5ALLy TO BLMD CORRIDOR

Oregon Highways 22 and126 and U.S. 20 between Salem and Bend

INTERIM CORRIDOR STRATEGY

VERSION 2.0

Oregon Department of Transportation

Dan Fricke, Project Manager - ODOT Region 2 Peter Russell, Project Manager - ODOT Region 4

Prepared by Robin Marshburn, AICP, Project Planner Mid-Willamette Valley Council of Governments Contents

Chapter

Executive Summary ...... ES-1

1 Overview of Corridor Planning ...... 1-1 Corridor Planning Description and Purpose ...... 1-2 Planning Requirements. Process. and Participants...... -1-5

2 Corridor Overview ...... 2.1 Corridor Description. Other Plans/Studies. Previous Improvements...... 2.1 Population Characteristics ...... 2-9 Growth of Recreational and Tourism Travel ...... 2-11 3 Existing Cond~t~ons...... 3.1 Highway System ...... 3-1 Public Transportation ...... 3-25 Railroads, Air Service. Pipelines and Water-borne Transportation ...... 3-33 Pedestrian and Bicycles ...... 3-36 Environment and Land Use ...... 3-30

4 Future Conditions ...... -4-1 Population Projections...... 4-2 Highway System ...... 4-2 Public Transportation ...... 4-18 Railroads. Air Service. Pipelines and Water-borne Transportation...... 4.25 Pedestrians and Bicycles ...... 4-26

5 Issues. Opportunities. and Constraints ...... 5-1 Transportation Balance ...... 5-3 Regional Connectivity ...... 5-15 Highway Congestion ...... 5-16 Safety ...... 5-23 Economic. Social. Environmental. and Energy Impacts ...... 5-30

6 Interim Corridor Strategy ...... 6-1 Transportation Balance ...... 6-2 Regional Connectivity ...... 6-0 Highway Congestion ...... 6-9 Safety ...... 6. 12 Economic. Social. Environmental. and Energy Impacts ...... 6-15

Appendices A . Summary of Plans and Studies B. Open House Comments and Issues Document C. Corridor Segment Inventory D. Corridor City Maps E. Overview of Salem to Bend Corridor F. Public Transportation Services G . Rockslide and Landslide Areas Map EXECUTIVE SUMMARY

What Is Corridor Planning and Why Is It Being Done

The Oregon Department of Transportation is developing plans for 31 transportation corridors identified in the Oregon Transportation Plan (OTP) as being of statewide or interstate importance. The process began in 1991.

A corridor plan is a long-range program for managing and improving transportation facilities and services to meet the needs for moving people and goods. A key element of corridor planning is consideration of the linkage between land use and transportation needs.

This document provides for the interim strategy for the 125.2-mile Highway 221US 20 corridor between Salem and Bend. The corridor provides for accessibility among growing cities and rural communities, freight movement, tourism, and commute and recreational travel. The benefits of long-range planning in this corridor include: (a) resolution of planning issues, (b) preservation of future transportation rights-of-way, (c) protection of transportation investments, (d) cooperation among diverse organizations to implement projects, programs and services, and (e) ensuring safe, efficient, and timely journeys for the motoring public.

The Oregon Transportation Plan establishes the general policies and planning direction for the development of corridor plans. It also responds to related modal plans for highways, rail, aviation, pedestrianlbicycle, public transportation, and safety. Corridor plans assist in the development of transportation projects for implementation through the Statewide Transportation lmprovement Program (STIP).

The purpose of the Oregon Transportation Plan is to guide development of a safe, convenient, and efficient transportation system that promotes economic prosperity and livability for all Oregonians.

Corridor planning is organized into three phases, proceeding from the general to the specific. In the first phase, transportation goals and management objectives are identified in the development of the Corridor Strategy. The second phase, referred to as the Transportation lmprovement Management Element (TIME) consists of preparing System Plans, which define the transportation improvement needs and accompanying land use framework. The TIME , together with the corridor strategy is adopted by the Oregon Transportation Commission (OTC) as the corridor plan.

ES- 1 Refinement Plans can be developed as a third phase for sections of the corridor with particular environmental, land use, or operational concerns.

This interim corridor strategy addresses the operation, preservation, and improvement of transportation facilities in the Highway 22lUS 20 corridor. It covers a 20-year planning period building upon federal, state, and local transportation and land use policies and plans. The involvement of residents, users, and other participants has resulted in extensive input to the strategy which will guide subsequent development of the Corridor Plan and Refinement Plans and serve as the basis for selection of individual improvement projects and implementation of new or expanded transportation services.

1. Corridor Overview

The corridor extends along Highway 22 from the east side of Salem (the urban growth boundary) to Santiam Junction and along US 20 east to the city limits in Bend. It is designated as a Statewide Highway in the National 'Highway System and a Statewide Highway in the draft 1998 Oregon Highway Plan. The corridor is part of a state scenic byway, the West Cascades Scenic Byway and part of a newly designated national scenic byway, the McKenzie Pass - Santiam Pass Scenic Byway. The corridor is also designated as a route of the State Highway Freight System in draft 1998 Oregon Highway Plan.

A railroad in the corridor extends from Mill City to small cities north and south of the west end of the corridor to Stayton, Mt. Angel, and Albany. The corridor connects the communities in the North Santiam Canyon and west along the North Santiam River, as shown on Map ES-1. The corridor provides commuter access to cities along the route and is a primary link between the Willamette Valley and Central Oregon. Bend is the regional trade and service center for central Oregon. It is the largest urban area in Oregon east of the Cascade Mountains.

Daily traffic volumes on Highway 22 currently range from about 2,600 vehicles per day near Marion Forks to 20,700 at Deer Park Drive, the west end of the corridor. On US 20 the traffic volumes range from 4,300 at Santiam Pass to 12,100 just west of the US 97 junction.

Future traffic volumes on Highway 22 are predicted to range from about 4,700 in Marion Forks to more than 36,000 at the Deer Park Drive interchange (near 1-5). ' Future traffic volumes on US 20 are projected to range from approximately 8,200 at Santiam Pass to 26,500 just west of the SEGMENT ONE 0 N MP1.21 TO MP22.42

SEGMENT TWO I MP22.42 TO MP39.67 SEGMENT TI.IREE MP39.67 TO MP54.09 - - -

JEFFERSON

COUNTY

SEGMENT FIVE COUNTY MP74.80 TO MP93.07

---

SEGMENT FOUR MP54.09 TO MP8 1.74

SALEM TO BEND CORRIDOR SEGMENT SIX MAP ES-1 US 97 junction. Trucks currently comprise 7 to 17 percent of traffic volume in the corridor.

Intercity bus service through the corridor is provided by Valley Retriever and Porter Stage Lines. Greyhound serves Salem and Bend. There is no public transit service currently with the corridor communities other than dial-a-ride services.

The term "corridor communities" is used extensively throughout this document and refers to the following communities; Aumsville, Stayton, Sublimity, Mehama, Lyons, Mill City, Gates, Detroit, Idanha, Marion Forks, Sisters, and Tumalo. The term "end cities" is also used which refers to Salem and Bend.

No passenger rail service currently operates in the corridor. A short-line freight railroad operates in the west end of the corridor with connections to Woodburn and Albany. Salem and Bend are served by Union Pacific and Burlington Northern Santa Fe.

Public use airports are located in Gates, Santiam Junction, and Sisters, but they do not provide scheduled commercial air service. At the west end of the corridor, airport limousine service is available from Salem to Portland International Airport. At southeast end, commercial flight service is available in Redmond, which is approximately 13 miles north of Bend.

Moderate traffic congestion develops on a recurring basis during weekday commute hours at the west and east ends of the corridor. Moderate traffic congestion occurs through much of the corridor on summer weekends and holidays. High congestion occurs in Sisters on summer weekends and during special event weekends such as the rodeo and quilt show.

Accident experience along the corridor is generally consistent with statewide averages for the various segments; however, accident rates exceed statewide averages in Segment 5.

2. Major Issues

The Highway 22lUS 20 corridor traverses a wide spectrum of landscapes including: the Willamette Valley, the Western Cascades, the High Cascades, and the High Lava Plains. It also passes through and by many small communities, and connects two of the larger cities in the state. Given this diversity, an extensive menu of potential actions was mentioned by participants in the public involvement program. Most frequently cited were problems of too much congestion, inadequate safety, lack of commute alternatives, need for a Sisters bypass route, difficulties of access, and uncertainty of funding for improvements.

A range of corridor issues were identified for the corridor through the public, agency and stakeholder process. Issues in the six segments of the corridor were ranked based on thiee levels of concern; low, medium and high. The table is very basic and is provided in order to present a preliminary order of magnitude with respect to the levels of concern for various corridor issues. As issues are investigated further in subsequent phases of the Corridor Plan, it is very likely that rankings will change. Please refer to Map ES-1 for the location of the six segments in the corridor.

EXECUTIVE SUMMARY OF ISSUES I SEGMENT I SEGMENT I SEGMENT I SEGMENT SEGMENT SEGMENT

Environmental Concerns 0 8 TIT BikeIPedestrian Needs Congestion Concerns O O O

0 - Low Level 8 - Medium Level - High Level

The range of issues is highlighted briefly below for topics specified in the Oregon Transportation Plan. The complete list of issues is presented later in this document in Table 5-1.

Transportation Balance

Transportation in the corridor is served primarily by passenger and truck freight modes. Commuter travel continues to be dominated by private automobile. Transportation plans in the urban areas emphasize the need to address congestion through measures that reduce the relative demand for single-occupant travel; including expanding commute options, such as carpooling, transit, bicycling, and walking. Implementation of a network of park-and-ride facilities and shuttle service could become viable commute options in this corridor at a future time. lmproved freight mobility in the corridor could be achieved with projects to control access, reduce delays, add passing and truck climbing lanes, and reconstruct curves along the highway. lmproved railroad transportation could be provided by replacing old and worn out trackage.

Regional Connectivity

Connections among the communities served by the Highway 221US 20 corridor are vital to the local and state economy. The highway serves as a major arterial route for commuters, tourists, local users, and freight movement. In several communities, it also is the focus of commercial activity, which results in conflicts between through movement and local access functions.

Growth in population, recreation, tourism, and employment is increasing travel demand in the corridor, adversely affecting travel times for both commute and recreational purposes. Transportation System Management (TSM) measures that protect or enhance the capacity of the corridor will be required to maintain efficient connections. An increase in Transportation Demand Management (TDM), especially at the ends of the corridor could also help to maintain efficient connections in the corridor. TSM and TDM measures are discussed in the following paragraph.

Highway Congestion

At the ends of the corridor (Segments 1, 2, and 6) a combination of actions will be required to address traffic congestion. First, aggressive programs to manage transportation demand (TDM) are available to shift travel to other modes through carlvanpool matching, transit service expansion, park-and- ride facilities, employer trip reduction programs, and elimination of free parking for commuters. Transportation system management (TSM) measures also will be pursued, consisting of the addition of passing or truck climbing lanes, turning lanes, conversion to full access control with interchanges, development of bypasses, non-traversible medians, shared driveways, and access management programs.

As these measures succeed, the subsequent needs to widen the highway may be reduced or postponed. In the rural areas, additional passing lanes may be necessary to accommodate future travel demands. Grade-separated interchanges could be developed at junctions with other highways. Opportunities for widening are limited by natural constraints in the Santiam Canyon and the National Forests; including, , late successional reserves, riparian reserves, habitat for sensitive species such as Winter Steelhead and Spring Chinook, landslide and rock slide areas and topographic limitations. It is also very expensive to purchase right-of-way, especially through some of the cities like Mill City and Sisters.

Safety

Safety performance of the corridor could deteriorate as volumes of through and turning traffic grow, unless accident countermeasures are instituted. Safety improvements can be accomplished with programs to modify intersections, addlwiden shoulders, grade-separate junctions, rebuild tight curves, and control access.

Transportation Impacts

The natural environments through which the corridor passes are considered assets to the region. Transportation impacts that impinge on the environmental quality of the corridor should be minimized. Measures to avoid or mitigate adverse impacts will be required. Improvement projects also provide opportunities to correct past environmental damage.

Implementing programs that emphasize alternative modes could contribute to reduced growth of vehicle miles of travel and promote energy efficiency. These programs will complement emerging land use principles that emphasize pedestrian-friendly and transit-oriented development. 3. Corridor Strategy

The corridor strategy for the Highway 221US 20 corridor consists of a series of actions that respond to its vital role in serving commute and recreational travel, freight movement, and the numerous constraints associated with corridor improvements. The following measures are envisioned.

Transportation Balance

Pursue transportation demand and system management strategies as a first course in addressing future needs.

Develop support facilities for transit, carpooling, and the use of non- motorized modes. Retain railroads as effective means of freight transport and investigate opportunities to upgrade trackage and promote additional use.

Regional Connectivity

Develop and implement access management plans to manage future access to the highway.

Continue study of traffic route alternatives in Sisters to enhance connectivity.

Pursue improvements that enhance truck mobility and safety.

Support improvement of the rail freight network serving the west and east ends of the corridor.

Highway Congestion

Provide grade-separated interchanges at selected locations. Implement a program of transportation system management measures to improve the efficiency of traffic flow.

Provide capacity improvements in balance with transportation system and demand management, mode shift goals and other community objectives.

Safety

Target accident countermeasures for short-term implementation.

Pursue grade-separation, access control, and geometric modifications to reduce accident risk. Consider increased law enforcement on the highways.

Transportation Impacts

Develop detailed inventories of constraints that inhibit transportation improvements.

Consider methods of avoidance and mitigation for projects in the corridor. Chapter 6 of this document provides a detailed listing of objectives for corridor development.

What's Next

Following endorsement of the Interim Corridor Strategy by jurisdictions along the corridor, the remainder of the Corridor Plan will be developed. It will strive to preserve and enhance the corridor through close coordination with local land use and transportation plans.

The Corridor Strategy identifies a wide range of actions to be implemented by many agencies and service providers. In some areas, Refinement Plans will provide more detailed analysis. Additional public involvement is anticipated in future work phases. This input will be reflected in the selection of future projects and services. Decisions concerning priorities, trade-offs, and funding will also influence implementation of projects in the corridor. Chapter 1 Overview of Corridor Planning

Introduction

The Oregon Department of Transportation (ODOT) is developing corridor plans for those highway corridors identified in the Oregon Transportation Plan (OTP) as being of statewide or interstate importance. This document proposes a strategy and objectives for the operation, preservation, and enhancement of transportation facilities along Oregon Highway 22 and US 20, between Salem and Bend, connecting the Wiliamette Valley to Central Oregon and beyond.

The corridor strategy covers a 20-year planning horizon, building on federal, state, and local transportation and land use policies and plans together with a comprehensive consultation with stakeholders in the corridor. The corridor strategy will guide development of the Corridor Plan and Refinement Plans for specific areas and issues in the corridor.

The planning process calls for the Corridor Strategy to be endorsed by all of the jurisdictions along the corridor and by the Oregon Transportation Commission (OTC). Implementation of the Corridor Plan will occur through development of future regional and local transportation plans and comprehensive land use plans. This will ensure that the corridor is preserved and enhanced to the benefit of all users and others dependent upon the corridor.

This chapter consists of a general overview of the corridor planning process. Chapter 2 includes a general description of the corridor, a listing of relevant planning already conducted along the corridor, population characteristics and growth of recreational travel. Chapter 3 describes the existing conditions of transportation facilities, the environment and land use. In Chapter 4 future conditions and population projections are discussed. Findings and issues are presented in Chapter 5, as well as opportunities and constraints identified along the corridor. Chapter 6 identifies the strategies which will be used by ODOT and jurisdictions to manage the corridor's transportation systems.

Corridor Planning Description and Purpose

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. Corridor plans are currently being developed for the 31 corridors of statewide or interstate importance identified in the OTP as shown in Map 1-1. Other transportation corridors will be studied as resources allow. Each corridor planning area includes statewide transportation facilities, systems, and land areas that influence transportation performance.

Corridor plaris also are being developed for other corridors that connect with the Highway 22lUS 20 corridor. On Highway 22, west of this corridor, the Willamina to Salem lnterim Corridor Strategy was completed in 1996. East of Sisters on US 26, the Sisters to Ontario lnterim Corridor Strategy is in progress. East of Bend, on US 20, the Bend to Vale lnterim Corridor Strategy is in progress. The US 97 lnterim Corridor Strategy through Bend and Central Oregon was completed in 1995.

Transportation corridors are defined as broad geographic areas served by various transportation systems that provide important connections between regions of the state for passengers, goods, and services.

Transportation facilities are defined as individual modal or multi-modal conveyances and terminals; within a corridor, facilities may be of local, regional, or statewide importance.

Examples of facilities are highways, rail lines, park-and-ride lots, and bikeways. 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 has developed statewide management systems or modal plans for highways, passenger and freight rail, public transportation, aviation, bicycles and pedestrians, 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, airports), the state has a special interest in their performance given their interaction with ODOT facilities and collective significance to the statewide transportation system. I Interstate & Statewide Corridors

L r..

LEGEND

Oregon Coast Highway (US 101) Medford - California (OR 6211 40139) Madras - California (US 97) Portland - Astoria (US 30) Eugene - US 97 (OR 58) Klamath Falls - Lakeview (OR 140) Cannon Beach - Portland (US 26) Eugene - Santiam Jct (OR 126) Umatilla - Pendleton ' (US 39511-84) Lincoln City - Portland (OR 18199W) Salem - Bend (OR 22NS 20) Pendleton - California (US 395) W~llamina- Salem (OR 22) Gresham - Madras (US 26) Milton-Freewater - Pendleton (OR 11) Newport - 1-5 (US 20lOR 34) Sunrise Corridor ' (OR 212) LaGrande - Wallowa Lake (OR 82) Florence - Eugene (OR 12611-1 05) Hood River - Mt Hood (OR 35) ldaho - Nevada (US 95) Reedsport - 115 (OR 3810R99) Biggs Jct. - Madras (US 97) Washington - California (1-5) Coos Bay - Roseburg (OR 42) Sisters - Ontario (OR 1261US 26) 1-5 - ldaho (1-84) Grants Pass - California (US 199) Bend - Vale (US 20) Washington - 1-84 (1-82)

MAP 1-1 Benefits of corridor planning for the Highway 22lUS 20 corridor include the following:

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 framework in which individual projects located in corridor communities can be reviewed and prioritized.

Preservation of Future Transportation Rights-of-Wa y. 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 horizon of a corridor plan identify long-range right-of-way needs that serve to direct future development, reducing development costs and environmental, energy, 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, demand management programs (i.e., ride sharing, 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 committees.

Planning Requirements

There are several federal and state mandates affecting how corridor planning is to be undertaken. The three most important of these are the 1991 lntermodal Surface Transportation Efficiency Act (ISTEA), the Oregon Transportation Plan (OTP), and the Oregon Transportation Planning Rule (TPR).

During the development of this corridor strategy, the federal government signed into law 'The Transportation Equity Act for the 21" Century (TEA21) which is the new federal act authorizing highway, highway safety, transit and other surface transportation programs for the next six years (1998 - 2003). It replaces ISTEA. The new Act's provisions relevant to statewide and corridor planning will need to be incorporated into Phase 2 of the corridor planning process.

While very different policy initiatives, the ISTEA, the OTP and the TPR share several common themes requiring that transportation plans:

(1) include a balanced transportation system providing transportation options;

(2) reduce reliance on the single-occupant automobile and increase the opportunity for modal choice;

(3) be coordinated with land use plans; and

(4) address the environmental, social, economic, and energy consequences of proposed actions.

Appendix A of this document summarizes the lntermodal Surface Transportation Efficiency Act of 1991(ISTEA),the Transportation Equity Act for the 21" Century (TEA21), the Oregon Transportation Plan (OTP), the Transportation Planning Rule (TPR), regional plans, county and local plans. These plans were reviewed for policies, projects, opportunities and constraints relevant to the Salem to Bend Corridor Plan.

This interim corridor strategy is primarily based on the existing and adopted state highway plan, the 1991 Oregon Highway Plan. However, throughout the plan references are made to the draft 1998 Oregon Highway Plan to make the interim corridor strategy more consistent with the proposed state highway plan.

The draft Oregon Highway Plan is expected to be adopted by the Oregon Transportation Commission in November of 1998. The plan defines policies and investment strategies for the state's highway system over the next 20 years. The theme of the draft plan is 'maintaining before expanding" because funding expectations are low. The plan gives policy and investment direction to corridor plans (and TSPs) that are being prepared around the state, but leaves the responsibility for identifying specific projects and modal alternatives to these plans. The major issues of the draft highway plan relevant to this interim corridor strategy are:

The draft 1998 Highway Plan does not maintain the Level of Importance Policy classifications or the Access Oregon Highway designations, therefore these terms are not discussed in this plan. The new highway plan adopts the National Highway System as the primary classification and retains the Regional and District categories of the Level of Importance system. The new state highway classification system will be used to guide management and investment decisions.

The draft 1998 Highway Plan does not list specific projects, therefore no state Highway Plan projects are listed in this plan.

Highway Level of Service (LOS) standards are replaced with volume to capacity (V/C) ratios to improve clarity and ease of implementation. V/C is the ratio of the hourly volume of traffic on a highway segment to the maximum hourly traffic volume that can pass along the segment under good conditions. Standards for intersections are also proposed.

Policies concerning land use and transportation have been revised to make them more flexible and useful at the local level. Special Transportation Areas (STAs) will be designated on short sections of state highways within urban growth boundaries. The objective is to provide access to community activities, businesses, and residences and to accommodate pedestrian movements in downtowns and central business districts.

Several routes have been added to the State Highway Freight System, including Highway 22 and US 20 between Salem and Ontario. The State Highway Freight System replaces the designation of primary freight corridors in the Oregon Transportation Plan. The designation is intended to facilitate the through movements of trucks.

Several other guidelines and tools are used in developing corridor plans including the "Oregon TDM (Transportation Demand Management) Toolbox of Strategies", the "Corridor Plan Consistency Checklist" and the "Corridor Overview for Multimodal Evaluation".

Corridor planning is being carried out in three phases that progress from the general to the specific (see Figure 1-1). Corridor planning need not occur in a linear fashion; that is, activities described in Phase 1 may occur after Phase 2 or Phase 3 planning for various ongoing projects in the corridor. Develop Interim Phase One Corridor Strategy

v v Transportation City or County Improvement Transportation Management Systems Planning Element (TIME)

Phase Two

Planning for Some Sites

Phase Three

Projects

Phase Four Programs

FIGURE 1-1 Corridor Plannina Process 81 Phases 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 transportation balance, regional connectivity, highway congestion, and safety. In addition, characteristics of the corridor and the role it plays in the region are described in terms of the environment and land use.

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 each 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 individual corridors and by the OTC.

I Phase 2: Corridor Planning

I L4 Most of the corridor planning effort occurs in Phase 2 and focuses on development of a Transportation Improvement Management Element (TIME) r I and city and county transportation planning (see Figure 1-1).

During Phase 2, the TIME is developed for each corridor plan 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. Most of these decisions are policy-oriented (e.g., level of importance, access management category assignments, etc.) or advisory (e.g., proposed capital projects, maintenance programs, etc.) in nature.

In compliance with the TPR, transportation systems plans (TSPS) are currently being or will be developed for cities (with populations over 2,500), counties, selected smaller cities and metropolitan planning organizations in Oregon. ODOT staff and financial resources are contributing to these local efforts. Portions of TSPs that affect statewide corridors are incorporated into the TIME of corridor plans to implement the objectives established in the corridor strategy. This process helps link corridor objectives to city and county comprehensive plans.

Counties with populations of less than 25,000 and cities with populations of less than 2,500 may apply to the Land Conservation and Development Commission for a full or partial exemption from the requirements to develop a TSP. In order to meet remaining TPR requirements for these jurisdictions and complete corridor plans in these instances, ODOT is assisting exempt local jurisdictions through a process called generalplanning. Similar to transportation systems planning, findings of general planning that affect statewide corridors are included in the TIMES.

ODOT uses the general planning process to reach implementation decisions in several circumstances: (1) for any corridor where statewide emphasis regarding transportation facilities and systems is needed; (2) for portions of corridors that lie within exempt jurisdictions; and (3) where non-exempt local jurisdictions desire that ODOT take the lead for transportation planning in the corridor.

At the conclusion of Phase 2 corridor planning, implementation decisions reached through transportation systems planning or general planning are combined in the TIME. The interim corridor strategy is then refined to reflect the implementation decisions made. The TIME, together with the corridor strategy, is adopted by OTC as the corridor plan.

Phase 3: Refinement Planning

Some portions of corridors may require refinement planning during Phase 3 to resolve particular land use, access management, or other issues that require a more in-depth analysis than ordinarily required to prepare in the TIME. Corridor plans may then be amended to incorporate the products of these refinement plans.

Projects and Programs

Recommended improvements to corridor facilities, systems, and management activities identified in the corridor plan must also be analyzed in terms of their environmental impacts. The project selection process should include build and no-build alternatives. Projects are then prioritized which provide the basis to update the State Transportation Improvement Program (STIP), which distributes limited transportation resources. Corridor planning is helping ODOT, with the cooperation of local governments and the input from the citizens of Oregon, make the difficult funding decisions necessary to build and maintain a statewide transportation system to meet the growing demand for transportation.

Corridor Planning Participants

The Highway 221US 20 corridor traverses four counties and affects several communities and one of Oregon's largest urban areas. Given the diversity of issues and interests along the corridor, a multi-jurisdictional approach to planning is needed. Equally important has been the involvement of the general public and various groups located both on and off the corridor.

To coordinate and facilitate participation from such a large and diverse group, the following elements were used:

Corridor Planning Management Team (CPMT) Corridor Advisory Committee (CAC) Public Involvement Program Statewide Agency Coordinating Committee and Statewide Stakeholders

Corridor Planning Management Team

The Corridor Planning Management Team (CPMT) consists of representatives of Oregon Department of Transportation, Marion, Linn, Jefferson, and Deschutes Counties, Salem, Aumsville, Sublimity, Stayton, Lyons, Mill City, Gates, Detroit, Idanha, Sisters, Bend, the Mid-Willamette Valley Council of Governments, Cascades West Council of Governments, Willamette National Forest, Deschutes National Forest, Oregon Parks and Recreation, Bureau of Land Management, Confederated Tribes of Warm Springs, North Santiam River Basin Transit Service, US Corps of Engineers, North Santiam Highway Association, VISIT Group, Hoodoo Ski Area, Willamette Valley Railroad, and the North Santiam Economic Development Corporation. The CPMT has acted as a review and steering committee throughout the planning process in developing the Corridor Strategy.

The agencies represented in this team will be responsible for implementing the programs and projects necessary to implement the plans that will be the final outcome of the corridor planning process. The other members of the team consists of stakeholders who have a strong interest in the planning and operation of the Highway 221US 20 corridor. Citizens Advisory Committee

Interested citizens that desired to participate in the corridor planning development process, beyond providing general comments at the open houses, were included on the Citizen's Advisory Committee (CAC). Approximately 16 citizens from various communities in the corridor have participated to date on this committee to help ensure that public issues and values are addressed and reflected in the strategy document.

Public Involvement Program

An extensive public involvement program was held as part of the corridor planning process. This included mailing two newsletters, two rounds of open houses, public meetings, print and radio media coverage. Input was received and information was provided to more than 210 persons during the course of the project. Appendix B summarizes the issues and concerns identified during the public involvement process.

Statewide Agency Coordinating Committee and Statewide Stakeholders

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 groups in the transportation, land use, environmental, and social service areas. Those interested in a specific corridor, participate in corridor planning through involvement on the CPMT or through meeting and corresponding with the corridor planning staff, or both. Copies of the draft plan will be mailed to these groups for review. Chapter 2 Corridor Overview

History

The Highway 22lUS 20 corridor has been one of the routes used across the Cascade Mountains in Oregon since early settlers discovered Santiam Pass in the mid-1800's. These settlers crossed this notch in the mountains and made their way westward through the canyons formed by the North and South Santiam Rivers. The first road across Santiam Pass was opened in 1859. This road - the Willamette Valley and Cascade Mountain Military Road, the predecessor of the modern Santiam Highway (US 20) - connected Albany and Bend. The only direct predecessor to the North Santiam Highway (OR 22) was a logging railroad from Scio to about 10 miles west of Detroit. Some of the railroad right-of-way was used in constructing the present highway. Towns along the Highway 22lUS 20 corridor were incorporated starting with Bend in 1905, followed by Sisters in 1946. Mill City in 1947, ldanha in 1949, Gates in 1950, and Detroit in 1952.

General Corridor Description

The Highway 22lUS 20 corridor extends 125.2 miles along Highway 22 from Salem to Santiam Junction, then along OR 126lUS 20 to Bend (see Map 2-1). The corridor is approximately 1,000 feet wide (500 feet each side of the highway centerline). The two highways in the corridor are designated as Statewide Highways in the National Highway System and in the draft 1998 Oregon Highway Plan. The corridor is also designated as a route of the State Highway Freight System in the draft 1998 Oregon Highway Plan.

It is also part of a National Scenic Byway and a State Scenic Byway. Highway 22 between Detroit and Santiam Junction is part of a state scenic byway - the West Cascades Scenic Byway. US 20 between Santiam Junction and Sisters is part of a newly designated national scenic byway - the McKenzie Pass and Santiam Pass Scenic Byway.

The corridor also serves several communities and recreational areas, including state parks, county parks, national forest campgrounds, the Hoodoo Ski area, snowparks, and resorts. Appendix C consists of nine straight line corridor maps. These maps show other roads and highways in the corridor, jurisdictional boundaries, general zoning classifications, rivers and lakes, and segment boundaries. Roads, highways and other data are indicated by milepost location in the lower half of each map sheet.

To facilitate the analysis and discussion of corridor needs and improvements, the corridor is divided into nine segments. Each corridor segment is about 20 to 25 miles in length and has readily identifiable termini and generally uniform traffic levels, land uses and terrain characteristics.

The corridor maps indicate that Segment 1 starts at milepost 1.21. However, the Willamina to Salem Corridor Strateay completed in 1996 included all of Highway 22 through Salem, east to the Deer Park (Gaffin Road) interchange (milepost 4.03 - the Urban Growth Boundary for the Salem-Keizer area).

Therefore, this corridor strategy study area actually begins at milepost 4.03 and not milepost 1.21 as shown. The study area beginning point is the Salem city limits, which is also the Salem-Keizer Urban Growth Boundary and the Salem- Keizer Area Transportation Study (SKATS) Metropolitan Planning Organization (MPO) boundary.

At the southeast end of the corridor, the corridor strategy study area ends at milepost 18.51, the junction of US 20 and US 97. The corridor extends approximately three-quarters of a mile into the Bend urban growth boundary to the city limits. Approximately two-thirds of the corridor lies in ODOT Region 2 (milepost 4.03 at the Deerpark interchange to milepost 89.20, one mile south of Jack Lake Road. The remainder of the corridor lies in ODOT Region 4.

Due to the extensive number of recreational opportunities along or near the route, traffic volumes peak during the summer months, especially during summer weekends. The summer traffic peak is approximately three times as much as the winter traffic peak. The corridor is also a major route for freight trucks including logging trucks. Toward each end of the corridor (near Salem and Bend), there is a higher percentage of local commuter traffic on the highway. In many communities, the highway is the focus of commercial activity, with conflicts resulting between the functions of through movement and local access.

The Salem to Bend corridor is comprised of four highways:

(1) the North Santiam Highway (OR 22) between Salem and Santiam Junction;

(2) the Santiam Highway (US 20lOR 126) between Santiam Junction and Sisters; (3) the McKenzie Highway (US 20lOR 126) through Sisters; and

(4) the McKenzie - Bend Highway (US 20) between Sisters and Bend.

Maps of the corridor cities; Aumsville, Stayton, Sublimity, Lyons, Mill City, Gates, Detroit, Idanha, and Sisters can be found in Appendix D. The appendix also includes a map of the north side of the city of Bend.

In various parts of this document, Salem and Bend, 'the end cities", are discussed because they impact the corridor strategy in some significant way, such as with their rideshare programs. To find out more corridor planning through Salem, please refer to the Willamina to Salem lnterim Corridor Strategy. Corridor planning through Bend is addressed in US 97 Interim Corridor Strategy.

Most of the corridor traverses forested and rural areas. The western end of the corridor lies in the Willamette Valley. Between Salem and Mehama, Highway 22 traverses a gradual incline through a primarily agricultural area.

The graphic on the next page is a generalized elevation profile, intended to provide the reader with a better understanding of the basic elevations differences in the corridor. East of Lyons, the highway parallels the North Santiam River through the North Santiam Canyon with a gradual increase in elevation. The highway bisects several small cities including Mill City, Gates, Detroit, and Idanha. Just east of Idanha, the highway takes a sharp turn southward as it traverses the base of the Western Cascades.

In the middle of the corridor, the highway meanders through national forest land cutting mountain sides and rock outcrops with numerous embankments. East of Santiam Junction, the roadway ascends Santiam Pass (elevation 4,817) and then descends through the forested area west of Sisters. Southeast of Sisters, the roadway traverses relatively level terrain through the ranch and dry farm lands of Central Oregon to the urbanized area of Bend. Generalized Corridor Elevation Profile

10.000

e.000

8.000

7.000 3 ~,000 5.000 % E 4,000

3.000

2,000

1.000

0 E s a B c -0 - lL B 2 .-2 .. E a ai"a s - 17 E 4 U) I-' : t V) I '2li V) C

Other Plans and Studies

This corridor study was developed using a multitude of local, regional, state, and federal planning documents, including local and county comprehensive and transportation plans, traffic studies, ODOT statewide plans and corridor plan guidelines, and other documents. All of these documents are listed in Appendix A - Summary of Plans and Studies.

Local, county and regional transportation system plans such as the Draft Public Deschutes County Transportation System Plan (TSP) and the Sublimity TSP were reviewed to insure that the strategies in the Salem to Bend corridor are consistent with their goals and policies pertaining to the corridor.

Statewide plans and guidelines, such as the Oregon Transportation Plan, the 1991 Oregon Highway Plan and the draft 1998 Oregon Highway Plan were reviewed to insure that the corridor strategy adequately addresses statewide goals and policies and ODOT requirements for corridor planning.

Federal plans, such as the National Forest Service McKenzie PassISantiam Pass Scenic Byway Management Strategy, were reviewed to insure that objectives related to the National Forest and scenic byway portions of the corridor are reflected in the corridor strategy. Previous Corridor Improvements

Over the last ten years, there has been a number of major improvements made to Highway 22 and US 20. Many of the improvements took place a few years after the OTC adopted the Access Oregon Highways Program in 1988. This program focused a portion of gas tax funds on 15 of the state's most important highway corridors.

The improvements are broken down by corridor segment (See Map 2-1). There are six segments in the corridor. Two of the segment end points fall within the city limits of two cities. To make analysis of the segments easier, all ldanha issues are in Segment 3 and all Sisters issues are in Segment 5. \ \ SEGMENT ONE 0 N MP1.21 TO MP22.42

SEGMENT TWO I MP22.42 TO MP39.67 SEGMENT THREE MP39.67 TO MP54.09 ------

JEFFERSON

C 0 u N 7- ?' LNN

SEGMENT FIVE COUNTY MP74.80 TO MP93.07

SEGMENT FOUR MP54.09 TO MP81.74

SALEM TO BEND CORRIDOR

SEGMENT SIX MAP 2-1 MPO.00 TO MP18 5 1

" II r " > .-.- I- . r n , - , c "' -- -- - . -- - 'Ir I-- ,% '! : , . 1990-1991 - Passing lanes were added from Fir Grove Lane (milepost 16.82) to Tower Road (19.65).

1996 to 1998 - Joseph Street to Stayton

Phase I - ($25 Million) This project generally consisted of constructing four lanes with a median, repaving all existing road sections, eliminating several at-grade intersections, and building or re-building interchanges. Prior to this project, the four-lane section ended at Joseph St. (milepost 4.7). The project extends four lanes east to milepost 13.73 (just pass Golf Club Road) and includes a new interchange at Aumsville and Golf Club Road. It also rebuilds the Silver Falls interchange.

Phase II - (Designed but not in the current STIP) Date of construction unknown. Extends the four-lane section east across Mill Creek to milepost 14.1 and rebuilds the'interchange at Cascade Highway. Widens the bridge over Joseph Street and raises the bridge at 72d Street. Replaces the bridge and re-builds the eastbound ramps at the Silver Creek interchange. Raises the bridge at Albus Road.

1991-1 992 - Eastbound and westbound passing lanes were constructed just east of Mehama.

1991 - An eastbound left turn refuge at Little North Fork was built, in conjunction with a three-lane section east to Fisherman's Bend. ..

1991 - A center turn lane was constructed through Mill City.

1991 - An eastbound passing lane was constructed just east of Mill City.

1992 - A pavement project was completed just east of Mehama through Gates.

Late 1980's - A rock screening project was completed on the north side of Detroit Lake. Additional rock screening work was done between Big Cliff Dam and Mongold in 1992 and 1996. 1990-1991 - A left turn refuge for westbound traffic was constructed at Mongold State Park.

Early 1990's - A surface preservation project was completed near Detroit.

1988-1989 - A three-lane westbound passinglclimbing section was constructed between the North Santiam Bridge (milepost 75.7) and Lava Meadows Road (milepost 77.1 ).

1990-1991 - Passing lanes were constructed at Lava Meadows Road (milepost 77.9) to (milepost 79.7).

1992 - A paving project was completed between Pamelia Road (milepost 62.34) and Minto Creek Bridge (milepost 65.48), then from east of Marion Forks to Straight Creek Road.

Late 1980's - Eastbound passing lanes were constructed between milepost 80.44 and milepost 84.3 near Suttle Lake.

1990-1991 - East of the US 20 junction, up to the summit, passing lanes were constructed.

Pre-1984 - Passing lanes were constructed west of Sisters.

1992-1993 - Passing lanes were constructed between Sisters and Tumalo. One passing lane was constructed before 1984.

Pre-1984 - A passing lane was constructed southeast of Tumalo.

1998 -The northern end of the Bend Parkway is partially completed and partially connects to US 97. -- I - I : r - Population Characteristics I I, As mentioned at the beginning of this chapter, the corridor begins at Salem's c - urban growth boundary and runs east through Marion County. In the Bend area, 1 the corridor ends just inside Bend city limits. r

Map 2-2 shows 1997 populations estimates and 201 6 population projections. f Population projections are discussed in Chapter 4 - Future Conditions. The map indicates that most of the corridor residents live in or near Segment 1. Between P Gates and Sisters, population centers are small (under 1,000 people) and widely i? i? scattered.

f- According to officials at the Marion County Planning Department, roughly 90 -1 , percent of the residents in the Marion County portion of the corridor live within the incorporated areas (Aumsville, Stayton, Sublimity, Mill City, Gates, Detroit and I ' Idanha). The situation in the Linn County portion of the corridor is presumed to be i (, similar.

This is not the case, however, in Deschutes County where a large number of people in the corridor reside outside urban areas in extended, unincorporated communities. For example, approximately 9,000 people live in the Sisters School District while only 805 residents actually live in the city limits of Sisters.

The roughly 10 miles of US 20 in Jefferson County (Big Lake Road to Black Butte) includes the population in Camp Sherman, an unincorporated residential settlement located a few miles north of Black Butte. In 1997, it was estimated that there were approximately 400 dwelling units in the Camp Sherman area. According to a Camp Sherman resident and member of the 'Friends of the Metolius" , less than one-half of these dwelling units are occupied year-round.

The following list shows the estimated changes in population (Portland State University, 1998) for the corridor cities, end cities, and counties between 1990 and 1997:

Aumsville - 71% Sisters - 14% Bend - 65% State of Oregon - 13% Sublimity - 44% LlNN COUNTY - 10% DESCHUTES COUNTY - 35% Lyons - 9% Stayton - 26% Gates - 7% MARION COUNTY - 17% Mill City - 6% Salem - 15% Idanha - 4% Detroit - 1 5% 5ALLy TO 0Lf\lP

CORRIDOR 5TRATLC;Y

SEGMENT TWO NSH MP22.42 TO MP39.67 SEGMENT THREE NSH MP39.67 TO MP54.09

SEGMENT FIVE

1. The number on top is the 1997 population and the estimated 201 6 population is on the bottom.

2. Within the Sisters School District there are approximately 9,000 residents. SEGMENT FOUR 3. Population data was obtained SH ~~54.09TO MPB1.74 from city and county staff and PSU. ond -

EXISTING POPULATIONS AND PROJECTIONS SEGMENT SIX MAP 2-2 Deschutes County grew more than twice the rate of the state. Growth in Marion County exceeded the state rate, while growth in Linn County was below the state average growth rate in the 1990's.

In Chapter 3, Table 3-9 includes some population characteristics of the corridor cities. During the 1990'~~Stayton and Aumsville had the highest absolute population increases with 1,279 and 1,170 new residents, respectively. Sublimity added approximately 654 new residents in the 1990's and each of the remaining corridor cites grew by less than 100 residents each (except for end cities - Salem and Bend).

Growth of Recreational and Tourism Travel

Many visitors from the metropolitan areas of Salem, Portland and Eugene use this route for popular destinations in western and central Oregon. This is not surprising as most of the corridor passes through NationalSorest lands. During the summer, heavy travel demand in the corridor reduces speeds and lengthens travel times, particularly in the two-lane segments. Also recreational vehicles and vehicles with trailers enter the traffic mix, which degrade travel flow especially in the mountains.

The southeastern half of the corridor itself is a part of a popular tourist route. Segments 3 and 4 are part of the West Cascades Scenic Byway, a state designated byway. Segments 5 and 6 are part of the McKenzie PassISantiam Pass Scenic Byway, a newly designated national byway. More about the scenic byways in the corridor can be found in the Environment and Land Use section of Chapter 3.

In 1993, a survey of 4,000 randomly selected licensed drivers in Oregon was conducted. Each person surveyed was shown a map of statewide corridors an'd asked to comment on two corridors they are familiar with. They then were asked a number of questions about those corridors. Of the motorists commenting on the Salem to Bend corridor, .approximately 70 percent stated that their reason for using the corridor was for recreation or pleasure. Results of the entire survey can be found on page 13.5 of Appendix E.

Many areas adjacent to the corridor serve as important regional recreational and tourist destinations:

One of the state's most popular attractions, Silver Falls State Park, is located approximately 10 miles northeast of Aumsville. Yearly attendance is over 600,000 visitors per year. In the Santiam Canyon, between Mehama and Niagara, there are numerous county and BLM parks on the North Santiam River and the Little North Fork (of the North Santiam River). North Fork Road provides access to the Elkhorn Recreation Area and the Opal Creek Wilderness Area.

Around Detroit Lake and in the Willamette National Forest, there are many campgrounds and boating facilities. The Breitenbush River area is also popular and includes Breitenbush Hot Springs Resort.

There are also many camping, hiking, fishing, and horse camping opportunities between ldanha and Santiam Junction, including the Mt. Jefferson Wilderness area. The newly designated Quartzville Back Country Byway begins one mile east of Marion Forks and includes Quartzville Creek, a nationally designated Wild and Scenic River.

The Hoodoo Ski Area, located near the Santiam Pass, is a popular winter destination. During ski season, the facility averages approximately 1,600 skiers per day. This area also contains many snowparks, trails, and lakes. The Pacific Crest Trail, which runs from Mexico to Canada, traverses the corridor in this area.

On the east side of the Cascades, the corridor passes through the Deschutes National Forest which contains many recreational opportunities around Suttle Lake and the Metolius River. This area includes the Three Sisters Wilderness Area and Black Butte Ranch.

The city of Sisters is a popular tourist destination. Throughout the year but primarily in the spring, summer and fall, many weekend events occur such as the Sisters Quilt Show, Sisters Rodeo, Jazz Festival, Gold Wing Road Rally, Saturday Market ( thel" Saturday of every month), Folk Festival, and the Harvest Fair.

Tumalo State Park and the Cline Falls State Park are located near the corridor between Sisters and Bend. Eagle Crest Resort is located approximately 11 miles north of Tumalo.

In addition to the many recreation and tourist destinations noted above, the corridor is also used to get to recreation and tourist destinations beyond the corridor, such as Mt. Bachelor, Smith Rock State Park, Sun River, Newberry National Volcanic Monument, and the High Desert Museum. Bend's proximity to the Great Basin Plateau makes it a hub for recreation, sporting, and tourist activities. Recreational and tourist activity can be expected to increase as population continues to grow in the Willamette Valley, Central Oregon, and throughout Oregon. Efforts to attract national and international travel to Oregon are gaining more emphasis. Retirement and tourism is becoming a vital part of the economies of the corridor communities, supplementing resource-based industries. These factors suggest that recreation and tourism will grow as influences on travel along the Highway 22lUS 20 corridor. Chapter 3 Existing Conditions

The first part of this chapter describes the existing conditions of the highway system providing information on traffic volumes, travel times, congestion, intersections, bridges, pavement condition and a safety and crash profile. The remainder of this chapter consists of sections on public transportation, railroads, air service, pipelines, water-borne transportation, the environment and land use.

The Federal Highway Administration requires each state to collect information about selected sections of the highway. ODOT has developed the Oregon Highway Monitoring System (OHMS) for the collection, updating, and submittal of this data. The OHMS is designed to provide information on both present and future operating characteristics of a highway system under a variety of situations. In presenting some of the characteristics of the existing conditions (and future conditions) along the Highway 22lUS 20 corridor, OHMS data was used. Appendix E provides a more detailed overview of the highway performance analysis methodology and results.

The existing conditions information, along with public input and future conditions, is used to develop key findings and conclusions about the corridor. These key findings and conclusions, along with OTP goals, and other input from federal, state, and local plans listed in Appendix A to generate the corridor objectives.

Appendix C consists of corridor maps which were first described in Chapter 2. Please refer to these maps for specific highway information during the reading of this chapter. At the bottom of these maps is data on the travel lanes, shoulders, accident locations, and average daily traffic (ADT) volumes.

Highway System

Highways 22 and US 20 are of critical importance to the movement of passengers and freight to a wide range of statewide, regional, and local users. The corridor is a primary route for travel between the Willamette Valley and Central Oregon. It contains connections to other state highways that provide access to communities within and beyond the four counties through which the corridor passes. The route is part of the National Highway System (NHS). Congress adopted the highway routes in the NHS as part of the National Highway System Designation Act of 1995. In Oregon, the NHS highways include all the lnterstate and Statewide highways except Oregon Highway 82. The portion of Highway 22 in the corridor and US 20 are designated as Statewide Highways in the NHS and in State Highway Classification System proposed in the draft 1998 Highway Plan.

Statewide highways typically provide inter-urban and inter-regional mobility and provide connections to larger urban areas, ports, and major recreation areas that are not directly served by interstate highways. The management objective is to provide safe and efficient high-speed continuous-flow operation. In constrained and urban areas, interruptions should be minimal. Inside Special Transportation Areas, (STAs) local access may also be a priority. (See Chapter 1 for a brief discussion of the draft 1998 Highway Plan including STAs.) .

