 2 eprry, Hsrlequin Duck EUdDea Wtr Rng Peregrine, Bald Eagle. 4B.C 156 AB.C 158 314 Hood Riva I ------Figure 1. Highway 35 Resource Scoring Segment #I 58596061 62636465666768697071727374757677787980 Milepost l$$@BB!Left-side score Figure I.Highway 35 Resource Scoring Segment #2 Milepost APPENDIX A USGS TOPO@R\PHIC MAPS Appendix A consists of U.S. Geological Survey (USGS) 7.5 minute topographical maps that encompass the highway corridors and adjacent lands, usually up to several miles on either side of the highway. Most of the mappable natural resource data collected during this assessment has been plotted on the maps at least up to 1.5 miles on either side of the highways. Information of a general nature or which extends over a large area was addressed only in the text. Initial resource information was obtained through the Oregon Natural Heritage Program (0 database located in Portland. The maintains an Oregon database for occurrences of state and federal Endangered or Threatened species, species.that are Candidates for listing, federal Species of Concern, state Sensitive species, and Heritage Program Lists. Information in the ONHP database is both site specific and of a general nature and depends primarily on data collected by federal and state agencies, colleges, universities, local landowners, volunteers and ONHP staff The ONHP data was plotted in several ways. Site data, such as a bald eagle nest or the location of a rare plant, was noted on the maps with a round, square, or triangular symbol. The round symbol was used for plants and the triangle was used for animals when the exact location was known. When an exact location was unknown the square symbol was used. These can be considered to be within approximately 114 mile of the true location. Polygons were use to map the boundaries of rare and unusual plant communities since these areas often cover many acres. ODFW continues to develop an extensive vertebrate database for all Oregon species, the Oregon Species Information System (OSIS). OSIS includes detailed some site specific information on key species such as the northern spotted owl and marbled murrelet. OSIS was queried for listed or sensitive species using the ARC/INFO geographic information system located at ODFW's Northwest Regional Office. A spatial data layer was generated for each highway using the U.S. Census Bureau's county road network datasets. A 1.5 mile buffer was created and attached to the highway as a search radius for sites which fdwithin the highway corridor. Other wildlife, fish, and plant databases were queried within ODFW, other agencies such as the Oregon Parks and Recreation Department, Oregon State University, and the U.S. Forest Service. Local agency field biologists provided unpublished information on big game "roadkill" areas, public access areas, riparian enhancement areas, and site specific data not yet entered into a database. APPENDIX I3 NATIONAL WETLAND INVENTORY MAPS Appendix B is a set of National Wetland Inventory Maps produced by the U.S. Fish and Wildlife Sewice which cover the highway corridor. These maps were produced by interpreting stereoscopic high altitude photographs taken over a period of years from 1974 through 1982. These maps are continually being updated as funding allows. In western Oregon it should be noted that about 212 maps that cover most of the Coast Range are of the 1970's vintage. The wetlands identified on the photos were delineated and labeled on copies of the USGS 7.5 or 15 minute topographical maps. In some areas of the state USGS quad maps did not exist at the time and wetlands were mapped on orthophotos themselves. Due to the nature of photointerpretation and seasonal fluctuations of wetlands, these maps represent a range of accuracy and wetlands smaller than 2-3 acres may be missed. On the ground knowledge and field visits during proper times of the year should be used in conjunction with these maps when dealing with individual wetlands and associated highway projects. CLASSIFICATION OF OREGON PLANTS, ANIMALS AND INVERTEBRATES Numerous and often cofising lists of species with various legal connotations exist. The Oregon Natural Heritage Program updates the most comprehensive list every two years with the most recent being published in 1445, Rare, Threatened and Encfangered Plants and Animals of Oregon. The publication contains all the state and federally listed or classified plants, animals and invertebrates. However, the publication has its limitations and does not address more comon species, game animals or commercially valuable fish and wildlife. In this appendix we have attached the most current Oregon state or federal iists of plants, animals and invertebrates that have received some kind of legal classification or official recognition that should be considered during transportation planning. These lists include the following: 1. The Classrfication of Oregon Wildlife published by the Oregon Department of Fish and Wildlife (ODFW). This list, based on state laws and administrative rules, identifies state game animals, protected species and unprotected species. 