Mini-RFP 33499 - Exhibit A

H.B. VAN DUZER FOREST CORRIDOR TO STEEL BRIDGE ROAD

Oregon Highway Routes Salmon River Highway ORE-18 Three Rivers Highway ORE-22

CORRIDOR REFINEMENT PLAN

June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Preface

The H.B. Van Duzer Forest Corridor to November 2002. The Revised Location Steel Bridge Road Draft Corridor Environmental Assessment, completed in Refinement Plan was first produced as a 2004, includes the interchange as a paper document during July 2000. component of the Preferred Alternative. Amendments to the Draft Refinement Plan were published as a series of replacement In this report, you will find text and figures pages in February 2001. This document that describe the existing conditions, traffic includes those amendments. It also includes forecasts, preferred solutions, and several changes from a new Preferred Alternative alternatives that were considered. Figures that includes a different interchange and referenced in the document are hyperlinked interchange location for the ORE-18/Fort in the document text, but are provided Hill Road/South Yamhill River Road separately due to the cumulative size of all connection. In addition, this version the electronic files. The report can be includes Polk County’s 2001 printed in its entirety, or as separate sections Comprehensive Plan Map and Land Use or pages. Please note, however, that the Zoning Map (Figures 3-10, entire document on this CD is over 200 3-11, 3-12). These map amendments show pages in length. It contains 28 figures based the changes adopted by Polk County to upon aerial photography in jpeg format. reflect the recommendations of the Regional Paper copies of this document have not been Problem Solving Committee. prepared.

The Oregon Department of Transportation, Using this Document. This document has (ODOT) after consultation with the Federal been prepared using Microsoft Word. Highway Administration, used the Hyperlinks have been incorporated to allow information produced for this Refinement the user to rapidly access sections of the Plan to develop a Location Environmental plan as well as the individual figures and Assessment consistent with Federal appendices. This may be accomplished Highway Administration requirements for either from the Table of Contents, or from such a document. During Fall 2002, that reference points in the document, by using document was published in paper format for the computer mouse to: public distribution. 1) point at underlined text, and 2) clicking on the underlined text. The published Environmental Assessment If a hyperlink exists to other information, does not include the ORE-18/Fort Hill/South the reader will be linked to it. Yamhill River Road interchange. The interchange alternative was presented at the public hearing held in Grand Ronde during

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Contents

Section

ES Executive Summary……………………………………………………………….…ES-1

1 Introduction……………………………………………………………………………1-1

Purpose and Need 1-1 Background 1-1 Planning Process and Policies 1-2 Relevant Regulations 1-3 Goals, Objectives, Strategies, and Issues 1-5

2 Existing Inventory/Conditions………………………………………………………..2-1

Roads 2-1 Bridges 2-8 Bikeways/Walkways 2-10 Public Transportation 2-11 Air/Rail/Pipeline 2-11 Environmental Resources 2-12

3 Transportation Mobility………………………..……………………………………..3-1

Current 3-1 Future 3-3

4 Preferred Solution….………………………………………………………………….4-1

Selection 4-1 The Plan 4-1 Phasing 4-19 Implementation 4-22 Financing 4-28

5 Solutions Considered and Not Advanced……………..……………………………...5-1

General 5-1 No-Build 5-1 Limited Build 5-2 Bypasses 5-3 Five-lane Highway, Continuous Center Turn Lane 5-4 Four-lane Highway, Closed Median 5-4 Four-lane Divided Highway with Interchanges 5-5

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Access Management and Local Service Roads 5-14 Travel Demand Management 5-16 Bicycle/Pedestrian 5-17 Public Transportation 5-17 Passenger Rail 5-17

6 Public Involvement………………………………………………………………….....6-1

Appendices

A Definitions and Acronyms B Public Involvement Correspondence and Meeting Notes/Minutes C Document Listing/Summaries C-1 Project Consistency with 1999 Oregon Highway Plan D Traffic Analysis (March 2000) E Contributors