The corridor serves a significant role in the economic vitality of the state and region. Multiple modes of travel are available in the corridor. It is used both .for commuter and recreationalltourist travel. Substantial levels of freight are moved in the corridor by truck. Intercity transit users are served by daily bus service. Cyclists and pedestrians also use these roadways. This chapter describes the existing conditions for each mode serving the corridor.

The corridor extends 125.2 miles, including 80.5 miles on Highway 22 and 44.7 miles on US 20. Highway 22, from its junction with lnterstate 5 in Salem to Mill City, serves substantial local traffic from cities along its route and serves as a significant commuter corridor to and from the Salem-Keizer metropolitan area. Highway 22, between Mill City and Idanha, experiences a lower level of commuter and local traffic, thereby maintaining a more rural character. US 20 from Santiam Junction to just west of Sisters, also experiences a lower level of commuter and local traffic. US 20 between Sisters and Bend serves substantial local traffic from communities along its route and serves as a significant commuter corridor to and from the Redmond-Bend area.

Almost 80 percent of the state's population lives in the Willamette Valley. During the summer and on weekends and holidays, the corridor caters to recreational and tourist traffic primarily from the Willamette Valley to National Forest campgrounds and trails, Detroit Lake State Park, county parks, scenic byways, special events in Sisters, and other recreational destinations in Central Oregon. There is also an increasing amount of opposite direction recreationalltourist travel too, as population increases in Central Oregon. Hiahwav Functions

Highway 22 and US 20 are designated Statewide Highways in the draft 1998 Oregon Highway Plan. They are highways that provide for high speed, continuous flow operation .in the rural areas, and high to moderate speed operations with limited traffic flow interruptions through the corridor cities. The primary purpose of these highways is to provide connections to larger urban areas and major recreation areas of the state not served by freeways. Pleasure driving is another function of the corridor. Segments 3 through 5 are part of state and national scenic byways. Byways are further discussed in the Environmental and Land Use section at the end of this chapter.

The recent improvements to Highway 22 just east of Salem to Stayton have created an access controlled facility. Between Mehama and Bend there is very little access control of the corridor.

From Salem to Stayton, Highway 22 is a four-lane rural highway with a nontraversible median. As a result of the recent improvement project, most of the overcrossings have been developed, and access is now primarily restricted to the interchanges.

Between Stayton and Santiam Junction, it is a two-lane rural highway that passes through the urban areas of Mill City, Gates, Detroit and ldanha with auxiliary lanes for passing, or turning at many rural intersections, and driveways. Local access for adjacent residential and commercial properties is served by the highway. The only traffic control devices on this part of the highway are a flashing yellow caution light at the Highway 226 intersection and at the North Fork Road intersection. A continuous two-way left turn lane exists through Gates, and most of Mill City.

Within the corridor cities in Segments 2, 3 and 5, the highway also serves as Main Street (primarily auto-oriented) with multiple driveway openings, local street intersections, and open medians creating many turning movements onto and off of the highway. In these cities, there is no curb (or sidewalk) adjacent to the travel lanes of the highway which results in vehicle turning movements at almost any point. In some of the business areas, the parking lots are not very deep and extend up to the highway. This situation at times, creates conflicts between vehicles backing out of the parking lots and through movements on Highway 22.

From Santiam Junction to Sisters, US 20 is a two-lane rural highway with lanes for passing, or turning at cross roads. In Sisters, Cascade Street, which is also US 2010R126, functions as a Main Street (primarily pedestrian-oriented). The 60-foot right-of-way is improved with curbs, sidewalks, and on-street parallel parking which limits vehicle turning movements and sight distance but provides a safe - I.

L- walking environment for pedestrians. There are no turn lane pockets on Cascade L Street. City blocks are approximately 300 feet in length, which has created more frontage for businesses and most of the buildings have no setback from the street, all of which makes it easier to travel by foot. The city of Sister's success in creating a pedestrian-oriented commercial business district has produced a more i

interrupted traffic flow pattern for through traffic and local traffic on this part of -I US 20, particularly in the summer. i

Because there are no turning lanes on Cascade Street, and block lengths are - relatively short, some of the congestion is attributed to traffic waiting to make a left turn (or right turn) on to several cross streets. The motorist making the turning !E movement is sometimes delayed because of other vehicles and/or pedestrians. r-L f Between Sisters and Tumalo, US 20 is primarily a two-lane rural highway with a couple of passing lanes. The highway has a center turn lane through the 'E

community of Tumalo. Southeast of Tumalo to US 97, approximately one-half I of the highway has eastbound passing lanes and the other one-half has L, westbound passing lanes. There are no traffic signals on this part of the L highway.

i .,; Traffic Volumes a-

I ' ODOT monitors activity on the highway system with daily and peak-hour traffic i- counts. These counts are used to estimate annual average daily traffic (ADT), Z which is the average for all days of the year, including holidays and weekends. i- The 1997 ADT volumes are presented in Map 3-1. L, G TRAFFIC FLOW 1997 ADT Traffic volumes are heaviest in the western and eastern ends of the corridor due to the larger population being located there.

East of 1-5, the ADT on Highway 22 in 1997 was approximately 40,100 cars per day. ADT volumes in the study corridor, range from 21,000 vehicles near the Deer Park interchange to 15,000 vehicles near Aumsville. Traffic volumes slightly decrease to about 11,000 vehicles per day through Stayton. East of Mehama, average daily traffic volumes decrease to about 5,200 vehicles per day and continue to decrease to just west of Santiam Junction (2,600).

East of the junction, ADT volumes start to climb again at 4,300 vehicles per day and increase to 9,300 ADT in Sisters. East of Sisters, traffic volumes decrease slightly through Tumalo to 7,300, but then increase up to 12,100 at the junction with US 97 in Bend. Other state highways connect with the - corridor and/or contribute to the corridor traffic volumes. It may be helpful for the reader to refer back to Map 1-1 in Chapter 1 (and Map 3-1) in the following discussion of connecting state highways.

Highway 214, also known as Silver Falls Highway, intersects the corridor on the north side just west of Aumsville. This highway goes east to Silver Falls State Park and then turns north to Silverton. North of Highway 22 on Highway 214, the 1997 ADT was 1,700.

Highway 226 is a state highway intersects the corridor from the south at Mehama and runs south through Scio across 1-5 to Albany. South of Highway 22 on Highway 226, the 1997 ADT was 5,300.

At Santiam Junction, Highway 22 ends and the corridor continues east on US 20. US 20 intersects the corridor from the west. It begins on the coast in Newport, runs east through Corvallis, crosses 1-5, through Lebanon and Sweet Home, and then runs parallel to the Santiam River up in to the Willamette National Forest. Highway 126 intersects US 20 west of Santiam Junction. US 20 serves as a major recreational east-west route for the lower Willamette Valley. In 1997, Corvallis and Albany had populations of approximately 51,000 and 38,000 respectively. The most direct route to the mountains and the national forests for Corvallis and Albany residents is to travel east on US 20. On US 20 between Santiam Junction and the Highway 126 intersection, the 1997 ADT was 2,500.

Highway 126 serves as a major recreational east-west route for the lower Willamette Valley also. In 1997, the cities of Eugene and Springfield had a combined population of approximately 180,000. (The Salem-Keizer area's population at that time was approximately 190,000.) Highway 126 begins on the coast in Florence, runs east through Eugene, crosses 1-5, through Springfield and then runs parallel to the McKenzie River up in to the Willamette National Forest. East of McKenzie Bridge, it intersects with Highway 242 and then it turns north and intersects US 20 west of Santiam Junction. The most direct route to the mountains and the national forests for Eugene and Springfield residents is to travel east on Highway 126. Traveling this highway and Highway 242 and/or US 20 is also the shortest route to Sisters, Bend and Central Oregon for Eugene and Springfield residents. South of US 20 on Highway 1 26, the 1997 ADT was 1,900.

Highway 242 is a fairly short recreation route that begins at Highway 126 east of McKenzie Bridge (close to where Highway 126 turns north towards US 20). From this point the highway runs northeast over the McKenzie Pass and then east to Sisters. (Since Highway 242 is not an interstate or statewide corridor it is not shown on Map 1-1.) The highway is closed most of year due to snowfall. West of Sisters on Highway 242, the 1997 ADT was 2,200. At the west end of the highway, the 1997 ADT was approximately 400 vehicles per day.

Highway 126 intersects US 20 in Sisters on the east side of town. This highway continues east through Redmond, intersects US 97 and terminates in Prineville. East of Sisters on Highway 126, the 1997 ADT was 3,500.

The east termini of the corridor is the junction of US 20 and US 97 and is located just inside Bend city limits. US 97 is the major north-south route through Central Oregon and stretches approximately 195 miles from Madras to the California border. Just north of the US 20/US 97 junction, the traffic volume in 1997 was about 27,200 vehicles per day. On US 97, south of this junction, the traffic volume was approximately 37,OO vehicles per day. On US 20 just east of US 97 (Greenwood Avenue) the 1997 traffic volume was approximately 19,300 vehicles per day.

ODOT monitors traffic activity on the highway system by analyzing traffic data from the automatic recorders. Automatic recorders (traffic counters) are located in Gates and near Sisters. The Gates recorder is at milepost 33.69 (approximately ten miles west of Detroit State Park). The Sisters recorder is west of Sisters near Black Butte Ranch Road at milepost 93.19. ADT growth in the 1990's is presented in Figure 3-1. Figure 3-1 Traffic Growth in the 1990s in Gates

TRAFFIC GROWTH IN THE 1990s 0.1 MILE EAST OF GATES ADT 4,800 4,700 4,600 4,500 4,400 4,300 4,200 4,100 4,000

fri#PBlf.-.-.-.-YY.-

From 1990 to 1997, daily traffic volumes have increased by approximately 5.9 percent. In some years, such as 1991and 1993, daily traffic volumes slightly decreased. But overall, since 1990, growth rates of ADT in the Gates area have averaged a one percent increase annually.

Figure 3-2 Traffic Growth in the 1990's Near Sisters

TRAFFIC GROWTH IN THE 1990's 5 MILES WEST OF SISTERS ADT ~,000 7,500 7,000 6,500 6.000 5,500 5,000

Oi%#PilIOB.-.-.-.- .- C .- C

Just west of Sisters, between 1990 and 1997, daily traffic volumes have increased by approximately 22.9 percent. This averages out to a 3.1 percent increase annually. The Salem to Bend corridor experiences a considerable increase in traffic during the summer months. The bar chart below shows 1997 traffic counts for each month of the year at the Gates recorder (Figure 3-3). Traffic counts range from an average of 2,981 vehicles per day in January to 7,694 in July, the peak month. Traffic volumes for May through September exceed the annual average. In July, the daily traffic volume exceeds the annual average (4,760) by 62 percent.

Figure 3-3 1997 TRAFFIC COUNTS - 0.1 MILES EAST OF GATES

The following bar chart shows 1997 traffic counts for each month of the year at the recorder located five miles northwest of Sisters (Figure 3-4). Traffic counts range from an average of 3,800 vehicles per day in January to 11,300 in July, the peak month. The July traffic volume exceeds the annual average (7,599) by 49 percent. Traffic volumes May through September exceed the annual average. Highway 242 is closed through the winter months, thus, some winter traffic that might take Highway 242 (McKenzie Pass) goes over the Santiam Pass.

One reason why the recorder west of Sisters experiences more traffic than Segments 3 and 4 of the corridor (the southeast end of Highway 22) is because of the additional traffic coming through Santiam Junction. The recorder west of Sisters picks up the traffic on U.S 20 from Albany and Corvallis west of Santiam Junction, as well as traffic on OR 126 from the Eugene-Springfield area. Figure 3-4

1997 TRAFFIC COUNTS - 5 MILES WEST OF SISTERS

- kg-h C -@%%% g g 9 l,-.

L 808 I V) Z n

For passenger travel, commute and recreational trips are the primary components of peak-hour activity in the urban and rural portions, respectively. Movement of freight in this corridor serves many of the state's vital industries including timber and agriculture, as well as, distribution functions between the Willamette Valley, Central Oregon, and points further east and south. The east end of the corridor connects to a important truck route. US 97 is used as a major truck route for the Western United States, and provides relatively shorter, more direct access for goods moving between California, the Willamette Valley, Central Oregon, eastern Washington, northern Idaho and points east.

The Salem to Bend Corridor is also an important goods movement corridor and is used daily as a truck freight route. It is anticipated this route will be designated as a freight route in the 1998 Oregon Highway Plan (OHP). However, It is not clear at this time how this designation may impact corridor investment decisions or system management. The major east-west corridors in Oregon are shown in Figure 3-5.

In 1996, it is estimated that the corridor overall was used to ship roughly four to six million tons of freight. More freight was carried on the US 20 portion of the corridor than the Highway 22 portion. This is in part due to fact that at Santiam Junction, US 20 splits off the corridor and connects with Highway 126. Some of the freight on the US 20 portion of the corridor is freight that is being transported on Highway 126 from the Eugene-Springfield area. Other east-west routes carrying more freight per year are the 1-84 route to the north and the Highway 58 route to the south. In 1997, the corridor experienced a substantial amount of truck traffic, ranging from about 800 to 1,500 vehicles per day. On highway 22, at the Deer Park interchange, trucks accounted for about 7 percent of the traffic stream. In Gates, 17 percent of the traffic flow was truck traffic, resulting in approximately 800 truck trips per day. Just west of Sisters, 17 percent of the traffic flow was truck traffic, resulting in approximately 1,500 truck trips per day. Statewide, truck traffic accounts for approximately 10 to 15 percent of the traffic stream in rural areas on state highways and 5 percent in urban areas.

Figure 3-5

MAJOR EAST-WEST CORRIDORS IN THE STATE

---

The corridor connecting Salem to Bend is one of statewide significance, both for the communities directly served and for travel beyond these communities. The Highway 22lUS 20 corridor is one of the four major east-west corridors in the state. Highway 140 between Medford and Klamath Falls is not shown in Figure 3-5 because of its relatively light traffic volumes.

In terms of annual traffic volumes, the 1-84 corridor, the only interstate east- west corridor, carries the most traffic, followed by Highway 26, Highway 22lUS 20, and the Highway 58 corridor, respectively. For truck freight flow, the 1-84 corridor experiences the most truck traffic, followed by the Highway 58 corridor, Highway 22lUS 20, and Highway 26, respectively. More truck freight occurs on Highway 58 than on Highway 22lUS 20 route in part because the roadway grades are not as steep as those on Highway 22.

The four major east-west corridors connect with the major north-south corridors, Highway 101, 1-5, and Highway 97, to create a statewide grid of regional highways linking various parts of the state and nation.

Traffic volumes are increasing on all four of the east-west corridors. All of the corridors experience higher traffic in the summer when valley residents travel to the mountains and central Oregon for recreation. All of the highways that connect the Willamette Valley to Central Oregon pass through rugged and environmentally sensitive terrain that are formidable constraints to highway improvements.

Travel Times

Travel time characteristics are based on OHMS data from 1992 projected to 1996. The average travel times for the length of the corridor in 1996 were 170 minutes for autos and 220 minutes for trucks. These times equate to 1.3 minutes per mile (44 mph) for cars and 1.6 minutes per mile (34 mph) for trucks. Automobile and truck travel times were highest in Segment 3 (1.8 minutes per mile) where the highway meanders around Detroit Lake. The lowest travel times occurred in Segments 6 and 1, averaging about 1.3 minutes per mile.

Conaestion

Congestion characteristics in the corridor are based on OHMS data from 1992 projected to 1996. Traffic congestion can be defined as 'the level at which transportation system performance is no longer acceptable due to traffic interference." Congestion can be of a recurring nature, as in weekday commute conditions, or may be related to incidents, such as vehicle breakdowns or accidents. With higher levels of congestion, traffic volumes are at or near capacity, and traffic moves in a stop-and-go fashion. At moderate levels of congestion, traffic flow is stable, but passing is restricted. Low levels of congestion imply free flow of traffic with passing opportunities.

In the corridor, recurring congestion is most acute in Segments 1 and 6 during the morning and evening commute periods. On Fridays and weekends, the additional demands associated with recreational travel can produce recurring congestion throughout the corridor, particularly during the summer and autumn months. In 1996, 20 percent of the corridor was subject to high congestion levels, primarily on Highway 22 in Segments 3, 2, and 1 through the cities of Detroit, Gates, Mill City, Mehama, Stayton, and Aumsville. Moderate congestion levels occurred in 37 percent of the corridor, primarily on US 20 in Segments 5 and 6. Approximately 43 percent of the corridor experienced low levels of congestion, mostly in Segments 4 and 5. More information about travel times and congestion can be found in Appendix El an excerpt from the Overview of Statewide Corridors.

Highway levels of service standards (LOS) for highway segments are used in the 1991 Highway Plan to help make operating decisions about traffic flow. LOS determinations represent a range of operating conditions that relate to the amount of traffic that can be accommodated on highway segments. An LOS of A represents virtually free flow traffic with few or no interruptions while LOS F is bumper-to-bumper, stop-and-go traffic. The LOS for design hour operating conditions in the rural areas of the corridor is LOS B through the 20-year planning horizon. The urban segments of the corridor should operate at LOS C.

1997 LOS determinations for some highway sections of the corridor can be found in the next chapter in Table 4-2. The levels of service determinations are based on preliminary volume to capacity analysis, review of the 30* highest hour of traffic data (this approximates weekday peak hour traffic in larger urban areas), conversations with ODOT transportation planners, and traffic conditions listed in the Draft Deschutes County TSP.

The draft 1998 Oregon Highway Plan proposes a similar concept for measuring highway performance, but represents levels of service by specific volume to capacity ratios to improve clarity and ease of implementation. This issue is discussed further in Chapters 4 and 5.

The effects of congestion include lengthening of travel times, reduced opportunities to pass, and fewer gaps to move into or across highway traffic. Between Santiam Junction (actually 2 miles northwest of Santiam Junction) and the west side of Mill City, there are no westbound passing lanes. This 49- mile gap in passing lanes contributes to the congestion problem in the corridor. Within this 49-mile gap, there are opportunities to pass slow moving vehicles (by crossing over the dashed center line), however, a lot of the time the vehicle platoons are fairly large, consisting of many vehicles which makes it difficult to pass.

Highway 22 is a four-lane facility from Salem to Stayton. East of Stayton to Bend, there are fourteen eastbound passing lane sections and nine westbound passing lane sections. Passing lane locations are indicated on the corridor maps in Appendix C. ODOT policies are to provide for passing lanes every six miles, depending on physical and environmental constraints. It is 'likely that physical and environmental constraints such as rock walls, steep embankments and wetlands have prevented the construction of passing lanes on some sections of the highway. The longest sections of the corridor without passing lanes are listed below.

westbound - Mill City to just west of Santiam Junction (49 miles) westbound - Plainview to Suttle Lake (23 miles) eastbound - Detroit Dam to Whitewater Creek Bridge (16 miles) eastbound - Woodpecker Road to N. Santiam River Bridge (14 miles) eastbound - Black Butte to Plainview (17 miles)

Intersections

There are several intersections on Highway 22 and US 20 in the corridor that have been identified through the public involvement process as having safety or traffic flow problems. These intersections are listed in Table 5-1 and discussed in Chapter 5 - Issues, Opportunities, and Constraints. The Safety and Crash Profile section below includes intersections experiencing high levels of crashes between 1994 and 1996.

Bridaes

There are approximately 29 bridges on Highway 22 and US 20 in the corridor. Some are overpasses and the others cross creeks and rivers. None of the bridges are historic. On Highway 22, there are four bridges that are in need of repair or replacement: the Breitenbush River Bridge milepost 49.84, the Whitewater Bridge milepost 60.79, the Pamelia Creek Bridge milepost 62.78, and the North Santiam River Bridge milepost 75.65. The Whitewater Bridge was originally in the 1998-2001 STlP to be replaced, but has since been dropped. However, it is being considered to be included in the next STIP. The Breitenbush Bridge is in the STlP for a deck overlay in 1999.

Pavement Condition

The condition of the corridor's 125.2 miles of pavement is based on 1997 Pavement Management System data. Table 3-1 contains those sections of the corridor with poor pavement condition. Table 3-2 contains sections with fair pavement condition. All of the other sections of the corridor not listed in these two tables have pavement condition ratings of either very good or good. Definitions of pavement ratings are as follows: Very Good - Pavement structure is stable, with no cracking, no patching, no deformation evident. Roadways in this category are usually fairly new. Riding qualities are excellent. Nothing would improve the roadway this time.

Good - Pavement structure is stable, but may have surface erosion or minor cracking, which is generally hairline and hard to detect, minor patching, and possible some minor deformation. Riding qualities are very good. The pavement has a dry or light colored appearance. Some type of rejuvenation of the wearing surface is all that is required.

fair - Pavement structure is generally stable with minor areas of structural weakness evident. Cracking is easier to detect. The pavement may be patched but not excessively. Although riding qualities are good, deformation is more pronounced and easily noticed.

Poor - Roadway has areas of instability, marked evidence of structural deficiency, large crack patterns (alligatoring), heavy and numerous patches, and very noticeable deformation. Riding qualities range from acceptable to poor. Spot repair of the pavement base may be required.

In 1997, 85 percent of the corridor's highways (Highway 22 and US 20) were in 'fair or better" pavement condition. Approximately 42 percent of the corridor was in 'very good or good" condition and 43 percent was in 'fair" condition. Approximately 15 percent (19.8 miles) of the corridor had poor pavement conditions.

All of the sections with poor pavement are located in Segments 3 and 4. Sections with fair pavement condition are scattered through out the corridor. Most of Segment 3 has poor pavement conditions and contains a section of Highway 22 at Detroit Lake where there are two sunken grade problems. A landslide problem underneath the roadway at mileposts 46 and 46.5 causes the pavement to drop on a regular basis. TABLE 3-1 POOR PAVEMENT CONDITION 1 SEGMENT I STARTING I ENDING I TOTAL I LOCATION I MILEPOST MILEPOST # OF MILES 3 39.9 51.2 11.3 Big Cliff Dam to

ldanha to Linn

Minto Creek to

TABLE 3-2 FAIR PAVEMENT CONDITION TOTAL # OF MILES I 8.3 Fern Ridge Rd. to Hwy 226 1 3 and 4 1 51.2 1 55.0 3.8 Mackey Creek to ldanha 76.9 6.7 Twin Meadows 1 Rd. to Lava Lake 4 , Meadows Rd. 4 and 5 100.4 27.5 Lava Flat Rd. to I Sisters 7.1 I Fryrear Rd. to

a I Tumalo

Safetv and Crash Profile

Accident data was collected within the corridor for a three-year period-1 994 through 1996. This accident data only involves vehicle crashes that occurred on Highway 22 and US 20 within the corridor, and not any crashes that occurred on the connecting highways or streets.

Accident data is broken down by corridor segments. A map with the six corridor segments can be found earlier in this chapter. For locations of specific mileposts, please refer to the 11 " by 17 ' corridor maps in Appendix C.

During the three-year time period, there were 540 crashes, resulting in 467 injuries and 39 fatalities. Approximately 48 percent of the crashes involved property damage only. Roughly 52 percent of the crashes in the corridor occurred on Highway 22, while 48 percent occurred on US 20. One pedestrian 1 T was fatally injured near the Shaw Highway interchange (Aumsville) and one pedestrian was injured approximately one-half mile west of the entrance to 1 I North Santiam Park Road in Mehama.

I Table 3-3 below breaks down accident data by corridor segment. -.j i. Table 3-3: Accidents, Injuries, and Fatalities 1994 through 1996

I. NUMBER PERCENT OF NUMBER NUMBER AVERAGE OF ACCIDENTS OF OF DAILY CORRIDOR SEGMENT ACCIDENTS WITH TRUCKS PERSONS FATALITIES TRAFFIC INVOLVED INJURED SEGMENT 1 Deer Park Interchange to 134 4.5% 128 8 12,270 OR 226 (Mehama) SEGMENT 2 OR 226 (Mehama) to 58 10.3% 6 2 7 5,080 Big Cliff Dam SEGMENT 3 Big Cliff Dam to 33 12.1% 3 1 1 3,560 Boulder Creek (Idanha) SEGMENT 4 Boulder Creek (Idanha) to 56 7.1 % 48 5 2,550 Santiam Junction SEGMENT 5 Santiam Junction to 174 12.1% 134 15 5,190 OR 126/US 20 (Sisters) SEGMENT 6 OR 126/US 20 Jct. 85 10.6% 64 3 7,540 (Sisters) to US 97 -

Segments 1 and 5 had the most accidents and fatalities. This is probably due to the higher levels of traffic in Segment 1 and the higher mountain elevations in Segment 5. Please note that the recent Highway 22 construction project, between Joseph Street and Fern Ridge Road, was completed after the 1994 to 1996 accident analysis time period.

In Segment 1, there were six fatal crashes producing eight fatalities.

In Segment 2, there were five fatal crashes producing seven fatalities.

In Segment 3, there was one fatal crash producing one fatality.

Segment 4 had four fatal crashes producing five fatalities. Segment 5 had the highest number of fatal crashes, 10 accidents causing 15 fatalities, accounting for 38 percent of all fatalities in the corridor.

In Segment 6, three fatal crashes resulted in three fatalities.

Approximately 9.5 percent of all the accidents within the corridor involved trucks. In Segments 5 and 3, 12.1 percent the accidents involved trucks, which were the highest levels in the corridor. In Segment 1, 4.5 percent of the accidents involved trucks, which is the lowest level in the corridor. Involvement of trucks in accidents in Segment 1 is relatively low, most likely because of the higher percentage of commuter traffic in this Segment.

The most common type of accidents occurring during the three-year time period were collisions with fixedlother objects, followed by rear end collisions, and then turning movements. Collisions with fixedlother objects includes collisions with trees, light poles, guard rails, rocks, snow mounds, etc.

One issue mentioned by corridor participants is that motorists often exceed the speed limit in many sections of the corridor. The issue of speeding has not been specifically addressed in this phase of the corridor planning process. However, collisions with fixedlother objects and rear end collisions are typically the result of motorists driving faster than the posted speed limit or faster than a reasonable speed based on existing road conditions (i.e. ice on pavement).

Approximately one-half (20) of all the head-on accidents in the corridor occurred in Segment 5, northwest of Sisters in the mountainous section of the corridor.

Most of the accidents in the corridor occurred in sections of the highway without intersections. Accident data at intersections is described below. Many of these accident locations are included in the SPlS data later in this section.

In Segment 1, there were three intersections that experienced three or more accidents during the three-year period. At milepost 8.93 (Shaw Highway) there were five accidents, at milepost 11.53 (Golf Club Road) there were 22 accidents, and at milepost 22.42 (Highway 226) there were three accidents.

In Segments 2, 3, and 4, no intersections experienced more than two accidents during the three-year period.

West of Sisters, Segment 5 experienced no more than two accidents at an intersection. In Segment 5, east of the Highway 126 intersection in Sisters, there were three intersections that experienced three or more accidents during the three-year period. At milepost 92.31 (Highway 126) there were six accidents, at milepost 92.38 (Oak St.) there were three accidents, and at milepost 92.50 (Elm St.) there were four accidents.

Approximately one-half of all accidents occurred when the roadway was wet. In Segments 1, 2 and 6, most accidents occurred when the pavement was dry. In Segments 4 and 5, most accidents occurred when there was ice, snow, or wet pavement.

Table 3-4 below indicates the highway accident rates for each segment of the corridor during the three-year period, together with the statewide average.

Table 3-4 Highway Accident Rates 1994 through 1996

1996 Statewide Average Rural Rural State Highway System Non-Freeway State Rate 0.98 CORRIDOR SEGMENT Highway Milepost Rate1 SEGMENT 1 Hwy 22 4.03 to 22.42 0.54 Deer Park Interchange to OR 226 (Mehama) I I I SEGMENT 2 I Hwv 22 22.42 to 0.60 I OR 226 (Mehama) to Big Cliff Dam 39.67 SEGMENT 3 Hwv 22 39.67 to 0.59 Big Cliff Dam to Boulder Creek (Idanha) 54.09 SEGMENT 4 Hwv 22 54.09 to 0.73 Boulder Creek (Idanha) to Santiam Junction 81.74 SEGMENT 5 US 201 81.74 to 1.16 Santiam Junction to OR 126/US 20 Jct. OR 126 93.07 (Sisters) SEGMENT 6 US 201 0.00 to 18.51 0.56 OR 126/US 20 Jet. (Sisterd to US 97 OR 126 , ' Number of accidents per million vehicle-miles of travel.

Overall accident rates along the corridor were below the statewide average during the three-year period, except for Segment 5. Segment 5 experienced an accident rate of 1 .I6 crashes per million vehicle miles, which is 18 percent higher than the statewide average.

Table 3-5 indicates the highway fatality rates for each segment of the corridor during the three-year period, together with the statewide average fatality rate. In the Highway 22 portion of the corridor, there were 16 fatal crashes producing 21 fatalities. These figures translate to crashes at a rate of 4.69 fatalities per 100 million vehicle miles traveled. In the US 20 portion of the corridor, there were 13 fatal crashes producing 18 fatalities. These figures translate to crashes at a rate of 5.29 fatalities per 100 million vehicle miles traveled. , .

Table 3-5 Highway Fatality Rates 1994 through 1996

1996 Statewide Average Number of Rural Rural Fatalities Non-Freeway State Highway System State Rate 3.14 CORRIDOR SEGMENT Highway Milepost Rate' SEGMENT 1 Hwy 22 4.03 to 8 3.24 Deer Park Interchange to OR 226 (Mehama) 22.42 SEGMENT 2 Hwy 22 22.42 to 7 7.29 OR 226 (Mehama) to Big Cliff Dam 39.67 SEGMENT 3 Hwy 22 39.67 to 1 1.78 Big Cliff Dam to Boulder Creek (ldanhal 54.09 SEGMENT 4 Hwy 22 54.09 to 5. 6.47 Boulder Creek (Idanha) to Santiam Junction 81.74 SEGMENT 5 US 201 81.74 to 15 9.81 Santiam Junction to OR 126/US 20 Jct. OR 126 93.07 (Sisters) SEGMENT 6 US 201 0.00 to 3 1.96 OR 126/US 20Jct. (Sisters) to US 97 OR 126 18.51 Number of accidents per one hundred million vehicle-miles of travel.

l Segment 5 had the highest fatality rate (9.81 fatalities per 100 million vehicle k- miles) which is roughly three times higher than the 1996 statewide average of C- 3.14 fatalities per 100 million vehicle miles . The fatality rates in Segments 2 and 4 were approximately twice has high as the statewide average. Segments L 3 and 6 were lower than the statewide average, and Segment 1 was about the same as the statewide average. L E

The review of fatality rates and crash data at the Interim Corridor Strategy level I, . is intended only to indicate broad patterns. Fatality rates of corridor segments L<... often vary significantly over the years and the three year period analyzed in this L section only provides a snapshot of the accident experience along the corridor. i

SPIS Data

The Safety Priority Index System (SPIS) is used by the State to assess the k safety of roadway sections. It is used to identify locations where funds could be spent most beneficially to improve safety. The SPIS is composed of three t parameters, each having different weights totaling 100 percent. The C- parameters are accident frequency (28%), accident rate (39%), and accident severity (33%). L Locations with an index greater than 42.67 are on the SPlS Top Ten Percent list for the period 1994 through 1996. These are locations that would most likely be considered for safety improvements. Specific candidate sites for safety improvements are not identified by SPIS. Within each one-mile segment of concern, specific locations for improvements can be determined by defining, for example, high-accident intersections and sites of fatal accidents.

The corridor has 103 SPlS sites which are presented In Table 3-6 by milepost and segment. Twenty-two of these SPlS sites are on the state's SPlS Top Ten Percent list for the time period between 1994 and 1996 and are shown shaded in the table.

Almost one-half (50) of all the SPlS sites are located in Segment 5 of the corridor. Segment 1 has the'second highest number of SPlS sites (28), followed by Segment 2 with nine sites, Segment 6 with eight sites, Segment 4 with five sites, and Segment 3 with three SPlS sites. With respect to corridor communities, there are seven SPlS sites in Sisters, and three in Mill City. Table 3-6 1994 - 1996 SPlS SITES BY MILEPOST (Top 10% List are Shaded)

2 Segment 1 Segment 2 Segment 3 Segment 4 Segment 5 Segment 5 Segment 6 milepost milepost milepost milepost milepost continued milepost0.00 4.03 22.42 39.67 54.09 74.80 to 22.42 to 39.67 to 54.09 to 81.74 to 92.28 to 18.51 ...... 5.32 42.15 74.81 1.OO ...... :a$g,@g...... m,$gii: ,@@% 5.44 23 t.. nz...... $2q$f$47.71 56.53 74.87 81.30 4.56 6.00 26.34 59.00 74.96 82.00 14.62 ...... : ., ,ys.3 ..:. ,.. &&g4@$ ;...... 7.91 26.39 60.40 :...... t...... S..A ..... 14.78 7.93 30.00 ;y&#pg...... 76.40 84.00 16.71 8.75 30.1 9 77.30 84.88 16.74 8.77 30.21 84.96 17.98 g@=@,? ...... &:;&" ... ..t ...... 8.83 Y: ...... ,..$ ywo():...... 6:..... 2 " ...... 85.00 18.10 8.89 37.67 79.00 .+...... ,...... am 8.90 gg;;W 86.97 8.92 ~ga...... 87 .OO 8.93 79.81 87.50 8.95 79.88 87.59 ...... :.:.:.: 10.00 89.91 ::...:.:.:...::::~>...... 3$@;92g;. :.:.:...:.:.:x ...... &%$4B $$#*Wj$$...... 94.94 ggfq?& ...... t...... %:%*@%$ 95.96 -@~@&&# . s...... , 80.00 96.93 11.54 80.02 ...... 98.94 12.47 80.09 ...... ; 12.83 80.1 8 .~2~3;35;'...... ?...... 13.31 80.45 92.36 13.32 80.50 92.38 17.00 80.70 92.42 17.27 80.77 92.50 18.00 80.78 92.97 21.73 21.74 22.42

Note: In rural areas, the actual SPlS site is 1/10 of a mile long or 528 feet starting at the milepost. For example, an accident listed at milepost 18.00 occurred anywhere between milepost 18.00 and milepost 18.1 0. In urban areas, the SPlS site is half as long, 1I20 of a mile or 264 feet.

Map 3-2 depicts the high accident sites of the corridor. The map data is based on the SPlS 1994 through 1996 Top Ten Percent list sites in the corridor. For preliminary study purposes, if a SPlS Top Ten Percent accident occurred within 250 feet of another SPlS Top Ten Percent accident, then both accidents are listed as one location on this map. There are 12 high accident locations within the corridor. Most of the high accident sites on the map represent one or two SPlS Top Ten Percent accident locations, except for: the Golf Club Road area which has three SPlS Top Ten Percent accident locations and, i the Big Lake Road area which has six SPlS Top Ten Percent accident 1. locations. More than one-half (13) of the 22 SPlS 1997 Top Ten Percent list sites in the corridor are located in Segment 5. Segments 1 and 2 each have three SPlS i, 1997 Top Ten Percent list sites, followed by Segment 4 with two sites, FL Segment 3 with one site, and Segment 6 with no SPlS 1997 Top Ten Percent p list sites. --

JEFFERSON

COUNTY

Thts map IS based on acc~dentdata for the period 1994 through 1996. General accident locattons shown are from ODOT's Safety Pr~orltyIndex System ISPIS) top ten percent list.

* Th~slocation contains six SPlS top ten percent accident sltes.

HIGH ACCIDENT

MAP 3-2 1'. ; -7 - -'I:' Ep -E--"-:-E: -:.-r:l .. Qi 7 ~1-. E,-- :-- EI-~ yew--- EL; --- &,- r."--~~fl$.r:': In many sections of the highway, mature trees are located adjacent to the right-of-way. In times of snowfall or heavy winds, some of the trees and/or large branches have fallen onto the roadway. Bug infestation, which kills or weakens trees, also contributes to tree falls. From time to time, ODOT and the Forest Service take out the 'leaners" to prevent potential accidents.

The Santiam Pass section of the corridor experiences various amounts snowfall during the winter. Variable message boards east of Detroit and west of Sisters, advise drivers of road conditions over the mountain pass.

Depending on road conditions, many drivers need a safe area to pull over and put chains on the vehicle tires (and take the chains off). These areas are also used as truck brake check areas, places for emergency stops, and places for slower moving vehicles to pull over to let traffic pass. Most of the chain-up areas are 200 to 300 feet long paved areas located between Santiam Junction and Suttle Lake. There are approximately five westbound chain-up areas and twelve eastbound chain-up areas. Three of the eastbound chain-up areas are short (150 to 200 feet in length). Four of the eastbound chain-up areas are not .paved. Paved chain-up areas are preferred because if the ground is not frozen, the blade of the snowplow sometimes digs up the dirt surface.

Public Transportation

This section of Chapter 3 looks at existing conditions with respect to public transportation services and facilities, population demographics and work force travel patterns.

Public transportation consists of local and intercity bus, van and rail transportation systems open to the public which operate frequently and on predetermined routes and schedules. It also includes carpools, senior van services and demand responsive services. Intercity bus service operates across local jurisdictional lines and connects cities along a corridor. Public transportation services are generally targeted to serve the needs of seniors, disabled, low-income and youth.

The review of current conditions is used to develop public transportation and TOM strategies for the Highway 22IUS 20 corridor. The optimal mix of services in any community or planning area will depend on the needs of the service population, spatial distribution of the service population, economic factors, and the existing transportation system and policies. Please refer to Chapter 2 for information on existing population characteristics and Chapter 4 for projected population estimates within the corridor. Most of the following information is based on an analysis of 1990 Census data, which is the most current demographic data available at this time. It is difficult to develop a plan which is partly based on demographic data that is almost nine years old, because some demographic characteristics have changed since that time. The best approach in developing this corridor strategy is to be aware of this shortcoming and not base plan recommendations solely on 1990 Census data characteristics.

The percentage of residents in the corridor between the ages of five and 14 years ranged from 12 to 24 percent. Most communities had youthful populations in proportions similar to Marion County except for Aumsville, which was 1.6 times higher than the county percentage. Sublimity and Detroit had twice the county percentage of 65-and-older population (14%) and Gates was also relatively older. Aumsville had far fewer elderly citizens when compared to the county or other corridor cities. The percentage of mobility-limited people older than 16 and not living in institutions is similar throughout the corridor-1 to 4 percent.

Gates, Stayton, and Aumsville had the lowest median family incomes and the highest percentages of people living below the poverty level of any cities along the corridor. When compared to median family incomes in the 19 other cities in Marion County, Gates was 19~,Aumsville was 18'h, and Stayton was gth.

Work force travel patterns for the people living in the Highway 22lUS 20 corridor and the cities of Salem and Bend, are shown in Table 3-7. This information illustrates how people went to and from work and how many people used other transportation alternatives to commute to work in 1990.

In Linn, Marion, and Deschutes counties most people commuted to and from work in a car as an SOV (Single Occupancy Vehicle). Low density residential development patterns, inadequate bus service, ample free parking space in urban areas, lack of significant vehicular congestion, personal preference, and greater mobility with cars are reasons contributing to the dominance of SOV trips in the corridor.

The percent of the work force carpooling in the corridor ranged from 5 percent in ldanha to 26 percent in Gates. Approximately 16 percent of the corridor work force carpooled in 1990. This information is based on reported work trip travel patterns only. The 1997 Oregon Public Transportation Plan indicates that most rideshare activity is handled informally within households or between neighbors or co-workers. These occurrences are not counted in the data above. Work force travel characteristics in Detroit, Idanha, and Sisters indicate a relatively high proportion of workers walking to work-21 percent, 15 percent, and 14 percent, respectively. This proportion was two to three times the percentages of walkers elsewhere in corridor.

Table 3-7: Work Force Travel Modes (1990U.S. Census)

West end Salem 33,044 6,964 1 ,I 72 (72%) (15%) (3%) Segment 1 Aumsville 521 94 0 (82%) (15%) Sublimity 41 9 63 0 (79% (1 2%) Stayton 1,555 233 0 (78%) (12%) Segment 2 Lyons 298 53 0 (79%) (14%) Mill City 396 98 0 (77%) (19%) Gates 87 37 0 (62%) (26%) Segment 3 Detroit 87 32 0 (56%) (21%) ldanha 100 6 0 (81%) (5%) Segment 4 Segment 5 Sisters 164 46 0 (58%) (1 6%) Segment 6 East end Bend 7,852 1,343 3 1 (75%) (1 3%) (0.3%) Linn County Marion County 72,973 15,505 1,661 (73%) (1 6%) (2%) Deschutes 29,975 4,766 63 County (78%) (13%) (0.2%)

Information about origins and destinations of work force commuters in Stayton showed 603 commuters traveling from Stayton to the Salem-Keizer area. About 277 commuters were reported to travel from Salem-Keizer to Stayton (Mid-Willamette Valley Council of Governments, 1996). As of February 5, 1998, the Mid-Willamette Valley Rideshare program and the Central Oregon Rideshare Program had the following number of individuals participating in the rideshare services in the corridor cities:

Stayton to Salem - 14 Detroit and ldanha to Aumsville to Salem - 9 Salem - 0 each Sublimity to Salem - 6 Sisters to Bend - 13 Gates to Salem - 3 Sisters to Redmond - 1 Lyons, Mehama, and Mill Tumalo to Bend - 10 City to Salem - 1 each

Existina Public Trans~ortationServices and Facilities

Table 3-8 summarizes the public transportation services currently available to people living in the Highway 22lUS 20 corridor. The information is presented by communitylhighway segment and type of service. The name(s) of the service providers are listed below the table. Services in the west and east end cities, Salem and Bend, are described to indicate the types of connections .available at these locations.

A more detailed inventory of public transportation services and facilities can be found in Appendix F. Where possible, the existing services are characterized by ridership and frequency of service.

Linn County has several fixed-route and demand response transportation services: Linn Shuttle, Albany Transit Services, Linn-Benton Loop, and Lebanon Dial-A-Bus. These services do not operate in the corridor. Table 3-8: Summary of Existing Public Transportation services and Facilities in the Corridor

East end Bend 3,4, 5, 6, 7 11, 12, 13

SERVICE PROVIDERS & FACILITIES

Amtrak 1 1. Central Oregon Council on Aging (COCOA) Salem Area Transit District "Cherriots" & 12. Opportunity Foundation of Central Oregon Cherry Lift 13. Central Oregon Services for Independent Greyhound Living (CORIL) C-A-C Transportation, Inc. 14. Centrel Oregon Rideshare People Mover 15. Salem Ride-Shere Porter Stage Lines 16. Cescade-West CARPOOL Valley Retriever Wheels of Joy Oregon Housing and Associated Services Source: Review of TSPr, route rcheduler end "Wheels" discussions with transportation providers. City of Bend Dial-A-Ride Passenaer Rail Service

There is no passenger rail service in the corridor. The closest service is the Amtrak station on 12th Street in Salem, which provides service along the 1-5 corridor.

Local and lntercitv Bus Service

Public transportation use in incorporated and unincorporated areas in the corridor is very low because there is no local transit service within any of the corridor communities and intercity bus service through the corridor is not very frequent. Elderly (60 years old and over) and disabled residents in corridor communities are served by special transportation services. See the Demand Responsive/Special Needs Services section below. Local bus service within the Salem-Keizer Area UGB is provided by Salem Area Transit District. ..

On a daily basis, except on Sundays, Valley Retriever buses leave Salem at 6:55 a.m. and arrive in Bend at 9:30 a.m. Bus capacity is approximately 20 passengers. This bus route starts at the Greyhound Bus Station on Church Street in downtown Salem and follows Highway 22 up the corridor to Santiam Junction, then it follows US 20 through Sisters southeast to downtown Bend. Anyone wanting to board the bus along the route (such as a rider in Mill City) can call the Greyhound bus station ahead of time to make arrangements for the bus to stop for a pick-up.

There are only two intercity bus stops in the corridor. Valley Retriever serves these stops. One stop is located on US 20 at Big Lake Road (the entrance to the Hoodoo Ski Area). The other stop is located in Sisters, at the corner of US 20 (Cascade Street) and Spruce Street. The stops consists of a pole sign next to the highway. One pole sign is located on each side of the highway. These stops do not have benches nor are they covered. In addition, they are not posted with bus schedules.

A one-way fare between Salem and Bend is approximately $20. Shorter distances are prorated. Going the other direction, Valley Retriever buses leave Bend at 9:35 a.m. and arrive in Salem at 12:30 p.m.

Porter Stage Lines provide service along the east end of the corridor, between Sisters and Bend. Bus capacity is approximately 11 passengers. Their daily bus leaves the Greyhound Bus station in Eugene at 10:20 a.m., follows Highway 126, and then Highway 242 through Sisters and arrives at the Greyhound Bus station in Bend at 12:50 p.m. Daily service is limited as OR 242 is closed about six-months of the year because it is not snow plowed. Commuter Bus and Van~oolServices

There are no commuter bus or vanpool services within the corridor. Currently, these services are located along the 1-5 corridor in the Willamette Valley where most of the state's population is. ODOT Region 4 is planning on establishing a vanpool service for the Redmond and Bend area, which should be operational in a few years.

Wheels of Joy provides a transportation service for those with special needs living in the communities of Gates, Mill City, Lyons, Mehama, Stayton and Sublimity. The operators of this paratransit service are currently working on establishing a commuter service between the communities above and Salem.

Demand Res~onsive/SDecialNeeds Services

Demand responsive and special needs services are organized and/or operated by public and private agencies to provide transportation for groups of travelers, like the elderly ( 60 years old and over) and the disabled. The general public, can use special transportation services on a space available basis. As indicated in Table 3-8, there are a couple of these organizations based in Salem and Bend that provide service to some of the communities and cities within the corridor.

Wheels of Joy is a demand response service for the elderly and disabled residents in southern Marion County (Segments 1,2 and 3). In addition to other destinations, it provides rides in to Salem. In the corridor, the service extends east to Detroit. The service is based in Sublimity and in 1997 it provided approximately 9,000 trips.

The Central Oregon Council on Aging (COCOA) provides demand response service for the elderly and disabled residents in Sisters, Redmond and La Pine. In addition to other destinations, it provides rides to Bend.

This table does not include all the paratransit services available in Salem and Bend because they are numerous, particularly in the Salem area. These services generally extend to portions of the corridor. The Deschutes County TSP lists an additional four paratransit service providers and a 1998 study entitled "Planning for the Transportation Disadvantaged in Marion and Polk Counties", identified 17 paratransit services in the Salem area.