2. The Oregon List of Threatened and Endangered Fish and Wildlife Species is maintained by the Oregon Department of Fish and Wildlife and periodically updated. Species listed are protected on state lands only. The 1995 State Legislature modified state agency responsibilities for listed species. State agencies should consult with ODFW to determine necessary actions for protection of listed species. It should be noted that all but 6 species on this list are also federally listed.. 3. The Oregon Department of Fish and Wildlife list also maintains a similar list of candidate species designated Sensitive species. This list has been developed to identi@ species of fish and wildlife that could become threatened or endangered in the fbture unless conservation programs are developed and implemented. This is a reference list and does not legally require any special action by other agencies. The list is broken into several categories depending upon the known or suspected status of each species. 4. The State of Oregon Endangered and Threatened Lists for PIants is published and maintained by the Oregon Department of Agriculture. Plants listed are protected by law only on state lands. State agencies should consult with the Department of Agriculture if listed species are located on state lands they manage or may impact through their programs. The Department of Agriculture also maintains a list of plant species that are candidates for listing. These are summarized in A Guide to the State of Oregon Candidate List for Plants. 5. Fe~krullyLi3ied 771reatetened Eyimt?gcved, Proposed and Cm2d;dafeS,P~CI~S w1~1ch mq~ 9r"c;:r in Oregon. This list is maintained by U.S. Fish and Wildlife Service (USFWS), Departrent of Interior, Oregon State Office in Portland. Agencies should consult with that office when any of these species are known or suspected to occur within transportation planning areas and on projects that receive federal funding. The USFWS is in the process of changing their method of listing Candidate species, however this changeover will not take place officially until ~tis listed in the Federal Register. C1, C2, and C3 categories will be eliminated and replaced with C (candidate), C=+ (former C1 candidate but which will be listed as a species of concern when the next formal Notice of Review is published), and SoC (formerly C2) which stands for Species of Concern (species that may warrant listing but more information is needed). OREGON DEPARTMENT OF FISH AND WILDLIFE INTERIM STANDARDS AND CRITERIA FOR STREAM-ROAD CROSSINGS Notice: This material is currently undergoing internal and external review and is, therefore, subject to change in the short term. However, works completed using (meeting) these interim criteria and standards will be considered to be in compliance with final guidelines when adopted. Authority is granted to ODFW by ORS 498.268 and ORS 509.605, et al, to require any person placing an artificial obstruction across a stream to provide a fishway for anadromous, food and game fish species where these are present. Fish passage accommodations will usually be required on any stream, regardless of size, perennial or intermittent, if it is utilized by fish during any significant period of the year. In addition, ODFW may recommend fish passage accommodations at structures constructed in any stream that has a history or potential for fish production if applicable ODFW Basin Fish Management Plans call for the establishment or re-establishment of these populations. The Oregon Department of Fish and Wildlife (ODFW) shall be contacted to determine fish presence and identify fish passage needs at proposed road-waterway crossing projects if such is in question. Project proponents should assume that accommodations for fish passage will be required at any road crossing regardless of stream size. Fishway Design: Philosophy, Theory and Practice When designing fish passage facilities, the following biological variables should be considered: Species of fish present Lifestages