During Phase 2 of the corridor planning process, more information about existing public transportation, demand responsive and special needs services will be provided. Other important data needed includes, more information about the facilities, routes, area served, hours of service, number of rides provided and how rides are scheduled. Also, how much time ahead is needed to get a ride, what the 'window ' of service is (one hour, two hours?). This information will help to quantify levels of service.

Rideshare ProaramsIPark-and-Ride Facilities

Salem Rideshare and the Central Oregon Rideshare include most of the corridor communities in their rideshare programs. They provide a 24-hour rideshare matching program, carpool and vanpool lists, and other information.

There are seven park-and-ride lots within the corridor, six of them are considered formal park-and-ride lots and one is an informal park-and-ride lot. Most formal park-and-ride lots are improved with pavement, parking space striping, lighting, and signage. Some park-and-ride lots even have bicycle racks and bus stops which makes them even more multimodal (none of the corridor park-and-ride lots have these features). Informal park-and-ride lots are usually not signed, or striped and are sometimes located on leftover highway right-of- way or large shopping center parking lots.

.There is a lack of data with respect to park-and-ride lot capacities and whether or not there are enough park-and-ride lots in the corridor. During Phase 2 of the corridor planning process, this information and analysis will be conducted. Listed below are the locations of the existing corridor park-and-ride lots.

1. The Silver Falls Highway park-and-ride lot is a formal lot located at the northeast corner of Silver Falls Highway and Highway 22 . The lot will be covered with gravel in the fall of 1998. No park-and-ride signs are erected at this site.

2. The Aumsville park-and-ride lot is under construction and is located at the southwest corner of Highway 22 and the Shaw Highway. The parking lot will have a gravel surface. No park-and-ride signs are proposed at this time. The park-and-ride lot is expected to be completed in the Fall of 1998.

3. The Golf Club Road park-and-ride lot in Stayton is now under construction and is located at the corner of Golf Club Road and Mill Creek Road, just south of Highway 22. This will be an formal park-and-ride lot with a gravel surface parking area. No park-and-ride signs are proposed at this time. The park-and-ride lot is expected to be completed in the Fall of 1998.

4. The Cascade Highway park-and-ride lot is located in Stayton at the southeast corner of Cascade Highway and Highway 22. It is currently under construction and is expected to be completed in the Fall of 1998. The formal park-and-ride lot will be paved, striped for parking spaces, signed, and include a bus shelter and a bike shelter. 5. In Gates there is an informal park-and-ride lot located at the southwest corner of Highway 22 and Horeb Road. The lot usually is occupied by about six cars. There is no signage and the surface is gravel.

6. The Sisters park-and-ride lot is a formal lot consisting of six parking spaces. It is located at the northwest corner of Washington and Locust Streets. It is striped with appropriate signage.

7. The Bend park-and-ride lot is located at the ODOT offices at 63055 N. Highway 97, near the junction of US 20. It is a formal park-and-ride lot with eight parking spaces and is scheduled for signage improvements.

.- Public transportation needs and improvements can found in Chapter 4 - Future Conditions. Appendix A contains a list of the transportation planning goals, policies, and objectives contained in the TSPs and comprehensive plans of corridor communities.

Railroads, Air Service, Pipelines and Water-borne Transportation

Railroads

There is no passenger rail service within the corridor. Passenger trains along the 1-5 corridor make stops twice a day (both directions) in Salem via Amtrak Cascades Service. There is no transit service between the corridor communities and Salem's train station. None of Amtrak's THRUWAY buses serve the corridor.

Union Pacific (UP) and Burlington Northern Santa Fe (BNSF) are two major (Class I) railroad companies that presently operate just outside each end of the corridor. On the west end of the corridor, UP trackage runs roughly parallel to 1-5 and is part of their north-south 'Valley Mainline" extending from Portland to Eugene. From Eugene, the 'Cascade Line" continues south, providing service to California via Chemult and Klamath Falls.

BNSF trackage also runs along the west side of 1-5 serving the Willamette Valley between Portland and Eugene. In Portland, It provides connections to points east via Idaho, and north to Washington and Canada.

On the east end of the corridor, BNSF's Bend Branch diverges from the main line in Wishram, Washington and proceeds south to Bend as part of a trunk line through Deschutes County. The BNSF line usage varies between seasons and may increase since the merger. The line provides direct rail connections for shipping to any market in the U.S., Canada, and Mexico. Shippers along the line are served by both BNSF and UP, the latter via trackage rights. BNSF's Bieber Line lies between Bend and Bieber, California.

The only freight railroad service currently operating within the corridor is in Segments 1 and 2. The Willamette Valley Railroad is a short line rail service that has two lines that traverse the corridor. It is a Class Ill carrier, in that the railroad company has annual gross revenues of less than $20 million. There are no intermodal facilities associated with this railroad.

The West Stayton Branch diverges from the UP main line at Woodburn and runs to West Stayton, a distance of 29.5 miles. A reload facility in Woodburn allows freight to be transferred from rail to truck, or truck to rail efficiently. The line carries less than one million gross tons per year, predominantly fertilizer, frozen foods, and syrup for the Mt. Angel bottling plant. This line has an at-grade crossing on Highway 22 at Aumsville. The trackage between East Salem and Stayton was built in the 1880's and is old and worn out. Until just recently, there were no funds available to fix the tracks, however Congress passed the new national transportation bill in June of 1998, The Transportation Equity Act for the 21"' Century, (TEA-21), which provides loans for short line railroads.

The Mill City Branch runs from the UP junction in Albany, through Lebanon to Mill City, a distance of 48.4 miles. The line handles less than one million gross tons per year, consisting predominantly of wood products. Recently, there has been a considerable reduction in the amount of wood products hauled on the Willamette Valley Railroad due to the closure of some of the mills in the Santiam Canyon. Some of the wood mills have closed, or are producing less wood products because of a restrictions on harvesting federal timber reserves.

The railroad service in the corridor is not being utilized to it's full capacity. The existing railroad freight service is a vital segment of the corridor's transportation infrastructure as it provides an efficient method of shipping bulk freight and reduces the number of trucks on the corridor and nearby highways.

Air Service

There are three general aviation public-use airports in the corridor. The airports are open to the public, but no instrument navigation aids, fuel or services are available. These three airports provide a variety of services to the community and region. With the passage of HB 2605 in 1995, overlay zoning is required to ensure the continuation of airports and airport-related uses. In addition to the these three airports, there are 11 private airports or airstrips in the corridor. The Davis Airport is a private public-use airport located one mile south of Gates in Linn County. This airport is used primarily for recreational purposes. This airport is protected by overlay zoning.

The Santiam Junction State Airport is located next to the ODOT maintenance station in Santiam Junction. The elevation at this airport is 3,748 feet above sea level. This public airport serves as a medical emergency landing field in the Cascades, a fire fighting facility, and is also used for recreational purposes. This airport is not protected by overlay zoning. Since the Santiam Junction State Airport is surrounded by national forest land, it is not clear whether or not overlay zoning is needed or required around this facility.

The Sisters (Eagle Air) Airport is a privately owned general aviation airport, one mile north of Sisters on Camp Polk Road. The elevation at this airport is 3,168 feet above sea level. This public airport serves as a medical emergency landing field for the east side of the Cascades, a fire fighting facility, and is also used for recreational and business purposes. In addition, there are some residences in the area that have taxi-ways to the airport. This airport is protected by overlay zoning.

Near the corridor, there are three larger public-use airports. The Salem Municipal Airport is located west of 1-5 on Airport Road. No scheduled commercial air passenger service is currently being provided at this airport. An airport limousine service, located atthe Salem airport, provides ground transportation to Portland International Airport. Federal Express has a facility at this airport, which provides ground transportation for air freight.

The Bend Municipal Airport is a public general aviation airport located 5.5 miles northeast of Bend on Powell Butte Highway. It provides charter flights, service, and rental cars.

Redmond Municipal Airport is located in the southeast corner of the city of Redmond, south of OR 126 and east of US 97. The location is approximately 13 miles north of Bend. Non-stop daily commercial flights are available to Portland and Seattle via Horizon Air and United Express. From Portland, daily connecting flights are available to other national as well as international destinations.

The Northwest Pipeline Corporation, a wholesale natural gas supplier, owns and operates an interstate natural gas pipeline, Northwest Pipeline (NWP), which intersects Segment 1 of the corridor. The single 12- to 20-inch diameter pipeline is located in a 60-foot easement that crosses Highway 22 in a north- south alignment near milepost 5. The pipe is about three to five feet underground. It begins in Colorado, Utah, and New Mexico (location of gathering basins) and extends west through Idaho and then along Interstate 84 into Oregon.

Northwest Natural Gas provides gas service from Salem east to Mill City. As such, the corridor communities of Aumsville, Stayton, Sublimity, Mehama, Lyons and Mill City are provided gas service, and all corridor communites further east and south do not have natural gas service.

Santa Fe Pacific Pipeline, Inc. owns a pipeline just west of the corridor study (near Cordon Road) that transports petroleum products south to Eugene.

The Pacific Gas Transmission Company operates two natural gas transmission lines that generally follow the Highway 97 corridor through Deschutes County. Bend residents receive gas service, but no service is available to the Deschutes County corridor communities.

Water-Borne Transportation

There is no commercial river transportation services or port districts in the corridor.

Pedestrian and Bicycle Facilities

Pedestrian Facilities

Although the corridor traverses primarily rural areas, there are sections of the corridor that experience higher levels of pedestrian activity, such as in the communities through which the highway passes: Mill City, Gates, Detroit, Idanha, and Sisters. In addition, some pedestrian concerns were raised during the first round of open houses. There are no sidewalks on Highway 22 through Mill City, Gates, Detroit, and Idanha.

On US 20, there are sidewalks through downtown Sisters (between Pine Street and Cedar Street). The Sisters downtown is a very walkable environment, consisting of western theme architecture, short city blocks, and buildings facades adjacent to the sidewalk. More information about Sisters can be found in the next section - Environment and Land Use. There are no sidewalks on US 20 through Tumalo.

Along most of the corridor, the paved shoulders are wide enough to accommodate pedestrian travel. In some areas, like around the Detroit Lake area, there is increased pedestrian activity along the highway during the summer months. The paved shoulders are very narrow in some places. In addition the Breitenbush Bridge is narrow and is not safe to walk (or bike) across when it is also being used by motor vehicles.

Bicvcle Facilities

Most rural bicycle travel on the state highway system is accommodated by utilizing the paved shoulders of the highway. According to the Oregon Bicycle and Pedestrian Plan, shoulder bikeways should be six feet wide. If there are no physical width limitations, a four-foot shoulder may be used. If the shoulder is adjacent to a guardrail the shoulder bikeway should have a minimum width of five feet. The five-foot shoulder bikeway is also recommended on steep grades to give the bicyclist more space for maneuvering.

Sections of highway with shoulders less than four feet wide and an ADT higher than 3,000 are generally not suitable for bicycling; at an ADT of 1,000 to 3,000, they are marginally suitable.

Bicycle use along the corridor is expected to increase slightly as more recreational opportunities are made available, the corridor communities continue to grow, and the populations in the Willamette Valley and Central Oregon grow (expansions of state and national park facilities is presented in Chapter 5). Mountain bike riding is becoming a popular recreational activity in the national forests. Almost always, these bikes are transported on vehicles to a national forest site and then are ridden. No surveys have been conducted on the corridor to determine the average number of bicyclists that ride portions of Highway 22 and US 20. However, observations made on field trips to the corridor indicate that most of the bicycle activity is recreational and/or long distance touring. In the summer, there is an increase in bicycle riding between the Detroit State Park area and the City of Detroit.

Based on the 1997 Oregon Bicycling Guide, most of the corridor contains moderate grades which are fairly easy to climb for cyclists. The majority of the steep grades are located in Segment 5. For bicyclists, the corridor is best ridden from west to east. This is because during the summer, the prevailing wind direction in the corridor flows to the southeast.

ODOT corridor map data indicates that most of the highway (Highway 22 and US 20) has paved shoulders between four and six feet in width. This width is consistent with shoulder bikeway standards. However, the following sections of the highway have narrow paved shoulders:

Between Gates and Detroit, the paved shoulder widths vary the entire distance from one to three feet. Between Detroit and Idanha, the paved shoulder widths vary the entire distance from zero feet to one foot.

Between ldanha and Santiam Junction, the paved shoulder widths vary the entire distance from one to three feet.

Note: The corridor maps (Appendix C) indicate that most of areas cited above have paved shoulder widths of at least four feet. Based on field trips and review of OD0T video logs, the corridor map paved shoulder data is incorrect.

The deficient shoulder widths total approximately 12 miles or roughly 10 percent of the corridor. In Segment 5, cinder material left over from the winter sanding covers approximately one-half of the four-foot paved shoulders (two feet back of the fog line to the guardrail posts) most of the year. Paved shoulders also provide benefits in the areas of safety, capacity, and .. maintenance.

Environment and Land Use

This section presents a segment-by-segment inventory of the environmental and land use characteristics along the corridor, followed by a corridor-wide archaeological summary and a preliminary hazardous materials report. Rockslide and Landslide Maps of the corridor can be found in Appendix G.

Generalized color-coded zoning information is included on the corridor maps in Appendix C. It also will be helpful to refer to the city maps in Appendix D. Prior to the segment-by-segment inventory is Table 3-9, a brief profile of some population and transportation characteristics for each of the nine corridor communities. Some of the information in the table was presented earlier in this chapter on existing conditions.

The information depicted on the corridor maps in Appendix C was collected by reviewing community and county comprehensive plans, maps, air photos, and other information compiled by the Oregon Department of Environmental Quality, State Parks Department, the Department of Fish and Wildlife, and ODOT, including text descriptions of physical features within the corridor. The sources were supplemented, especially for existing land use, by conducting field trips along the corridor.

At the corridor strategy level, these inventories are general. Site-specific environmental and cultural features will be studied in greater detail when individual improvement projects advance in the project development process. The general inventory is intended to provide an overview of the constraints and characteristics of the corridor environment. Existing inventories or reports pertaining to rare, threatened or endangered plant or animal species in the corridor have not been reviewed and, are not typically included at the interim corridor strategy level. This type of information will be compiled and supplemented in the subsequent phases of the corridor planning process, at the time actual improvement projects are being considered. Some environmental information, such as the archaeological summary, the hazardous materials report and the rockslide/landslide maps were readily available and therefore are included in this corridor strategy.

The following environmental terms used in this section may be unfamiliar to some readers and are defined below.

The term "Late Successional Reserves" refers to areas of the national forest that are managed to protect and enhance old growth forest ecosystems and habitat for forest related species.

The term 'Riparian Reserves" refers to parts of the national forest that are managed to protect and enhance the areas around streams, lakes, ponds and wetlands.

The environment in the Salem to Bend corridor is dominated by the Cascade Mountain Range forests. These forests, and the rivers and streams that run through them, play an important role in the efforts to preserve and enhance spawning ground for several salmon and steelhead runs. Currently there is a State effort to help salmon and steelhead runs recover. The Oregon Salmon Initiative is a voluntary program that seeks to involve private landowners in the efforts to preserve salmon habitat in the rivers and streams. Improving water quality is an essential component of the proposed Oregon Salmon Recovery Plan.

The Salmon Recovery Plan has its mission is to restore our coastal salmon populations and fisheries to productive and sustainable levels that will provide substantial environmental, cultural and economic benefits. ODOT has developed a work plan that addresses the enhancement or minimization of transportation-related impacts to fish passage and habitat. The goals related to transportation include removing or correcting fish passage barriers, incorporating environmentally sensitive designs into projects, pollution control guidelines, minimizing transportation-related project impacts, and enhancing fish habitat.

The Salmon Conservation Plan will provide the primary means of addressing impacted anadromous fish runs in the rivers and streams in the corridor. In addition, where feasible and appropriate, ODOT will work with the National Forest Service and local governments to integrate mitigation efforts in transportation improvement projects and to avoid or minimize impact on sensitive natural areas when constructing improvements. All projects undertaken in the implementation of this plan must consider impacts to wetlands, other water bodies, farmlands, forest lands, threatened or endangered species and other protected resources.

Winter Steelhead and Spring Chinook in the Upper Willamette River Basin, including the North Santiam River below the dam, are proposed for listing as threatened under the Endangered Species Act. This will probably occur in February or March of 1999. Salmon issues in the corridor include clean water and habitat impacts, such as removing riparian vegetation or the use of cinder on the highway for traction.

The location of Highway 22 near the river, increases sediment inputs and synthetic matter in the water. Transportation facilities affect water quality . principally,through pollutant loading in surface runoff from paved surfaces. There is also the potential for contamination of surface water from accidental spills of motor vehicle fuels or hazardous and toxic cargoes. The North Santiam River serves as the source of drinking water for the cities of Salem and Turner.

In the past, transportation projects in the Salem to Bend Corridor have reduced the number and quality of wetlands. Wetlands play an important role in maintaining the quality of surface waters. All wetlands in the corridor will have to be identified in federal, state and local comprehensive plans and adequate measures must be in place for protection for the resource values.

The corridor also runs through habitat that may be home to four other threatened or endangered species including the Bald eagle, American peregrine falcon, Northern spotted owl, and the marbled murrelet.

The Salem to Bend Corridor follows a relatively narrow path through these habitats. Impacts on these species and their habitats will need to be examined prior to finalizing any of the projects contained in this Plan.

Transportation improvements in the corridor must be balanced among modes and 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 cannot be avoided, minimize or mitigate their affect on the environment."

Table 3-9 is the Corridor Community Profile. Please refer to this table in the discussion of the segment-by-segment descriptions. \BLE 34- CORRIDOR COMMUf ITY PROFILE General Hwy is a Approximate Traffic Control Increase 1997 Highway Primary Number Devices Other in Pop. ADT Description Street of Highway on the Comments 2015 1990to through City through Intersections Highway Sites Po . 1997 City in City Limits Com . Plan Limited None - /5- sites- --- Major Aumsville 1 2.81 2 1 1.1 70 access 4-lane No 1 interchange adjacent Adopted access - Hwy to city TSP Shaw I 1 limits. Highway I Interchange Limited I None - included Major Sublimity 1 2.1 45 1 654 access 4-lane No 1 interchange Adopted access - H~Y Stayton Cascade below Hwv & Golf club ~d. Limited t None - 7 sites Major Stayton 1 6,290 1 1,279 access 4-lane interchange adjacent Adopted access - Hwy to city Cascade limits. Hwv & Golf club Rd. 2-lane, one Flashing yellow Currently Some of area has a light at Hwy updating the info. in refers to center turn 226 intersection this row Mehama) 1,604 & N. Fork Rd. applies to ~ehama 1,640 Mostly a 3- Stops signs on Major Mill City lane facility Yes 12 cross streets. access - 1*. Avenue 2-lane, with Stops signs on Frontage Gates 36 some center Yes 7 cross streets. updating road on 1 535 1 turn lanes O city.in the I ~omp.plan. south side 804 380 2-lane with Stops signs on 0 in the Start work on Detroit 49 some turn Yes 6 cross streets. city. Comp. Plan connects 500 lanes I update next east & west I I city sides. 2-lane with Stops signs on Most some turn Yes 9 cross streets. buildable lanes progress land is on south side of Hwy. 2-lane, on- Stops signs on H~Y Sisters street parking Yes 14 cross streets. city. expected in 24211 26 I 1,539 1 1998. intersection s in town Deer Park lnterchange.to OR 226 (Segment 1)

This segment of Highway 22 extends 18.4 miles from Deer Park lnterchange (milepost 4.03) near Salem to the Highway 226 intersection in Mehama (milepost 22.42). This segment is principally in Marion County and includes the communities of Aumsville, Sublimity, Stayton, Mehama, and Lyons, which is in Linn County. Mehama and Lyons lie in both Segments 1 and 2. To simplify analysis of the corridor communities, both of these communities are discussed in this segment.

Physical and Environmental Features

Most of this section of the route lies within the Willamette Valley. The corridor begins with a incline and then traverses gently sloping terrain through an agricultural area, rurally developed areas, and sections of forest. There are some wetlands on the south side of Highway 22 near Cascade Highway in Stayton that are now designated as a federally permitted wetlands mitigation site.

East of Stayton the corridor lies within the North Santiam River basin. In this segment the corridor crosses several small creeks such as Mill Creek and Beaver Creek.

Land Use Patterns and Features

This segment starts at the eastern edge of the Salem-Keizer Urban Growth Boundary, about one mile east of the Cordon Road overpass. Most of the land is Segment 1 is zoned for agricultural uses, followed by land zoned for rural residential development. Land uses in this segment of Highway 22 consists of agricultural uses, single family homes, a landfill, a college campus, rodeo grounds, a golf course, Aumsville sewage treatment lagoons, wetlands, and highway-oriented commercial businesses.

The water supply for the city of Salem is withdrawn from the North Santiam River at Geren Island on the east side of Stayton. The water is so pure that it does not need to be chemically filtered, which is what most cities do. The water flows through a slow sand filtration system and then is piped to Salem.

During the 1990s, Aumsville, Stayton, and Sublimity have been some of the fastest growing cities in Marion County. The intersection for Highway 214 to Silver Falls State Park is located in this segment. The Gingerbread~ouse,a restaurant at the corner of Highway 22 and Highway 226 in Mehama, is considered a local landmark. Mehama is located on the south side of Highway 22. Adjacent to Mehama, and on the south side of the North Santiam River is the city of Lyons. Highway 226 intersects Highway 22 from the south side and passes through Lyons and Scio, to Albany.

OR 226 (Mehama) to Big Cliff Dam (Segment 2)

In this segment of the corridor, Highway 22 extends 17.2 miles from the Highway 226 intersection (milepost 22.42) in Mehama to Big Cliff Dam (milepost 39.67). This segment is in Marion County and includes the incorporated communities of Mill City, Gates, and the unincorporated communities of Niagara, and Little Sweden. Mehama is discussed in Segment 1 above. Part of the corridor is adjacent to Linn County.

Physical and Environmental Features

East of Mehama, the corridor winds through the glacier-carved. Santiam Canyon and starts to climb up to the Cascades. The North Santiam River is located on the south side of the highway, 100 to 800 feet away from the highway itself. Just east of Mehama, Highway 22 crosses the Little North Santiam River, before it flows in to the North Santiam River. In this segment the corridor also crosses several small creeks such as Minto Creek, Packsaddle Creek, and Niagara Creek. Approximately one-quarter mile west of Packsaddle Park, the highway cuts through a large rock, where there is a sharp curve surrounded by tall rock walls.

Land Use Patterns and Features

Most of the land is Segment 2 is zoned for forestry uses. In Mehama, Mill City and Gates properties along the highway are zoned for commercial, residential and industrial uses. Land use next to Highway 22 consists of forested lands, some dispersed single-family homes, farms, and small commercial businesses through Mill City and Gates. Between Gates and Big Cliff Dam, land ownership in the corridor transitions from private holdings to lands owned by BLM and the Oregon Department of Forestry. The corridor's only rest stop, The Maples Safety Rest Area, is located approximately one mile east of Gates.

There are several county parks along the North Santiam River in this segment and along the Little North Santiam River which flows into North Santiam River just east of Mehama. North Fork Road parallels the Little North Santiam River and also provides access to Opal Creek Wilderness Area, a national symbol in the debate over old-growth forests, and many county, BLM and state parks and Forest Service trail heads. A few years ago, there were some copper mining activities proposed near Opal Creek. At this time it is not known what the current status is of those request(s). Through Mill City, there is approximately 6,000 feet of highway frontage (per side), however, some of the frontage is not buildable due to steep slopes and rock walls. Properties adjacent to the highway are zoned Highway Commercial and are developed. Most of the city is located on the south side of the North Santiam River in Linn County.

Just west of Mill City, near milepost 27 there is a landslide problem. A 36" drainage pipe above the highway in the slope is separating and the joints are leaking. The pipe collects run-off from three gullies and takes it under the highway where it daylights at a slope on the south side of the highway. The pipe has been repaired, but soil movement is expected to continue. East of Mill City, at milepost 31, there is another landslide area. The highway sinks a little at this location. The cause of the landslide is unknown at this time. in Gates, there is approximately 8,000 feet of highway frontage (per side). The terrain is relatively flat on each side of the highway through Gates. Properties adjacent to the highway are zoned Commercial Residential and most of them are developed. Central Avenue is located on the south side of an old railroad track right-of-way and serves as a frontage road through town.

Most of the towns in this segment started out as family mills or as a company town almost a century ago. There are still a few mills operating in this segment of the corridor, however, dwindling supplies of federal timber have reduced the number of residents employed in the timber industry in these small towns. Commuter traffic is increasing in these towns and recreation and retirement is slowly replacing timber in the economy.

Big Cliff Dam to Boulder Creek (Segment 3)

This segment of Highway 22 extends 14.4 miles from Big Cliff Dam (milepost 39.67) up to Boulder Creek in ldanha (milepost 54.09). This is the shortest segment in the corridor and lies in Marion County. It includes the incorporated communities of Detroit and Idanha. The city of ldanha lies in both Segments 3 and 4. To simplify analysis of the corridor communities, the city of ldanha is discussed in Segment 3.

Physical and Environmental Features

In this segment, the corridor continues its course up the Santiam Canyon into the Willamette National Forest. The Willamette National Forest is located on the western slopes of the Cascade Range. Most of the Willamette Forest is covered with Douglas-fir, including large stands of old-growth Douglas-fir. At least 15 other conifer species are in the forest, including several species of fir, cedar, pine and hemlock. The Willamette National Forest is home to over 300 species of fish and wildlife, including the northern spotted owl, northern bald eagle, wolverine and several other protected species. Several varieties of fresh water trout and anadromous fish (Chinook and Coho salmon and steelhead) are found in its lakes, rivers and streams.

The North Santiam River is located on the south side of the highway and at Detroit Dam, the river flattens into a lake, supporting recreation for the region. The highway is located approximately 200 feet from the dam and the lake. At the west end of the lake, near milepost 44, the highway is built on a viaduct adjacent to the side of Whitman Rock. Through this segment the corridor also crosses several creeks such as Tumble Creek, French Creek and Breitenbush River. As the highway winds around the north side of Detroit Lake, it cuts through steep unstable mountain slopes on the north side of the highway.

Near Big Cliff Dam, milepost 39, there is a rockfall problem. Like many sections of the corridor, the highway has been cut through mountain sides, exposing a lot of unstable slopes and rock walls that are eroding. In 1995, a boulder rolled down the rock wall at milepost 42 and smashed through a windshield killing the driver. ODOT is now tracking rock falls in order to get better information on where the problem occurs. Appendix G consists of a map of the corridor identifying rockfall locations and landslide locations. Most of these unstable areas are located in Segments 3 through 5 of the corridor. This map should be reviewed whenever any improvement projects are proposed in the corridor.

At mileposts 46 and 46.5, next to Detroit Lake, there are sunken grade problems. These sunken grades are caused by landslides. Underlying soils sink into the lake causing the roadway to sink. The problem areas have been around a long time but it appears they are getting worse. The sunken grade at milepost 46 has been paved over by ODOT eight or nine times this past year. In the past, it was paved four to five times per year.

The sunken grade at milepost 46.5 is across from Mongold State Park. The problem may have started about three years ago when a view point over looking Detroit Lake was built there by the Forest Service. Additional fill was brought in to build the view point. The Forest Service has hired a geotechnical consultant to prepare a report, addressing the problem, which is expected to be completed in 1998.

Land Use Patterns and Features

Most of the land is Segment 3 is zoned for forestry uses. The forested lands (mostly Douglas -Fir) are owned by the Willamette National Forest and Oregon Department of Forestry. The National Forest Boundary is located at milepost 42, a couple of miles east of the this segment's beginning point. The corridor passes through National Forest Lands all the way to Sisters.

Through Detroit, there is approximately 6,400 feet of highway frontage (per side). However, no commercial development currently takes access directly off the highway. Most of the commercial development fronts on Detroit Avenue, which is on the south side of the highway. The properties adjacent to the highway are zoned Commercial. Front Street, a frontage road on the east side of the highway is partially developed with residential land uses, but is zoned commercial.

In Idanha, there is approximately 16,000 feet of highway frontage (per side). However, some of the frontage is not buildable due to steep slopes and proximity to the river. The city is currently preparing a master plan for commercial development on the south side of town, where most of the developable land is located. Properties adjacent to the highway are zoned commercial, light industrial, and residential. Most of these properties are not developed.

Detroit Lake State Park is located about two miles west of the city of Detroit. It offers boating, fishing and camping opportunities on the tree-lined reservoir. The park includes approximately 132 tent camp sites, 1 day use area, 72 electrical sites and 107 trailer spaces with full utility hookups. The campground area is roughly 100 acres in size. Water recreation is the most popular activity at the park. The lake, which has 3 boat ramps, is approximately 3,500 acres in size when it is full in the summer and has roughly 32 miles of shoreline. The park is a regional facility that provides recreational opportunities for many residents of the Willamette Valley north to Portland and as far south as Eugene.

At the north end of Detroit Lake, Highway 22 intersects with Breitenbush Road which provides access to many campgrounds and trails along the Breitenbush River in the National Forest and weitenbush Hot Springs. Breitenbush Road is also part of the West Cascades scenic Byway. Further east on Highway 22, the turn off for Blowout Road provides access to many state campgrounds on the south side of Detroit Lake.

Highway 22 between Detroit and Santiam Junction is part of the West Cascades Scenic Byway. This state scenic byway route recognizes areas along the highway with special historic, recreational, archaeological, cultural, or natural features. The 220-mile route starts on Highway 58 in Oakridge, then goes north on Forest Service Road 19 to Blue River, then north on Highway 126 to Santiam Junction, then north on Highway 22 to Detroit, then north on Forest Service Road 46, then northwest on Oregon Route 224 to Estacada. The corridor also contains part of another scenic byway - the McKenzie Pass and Santiam Pass Scenic Byway (see Segment 5 of this section).

Boulder Creek to Santiam Junction (Segment 4)

This segment of Highway 22 extends 27.6 miles from Boulder Creek in ldanha (milepost 54.09) to the end of Highway 22 at Santiam Junction (milepost 81.74). This is the longest segment of the corridor and lies in Linn County and Marion County passing through the unincorporated community of Marion Forks.

Physical and Environmental Features

In Segment 4, the corridor sharply turns southward following the North Santiam River through the Willamette National Forest, parallel to the Cascade Mountain range. This segment is the middle of the corridor and has a north- south alignment, whereas the other segments have west-east alignments, or northwest-southeast alignments.

All of this segment is in the snow zone and ranges from approximately 1,800 feet in elevation in ldanha to 3,700 feet at Santiam Junction. The Mount Jefferson Wilderness Area is just a few miles to the east. In this segment, the corridor crosses several creeks such as McCoy Creek, Whitewater Creek, Woodpecker Creek, Minto Creek, Marion Creek, and Downing Creek.

In Segment 4, the corridor passes through mountainous terrain covered primarily with Douglas-Fir trees. This segment includes many environmentally sensitive areas designated as Late Successional Reserves (includes old growth forests and spotted owl habitat) Riparian Reserves (areas around streams, lakes, ponds and wetlands). Up in the higher elevations of the highway, there are not many places to plow the snow to. On one side of the highway is the river and on the other side is a rock wall or slope. Cinder material is spread on to the highway traction during the winter months, but the cinders eventually get into the spawning grounds of fish species in the corridor watersheds. This issue is more specifically addressed in Chapter 5.

Another environmental issue is the lack of material source locations for Segments 2 through 5. These burrow sites are important for future highway construction and maintenance. Without having these sites in the corridor, material has to be trucked long distances which significantly increase the cost of highway construction and maintenance. This issue is more specifically addressed in Chapter 5. Land Use Patterns and Cultural Features

The land use next to Highway 22 in Segment 4 consists of National Forest Lands managed by the Willamette National Forest. To the east of Segment 4 lies Mount Jefferson Wilderness area. The only development in this segment is the small unincorporated community of Marion Forks, which consists a restaurant, a fish hatchery, a Forest Service guard station, some cabins, and trails.

As mentioned in Segment 3, the West Cascades Scenic Byway runs through this segment. Along this segment, there are many recreational opportunities in the Willamette National Forest including campgrounds, snowparks, and trails. Approximately three miles south of Marion Forks is the Straight Creek Road intersection. This Forest Service Road provides access to the Quartzville Back Country Byway which is located west of the corridor. Quartzville Creek is a Nationally Designated Wild and Scenic River.

Santiam Junction to OR 126lUS 20 (Segment 5)

With this segment, the corridor follows US 20 for 26.3 miles from Santiam Junction (milepost 74.80) to the Highway 126 intersection at the east end of Sisters (milepost 92.28). This segment starts at Santiam Junction in Linn County, traverses the southwest corner of Jefferson County and ends in Sisters in Deschutes County. The city of Sisters lies in both Segments 5 and 6. To simplify analysis of the corridor communities, Sisters is discussed in this segment.

Physical and Environmental Features

In Segment 5, the corridor turns eastward and climbs from approximately 3,700 feet in elevation to 4,800 feet across the Santiam Pass. Up around the summit, the highway takes a few sharp curves around Hog Rock (milepost 79), a 500-foot high rock monolith. A concrete barrier is located at the bottom of the wall to catch most of the falling rocks. Another rock slide area, Johnny Cut is located at milepost 85. The steep slope originally cut for the highway contains a lot of eroding material. Rockfall and landslide locations are presented on the map in Appendix G. Descending the east side of the Cascades, the highway takes a sharp southeasterly turn around Suttle Lake through the north end of the Deschutes National Forest. Between Sisters and Bend, the National Forest is located west and south of the corridor.

The Deschutes National Forest contains dense evergreen forests, alpine meadows, lakes, volcanic features and desert areas. A wide variety of conifers such as Spruce, Fir and Hemlock trees are present on the eastern slopes of the Cascades.

On the way to Sisters, the corridor traverses the foothills east of the Cascades, forested with large stands of ponderosa and lodgepole pine. The corridor then skirts around the base of Black Butte into the Central Oregon Plateau which is vegetated with shrub/bunchgrass. In Segment 5, the corridor passes by Lost Lake, Blue Lake, and Suttle Lake and crosses Hoodoo Creek, Lake Creek, Cache Creek, and Indian Ford Creek.

Up on the pass, there are not many places to plow the snow to. On one side of the highway is the river and on the other side is a rock wall or slope. Cinder material is spread on to the highway traction during the winter months, but the cinders eventually get into the spawning grounds of fish species in the corridor watersheds. This issue is more specifically addressed in Chapter 5.

Another environmental issue is the lack of material source locations for Segments 2 through 5. These burrow sites are important for future highway construction and maintenance. Without having these sites in the corridor, material has to be trucked long distances which significantly increase the cost of highway construction and maintenance. This issue is more specifically addressed in Chapter 5.

Land Use Patterns and Cultural Features

The land use next to US 20 in Segment 5 primarily consists of National Forest lands managed by the Deschutes National Forest Service. (A small section of the west end of this segment is under the jurisdiction of the Willamette National Forest Service.) Black Butte Ranch is zoned primarily for residential uses and most of the properties along US 20 through Sisters are zoned for commercial development.

Within the Jefferson County part of the corridor lies the community of Camp Sherman. This small community is located just north of Black Butte on the Metolius River. In 1997, this unincorporated community consisted of approximately 400 dwelling units. Less than one-half of the units are occupied year-round.

This segment is part of the McKenzie Pass and Santiam Pass Scenic Byway. The McKenzie Pass and Santiam Pass Scenic Byway is both a state and now a national scenic byway. This newly designated National Scenic Byway consists of an 82-mile loop of highways and Forest Service roads spanning the Cascade Mountains. The federal Highway Administration started the National Scenic Byways Program in 1995 to recognize highways that are truly outstanding examples of scenic, historical, recreational, cultural, archaeological, andlor - natural qualities. The National Scenic Byways designation is awarded to routes L. that show the regional characteristics of the nation's culture, history and landscape.

The byway starts in Sisters and continues west on OR 242 over the Cascades _, to OR 126 in the vicinity of McKenzie Bridge. The McKenzie Pass offers one of the most impressive views of volcanic activity in the continental United States. From McKenzie Bridge , the byway overlaps the West Cascades Scenic Byway north on OR 126 to Santiam Junction. At Santiam Junction, the byway continues down US 20/OR 126 to Sisters. E Black Butte Ranch is a planned residential community located north of Sisters. .F" . The 1,830 acre development has 1,252 residential lots, a lodge, and two golf courses. The development is almost built out. Most of the owners of the residential units do not live there year-round. All traffic generated from this project takes access off Black Butte Ranch Road on US 20.

Sisters is a small town with 807 residents in 1997. However, Deschutes County residents in the surrounding area greatly outnumber the city population. In the northeast quadrant (North of Cascade St. and east of Locus St.), there are 1,100 plus homes outside the city limits. Most of this development consists of rural subdivisions. The Sisters School District contains approximately 9,000 residents with 1,040 enrolled students. During the 1990s, the city's population has been growing by about three percent per year L (average annual rate of growth) and is expected to continue. -

Most of the growth in the Sisters area will occur on the north side of town. A public sewer system was just approved in the city that will allow the development of smaller residential lots within the city. Currently, lots need to - be one-half acre in size to permit use of a septic tank system.

US 20 is the principal east-west route through Central Oregon, and the principal route for autos and trucks from the Mid-Willamette Valley to Central Oregon. All traffic passes through downtown Sisters. There is approximately 8,000 feet of highway frontage (per side) through Sisters. Most of the - adjacent properties are developed. Properties adjacent to the highway are zoned commercial, landscape management, and a small section is zoned high- density residential.

On Cascade St./US 20, there are no stop signs or traffic lights. The roadway is two lanes through town with on-street parking, curb, gutter, and sidewalks. Many buildings along the street have minimal setbacks and with on-street parking, creates sight distance problems for side street traffic turning onto or crossing Cascade Street. Downtown Sisters is a tourist attraction with western theme buildings and antiquelsouvenir shops. During the summer and weekends, traffic on the highway through town is congested. This is especially true during those weekends the city has a special event going on, such as the Rodeo, the Quilt show or the Folk Festival. There are approximately 13 weekend events. The Sisters downtown is a very walkable environment; and there are many pedestrian crossings of Cascade St., which at times stops the traffic and presents a traffic safety problem. Delays also occur with no left-turn refuge lanes on Cascade Street.

The biggest problem is with westbound traffic, as most of the visitors return to the Willamette Valley. The visitors' arrival time to Sisters is dispersed between Thursday and Saturday (depending on the weekend event). However, many visitors like to depart through the Sisters area late on Sunday which creates backups for westbound traffic. Included in this westbound traffic stream are visitors heading back to the valley from other parts of Central Oregon. See Chapter 4 for information about a proposed alternate route through Sisters.

As mentioned in Segments 3 and 4, the McKenzie PassISantiam Pass Scenic Byway run through this segment. This segment provides access to many recreational opportunities in the Willamette and Deschutes National Forest including campgrounds, snowparks, and trails. The major recreational areas in this segment include the Mount Jefferson Wilderness Area, Lost Lake, the Hoodoo Ski Area, the Pacific Crest Trail, Suttle Lake Resort, the Metolius River, Camp Sherman, Indian Ford Campground, and Black Butte Ranch.

OR 126lUS 20 to US 97 (Segment 6)

With this segment, the corridor follows US 20 for 18.5 miles from the OR 126 intersection in Sisters (milepost 0.00) to the Highway 97 junction just inside the city limits of Bend (milepost 18.51). sisters is discussed above in Segment 5. This segment lies within the northwest quadrant of Deschutes County. It passes through the communities of Plainview and Tumalo to Bend, the largest city in Central Oregon.

Physical and Environmental Features

In Segment 5, the corridor continues in a southeasterly direction across the Central Oregon Plateau to Bend. Through this segment the highway is relatively straight and flat and climbs slightly approximately 300 feet in elevation as it reaches Bend. Between Sisters and Bend the Ponderosa Pine trees gradually thins out and the natural vegetation type transitions into steppe and shrub-steppe (grasslands and shrub-grass communities, respectively). Sagebrush and Bunch Grass are two of the more common types of plants in this area. In this segment, the corridor crosses Squaw Creek, several irrigation canals and the Deschutes River.

Land Use Patterns and Cultural Features

Most of the properties along US 20 in Segment 6 are zoned for agricultural purposes. Just south of Sisters, the west side of the corridor is adjacent to the Deschutes National Forest. Heading south, the corridor traverses private holdings and then south of Plainview, it crosses an area of land owned by BLM. North of Tumalo and into Bend, the properties are held in private ownership. The land use next to US 20 in Segment 6 primarily consists of dry farming and ranching.

Plainview is an unincorporated residential community of approximately 1,200 residents and is located about six miles south of Sisters. There are no commercially designated properties in Plainview. Most properties are zoned EFU (Exclusive Farm Use) with a minimum lot size of 20 acres. There are some adjacent to the highway properties zoned RR-10 and MUA-10, which are residential lots with a minimum lot size of ten acres.

Tumalo is another unincorporated community located approximately nine miles south of Plainview next to the Deschutes River. In 1997, there were approximately 2,800 residents in Tumalo. Unlike Plainview, Tumalo has a small commercial center adjacent to US 20. The majority of property is zoned Tumalo Commercial District, however, no commercial development takes access directly off US 20. There is an active surface mine at the corner of US 20 and Cook Avenue. Some properties adjacent to the highway are zoned Tumalo Residential District with minimum lot sizes of one-half acre. Some existing residential lots have been developed with lots sizes of 5,000 square feet.

Tumalo State Park is located three and one-half miles south of Tumalo on Tumalo Creek. The park is popular for its camping, hiking, and fishing opportunities. Cline Falls State Park is located 10 miles north of Tumaio near Highway 126. Recreational activities at the park include fishing on the Deschutes River and picnicking.

Approximately 11 miles north of Tumalo is Eagle Crest Resort. This development is similar to Black Butte Ranch north of Sisters. When built out the community will contain approximately 1,760 residential units consisting of single family dwelling units, condominiums, time-share units, and a 100-roorii hotel. Some traffic generated by this development impacts the US 20 Cline Falls Highway intersection. Archaeologicaf Review of the Corridor

Within the Salem to Bend corridor there are 65 archaeological sites, 9 historical linear resources, and 20 cultural isolates. The majority of the recorded archaeological sites can be found in the areas surrounding the Santiam Highway Interchange, Aumsville, Stayton, Mehama, Detroit Lake, the stretch from ldanha to Marion Forks, the area 2% miles southeast of Marion Forks, the area 4 miles northwest of Santiam Junction to Big Lake Road, Suttle Lake, the segment from Black Butte Ranch to Sisters, and the stretch from the city of Tumalo to Tumalo State Park. Sites within the corridor will need to be evaluated if highway impacts are possible. Archaeological site density is approximately -59 sites per mile given 50% survey coverage.

The bulk of the ODOT surveys conducted occurred near the Santiam Interchange, along the corridor from Aumsville to Stayton, approximately 4% miles west of Mehama, in the Santiam Junction vicinity, and within the highway corridor from Sisters to Bend. Most of the federal surveys occurred near the town of Minto, along the Detroit Lake to Hoover highway stretch, in the area just southeast of ldanha over to the town of Sisters, Tumalo State Park, and along the US 20lUS 97 junction just North of Bend. The majority of the archaeological surveys have taken place within the boundaries of the Willamette National Forest.

In general, the ODOT archaeologist will not need to conduct an archaeological survey when routine work, such as maintenance and overlays, is undertaken within the corridor. If cultural materials over 50 years old are encountered during routine activities, those activities should cease until a qualified archaeologist can assess the potential impact to cultural resources. This is in compliance with Section 00170.50, the "Protection of Cultural Resources" in the ODOT's Specifications for Highway Construction (ODOT 1996:60). If ground-altering activities are to occur, the ODOT archaeologist should participate in the initial planning process to ensure timely assessment of potential impacts to archaeological resources.

Generally, the first step of the field assessment process will involve conducting an archaeological survey. If resources are encountered during survey, then the second step will involve archaeological site evaluation through sub-surface testing. The third and last step will involve mitigation through impact minimization, site avoidance, or data recovery of National Register eligible sites. When the data recovery phase is required, this obligates the ODOT to make substantial financial and temporal commitments. In addition, both the site evaluation and mitigation phases require the ODOT to seek assistance and input from other government agencies and appropriate tribal groups. Hazardous Material Sites in the Corridor

A hazardous material sites study identifying properties in the immediate vicinity of the corridor was recently in April 1998. There are 56 sites in the corridor. East of Salem there are six sites, there are also six sites in Stayton, seven in Mehama, five in Mill City, six in Gates, one in Little Sweden, four in the Detroit area, 13 in Idanha, seven in Sisters, and one site in Tumalo.

The purpose of the study is to help identify locations in the corridor where hazardous materials on adjacent property may impact future highway improvement projects. Proposing highway projects that include one of these sites may require a costly and lengthy clean up process.

Many commercial and industrial operations have the possibility of using hazardous substances and generating hazardous waste. A business may handle, manufacture, refine, transport, treat, store or dispose of hazardous substances and wastes on-site, above or below ground. Depending on the land use, a variety of hazardous wastes can be generated.

A reconnaissance level survey was conducted to determine the possible existence of hazardous materials on properties in the corridor. The survey involved visiting all potentially affected commercial or industrial properties located in the corridor to verify that all properties presently handling hazardous materials have been identified. Observations were made by driving or walking to the properties.

The sites identified were grouped in the following categories:

Underground Storage Tank (UST) Sites: This category includes sites that correspond to existing or former gas stations, and facilities where fueling of vehicles or equipment takes place. The impact or the extent of the contamination caused by a release of petroleum hydrocarbons from a UST could extend beyond the property boundaries, and into the existing right-of- way.

Large Hazardous Waste Sites: This category includes existing or former refineries, bulk oil facilities, lumber mills, electric substations, and large industrial sites. The impact of a release at a large hazardous waste site could also extend beyond the property boundaries. The cleanup of these sites is more difficult because in addition to petroleum hydrocarbons, other contaminants might be present such as PCBs, heavy metals, solvents, etc.

Small Hazardous Waste Sites: This category includes facilities where small quantities of hazardous substances might be used to carry out business such as dry cleaning; auto/truck/equipment repair, service and maintenance; metal fabrication; etc. No USTs are present in these sites. The impact or the extent of the contamination caused by a releaselspill of hazardous substances in these sites is, in general, small and does not extend beyond the property.

Based on the hazmat sites identified, and depending on the extent of the proposed corridor right-of-way, some of the sites might require an additional investigation to determine any environmental liabilities from past activities.