to be impacted Migration timing of affected species/lifestages Fish passage design is normally based on the weakest species or lifestage requiring access and should accommodate the weakest individual within that group. Management objectives and other relevant factors may, however, direct deviation from this standard. Conventions As used in these discussions of standards, designs and criteria, the "entrance" and "exit" of a cuivert or fishway is S-crn t::e fish's perspective as it moves upstream. Thus, the "entrance" refers to the downstscam portion of the struciure while the "exit" is the upstream end. Preferred Road-Stream Crossing Structures Where fish passage facilities are required by ODFW,the following structure types shall be considered for use in the displayed order of preference: Bridge (with no channel constriction) Temporary culvert Sottodess Arch culvert Embedded elliptical culvert Embedded round culvert Embedded box (concrete) or round smooth-walled culvert Non-embedded culvert; box or metd Baffled culvert; box or metal Structure with fishway General Considerations Corrugated metal culverts are generally preferred over smooth-surfaced culverts. Deep corrugations are preferred over shallow corrugations. Bottomless arch and embedded culverts shall be placed at or near the same gradient as the natural streambed and shall be at least as wide as the stream channel (i.e., no lateral encroachment). Gradients (slope) for non-embedded, non-baffled culverts shall not exceed 0.5%. Properly baffled or weired culverts are appropriate for gradients between 0.5% and 5%. Structures with fishways (i.e., fish ladders) generally will be required where gradients exceed 5%. Water-crossing projects shall incorporate mitigation measures, as necessary, to achieve no-net- loss of fish production capacity. It is not considered necessary or practical to design culverts to pass fish at flood stage or 100% of the time. Fish generally move after floods peaks pass. The maximum flow for determining fish passage requirements within culverts is the discharge (cfs) exceeded 10% of the time when fish are migrating, generally October through April. Hydraulic controls may be required to (1) improve culvert entrance and exit conditions, (2) concentrate low flows, (3) prevent erosion of stream 'bed and banks, or (4) allow passage of bedload material. The need for, and details of, these project features need to be developed in consultation with ODFW. Criteria for Upstseean Movement of Adult Fisb Adult anauromous fish generally expend approximately &O% of their st~redefiergy reserve during normal upstream migration to suitable spawning areas. Undue exertion or delay at stream-road crossings due to unsuccessf5l passage attempts at inadequate (blocking) structures can lead to reduced spawning success and pre-spawning mortality. Where fish passage is required by ODFW (in general, wherever fish are present), the following guidelines shall be utilized for preliminary design. These guidelines should be observed when designing flows in culverts or fishways during months when upstream migration is likely for any adult fish present. Maximum Water Velocities Table 1 Recommended Maximum Water Velocities (fps) for: Culvert Length Salmon & Adult , Pink and Chum (fi) Steelhead Trout (>6") Salmon Under 50' 6.0 Baffled 8.0 50 to 100' 4.0 100 to 200' 3.0 200 to 300' 2.0 3 OO+' 1.8 Minimum Water Depth Twelve (12) inches for adult chinook salmon; * Ten (10) inches for salmon other than chinook, steelhead, sea-run cutthroat trout and other trout over 20 inches in length; and * Eight (8) inches for trout under 20 inches, kokanee and migrating juvenile salmon and steelhead. Entrance Jum~:Maximum Vertical Height A backwatered or partially submerged culvert entrance is preferred but the following maximum jumps are allowable: One(1) foot for salmon and steelhead adults Six (6) inches for trout and kokanee adults and salmon and steelhead juveniles. designed and instatled to withstand a 1Ci)-year govi event. Temporary Culverts--By definition, culverts designed to be left in place less than 2 years. Where fish passage is a concern during the installed period, temporary culverts shall be designed and installed to provide adequate fish passage (as per criteria stated above) for those species and lifestages determined to be present and at risk. Where culverts are to be left in place between October 1 and June 15, the culvert shall be designed to maintain structural integrity to the 50-year flow with consideration of the debris loading likely to be