The properties in the corridor which handle hazardous materials are listed below in Table 3-10 by milepost. The 'L" in the milepost column means that the site is located on the left side of the highway (traveling from Salem to Bend) and 'R" refers to the right side. Notes explaining abbreviations can be found at the bottom of the table. Table 3-10: Hazardous Waste Sites in the Corridor

Salem 1.41 L Texaco Service Station USTs 1.43 L Chewon Service Station USTs 4.00 L A Body Shop Potential CEG 4.01 L Lloyds Truck Repair Potential CEG 4.02 L Salem Hydraulics Potential CEG 4.05 R Salem Area Transfer Station Potential CEG Stavton 11.50 L Stayton Ford Dealership Potential CEG 11.56 R Property wfconstmction equipment & Fuel tanks aboveground tanks 13.00 L Cascade Chevrolet Dealership Potential CEG 13.30 L Ties Les Schwab Hoists 17.80 R Property wfaboveground tanks Fuel tanks 17.90 L Ski& Logging Co. Potential CEG Mehama 21.30 L Hardwood Components, Inc. Potential CEG 21.90 L Former mill site Potential contamination with hazardous materials 22.43 R Texaco gas station USTs 23.22 L Oregon Dept of Foresw Fuel service & shop 28.45 L Old quarry Potential contamination with petroleum hydrocarbons 28.55 R Property wfaboveground tank, drums, Fuel tanks, drums heavy equipment 28.70 R Property wfaboveground tank and Fuel tanks heavy equipment Mill Citv 29.00 R Fred A. Moore Logging Inc. Fuel aboveground tanks 29.80 R BP gas station USTs 30.35 R Texaco gas station USTs 30.44 L Chevron gas station USTs 30.60 L Kelly Lumber Sales Former station? Gates 32.30 L Warehouse Auto repair shop 32.50 L Gates Garage Former gas station 32.60 L Abandoned gas station USTs 32.94 L Warehouse Auto repair 33.13 L Key-Lock diesel fuel - Hancel Oil Co. Fuel tanks 36.10 L Vacant lot Former station? Little Sweeden 38.70 L Abandoned gas station USTs 47.65 R Detroit Lake State Park Maintenance Potential CEG Headquarters 48.10 L Forest Service Work Center Fuel service 50.10 L Gas & MiniMart Route 22 USTs Notes:

UST = Underground storage tank ECSI list = Environmental Cleanup Site Information list. Inclusion in this list neither confirms nor denies the release of a hazardous substance at the facility; nor does it indicate whether the facility is contaminated or cleanup is necessary, currently underway or completed. CEG = Conditionally exempt small quantity generator, generates 220 Ibs. or less of hazardous waste per month (up to 112 drum). SQG = Small quantity generator, generates more than 220 Ibs. and less than 2,200 Ibs. of hazardous waste per month (112 to 5 drums). LQG = Large quantity generator, generates more than 2,200 Ibs. of hazardous waste per month (more than 5 drums). Chapter 4 Future Conditions

Travel demand for all modes can be expected to increase in the Highway 22lUS 20 corridor. Highway use will be affected by added commute travel, personal travel (especially recreational travel), and freight movement. Continuing development within urban areas inside and outside the corridor will generate trip- making by automobile, bus, walking, and cycling. Technological changes, such as cleaner and more fuel efficient vehicles and telecommuting will continue incrementally and will offset some of the impacts of increased travel in the Salem to Bend corridor. Transit service will play a larger role in the urban portions of Segments 1 and 6.

Shifts in travel among the various modes may affect the relative rates of growth; however, in the absence of improvements, deterioration in travel times, service levels, and safety can be expected. Efficient and safe movement of persons and goods in this corridor is crucial from statewide, regional, and loc'al perspectives.

In this chapter, population projections and the long-term outlook (20 years) for travel demand and transportation service in the corridor is reviewed. The analyses are based on broad trends at the corridor strategy level. Each mode of travel is discussed briefly in the overview below.

In order to plan for the future of the Salem to Bend corridor, it is important to understand the general type of environment that is expected to arise. Forest-land recreation and agriculture will continue to be the dominant land uses for the corridor. The limited timber harvests in the Willamette and Deschutes National Forests will meet the applicable environmental standards. Existing identified nature resource sites will be protected and preserved in the manner set out in the National Forest Management Plans and other state and federal regulations.

The recent Federal listing of Steelhead as an endangered species will impact development throughout the North Santiam River Basin. How this listing will affect urban development is being assessed and local and regional plans will need to comply with appropriate development restrictions in order to protect the Steelhead. Future development, including improvements to the transportation systems of the corridor, will reflect protective measures for waterways that affect the Steelhead. It is the assumption that corridor communities will succeed in producing the land use patterns as they are envisioned by the local plans and that urban growth will continue with limited expansion of the UGBs in the corridor.

In Marion County, most land along Highway 22 will continue in rural use. Outside of the corridor communities, county lands will continue to be sparse settlements of small farms or large acreage home-sites with no or little public services. Larger parcels of state and private forest land will surround these rural residential uses.

Farther east (and south) along the corridor, land is expected to continue in forest use. Portions of the corridor located in Linn and Jefferson counties will continue to be dominated by recreational and forestry uses.

In Deschutes County, most land along US 20 will continue in rural use. Outside of Sisters, county lands will continue to be sparse settlements of small farms or large acreage home-sites (except for Black Butte Ranch) with no or little public services.

Population Projections

Future population growth along the Highway 22lUS 20 corridor is a critical factor to consider in developing effective strategies for improvements and management of the transportation systems. All of the counties through which the corridor passes are expected to see significant increases in population. Existing and projected populations for the corridor cities and the end cities are shown on Map 4-1.

Over the next 20 years most of the corridor cities (and Salem and Bend) are expected to increase their populations by 30 to 60 percent. ldanha expects a slower growth rate, increasing in population by approximately 12 percent. The City of Sisters expects a faster growth rate and estimates a 91 percent population increase.

Highway System

The Federal Highway Administration (FHWA) requires each state to collect information about selected sections of highway. ODOT has developed the Oregon Highway Monitoring System (OHMS) for the collection, updating, and submittal of this data. The OHMS is primarily designed to provide information on both present and future operating characteristics of a highway system under a variety of situations. It is based on the Highway Performance Monitoring System (HPMS) developed by the Federal Highway Administration. This chapter summarizes the OHMS analysis for future conditions along the Highway 22lUS 20 corridor. A more detailed overview of the future highway performance analysis methodology and results is provided in Appendix E. SEGMENT TWO MP22.42 TO MP39 67

SEGMENT TIIREE MP39 67 TO MP54 09 ---

JEFFERSON

COUNik'

SEGMENT FIVE MP74.00 TO MP93.07

1. The number on top is the 1997 population and the estimated 2016 population is on the bottom.

2. Within the Sisters School District there are approximately 9,000 residents. - - - SEGMENT FOUR 3. Population data was obtained MP54.09 TO ~~81.74 from city and county staff and PSU.

EXISTING POPULAT~ONS AND PROJECTIONS

MAP 4-1 MPO00 TO MPIO 51 The most current OHMS data (Appendix E) for the corridor was developed in 1993. At that time, corridor data was projected from 1996 to the year 2016. However, the 20-year planning period for this interim corridor strategy is actually from 1997 to 2017. In addition, the latest OHMS data does not take into account the newly constructed four-lane section of Highway 22 between Joseph Street and Golf Club Road.

Using traffic projections to the year 2017, future travel times and the extent of congestion were estimated for the corridor. Using ODOT's OHMS analytical tool, performances were evaluated for the year 2016 considering no capacity-related improvements were made in the corridor.

The analytical data indicate that improvements will be needed in the future to maintain current service, safety, and economy along the study corridor. This is due to the increased volume and congestion projected for passenger trips and increased truck traffic due to expanding economic and residential development. Additional information on traffic volumes, travel times, congestion, and safety is presented below.

Traffic Volumes

Traffic volumes are projected to be heaviest in the western portion of the corridor. There will also be a significant amount of traffic on the east end of the corridor as it approaches Bend. Map 4-2 depicts the projected average daily traffic volumes for various points along the corridor. Average daily traffic (ADT) projections for the year 201 7 range from 4,900 vehicles per day near Marion Forks to 37,400 vehicles near the Deer Park Drive interchange.

In the Deschutes County portion of the corridor, ADT projections for the year 2017 range from 14,000 vehicles per day northwest of Sisters to over 26,000 vehicles per day near Bend.

The significant,.weekly and seasonal variations in traffic volume are likely to continue into the future given the numerous recreational and tourist destinations served by the corridor. As a general rule, the extreme seasonal peaking patterns could be expected to reduce, in relative terms, as traffic volumes increase.

Future Projects

There are no major transportation projects funded in the next few years that will affect future traffic volumes except for the recent improvement of Highway 22 between Joseph Street and Golf Club Road and the recent opening of the northern portion of the Bend Parkway. There are however, several minor improvements identified in the STIP. SEGMENr ONE 0 # MP1.21 TOMP22.42

SEGMENf fWO 1 MP22.42 TO Ml'39.07

SEGMENf 11IIlEli MI1:)!I.U7 10 MI151.OD

COUNT)'

SEOMENf FIVE COUNTY MP74.00 TO ~~93.07

SEGMENT FO~III , ~1'51.09ro MI'OI :?,,

201 7 ADT PROJECTIONS

MAP 4-2 The Statewide Transportation Improvement Program (STIP) is the four-year program schedule for ODOT improvement projects. The current STIP is for the 1998 to 2001 time period. In the future, (where corridor plans have been completed) in order to include corridor projects in the STIP, projects must first be identified as recommended improvements in the corridor plan. The current STIP identifies five projects in the ODOT Region 2 portion of the corridor and two projects in the Region 4 portion.

Another document used in ODOT Region 4 to plan for transportation improvements is the "ODOT Region 4 Draft Identified Transportation System Needs & Priorities", dated July 14, 1997. It is a report that contains the priority listings of identified transportation needs in Region 4. The document is reviewed annually to determine project priorities for funding determination. Projects selected for funding are then put in the STIP. Needs have been identified. through a variety of sources, such as transportation system plans, corridor plans, public meetings, and ODOT's management systems.

Region 4 corridor improvements recommended in Phase 2 of the corridor planning process will then be put in the identified transportation system needs and priorities document.

The following section summarizes these improvements and identified needs by corridor segment. If a project is not in the STIP but is in Region 4's identified transportation system needs and priorities document, the project description will end with the term "Identified Need." The Breitenbush Bridge project is the only STIP project identified as not being fully funded along the corridor.

Highway 22 surface preservation overlay from east side of Stayton to Fir Grove Lane (about 3 miles). Project to begin in 1998, probably consisting of leveling and laying down two inches of pavement.

Estimated project cost: $87 1,000.

No projects in the 1998-2001 STIP. Highway 22 rockfall protection project at Detroit Lake in 1998. Project limits: Big Cliff Dam to Detroit. This project is only addressing the three worst sites in this section. It includes taking loose rocks off the slopes (scaling) and putting a metal screen over the unstable area to hold back future loose rocks. Large rocks will be secured by drilling and bolting to the rock wall.

Estimated project cost: $ 530,000.

Breitenbush Bridge is scheduled for improvements in 1999. The project consists of a deck overlay and rail improvements. The bridge is located on Highway 22 where,the Breitenbush River flows into Detroit Lake. According to ODOT staff, the $135,000 allocated for the project is not enough, and the fate of this project is unknown.

A left-turn refuge for westbound traffic and grade change on Highway 22 at the Blowout Road intersection in 1999. A hump in the road caused by drainage pipe has created sight distance problems. The grade will either be raised at the intersection, or the intersection will be relocated further west.

Estimated project cost: $ 4 79,000.

Highway 22 surface preservation overlay from east side of ldanha to Pamelia Road (about 6 miles). Project to begin in 1998, probably consisting of leveling and laying down two inches of pavement.

Estimated project cost: $ 3,737,000.

U.S. 20 millout and surface preservation overlay from Jack Lake Road to Snow Gate - Eddington Lane (Sisters) (about 12 miles). Project to begin in 1998.

Estimated project cost: $ 7,70 7,000. Construct passing lanes on US 20 between Suttle Lake and Sisters (milepost 89.7 to 99.5). Preliminary cost estimate in 1998 dollars: $3 million. Region priority to construct: High. (Identified Need). lntersection revision on US 20 at OR 242 in Sisters (milepost 92.2 to 100.3). Preliminary cost estimate in 1998 dollars: $0.5 million. Region priority to construct: High. (Identified Need).

The City of Sisters is developing a plan to alleviate some of the congestion it experiences on US 20 through town. The city is expected to develop a TSP in 1998. A northern alternate route for westbound traffic and a southern alternate route for eastbound traffic will be planned for in the TSP. Most of the northern alternate route will be built in conjunction with future residential developments. The route will begin at the easterly extension of Jefferson Avenue, continue north for about one-half mile, take a westerly alignment near the northern UGB, and connect to US 20 at the entrance to Ponderosa Motor Lodge.

The southern alternate route (primarily for through eastbound traffic) will begin at the Forest Service property between the junction of US 20 and Highway 242. In 1998, the Forest Service will be constructing a visitor complex on this triangle- shaped property (see Deschutes National Forest comments above). A new road will intersect US 20 at the northern side of this property and will continue south across Highway 242 and turn east aligning with Hood Avenue. Eastbound traffic will head east on this new collector, turn south on Pine St., and then left on Jefferson Avenue to US 20 on the east side of town. Completion of the alternate route system involves a joint effort between the city of Sisters, private land developers, the Deschutes National Forest Service, and ODOT.

lntersection revision at the junction of U.S. 20 and OR 126 at the east end of Sisters. Project to begin in 2001.

Estimated project cost: $ 333,000.

Resurface the roadway on US 20 between Plainview Road and the Deschutes River (approximately milepost 5.5 to 15.1 ). Preliminary cost estimate in 1998 dollars: not listed. Region priority to construct: rated number 36 out of 42 preservation projects. (Identified Need). ... lntersection improvement at US 20 and Cooley Road (milepost 17.49). Preliminary cost estimate in 1998 dollars: not listed. Region priority to construct: Low. (Identified Need). Travel Times

OHMS data describes highway performance measures for the year 2016, depending on the level of access management and roadway improvements provided. In 1996, travel times between Salem and Bend were approximately 170 minutes (44 mph) for automobiles and 220 minutes (34 mph) for trucks. By 201 6, these times are estimated to degrade to 189 minutes (39 mph) for cars and 234 minutes (32 mph) for trucks based on the continuation of current growth trends and an assumption of no major improvements or changes in maintenance and operation practices. This represents a travel time increase of 11 percent for cars and 6 percent for trucks. Automobile and truck travel times are, and will be, highest in Segment 3 where the highway meanders around Detroit Lake (see Figure 4-1). (These travel times do not consider the Highway 22 improvement project between Joseph Street and Golf Club Road). Car

Truck

WSTlNG NO GEOMETRK: WAaTY GEOMETRIC & IMPROVEhENTS MPROMMEKTS WROVEhfENTS CAPAClM WROMMENTS

FIGURE 4-1 Projected Travel Times Congestion

In order to estimate future highway performance in the corridor for the planning horizon. 2016, ODOT combines various highway improvement levels with corridor management levels to create various scenarios. The purpose of the scenarios is to give people an understanding of a range of possible futures and their effects on highway performance.

Management options estimate the possible effects of future land use development on highway performance. ODOT's Integrated Transportation System Information System (ITIS) database identifies city limits, urban growth boundaries (UGB). and the general character of the roadside environment (urban, community, rural). Indicated below are definitions of some of the terms used in this section.

The "High Level of Corridor' Management " scenario assumes that despite changes in land use, the general operating characteristics of the highway will not change. This might be accomplished through prudent land use planning, local road construction and access management.

The "Low Level of Corridor 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 UGBs would become urban in character and that lower speed zones would be imposed in these areas for safety purposes (45 mph and 40 mph speed zones would be reduced to 30 mph and 25 mph respectively).

LOS definitions generally describe operation conditions in terms of capacity. speed. travel time, freedom to maneuver, traffic interruptions. comfort, convenience, and safety.

A low congestion level corresponds to levels of service A, B, and C; (free flow conditions at or near posted speed)

A moderate congestion level corresponds to a level of service D (unstable traffic flow with restricted passing and increasing delays); and

A high congestion level corresponds to levels of service E and F (forced flow conditions at or near capacity).

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. In 1996, 20 percent of the corridor was subject to high levels of congestion. (This data does not reflect the recent Highway 22 improvement project between Joseph Street and Stayton.) The balance of corridor mileage was subject to low (43 percent) and moderate (37 percent ) congestion (Figure 4-2). At present rates of traffic growth, many of the moderately congested areas will become more congested in the future. The OHMS projections suggest that without highway improvements (the 'No-Improvement" scenario) , but with high levels of corridor management, high congestion levels would be expected along approximately one- half of the corridor (51 percent) by 201 6. High congestion levels would be experienced in all segments, except Segment 4. These effects are demonstrated in Appendix E - (p.13.18). 1996 - Existing HlGH CONGESTION ----20%

LOW CONGESTION 43%

CONGESTION 3 7%

2016 - No Improvements LOW CONGESTION

1. Low congestion corresponds to free flow conditions at or near posted speed.

2. Moderate congestion corresponds to unstable traffic flow with restricted passing and increasing delays.

3. High congestion corresponds to forced flow conditions at or near capacity.

FIGURE 4-2 Present and Future Highway Congestion Estimates of traffic operations for the corridor have been prepared for the year 2017, both for the existing number of lanes and for the improved condition in Table 4-1. Without widening or passing lanes, some locations will experience deterioration to poor levels of service as shown In the improved scenario, most of the corridor segments would operate satisfactorily. This table also depicts current and projected daily traffic volumes along selected points of the corridor. Between now and 201 7, traffic volumes are expected to increase from 2 to 4 percent per year depending upon specific sections of the corridor.

The highest increase in ADT (4 percent annual growth rate) is expected to occur in Segment 6. Annual traffic growth rates of 2.5 to 3.2 percent are expected between Stayton and Detroit. The remaining sections of the corridor can be expected to see average daily traffic grow at around 3 to 3.3 percent per year. During the 20-year planning period, traffic volumes are expected to increase an average of 77 percent along both Highway 22 and US 20.

Formal level of service (LOS) designations have not been determined for some parts of the corridor. However, preliminary LOS determinations have been developed for purposes of this interim corridor strategy based on preliminary volume to capacity analysis,. review of the 30th highest hour of traffic data, conversations with ODOT transportation planners, and traffic projections listed in the Draft Deschutes County TSP.

The 1991 Highway Plan states that the LOS for design hour operating conditions in the rural areas of the corridor is LOS B through the 20-year planning horizon. The urban segments of the corridor should operate at LOS C.

The draft 1998 Oregon Highway Plan proposes a similar concept for measuring highway performance, but represents levels of service by specific volume to capacity ratios to improve clarity and ease of implementation. (The corridor will be designated as a freight route in the new highway plan which is a factor in determining desired V/C ratios. V/C ratios for freight routes on the state highways are slightly lower than non-freight routes). The maximum volume to capacity ratios for the corridor are:

0.60 through rural areas (most of the corridor)

0.65 through unincorporated communities (Mehama, Marion Forks, Plainview and Tumalo)

0.75 through incorporated cities

0.85 through Special Transportation Areas (STAs) (US 20 through Sisters may be an STA later) Based upon the generalized OHMS trends in future traffic volumes and LOS determinations, lane requirements were estimated for the 20-year planning period. The actual location of passing lanes needed throughout the corridor will be refined in Phase 2 of the corridor planning process. Passing lane locations identified in Table 4-1 are preliminary and are intended to provide general locations. Actual locations of proposed passing lanes will consider topographic, environmental, safety, and financial constraints.

Constructing additional passing lanes in the corridor is considered as adding capacity to the highway. The major improvements policy of the draft 1998 Highway Plan states that the State will maintain highway performance and improve safety by improving system efficiency and management before adding capacity.

It should be emphasized that the results of this analysis presented in Table 4-1 provide a guideline for future capacity needs in the corridor. Individual projects undertaken in the corridor will be subjected to further planning in which proposed lane configurations will be developed in detail. In this process, the effects on capacity of various traffic and access management programs can be reflected and opportunities to attract trips to other modes assessed. To the extent that these measures reduce congestion, lane requirements could be modified in response. TABLE 4-1 YEAR 2017 ESTIMATED LEVELS OF SERVICE SALEM TO BEND CORRIDOR

EXISTING 1997 FUTURE 2017 HIGHWAY NUMBER LEVEL OF PROJECTED LOS NO. OF LOS WITH SEGMENT AND LOCATION ADT OF SERVICE ADT ADT WITH ADDITIONAL REQUIRED MILEPOST LANES (LOSI GROWTH EXISTING LANES LANES RATE PER LANES NEEDED YEAR 1 HWY 22 0.1 MILES E. OF 20,700 4 B 3% 37,400 B 0 B 4.13 DEER PARK DRIVE HWY 22 W. OF STAYTON 1 1,000 4 B 3% 19,900 B 0 B 1 11.63 0.1 E. OF GOLF CLUB RD. 1 HWY 22 WEST OF MEHAMA 8,700 2 c 2.5% 14,300 D 0 D 20.72 (FERRY RD.) 2 HWY 22 EAST OF GATES 3,100 2 c 3.2% 5,800 D Passing c 37.62 NIAGRA ROAD Lanes 3 HWY 22 EAST OF IDANHA 2,800 2 D 3.2% 5,300 D Passing c 57.76 HOMESTEAD ROAD Lanes HWY 22 MARION FORKS 2,600 2 B 3.2% 4,900 c 0 c 4 65.48 MINT0 CREEK BRIDGE 5 US 20 EAST OF HOODOO 4,300 3 c 3.3% 8,200 c 0 c 80.77 (COUNTY LINE) US 20 NORTH OF SISTERS 8,000 2 B 3.3% 15,300 c Passing c 5 96.09 COLD SPRINGS Lanes CUTOFF US 20 0.3 MILES N. OF 9,300 2 D 3.3% 17,800 E 2 E 5 100.3 McKENZlE HWY (SISTERS) US 20 NORTH OF 7,300 2 D 4.0% 16,000 D Passing D 6 4.04 PLAINVIEW Lanes MAINLINE ROAD US 20 OLD BEND- 10,100 4 A 4.0% 22,100 A O A 6 16.74 REDMOND HIGHWAY In the Salem area, the recently constructed four-lane section of Highway 22 will have adequate capacity for the 20-year planning period. Also, the four-lane section of US 20 at the east end of the corridor (near the Old Bend-Redmond Highway) will provide enough capacity over the 20-year planning period to accommodate the anticipated traffic volume.

ODOT transportation planners have recently evaluated some of the traffic patterns in the corridor. Hourly traffic volumes for 1996 were reviewed at the two automatic traffic recorders. A list was developed containing the highest 60 hours of traffic experienced over the course of the year at each automatic traffic recorder. Preliminary analysis indicates that east of Gates, two-thirds of the 60 highest hours of traffic volumes for the year were westbound. This traffic pattern is even more prevalent on US 20. At the automatic traffic recorder northwest of Sisters, 54 of the 60 highest hours of traffic were westbound. One of the most congested times during the summer is Sunday evenings when many motorists are returning westbound on the highway to the Willamette Valley. Planning staff at the city of Sisters also recognize this pattern and indicate that the biggest problem with congestion is with westbound traffic. See Chapter 3 - Existing Conditions for more information about existing traffic patterns in Sisters.

Some sections of the corridor do not warrant construction of a four-lane highway due to low annual average daily traffic volumes. Transportation planners generally consider constructing four-lane highways when ADT's are above 12,000 to 13,000. A more efficient solution may be to construct additional passing lanes for the westbound direction in Segments 2 through 6. Some eastbound passing lanes may be needed.

Passing lanes should have a spacing of no more than six miles to address current or future capacity deficient sections. They can also be applied to areas where one or all of the following conditions exist:

High volumes of heavy truck traffic; . . High volumes of seasonal recreational traffic; and High frequency of accidents caused by passing movements.

Studies done by the Federal Highway Administration state: "...the main benefits of intermittent passing opportunities are a reduction in the time drivers are delayed and the break-up of traffic platoons (groups of vehicles behind a slower vehicle). Platoon break-up can be expected to reduce driver frustration from following slower vehicles and increase driver comfort and safety. The benefits of passing lanes carry over two to five miles onto the downstream two-lane road ...Thus, a one-mile passing lane could have an effective length as great as six miles." (Technical Summary - Operational Effectiveness of Passing Lanes on Two-Lane Highways, June 1986). Increasing levels of congestion can be expected to result in extending the weekday morning and evening peak travel periods in Segments 1,2, and 6 of the corridor. Rising congestion has led to the diversion to other roads in some of the other corridors in the state. Motorists will seek any route that provides competitive travel times. The number of potential alternate routes in this corridor are limited, and diversion to other roads will not be significant. Major improvements to other major east-west corridors, such as US 26 and OR 58, could reduce the need for improvements to the Highway 22lUS 20 corridor, depending on origins and destinations, and peak period travelers.

Congestion in the rural portions of the corridor will remain focused on weekends and during the summer months. The probable effects here will be a lengthening of the Friday and Sunday peak periods and possibly increasing traffic levels on Thursdays and Mondays.

Safety

Without improvements, safety is likely to deteriorate compared to current conditions. However, roadway, bridge, culvert, and slope improvements, access management, and overall safety awareness could result in lower accident rates. In most of the corridor, accident rates are lower than the statewide average.

It is typical that increasing numbers of rear-end and turning accidents would occur in areas experiencing congestion. The number of conflict points would increase as additional cross streets and driveways are constructed.

Increasing congestion manifests itself in a reduced number of opportunities to pass slower vehicles in rural areas. The size of the platoons following slow vehicles will increase which makes it more difficult to pass. In rural areas, travel speeds are higher; thus, the severity of accidents is much greater. Higher traffic levels are likely to translate into higher numbers of fatalities unless improvements andlor countermeasures are implemented in Segment 5.

ODOT is now developing an internet based traveler information system that will provide road weather data, incidentlcongestion information, transit schedules, construction information, and video camera images. The first version of the traveler information system can be viewed at www.odot.state.or/roads.

Public Transportation

Limited data, specific to communities in the corridor, is available to produce a comprehensive inventory and assessment of existing services, especially services for the elderly and disabled. Specific data about existing services (facilities, routes, area served, hours of service, number of rides provided, how rides are scheduled, call ahead time frames and levels of service) needs to be collected and analyzed in order to accurately predict future public transportation needs in the corridor. It is expected that this will occur during Phase 2 of the corridor planning process.

Regional and state data (demographic trends and policy recommendations) and projections will be used in this phase of the corridor planning process to generally characterize public transportation needs related to demographic changes.

According to the 1997 Oregon Public Transportation Plan, "As the baby boom generation (those born between 1946 and 1964) near retirement age, the percentage of Oregonians 65 and older will increase dramatically". In 1995, 13 percent of the population was aged 65 years and older. In 2020, people 65 years and older will make up 19 percent of the population according to the draft 1998 Oregon Highway Plan. This demographic change will require creative solutions to ensure mobility for the older,population of the corridor.

The draft 1998 Oregon Highway Plan also predicts that the state population will increase by 1.2 million new residents by 2020. Eighty percent of the new residents will live in the Willamette Valley.

The Salem Area Mass Transit Board have just recently prepared the "Marion and Polk Counties Regional Transportation Enhancement Plan" . This strategy is designed to use advanced communications technology on order to coordinate public transportation resources with demand and is discussed further in the Transportation Balance section of Chapter 5.

The 1997 Oregon Public Transportation Plan foresees the public transportation system in 201 5 being implemented in one of three levels:

Level 1 - Freeze services at current level Level 2 - Keep pace with growth Level 3 - Respond to state and federal mandates and goals.

Level 1 and 2 emphasize delivery of services to those most in need of public transportation. Level 3 emphasizes service to riders of choice or commuters. Level 3 offers a range of services that respond to the state's anticipated growth during the next two decades. Minimum levels of service under Level 3 are given by types of services: size of community and distance from other major intermodal centers (only Portland in Oregon). Communities are divided into:

large urban areas with communities of 25,000 or more (Urban central cities have more than 50,000 people). small communities of 2,500 to 25,000 within 20 miles of an urban central city, and

rural and frontier communities (less than 2,500).

Table 4-2 summarizes the recommended minimum levels of service for communities in the corridor and the end cities in 2015. Table 4-2. Public Transportation Recommended Minimum Levels of Service in 2015 SALEM AUMSVILLE SUBLIMITY STAYTON BEND REQUIREMENT (177,374) (4,127) (3,173) (8,600) (63,591) 1 Hourly, multimodal X services 3 round trip connections X per day to major Intermodal center (Portland) East-west north-south X connections to out-of state connections Local connections to X X X X X intercity passenger services Intercity Passenger X X Terminals for all intercity services open to public ADA compliant services X X X X X Provide an accessible ride X X X X X to all requesters Offer service to the X X general public Small Community X X X ( > 2,500) lntercity Bus Service Provide peak hour daily X X X commuter services to central city Provide park-and-ride X X X X X facilities Localllntercity services X X X X Coordination Bus terminals open to X X public Intercity Rail Service X Coordinate other services X X with rail services Commercial air service to X isolated urban areas 1 The projected population of cities in 201 5 is shown in parentheses. The recommendations for minimum levels of service in Aumsville, Sublimity, and Stayton (communities of 2,500 to 25,000 within 20 miles of an urban central city) are:

Coordinate intercity senior and disabled services with intercity bus and van services open to the general public.

Connect local public transportation and senior and disabled service to intercity bus services.

Provide an accessible ride to anyone requesting service.

Provide 1.7 annual hours of public transportation service per capita with fixed- route, dial-a-ride, or other service types.

Provide at least one accessible vehicle for every 40 hours of service.

Provide one backup vehicle for every 3.5 vehicles.

Provide daily peak hour commuter service to the core areas of the central city.

Provide a Guaranteed Ride Home Program to all users of the public transportation system, and publicize it well.

Provide park-and-ride facilities along the transit corridors to meet reasonable peak and off-peak demand for such facilities.

Maintain vehicles and corresponding facilities in a cost-effective manner, and replace vehicles when they reach the manufacturer's suggested retirement age.

Establish ridematching and demand management programs in communities of 5,000 where there are employers with 500 or more workers who are not already covered by a regional ridematching/demand management program.

Establish ridematching and demand management programs in communities of 10,000.

Several of these services are already available, or partially available, in these corridor communities. Wheels of Joy and The Central Oregon Council on Aging provide demand response service for the elderly and disabled residents. Salem Rideshare, Central Oregon Rideshare, and Cascades West CARPOOL provide carpooling and vanpooling services. Park and ride services are also available. Recommendations from the 1997 Oregon Public Transportation Plan regarding minimum annual hours of public transportation services, fleet size, and backup capabilities have been calculated for Aumsville, Sublimity, and Stayton. Recommendations are based on their projected populations in 201 5, and the results are summarized in Table 4-3.

COMMUNITY

Aumsville 4,127 7,016 3.4 1 Sublimity 3,173 5,394 2.6 1 Stavton 8.600 14.620 7 2

! Needs and improvements for public transportation services and facilities have been included in the Transportation System Plans (TSPs) of Deschutes and Marion Counties, the cities of Salem, Stayton, Aumsville, and Bend. 1 : A draft document entitled, 'Planning for the Transportation Disadvantaged in Marion and Polk Counties," has been released as part of a study conducted by the Mid-Willamette Valley Council of Governments. It contains information relevant to public transportation planning in the western half of the corridor.

Appendix A contains a list of the transportation planning goals, policies, and objectives contained in the TSPs and comprehensive plans of corridor communities.

In 1998, the Central Oregon Intergovernmental Council received a grant to hire a transit coordinator for two years. This person will determine how to improve the existing paratransit services in the tri-county area (Deschutes, Jefferson and Crook Counties).

C The Bend Urban Area Transit Feasibility Study, 1996, concluded that a fixed-route , and scheduled public transit system was feasible in Bend. A five-bus route network was proposed as the start-up system. A local, voter approved tax i measure would be needed to support the proposed system.

The Marion County Public Transportation Element of the TSP recommends a two phase approach to satisfying short-term needs and developing long-term solutions:

,i (1) Commuter phase which establishes limited intercity transit services. A trial commuter shuttle service between Silverton and Salem will be run. If successful, similar services will be provided between Salem and Stayton and Salem and Woodburn.

(2) Expansion of paratransit services to serve the growing population of elderly and disabled people in the county. Service should be expanded to outlying areas. Coordination of existing service providers and subdividing the county into three sub-regions is envisioned. As demand increases, paratransit service providers would develop semi-fixed route systems.

The study entitled "Planning for the Transportation Disadvantaged in Marion and Polk Counties", identified issues pertaining to communities in the Highway 22 corridor:

Existing paratransit services are functioning at maximum capacity given current levels of staffing, equipment, and mode of operation.

Paratransit services in the "Canyon" east of Stayton requires the full participation and consideration of the Linn County half of this extended community.

Identified, potentially viable, geographic service gaps included: commuter oriented transit between the "canyon" cities and Salem and paratransit services above Mill City in the Santiam Canyon.

The most significant needs were identified as: an evolving planning process, coordination of service, secure funding modes, long-term capital funding, existing service gaps and expansion of service to the unserved population, and regulatory limits to optimizing service.

The Stayton TSP recommends establishing intercity bus service between Stayton and downtown Salem, initially providing four trips daily during the morning and evening commute period. The park-and-ride lot to be constructed at the Cascade HighwayIHighway 22 interchange should be developed into an intercity bus stop. The expansion of paratransit service to serve the growing service population and the outlying areas is supported.

Recommended Services and Facilities

Signed and lighted Park and Ride facilities

Ongoing regional planning that assesses the feasibility of expanded public transportation services

Creation of centralized coordination of existing public transportation services Railroads, Air Service, Pipelines and Water-borne Transportation

Railroads

Currently, there are no plans for expansion or abandonment of the rail lines in the corridor. Additional capacity is available on the Willamette Valley Railroad if the market demands it. One trend emerging in the types of commodities being hauled by Willamette Valley Railroad is a reduced amount of wood products haulage and an increase in other products such as fertilizer. This trend will probably continue as it is unlikely that the current restrictions on harvesting of federal timber reserves will be reduced in the near future.

A representative of the Willamette Valley Railroad indicated that it is difficult to compete with trucking companies. Planning and funding for improvements on these light-density lines is assisted by ODOT and federal sources through periodic updates of the Rail Freight Plan. Congress passed the new national transportation bill in June of 1998. This new bill entitled "The Transportation Equity Act for the 21" Century", (TEA-21), will provide loans for short line railroads to up grade tracks and other railroad infrastructure.

Union Pacific (UP) and Burlington Northern Santa Fe (BNSF) are two major (Class I) railroad companies that presently operate just outside each end of the corridor. It is not yet clear how the recent Southern Pacificfunion Pacific consolidation or the Burlington NorthernfSanta Fe merger will affect rail operations in and through the corridor. Experience on the national scale suggests that a number of short-line operators have grown by returning lines to profitability through a combination of customer service and aggressive marketing.

Air Service

No appreciable change in air service or facilities is foreseen within the corridor limits. Neither of the three general aviation public-use airports in the corridor, the Davis Airport in Gates, the Santiam Junction State Airport and the Sisters (Eagle Air) Airport are physically or economically capable of supporting commuter air service. In addition, the close proximity to the airport limousine services in Salem (to Portland International Airport) and the Redmond Municipal Airport make it unlikely that scheduled air service would be offered in the near future. Portland International Airport and the Redmond Municipal Airport are both experiencing moderate increases in the number of annual boardings.

Most flights out of the these airports in the corridor will remain recreation-oriented. Commercial air service between Salem (or Portland area) and Bend (or Redmond) also is unlikely to relieve summer or weekend congestion given the short trip length, waiting time, and high costs relative to highway travel.

Charter service and private aviation activity is likely to experience growth at the Sisters (Eagle Air) Airport over the planning horizon. An increase in activity may also occur at the Davis Airport in Gates and the Santiam Junction State Airport.

With the passage of SB 1 1 13 in 1995, and as later amended by HB 2605, the Oregon Legislature directed that counties establish "airport zones" for each publicly owned public use airport with three or more based aircraft, privately owned public use airports that meet a selection process and privately owned private use airports with three or more based aircraft, to ensure the continuation of airport and airport-related uses. The Santiam Junction State Airport is not protected by overlay zoning. Since the Santiam Junction Airport is surrounded by national forest land, it is not clear whether or not overlay zoning is needed or required around this facility. The Sisters (Eagle Air) Airport and the Davis Airport in Gates are protected by overlay zoning.

No appreciable change in pipeline facilities or services is foreseen within the corridor limits. It is not known at this time if the Pacific Gas Transmission Company will extend its natural gas transmission lines to Tumalo and Sisters during the 20-year planning horizon.

No water-borne transportation services will be occur on the North Santiam River during the planning horizon. Besides the potential for major environmental impacts, there are many physical constraints in the river such as narrow sections, large boulders, rapids and shallow areas.

Bicycle and Pedestrians

Local bicycle use and pedestrian activity in the corridor communities will probably increase during the planning horizon as their populations grow. Recreational bicycle use, such as mountain bike riding and bicycle touring throughout the corridor is expected to increase. Increased bicycle and pedestrian activity is expected around some of the major parks and campgrounds along the corridor. Detroit Lake State Park and some of the national forest campgrounds are planning to increase the number of campground sites, cabins, and boat trailer parking in the future, which will add more visitors to the existing recreational facilities. Bicycle and pedestrian facility improvements between Detroit Lake State Park and the city of Detroit are discusses further in Chapter 5.

Within the corridor communities and along the rural sections, the highway includes paved shoulders. In some areas of Segments 2 and 3, the shoulders of the highway are two feet or less in width. Improved bicycle facilities could be expected to stimulate bicycle activity, both for commuting and recreational purposes. Rather than recommending extensive shoulder improvements throughout the corridor, highway shoulder improvements should be targeted along sections of the highway where there will be higher levels of bicycle and pedestrian activity. Separated multi-use paths should also be considered where highway shoulder improvements are too costly.

Because of a lack of pedestrian trip generators or destinations within the rural sections of the corridor (except for the Detroit State Park area), the provision of sidewalks along the rural sections of the Highway 22lUS 20 corridor is not warranted.

Within the corridor communities, continuous sidewalks and pedestrian crossing improvements would facilitate pedestrian travel. Chapter 5 Issues, Opportunities, and Constraints

This chapter presents an analysis of comments received from participants in the Highway 22lUS 20 corridor planning process. The public involvement effort of the corridor planning process has included newsletters, open houses, and meetings with local governments and affected agencies. See Appendix B for a complete record of all comments received. Comments were submitted by residents and property owners along the corridor, members of local governments, agencies, organizations, other corridor users, the Corridor Planning Management Team, and stakeholders. The comments are organized into categories based on the OTP policies guiding transportation planning: transportation balance, regional connectivity, highway congestion, safety, and economic, environmental, social, and energy impacts.

Table 5-1 is presented on the next page and is a summary table of the public comments and issues (environmental, economic, social, and energy issues are combined into one category). The table is followed by a section on each of nine policy categories, which includes an introductory paragraph, a summary of public comments on issues, opportunities, and constraints, and technical comments. The technical comments were documented in technical reports or provided by staff engineers and planners, to facilitate understanding of the issues and, in some cases to present additional issues, opportunities, and constraints.

Based on the physical and service inventories of the corridor, opportunities for future improvements were identified through the public process, together with potential constraints related to their implementation. A number of improvement options may involve institutional or legislative actions for implementation, or increased cooperation and coordination among stakeholders in the corridor. Other strategies include physical or service improvements with uncertain sources of funding or subsidy. Table 5-1 SUMMARY TABLE OF SALEM TO BEND CORRIDOR COMMENTS AND ISSUES

SEGMENT 1 SEGMENT 2 SEGMENT 3 SEGMENT 4 SEGMENT 5 SEGMENT 6 CATEGORY I I I I I I Complete Phase II of Hwy 22 Transit needed to Salem. Passing lane needed. Big Meadows Rd. & Twin Passing lanes needed between Suttle Passing lanes needed between construction project including Park-and-ride lot improvements Transit needed to Ealem. Meadows Rd. intersections need Lake and Sisters. Sisters and Plainview. the overpass at Fern Ridge Rd. needed in Gates. Pedestrian crossing concerns at left turn lanes. Left turn lane needed on US 20 into the Fryrear Rd. intersection - left turn Transit needed to Salem. WVRY lines are underutilized. Gates Hill Rd. intersection Passing lane needed between new tourist center in Sisters. lane needed. TRANSPORTATION Park-and-ride lot improvements Passing lane needed between Gates Bike and pedestriar. improvements ldanha and Marion Forks Left turn lane needed at Big Lake Road Future Robal Rd. intersection BALANCE needed in Aumsville & Stayton. and Niagara. wanted between Dstroit State Park (Hoodoo Ski Area). possible. WVRY tracks between E. Salem and City of Detroit. Park-and-Ride lot improvements and Stayton need repair. Pedestrian crossing concerns at needed in Bend. WVRY lines are underutilized. Forest St. and Meyers St. in Detroit. Sight distance problem and Hwy 2421US 20 intersection skewed, Hwy 1261US 20 intersection- turning lanes needed at Hwy unsafe, turn constraints. skewed, unsafe, turning 226 intersection. constraints. REGIONAL Parkway ramp on north.side to US CONNECTIVITY 20 needed. Old Redmond Bend Hwy may need future grade separation.

The Oregon Gardens will N. Fork Rd. - Right turn lane and Concern about Oregon Gardens Center turn lane needed through City of Sisters plans alternate route Increase in residential access roads increase traffic through traffic signal needed. traffic through Gates. Marion Forks. through town. between Sisters & Bend is having a Sublimity. Wall St. connection to Alder St. Increased growth expected in Motorists and truckers experience negative impact on the level of. HIGHWAY Project in Mill City . Detroit and ldanha because of a new congestion driving through Sisters. service for county roads and US CONGESTION Widen Hwy 22 in Mill City (MP30) sewer system. More traffic expected. This part of the 20. to accommodate a center turn lane. ldanha Master Plan treatment to corridor is part of a new national scenic Center turn lane through Mill City. Hwy 22. byway, The blcKenzie Pass - Santiam IsAve. in Mill City - Traffic signal Center lane through ldanha needed. Pass Scenic Byway. and turn lanes. Difficult to make a left when exiting Pull-out area needed near Gates for Detroit State Park access road.

- -- The RR crossing at Aumsville More chain-up areas needed for trucks. Cook Ave. intersection -congested, needs advance warning system. taken out. Curve east end of Suttle Lake is too skewed, unsafe, turning Reduce speed limit through Rock fall protection needed. Detroit State Park and Detroit. Whitewater and N. Santiam sharp. constraints. Mehama. Bridges narrow. Sight distance problem at Indian Ford Sight distance problem at lnnes Acceleration lane needed on side of Gates to 45 mph. Sight distance problem at the Rd. intersection. Market Rd. intersection. westbound Hwy 22 at Old Add a center turn lane from Gates Breitenbush Bridge narrow. Whispering Falls Campground Shade from trees keeps ice on road. Mehama Rd. Hill Road to the east city limits. Permanent fix to the 2 sunken intersection. Fall danger trees near highway. Sight distance problem on east grades near Detroit Lake needed. Shade from trees keeps ice on Rock fall protection needed. bound on-ramp at Cascade Hump at Blowout Road intersection road. Better lane markings needed on the Hwy. causes sight distance problems. Fall danger trees near highway. pass. Shade from trees keeps ice on road. Rock fall protection needed. I Fall danger trees near highway. I Reduce speed thru Marion Forks. I Rock fall protection needed. lncreased stormwater runoff Area needed for a recreational visitor RV wastewater dump - Maples Rest Rest stop needed east of Detroit. Hoodoo Ski Area expansion'planned. Identify material source locations from Hwy 22 improvements information center pull-out near Area closed. Mt. Jefferson1 Piety Island Restroom overuse at Corbett Snowpark. for ODOT highway projects. may affect Sublimity sewer lift Mehama. Scenic byway designation wanted. viewpoint proposed by Detroit Suttle Lake Marina Rd. improvements station near highway. RV wastewater dump overuse at Overuse of RV wastewater dump Lake. and resort expansion proposed. ENVIRONMENTAL, Aumsville Highway signs Fisherman's Bend Park. hook-ups at Detroit. Parking needed off Hwy 22 at New visitor center at Hwy 242lUS 20 ECONOMIC, needed. Highway proximity to Salem's Detroit Park expansions planned. Woodpecker Rd. intersection and intersection under construction. Highway proximity to Salem's drinking water source the North Boat trailer parking at Mongold State Big Meadows Rd. intersection. View point possible near Black Butte. SOCIAL, - drinking water source the Santiam River. park insufficient. Cinders from sanding highway end Cinders enter fish spawning grounds. AND - North Santiam River. Winter Steelhead and Spring Late Successional Reserves and up in fish spawning grounds. Identify material source locations ENERGY Winter Steelhead and Spring Chinook. Riparian Reserves. Late Successional Reserves and Late Successional Reserves and Riparian ISSUES Chinook. Cinders from sanding highway end Riparian Reserves. Reserves. up in fish spawning grounds. Snow at Corbett snowpark is piled up and causes hillside erosion. Transportation Balance

The Oregon Transportation Plan 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. What follows is a discussion of the modal balance issues within the Highway 22lUS 20 corridor.

Issues were identified in the following categories: automobile, truck and rail freight, passenger rail, airports, local bus service, intercity bus, transportation services for the transportation disadvantaged, and bicyclelpedestrian facilities.

Automobile

The automobile is the primary mode of transportation in the corridor. Commuter trips are common between Salem and Mill City, and between the Bend-Redmond area and Bend-Sisters area. Recreational travel along the entire corridor increases during peak season in the summer. Segments 3 through 5 are part of state and national scenic byways. The average automobile travel time for the length of the corridor in 1996 was estimated at 170 minutes, or 44 miles per hour. Travel time is highest in Segments 3 through 5 where steeper grades and sharper curves are more frequent and lowest at the east and west end segments.

Findings and Issues

Many issues relevant to the automobile were identified in the sections on safety and congestion. Automobile issues under transportation balance focused on adding passing lanes to Segments 3 through 6, completing improvements related to the Phase 1 - Joseph Street to Fern Ridge Highway 22 Project, and adding left turn lanes to the Big Meadows Road, Twin Meadows Road, Big Lake Road, and Fryrear Road intersections (see Table 5-1). - It is anticipated that commuting by automobile to the corridor "end cities" will increase. This is becoming more evident on the west end of the corridor as the economies of the canyon communities lose timber industry employment. In 1998, the Detroit area experienced a 75 percent reduction in local timber harvests. The loss of local employment may be offset somewhat as the economies of these communities begin to diversify to include tourist industry and other jobs. Opportunities and Constraints

Opportunities include adding passing lanes and left turn lanes. Comments about final work related to the Phase 1 - Joseph Street to Fern Ridge Highway 22 Project were forwarded to the ODOT project manager because the project is still under construction. The constraints identified center on environmental constraints and funding limitations.

The environmental constraints are significant because most of the areas in need of passing lanes are located on National Forest Service lands with extreme environmental issues, as well as mountain terrain which makes for challenging and expensive construction. Some of the environmental concerns in these areas are that the corridor passes through areas designated as Late Successional Reserves, Riparian Reserves (see the Environment and Land Use section of Chapter 3) and unstable geologic areas. In addition, Segments 3 through 5 are parts of state and national scenic byways. Some highway improvement projects such as adding lanes to a two-lane highway can make the area less scenic.

Specific environmental constraints will be identified in greater detail during Phase 2 of the corridor planning process. Funding limitations are contributing to decisions to maintain the state's highways, rather than upgrade them through modernization projects.

Technical Comments

There is an opportunity to improve the roadway geometry and design speed. Geometric improvements and capacity improvements may increase the design speed of the roadway and reduce accidents. Increases to the design speed may reduce travel times throughout the corridor.

Truck and Rail Freight

The Salem to Bend corridor is used daily as a truck freight route and is an important goods movement corridor. In 1996, it is estimated that the corridor overall was used to ship roughly four to six million tons of freight. More freight was carried on the US 20 portion of the corridor than the Highway 22 portion. The corridor is designated as part of the State Highway Freight System in the draft 1998 Oregon Highway Plan. The average truck travel time for the length of the corridor in 1996 was estimated to be 220 minutes, or 34 miles per hour. Travel time is highest in Segments 3 through 5 where steeper grades and sharper curves are more frequent and lowest at the east and west end segments. The Willamette Valley Railway is used daily to transport freight between the Santiam Canyon and the Willamette Valley.

Findings and Issues

Issues relevant to the trucks were identified in the sections on safety and congestion. Trucking issues under transportation balance focused on adding passing lanes. Overall, it is anticipated that truck freight traffic within the corridor will increase as the population centers in the Willamette Valley and Central Oregon grow. There may be fewer trucks hauling timber and wood products if federal timber harvest continues at recent levels or less.

The Willamette Valley Railroad (WVRY) tracks between East Salem and Stayton are in need of repair. There is plenty of capacity on the WVRY to add shippers and the service is not being utilized to its full capacity. At this time, the repair needed to the tracks is not affecting the capacity of service.

Opportunities and Constraints

As in the discussion above about automobiles, the constraints identified with improvements to truck and rail freight center on environmental constraints and funding limitations. The environmental constraints are significant because most of the areas in need of passing lanes are located on National Forest Service lands with extreme environmental issues, as well as mountain terrain which makes for challenging and expensive construction. (See the environmental concerns listed above for automobile .mode.) Specific environmental constraints will be identified in greater detail during Phase 2 of the corridor planning process. Funding limitations are contributing to decisions to maintain the state's highways, rather than upgrade them through modernization projects.

Opportunities to improve transportation balance for rail include assisting the WVRY in seeking funds to upgrade the trackage between East Salem and Stayton. One opportunity for funding may occur with the recent approval of new national transportation bill, "The Transportation Equity Act for the 21a Century", (TEA-21), which will provide loans for short line railroads to up grade tracks and other railroad infrastructure. It was also suggested that there may be an opportunity for ODOT to help promote the movement of freight by rail by area shippers. A similar funding constraint to highway upgrades exists for repairing the trackage for short line railroads.

Technical Comments

Existing passing lane deficiencies in the corridor are presented in Chapter 3 - Existing Conditions.

Generally speaking, ODOT adds capacity to highways through a "four-phased " approach. The four phases of development take place incrementally as the traffic volumes increase and the level of service decreases. Beginning with a standard two-lane rural highway, the improvement phases are as follows:

(la. Correction of high way alignment - geometry) 1. Addition of passing lanes or climbing lanes 2. Widening to a four-lane section 3. Adding grade-separated interchanges and raised medians 4. Develop full grade-separated interchanges and frontage roads.

Shifting more freight to rail service helps to relieve congestion on the state's highways, reduce the number of accidents, reduce road maintenance, and conserve energy. ODOT planners could take a closer look at freight rail operations and investigate more ways to move more freight by rail instead of truck. However, this may be difficult, as the infrastructure of the corridor rail system is privately owned and operated, and modal choices made by area shippers are based on market forces.

The short line railroads are connected to Union Pacific track which allows freight to move throughout the western United States. Union Pacific recently acquired Southern Pacific (now known as UP) which has created some delays in goods movement. The service deficiency has created some problems for some of the area lumber companies shipping by rail.

The trackage between East Salem and Stayton is in need of repair. ,... Passenger Rail

Daily passenger rail service occurring along the 1-5 corridor is provided by Amtrak Cascades Service. Due to the lack of significant congestion along the 1-5 corridor at this time, automobile travel times (such as between Salem and Portland) are shorter than rail travel times. Rail service will become a more viable alternative to the automobile and bus as congestion and automobile travel times increase.

Findings and Issues

No comments were received in support of passenger rail service along the corridor.

Opportunities and Constraints

A major constraint mentioned is that it would not be economically feasible to provide passenger rail service through the corridor.

Technical Comments

There is not adequate traffic density now or within the next 20 years to support passenger rail service within the corridor.

Rail service would probably never be as viable as a van or bus commuter service in the corridor. Grade and curvature will always restrict train speeds in some locations.

Regularly scheduled shuttle service between the Santiam Canyon communities and the Salem Amtrak station would provide an important passenger rail service link for many of the corridor's residents.

Airports

The Davis Airport in Gates, the Santiam Junction State Airport and the Sisters (Eagle Air) Airport are the three general aviation public-use airports in the corridor.

Findings and !ssues

No comments were submitted in this category. Opportunities and Constraints

No comments were submitted in this category.

Technical Comments

Bus, shuttle, or taxi service between the Santiam Canyon communities and the Salem Municipal Airport, the Greyhound Bus Station and the Salem Amtrak Station would allow riders to transfer to others modes serving more destinations. For example, transit service between the Santiam Canyon communities and the Salem Municipal Airport would allow riders to transfer to the airport limousine service, which provides ground transportation to Portland International Airport several times a day.

Bus, shuttle, or taxi service from the east side of the corridor for residents in Sisters, Plainview, and Tumalo to the Redmond Municipal Airport would provide a multimodal connection. (Bend Municipal Airport does not currently offer commercial flights.)

With the passage of HB 2605 in 1995, overlay zoning is required to ensure the continuation of airports and airport-related uses. Santiam Junction State Airport is not protected by overlay zoning. Since this airport is surrounded by national forest land, it is not clear whether or not overlay zoning is required around this facility.

The Sisters (Eagle Air) Airport and the Davis Airport in Gates are protected by overlay zoning.

Local Bus

Elderly (60 years old and over) and disabled residents in corridor communities are served by special transportation services. The general public, including the transportation disadvantaged, (includes youth and non- drivers) can use the special transportation services on a space available basis. Local bus service is provided to residents within the Salem-Keizer area by the Salem Area Transit District.

Findings and Issues

The Central Oregon Intergovernmental Council manages the existing paratransit services in the tri-county area (Deschutes, Jefferson and Crook Counties). A representative of the organization indicates that there are many residents in the Bend and Redmond area that want local bus service established.

Opportunities and Constraints

The Bend Urban Area Transit Feasibility Study conducted in 1996, concluded that a fixed-route and scheduled public transit system was feasible in Bend. A five-bus route network was proposed as the start- up system. A local, voter approved tax measure would be needed to support the proposed system.

Technical Comments

The populations of the corridor communities are relatively small, Stayton has about 6,300 residents and the other communities have less than 3,000 residents. The small population size makes it difficult for a city to establish and support a local bus service. City funds are typically used to provide basic city services such as police, general administration, public works and planning.

Demand Responsive/Special Needs Services

Demand responsive and special needs services are organized andlor operated by public and private agencies to provide transportation for groups of travelers, like the elderly ( 60 years old and over) and the disabled. The general public, including the transportation disadvantaged, (includes youth and non-drivers) can use the special transportation services on a space available basis.

Findings and Issues

No comments were submitted in this category.

Opportunities and Constraints

No comments were submitted in this category.

Technical Comments

During Phase 2 of the corridor planning process, more information about existing demand responsive and special needs services needs to collected. Other important data needed includes, more information about the facilities, routes, area served, hours of service, number of rides provided and how rides are scheduled. Also, how much time ahead is needed to get a ride, what the 'window ' of service is (one hour, two hours?). This information will help to quantify levels of service.

Intercity Bus

On a daily basis, except Sundays, Valley Retriever buses operate along the corridor between Salem and Bend. Porter Stage Lines provide daily service along the east end of the corridor, between Sisters and Bend.

Findings and Issues

There were many comments in favor of a more frequent intercity bus service between the west corridor communities and Salem.

Opportunities and Constraints

According to staff at the Salem Area Transit District, 'limited data" is a constraint preventing development of a public transportation system within the geographic region of Marion County. Over the last couple of years, the Salem Area Mass Transit District Board of Directors and its Special Transportation Advisory Committee has conducted an extensive planning process to develop a strategy to address this issue.

The Board and Committee have prepared a strategy "Marion and Polk Counties Regional Transportation Enhancement Plan" (RTEP)) designed to use advanced communications technology on order to coordinate public transportation resources with demand. The premise of this strategy is through the improved coordination of transit resources, productivity gains will be great enough to deploy transit services that respond to specific transit demand.

In order to assist in the attainment of this strategy, parts of the RTEP should be integrated into the Salem to Bend Corridor Plan (and the Marion County TSP). The RTEP strategy is to invest the region's Special Transportation Fund and Section 531 1 revenues into supporting an Intelligent Transportation System in order to improve coordination of local, regional, state, and federal resources.

Wheels of Joy, a nonprofit organization that currently provides shuttle service to elderly and disabled residents in Stayton, Sublimity, Aumsville, Mill City and Gates could expand its services to the general public. The organization proposed a commuter shuttle service for the canyon communities in 1998, but there was not enough ridership interest to cover operational costs.

Technical Comments

As noted in the Chapter 3, there are only two intercity bus stops in the corridor. During Phase 2 of the corridor planning process, a study should be conducted to determine where additional stops may be needed in. the corridor. Also improvements to the existing stops and future stops should be identified. Many people living in the corridor communities do not know about the bus service and are uncomfortable with standing next to the highway to wait for a bus. The stops should be more visible, safer and more comfortable.

Opportunities include providing better transportation services for the transportation disadvantaged, cost savings for commuters, decreased congestion, and the saving of natural resources.

Constraints include the lack of funding, low population densities of the corridor communities, low ridership, and lack of express bus service. The automobile provides greater mobility than does transit in terms of where people want to drive to, and when.

In order to become part of the Salem Area Transit District service boundary, the Santiam Canyon area needs to be part of the taxing district, which may not be supported throughout the area.

Commuting is a primary contributor to congestion in the end portions of the corridor during the morning and evening peak hours. To the extent that the origins and destinations of these trips involve Highway 22 for the west corridor commuters, and US 20 for the east corridor commuters, express transit may be viable as a measure to reduce congestion.

The daily bus runs on the corridor are not frequent enough at the right times to attract commuters. However, the buses do provide a transportation service for some of the residents in the corridor.

In order for any commuter-oriented transit service to be effective, the Oregon Transportation Plan emphasizes a combination of actions, including (1) changes in the development and land use practices of the suburban and corridor communities in the corridor; (2) elimination of free parking at employment sites; (3)investment in new or expanded transit services; and (4) provision of incentives to use transit. These actions would be oriented to providing compact urban centers in the corridor, with residential densities exceeding eight dwelling units per acre. Most current corridor communities are developed at residential densities well below this density. With higher densities in town centers along the corridor, transit could be expected to capture a share of the commute travel.

Bicycle Facilities

Bicycle riding is allowed on all state highways, except on the freeways in the Portland Metropolitan area, and a short section of 1-5 through Medford. Both Highways 22 and US 20, provide regional bicycle access from the Willamette Valley to Central Oregon. As is the case with other state highways, bicycle travel is accommodated by utilizing the paved shoulder of the highway.

Findings and Issues

One issue identified is the lack of adequate bicycle (and pedestrian) facilities between Detroit Lake State Park and Detroit. During the summer, some campers walk or ride their bike from the state campgrounds to Detroit to purchase food and supplies. Through this section of the corridor, the paved shoulder width varies between zero and three feet. A paved shoulder of at least four feet is recommended to safely accommodate bicycle (and pedestrian) traffic. It was also mentioned that crossing the Breitenbush Bridge is not very safe because it has narrow travel lanes, no bike lanes and narrow sidewalks.

Opportunities and Constraints

Opportunities identified included widening the paved shoulders of Highway 22 and the Breitenbush Bridge. Another opportunity mentioned was to create a bikelpedestrian pathway between the park and Detroit. However, the bicyclists and pedestrians would still have to cross Breitenbush Bridge. It was mentioned that at one time, some work had been done on the bikelpedestrian pathway idea. Technical Comments

There is an opportunity for a coordinated effort between Oregon Parks and Recreation, the city of Detroit, business owners, the National Forest Service and ODOT to review the bike/pedestrian pathway alternative.

The Breitenbush Bridge consists of 24 feet of pavement with 4.4 foot sidewalks on each side elevated approximately one foot above the bridge deck. It is scheduled for a new deck overlay in 1999. There is no accident history on the bridge. Making the bridge more multimodal (and safer) will require either removing the sidewalk from one side of the bridge and constructing an 8-foot multi-use sidewalk on the other side, or expanding the bridge. Both of these options are very expensive. At this time, there are no funds programmed for this upgrade. There is an opportunity, however, to include a bridge retrofit project in the next STIP.

There is an opportunity in Segment 5 to increase the useable portion of the paved shoulder by conducting a more thorough sweeping operation. It has been observed (in the summer) that cinders left over from winter sanding cover approximately one-half of the four foot paved shoulders (two feet back of the fog line to the guardrail posts).

Constraints to widening the paved shoulders include funding and the fact that ODOT does not schedule shoulder-only improvement projects. Shoulder improvements are usually occur in conjunction with roadway improvement projects.

Other constraints to widening the paved shoulders include the fact that some of the deficient paved shoulder sections are in mountain terrain which makes for challenging and expensive construction. Adding pavement to make four foot shoulders in some areas would require cuts into unstable hillsides, retaining walls, and environmental impacts such a soil erosion.

Another constraint has to do with right-of-way. East of milepost 42 (near Big Cliff Dam), ODOT does not own the right-of-way for the highway. The highway is located within a roadway easement with the National Forest Service which is very restrictive. Pedestrian Facilities

Most of the pedestrian activity occurs within the corridor communities. In sparsely populated areas of the corridor, the shoulders of the highway accommodate pedestrians. Since pedestrians use the highway shoulders to walk on, all of the issues mentioned above in Bicycle Facilities also applies to pedestrian facilities.

Findings and Issues

One issue identified is the lack of adequate pedestrian (and bicycle) facilities between Detroit Lake State Park and Detroit. Please see Bicycle Facilities above.

Pedestrian crossing concerns were mentioned in Detroit at Forest Street and Meyers Street. Both streets intersect Highway 22. There is a striped crosswalk on Highway 22 at Detroit Street.

Opportunities and Constraints

No comments were submitted in this category.

Technical Comments

If a crosswalk is located at a traffic signal, striping maintenance is the responsibility of ODOT. If there is no traffic signal, the city is responsible for striping maintenance.

During the three-year accident review period (1994-1 996) one pedestrian was fatally injured near the Shaw Highway interchange (Aumsville area) and a pedestrian was injured approximately one- half mile west of the entrance to North Santiam Park Road in Mehama.

Later in this chapter, in the Highway Congestion section, there is a discussion about the city of Sisters proposing an alternate route through town to relieve congestion on Cascade Street. If this alternate route is implemented, it may make Cascade Street safer for pedestrians and increase pedestrian mobility.

Pipeline

Northwest Natural Gas provides gas service from Salem east to Mill City. As such, the corridor communities of Aumsville, Stayton, Sublimity, Mehama, Lyons and Mill City are provided gas service. All corridor communities further east and south do not have natural gas service. Bend residents receive gas service via Pacific Gas Transmission Company.

Findings and Issues

No comments were su bmitted in this category.

Opportunities and Constraints

One constraint in providing natural gas service from Bend to residents in Sisters (and Plainview and Tumalo) is due to geologic conditions according to the city of Sister's Planning Director. The soils in the High Lava Plains are shallow and the underlying material is very hard, which makes for expensive excavation needed for gas lines.

Technical Comments

Natural gas pipelines serve as a safe and efficient mode of transporting natural gas along each end of the corridor and into the western corridor communities. The petroleum pipeline at the western end of the corridor reduces the need to transport gasoline by truck or rail. Without these pipelines, it is likely that the other heating fuels such as propane, or fuel oil would need to be transported by truck through the corridor. If shifted to trucks, it would likely involve higher transportation costs and/or a likely increase in the number of trucks on the corridor.

Regional Connectivity

Regional connectivity is a measure of how well the corridor connects various parts of the state and nation. This is usually quantified in terms of travel times or described by reflecting the level of transportation services available. The issue of travel time overlaps with the congestion and transportation balance performance measures. Both of those measures can affect regional connectivity. Increased congestion may result in slowed travel times and may be the result of a transportation system that is not in balance; i.e., people or goods are moving via the wrong or inefficient mode.

--- Findings and Issues

The public expressed interest in improving some of the intersections on the corridor that connect to other state highways (see Table 5-1). Concerns regarding sight distance problems and left turn lanes were mentioned for the Highway 22lHighway 226 intersection in Mehama. In Sisters, both the Highway 242lUS 20 and the Highway 126lUS 20 intersections were mentioned as being unsafe, skewed intersections with turning constraints. It was also mentioned that in the future, as traffic increases, the Old Redmond-Bend Highway may have to be grade separated from US 20 to maintain a reasonable level of service in that area.

In Bend, it was mentioned that there are not direct and smooth connections' (no fly-over ramps) between the north end of new Bend Parkway and US 20.

Opportunities and Constraints

In the summer of 1998, the Forest Service is planning on constructing a tourist information center at the Highway 242lUS 20 intersection in Sisters. This project could be an opportunity for the city of Sisters, the Forest Service, and ODOT to work together to possibly reconfigure the intersection to make it more safe and improve turning movements.

Technical Comments

Within the corridor, two highway improvement projects have been allocated funding which will improve connections to other regional highways. The Highway 126lUS 20 intersection is scheduled as a STIP project in 2001, which will improve turning movements and make the intersection more safe.

The new Bend Parkway is not complete. The northbound to westbound US 20 ramp will constructed starting in the springlsummer of 1999. This ramp will provide a direct connection for motorists traveling north on the parkway and then north on US 20 into the corridor. However, there will be no direction connection from eastbound US 20 to southbound on the parkway. Motorists will have to get on the parkway at Empire Avenue or from 31d Street near Division Street.

Highway Congestion

Congestion is defined as the level at which transportation system performance is no longer acceptable due to traffic interference. Transportation facilities within the corridor should operate at a level of service which is cost-effective and appropriate for the area served. Some issues which can be considered congestion-related are presented later in this chapter in the Safety section.

Findings and Issues

The lack of passing lanes was frequently cited as the main cause of rural congestion (see Table 5-1). See the Highway System section in Chapter 3 - Existing Conditions and Transportation Balance earlier in this chapter for more information on passing lanes.

Other existing congestion issues brought up were: congestion through Sisters; difficulties in making turns onto Highway 22 from Detroit State Park; and intersection issues discussed below.

Future congestion concerns mentioned were: potential traffic increases through Sublimity generated from the proposed Oregon Gardens project in Silverton; increased growth in Detroit and ldanha from a new sewer system; and level of service declines on US 20 (and county roads) between Sisters and Bend resulting from residential development' in the area.

Opportunities and Constraints

Opportunities expressed for dealing with congestion included increasing use of alternative modes, system improvements, and access management.

Expanded use of alternative modes. Establishing a commuter transit service and improving park-and-ride facilities were cited as opportunities to help minimize congestion. Population growth at the west end of the corridor was cited as presenting opportunities for a frequent commuter transit service. Wheels of Joy provides transportation for the elderly and disabled in Segments 1 and 2. The operators of this service attempted to establish a shuttle service between Salem and the communities in Segments 1 and 2 in 1998, but there was not enough interest.

In order to promote more carpooling within the corridor, commuters must feel safe parking their vehicles in the park- and-ride lots. To attract more users, park-and-ride lots must also be clearly visible to motorists (near a main road close to the commute highway). If the park-and-ride lots are not clearly visible, appropriate park-and-ride lot signage and lighting should be used. The park-and-ride lots should also allow transit and intercity vehicle ingress and egress. The cities of Aumsville, Stayton, and Gates would like the park-and-ride lots in their towns improved to attract more commuters. The city of Salem would like the to see more use of alternative modes to ease congestion on Highway 22 going through Salem. (see the Public Transportation section of Chapter 3 - Existing Conditions)

System improvements. Many participants called for road improvements as a way to relieve congestion, including: adding more passing lanes in Segments 3 through 6; constructing a bypass around Sisters; adding center turn lanes in ldanha and Marion Forks; installing a full traffic signal at lSt Avenue in Mill City; connecting Wall Street to Alder Street in Mill City to help relieve congestion at let AvenueIHighway 22 intersection; adding a right turn lane on North Fork Road; installing a full signal at North Fork Road; and constructing a slow-moving vehicle pull-out near Gates.

Access management. There is an opportunity to utilize access management techniques in the corridor to help reduce existing and future congestion. The challenge is to determine how to best apply these techniques to balance access to developed and developing land in the corridor while ensuring movement of traffic in a safe and efficient manner. In the Highway System section of Chapter 3 - Existing Conditions, the existing functions of the highways in the corridor are described.

As part of the development of this corridor plan, it will be determined how ODOT and the corridor communities want various sections of the highway to function through the corridor over the next 20 years. The desired functions of the highway will have to be specific and realistic. The major issues that need to be addressed in this corridor deal with approach (cross road, street, driveway] spacing and median control.

In Segments 2, 3, 5, and 6 of the corridor, there are congestion issues related to the access functions of Highway 22 and US 20. The multiple driveways, local streets, and open medians create hazards associated with local access. Currently, access management strategies are being applied to the corridor as private development is proposed (on a project-by-project basis) or in conjunction with modernization projects, like the Joseph Street to Golf Club Road project in Segment 1. Access management produces a more constant travel flow, reduces the need for major road widening, and makes the highways safer.

Extensive access to the highway, such as numerous driveway openings in a short distance, can generate a significant number of turning movements, which causes all traffic to slow down resulting in reduced safety, congestion, excessive time delays, poor air quality, and less desirable communities. In some of the corridor cities like Mill City, Idanha, and Sisters, there is an opportunity to work with these cities to implement a more proactive approach to access management to increase highway efficiency and reduce the number of accidents. During the next phase of the corridor plan, the location of access points in some of the corridor communities, like Mill City and Idanha, will be reviewed and planned.

The draft 1998 Oregon Highway Plan proposes the establishment of Special Transportation Areas (STAs). STAs will be designated on short sections of state highways within urban growth boundaries. The objective is to provide access to community activities, businesses, and residences and to accommodate pedestrian movements in downtowns and central business districts. During Phase 2 of the corridor planning process it will be determined if an STA is appropriate in Sisters. In order to be designated as a STA a city must ask for the designation.

The city of ldanha is currently developing a downtown master plan and is working with ODOT on highway treatment and access. This is a good opportunity to incorporate access management strategies to maintain efficient movement of traffic through the city and support access for planned development. During phase 2 of the corridor planning process, the city's draft downtown master plan will be more thoroughly discussed.

Constraints

Lack of funding and rider interest were cited as a constraint to operating the commuter transit service. Environmental and funding constraints were cited as constraints to system improvements. Technical Comments

Population growth primarily in Segments 1 and 6 are increasing traffic volumes and the level of congestion along Highway 22 and US 20. During the morning and evening peak hours, commuting is a primary contributor to congestion as corridor residents make their way to and from the employment bases in Salem, Bend, and Redmond. This type of congestion occurs on weekdays during peak hours. See the Highway System section in Chapter 3 - Existing Conditions for more information on congestion analysis.

The draft 1998 Oregon Highway Plan proposes measuring highway performance by specific volume to capacity ratios (VIC). The corridor will be designated as a freight route in the new highway plan which is a factor in determining desired V/C ratios. VIC ratios for freight routes on the state highways are slightly lower than non-freight routes. The maximum volume to capacity ratios for the corridor during the 20-year planning horizon are:

0.60 through rural areas (most of the corridor)

0.65 through unincorporated communities (Mehama, Marion Forks, Plainview and Tumalo)

0.75 through incorporated cities

0.85 through Special Transportation Areas (STAs) (US 20 through Sisters may be an STA later)

The corridor is also a major recreational route, and a significant amount of the summer congestion is Willamette Valley residents traveling to and from the National Forests and other recreational and tourist attractions in the corridor. This type of congestion peaks on weekends in June through September.

Many good suggestions for reducing congestion were presented by the public; however, not all of the suggestions are feasible or would necessarily achieve the desired effect.

The Cities of Sublimity is concerned about traffic congestion through their community generated from the proposed Oregon Gardens project in Silverton. Marion County has developed a traffic-impact report for the project. According to the report, the project is expected to generate about 2,000 vehicle trips on a typical Saturday. This is about the same amount of traffic that a McDonald's restaurant or 200 houses would produce. In addition, it is estimated that approximately 15 percent of the Oregon Gardens traffic will use Cascade Highway. The current, summer daily traffic volume of 4,000 vehicles on Cascade Highway would increase to about 4,300 trips per day because of the Oregon Gardens project. Yearly attendance at Oregon Gardens is expected to be about 400,000 people. Approximately 620,000 people per year visit Silver Creek Falls.

Additional Issues

Congestion will increase. Truck traffic is also increasing and since there is no rail facility running the length of the corridor, all freight moving through the full length of the corridor will continue be transported by truck, or will shift to rail on one of the parallel east-west corridors.

The highway widening project between Salem and Stayton has just been completed and will reduce much of the congestion at the west end of the corridor. However, the rapid growth seen in Aumsville, Sublimity, and Stayton in the last few years may reduce the degree of congestion benefits anticipated from the widening project.

A stronger emphasis in Transportation Demand Management (TDM) can be an opportunity to relieve commuter congestion on the corridor. TDM strategies include a broad range of techniques that provide commuters with alternatives to driving alone. Measures to reduce transportation demand have been effectively developed in urban areas, including Portland. Some level of TDM presently exists in Salem and Bend. TDM strategies include Rideshare Programs, employer transit subsidies, reduced parking charges for carpools, preferential parking for carpools, and telecommuting. Some of these strategies are aimed at moving traffic demand to time periods other than the peak period or spreading the peak, such as staggered work hours or flextime schedules.

In major urban areas, these measures are frequently implemented by large employers; typically those with more than 50 employees at the worksite. There are very few large employers in the corridor. Since most of the large employers are located in the Salem or Bend area, a successful TDM program for the corridor should be coordinated with the existing TDM programs in Salem and Bend. The effectiveness of an aggressive TDM program typically ranges between a 4 to 12 percent reduction in driving alone but can exceed a 50 percent reduction if market-rate pay parking is implemented. A more thorough review of TDM can be found in the draft 1998 Oregon Highway Plan.

One of the most commonly used TDM measures is the use of park-and-ride facilities. In the corridor, there is a lack of data with respect to park-and-ride lot capacities and whether or not there are enough park-and-ride lots. During Phase 2 of the corridor planning process, this information and analysis will be conducted. As indicated in the Public Transportation section of Chapter 3, many of the seven park-and-ride lots are in need of improvements. There are more opportunities to promote the use of these park-and- ride lots by ODOT, the corridor cities, Salem, Bend, and large employers. There are no significant alternate routes to Highway 22 and US 20 in the corridor, which increases the likelihood that the corridor park-and-ride facility can attract a substantial number of commuters.

There is an opportunity to relieve some of the traffic congestion through Sisters. The city of Sisters is planning an alternate route through the city for through traffic. (The eastbound alternate route road will consist of existing and future roads through the south side of town. The westbound alternate route will consist of existing and future roads around the north side.) See Chapter 3 for more

, information on the proposed alternate route through Sisters. The city will be begin developing a TSP this year and is expected to include the alternate route concept in the plan.

Constraints

There are funding constraints to system improvements throughout the corridor, particularly major system improvements; such as, constructing passing lanes in mountain terrain. In spite of the highways system's heavy use, there has been no increase in the state gas tax for six years. This means that spending for maintaining and expanding the highway system is not keeping up with inflation. Since major system improvements are very expensive, it is unlikely that ODOT will undertake any major improvement project unless funding increases.

There are extreme environmental constraints associated with constructing passing lanes in Segments 3 and 4. In this part of the corridor, the highway passes through areas designated as Late Successional Reserves, Riparian Reserves (see the Environment and Land Use section of Chapter 3), designated scenic byways, Wild and Scenic Rivers, Winter Steelhead and Spring Chinook concerns in the North Santiam River below the dam, geologically unstable areas, and other sensitive environmental areas. In addition, mountain terrain makes for challenging and expensive construction. Obtaining the needed permits would be a difficult and long process involving several federal and state agencies. Specific environmental constraints will be identified in greater detail during Phase 2 of the corridor planning process.

In addition to the lack of a commuter transit service mentioned above, other constraints to reducing commuter congestion in Segments 1, 2, and 3 of the corridor include: low density residential development patterns; ample free (or inexpensive) employee parking in the end cities; and inexpensive gasoline.

One constraint to reducing recreational congestion in the corridor is the difficulty in justifying major road improvements when this type of congestion is a problem only four months of the year (June through September). See the Traffic Volumes section of Chapter 3 - Existing Conditions.

Safety

The improvement of transportation safety is a goal of all agencies involved in the provision of transportation services. In many cases, accidents in the corridor occur because of driver error, which in many cases is the result of speeding. Other contributing factors are weather conditions and the design and condition of the highway. All aspects of transportation safety in the corridor should continually be improved as long as the anticipated benefits are greater than the estimated costs.

Findings and Issues

Safety was one of the most frequently cited concerns during the corridor strategy development process. (See Table 5-1). General safety concerns stated by participants were: sight distance problems, railroad crossing concerns, sunken grades, sharp curves, narrow bridges,. bike and pedestrian safety, merging problems, speeding, chain-up areas, ice, and fall danger trees (trees or tree limbs which have the potential to fall onto the highway due to weather conditions or insect infestations).

The following specific areas were identified:

Visibility. Specific problem areas mentioned include: the intersections of Detroit Avenue, Blowout Road, Whispering Falls Campground, Indian Ford Road, lnnes Market Road; and the eastbound on-ramp at Cascade Highway. The High way 226 intersection (Mehama) was also cited as having sight distance problems (among o ther issues). Since the intersection connects to another state highway, discussion on this intersection is found in the Regional Connectivity section of this chapter.

Another visibility issue mentioned was regarding the at-grade railroad tracks that cross Highway 22 near Aumsville. Some participants feel that there is not sufficient advanced warning mechanisms to alert motorists that a train is crossing the highway up ahead.

Intersections. The intersection with Cook Avenue in Tumalo was cited as unsafe, congested, and skewed. It also has turning constraints. In 1997, the Tumalo area was studied as part of a TGM grant. As part of the study, the community focused on the need to reduce fatal accidents and ease the burden of crossing three lanes of high-speed traffic on US 20. Traffic is increasing on Cook Avenue, and there is an active surface mine on the south side of the intersection. The high volumes of truck trips in the Tumalo area is viewed as a contributing factor to the overall problem.

One participant indicated that the intersection of Highway 22 and Old Mehama Road is not safe. On this section of the highway, the traffic travels fast which sometimes makes it difficult for motorists to merge with the flow of traffic on Highway 22.

The High way 242/US 20 and High way 126/US 20 intersections (Sisters) were also mentioned for the same issues, (unsafe, congested, and skewed. Since they connect the corridor to other state highways, they are listed in the Regional Connectivity section of this chapter.

Intersections cited as needing left turn lanes (Big Meadows Road, Twin Meadows Road, and Fryrear Road) are discussed in the Transportation Balance section of this chapter.

The intersection at North Fork Road and the intersection at I"' Avenue (Mill City) were mentioned as needing full signalization and are discussed in the Highway Congestion section of this chapter.

Highway maintenance. Some participants feel that the two sunken grade problems near Detroit Lake create an unsafe situation. A landslide problem underneath the roadway at mileposts 46 and 46.5 causes the pavement to drop on a regular basis.

The existing guard rails between Big Cliff Dam and Detroit need to be replaced according to ODOT maintenance staff.

Curved stretches of road. Some comments about safety concerns were received about the sharp curves in some parts of the highway; such as, the curve just above Gates at milepost 35.5 and the curve at the east end of Suttle Lake (milepost 87.7).

Narrow bridges. The Breitenbush, Whitewater, and North Santiam Bridges were cited as being too narrow. The Breitenbush Bridge was also mentioned because of safety concerns in the summertime. During the summer, there is more foot and bike traffic on the narrow bridge due to its proximity to Detroit Lake State Park. See Transportation Balance earlier in this chapter and the Bridges section of Chapter 3 - Existing Conditions for more information on the Breitenbush Bridge. Narrow paved shoulders. The narrow paved shoulders between Detroit Lake State Park and the city of Detroit were mentioned as a safety issue for pedestrians and bicyclists, especially in the summertime. See Transportation Balance earlier in this chapter and the Pedestrian and Bicycle Facilities section of Chapter 3 - Existing Conditions for more information.

Law enforcement. Some participants indicated that many motorists exceed the posted speed limit when traveling through Mehama, Idanha, and other parts of the corridor, or they drive faster than the existing road conditions allow.

Chain-up areas. The snow zone section of the corridor was cited by truckers as not having enough chain-up areas. See the Safety section of Chapter 3 - Existing Conditions, for more information.

Weather conditions. There are some areas of Segments 3 through 5 where the sun does not shine much on the highway due to trees shading the area. The shade does not allow the ice to melt very quickly. These shaded areas of the highway can be very dangerous in the winter, especially if they are located on curved sections of the highway.

Fall danger trees. ODOT and the Forest Service have mentioned fall danger trees as a safety issue. During the 1994 North Santiam Watershed Assessment, ODOT identified many large, deteriorating trees that pose a potential safety hazard to public users along the corridor. Through agency cooperation, many of the "fall danger trees" have been removed along Highway 22; but this is an ongoing issue.

Opportunities and Constraints

Opportunities for safety improvements were suggested through engineering, maintenance, education, and enforcement. Engineering opportunities suggested include road improvements; such as, a permanent fix to the sunken grades, realigning the road, widening the paved shoulders and bridges, constructing a bikelped pathway, adding an acceleration lane, and expanding or adding additional chain- up areas. Maintenance opportunities suggested include removing more trees in the shaded areas of the highway in the snow zone and replacing guard rails. More traffic enforcement was also suggested, particularly at locations of high traffic incidents; and including speeding, passing, and pull- over laws. . .

Constraints

Constraints mentioned in addressing the safety issues include: funds to make improvements at intersections, bridges, curves, chain-up areas, and in areas where the paved shoulders are narrow. Another constraint noted was: while widening or realigning the highway may increase'safety and reduce congestion, it may sacrifice the highway's scenic quality and adversely impact the surrounding environment. Segments 3 through 5 of the corridor are subject to national and state scenic byway management policies that may conflict with some safety improvements. Specific environmental constraints will be identified in greater detail during Phase 2 of the corridor planning process.

Technical Comments

Visibility. During Phase 2 of the corridor planning process, the intersections identified as having sight distance problems need to be analyzed to determine what the exact problems are and how best to rectify them. The sight distance problem at Blowout Road will be corrected via a STlP project scheduled to begin in 2000. See Chapter 4 - Future Conditions.

The concern about an advance warning mechanism for motorists on Highway 22 for the railroad crossing has been addressed by ODOT rail staff. A project is now underway to reconstruct the crossing. Cantilevered flashing light signals and automatic gate signals will be installed at the crossing. In addition, train activated advance warning signs will be installed over the travel lanes, approximately 800 feet in advance of the crossing. The size of the lighted signs should provide sufficient warning for motorists approaching the crossing.

Intersections. Between Sisters and Bend, US 20 runs diagonally to other roads in the area. Like most county road networks, Deschutes County roads generally align north-south and east-west with the sections, townships, and ranges. In the areas where county and state roads intersect US 20, skewed intersections (i.e. not at right angles) have been created which have generated turning constraints and sight distance problems. During Phase 2 of the corridor planning process, the Cook Avenue intersection needs to be analyzed to determine what the exact problems are and how best to rectify them. Any findings resulting from the TGM grant on the Tumalo area relevant to Cook Avenue should be reviewed. In the draft Deschutes County TSP, it is stated that Cook AvenueIUS 20 intersection will eventually have to be improved with an overpass.

During Phase 2 of the corridor planning process, the Old Mehama Road intersection needs to be analyzed to determine what the exact problem(s) are and how best to rectify them. It is possible that an acceleration lane on Highway 22 at the intersection may make the intersection more safe.

Highway maintenance. As indicated in the Environment and Land Use section of Chapter 3, the two sunken grade problems near Detroit Lake are getting worse. ODOT maintenance staff is re-paving these areas more often. The sunken grade at milepost 46 was listed in the ODOT State Transportation Improvement Program (STIP) a few years ago, but was ultimately taken out. At that time, one of the possible solutions to the. problem involved construction of a retaining wall. The Forest Service is developing a report, addressing the sunken grade .problem at milepost 46.5 which should be completed in 1998. During Phase 2 of the corridor planning process, a cost comparison analysis should be performed on each sunken grade site. The cost of a permanent fix should be compared to the estimated cost of periodically re-paving the sunken grade sites over a 20-year period.

Another issue mentioned in Chapter 3, is the rockfall problem in Segments 3 through 5 of the corridor. Additional rockfall protection would make the corridor safer.

Curved stretches of road. An alignment study is needed on Highway 22 from Mill City to Santiam Junction and for the curve at the east end of Suttle Lake. There are too many sharp curves in the corridor. Motorists travel relatively fast on the straighter sections of the highway. and then suddenly decelerate as they approach a sharp curve. This route is one of the main routes to eastern Oregon, so resolution of safety concerns is crucial.

Narrow bridges. See Transportation Balance earlier in this chapter and the Bridges section of Chapter 3 - Existing Conditions, for more information on Breitenbush Bridge. The Whitewater and North Santiam Bridges, like most bridges in the state, were built between the 1930's and 1950's with an expected life span of 50 years. Thus, many of these bridges now need major rehabilitation or replacement. At one time, the Whitewater Bridge was a STIP project; but it was subsequently taken out of the STIP. During Phase 2 of the corridor planning process, the existing inventories and inspection databases for these bridges need to be reviewed to identify bridge deficiencies (if not already done) and whether or not any bridges are historic. Issues to address include compliance with current width and weight standards and seismic retrofitting, if bridges are not replaced.

Law enforcement. The city of Lyons and some of the local trucking companies have submitted a letter to ODOT requesting to lower the speed limit through Mehama. Speed zone requests need to be researched and speed studies need to be conducted around Mehama and Idanha. One area in the state is using video ticketing. Statewide use of this method will require a legislative change.

With no funding increase expected, the State Police plans no increase in the number of patrol cars on Highway 22 in the next five years. This will probably also apply to State Police operations on US 20. Presently, there are three patrol officers and one game officer assigned to the Highway 22 area from Joseph Street (just east of Salem) up to Santiam Junction. County sheriffs also patrol those portions of the highway. In some areas of the county, small cities contract with the sheriff's department to have a sheriff patrol the city for a certain number of hours per week. One opportunity to decrease speeding in some of the corridor cities is to contract with the sheriff's department for additional law enforcement.

Chain-up areas. See the Safety section of Chapter 3 - Existing Conditions for information on existing chain-up areas. There appears to be sufficient areas along side the highway for drivers of automobiles to safely chain up their tires during snow or ice conditions. Truck drivers must chain up their tires if they exceed 10,000 pounds gross vehicle weight during snow or ice conditions. Therefore, they chain up more often than cars. It only takes a few standard sized 80,000 pound tractor-trailer trucks to fill up a chain-up area. When the sites get full, the other trucks chain-up right on the highway which is a safety hazard.

The drivers of Waremart trucks would like to see more chain-up areas between Jack Lake Road and Corbett Snow Park (milepost 88.20 to milepost 83.75). Westbound trucks need more places near Santiam Junction (milepost74.80) to remove chains.

ODOT Region 2, District 3 staff is currently working with the Forest Service to expand the eastbound chain-up area at milepost 73. It is a lengthy process because ODOT does not own the right-of-way over the National Forest Service land. ODOT expects the request to be approved in 1999.

Weather conditions. Just recently, ODOT and the Forest Service have started working together on thinning out trees along the shaded sections of the highway. This effort should help to reduce the amount of ice remaining on the roadway. In some areas, the ice on the roadway may be in the shade because the sun cannot penetrate hillsides. ODOT is now trying CMA (calcium magnesium acetate) applications prior to freezing; the vinegar-like substance is an anti-icer that is working in areas where it was used last winter. See the Environment and Land Use section of Chapter 3 for information on snow removal.

Road conditions over the mountain pass are posted on the two variable message boards in the corridor. One is located southeast of Detroit and one is northwest of Sisters. They are also used to notify drivers of accidents and other incidents that may cause delay. ODOT is developing an internet based traveler information system that will provide road weather data, incidentlcongestion information, transit schedules, construction information, and video camera images. The first version of the traveler information system can be viewed at www. odot. state. or/roads.

Accident profile. See the Safety section of Chapter 3 for a summary of SPlS data, accident rates, fatalities, types, locations, and causes. Accident rates on Highway 22 are within the ranges typically cited for similar roadways. Except for Segment 5, accidents rates on US 20 are within the ranges typically cited for similar roadways. Most accidents did not occur at intersections. Major causes of accidents were collisions with fixedlother objects, rear end collisions, and turning movements.

Economic Impacts

Transportation systems, including highway corridors, can have a significant positive or negative economic impact on the communities they serve and the state as a whole. New transportation services can act as a catalyst in attracting businesses, creating jobs, and promoting access to recreational opportunities. Conversely, changes to the transportation system, such as a realignment, the bypass of a community, or the elimination of some type of modal choice, can have the opposite effect and result in the loss of businesses and jobs. Findings and Issues

Economic issues and comments identified during the public outreach process include: a resort expansion, a possible ski area expansion, and destination signing for Aumsville.

The following specific areas were identified:

Resort expansion planned. It was mentioned by one of the corridor plan participants that the operators of the Suttle Lake Resort are proposing to improve and add to the existing resort over the next few years. The proposed improvements generally include construction of: a 15-bed lodge, cabins, campgrounds, a general store, restrooms, docks and moorage facilities, parking lot, trails and roads.

Ski area expansion planned. The Hoodoo Ski Area hopes to expand operations from the present 1,600 skiers per day to approximately 4,000 per day in 10 to 12 years. Based on three skiers per car, this equates to approximately 800 more cars per day (during the ski season).

Botanical garden planned. A non-profit organization has just started constructing Oregon Gardens in Silverton, which is about 12 miles north of Sublimity. This world class botanical garden is expected to open in the spring of 2000. The first phase will be roughly 80 acres in size. Once completely developed, Oregon Gardens will cover approximately 250 acres.

Highway signage for Aumsville. Some participants indicated that signage on Highway 22 near the Silver Falls exit does not adequately inform motorists of the major routes to Aumsville.

Opportunities and Constraints

No comments were submitted in this category.

Technical Comments

Resort expansion. The US Forest Service and the operators of Suttle Lake Resort are currently working with ODOT Region 4 on highway issues associated with the project, Immediate concerns identified by ODOT include stopping sight distance problems at the existing intersection of US 20 and Suttle Lake access road. To fix the sight distance problem, the Suttle Lake access road will be closed in 2000 and access to the resort will be from FS 2070, which is east of the existing access road. Highway signage. The concerns regarding appropriate highway signage for Aumsville have been forwarded to the ODOT project manager for the Highway 22 improvement project.

Social Impacts

Transportation systems can have far reaching but sometimes very subtle, social impacts on a community. A highway bypass can isolate one community but provide a better connection to other cities. A roadway improvement can provide a benefit for persons traveling on the highway but can have an adverse impact on an adjacent land use. Further analysis is needed to understand potential impacts both positive and negative when transportation system changes are planned. Recreation is considered a social and an economic activity. As it can be considered to be more of a social activity, than an economic one, comments received concerning recreational issues are presented this category.

Findings and Issues

Social issues and comments identified during the public outreach process include: recreational visitor information centers; byways and tour routes; RV wastewater dump facilities; park expansions; rest stops; recreational parking; and viewpoints.

The following specific areas were identified:

Visitor information centers. Some participants indicated that a recreational visitor information center is needed on Highway 22 near Mehama. A pull-over area with informational kiosks is needed at this end of the corridor to inform visitors of the major recreational attractions between Mehama and Santiam Junction.

This summer, at the junction of U.S. 20 and Highway 242 (west side of Sisters), the Forest Service will begin construction of the Eastern Portal. This visitor facility will consist of an information center, restrooms, and 11 parking spaces. The Eastern Portal will be the entrance to the two scenic byways in the McKenzie-Santiam area.

Byways and tour routes. A scenic byway designation is wanted on Highway 22 through the city of Gates. Currently, Highway 22, east of Detroit to Santiam Junction is part of the West Cascades Scenic state byway. US 20 from Santiam Junction to Sisters is now part of a national scenic byway - the McKenzie PassISantiam Pass Scenic Byway. These scenic byways traversing the corridor are more thoroughly discussed in the Environment and Land Use section in Chapter 3.

The Forest Service expects more traffic on Straight Creek Road (milepost 69.24) this year. This paved road, just south of Marion Forks, leads to Quartzville Creek Road. The road was just recently designated as the Quartzville Back Country Byway and continues west for approximately 50 miles to Foster Dam. Quartzville Creek is a nationally designated Wild and Scenic River.

RV wastewater dump facilities. Several comments were received regarding the lack of adequate RV wastewater dump facilities along the corridor. Presently, there are two RV wastewater dump facilities in the corridor: Fisherman's Bend Park (milepost 28.43) and the Maples Rest Area (milepost 34.64). Both of these facilities are located in Segment 2. Due to overuse, both of these facilities were closed for part of 1997 and 1998. Some participants indicated they would like the RV wastewater dump facilities restored (This was during the time period that they were closed). One problem mentioned is that some RV users continue to dump their wastewater even when the service was closed. This, among other problems, causes the area to smell bad.