encountered. Mere culverts are to be left in place between June 16 and September 30, the culvert shall be large enough to pass all flows likely to be encountered. Imported fill associated with a temporary culvert installation shall consist of clean rounded gravel ranging in size from %-inch to 3-inches in diameter. The use of clean angular rock may be approved for use where rounded rock is not reasonably available. A temporary culvert shall be removed and approaches blocked to vehicular traffic within 2 years of installation. Any angular rock fill used in the construction of the crossing shall be removed to an upland area outside the 50-year flood plain. Permanent Culverts Where fish are present and passage is a concern, culverts shall be designed and installed to provide adequate fish passage (as per criteria stated above) for those species and lifestages determined to be present and at risk. High water velocity, shallow water depth within the culvert, excessive vertical drop at the culvert outfall, and debris blockages are the most frequent causes of fish passage problems at culverts. Therefore, culverts shall be designed and installed to avoid these defects. To facilitate fish passage, culverts shall be designed and installed to the following standards: (1) Culverts may be approved for placement in small streams if placed on a flat gradient with the bottom of the culvert placed below the level of the streambed (imbedded) a minimum of 20 percent of the culvert diameter for round culverts, or 20 percent of the vertical rise for elliptical culverts. The 20 percent placement below the streambed shall be measured at the culvert outlet (downstream end). Culvert width at the bed, or footing width, should be equal to or greater than the normal winter flow width of the streambed at the crossing site. (2) Where culvert installation is not feasible as described in (1) above, the culvert design shall include the following elements: a W~terdepth at any l~cationwit!Gn xlverts instzlled without a nat~ra!f322 sh!i ~otbe less than that identified in the Minimum Waer Depth section above durlng rnciitr2.s of:ikeIy fish use. The low flow design, to be used to determine the minimum depth of flow in the culvert, is either (a) the two-year seven-day low flow discharge for the subject basin or (b) the 95 percent exceedance flow for migration months of the fish species of concern. Where flow information is unavailable for the project drainage, calibrated or estimated flows from hydrologically similar gauged drainage areas may be used. The high flow design discharge, used to determine maximum velocity in a culvert (see Table 1 above), is the flow that is not exceeded more than 10 percent of the time during the months of aduit fish migration. The two-year peak flow may be used where stream flow data are unavailable. The bottom of the culvert shall be placed below the level of the streambed (imbedded) a minimum of 20 percent of the culvert diameter for round culverts, or 20 percent of the vertical rise for elliptical culverts. The 20 percent placement below the streambed shall be measured at the culvert outlet. The downstream bed elevation, used for hydraulic calculations and culvert placement in relation to bed elevation shall be taken at a point a least 25 feet downstream of the culvert. The culvert capacity for flood design flow shall be determined by using the remaining capacity (non-imbedded portion) of the culvert. Appropriate statistical or hydrologic methods must be applied for the determination of flows in the above. These design flow criteria may be modified for specific proposals as appropriate to address unusual fish passage requirements, where other approved methods of empirical analysis are provided, or where the fish passage provisions of other special facilities are approved by ODFW. Construction Considerations Culverts and associated fill shall be designed using standard engineering design practices to maintain structural integrity to the 100-year flow with consideration of the debris loading likely to encountered. Exception may be granted if the applicant provides justification for a different flow level or a design that routes high flows past the culvert without jeopardizing the culvert or associated fill. Disturbance of the bed and banks shall be limited to that necessary to place the culvert and any required channel modification associated with the installation. Culverts shall only be approved for installation in spawning areas where full replacement of impacted habitat is provided by the applicant. Culverts