Park expansions. Within the corridor, Oregon Parks & Recreation manages the North Santiam Park, the Maples Rest Area, Detroit Lake State Park . Detroit Lake State Park has 31 1 campsites. North Santiam Park (milepost 26.43) is a day-use facility, but the state plans on adding campsites and group areas within the next five years. In the future, the department plans to construct about 100 cabins at Detroit Lake State Park. In approximately five years, they would also like to convert the maintenance shoplmanager's residence at milepost 47.69 to a day-use area. This site is next to Tumble Creek which is identified as a great recreational and fishing area. The Parks Department estimates they will construct about 60 to 100 parking spaces at that location.

The Parks Department will be providing more boat trailer parking at the Mongold boat launch. Currently, the facility contains about 120 boat trailer parking spaces. Within the next ten years, the department hopes to add about 100 more boat trailer spaces. They are working on a land swap with the Forest Service for the property just west of the existing boat trailer parking area to accommodate the additional boat trailer parking. Rest stops. Many comments identified the lack of rest stops along the corridor. The Maples Rest Area is the only designated rest area in the corridor. A few participants cited a need for a rest stop above Detroit. Some motorists use the restroom facilities at the Whispering Falls and Riverside campgrounds and the snow-parks, which are not designed for the additional use and do not have temporary parking. The restroom facility at Corbett snow-park (milepost 83.75) is experiencing a lot of use by motorists in the summer time because the only designated rest stop, the Maples Rest area, is approximately 50 miles to the west.

Recreational parking. One issue identified was the need for more parking off Highway 22 at locations where visitors like to play in the snow or go nordic skiing. Some of these popular recreational sites in need of parking include an area next to the Big Meadows Road intersection (milepost 75.89) and next to the Woodpecker Road intersection (milepost 61.89).

The Forest Service would like to build a paved parking lot for 10 to 15 cars on their land next to Big Meadows Road. ODOT needs to approve the parking lot and then maintain it with a snowplow. At Woodpecker Road, the Forest Service wants to develop a parking lot with 15 to 20 parking spaces.

Viewpoints. The Willamette National Forest staff is interested in developing a Mt. Jefferson viewpoint1Piety Island overlook on Highway 22 adjacent to Detroit Lake. The proposed location at milepost 46.5 is an area of unstable roadway and is currently being studied. Information on the sunken grade problem at that location can be found in the Safety section earlier in this chapter.

The Deschutes National Forest staff will probably put into their master plan a Three Sisters viewpoint on the south side of U.S. 20 near mile post 94 (just east of Black Butte Ranch Road). The viewpoint facility may also include a short trail through a stand of aspens.

Opportunities and Constraints

No comments were submitted in this category.

Technical Comments

Visitor information centers. With the many recreational opportunities in the corridor and with almost all of the recreational user trips originating from the Willamette Valley, it makes sense to provide some sort of visitor information center in Segment 1 or 2 of the corridor.

This summer, at the junction of U.S. 20 and Highway 242 (Sisters), the Forest Service will begin construction of the Eastern Portal. This visitor facility will consist of an information center, restrooms, and 11 parking spaces. The Eastern Portal will be the entrance to the newly designated national McKenzie Pass -Santiam Pass Scenic Byway.

Byways and tour routes. Highway 22 between Detroit and Hebo (near the coast) is currently under consideration as a candidate tour route. In terms of highway designations, state tour routes are the next step down from byway designations. The state is expected to make a decision by January 21, 1999. If approved, the route will be named: 'Cascades to Coast; A Capitol Journey."

RV wastewater dump facilities. Closure of the corridor's only two RV wastewater dump stations has created inconveniences for visitors with RVs from Oregon and other states. The problem has been exacerbated by the closures of the dump stations at the Wilsonville. and Jefferson 1-5 rest areas north and south of Highway 22 two years ago. In the summer, recreational travel is a major component of the traffic on the corridor and appropriate recreational services, such as RV wastewater dump stations, should be available. The actual cost of this service should be estimated and source(s) of funding need to be determined.

Fisherman's Bend Park is owned and operated by BLM, and the wastewater dump facility there is temporarily closed. According to BLM staff, the service had to be closed last year because of problems with the drainfield. The facility was experiencing a lot of use because of the closures of other RV dump facilities in the region. BLM staff hope to fix the problem and have the facility open this spring 1998. Users of.the facility will be asked to donate $4.00 for the service.

The Maples rest area is owned by ODOT and operated by Oregon Parks & Recreation. The RV wastewater dump station there has been closed for approximately three years because of overuse. The service will probably be open on Sundays for a few hours in the late spring 1998. The state wants to coordinate construction and maintenance of a new RV wastewater dump station with the Forest Service.

The Detroit Lake State Park campgrounds have RV wastewater hook- ups but are intended for use during a camping stay. Park officials discourage visitors from dumping a full holding tank into the campsite connection.

Rest stops. There is one designated rest stop in the corridor. Many motorists are utilizing the restrooms located at the snow-parks and campgrounds. Rest stops also serve a safety function by providing a place for tired and/or sleepy motorists to rest. Providing adequate restroom facilities along the corridor will also lessen the impact from improper disposal of human waste on the environment.

The restroom at Corbett Snow-park was not designed to accommodate the heavy usage it now experiences. It is old and needs to be replaced. The National Forest Service budget has decreased while the restroom maintenance costs have increased. The Deschutes National Forest Service suggests that one solution may be to create a partnership with ODOT to help fund replacement and maintenance of the snow-park restroom facility.

The restrooms at the proposed visitor center in Sisters should provide some relief for motorists driving the corridor.

Environmental lmpacts

Transportation systems have impacts on the adjacent environment. Impacts can be in the form of noise, water pollution, air pollution, or physical disruption of the environment caused by construction of a highway project or the operation of a highway facility. Through careful management of the operation and modification of the transportation facilities in the corridor, environmental impacts can be reduced to acceptable levels.

Existing inventories or reports pertaining to rare, threatened or endangered plant or animal species in the corridor have not been reviewed and, are not typically included at the interim corridor strategy level. Project-specific environmental issues will be studied' in greater detail in Phase 2 of the corridor planning process and when individual improvement projects are being considered. The following general discussion is intended to provide a basic overview of the major environmental issues in the corridor discovered at the interim corridor strategy level.

Findings and Issues

Environmental issues and comments identified during the public outreach process include: the preservation of Late Successional Reserves and Riparian Reserves,

cinder use and impacts to spawning grounds of fish species,

the proposed listing of Winter Steelhead and Spring Chinook as threatened under the Endangered Species Act, (affects that part of the corridor adjacent to the North Santiam River below the dam)

The proximity of the North Santiam River to Highway 22 in several locations exposes Salem water supply to contamination,

stormwater runoff, development in adjacent floodplain,

mountainous terrain, hillside erosion, sunken grades, rockfall, and

material source locations.

The following specific areas were identified:

Stormwater runoff/floodplain. Staff for the city of Sublimity have indicated that they are concerned that improvements to Highway 22 may affect the city's sewer lift station which is located on the south side of the highway.

A 41-acre mixed use development is being proposed at the southeast corner of Highway 22 and Cascade Highway in Stayton. A hotel, restaurant, assisted-living center, and manufactured home park are being proposed on the site. About one-half of the project is located in the Mill Creek floodplain. This area experienced flooding covering Highway 22 in 1994 and 1996. Some residents are concerned that the project may exacerbate flooding problems in the area.

Late Successional Reserves and Riparian Reserves.

The corridor is routed through areas designated by the National Forest Service as Late Successional Reserves and Riparian Reserves. (These terms are defined in the Environment and Land Use section of Chapter 3.) These areas contain known populations of threatened and endangered species (animals and plants) such as the northern spotted owl. The Forest Service realizes that traffic is increasing on the corridor and that highway improvements will take place on the corridor from time to time. Any major highway improvements in the corridor within the National Forest lands may impact Late Successional Reserves or Riparian Reserves and associated species.

All highway-related projects proposed in the Willamette National Forest (Segments 3, 4 and part of 5) must be reviewed under the Willamette National Forest Land and Resource Management Plan. All highway-related projects proposed in the Deschutes National Forest (part of Segment 5 and Segment 6) must be reviewed under the Deschutes National Forest Land and Resource Management Plan. In addition, all projects must comply with the Northwest Forest Plan, the National Environmental Protection Act, the Clean Water Act, the Forest Land Management Planning Act, and the National Preservation Act.

Cinder use. ODOT uses about 30,000 cubic yards of sand or cinders on Highway 22 per winter on the icy roads to provide traction for vehicles. The Forest Service wants ODOT to use less sandlcinders because it eventually gets into the spawning grounds of fish species in three watersheds the corridor traverses (the North Santiam, Upper Deschutes and McKenzie). The sand and cinders also choke out the growth of trees.

Winter Steelhead and Spring Chinook in the Upper Willamette River Basin, including the North Santiam River below the dam, are proposed for listing as threatened under the Endangered Species Act. This will probably occur in February or March of 1999. Salmon issues in the corridor include clean water and habitat impacts, such as removing riparian vegetation or the use of cinder on the highway for traction.

Suttle Lake and Dark Lake drain into Lake Creek, which flows northeast under U.S. 20 near Suttle Lake Loop Road. A few miles east, the creek flows into the Metolius River just north of Black Butte. The water quality in this area is exceptional and considered prime spawning grounds for Bull Trout, Chinook and Sockeye Salmon.

Hillside erosion. Another concern raised by the Forest Service is the location where plowed snow from the highway is stockpiled. Up in the higher elevations of the highway, there are not many places to plow the snow to. On one side of the highway is the river and on the otherside is a rock wall or slope. The snow that is plowed off the highway near Corbett Snow Park is pushed into mounds along the south edge of the parking area in the Mt. Washington View Point. The viewpoint sits on a steep slope above Blue Lake. At the lower points of the paved parking area, the snow pile melts, flows down, and erodes the hillside.

Material source locations. A concern raised by ODOT staff is the need to identify and plan for the use of material sources in Segments 3 through 5. Material source locations are borrow sites near the corridor where construction materials can be extracted (such as hard rock, gravel, and cinder) and used for highway improvement projects. If material source locations are not available near the construction site, hauling costs can be very expensive.

Opportunities and Constraints

Cinder use. The problem with using less sand on the icy roads could mean an increase in accidents in the corridor. This issue has safety and environmental concerns. ODOT is addressing the problem by setting a goal of a 5 to 10% reduction in sand and cinder use on its highways. They plan to install collection boxes, which will collect the sand before it makes its way down to the trees and creeks. ODOT will also be employing best management practices, for example, sanding only after it stops snowing. Another method may also be used to provide traction. A mixture called CMA (Calcium Magnesium Acetate) is an anti-icer that does not harm the environment. This vinegar-like mixture last for about six to seven days if it does not rain.

Material source locations. Most counties have implemented the Goal 5 material source inventories and protective zoning looking at each site individually, based on quality, quantity and location. This is a fairly accurate method for evaluating commercial operations but is not the best way to review and evaluate ODOT or other government owned material sites. The state- owned sites need to be looked at as a complex network of strategically located borrow sources, hard rock and gravel sites as well as cinder sites. If sites are not set up and permitted in advance of construction projects, extensive time and contract delays can be expected. Without ODOT sources, the price for these materials and thus the projects can become excessively high.

By protecting, maintaining and enhancing this network of public material sources ODOT is attempting to utilize public resources in the most efficient and cost effective manner for the benefit of the traveling public and the taxpayers of Oregon. .. . Agency Coordination. Any project proposed within the National forest section of the corridor (Segments 3, 4 and 5) will require a considerable amount of coordination and review with the Willamette National Forest and/or the Deschutes National Forest agencies. There are several federal environmental plans and acts that must be complied with before projects can be approved such as the Willamette National Forest Land Resource Management Plan, the Deschutes National Forest Land Resource Management Plan, and the Northwest Forest Plan.

Projects proposed within the West Cascades Scenic Byway or the McKenzie Pass - Santiam Pass Scenic Byway must comply to the reviews mentioned above and the West Cascades Byway Corridor Plan andlor the McKenzie Pass - Santiam Pass Scenic Byway Strategy.

The Forest Service has never established a right-of-way with the state for the highway location. All land directly adjacent to the highway that is not privately owned is federal land. Currently, ODOT and the Forest Service operate under a Memorandum of Understanding (MOU) to coordinate the needs of the highway with Forest Service requirements. Under this MOU, ODOT is able to do most of the normal maintenance activities without informing the Forest Service. Opportunities exist to establish a cooperative working agreement with the Forest Service to look at the long term needs of the highway corridor that will be mutually beneficial.

Energy Impacts

Findings and Issues

Energy issues in the corridor can be divided into two general categories -- stationary energy consumption (residential and business) and mobile energy consumption (transportation). Mobile energy consumption is closely tied to the level of travel in the corridor. The OTP mandates minimizing transportation-related energy consumption through improved vehicle efficiencies, use of clean-burning motor fuels, and increased use of fuel- efficient modes that may include railroads, transit, carpools, vanpools, bicycles and walking.

It has been twenty-five years since there was a shortage in the supply of energy for transportation. During this time, two trends have affected the demand for transportation related energy. First, the average consumption of energy by vehicles has declined when viewed in terms of fuel economy. However, this trend has been offset by the increase in average annual vehicle miles traveled, and an increase in the total number of vehicles. Given trends, it can be assumed that total transportation-related energy consumption in the Salem to Bend corridor is increasing.

Stationary energy consumption has also undergone a number of changes during the last twenty-five years. Although efforts to decrease the consumption of energy by individual residents and business have in general decreased the average energy consumption per residential unit, as with transportation energy uses, actual stationary energy use has increased as the region has grown. The result has been a steady increase in the amount of energy consumed in the aggregate.

The opportunity to select energy efficient modes in the corridor is limited because a choice of modes does not exist throughout the corridor. This is not surprising, as almost all of the corridor is rural. Typically, the more efficient modes of transportation (like buses) are available only in urban areas.

Most of the longer trips by motorists in and through the corridor are for recreation purposes and attempts to increase the use of other more efficient modes for these types of trips is unlikely. However, recreational trips tend to have higher vehicle occupancy rates than work-related trips.

Trucking is the only mode available for long distance movement of freight through the length of the corridor. Although movement of freight by rail is more energy efficient than trucking, it is highly unlikely that rail service will ever occur through the corridor.

Opportunities and Constraints

Consideration of park-and-ride or express bus service from outlying corridor communities could help shift some people out of the less energy efficient single occupant vehicles (SOVs). As was noted in other sections of this plan, carpooling opportunities exist and a commuter shuttle service for the west side of the corridor is proposed. Expansion of the carpooling alternative warrants further study to determine its cost-effectiveness and acceptability. Another opportunity to reduce energy use is through telecommuting. The employee performs some of their work duties at home rather than commuting to work. Usually employees telecommute on some days and commute to work on others.

Another opportunity to save energy could occur if natural gas service was provided to the corridor communities east and south of Mill City (Gates, Detroit, Idanha, Sisters and Tumalo). Some of these homes are heated by propane, wood, or fuel oil, which must be transported by truck to the residents. If these homes were heated by natural gas, it would reduce the number of truck trips to residences in the corridor. Chapter 6 Interim Corridor Strategy

The Interim Corridor Strategy consists of goals and objectives that, when taken as a whole, serve to guide the work of ODOT, cities, counties, other agencies, and the private sector related to transportation planning in the corridor and the development of the next phase of the corridor plan.

The Highway 22lUS 20 corridor provides mobility for commuters, recreation seekers and tourists between the Mid-Willamette Valley and Central Oregon, and serves freight movement among communities within and beyond the corridor. For each mode of transportation, general issues of concern have been identified through a public involvement program and consultation with agencies. Limited technical data was available to assist in framing the issues. During Phase 2 of the corridor planning process, further analysis of the existing and future conditions will be used to better define the issues and strategies.

Based on the physical and service inventories of the corridor, opportunities for future improvements were identified, together with potential constraints related to their implementation (see Chapter 5). A number of improvement options could involve institutional or legislative actions for implementation, or increased cooperation and coordination among stakeholders in the corridor. Other programs include physical or service improvements with uncertain sources of funding or subsidy.

At this stage in planning for the corridor, a wide range of alternatives addressing all modes of travel is sought for later evaluation. Individual projects can then advance through project development to implementation. The implementation stage for some projects and programs will involve many agencies and diverse funding sources. The corridor plan will provide a basis for coordinating actions among the participants.

Specific actions, activities, or projects are included in the strategy based on the current available information. More detailed studies will be conducted in Phase 2 of the corridor plan. As indicated in some sections of Chapter 3, more information about the inventories and the functions of the corridor's transportation facilities needs to be collected and analyzed. Such as park- and-ride lot locations and capacities, determining volume to capacity ratios for various sections of the highway, quantifying levels of service for the paratransit services, identifying how much freight is moved through the corridor and the types of freight shipped and routes used. The collection and analysis of this information, and other data needs for the corridor, are included as objectives in this chapter.

The overall corridor strategy consists of interim objectives that address each of the categories in the Oregon Transportation Plan. In some cases, individual objectives may respond to several of these categories. For example, some projects to improve regional connectivity also could be expected to ease future congestion. Similarly, programs to address transportation balance through demand management also would affect energy and environmental objectives. For these overlapping effects, the reader is urged to review the related categories.

Many of the Strategy Objectives apply to a specific portion of the corridor. However, if an Objective does not state that it applies to a specific portion of the corridor, it should be assumed to apply to the entire corridor.

At the interim corridor strategy level, the strategies do not indicate who has lead responsibility for their implementation. Some strategies will be implemented by a single agency, organization or stakeholder, while implementation of other strategies may involve several agencies, organizations or stakeholders. It is expected that during Phase 2 of the corridor planning process, lead responsibilities for strategy implementation will be better defined.

Transportation Balance

The Oregon Transportation Plan 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. In the Highway 22lUS 20 corridor, few transportation modes are available and travel remains dominated by the private automobile. Plans and policies to encourage alternative commute modes have been adopted in the larger urban areas at each end of the corridor, and more widespread acceptance can be expected in the urban centers during the next 20 years.

For each travel mode, objectives were developed that respond to identified issues. There are several local, state, and federal agencies within the corridor, responsible for a variety of services. ODOT will work together with these agencies to implement the actions and objectives. These strategies are outlined briefly below.

The transportation balance goal is:

Provide for a balanced mix of modes of transportation within the corridor in order to provide a range of modal choice for urban and rural users of the transportation system.

Actions and Objectives

Automobile

A1 . Increase vehicle occupancy rate through expanded rideshare programs.

A2. Develop other transportation demand management techniques, such as vanpooling, telecommuting, and flexible work schedules.

A3. Consider implementation of "guaranteed ride home" programs in conjunction with ridesharing efforts.

A4. During Phase 2 of the corridor planning process determine the capacities of the 7 park-and-ride lots and whether or not there are enough facilities in the corridor. Improve the Aumsville, Stayton, and Gates park-and-ride lots with pavement, signage and lighting. Include facilities for parking and where cost-effective safe storage of bicycles. The park-and-ride lots should also allow transit and intercity vehicle ingress and egress. The seven existing formal and informal park-and- ride lots are generally located:

East of Salem - Highway 22 and the Silver Falls Highway, Aumsville - Highway 22 and the Shaw Highway, Stayton - Highway 22 and Golf Club Road, Stayton - Highway 22 and the Cascade Highway, Gates - Highway 22 and Horeb Road, Sisters - Washington and Locust Streets Bend - Hwy 97 near the junction of US 20.

Intercity Bus

B1. Identify ways to establish commuter transit service between the corridor cities and the urban centers at the ends of the corridor. Investigate the feasibility of linking corridor park-and-ride lots with express transit service to major employment centers in the urban centers at the ends of the corridor.

During Phase 2 of the corridor planning process, conduct a study to determine where additional intercity bus stops may be needed in the corridor. Also improvements to the two existing stops and future stops should be identified. Bus stops should be covered, lighted, better signed, have a bench and a bus schedule to make them more visible, safer, easier to use and more comfortable.

Connect future transit service to and between passenger terminals for existing and future rail, intercity bus, and airports. (Bus, shuttle, or taxi service between the Santiam Canyon communities and the Salem Municipal Airport, the Greyhound Bus Station and the Salem Amtrak Station would allow riders to transfer to others modes serving more destinations.) (Bus, shuttle, or taxi service for residents in Sisters, Plainview, and Tumalo to the Redmond Municipal Airport would also provide an important multimodal connection.

Increase the frequency of intercity bus service to and through the corridor communities.

Coordinate all bus pull-out needs with transit and school bus system operators.

Outfit intercity buses with bike racks.

Invest the region's (Marion County) Special Transportation Fund and Section 531 1 revenues into supporting an Intelligent Transportation System in order to improve coordination of local, state and federal resources. This strategy is aimed at improving coordination of transit resources so that productivity gains will be great enough to deploy transit services that respond to specific transit demand.

During Phase 2 of the corridor planning process, provide more information about existing intercity bus services in the corridor. Other important data needed includes, more information about the schedules, routes, area served, hours of service, number of rides provided and how rides are scheduled. Also, how much time ahead is needed to get a ride, what the "window " of service is (one hour, two hours?). This information will help to quantify levels of service. Passenger Rail

C1. Preserve or acquire abandoned rail lines for possible future use frontage roads or multi-use paths.

Transportation Services for the Elderly and Disabled

Dl. Improve the mobility, if needed, of the elderly and disabled (and youth and non-drivers) population living in the corridor. Document and characterize the need and identify the most cost-effective way to meet it. Use all cost effective and locally supported methods to improve mobility.

02. Continue dial-a-ride services for patrons and support expansion of these services into all communities in the corridor.

D3. lmprove coordination and sharing of equipment among special transportation providers.

D4. During Phase 2 of the corridor planning process, provide more information about existing demand responsive and special needs services in the corridor. Other important data needed includes, more information about the facilities, routes, area served, hours of service, number of rides provided and how rides are scheduled. Also, how much time ahead is needed to get a ride, what the 'window ' of service is (one hour, two hours?). This information will help to quantify levels of service.

Truck and Rail Freight (Some of the automobile strategies listed above also pertain to trucks.)

El. Enhance truck freight mobility by providing highway improvements such as truck climbing lanes, passing lanes, curve realignments, intersection. improvements, and more chain-up areas.

E2. Promote the movement of freight in the west end of the corridor by rail by area shippers.

E3. Maintain and promote the use of the existing freight rail lines (Willamette Valley Railroad) in the corridor as a viable means for freight movement.

E4. Support improvement of the Willamette Valley Railroad trackage between East Salem and Stayton which is old and worn out. E5. Conduct an in-depth study of truck usage routes in the region and the type of freight being shipped.

Pedestrian

F1. Provide sidewalks where determined appropriate on both sides of the highway in urban areas, as well as convenient and safe pedestrian crossing opportunities.

F2. Work with private businesses and the city of Sisters, to link sidewalks together on Cascade Street by completing intermittent sections and replacing worn out sections.

F3. When the eastbound and westbound alternate route system in Sisters is implemented, investigate ways to enhance pedestrian mobility in the downtown area.

F4. Consider developing a separate multi-use path for pedestrians and bicyclists along Highway 22 between Detroit Lake State Park and the City of Detroit. (Some work has already been done on the multi-use path proposal. Planning and implementing this improvement requires the participation of several agencies.)

F5. Investigate possible measures to improve pedestrian crossings at Highway 22 and Gates Hill Road (Gates), Highway 22 and Forest Street (Detroit), and Highway 22 and Meyers Street (Detroit)

F6. Replace or upgrade pedestrian facilities where highway improvements are made to increase the mobility or safety of other transportation modes; such as, bridge renovations (such as the Breitenbush Bridge) or replacement.

F7. Include pedestrian access and facilities in the design of transit and park-and-ride facilities.

F8. In areas where complete access control is developed, provide pedestrian (and bicycle facilities) on overcrossing structures or in association with interchanges so that barriers are not created.

Bicycle

GI. Provide continuous bicycle facilities (a shoulder bikeway or a multi- use path) along the Highway 22lUS 20 corridor wherever feasible. G2. Incorporate bikeways into future highway and modernization bridge projects, including bypasses.

G3. Provide connections to local bicycle facilities where feasible.

G4. Clean roadway shoulders when debris accumulates (such as cinders), particularly in the peak summer cycling months to make it easier to ride on.

G5. Provide secure bicycle parking where cost-effective at all transit and park-and-ride facilities.

G6. Outfit transit and intercity buses with bike racks.

G7. Encourage large employers (50 employees or more) to provide secure bicycle parking, showers, and lockers for bicycle commuters.

G8. See also F3, F4and F8.

Airports (also see Intercity Bus above)

HI. Ensure that the Eagle Air Airport in Sisters continues to be protected by airport overlay zoning to prevent construction or growth of obstructions into the Federal Aviation Administration Part 77 Airspace around the airport. (The Santiam Junction State Airport is located in national forest land that will not be developed.)

H2. Aviation easements should be dedicated to the airport operators before any new development is allowed within the land beneath the FAA Part 77 Approach Surfaces.

H3. Encourage cities and counties in the corridor to adopt land use regulations that protect the three public use airports from land use conflicts an-d provide compatible land uses near the airport.

H4. Support intrastate and interstate passenger flights in new markets (such as Salem).

H5. Evaluate appropriate shuttle-bus service to Portland International Airport. .. . H6. Encourage service expansion at Portland International Airport and the Redmond Airport in ways that best respond to demand. Pipeline

11. Encourage natural gas companies to extend their services into the urban areas of the corridor not presently being served, such as Gates, Detroit, Sisters, Plainview, and Tumalo.

Regional Connectivity

Regional connectivity is a measure of how well the corridor connects various parts of the state and nation. This is usually quantified in terms of travel times or described by reflecting the level of transportation services available. The issue of travel time overlaps with the congestion and transportation balance performance measures. Both of those measures can affect regional connectivity. Increased congestion may result in slowed travel times and discontinuity between regions. Congestion is caused when demand exceeds available capacity and may be the result of a transportation system that is not in balance (that is, people or goods are moving inefficiently).

The regional connectivity goal is:

Develop transportation facilities within the corridor in order to provide a high degree of regional connectivity for all corridor users, both internal to the corridor, as well as those passing through the corridor to other parts of the state and nation.

Actions and Objectives

J1. Improve traffic flow operations at the following highway-to-highway intersections: Highway 22 and Highway 226 intersection (Mehama) US 20 and Highway 242 intersection (west side of Sisters) US 20 and Highway 126 intersection (east side of Sisters) US 20 and Old Redmond Bend Highway

If necessary, provide grade-separated interchanges in response to operation and safety needs.

J2. Maintain or improve travel times for both autos and freight through high levels of facility management, including speed change lanes, turn refuges, and access management.

J3. Take action to reserve right-of-way needed for future transportation projects. J4. Use the ODOT Pavement Management System to implement state policy to maintain road surfaces at a 90 percent fair-to-good rating.

J5. Use the ODOT Bridge Management System to maintain bridges in adequate structural and operational conditions.

Congestion

Congestion is defined as the level at which transportation system performance is no longer acceptable due to traffic interference. Both recurring and incident congestion are included.

The highway congestion goal is:

Operate a// transportation facilities within the corridor at a /eve/ of service that is both cost-effective and appropriate for the area they serve.

Actions and Objectives

K1. Manage transportation demand using techniques such as:

- Increased use of carpools and vanpools through carpool-matching and marketing activities

- lncreased use of transit and commuter shuttles

- Examine means to shift travel demand to off-peak hours with flex- time or shortened work weeks

- Include employer trip reduction programs in planning, development review, and access permitting processes

- Promote increased use of telecommunication and intelligent transportation system technologies such as electronic reader boards

K2. Complete Phase If of the Highway 22 construction project which includes the overpass at Fern Ridge Road.

K3. Evaluate the need for a right turn lane andlor traffic signal at Highway 22 and North Fork Road.

K4. Investigate the feasibility of widening Highway 22 in Mill City at milepost 30 (at the rock wall) to accommodate a center turn lane. One possible alternative may involve providing assistance to the city in their plans to connect Wall Street to Alder Street.

Evaluate the need for a traffic signal in Mill City at the intersection of Highway 22 and 1"' Avenue.

Determine if it is feasible to provide for a pull-out area for slow moving vehicles near Gates.

Work with Oregon Parks and Recreation in determining what traffic control measures may be appropriate to reduce the difficulty in making a left turn (on to Highway 22) when exiting the Detroit State Park access road.

Continue project development coordination with the City of ldanha in development of the city master plan. As part of the design process, consider the use of frontage roads and determine whether or not a center turn lane will be needed.

Improve safety and reduce congestion by providing turn lanes. Evaluate the following locations:

Highway 22 and North Fork Road Marion Forks Highway 22 and Big Meadows Road Highway 22 and Twin Meadows Road US 20 and Big Lake Road (Hoodoo Ski Area) US 20 and the new (Forest Service) tourist center in Sisters US 20 and Fryrear Road

Evaluate the need for a center turn lane through Marion Forks.

Construct passing lanes and truck climbing lanes at appropriate locations throughout the corridor, for example:

Highway 22 east of Gates Highway 22 east of ldanha US 20 north of Sisters US 20 north of Plainview

Continue working with the City of Sisters in developing a westbound and an eastbound alternate route system through town to relieve congestion on Cascade StreetIUS 20. Participate with the city and other agencies such as the Forest Service and Deschutes County in determining alternate route alignment and design. If ongoing design and analysis indicates that the alternate routes will reduce congestion on Cascade StreetIUS 20, consider assisting the city in implementation of the alternate route plan.

K13. Investigate the cumulative traffic impacts on US 20 between Sisters and Bend associated with county rural subdivisions. Examine what measures can be taken to maintain the current level of service on this section of the highway.

K14. Develop US 20 as a fully access-controlled facility between Sisters and Bend (similar to the way Highway 22 now is between Salem and Stayton).

K15. Improve local street systems to provide alternatives to the use of Highway 22lUS 20 for intra-area travel. These alternative street networks could reduce the need for highway capacity improvements and can be identified through the Transportation System Planning process.

K16. Provide signal installations in rural areas only as an interim measure, accompanied by a long-range plan for interchanges or overcrossings.

K17. Develop access management plans for critical highway segments. Adopt access management classification standards for each highway segment, consistent with existing and planned adjacent land uses and consistent with local TSPs and state provisions.

K18. During Phase 2 of the corridor planning process determine if an STA designation is appropriate on US through Sisters. (In order to be designated as a STA a city must ask for the designation.)

K19. Develop and implement an incident management program to address prevention, response, incident clearance, motorist information, emergency services, and alternative route planning.

K20. Manage the highways in the corridor so that the maximum volume to capacity ratios during the 20-year planning horizon will be:

0.60 through rural areas (most of the corridor)

0.65 through unincorporated communities (Mehama, Marion ~orks,Plainview and Tumalo) 0.75 through incorporated cities

0.85 through Special Transportation Areas (STAs) (US 20 through Sisters may be an STA later)

Safety

The improvement of transportation safety is a continuing goal of all agencies involved in the provision of transportation services. A Safety Management System is under development at ODOT to identify the potential for accident reduction for different kinds of improvements and at various levels of investment. It will help define the extent to which roadway design features and operating practices contribute to accident hazards.

The safety goal is:

Continua//y improve a// facets of transportation safety within the corridor.

Actions and Objectives

L1. Target safety improvement projects to sections of the corridor with the highest accident rates. Analyze the accident types at all SPlS accident index sites (top 10 percent of all accidents) and develop solutions that reduce accident rates, including:

Operational changes such as increased traffic enforcement and consideration of appropriate speeds through developed areas (for example, Mehama)

Minor design modifications such as change in striping, geometric layout, turn lanes or illumination;

'0 Signalization and signing modifications to reduce potential hazards;

Major redesign, including grade separations (for example, overpass and bridge structures, alignment changes, and passing lanes)

Improved maintenance practices Such as sanding, vegetation management, and debris removal.

L2. Review citizen input on accident or problem locations and identify what action might be taken to improve safety at those locations. Evaluate safety concerns mentioned by participants at the following intersections:

Highway 22 and Cascade Highway interchange on-ramp eastbound (Stayton) - sight distance problem

Highway 22 and Highway 226 (Mehama) - see Regional Connectivity earlier in this chapter.

Highway 22 and North Fork Road (Mehama) - see Highway Congestion earlier in this chapter.

Highway 22 and 1"' Avenue (Mill City) - see Highway Congestion earlier in this chapter.

Highway 22 and Detroit Avenue (Detroit) - sight distance problem

Highway 22 and Blowout Road (Idanha) - Note: The sight distance problem at this intersection will be corrected via a project in the current STlP

Highway 22 and Whispering Falls Campground - sight distance problem

US 20 and Big Lake Road

US 20 and Indian Ford Road (Black Butte) - sight distance problem

US 20 and Highway 242 (Sisters) - see Regional Connectivity earlier in this chapter.

US 20 and Highway 126 (Sisters) - see Regional Connectivity earlier in this chapter.

US 20 and lnnes Market Road - sight distance problem

US 20 and Cook Avenue - (Tumalo) congestion, skewed intersection, turning constraints L4. Investigate the high number of accidents in Segment 5 on US 20 between mileposts 77 and 82. Develop a strategy to reduce the number of accidents in this area.

L5. Provide for or upgrade merge lengths at intersections and ramps where difficulties are revealed (for example, turning right from Old Mehama Road to go west on Highway 22).

L6. All roadway surface striping, including pedestrian crossings and fog lines, should be maintained to be highly visible. Increase the use of roadside reflectors through the National Forest section of the corridor.

L7. Conduct an alignment study for those sections of the highway with sharp curves (such as milepost 35.5 near Packsaddle Park and milepost 87 near Suttle Lake) and rebuild if practical.

L8. Determine if additional culverts are needed on Highway 22 near Gates to more effectively drain the roadway.

L9. Widen shoulders throughout the corridor to standard widths, especially in areas with higher levels of pedestrian and bicycle activity such as between Detroit State Park and the City of Detroit.

L1O. Widen or replace the narrow bridges in the corridor such as the Breitenbush Bridge, Whitewater Bridge, and N. Santiam River Bridge.

L11. Continue working with the Willamette National Forest on development of a geotechnical investigation of the Mongold Slide (milepost 46.5). Once the study is completedetermine if the cause(s) of the slide at milepost 46.5 are also applicable to the slide at milepost 46.

Identify the most appropriate permanent solution for each slide area and develop preliminary cost estimates for design and construction. Develop preliminary cost estimates for continuing asphalt patching and replacement at each slide over the corridor plan horizon (20 years). ldentify design and construction funding source(s).

Conduct a cost-analysis study to determine whether or not to proceed with a permanent fix to the slide problems or to continue asphalt patching and replacement based on safety and funding issues. If the permanent fix alternative is chosen, take actiarl as soon as possible to permanently fix the slide problems.

L12. Continue coordination efforts with the Forest Service to minimize the amount of ice build-up on the highway by trimming out trees along the roadway. Also continue to use an anti-icer, like CMA, to prevent ice build-up on the roadway prior to freezing weather.

L13. Continue coordination efforts with the Forest Service to remove "fall danger trees" along the corridor on a regular basis.

L14. Develop a rock fall and landslide protection program for Segments 3 through 5 of the corridor. Take action to prevent rockfall and landslide hazards on the highway.

L15. Continue working with the Forest Service in expanding existing chain- up areas in Segments 4 and 5 of the corridor.

L16. Provide public telephones or call boxes at approximately 5-mile intervals throughout the length of the corridor. Phones can be located at grocery stores or gas stations, or may be needed as stand alone phone booths (well lit and maintained) where no development exists. Also encourage the expansion of cell phone coverage in all areas of the corridor.

L17. During Phase 2 of the corridor planning process, determine if additional chain-up areas (or expansions of existing facilities) in the corridor are needed.

Economic Impacts

Transportation systems can have a significant positive or negative economic impact. New transportation services can act as a catalyst of the siting of new businesses and the creation of jobs and for promoting access to recreational opportunities. Conversely, changes in the transportation system, such as recurring congestion or the elimination of some type of modal choice, can have the opposite effect and result in the loss of businesses and jobs.

The economic impact goal is:

Promote economic health and diversity through the efficient and effective movement of goods, services, and passengers in a safe, energy efficent and environmentally sound manner.

Actions and Objectives

MI. Enhance development of planned industrial and commercial sites through road facility and transportation service improvements. M2. Support timely and efficient truck movements by maintaining minimum levels of service.

M3. Minimize adverse impacts to farmland and forest land along the corridor.

M4. Enhance tourist travel to the Cascades and other destinations in the corridor.

M5. Provide adequate advance signing for businesses affected by actions to manage access. Provide adequate advance signing for exits to corridor cities (such as Aumsville).

M6. Continue coordination with the Forest Service in planning safe and adequate access for private resort expansions.

Social Impacts

Transportation systems can have far reaching, but sometimes very subtle, social impacts on a community. A highway by-pass can isolate a community while improving regional connectivity. A street improvement can provide a benefit for persons traveling on the street but can have an adverse impact on an adjacent land use. Thoughtful analysis is needed to understand potential impacts both positive and negative when transportation system changes are planned.

The social impacts goal is:

Provide a transportation corridor that has positive social impacts by providing for the safe movement of goods and people while reducing the negative impacts caused by transportation/land use conflicts.

Actions and Objectives

N1. Examine methods to reduce the negative impacts and increase the positive impacts of Highway 221US 20 corridor transportation systems on neighborhoods, parks, and community facilities.

N2. Improve pedestrian crossing opportunities, particularly in the urban sections of Highway 221US 20, to reduce the "barrier" effect of the roadway and to foster safe pedestrian connections'between both sides of the road. N3. Address impacts on historic properties related to widening the highway.

N4. Coordinate transportation improvements with the proposed Forest Service Visitor Center in Sisters, scenic byways programs, and statewide tour routes.

N5. Support the Tourism Coalition/Multi-agency Group's effort to develop a recreational visitor information pull-out near Mehama.

N6. Consider establishing a cooperative working agreement with Oregon Parks and Recreation, the Forest Service, and BLM to manage the existing RV wastewater dump facilities in the corridor.

N7. Coordinate planning activities with the Forest Service and Oregon Parks and Recreation in their plans for park expansions, recreational parking, and additional viewpoints in the corridor.

N8. Consider establishing a partnership with the Forest Service and Oregon Parks and Recreation to manage the existing rest stop and restroom facilities in the corridor.

N9. Evaluate the need for a rest stop east of Detroit.

Environmental Impacts

The fact that transportation systems have an impact on the adjacent environment is undeniable. This impact can be in the form of noise, water pollution, air pollution, or physical disruption of the environment caused by the construction or operation of a facility. Through careful management of the operation or modifications of a design for a facility, it is possible to reduce the impacts to acceptable levels.

Most of the corridor (Segments 3, 4, and 5) lies within National Forest lands and is part of two scenic byways. The corridor passes through many environmentally sensitive areas.

The environmental impacts goal is:

Pro vide a transportation system throughout the High way 22/US 20 corridor which is environmentally responsible and encourages protection of natural resources.

Actions and Objectives 01. Avoid or minimize transportation system improvement impacts to sensitive natural resource areas (e.g. late successional reserves, riparian reserves and areas of the corridor designated as a scenic byway. Evaluate the benefit of capacity improvements outside these areas before considering similar capacity improvements in these areas.

02. Inventory sensitive environmental and cultural resources throughout the length of the corridor. Utilize recent studies prepared by the Forest Service. Identify the resources that should be avoided if possible when developing transportation improvement projects. Items to inventory should include at least the following:

- Rare, threatened, and endangered plants and animals or their known habitats

- Wetland resources

- Water quality in adjacent creeks, streams, and rivers

- Parks, schools, and churches

- Wildlife refuges or significant wildlife habitat

- Hazardous materials sites

- Archeological, historic, and cultural resources

- Soil and slope stability

03. Consider enhancements or management techniques that maintain or enhance the visual quality of the corridor by the following actions:

- Improve directional and informational signing for existing attractions (See also N6 under Social Impacts - recreational visitor information pull-out)

- Construct additional roadside pull-outs at scenic and historic locations.

- Use vegetation management resources to create and protect scenic vistas (e.g., scenic buffers for timber harvests) and to replace or redesign vegetation lost to transportation system projects.

- Seek restrictions on scenic intrusions such as billboards and other non-essential signs in the corridor. - Comply with federal and state scenic regulations pertaining to the West Cascades Scenic Byway and the McKenzie Pass - Santiam Pass Scenic Byway sections of the corridor.

04. Develop a coordinated incident response plan with the jurisdictions along the corridor to reduce the impact of hazardous material spills.

05. Design roadway improvements and new facilities to minimize surface run-off pollutants in adjacent streams and rivers. .

06. Provide for adequate fish passage through culverts and maintain those areas of the corridor where there are wildlife crossings.

07. Utilize best management practices in sanding the roadway near the three watersheds of the corridor. (For example, sand only after it stops snowing). Meet ODOT's goal of reducing sand and cinder use by 5 percent to 10 percent on the corridor. Install collection boxes along the roadway to capture some of the sand before it makes its way down to the trees and creeks. Consider using an anti-icer, such as CMA to prevent ice build-up on the roadway.

08. Review snowplowing practices near Corbett Snowpark. Determine what can be done to minimize hillside erosion caused by melting snow mounds. Coordinate mitigation efforts with the Forest Service.

09. Investigate flooding problem on Highway 22 west and east of Gates. Determine if existing drainage culverts are adequate. If needed, replace or add culverts to prevent standing water on the highway.

010. Develop a material source location plan for Segments 3 through 5 of the corridor. The plan should identify and plan for the use of borrow sites near the corridor for future highway improvement projects.

011. Consider the need to construct berms or walls, if warranted, to reduce noise levels as traffic levels increase in urban,areas.

012. Develop a corridor signing program in transitionallrural areas to reflect motorist services available.

013. Protect the scenic qualities of the corridor designated as scenic byways (Detroit to Sisters).

014. Highway-related projects proposed in the Willamette National Forest (Segments 3, 4 and part of 5) must be reviewed under the Willamette National Forest Land and Resource Management Plan. All highway- related projects proposed in the Deschutes National Forest (part of Segment 5 and Segment 6) must be reviewed under the Deschutes National Forest Land and Resource Management Plan. In addition, all projects must comply with the Northwest Forest Plan, the National Environmental Protection Act, the Clean Water Act, the Forest Land Management Planning Act, and the National Preservation Act.

01 5. Design new improvements and retrofit existing transportation improvements to encourage the conservation, restoration, and protection of salmon habitat.

Energy Impacts

Transportation systems and modal choices can have a significant impact on energy consumption. The lack of an appropriate mode may result in people, goods, or services moving in an inefficient manner. Transportation facility design may result in improved efficiency or diminished efficiency.

The energy impacts goal is:

Provide a transportation system that minimizes transportation-related energy consumption ,through the use of energy efficient and appropriate modes of transportation for the movement of people and goods. , - Actions and Objectives

PI. Give priority to those projects that reduce energy consumption.

P2. Examine methods to reduce energy consumption through the use of TDM techniques such as: - lncreased carpooling and vanpooling - Use of public transit or shuttle service for commute trips - Increased use of intercity transit - Reduction of trips through strategies such as telecommuting, flex- time, and variable work schedules

P3. Promote energy conservation through the use of fuel-efficient modes of travel, improving vehicle efficiencies, and providing alternative fueling sites.

P4. Encourage energy conservation in the design, construction, and operation of transportation facilities.

P5. Promote the extension of natural gas service to the residents in Gates, Detroit, Idanha, Sisters, Plainview and Tumalo. Appendix A - Summary of Plans and Studies

Federal Plans

Deschutes National Forest Land Resource Management Plan - 1990 This federal plan outlines the management required for each national forest and provides overall guidance and direction through standards and guidelines. lntermodal Surface Transportation Efficiency Act of 1991 (ISTEA)

The lntermodal Surface Transportation Efficiency Act of 1991, adopted by Congress in 1991, established federal transportation policy, funding levels, and guidelines for state and metropolitan planning organizations. States are required to prepare long-range statewide, multimodal transportation plans and produce a statewide transportation improvement program (STIP) that is consistent with the plan.

ISTEA also requires states to develop and implement six management systems to assist in project prioritization and selection. These management systems are for pavement, bridges, safety, congestion, public transportation, and intermodal facilities. The management systems provide inventories and other technical information about highway needs.

Northwest Forest Plan - 1994 This federal plan provides guidance and direction for managing the forests primarily in Oregon, Washington and Northern California. The National Forest Land Resource Management Plans are based on this plan.

Transportation Equity Act for the 21'' Century (1998)

The Transportation Equity Act for the 21"' Century is the new federal act that authorizes highway, highway safety, transit and other-surface transportation programs for the next six years (1998 -2003). It replaces the lntermodal Surface Transportation Efficiency Act of 1991 (ISTEA). TEA-21 builds on the initiatives of ISTEA. The new act combines the continuation and improvement of current programs with new initiatives to meet the challenges of improving safety, protecting and enhancing communities and the natural environment and advancing America's economic growth through efficient and flexible transportation. Upper North Santiam Watershed Analysis - 1995 This document was developed by the Detroit District of the Willamette National Forest. The goal of the report is to protect and improve the quality of all of the tributaries flowing in to Detroit Lake.

Willamette National Forest Land Resource Management Plan - 1990 This federal plan outlines the management required for each national forest and provides overall guidance and direction through standards and guidelines.

Statewide and Regional Plans

McKenzie Pass - Santiam Pass Scenic Byway Strategy

The Oregon Transportation Commission has designated 12 Scenic Byways throughout the state on federal, state, and local roads. To protect the scenic assets of its Scenic Byways, ODOT will develop guidelines for aesthetic and design elements that are appropriate to Scenic Byways. One goal of the plan is to balance safety and performance issues with the preservation of scenic values. The McKenzie Pass - Santiam Pass Scenic Byway is also a national scenic byway and therefore national scenic byway policies and management practices must be adhered to.

Oregon Transportation Plan (September 1992)

The Oregon Transportation Plan (OTP) is a policy document developed by the Oregon Department of Transportation (ODOT) in response to the federal and state mandates calling for systematic planning for the future of Oregon's transportation system. It Serves as a take-off point for all general, corridor-specific, and local transportation policy and system planning projects in Oregon.

The OTP defined four goals:

System characteristics including balance, efficiency, accessibility, environmental responsibility, connectivity among places and modes, safety, and financial stability.

Livability. To develop a multimodal transportation plan that provides access to the entire state, supports acknowledged comprehensive land use plans, is sensitive to regional differences, and supports livability in urban areas.

Economic development through expansion and diversity. Implementation through flexible and stable financing, good management practices, and cooperation with public and private sector organizations and interests.

The OTP Steering Committee selected one of several alternatives considered in the OTP as the Preferred Plan for adoption: The Livability Approach. This alternative includes many general goals for the entire state transportation system and several elements specific to the Salem to Bend corridor:

Direct interconnections between intercity bus, local transit services, air, rail, and airport limousine services (Salem and Bend).

Urban transit minimum levels of service for urban areas of over 25,000 persons (Bend)

Intercity bus or commuter bus service available to cities of over 2,500 population

Oregon Highway Plan (June 1991)

The Oregon Highway Plan (OHP) represents one modal element of the overall transportation planning effort. As a modal plan, the OHP will feed into the OTP by carrying Oregon Transportation Commission directions and policies relating to Highways. Goals for modernization, preservation, maintenance, operations, and safety were developed for state Highways. This primary document called for the development of corridor plans such as the Salem to Bend corridor plan.

The OHP includes a Level of Importance Policy. This policy classifies the state Highway system into four levels of importance (LOI). The policy provides overall direction for managing the system and provides a basis for developing funding strategies for improvements. Each LO1 is described in terms of its primary and secondary functions, key characteristics, and objectives for managing the operations of that class of Highway. Highway 22 and US 20 are classified as having "Statewide" Level of Importance. Thus, the corridor's management objective is to provide for safe and efficient high-speed continuous-flow operation in rural areas (minimum Level of Service "C") and high to moderate-speed operations with limited interruptions of flow in urban and urbanizing areas (minimum Level of Service "DM).

The OHP also contains an Access Management Policy. The policy provides a framework for making access decisions which will be consistent with the function and operation levels of service identified in the Level of lmportance policy. Interchange control and spacing, at-grade intersection control and spacing, traffic signal spacing, and median control guidelines are provided for six Highway categories. The categories span from a freeway with full access control to a partially controlled roadway with signals at one-quarter mile spacing. Three of the categories cover roadways with a "Statewide" Level of Importance. Access management guidelines applicable to Highway 22/US 20 are shown in the following table.

Oregon Highway Plan (Draft One 1998)

The draft Oregon Highway Plan defines policies and investment strategies for the state's highway system over the next 20 years. The plan gives policy and investment direction to corridor plans (and TSPs) that are being prepared around the state, but leaves the responsibility for identifying specific projects and modal alternatives to these plans. The theme of the draft plan is "maintaining before expanding" because funding expectations are low. The major issues of the draft highway plan relevant to this interim corridor strategy are:

The draft 1998 Highway Plan does not maintain the Level of lmportance Policy classifications or the Access Oregon Highway designations, therefore these terms are not discussed in this plan. The new highway plan adopts the National Highway System as the primary classification and retains the Regional and District categories of the Level of lmportance system. The new state highway classification system will be used to guide management and investment decisions.

The draft 1998 Highway Plan does not list specific projects, therefore no state Highway Plan projects are listed in this plan.

Highway Level of Service (LOS) standards are replaced with volume to capacity (V/C) ratios to improve clarity and ease of implementation. V/C is the ratio of the hourly volume of traffic on a highway segment to the maximum hourly traffic.volume that can pass along the segment under good conditions. Standards for intersections are also proposed.

a Policies concerning land use and transportation have been revised to make them more flexible and useful at the local level. Special Transportation Areas (STAs) will be designated on short sections of state highways within urban growth boundaries. The objective is to provide access to community activities, businesses, and residences and to accommodate pedestrian movements in downtowns and central business districts.

Several routes have been added to the State Highway Freight System, including Highway 22 and US 20 between Salem and Ontario. The State Highway Freight System replaces the designation of primary freight corridors in the Oregon Transportation Plan. The designation is intended to facilitate the through movements of trucks.

Access Oregon Highways Corridor Studies (February 1990)

In March 1988, the Oregon Transportation Commission (OTC) adopted the Access Oregon Highways (AOH) Program, which focuses funds from a recently enacted gas tax revenue on 15 of the state's important Highway corridors. Highway 18 was designated as part of the AOH by the OTC. The system was approved in 1988 after an extensive public review process. The goal of the AOH system is to provide for the economic growth of Oregon by moving through-traffic safely and efficiently (55 mph) between geographic and major economic areas within Oregon, between Oregon and adjacent states, and to and through major metropolitan areas. The Oregon State Highway Division identified improvement needs on the AOH corridors to ensure that the entire corridor needs were being addressed and that program goals were being met. The following major Highway improvements were recommended:

Widening to four lanes in five sections between: 1) Joseph Street and Golf Club Road 2) Mill City and Gates 3) Detroit Lake State Park and Detroit 4) Santiam Pass and Suttle Lake 5) Jefferson/Deschutes County Line and Bend

Development of additional passing lanes in three sections between: 1) Fir Grove Lane in Stayton and Mill City 2) Gates and Detroit Dam and 3) ldanha and Santiam Junction

Roadway alignment in several sections along the North Santiam River between Gates and Detroit Dam.

Development of a one-way couplet in Sisters using Hood and Cascade Streets. (Also mentioned were extensive guardrail, bridge, rockfall protection, and intersection improvements).

Oregon Bicycle and Pedestrian Plan (June 1995)

The Oregon Bicycle and Pedestrian Plan is a statewide plan that provides direction and guidance to bikeway and pedestrian programs in Oregon. Goals of the plan include:

To provide safe, accessible and convenient bicycling and walking facilities.

To support and encourage increased levels of bicycling and walking.

These goals will be implemented through the following three actions:

Provide bikeway and walkway systems that are integrated with other transportation systems.

Create a safe, convenient, and attractive bicycling and walking environment.

Encourage and promote bicycle and pedestrian safety education programs.

For the Salem to Bend corridor, locations of bicycle and pedestrian activity will have to be identified. In the rural portions of the corridor, the primary issue will be the provision of minimum 5-foot wide shoulders. In more urban areas, the need for bike lanes, sidewalks, pedestrian crossings, and transit access will be key issues to be addressed.

Oregon Rail Freight Plan (ODOT 1994)

The Oregon Rail Freight Plan describes the existing rail system in Oregon and analyzes possible rehabilitation improvements to the system. This plan is used to help qualify improvement projects for federal funding. The Willamette Valley Railroad, Woodburn to Mt. Angel project has been included as eligible for a rehabilitation assistance project.

A policy plan is also established including policies addressing economic development, retention of local rail service, protection of abandoned rights- of-way, and integration into state and local land use planning processes. Oregon Transportation Safety Action Plan (ODOT 1995)

Oregon Aviation System Plan

Statewide Transportation lmprovement Program, 1998-2001

The Statewide Transportation lmprovement Program (STIP) supports the OTP through scheduling for high priority Highway, transit, and bikeway capital improvement projects (including transit vehicle acquisition). Within MPO areas, it also identifies regionally significant local projects.

The STIP includes three categories of funding authorization. Projects listed for construction have been approved by the Oregon Transportation Commission for development and construction financing in the federal fiscal year indicated. The Development section includes projects for which a need has been identified, but a final solution has not been determined. Projects are typically funded only through the completion of environmental studies or though the preparation of construction plans. The Reconnaissance category provides for studies to determine the feasibility of a proposed improvement or for the determination of needed improvements within a study area that would yield more than one project.

Oregon Benchmarks (December 1992)

The Oregon Benchmarks is a planning guide used by all State agencies to track quality of life issues throughout the State. The Benchmarks planning process evolved out of the Oregon Futures Commission's Emerging Trends 2010 Report in 1986 and former Governor Goldschmidt's Oregon Shine Strategic Plan in 1989. The first Oregon Benchmarks were published in 1991. Former Governor Roberts directed State agencies to give priority to critical near-term benchmarks in 1992. In that same year, the Governor's Task Force on State Government recommended in their report, New Directions, that Oregon Benchmarks be integrated in the goals of state agencies, and their planning and budgeting be directed towards addressing the significant benchmarks.

There are a number of transportation-related benchmarks that guide planning efforts by ODOT. One of the core benchmarks is to provide livable communities. An important component of this core benchmark is to provide transportation facilities to points near where people live and work. The theme of improving transport~tionaccess options also appears under the developed environmental benchmark. In addition, the core benchmark also emphasizes access to alternative transportation modes. Under the developed environment benchmark there are specific goals to improving state highways, transit facilities, and air service. Under the benchmark to maintain Oregon's capacity for expansion and growth, transportation-related goals are considered to be critical. Specifically, this benchmark calls for improving air, ground, and marine transportation; as well as improvements to telecommunication networks throughout the State. All these benchmark goals are considered important to improving the livability, the developed environment, and the capacity for expansion and growth of communities throughout Oregon.

West Cascades Byway Corridor Plan

The Oregon Transportation Commission has designated 12 Scenic Byways throughout the state on federal, state, and local roads. To protect the scenic assets of its Scenic Byways, ODOT will develop guidelines for aesthetic and design elements that are appropriate to Scenic Byways. One goal of the plan is to balance safety and performance issues with the preservation of scenic values.

Willamette Valley Transportation Strategy (1995)

The Willamette Valley Strategy is strategy developed to address the problems and opportunities of "transportation interdependence" among the Valley communities. The Salem to Bend Corridor passes through the study area. Three goals were identified for the valley: mobility, industrial growth, and livability. The transportation development portion of the strategy focuses on: the development of urban transit, intercity rail passenger systems, and other alternatives to the single-occupant automobile; improved intermodal domestic freight facilities and rail connection to the Port of Portland; travel demand management; and user fees. The coordination portion of the strategy .calls for the formation of a Valley Livability Council and continuation of the Willamette Valley Policy Advisory Committee on Transportation (VPACT) to counsel ODOT Regions One and Two on valley- wide issues and projects.

None of the individual strategy elements are specific to the Salem to Bend Corridor. However, the overall intent of the Willamette Valley Strategies should be considered as the corridor strategies are developed. County Plans

DESCHUTES COUNTY

Deschutes County

Draft Public Deschutes Countv Trans~ortationSvstem Plan, December 1997

Goal 3.2: Enhance the opportunity for intermodal connections throughout the county transportation system.

Goal 3.3: Increase the existing level of special services provided.

Policy 3.2: Deschutes County will work with ODOT, the cities of Bend, Redmond, and Sisters, and transit service providers to study countywide rideshare facility needs and investigate public transit possibilities including potential transit stops for a regional or commuter-based transit system. Those possibilities shall include bus and rail, and if economically feasible, the county shall seek such services as are found to be safe, efficient, and convenient in serving the transportation needs of the residents of Deschutes County.

Policy 3.3: Deschutes County will continue to work with special service providers, ODOT, and the cities of Bend, Redmond, and Sisters to secure additional funding, as well as increase promotion, of those special transit services that may be underutilized.

Policy 3.4: Deschutes County will identify and monitor the needs of the transportation disadvantaged and attempt to fill those needs.

The Tumalo section was studied (with Terrebonne) in 1997 as part of an approved state Transportation and Growth Management (TGM) grant. The community focused on the need to reduce fatal accidents and ease the burden of crossing three lanes of high-speed traffic on Highway 20. The volume of truck trips in the Tumalo area is seen as a contributor to the overall problem and is not anticipated to diminish during the next twenty years. The critical areas of the corridor are:

The increasing traffic volumes west of Sisters that may necessitate additional passing lanes;

The intersection of Cook Avenue in Tumalo which will require an eventual grade separation;

Safety problems at the intersection of the Old Redmond-Bend Highway, which will also require an eventual grade separation;

Local road and direct driveway access onto the highway between Sisters and Bend; and

Improvements to the Powell Butte Highway intersection if land uses intensify at the Bend Airport and/or accelerated growth occurs in Crook County.

Over the course of the public involvement process, the following locations were identified as having a congestion problem, usually during a peak hour, on most days of the year.

Cook Avenue/OB Riley Road at Highway 20

During the course of the public involvement process ...several areas were identified that have design, and/or access, or other problems that contribute to an unsafe situation. Several of these areas have already been addressed with a corrective project or have projects in design or the land use review process.

lntersection of Highway 242 and Highway 2011 26 in Sisters;

Intersectionof Highway 20 and Highway 126 at ODOT truck scale in Sisters

lntersection of Cook Avenue/OB Riley Road and Highway 20;

lntersection of Highway 20 and Old Redmond-Bend Highway.

Regional Long-Range Needs

Northerly connection to Highway 2011 26 from residential developments north of Sisters. Marion County

Draft Public Trans~ortationElement of the Trans~ortationSystem Plan, October 1996

The Marion County Transportation System Plan: Public Transportation Element states six public transportation related goals and used relevant Oregon Benchmarks (established by the Oregon Progress Board) as evaluation criteria. Goals and associated policies are:

Goal Two: Provide accessible, efficient, and practical transportation.

Increase mobility and access options for Marion County system users.

Goal Four: Provide sufficient transportation capacity.

Accommodate existing needs and projected growth.

Satisfy Transportation Planning Rule requirements for system capacity.

Encourage actions that reduce demand on the transportation system.

Encourage actions that maximize the value of the existing system.

Goal Five: Work in partnership with communities to address community needs and values.

Foster cooperation between the county and cities to address a wide variety of transportation issues.

Goal Six: Promote alternative modes of transportation.

Encourage alternate modes of transportation.

Reduce dependence on any one mode.

Facilitate improved connections between different modes. Goal Seven: Consider land use and transportation relationships.

Ensure an environmentally responsible and environmentally sound transportation system that minimizes impacts on air and water.

Goal Eight: Address transportation policy issues and intergovernmental coordination.

Ensure cost-effective investment in transportation.

Improvements should be fiscally responsible, economically efficient, and realistic.

Extend usable life of existing facilities.

LINN COUNN

Linn Countv Trans~ortationPlan, ado~tedDecember 27, 1994.

Identify the needs of the transportation disadvantaged and attempt to fill those needs through a combination of public and paratransit services.

Support the expansion and maintenance of the.transit and paratransit systems in the county.

Support expanded coordination and cooperation between service providers to the transportation disadvantaged. Support the concept of Cascades West Council of Governments taking a lead in the coordination of paratransit providers.

Recognize the valuable service the Linn shuttle provides communities in the county and endorse continued support of that service.

Support expanded transit service in the county but acknowledge that adequate funding mechanisms need to be developed that will equitably distribute the costs of the system.

Support a feasibility study on creation of a smart-bus system to serve the public transportation needs of the unincorporated areas of the county. Local Plans

A urns vi//e

U~datedTrans~ortation Element in the Com~rehensivePlan, Se~tember1996

Encourage the provision of street crossing improvements to enhance the mobility of the elderly and handicapped.

The City will encourage the use of carpools, vanpools, and other strategies to increase automobile and energy efficiency

Bend

Bend Area General Plan, Public Hearina Draft-Auaust 1997

Policies

The City and state shall develop and implement a plan to improve the appearance, safety, and function of East Third Street, portions of Highway 20 and old Highway 97 when the Parkway is completed.

The state highway system (i.e., Highway 97 and 20, Century Drive, and the Parkway) shall be designated as the throuah truck route system. Trucks shall be permitted on the City and county arterial street system for local trip activity, unless otherwise restricted.

Detroit

Com~rehensivePlan, Se~tember1978

Encourage eligible senior citizens to use the Marion County Housing Authority Bus

Gates

Com~rehensivePlan, A~ril1978

Mass transit facilities are encouraged as an alternative form of transportation. Com~rehensivePlan, A~ril1978

Policy to actively seek bus service from the Marion County Housing Authority for eligible seniors.

Lyons

Com~rehensivePlan, A~ril1992

Transportation Policy Seven: Lyons shall support Linn and Marion County efforts to provide needed public transportation to the citizens of the Lyons area.

Transportation Policy Ten: As funds become available, a Park-and- Ride facility shall be provided in the Lyons area to encourage carpooling and commuter use of public transportation.

Mi// City

Com~rehensivePlan, June, 1990

Transportation Policy Ten: The City shall encourage the establishment of a public transportation system to aid the transportation needs of the community.

Salem

Draft Salem Trans~ortationSystem Plan, June 1997

..GOAL: To provide a balanced, multimodal transportation system for the Salem Urban Area that supports the safe and efficient movement of goods and people.

The following goals and objectives pertain to the Transit System, Transportation Demand Management, and Intercity Passenger Travel Elements in the TSP. Numerous policies are given to implement the goals, but the policies are not listed in this document.

GOAL: A public mass transit system that provides convenient and accessible transit services to the citizens of the Salem Urban Area. 1. Objective: Ensure that transit services be accessible to Salem Urban Area residences and businesses.

2. Objective: Develop and operate a public transit system that provides both convenient service and travel times that are competitive enough with the automobile to attract increased ridership.

3. Objective: To mitigate a portion of the traffic pressures expected by regional growth; increase overall daily ridership in the Salem Urban Area to the point that at least 25 percent of all work trips generated above existing 1995 travel demand levels are made using transit of travel modes other than SOV.

4. Objective: A financially stable and adequately funded transit system for the Salem Urban Area.

GOAL: Reduce the demands placed on the current and future transportation system by the Single Occupant Vehicle (SOV).

5. Objective: The City shall work towards reducing the 1995 per capita vehicle-miles-traveled in the Salem Urban Area by 10 percent by the year 2015 by assisting individuals in choosing alternative modes.

6. Objective: Reduce automobile travel demand by generated by employment sites, colleges, and schools.

7. Objective: Continue ongoing ridesharing and alternative transportation modes efforts with employers and schools.

8. Objective: Increase public awareness of alternative transportation modes.

9. Objective: Coordinate regional transportation demand management efforts.

10. Objective: The City of Salem shall encourage the use of alternative travel modes by serving as an institutional example for other agencies and businesses in the community. GOAL: To ensure the provision of efficient and convenient locations for passengers to access a variety of local and intercity travel modes.

11. Objective: The City of Salem shall work to ensure the availability of various intercity passenger travel modes.

12. Objective: The City of Salem shall work to ensure that intercity passenger facilities within the Salem Urban Area are located conveniently and efficiently in relation to other travel modes and major activity centers.

Sisters

Com~rehensivePlan. Januarv 1985

Transportation is a crucial element of the comprehensive plan for Sisters since all east-west bound traffic via the Santiam and McKenzie Passes must go through Sisters.

Policies

1. In order to reduce or eliminate congestion on Cascade Street, the City and State Highway Departments should develop a program to separate directional traffic utilizing Hood Street for eastbound traffic and Cascade or Main Street for west-bound traffic.

2. Major arterial streets will be Camp Polk Road, Three Creeks, Lake Road, US Highway 20, Oregon Highways. 126 and 212. These major arterials should be connected by a "beltline" collector system.

4. All development proposals adjacent to arterials within the Urban Area shall have turnouts for school buses and for heavy ingress and egress traffic. Turnouts should be provided by County and State departments at particularly scenic areas.

5. Access shall be limited on arterials, for improving traffic flow and safety within appropriate traffic control facilities.

6. Off street parking shall be provided in and near all commercial, professional, industrial, institutional areas except where required parking can be developed with 80 foot rights-of-ways. 7. The City of Sisters along with the School District, County, and other agencies shall work together with schools, groups, and individuals for development of a 'mass-transit" system, with connections between residential areas, schools, shopping, open space, parks, and government facilities within the Urban Area.

8. An airport master plan should be developed for Barclay Field which will govern airport related activities and prescribe development standards for surrounding development compatible with air approach criteria.

Ado~tedTrans~ortation Svstem Plan, A~ril1996

System Improvements:

Cascade HiahwavICenter Street: Center Street is designated as a county arterial and truck route. The highway is the City's only northlsouth throughway, serving as the primary route to the City of Stayton and State Highway 22. Because no other northlsouth routes exist, Center Street accommodates the majority of local trips and is the primary connection to the regional and state systems. Cascade HighwayICenter Street provides access to surrounding urban areas including Silverton, Mt. Angel, and Stayton and draws trips destined for Silver Falls State Park, the Santiam Canyon, and Central Oregon. Other issues affecting future traffic volumes on Center Street are ODOT plans to reconstruct the Cascade HighwayIHighway 22 interchange, a proposal to designate Highway 22 as a state scenic highway, and plans for the Silverton Arboretum, which is expected to be a major regional attraction.

Com~rehensivePlan, U~dated1987 and 2/98

Development of the commercial area adjacent to Highway 22 shall be limited to highway related activities.

Stayton

Draft Trans~ortationSvstem Plan, Julv 1997

Goal One: Develop a multi-modal transportation system that avoids or reduces reliance upon one form of transportation and minimizes energy consumption and air quality impacts. Develop and evaluate multi-modal transportation system alternatives in developing the Transportation System Plan.

Evaluate current transit service provisions to and within the Stayton area, including elderlylhandicapped transit service.

Develop a plan for providing travel options between Stayton and Salem, including intercity bus service and potential buslcar pool park-n-ride facilities, (coordinated with transit planning effort in the Marion County TSP).

Develop a street system which will handle projected year 2017 traffic demands in the Stayton area, and will interconnect residential areas with employment centers, schools, parks, churches, and regional transportation facilities.

Identify intersections warranting traffic signals in the future, and identify improvement needs at existing major intersections.

There are three critical elements to the roadway plan: north-south corridor improvements, east-west corridor improvements, and a redefining of the truck route.

The redefining of the truck route includes the following:

classifying the north-south truck route as First Avenue north to Washington Street, Washington Street west to Wilco Road, and Wilco Road north to Highway 22;

classifying the east-west truck route as Shaff Road-Fern Ridge Road between Wilco Road and Highway 22.

Additionally, the following intersections will require signalization within the next 20 years:

Cascade HighwayIHighway 22 Ramps

The North Santiam Highway (State Route 22) is the major east-west highway in Marion County and carries most of the traffic to and from the Stayton area. Highway 22 is designated a highway of statewide importance in the 1991 Oregon Highway Plan and was designated an "Access Oregon" highway by the Oregon Department of Transportation (ODOT) in 1988. The highway functions well with respect to the present needs of the area. Four main points of access are provide to Stayton along the highway at Golf Club Road, Cascade Highway, Fern Ridge Road, and Santiam Street. Golf Club Road and Cascade Highway have interchanges with Highway 22.

ODOT is currently undertaking a construction project on Highway 22 to widen the roadway to four lanes from Joseph Street to Golf Club Road. This project includes the recent completion of a diamond interchange at Golf Club Road. Also, the interchange at Cascade Highway is planned for eventual reconstruction.

Cascade ~ighway1Highway22 eastbound Ramp has been identified as needing left-turn lanes the northbound and eastbound approaches.

Stayton currently has one park-and-ride lot located on the southeast corner of the Cascade HighwayIHighway 22 interchange. The size of this lot has been reduced due to the recent construction on ~ighway22 by ODOT and has a capacity for only approximately ten vehicles. However, ODOT currently has plans for the construction of a frontage road (Golf Lane) along Highway 22 beginning at the existing Golf Lane Road and connecting to Cascade Highway approximately 200 feet north of Mill Creek. As part of this project, ODOT is constructing a 94-car park-and-ride lot located southeast of the Highway 22lCascade Highway interchange. The park and ride will have access onto Cascade Highway directly opposite the future frontage road. Additionally, ODOT plans to construct a 4,900 square foot gravel park-and-ride lot southwest of the Mill Creek RoadIGolf Club RoadIHighway 22 interchange.

There currently is no intercity bus service between Stayton and Salem. A shuttle bus service could provide direct service to downtown Salem and the state office building area from Stayton. The bus service would reduce the use of single occupancy vehicles on Highway 22 during commuting hours, offer an alternate mode of travel, and provide another transportation service to the population.

As part of the TSP, conceptual alignments for future collector roadways has been developed. New collector roadways are proposed at the following locations:

between Golf Club Road and Cascade Highway along Highway 22;

between Fern Ridge Road and East Santiam Street along Highway 22;

east on Virginia Street from Tenth Avenue to the UGB near Highway 22. Intersections recommended for signalization by year 2017, which include the following:

Highway 22 RampsICascade Highway

Highway 22 InterchangelAt-Grade Intersection Improvements

ODOT has plans to eventually reconstruct the Cascade Highway1 Highway 22 interchange (beyond the current six-year State Transportation Improvement Program). Upon completion of the interchange, it is likely that both the eastbound and westbound ramps will meet signal warrants.

Currently, Fern Ridge Road and East Santiarn Street operate as at-grade intersection with Highway 22. Although no specific plans have been developed by ODOT, they have indicated that the Fern Ridge Road at-grade intersection with Highway 22 may be grade-separated in the future ...In order to anticipate the effects of possible grade separation of Fern Ridge Road, it is imperative the City of Stayton work closely with ODOT in the planning and design of improvements along Highway 22.

Proposed Modification to the Comprehensive Plan

The background discussion of transportation facilities include of Chapter Three of the Comprehensive Plan should be updated to reflect the more recent findings of the TSP... The following policies are recommended to supplement existing transportation policies, implement the Transportation System Plan, and address the requirements of the Transportation Planning Rule.

Street Connectivity

To City of Stayton support a pattern of connected streets to:

1. provide safe and convenient options for cars, bikes, and pedestrians;

2. create a logical, recognizable pattern of circulation; and

3. spread traffic over many streets so that key streets (particularly First Avenue and Highway 22) are not overburdened. Highway 22 Corridor Strategy

A corridor improvement strategy for Highway 22 east of the Cascade Highway interchange has yet to be developed by ODOT as part of its corridor planning process. The Stayton TSP has incorporated new frontage road improvements that would allow adequate access to the east side of Stayton under a number of possible Highway 22 improvement strategies ODOT might elect to pursue in the future. Appendix B - Open House Comments and lssues Document

This appendix contains all of the public comments received during development of the interim corridor strategy. The appendix is organized into the following sections:

Open House Comments

Issues and Concerns of Local Governments and Affected Agencies

North Santiam Highway 22 Association Comments

Trucking and Railroad Companies Comments

OPEN HOUSE COMMENTS

As part of the public involvement process, two rounds of open houses were conducted at some of the communities along the corridor. The main purposes of these open houses were to:

1. Explain to the residents what the corridor study is and inform them that the corridor study process has begun;

2. Receive comments and issues the residents have regarding the draft plan; and

3. Invite residents to participate on a citizens' advisory committee that will be providing input on draft sections of the corridor strategy as each section is prepared.

A newsletter was developed and published informing residents of the upcoming open houses and outlining the three purposes mentioned above. Approximately one week before the open houses, the newsletters were mailed or delivered to the city halls, stakeholders, and other agencies along the corridor.

Public notices and/or news articles regarding the upcoming open houses were published in the Statesman Journal (Salem area), The Stayton Mail, The Mill City Enterprise, The Nugget (Sisters), and The Bulletin (Bend). Also, interviews were provided to some of the local radio stations and television stations.

Display boards at the open houses consisted of highway corridor maps including existing and future average daily traffic (ADT) counts, comments and issues, high accident sites, and aerial photos. Also presented was a list of committed highway improvement projects listed in the 1998-2001 STlP (Statewide Transportation Improvement Program) and a composite corridor study area map.

The first round of open houses were held from 4:00 to 7:00 p.m. on the following dates in 1997 and at the following locations:

October 20 October 21 October 22 Detroit City Hall Mill City City Hall Stayton Community Center 150 Detroit Avenue 252 SW Cedar Street 400 W Virginia Street

October 27 October 28 Sisters City Hall Bend City Hall Annex 150 N Fir Street 745 NW Bond

The second round of open houses were held on July 8, July 15, and July 16 1998 in Bend, Stayton, and Mill City, respectively.

The table below indicates the number of residents attending the open houses.

STAYTON MILLCITY DETROIT SISTERS BEND TOTAL 20 24 7 6 7 43

The newsletter also contained a response card section that residents could mail back with -their comments about corridor issues. Six response cards have been received, along with a few letters, which are included in the public comments listed below.

The following section contains a list of comments received at the open houses. The comments are broken down by segment. General corridor- wide comments follow segment six. If the same comment was raised by more than one resident, a number is shown after the comment indicating the number of residents bringing up that issue. 1. A park-and-ride lot is needed in the Stayton area. (2)

2. Door-to-door transit service for the commuters to the Salem area is needed.

3. There is a problem at the Old Mehama Road intersection. Cars pulling out on to Highway 22 heading west do not have a merge lane. An acceleration lane is needed or cul-de-sac it.

4. A turn-out area is needed near Mehama where people can get out of their car and look at an information kiosk. (VISIT Group comment)

5. Access is needed at the Cordon Road overpass (2) One alternative may be to provide a westbound off-ramp at Gaffin RoadIDeerpark interchange.

6. Improvements are needed to Fernridge Road.

7. There is a problem at the Cascade Highway interchange. There is a short sight distance at the eastbound on-ramp.

8. There needs to be a stop light at intersection with Highway 226. (There is a flashing yellow light there now.)

9. Cars are going too fast through that part of the highway under construction near Stayton.

10. It is not safe to make a left turn on to Highway 22 at Highway 226

11. If Highway 22 is improved to a four-lane facility at Fern Ridge Road in Stayton, the intersection should be built as an overpass.

12. It is difficult to get on Highway 22 from the Highway 226 intersection. Reduce the speed limit in the MehamatLyons area. Add more passing lanes and turn out areas. More police patrol is needed in the canyon area. 1. The speed limit needs to be reduced to 40 mph between the NAPA store (milepost 21 or 22) to (milepost 23), east of Swiss Village. It is 55 mph now.

2. A traffic light is needed at the North Fork Road intersection. (There is a flashing yellow light there now.) (3)

3. At First Avenue in Mill City, there needs to be a stop light or at least a flashing yellow light. (4)

4. There needs to be a more gradual transition to the one travel lane at the end of the westbound passing lanes (near milepost 24)

5. Near the bridge in Mehama, future road improvements (possibly additional travel lanes) could make the rainwater run-off problem worse.

6. Speeding cars are a problem. (2)

7. Don't want any billboards in Mill City. (3)

8. Need four lanes all the way through Mill City (3)

9. Just west of Mill City (milepost 29), there are many tall trees near the highway, which keeps the road icy more than other sections of the highway.

10. There is a lack of westbound passing lanes between Mill City and the Santiam Junction (4).

11. The highway needs slow-moving vehicle pull-outs.

12. The road through the Maples Rest Area could be used as an alternate road (frontage road?).

13. Just east of Gates (near milepost 35) westbound, there is a sudden bend in the road which needs to be straightened out.

14. In Gates, exhaust fumes from the vehicles on Highway 22 drift over to Central Avenue, making it unpleasant for the residents in that area. Maybe trees or bushes next to the highway would help the situation. 15. The speed limit on Highway 22 in Gates is 45 mph except on the east side, just before you get out of the city limits, where the speed limit is 55 mph. The speed limit needs to be 45 mph through all of Gates.

16. A center turn lane is needed on the east side of Gates from Gates Hill Road to the city limits.

17. It would be a good idea to set up a toll booth on Highway 22 east of Gates. The revenue generated at the toll booth could be used to make local street improvements and promote economic development.

1. A residential development in or near ldanha is about half built and will have about 25 houses total build out. It will possibly have three access points on Highway 22.

2. The travel lanes on Breitenbush Bridge (49.84) are narrow. The angular concrete curbs abutting the travel lanes are about eight inches high and at night are the same color as the travel lanes. It is easy at night for someone to sideswipe the curb with their tires, which would then cause them to jerk or bounce over to the other travel lane, possibly hitting an oncoming car.

3. There are grade and sight distance problems at intersection of Detroit Avenue and Highway 22.

4. Pedestrian safety on East and West Forest Street in Detroit is a concern.

5. The sunken grades near Detroit Lake need to be permanently fixed. ..It's dangerous and over the years, ODOT crews are having to fill it more frequently. (5)

6. The Blowout Road intersection with Highway 22 is a current STlP project. If the intersection is moved further west (which is one of the alternatives) it will take out a passing opportunity. 1. The Whitewater Bridge is too narrow.(milepost 60.79)

2. The rockslide area just west of the Santiam Pass (between milepost 77 and 80) needs to be improved.

3. The tight curve in highway just west of McCoy Creek bridge (milepost 57) needs to be straightened out a little.

4. The speed limit through Marion Forks Need needs to be reduced. It is 50 mph through there now.

1. At the Highway 242 (McKenzie Highway) and US 20 intersection in Sisters there are general safety and circulation problems.

2. The city of Sisters should change the US 20 alignment through town to a couplet street system. (Comment made at the Bend Open House)

3. Traffic through Sisters bottlenecks on weekends and during peak events.

4. More passing lanes needed on each side of Sisters.

1. Just east of Sisters, near milepost 3 and 4, passing lanes are needed.

2. Is any highway widening (US 20) planned in the Plainview area? (Fryrear Road to three miles west).

3. When making left turn on to Fryrear Road, (East of Plainview the traffic behind you does not have time to slow and often goes off on to the right shoulder of the road (2).

4. When making left turn on to lnnes Market Road (just east of Plainview around milepost 9.72), there is a dip in the highway. The dip causes the oncoming vehicles to go out of sight for a few seconds making it unsafe to turn there. 5. Add "DEER" incident eventslrates to reader board. There is a mobile ODOT electronic reader board located near Sisters that warns motorists of upcoming traffic hazards. The board could also indicate to motorists the number of deer killed that day.

6. Regarding the Parkway construction in Bend, are there plans for the US 20 connection to the Parkway?

Corridor-wide Comments

1. There is a lack of turning lanes in the corridor.

2. Need more traffic signals in the corridor.

3. Motorists are concerned about falling rocks on the roadway (2)

4. Cars are speeding through the towns in the corridor.

5. There is too much tourist traffic in the corridor.

6. School bus stops on the highway is a safety issue.

7. Commuter traffic makes the highway congested.

8. There are unsafe local intersections on both Highway 22 and US 20.

9. Many of the trees along corridor need to be thinned out.

10. As a safety measure, cell phone coverage between Santiam Junction and Detroit needs to be improved.

11. Passing lanes need to be added at appropriate locations (2)

12. A traffic violation camera or radar speed board is needed.

13. The corridor passing lanes are too short.

14. Some of the impatient drivers are passing in an unsafe manner.

15. Make the speed limit 45 mph between Salem and Bend. Remove all of the passing lanes. Put signs on the corridor reading, " X number of people have died on the highway in the next X miles - will you be next?". Local Jurisdictions and Affected Agencies Comments

As part of the process for development of the corridor strategy, meetings with the local officials and affected agencies were conducted along the corridor. Representatives of cities, counties, and other agencies were asked what are the major issues they have with the highway corridor.

Comments are broken down by corridor segment, starting in Salem and continuing southeast to Bend.

Conversation with Mark Becktel, Citv of Salem:

1. The City would like the intersections of Hawthorne Avenue, 1-5, Cordon Road, and Lancaster Drive looked at in a comprehensive manner (with respect to interchanges).

2. As the communities along the corridor grow, traffic will grow on Highway 22 through Salem - Mission Street, Pringle Parkway, Trade Street, and Ferry Street. Therefore, the city of Salem would like to see transit services to those bedroom communities.

Conversation with Cindv Schmitt, Marion Countv:

1. The Tunnel Creek bridge is too narrow.

2. The acute angle of the Old Mehama Road intersection (east end) creates sight distance problems.

3. Between Detroit and Idanha, some road sections have no or narrow paved shoulders, especially near the weigh station.

4. Some of the turnouts in the corridor are drop-offs. It is not safe to have turnouts inside of curves.

5. The new turn lane onto the westbound Highway 22 on-ramp at the Silver Falls interchange coming from the north is awkward. The curve is so tight that a person almost has to bring their vehicle to a complete stop to make the turn. Hope this is not permanent. Meetina with Marvann Hills, Jon Lukenbauah, and Robert Lonq, Citv of Aumsville:

1. There used to be an informal park-and-ride lot at the southeast corner of the Highway 221Shaw Highway interchange. The City would like a formal park-and-ride lot built there as part of the current highway construction. The park-and-ride lot is in the floodplain.

2. The City is concerned about getting access to the industrial zoned property at the southeast corner of the Highway 221Shaw Highway interchange. It appears that trucks would have to make a really sharp turn on this exit ramp.

3. At the Highway 221Shaw Highway interchange, ODOT needs to open the westbound on-ramps as soon as possible. This would alleviate some of the traffic problems now occurring on Aumsville Highway (Eleventh Street).

4. There needs to be a sign placed on Highway 22 west of Silver Falls exit to indicate "Aumsville Highway" and not just "Aumsville," as the City is trying to bring less traffic down its school zones and wants traffic to use the new Aumsville exit at the Shaw overpass. Aumsville Highway (Eleventh Street) is heavily traveled and First Street is not.

5. The Willamette Valley Railroad track at-grade crossing on Highway 22 is dangerous. The train crosses the highway at about five mph two times per week (Tuesdays and Thursdays). There needs to be some type of advance warning to motorists on the highway that there is a train ahead. Motorists need time to slow down.

6. A stop sign is needed on the Shaw and First Street side of the Aumsville exit so that traffic on First Street has to stop. Traffic coming into Aumsville from the exit onto First Street would not have to stop. In this way, there would be no backing up of traffic on Highway 22 at our exit during the peak traffic hours.

Conversation with Lee Hazelwood, Citv of Stavton:

1. Some of the new federal funding from the Transportation Equity Act of the 21"' Century should be used to speed improvements for the phase II - Joseph Street to Stayton project. meet in^ with Mariorie Mattson. Citv of Sublimitv:

1. The City is concerned that the Oregon Gardens project will increase traffic through Sublimity on Cascade Highway.

2. improvements to Highway 22 will increase stormwater runoff affecting the City's sewer lift station on the south side.

Joint Citv Council and Plannina Commission Meetina, Citv of Lvons:

1. Recently, the City and local wood mill owners sent a letter to Don Jordon at ODOT. The letter contains a request to lower the speed limit from 55 mph to 45 mph on Highway 22 between the intersection with North Fork Road and the Highway 226 intersection. The slower speed is needed to make it easier for trucks turning left on to Highway 22.

2. A stop light is needed at the intersection with Highway 226. Sometimes in the summer, you have to wait 15 to 20 minutes to turn left onto Highway 22 (because of the continuous stream of cars). About 300 trucks per day go through this intersection. Cars don't slow down. Cars turning left onto Highway 22 use the center left-turn lane as a merge lane.

3. There have been several accidents on Highway 22 between the intersection of Highway 226 and Hardwood Components (a business on the north side of Highway 22 about one mile west of intersection with Highway 226).

4. More law enforcement presence is needed on Highway 22. Where are the State Police? Toward Stayton, cars slow down because Marion County Sheriff cars patrol that area.

5. In the summer and on weekends, it is hard for vehicles to turn left onto Highway 22. In making this turn, some cars use the center left-turn lane to merge into the westbound traffic.

Conversation with Dennis Conrad, State Police

1. The Highway 226 intersection in Mehama is unsafe and has had its share of accidents. There is a possibility that someday a car going through this intersection on Highway 22 will slide under a two-trailer lumber truck turning left onto Highway 22 or turning right on to Highway 226. There needs to be a right-turn lane for vehicles turning right on to Highway 226. Some eastbound cars swing left into the center left-turn lane to avoid slowing down more than they have to. 2. There are no plans to increase the number of patrol cars on Highway 22 in the next five years. Presently, there are three patrol officers and one game officer in the Highway 22 area from Joseph Street up to the Santiam Junction.

Conversation with Steve Michaels. Linn Countv:

The Whitewater Bridge is old and narrow and needs to be replaced.

Conversation with Jav Grant, Bureau of Land Manaaement (BLM)

.BLM1s only concern with respect to the corridor study is Fisherman's Bend Park (milepost 28.43). The park, which is just west of Mill City, is owned and operated by BLM. The RV waste water dump facility at Fisherman's Bend Park, is temporarily closed. According to the BLM staff that manages the park, the dump facility had to be closed last year because of problems with the drainfield. The facility was experiencing a lot of use because of the closures of other RV dump facilities (see Oregon Parks & Recreation comments - segment three). BLM staff hope to fix the problem and have the facility open this spring.

Meetina with Marv Smith and Anne Carev. Citv of Mill Citv and O~enHouse comments from Tom Burns

1. Just east of intersection with First Avenue at milepost 30.30 going east, the highway curves to the south because of the rock wall on the north side of the highway. The pavement is narrow around this curve. Adjacent to the south side of the highway are two restaurants, a pizza parlor, and another eatery, all of which have less than adequate head-in parking facilities off the highway.

The City is trying to go forward with a project to connect Wall Street to Alder Street. Wall Street is a short street stubbing off of First Avenue and goes up the hill to the east, parallel to Highway 22. East of Wall Street and the restaurants is Alder Street, which runs parallel to Highway 22 and intersects-ihe highway at an acute angle. The City wants to extend Wall Street to the east, connect with Alder Street and make a new 90 degree T-intersection with the highway. According to the City, this connection would provide residents on the east side of town with a shorter route across the river to the other side of town, reduce the amount of traffic at the First Avenue intersection, and allow development to occur on the south side of Alder Avenue.

2. Better access to Highway 22 from 1"' Avenue is needed, especially for westbound traffic. Possibly widen 1"' Avenue to provide for left and right turn lanes. Also need a left turn lane on Highway 22 at this intersection.

Meetina with Roxanne Emerson, Jetta Stevens, Grea Benthin, Citv of Gates:

1. Restore the RV waste water dump station at the Maples Rest Area. It's been closed for three years. Some RV'ers continue to dump even though its closed, and you can smell it sometimes. According to the City, the RV dump site near Fisherman's Bend Park is also closed.

2. Need to create a safe zone to walk across the highway in Gates, using a combination of yellow flashing lights, a marked crosswalk, and some signs, such as "Caution, watch out for pedestrians." (Intersection of Gate Hill Road, speed limit 45, crosswalk paint is worn out. There is an informal park-and-ride lot on the south side of this intersection.)

3. The Oregon Gardens project will create more traffic on Highway 22.

4. East and west of Gates is a flooding problem. More culverts are needed, specifically at Thistledowns and at the Frontier. There is no storm drain system (or sewer) in Gates. The road gets washed out just before you get to Mill City (from Gates). Water sits on the road in some places.

5. Dangerous right turn at Eagles Nest (restaurant).

6. There are no wide paved, pull-out areas for slow-moving cars between Mill City and the Maples Rest area. Business owners don't like cars pulling over in front of their businesses.

7. There is no landscaping near the highway through town.

8. The City would like a scenic byway designation on this part of Highway 22.

Conversation with Jim Mair, Oreaon De~artmentof Forestrv:

In the corridor area, the Department of Forestry manages the Santiam State Forest, which is divided by Highway 22 in Niagara. Besides managing the growth and sale of trees, the department also fights forest fires. In this area, they have a facility at the northwest corner of Highway 22 and North Fork Road In the summertime, especially on late Sunday afternoons, there is usually a line of cars on North Fork Road waiting to turn right on Highway 22. At the intersection, there is a flashing yellow light for Highway 22 traffic; but cars still travel pretty fast through this area. The driveway to the Department of Forestry is located about 50 feet north of the intersection. The problem is that when traffic is backed up, it makes it difficult for the fire trucks to get out of the driveway. One possible solution may be to construct a westbound acceleration lane which would help the traffic on North Fork Road merge into the Highway 22 traffic flow.

Meetina with Eric Westerfield, Monaold Office. Oreaon Parks & Recreation:

Within the corridor, Oregon Parks & Recreation manages the North Santiam Park, the Maples Rest Area, and the Detroit Lake State Recreation area. The Detroit Lake State Park has 31 1 campsites. North Santiam Park is a day-use facility, but the State plans on adding campsites and group areas within the next five years. In the future, the department plans to construct about 100 cabins at Detroit Lake State Park. In approximately five years, they would also like to convert the maintenance shop/managerls residence at milepost 47.69 to a day use area. This site is next to Tumble Creek which is identified as a great recreational and fishing area. The Parks Department estimates they will construct about 60 to 100 parking spaces there.

2. The Oregon Parks & Recreation Department had to shut down the RV waste water dump station last year at the Maples rest area because of overuse. Liquids were coming up to the surface. The RV waste water dump stations at the Wilsonville and Jefferson rest areas on 1-5 were shut down two years ago. The Maples RV waste water dump station will probably be open on Sundays for a few hours in the late spring. The State wants to. coordinate construction and maintenance of a new RV waste water dump station with the Forest Service. Occasionally, an 18- wheeler pulling out of the rest stop hits the stop sign located at the entrance road.

3. The Parks Department realizes that more boat trailer parking is needed at Mongold. Currently, there are about 120 boat trailer spaces at Mongold. Within the next ten years, the department hopes to add about 100 more boat trailer spaces. They are working on a land swap with the Forest Service for the property just west of the existing boat trailer parking area. 4. A bike trailtfoot path is needed from the campgrounds on the north side of the lake to the City of Detroit. During the summer, many campers walk or bike to the stores in Detroit to purchase food, camping and fishing supplies. The biggest safety concern with this travel movement is when pedestrians and/or bicyclists cross the Breitenbush Bridge concurrently with vehicle traffic. The travel lanes on the bridge are narrow and do not provide very much room for this type of activity.

5. During the summer, it is difficult for visitors to exit the Detroit Lake State Park (milepost 48.48). At the entrance, there are three lanes into the park and one exit lane. There is also a left turn pocket at this intersection, a wide shoulder on the eastbound side but no westbound merge lane or acceleration lane. When trying to make a left turn as they leave the park, there is a visibility problem for motorists looking west.

Meetina with Martha Millican, Citv of Detroit:

1. The City grows from 345 residents in the winter to about 3,000 residents in the summer. About 15 percent of the residents commute to the Salem area.

2. A new sewer system for the Detroit-ldanha area is planned. Around Clifford Avenue and other parts of town, the sewer system will allow about 50 lots to develop in the near future.

3. Next year, the City will start Periodic Review of their Comprehensive Plan.

5. There are two seismic faults that contribute to the sunken grade problem. One is at the viewpoint. One night, the pavement sank four inches.

6. Forest Street connects the two sides of Detroit split by the highway. There is a pedestrian safety problem there. The City wants a traffic light there.

7. There is a pedestrian safety problem at Meyers Street.

8. On the south side of Highway 22, the three-way intersection with Detroit Avenue is an acute angle. At the intersection Detroit Avenue is lower that the highway grade. If you are trying to make a left turn onto Highway 22 from Detroit Avenue, there is a visibility problem. As you look to your right (east) to see if it is clear, the highway slopes up making it difficult to see very far up the road. Cars travel very fast through this stretch of the highway. The City of ldanha falls within two corridor segments. For study purposes, a// ldanha comments and issues are in Segment three.

Citv Council Meetina, Citv of Idanha:

Major accidents occur around the intersection of Blowout Road. Blowout Road provides access to many Forest Service camp sites on the south side of Detroit Lake. A pipe under the highway creates a hump east of the intersection causing a visibility problem for vehicles turning left onto the highway. People speed over the hump at 80 mph. A left-turn lane is needed here and the hump needs to be taken out. A street light is needed at the intersection. At night three-wheelers and four-wheelers from the campsites drive through this area.

2. Just west of Blowout Road is an access road to the Santiam Flats campground. The access there is terrible; it is a hair-pin turn. The City would like to see this access closed off and a frontage road constructed along Blowout Road.

3. There is a lot of log truck traffic through Idanha. Cars speed through town and even pass vehicles in town. A center-turn lane is needed in town.