shall be designed and constructed to avoid inlet scouring and shall be designed in a manner to prevent erosion of streambanks downstream of the project. AddiiionaI Conditions--Fa:: ail above-referenced stmcture types: Alteration or disturbance of bark or bank vegetation during construction shall be limited to that necessary to construct the project. All disturbed areas shall be protected from erosion within seven (7) calendar days of completion of the project using vegetation or other means. The banks shall be revegetated within one year with native or other approved woody plant species. Live stakes shall be planed at a maximum interval of three feet (on center) and maintained as necessary to three years to ensure 80 % survival. The requirement to establish woody vegetation may be waived for areas where the potential for natural revegetation is adequate, or where other engineering or safety factors need to be considered. Approved stmctures shall be installed in the dry whenever possible. mere sigificant live flow exists, isolation from stream flow by the installation of a bypass channel, flume or culvert, or by pumping the stream flow around the work area may be required. Exception may be granted if siltation or turbidity is reduced by approved means as proposed by the project designer/constmctor. Any fish stranded in the construction area or diversion reach shall be safely removed to the flowing stream. Any wastewater from project activities and dewatering shall be routed to an area outside the ordinary high water line to allow settling of fine sediments and other contaminants prior to being discharged back into the subject stream. If in-water excavation is anticipated, timing of same shall conform to Oregon Guidelinesfor Timing ofln- Water Work to Protect Fish and Wildlife Resources (Appendix E). 'OREGON GUIDELINES FOR TIMING OF IN-WATER WORK TO PROTECT FISH AND WILDLIFE RESOURCES WATERWAY PREFERRED WORK PERIOD Columbia Revion Columbia River Estuary November 1 - February 28 Columbia River (to Bonneville Dam) November 1 - February 28 Youngs Rver & tributaries June 15 - September 15 Lewls & Clark River & tributaries July 1 - September 15 Walluski River & tributaries June 15 - September 15 Klaskanine hver & tributaries July 1 - September 15 Bear Creek & tributaries July I - September 15 Big Creek & tributaries July 1 - September 15 Gnat Creek & tributaries July 1 - September 15 Plympton Creek & tributaries July 1 - September 15 Clatskanie hver & tributaries July 1 - September 15 Other Columbia River tributaries to St. Helens June 15 - September 15 Sandy River & tributaries July 15 - August 3 1 Tanner Creek & tributaries July 15 - August 15 Other Columbia Fiver tribs (Sanciy R. to Herman Creek) July 15 -August 31 Willamette hver (Harrisburg to Willamette Falls) June 1 - August 3 1 Willamette R. (Will. Falls to mouth, incl. Mult. Channel) May 16 - January 3 1 Milton Creek & tributaries July 15 -August31 Scappoose Creek & tributaries July 15- August31 Clackamas hver & tributaries July 15 - August 3 1 Tryon Creek & tributaries July 15 - September 30 Johnson Creek & tributaries (above Gresham) July 15 - August 3 1 Johnson Creek (below Gresham) June 1 -August31 Johnson Creek (tributaries below Gresham) July 15 - August31 Kellogg Creek & tributaries July 1 - September 30 Abernethy Creek & tributaries July 15 - September 30 Beaver Creek & tributaries July 1 - September 30 Tualatin River (below Scoggins Creek) June 1 - September 30 Tualatin River (above Scoggins Creek) July 1 - September 30 Tualatin River tributaries July 1 - September 30 Coastal tributaries south to Nehalem Bay July 1 - September 30 Necanicum River & tributaries July 15 - September 30 Nehalem Bay November 15 - February 15 Nehalem River July 1 - August 3 1 North Fork Nehalem River & tributaries July 1 - August 3 1 Cook Creek & tributaries July 15 -August31 '~bsenceof a particular listing does not imply guidelines do not exist or would not be developed and applied on a case-by-case basis. In general, unless otherwise indicated, tributaries to waterways will have the same timing as the mainstream of the waterway. 3 4 Salrnonberrl P!cCer July 15 - August 3 1 O&er Nehalem Rives t~butaries Julv 1 - Auylst 3 ! .-.. , . i iilarncjot; Ba!. havernt>er I - February 15 Miami River July I - Srpternoer !5 Kilchis River Jiily 1 - Seprer;.,Ecr 15 Wilson hvcr July i - Scplember ! 