4. The City wants a permanent fix to the sunken grade problems near Detroit Lake.

5. More westbound passing lanes are needed. There are none until Mill City. Possible location: near ODOT Maintenance shed or east of town.

6. Because there are many recreational uses in the area, there are more people riding bicycles in the area. In some places the paved shoulders are not wide enough to ride a bike on. The paved shoulders should be at least four feet wide.

7. An ldanha Downtown Master Plan is in the works. The plan focuses on commercial development on the south side of Highway 22. The City is currently working with ODOT on access issues and highway treatment.

Conversation with Wavne Hunt. Oreaon De~artmentof Fish & Wildlife

As there are no specific highway improvement projects recommended yet for the corridor, his department does not have any concerns or issues at this time. Conversation with Rich Guadaaon, U.S. Fish & Wildlife Service

As there are no specific highway improvement projects recommended yet for the corridor, his department does not have any concerns or issues at this time. In addition, there are no wildlife refuges within the corridor.

Conversation with Dick Cassidv, U.S. Corm of Enaineers

As there are no specific highway improvement projects recommended yet for the corridor, his department does not have any concerns or issues at this time.

Conversation with Scott Wilson. Cascades West Council of Governments

No particular comments at this time. Comments from Linn County, Mill City, and Lyons should cover the issues.

Meetina with Dani Rosetti, Willamette National Forest:

1. The Forest Service realizes the need for more passing opportunities on Highway 22 between Mill City and the Santiam Pass. If passing lanes are considered, the following potential environmental impacts need to be addressed:

Impacts to the Santiam River, riparian areas, Late Successional Reserves (areas where it is important to maintain old growth forest, Spotted Owl habitat, and associated species). Also, the existing highway east of Gates up to the Santiam Pass is adjacent to the old railroad grade, which is of historical and cultural importance.

2. The intersection with Big Meadows Road (milepost 75.89) is a safety issue. Up this road is the Big Meadows Horse Camp, which has nine campsites and is used by many visitors that bring their horses to ride the back country trails.

At this intersection, eastbound cars turning left onto Big Meadows Road sometimes stop in the passing lane if they need to yield for westbound traffic. The intersection is located just after the passing lanes begin. This turning movement in the passing lane creates an unsafe situation. More parking is needed near Big Meadows Road. This area is popular for Nordic Skiing. The Forest Service would like to build a 10- to 15- car paved parking lot on their land. ODOT needs to approve it and then maintain it with the snowplow.

3. The Whispering Falls Campground (milepost 58.54) entrance is a "T"- intersection located on the south side of Highway 22 on a curve. There is poor sight distance for westbound traffic. There needs to be a left turn, or the entrance needs to be moved. There are 16 campsites at Whispering Falls.

4. According to the Forest Service, the chain-up areas near milepost 74.1 are going to be widened by ODOT. The Forest Service is waiting for ODOT to submit the improvement plans to them for review.

5. The Whitewater Bridge is narrow and is a safety issue. Just east of the bridge is the Whitewater Road intersection (milepost 60.59). The intersection is on a curve that creates sight distance problems for eastbound cars turning left onto Whitewater Road The intersection also has a leg to Whitewater Road that is used by cars coming from the east or for those cars turning left on to Highway 22. Whitewater Road provides access to a trailhead to the Pacific Crest Trail and the Mt. Jefferson Wilderness Area.

6. There is traffic congestion around Marion Forks. The Marion Forks Road intersection is on the east side of Highway 22 at milepost 66.40. This road provides access to 15 campgrounds and a fish hatchery. Just north of this road is another road that provides access to approximately 18 homes. On the other side of the highway is the Marion Forks Restaurant and a fire guard residence. A center left-turn lane or a left-turn lane is needed.

A hump in the road caused by drainage pipe has created sight distance problems at the Blowout Road intersection. This road provides access to three major campgrounds, approximately 135 campsites, and 72 summer homes on the south side of Detroit Lake. The Forest Services is aware that the Blowout Road (milepost53.10) intersection is a STlP project scheduled for 1999. A left-turn refuge for westbound traffic and grade change is proposed. The grade will either be raised at the intersection, or the intersection will be re-located further west. The Forest Service says one option might be to close off the existing intersection and use the gravel road alignment rerouting Blowout Road to the eastern scale station access. 8. More parking is needed at Woodpecker Road (milepost 61.89). This gravel road provides access to a rock pit, just off Highway 22, that is a popular place for snow playing such as sledding and tubing. The Forest Service wants to develop a parking lot with 15 to 20 spaces in this area.

9. More traffic is expected on Straight Creek Road (milepost 69.24). This paved road, just east of Marion Forks, turns into Quartzville Creek Road. The road was just recently designated as the Quartzville Back Country Byway and continues west for 50 miles to Foster Dam. Quartzville Creek is a nationally designated Wild and Scenic River.

10. The Forest Service is concerned about the closure of the RV waste water dump facility at the Maples Rest Area, which is owned by ODOT and operated by Oregon Parks & Recreation. The campgrounds at Detroit Lake State Park have RV waste water hook-ups, but Park officials discourage RV'rs from dumping a full holding tank into the campsite connection. Staff at the Detroit Lake State Park indicate that their RV waste water dump facilities are being overused because there are no other facilities in the area. (see Oregon Parks & Recreation and BLM comments)

11. The Forest Service feels that a rest stop is needed east of Detroit. Some visitors use the restroom facilities at the Whispering Falls and Riverside campgrounds and the snow-parks, which are not designed for the additional use and do not have temporary parking.

The Forest Service indicates that more boat trailer parking is needed at Mongold State Park on Detroit Lake. This is the only public boat launch facility on the lake. The Forest Service has a small boat launch facility on the south side of the lake, but it is intended for visitors that stay at one of the three campgrounds on the south side. The summer months are the peak season for visitors to the recreational facilities around the lake. When the boat trailer parking spaces are full at Mongold, visitors park their boat trailers at trailheads, viewpoints, and along the highway.

Conversation with Rick Saul, Hoodoo Ski Area

Rick Saul said that right and left turn lanes are needed at Big Lake Road. Eastbound vehicles turning right on to Big Lake Road do not have a right turn lane to slow down in. In the winter, some cars do not slow down enough to make the turn and end up sliding across the intersection and running into the snow bank at the southeast corner of this "T" intersection. One option he suggested may be to make the right travel lane on US 20 west of the intersection wider.

Another issue mentioned by Rick is the overhead sign across Big Lake Road just south of the US 20 intersection. The sign informs motorists that snowpark permits are required during the winter season. Rick says that the sign is too close to the intersection which makes it difficult for some motorists to see it. He would like the sign moved further back (south) about one-half mile to make it more visible.

Conversation with Mike McHanev. Jefferson Countv

Mike will bring comments to the February 23"' Corridor Planning Management Team meeting.

Conversation with Terrv Luther. Confederated Tribes of the Warm S~rinas. Reservation

Terry will send written comments or attend the February 231d Corridor Planning Management Team meeting.

Meetina with Rick Dustin, Deschutes National Forest

The Corbett snow park (milepost83.75) is also used as access to a trail to Blue Lake and Corbett State Park. The restroom facility there is experiencing a lot of use by motorists in the summer time. This is primarily because the only rest stop on the corridor is the Maples Rest area, 50 miles to the west. The Corbett restroom facility was not designed to accommodate the heavy usage it now experiences. The restroom facility is old and needs to be replaced. The National Foresx. Service budget' has decreased but the restroom maintenance costs have increased. One solution may be for ODOT and the Forest Service to create a partnership, which would fund replacement and maintenance of the snow park restroom facility.

2. The Suttle Lake area is a major recreational site containing four campgrounds, Suttle Lake Resort, a girl's camp, a religious youth camp, and private homes. On a weekend day in the summer, there are up to 4,000 visitors in this area. The access to most of these facilities is Suttle Lake Loop Road (milepost 87.31). The resort takes access off Suttle Lake Marina Road, a quarter of a mile west on US 20. The owners of the resort want to improve access, add more lodging, and a restaurant.

Suttle Lake and Dark Lake drain into Lake Creek, which flows northeast under US 20 near Suttle Lake Loop Road. A few miles east, the creek flows into the Metolius River just north of Black Butte. The water quality is exceptional and considered prime spawning grounds for Bull Trout, Chinook and Sockeye Salmon. The cinder used by ODOT to provide traction on the highway during the winter months ultimately runs into the lakes damaging the spawning grounds.

The snow that is plowed off the highway near Corbett Snow Park is pushed into mounds along the south edge of the parking area in the Mt. Washington View Point. At the lower points of the parking area, the snow buildup melts, flows down, and erodes the hillside.

There are many accidents at Suttle Lake (milepost 88), especially eastbound, coming down the hill. The horizontal curve is too sharp. Some of the trees near the highway have been cleared to remove some of the shade, which slows the melting of ice and snow on the highway.

At Indian Ford Road (milepost 94.91 ), there is a possible sight distance problem for cars trying to get onto the highway. The problem is that you cannot see very far to the right (uphill), and cars are traveling fast through this section of the highway.

This summer, at the junction of US 20 and Highway 242 (west side of Sisters), the Forest Service will begin construction of the Eastern Portal. This visitor facility will consist of an information center, restrooms, and 11 parking spaces. The Eastern Portal will be the entrance to the scenic byways in the McKenzie-Santiam area.

The Forest Service will probably put into their master plan a Three Sisters viewpoint on the south side of US 20 near mile post 94 (just east of Black Butte Ranch Road). The viewpoint facility may also include a short trail through a stand of aspens.

Conversation with Eric Brown, State Police

Eric Brown, a State Police Officer, had a few comments about US 20 west of Suttle Lake. Eric was not surprised that US 20 at Hog Rock is one of the SPlS top ten percent accident sites. He said that every year someone gets killed there. Its usually occurs in the spring, when there is some loose gravel on the road. Most of the time it is an eastbound car going up the hill in the passing lane that looses traction and slides into the westbound lane resulting in a head-on collision.

Another comment Eric made is that the lane markings up on the pass need to be painted. There is a sign post up on the pass west of the Corbett Snowpark that indicates the number of travel lanes in each direction (it is white with black arrows on it). The problem is that when it snows, the snow sticks to the sign face and covers it up.

Eric also mentioned that the traction device requirements on the pass are confusing to motorists and truckers.

The City of Sisters falls within two corridor segments. For study purposes, all Sisters comments and issues are here in Segment five.

Meetina with Neil Thom~son,Citv of Sisters

Most of the growth in the Sisters area will occur on the north side of town. A public sewer system was just approved in the City that will allow the development of smaller residential lots within the City. Currently, lots need to be one-half acre in size to permit use of a septic tank system.

US 20 is the principal east-west route through Central Oregon, and the principal route for autos and trucks from the Willamette Valley to Central Oregon. All traffic passes through downtown Sisters. During the summer and weekends, traffic on the highway through town is congested. This is especially true during those weekends the City has a special event going. on, such as the Rodeo or the Quilt show. There are approximately 13 weekend events. According to the City, the biggest problem is with westbound traffic.

In the early 1990's, a proposal to develop a couplet type of street system to help mitigate this problem through town was narrowly defeated by the City Council. In 1997, the City experimented with weekend traffic flow by testing a northern alternate route through town to reduce westbound congestion on Cascade Street during some busy weekends. Public meetings were held beforehand to get the community involved in the experiment. A northern route was selected because it consisted primarily of streets serving commercial and industrial land uses. The more dense residential development is on the south side of the city.

During four weekends with special events, directional signs were set up at various locations to inform westbound motorists of the alternate route. The alternate route consisted 'primarily of Locust Street, Main Street, and Pine Street which led traffic to US 20 just north of the city limits.

City officials considered the northern alternate route test a success. Westbound traffic backed up less than usual on a weekend with a special event, and the businesses in the downtown area had record sales.

The City has a TGM grant to develop a TSP this year. A northern alternate route for westbound traffic and a southern alternate route for eastbound traffic will be planned for in the TSP. The route will begin at the easterly extension of Jefferson Avenue, continue north for about one-half mile, take a westerly alignment near the northern UGB, and connect to US 20 at the entrance to Ponderosa Motor Lodge.

The southern alternate route (primarily for through eastbound traffic) will begin at the Forest Service property between the junction of US 20 and Highway 242. Completion of the alternate route system involves a joint effort between the City of Sisters, private land developers, the Deschutes National Forest Service, and ODOT. The City feels that the alternate routes will reduce the amount of traffic on Cascade Street (US 20), and they would like ODOT to assist in the development of the intersections with US 20 needed for the alternate routes.

meet in^ with Steve Jorgensen, Deschutes Countv

1. Over the next 20 years, increasing traffic volumes west and east of Sisters may necessitate additional passing lanes.

2. The intersection of Highway 242 and US 201126 on the west side of town is unsafe. The intersection is sharply skewed, creating sight distance and turning constraints. Vehicles, including school buses, heading west on US 20 in Sisters, have to turn left across increasing volumes of eastbound traffic to access Highway 242.

3. The intersection of US 20 and Highway 126 on the east side of town is unsafe. The intersection is sharply skewed, creating sight distance and turning constraints. Existing ODOT truck scales are situated just west of this intersection. Eastbound trucks pull in to the scales on the south side of US 20 before the intersection. Trucks going east onto Highway 126 must then make an awkward and unsafe maneuver to cut across US 20 to continue east on Highway 126. (This intersection is in the STlP and is identified as an intersection revision.) 4. The intersection of Cook Avenue (Cline Falls Highway) and O.B. Riley Road (on US 20 in Tumalo) is a traffic congestion and safety issue. Last year during public meetings on a Transportation Growth Management (TGM) project in Tumalo, this intersection was the number one issue in the community. However, a solution to this issue was not identified at the time because it was outside of the consultant's scope of work. Although it was not covered by the TGM project, the issue was to be addressed in the draft Deschutes County Transportation System Plan (TSP). The intersection is sharply skewed, creating sight distance and turning constraints. Traffic is increasing on Cook Avenue and there is an active surface mine on the south'side of US 20 at this intersection. This intersection will eventually require a grade separation. ODOT, the County, and adjacent property owners are currently working on preliminary engineering plans to address the problems.

5. Increasing traffic volumes indicate that the intersection of Old Redmond- Bend Highway and US 20 may eventually require a grade separation. The south leg of the intersection connects to O.B. Riley Road The intersection is on the County's list of top ten accident sites. Currently, there is no active study underway on this intersection, but it is identified as a future project in the draft Deschutes County TSP.

6. Increased residential development between Sisters and Bend is slowly adding additional local access roads and direct driveway access onto US 20. The eventual reduced level of service on the highway will have a negative impact on county roads in the area.

Conversation with Rick Root, Citv of Bend:

The "Golden Triangle" in north Bend is bordered by US 20 to the west, Cooley Road (milepost 17.49) to the north, and Highway 97 to the east. This area is developing as a regional commercial center and includes the Mt. View Mall. Approximately 25 percent of the land in the triangle is developed, and the remaining land will probably develop soon. The entrance to the mall off US 20 is at milepost 18.10. On the Highway 97 side, Robal Road, runs west into the center of triangle.

Although most of the north end of the new parkway through Bend is now complete, the parkway does not provide a smooth transfer for northbound traffic to US 20. To get on US 20, northbound traffic must turn left on Empire Boulevard south of the junction of US 20 and Highway 97 or continue to drive north to Highway 97 and turn left on Cooley Road. In the next few years, ODOT may-construct a fly-over ramp from the parkway to US 20 for northbound traffic. The ramp will likely merge into US 20 south of Cooley Road.

Sometime in the near future, as part of the parkway project, ODOT will extend Robal Road west to US 20. When this occurs, ODOT will close off the mall entry road on US 20 and use Robal Road for mall access.

As a future project, the City is considering extending Robal Road west of US 20, then curving it south down to Empire Boulevard. This new north-south collector street would provide access to the properties between US 20 and O.B. Riley Road and extend the City's grid street system. If the City creates a four-way intersection at Robal Road and US 20, ODOT will want the intersection to be grade separated.

North Santiam Highway 22 Association Comments

Included as comments during the public involvement process is the latest project list from the North Santiam Highway 22 Association. The association was formed about ten years ago and is comprised of residents and elected officials of Stayton, Aumsville, Detroit, Idanha, Gates, Mill City, Lyons, Marion County, and Salem. The association's mission has been to identify and build support for highway improvements projects they feel are needed. Listed below is the association's 1996 Construction Priorities.

Provide access to Cordon Road from the highway. (Note: this project is outside the study limits of this corridor study).

Complete Phase II of Highway 22 construction overpass at Fern Ridge Road.

Improve intersection with Highway 226 in Mehama.

Widen the highway in Mill City at milepost 30 (rock wall) to accommodate a center turn lane.

Cut rock wall and straighten out the curve at milepost 35 (east of Maples Rest area.)

Fix the sunken grade at milepost 46, next to Detroit Lake.

Construct a center lane through Idanha. Take out the hump in the highway east of Blowout Road (milepost 53.10).

Construct a left turn lane at Big Meadows Road, east of Marion Forks (milepost 75.89).

Reconstruct the North Santiam Bridge (milepost 75.6). (It's narrow)

Truck and Rail Freight Comments

Trucks

The Oregon Trucking Association (OTA) was contacted to obtain comments on the Salem to Bend corridor. Each week the OTA faxes a newsletter to OTA members, which consists of the major motor carriers in the state. One of the newsletters published in December, 1997, featured a notice about the corridor study and requested comments about trucking issues in the corridor. A copy of the notice is presented on the last page of this section.

Freres Lumber is a company in Lyons that manufactures veneer and other ' wood products. They run many trucks between Salem and Lyons, including flatbeds, chip trucks, and log trucks. A representative of Freres Lumber indicated he would like to participate on the Corridor Planning Management Team (CPMT).

One of the major motor carriers driving the entire corridor is Waremart. According to a Waremart truck dispatcher, they have seven to ten trucks per day that run the corridor. Some of the major truck issues raised by the Waremart representative are:

1. More passing lanes are needed; westbound - Santiam Junction to Mill City, eastbound - Detroit to Santiam Junction, and in both directions on each side of Sisters.

2. Congestion going through Sisters is getting worse.

3. More areas are needed to chain-up and to take chains off between Jack Lake Road and Corbett Snow Park. The chain-up areas do not necessarily have to be paved, but the surface needs to be hard packed and plowed by the snow plows. The existing chain-up areas only -- provide enough space for a couple of trucks.

Westbound trucks need more places near Santiam Junction (milepost74.80) to take chains off. If there is no place available, drivers will keep driving until they find a safe place to pull over and take the chains off. Not providing enough areas to take chains off means more trucks driving on bare pavement, which wears out the pavement quicker.

Rail Freight

Mike Root, owner of the Willamette Valley Railroad, was contacted to provide comments on rail operations in the corridor. The Willamette Valley Railroad is a short line rail service with two lines that traverse the west end of the corridor. See the Existing Conditions chapter for more information about rail facilities and operations. The rail service in the corridor is underutilized.

Many of the lumber mills in the Santiam Canyon use the large two-trailer trucks (weight limit 105,000 pounds) to transport wood chips to buyers in the Willamette Valley. According to Mike Root, this freight movement operation can be done cheaper by using the existing freight rail services and would take a lot of heavy trucks off the highway. In some places, like parts of California, these types of trucks are limited to a maximum weight limit of 80,000 pounds to reduce roadway wear and tear.

The West Stayton Branch trackage, between East Salem and Stayton, built in the 1880rs, is old and worn out. There are no funds available to fix the tracks.

It is difficult to educate the shippers on how rail service can be an advantage to them. Another constraint is the land use planning process. In some cases, cities are competing against each other for industrial property. ODOT planners need to look more at freight rail operations and investigate more ways to move more freight by rail instead of truck. Appendix C - Corridor Segment Inventory

Note:

The corridor maps indicate that segment one starts at milepost 1.21. However, the Willamina to Salem Corridor Strateav completed in 1996 included all of Highway 22 east to Deer Park (Gaffin Road) interchange (milepost 4.03). Therefore, this corridor strategy study area actually begins at milepost 4.03 and not milepost 1.21 as shown.

Please refer to the map legend on the next page. CORRIDOR STRATEGIES MAP LEGEND EXISTING CONDITIONS FEDERAL FUNCTIONAL FOR FURTHER INFORMATION REGARDING FEDERAL CLASSIFICATION FUNCTIONAL CIASSIFICATION. STATE OTHER CONTACT THE O.D.O.T. REGION OFFICE Interstate Ci Limits Principal Arterial Urban Growth ~oundary Minor Arterial National - State Fo&t Urban Collector - National - State - County Park Rural Major Collector National - State - County Wildlife Refuge Functionally Classed Road Indian Reservation Within Fedeel Aid Urban Boundary Commercial - General Aviation SnctPark Minor Collector Safety Rest Area Weigh Station Local - Public Building - ODOT Stockpile Site Oregon Route - US. Route - Interstate Route Gravel Pit - Quany Bridge Grade Separation National Highway System Route - - I I CENTER LANE INFO. # OF LANES PAVED --a --a SHOULDER Left Turn Lane 1 2 WlDTHS SIDEWALKS I --- Continuous Left Turn Lane Painted Median -= over 6' Over 6' i - 4 Non-Traversable Median 3 a I - ____3 4'-6' 4' - 6' ----Does Not Apply- i 3 4 Under 4' Under 4' I STRUCTURE CONDITION ADT (1996) PAVEMENT CONDITIONS SD = Stnrcturallly Deficient -- 0 - 1,400 - - Very Good - 1,500- 2.999 FO = Functionally Obsolete -- .-- Good --- --+ 3,000 - 4,999 ND = Not Deffdent --- Fair ' NA = Not Applicable 5,000 - 9,999 -. - Poor 10,000 - 19,999 - VayPoor ACCIDENT LOCATIONS 20,000 - 45,000 BY MILEPOINT (1994-96) OVER 45,000 I 1 - Accidents 1 A SPIS SiiTop 10% r' 1904-96 PLANNING OPERATIONAL RURAL LAND USE ZONING i Agriculture Natural Resource / '\\ H Historic Si Coastal Non Resource I n Material Source Forestry Park and Recreation Hazardous Waste Producer or ~uspectedsite lndian Reservation ))I' Public Facility Riparian Mixed Ag and RR Rural Commercial Potentiall R ulated Wetland (Area of Jm%rainagel Rural lndustn'al urban 0 Hazardous Waste Rural Residential m water Rural Service Center

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Appendix D - Corridor City Maps

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Salem - Bend

Transportation Facilities and Services

Hiahwavs

This comdor includes OR Route 22 from the junction with Interstate 5 in Salem to the junction with US Route 20 at Santiam Junction and US 20 to the junction with US Route 97 in Bend.

Rail Lines

A Willamette Valley Railway branch line provides rail service to the Aumsville and Stayton areas. OR 22 crosses this branch line north of Aumsville. Another branch line of the Willamette Valley Railway provides rail service on the south side of the North Santiam River to tybns and Mill Ciy.

Airports and Air Passenaer Service

The Salem Municipal airport is located to the west of this comdor near 1-5 (Level 1). No scheduled commercial air passenger service is currently being provided at this airport although the airport is capable of accommodat- ing it. An airport limousine service provides transportation to Portland International Airport.

The following general aviation airports are located in the vicinity of the comdor: Santiam Junction State Airport located to the south of the ODOT maintenance station at Santiam Junction. (Level 4). Sisters Eagle Air Airport located north of Sisters. (Level 4) Bend Municipal Airport located to the east of Bend. (Level 3) Note: The level numbers shown in parentheses identify the state importance levels of the respective airports. -Ports No ports are present in the corridor. lntercitv Surface Public Transportation

No intercity bus service is provided in the corridor to the west of Santiam Junction. Porter Stage Lines runs two daily round trip buses in the of the corridor east of Santiam Junction and Valley Retriever Bus Line operates one daily round trip between Newport and Bend via US 20. Salem is a stop for Greyhound busses providing service in the 1-5 comdor. Bend is a stop for Greyhound and CAC Transportation buses providing service in the US 97 corridor.

Oil and Gas Pipelines

The Southern Pacific oil pipeline and the Northwest Pipeline Corporation natural gas transmission line cross OR 22 east of Salem. Natural gas service is provided to communities along the western end of the corridor. OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 10195

Salem - Bend

Travel In The Comdor

1992 Highway Traffic Volumes* in the Corridor Traffic Volume - (ADTI 0 - 1,999 - - 37 2,000 - 4,999 76.7 61 36 5,000 - 9,999 38.4 31 16 10,000-1 8.7 7 6 20,000 - 29,999 - - 3 30,000 - 49,999 1.4 1 2 >50,000 - - - ''Includes all motorized traffic

1992 Highway Truck Traffic Volumes in the Corridor r, r, Truck Volume Corridor Mileage Corridor Mileage Statewide Average (ADTI (miles) (percent) (percent) 0 - 499 - - 52 500 - 1,499 123.8 99 41 1,500 - 2,999 1.4 1 6 >3,000 - - 1

1972 - 1992 Annual Highway Traffic Growth Rates Growth Rate Corridor Mileage Corridor Mileage Statewide Average (percent) (miles) (percent) (percent) 1 - 1.99 - - 38 2.00 - 2.99 50.9 4 1 46 3.00 - 4.00 74.3 59 16

1992 Freight Movement in the Corridor Travel Mode Freight Moved Notes (thousands net tons) Willamette Valley Railway is a light density rail line Truck ATR 24-01 3 East of Gates ATR 09-014 West of Sisters - - OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 10195

Salem - Bend

Analvsis of &&way Travel Time

Travel Times of Cars and Trucks I.Travel Time Average time Statewide Average MinutesITrip Minuteeile MinuteslMile (carltruck) (carttruck) (carltruck) 1996 170 1 220 1.37 1 1.78 1.36 / 1.80 2016 No Improvements 189 1 234 1.53 1 1.89 1.47 1 1.87 2016 Improvements 135 I184 1.09 1 1.49 1.23 1 1.66 'Al Scenarios Assume High Management

Changes in Travel Times Comparison Time Change Time Change Statewide Average Minutes Percent Percent 'I(car/truck) (carltruck) (carltruck) 1996 to 2016 No Improvements 19 1 14 11 I 6 8.2 1 4.4 1996 to 2016 lmprovements

Comparison of the Effects of Management and Improvements on Time Travel Travel Time Travel Time Travel Time MinuteslTrip Reduction* Percentage of Average All Vehicles MinuteslTrip Maximum Reduction 201 0 0 195 6 10 149 52 85 140 61 100 'Reduction from Worst Case Scenario of No lmprovementslLow Management

Tme Savings* at Various Capacity lmprovement Investment Levels T~meSaved' Time Saved* Statewide Average (thousands) Minutes 1000 Vehicles Hours 1000 Vehicles Hours Per Trip Per Year Per Year $1,000 1 207 108 $5,000 6 906 415 $10,000 11 1734 688 $25,000 19 2744 1159 $50,000 25 3145 1581 $100,000 35 3711 2037 2016 lmprovements vs. 2016 No Improvements

Average Cost of Capacity lmprovements that Compensate for Low Management: $17 Million' "2016 No lmprovemenULow Management vz. 2016 No ImprovemenUHigh Management: (1 00,000135) x 6.

OVERVIEW OF STmwIDECORRIDORS ODOT Review Draft - 10195

Salem - Bend

Motorist Survev Results

Reason for Using Corridor

Commuting To Work Work/Business

Personal Needs I 0 10 20 30 40 50 60 70 80 RPrcent of Faesponses

Frequency of Corridor Use

Daily 2 or More Times Weekly Weekly Twice Monthly Monthly 1-F' Few Times Yearly 1 4

Rercent of Responses

What Users Like Most About Corridor

Scenery I Short Travel Time Safety Ease of Access Other I 0 10 20 30 40 50 60 70 80 Rrcent of Responses Allocation of Discretionary Funds

Travel Time Safety Environment Public Transportation

Other I 0 10 20 30 40 50 60 70 80 Percent of Funds

-- r ~AIIStatwide Corridors 0 Salem - Bend Corridor 1 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 10195

Salem - Bend

Traffic Volume Trends

All Traffic

YEAR

Trucks

YEAR

Automatic Recorder 24-004 Hwy #I62 M.P. 2.82 (East of 1-5) OVERVIEW OF SDU"EwIDE CORN'DORS ODOT Review Draft - 10/95

Salem - Bend

~raffic'volume Trends

All Traffic

YEAR

Trucks y 2,000- % 1,500 -- m

I 1970 1975 1980 198s 1990 1995 2000 2005 2010 2015 2020 YEAR

Automatic Recorder 24-013 Hwy #I62 M.P. 33.69 (East of Gates) OVERVIEW OF STmWIDE CORRIDORS ODOT Review Draft - 10/95

Salem - Bend

Td5c Volume Trends

All Traffic

12.000 l-

YEAR

Trucks

YEAR

Automatic Recorder 09-014 Hwy #16 M.P. 93.19 (Vilest of Sisters) -. OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 10/95 --

Salem - Bend

Automobile and Truck Travel Times

Car

Truck

WSTlNG NO GEOhETRK: CAPACITY GEOMETRIC & IMPROVEMENTS lMPROVEMENTS MPROVEMENTS CAPACITY IMPROVEMENTS OVERVIEW OF STHEWIDE CORRIDORS ODOT Review Draft - 11/95

Salem - Bend

Effects of Management on Travel Times

- .- WSfWG NO NO GEOMETRIC 6 GECMETRIC 6 IMPROVEMENTS IMPROVEMENTS CAPACITY CAPACIM LOW MGMT. HIGH MGMT. IMPROVEMENTS IMPROVEMENTS LOW MGMT. HIGH MGMT. OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 11/95

Salem - Bend

Relative Cost Effectiveness of Saving Travel Time Time Saved Per Day

100.000 150,000 MO.000 CUMULATIVE COST (S000) OVERVIEW OF STmEWIDE CORRIDORS ODOT Review Draft - 10195

Salem - Bend

Relative Cost Effectiveness of Saving Travel Time Time Saved Per Trip

CUhlAlLAME COST ($000) OVERVIEW OF ST-E CORRIDORS ODOT Review Draft - 10195

Salem - Bend

Present and Future Highwav Congestion

1996 - Existing HIGH CONGESTION

LOW CONGESTION 43%

CONGESTION 37%

2016 - No improvements LOW CONGESTION 1 7% OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 10195

Salem - Bend

Relative Cost ~ffective&sof Reducin~Congestion

100.000 150,000

CUMJLATNE COST ($000) OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 11/95

Salem - Bend

Total Yearly Operatiup Costs*

Car 250,000 T 6 200,000 -- 169,130 147,969 146,663 1m,m-- -8- 104.064

1996 2016 2016 2016 2016 WSnNG NO GEOMETRIC CAPACllY GEOMETRIC b WROVEMENTS MPROVEMENTS RllPROMMENTS CAPACITY MPROMMEMS

Truck

------.- WST~NG NO GEOMETRIC GAC~~VGEOMETRIC b IMPROVEMENTS IMPROVEMENTS WROMMENTS CAPACrrY MPROVEMEMS

Total operating cost is the sum of travel time, ownership and vehicle running costs. OVERVEW OF STATEWIDE CORRlDORS ODOT Review Draft - 10195

Salem - Bend

Yearlv Fuel Consumption

Car

30,277 30,331 26,902 27.246 0, 30,m -- g 9 $@-- a = 1o.m --

0 - 1996 2016 2016 2016 2016 =STING NO GEOMFIRIC CAPACrrY GEOMETRIC L MPROMMENTS MPROVEMENTS MPROMMENTS CAPACITY IMPROVEMENTS

Truck

EXISTING NO GEOMETRIC CAPACITY GEOMETRIC L WROMMENTS IMPROVEMENTS MPROVEMENTS CAPACITY IMPROVEMENTS !.-J OVERVIEW OF STNEWIDE CORRIDORS ODOT Review Draft - 10/95

I Salem - Bend

Page Left Intentionally Blank OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 1Of95

Salem - Bend

0 LOW CONGESTION 0 MODERATE CONGESTKIN m HIGH CONGEST~ON

SEGMENTS OVERVIEW OF STATEWIDE CORRTDORS ODOT Review Draft - 10195

Salem - Bend

Highway Conpestion

1996 EXISTING

2016 NO IMPROVEMENTS, HlGH MANAGEMENT

2016 GEOMETRIC IMPROVEMENTS, HlGH MANAGEMENT

2016 CAPACITY IMPROVEMENTS, HlGH MANAGEMENT

2016 GEOMETRIC AND CAPACITY IMPROVEMENTS. HlGH MANAGEMENT 0VER.WOF STATEWIDE CORFUDORS ODOT Review Draft - 10/95

Salem - Bend

Hiaway Congestion

Miles of High Congestion By Section

Miles of Moderate Conaestion- Bv- Section SCENARIO SEC. 1 SEC. 2 SEC. 3 SEC.4 SEC.5 SEC.6 1996 Existing 6.4 3.8 4.2 52 13.3 132 2016 No Improvements, High Management 3.0 2.6 5.7 18.1 8.3 2.4 201 6 Geometric Improvements, High Management 3.0 7.7 11.0 6.4 3.3 2.4 2016 Capacity Improvements, High Management 5.6 0.3 0.0 0.0 0.0 0.3 201 6 Geometric 8 Capacity Improvements, High Management 5.6 0.3 0.0 0.0 0.0 0.3

Miles of Low Conaestionw Bv Section SCENARIO SEC. 1 SEC. 2 SEC. 3 I SEC. 4 SEC. 5 SEC. 6 1996 Existing 7.3 6.3 2.4 20.9 12.0 5.1 201 6 No Improvements, 4.8 0.9 2.7 High Management 6.8 2.8 3.1 201 6 Geometric Improvements. 6.8 4.8 19.4 12.5 High Management 4.4 2.7 2016 Capacty Improuements, 17.0 15.9 High Management 15.4 26.1 26.4 18.2 201 6 Geometric 8 Capacity Improvements, High Management 15.4 16.7 15.4 25.8 25.9 18.2 OVERWEW OF STATEWE CORRIDORS ODOT Review Draft - 10195

Salem - Bend

Page Left intentionally Blank OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 10/95

Salem - Bend Travel Time

a CAR TRUCK

3 4

SEGMENTS OVERVIEW OF STMEWIDE CORRIDORS . ODOT Review Draft - 10195

Salem - Bend Travel Time

2016 NO IMPROVEMENTS, HIGH MANAGEMENT

2016 NO IMPROVEMENTS, LOW MANAGEMENT

2016 GEOMETRIC IMPROVEMENTS, HlGH MANAGEMENT

2016 CAPACITY IMPROVEMENTS, HlGH MANAGEMENT

2016 GEOMETRIC AND CAPACITY IMPROVEMENTS, HlGH MANAGEMENT

2016 GEOMETRIC AND CAPACITY IMPROVEMENTS, LOW MANAGEMENT OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 10195

Salem - Bend Travel Time

ALL VEHICLES OVERVIEW OF STmEWIDE CORRIDORS ODOT Review Draft - 10195

Salem - Bend Travel Time

1996 EXISTING

2016 NO IMPROVEMENTS, HlGH MANAGEMENT

2016 NO IMPROVEMENTS, LOW MANAGEMENT

2016 GEOMETRIC IMPROVEMENTS, HlGH MANAGEMENT

2016 CAPACIlY IMPROVEMENTS, HlGH MANAGEMENT

2016 GEOMETRIC AND CAPACITY IMPROVEMENTS, HlGH MANAGEMENT

2016 GEOMETRIC AND CAPACITY IMPROVEMENTS, LOW MANAGEMENT OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 10195

Salem - Bend

~ra&lTime

Car Travel Times in Minutes Per Mile By Section CAR MINUTES SEC. 1 SEC. 2 SEC. 3 SEC.4 SEC. 5 SEC. 6 1996 Existing 1.3 1.4 1.7 1.3 1.4 12 2016 No Improvements, 1.5 1.5 1.9 1.4 1.5 1.4 High Management 2016 No Improwments, 1-5 1.6 2.1 1.4 1.5 1.4 Low Management 201 6 Geometric Improvements, 1 1.4 1.4 1.4 1-3 High Management 5 12 2016 Capadty Improvements. 1.I 12 1.2 12 1.1 High Management 1.I 2016 Geometric & Capaccty Improvements, High Management 1.I 12 1 .I 1.o 1.I 1.I 2016 Geom&ic & Capacity Improvements, Low Management 1.I 1.3 1.4 1.O 1.2 1.1

Truck Travel Times In Minutes Per Mile By Section TRUCK MINUTES SEC. 1 SEC.2 SEC.3 SEC. 4 SEC. 5 SEC. 6 1996Wng 1.6 1.8 2.1 1.7 1.9 1.7 2016 No Improvements, 1.8 1.9 High Management 2.2 1.8 20 1.8 2016 No Improvements. Low Management 1.8 2.0 2.4 1.8 2.0 1.8 2016 Geometric Improvements, 1.8 1.7 1.8 1.7 High Management 1.8 1.7 201 6 Capaclty Improvements, High Management 1.4 1.5 1.6 1.5 1.6 1.5 2016 Geometric & Capacity Improvements, High Management 1.4 1.5 1.5 1.4 1.6 1.5 2016 Geometric & Capacity Improvements, 1.4 1.7 1.8 1.4 1.6 Low Management 1.5

Average Travel Times In Minutes Per Mile By Section r - ALL MINUTES SEC. 1 SEC. 2 SEC. 3 SEC. 4 SEC.5 SEC. 6 1996 Existing 1.3 1.4 1.8 1.4 1.4 1.3 2016 No Improvements, 1.5 1.6 1.9 1.5 1.5 High Management 1.4 201 6 No Improvements, 2.1 Low Management 1.5 1.7 1.5 1.6 1.5 2016 Geometric Improvements, 1.5 1.4 1.5 1.3 High Management 1.4 1.4 201 6 Capaclty Impro~ements, 1.I 1.2 1.3 1.I High Management 1.2 1.1 201 6 Geometric & Capaclty Improvements, 1 .l 1.2 1.2 1.I High Management 1.2 1.1 2016 Geometric B Capacity lmprovements, Low Management 1.1 1.4 1.5 1.I 1.2 1.2 OVERVIEW OF STATEWIDE COlUXIDORS ODOT Review Draft - 10195

Salem - Bend

Highway Accident Analysis

Highway Accident Rates 1991 - 1993

I SALEM-BEND I I 1

--- ' Reported ao9dents. Rate expressed as number of accidents per million vehicle miles of highwiy travel. 'For all norteemy sections of primary 'Only includes cities over 5,000 population.

Highway Fatalities 1991 - 1993 CORRIDOR AND NUMBER' RATE^ CORRIDOR SEGMENTS URBAN^ RURAL STATEWIDE AVERAGE' 1.43 3.1 1 SALEM - BEND 23 SEGMENT 1A 0 --.OO SEGMENT 16 4 2.53 SEGMENT 2 1 1.17 SEGMENT 3 1 3.70 SEGMENT 4 5 8.75 SEGMENT 5A 2 3.61 SEGMENT 5B 5 4.85 SEGMENT 5C 0 .OO SEGMENT 6 5 8.26 ' Number of accidents that involved only fatalities. 'Number of fatalities per hundred million vehicle miles of travel. 'Only includes cities over 5,000 population. OVERVIEW OF STATEWIDE COKRU)ORS ODOT Review Draft - 10195

Salem - Bend

Highwav Accident Analysis

Highway Accidents By Accident Type 1991 - 1993

Highway Accidents By Vehicle Type 1991 - 1993 CORRIDOR AND PERCENT OF ACCIDENTS CORRIDOR SEGMENTS AUTO I TRUCK 1 OTHER' 11 SALEM - BEND 11 89 1 5 1 6 11 SEGMENT 1A 90 6 I SEGMENT 1B 94 4 2

SEGMENT SEGMENT SEGMENT 5B 87 1 5 lL SEGMENT- - 5C 90 I 4 6 liSEGMENT 6 89 I 6 I 5 ' Bicycle, pedestrian, motorcycle, farm vehicle, etc. i- OVERVIEW OF SmECORRIDORS ODOT Review Draft - 10195 ,

salem - Bend

r I Hi&way Accident Analvsis I Highway Accidents By Environmental Factors ~. 1991 - 1993 CORRIDOR AND PERCENT OF ACCIDENTS RELATED TO: 6 I CORRIDOR ACCESS OR I NIGHT- 1 WET I ICY Y I. SEGMENTS INTERSECTION' ( TIME 1 CONDITIONS ICOND~ONSY r i

'These accidenk were atbikaed to the intemction or drive wav and were rePorted as arch in the accident L data.

Highway Accidents By Driver Factors 1991 - 1993

SEGMENT 5C 11 80 0 SEGMENT 6 11 79 I 3 ' Percent of persons involved in accidents who were wearing safety belts Percent of fatalii or injury aoMe& that invoked a driver who was driving under the influence (DUI) of alcohol or drugs. OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 11/95

Salem - Bend

Highwav Performance Characteristics

TIM SAVED - COST EFFECTlVENESS

CONGESTlON LEVEL - 1996 n U L CONGESnON LEVEL - 2016

CONGESTlON REDUCTlON - COST EFFECTlVENESS

ACCDENT LEVEL

IZONTAL CURVATURE INADEQUACY

ROADWAY WDTH INADEWACY Appendix F - Public Transportation Services AMTRAK Passenger rail Paying general 1-5 corridor Amtrak One inbound 1-800-USA-RAIL

service , pubic Portland Station 12th, and outbound south and 13th, and Mill rail services Funded as part north Street; Salem supplemented of State's high by three round- speed rail trip buses initiative between Portland & Eugene Greyhound Intercity fixed Paying general 1-5 and Salem Salem: nine Bend: 5-1 5 Salem route and pubic Highway 97 terminal: 450 southbound passengers 503-362-2428 schedule bus corridor Church Street and eight per week NE; Salem northbound Bend Does not buses daily 541 -382-2 15 1 serve the Bend terminal corridor, but at 2045 NE Bend: three Valley Highway 20 inbound and Retriever outbound daily does and uses Greyhound terminals SYJOA UO!Jew '0!3S 'eueqayy 'suoA1 'Ai!3 II!w 'yo~laa a3!~~asaaj Awn03 'sale 3 uo!~eyy 'equePl alqel!eAe sum a~!j Aep!Jj qBno~qa u~aqanos 'Ayu!lqns s! a3eds uaqM . ' llnr qd~etl ~66 Aepuow *u.d 'Aa!u!lqns 'all!AsunV slaqlo 'palqes!p ~SUO~S~J 66PE-69L-€09 u! S~!J$000'6 OO:9-'u'e 0O:L u! paseg 'uolAels Pue AlJaPl3 pueuaa Aof' 40 slaaq~ ,Y!IAJJ~Y~~ ~66A~enuer u! aq~~as eaJe ueqln Pa~qes!P asuodsaj 13!JlS!a l!sueJJ. ue6aq UJ~JBOJ~ ~P!Sq~n3 ~az!ay-wales pue AlJaPl3 pueuaa ea~vwales '~'dO&:6 - .use 41:~ Rideshare transportation and Yamhill Salem, City rideshare carpool demand Counties of Salem applicants Program matching Web Site: management and the Pubic Works program . fromcorridor http://www. program Willamette Department communities open.org/ Valley and .Carpool & spubworkl selected vanpool match rideshar. html coastal areas lists

.Information and referrals Cascade West Regional General public Linn, Benton, Based at the 024-hour No current 541-753-CARS Rideshare transportation and Lincoln Cascade rideshare carpool Kati Leffler demand Counties West Council matching applicants Oregon management of Govern- program from corridor Cascades West program Excludes ments in communities COG Lyons, Albany .Carpool & 1400 Queen Mehama, vanpool match Avenue SE Gates, Mill lists Albany, OR City 97321 .Information and referrals Rideshare transportation Crook and rideshare demand Jefferson matching management Counties program program Carpool & vanpool match lists

Valley Retriever Intercity fixed Paying general Newport to Uses One inbound 541-265-2253 route and public Albany to Greyhound and outbound schedule buses Corvallis to terminals bus daily Salem to except Sundays Bend Call ahead for stops Porter Stage Intercity fixed Paying general Coos Bay to Uses One inbound & 800-540-7100 Lines route and public Eugene to Greyhound outbound buses schedule Buses Bend terminal at daily Bend 2045 NE 541 -382-2151 Highway 20, Bend People Mover Intercity fixed Paying general Prairie City to 2045 NE Bend: one 5-10 54 1-575-2370 route and public John Day to Highway 20, inbound and passengers schedule Vans Bend Bend outbound run per trip Monday, Wednesday, Friday City of Bend Local demand Disabled and Within a Dial-A-Ride responsive over 60 year- three-mile service and fixed old residents radius of route Bend city

limits - Central Oregon Ckmand Disabled and LaPine, On demand Four days per Council on response over 60 year- Redmond, week in Sisters old residents Sisters Aging (COCOA) Local service on Dial-A-Ride Tuesday

Service to Redmond on Monday and Thursday

Service to Bend on Wednesday Opportunity Demand Primarily adults Redmond, On demand Varies 70-100 per Foundation of response with disabilities Bend, and day Tumalo Central Oregon Residential Demand Disabled clients Deschutes Residential: Assistance response for County, daily and 24 residential care centered on hours per day (RAP) and vocational Bend training Vocational: Monday-Friday 10:OO a.m. - 3:00 p.m. aqAJas ~!)o~d spaau JO) 'ale~!Jd uo!leyodsue~l lea!pau JO) asuodsa~ qqnd leJaua3 pueuaa ssa~dx3SSa33v (lIL103) 6u!~!l luapuadapul JOJ saa~nosa~ uoba~oleJlua3 siua!la sJaA!Jp JaalunloA s~noqaa!))o saa~nosau leulrou 'Aep!~j ueun~ asuodsa~ Sa3!AJaS - Aepuoyy 40 iuau~edaa pueuaa ~aaiunl0~ raiua3 sueJaiaA lea!Paw A~P!J~ VA PuelUod Ul?3!JaUv - Aepuoyy 01 sla~erl palqes!a Appendix G - Rockslide and Landslide Map 8 ---

NORTH SANTIAM HIGHWAY No. 162 KEY -A LANDSLIDE LOCATIONS SCALE LARGE LANDSLIDE LOCATIONS ,011IIYb @ ROCKFALL LOCATION A Oregon Route No. 22 - I -- - =- 5 LANDSLIDE AREAS ODOT Mapping Project No. 343 - Sheet / of 2 . .

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Kf/ -A LANDSLIDE LOCATIONS SCALE NORTH SANTIAM HIGHWAY No. 162 A LARGELANDSLIDE LOCATIONS 1e1aa4maI @ ROCKFALL LOCATION 10IIaIsI- Y Oregon Route No. 22 - - .xsL-A,-~~~-- -$ y- LANDSLIDE AREAS ODOT Mapping Project No. 343 Sheet 2 of 2