5 Trask River Ju!y I - Sep:emDer :5 Tillamook River July 1 - September 15 Netarts Bay November 1 - February 15 Sand Lake November 1 - February 15 Nestucca Bay November 1 - February 15 Nestucca River July 1 - September 15 Little Nestucca River July I - September 15 Neskowin Creek July 1 - September 1S Northwest Repion Willamette River (below Harrisburg) Jlme ! - .4ugust 3 ! Molalla hver (below Molalla) June 1 -August 31 Molalla River (above Molalla B tribuhes) July 15 -August 31 Pudding hver June 1 - August 3 i Rock Creek July 15 - October 1 Butte Creek July 15 - October 1 Abiqua Creek July 15 - August 31 Silver Creek July 15 - October 1 Y amhill River July 1 - October 1 North Fork & tributaries July I - October 1 South Fork & tributaries July 1 - October 1 Rickreal Creek & tributaries July 1 - October 1 Mill Creek (Salem) June 1 -August31 Shelton Ditch June 1 - August 3 1 Santiam River June 15 - August31 South Santiam (below Lebanon) June 15 - August 3 1 Crabtree Creek July 15 - August 3 1 Roaring River Creek July 15 -August 31 Thomas Creek July 15 - August 3 1 South Santiam (Lebanon to Foster Dam) July 1 - August 3 1 South Santiam (above Foster Dam) September 10 - October 15 Middle Santiam River July 1 - September 15 Quartzville Creek July I - September 15 North Santiam (below Stayton) June 15 -August31 North Santiam (Stayton to Big CliITDarn) July 15 - August31 North Santiam (above Big CIBDam) September 10 - October 15 Breitenbush River September 10 - October 15 Luckiarnute River & tributaries July 1 - October 1 Calapooia River (below Brownsville) & tributaries June 1 - September 15 Calapooia River (above Brownsville) & tributaries July 15 - August 3 1 Marys River & tributaries July 1 - October 1 Long Tom River & tributaries July 1 - October 1 Willamette River (above Harrisburg) July 1 - August 3 1 McKenzie River (below Blue River) July 15 -August31 McKenzie River (above Blue FUver) July 15 -August 15 Middle Fork Willamette River (below Dexter Dam) July 15 -August 31 Middle Fork Willamette river (above Dexter Dam) July 1 - October l Middle Fork Willamette River tributaries July 15 - September 15 Middle Fork Willamette River (above Hills Creek Res.) July15-A~gustl5 i Coast Fork Willamette River July 1 - October 1 ,,, Row River July 1 - September 15 Salmon River Estuary September 15 - January 15 Salmon River July 1 - September 15 Devils Lake June 15 - April 1 -- Silek Bay September 15 - January 15 Siletz River July 1 - September 15 North Fork Siletz River July 1 - September 15 I , Y aquina Bay September 15 - January 15 Yaquina River (non-tidal) July 1 - September 15 Yaquina kver (tidewater) May 15 - September 15 Gb-TER WAY - PREFERRED---- WO:2:< PEXIOD---- SOU~~:Fork Waliu Walla kvcr jult. ! - Decenber 3 ! Grnnde Kondc Rivcr (bciow Uailowa River) S tnl. ~UIV!5 - Septernbzr i 5 G\raiide Ronde River (Wallotva Fhvcr to LaGrande) & ~bs juij 1 - November 15 Grande Xo~dehver (above LaGrande) & tnbutanes July 1 - August 1 Wenaha hver July 15 - Auwst 15 Wallowa River & trihutaies July 15 - August 15 Minam fiver July 1 - August 15 Bear Creek Juiy 15 - August 15 Lostine River July 15 - August 15 Humcane Creek July 15 - August 1.5 Loolungglass Creek July 1 - August 15 Cathenne Creek July 1 - August 15 hahaRiver July 15 - August 15 Big Sheep Creek July 15 - August 15 Little Sheep Creek July 15 - April 1 Joqh Creek & tributaries July 15 - April l Powder River July 1 - October 3 1 Eagle Creek Juiy 1 - October 3 1 Pine Creek July 1 - October 3 1 Bumt Creek July 1 - October 3 1 Southeast Region Summer Lake & tributaries July I - September 15 Goose Lake tributaries July 1 - September 15 Warner Valley tributaries July l - September 15 Chewaucan kver & tributaries July 1 - September 15 Silver Lake tributaries July 1 - September 15 Silvies River & tributaries August 1 - March 3 1 Steens 3lountain streams August 1 - March 3 1 Catlow Valley tributaries August 1 - March 3 1 Snake River November 1 - April 30 Malheu kver (below Namorf Dam) August 1 - April 15 Wil!ow Creek & tributaries October ! - April 15 Bully Creek August 1 - April 15 Malheur kver (Warm Springs Dam to Namorf Dam) December I - April 15 North Fork Malheur & tributaries November I - April 15 South Fork Malheur August 1 - April 15 Maheur River (above Warm Springs Dam) & tributaries November 1 - March 3 1 Ouyhee fiver November 1 - March 3 1 Succor Creek December 1 - March 3 1 Trout Creek Mountains streams November 1 - March 3 1 Silver Creek & tributaries October 1 - April 15 For more information contact: Oregon Department of Fish and Wildlife A1 Mirati Habitat Conservation Division 2501 S.W. First Avenue P.O. Box 59 Portland, OR. 97207 (503) 229-6967 Appendix 8 ACRONYM. DEFINITIONS (to be added at a later date) --A! L4 F"< :