Figures

Section 2 2-1 1997 Existing Conditions 2-2 1997 Traffic Volumes 2-3 Total Crashes by Year 2-4 Fatal Crashes by Year 2-5 Crash Types 2-6 Crashes by Environmental Factors 2-7 Crashes by Month and Season 2-8 Geology 2-9 Creeks 2-10 Historical Resources 2-11 Potential Hazardous Materials Sites

Section 3 3-1 Peak Traffic Hours, Day of Week 3-2 Peak Traffic Hours by Month 3-3 Peak Traffic Hours by Time 3-4 Twenty-Year Traffic Recorder Volumes 3-5 Historical Growth Patterns 3-6 Traffic Volumes-Other Locations 3-7 Twenty-Year Growth Rates 3-8 Fort Hill/Valley Junction RPS Proposed Zoning 3-9 Grand Ronde RPS Proposed Zoning 3-10 Polk County Zoning Map, Fort Hill/Valley Junction (2001) 3-11 Polk County Zoning Map, Grand Ronde (2001) 3-12 Polk County Zoning Map, Van Duzer Forest Corridor to Steel Bridge Road, 2001 3-13 Potential Land Uses

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

3-14 Traffic Forecasts

Section 4 4-1 H.B. Van Duzer Forest Corridor to Steel Bridge Road Refinement Plan Preferred Solution (Western Portion) 4-2 H.B. Van Duzer Forest Corridor to Steel Bridge Road Refinement Plan Preferred Solution (Eastern Portion) 4-3 Grand Ronde Preferred Interchange 4-4 Valley Junction/Casino Preferred Interchange 4-5 Fort Hill: FH-A-Relocated Intersection 4-6 H.B.Van Duzer Forest Corridor to Steel Bridge Road Refinement Plan Preferred Solution-Van Duzer Forest Corridor to A.R. Ford 4-7 H.B.Van Duzer Forest Corridor to Steel Bridge Road Refinement Plan Preferred Solution-A.R. Ford to Grand Ronde 4-8 H.B.Van Duzer Forest Corridor to Steel Bridge Road Refinement Plan Preferred Solution-Grand Ronde to Casino 4-9 Implementing Schedule 4-10 Summary Matrix of Preferred Solutions

Section 5 5-1 Bypass Alternatives 5-2 Grand Ronde: GR-A and GR-B Interchanges 5-3 Grand Ronde: GR-C and GR-E Interchanges 5-4 Grand Ronde: GR-G and GR-H Interchanges with Relocated Highway 5-5 Costs and Land Use Impacts 5-6 Grand Ronde Couplet 5-7 A.R. Ford Interchange 5-8 Valley Junction: VJ-A Interchange 5-9 Valley Junction: VJ-B and VJ-C Interchanges 5-10 Valley Junction: VJ-D Interchange 5-11 Valley Junction: VJ-E Interchange 5-12 Three Rivers Highway Partial Relocation 5-13 Fort Hill: FH-A Relocated Intersection 5-13b Fort Hill to ORE-18/ORE-22 Junction, Local Road Overpass Alternative 5-14 Fort Hill: FH-B Under/Over Crossing 5-15 Fort Hill: FH-C Interchange Alternative 5-16 Fort Hill: FH-D Interchange 5-17 Fort Hill: FH-E Interchange 5-18 Summary Matrix of Solutions Not Advanced

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Executive Summary

This Corridor Refinement Plan is the The plan calls for the highway to have four culmination of a process that began in 1995 travel lanes with non-traversable (closed) with the start of the Portland to Lincoln City medians throughout most of its length. Corridor (Oregon Highways 99W and 18) Interim Strategy. The Strategy was adopted Interchanges are anticipated to replace the in 1997. Work on this refinement plan intersections at Grand Ronde Road, Valley began in 1998. This refinement plan deals Junction, and at Fort Hill/South Yamhill with the approximately 9.43 mile (15.1 River Road. Additionally, a merge lane will kilometers) portion of the corridor from the be added to the Willamina interchange. The H.B. Van Duzer Forest Corridor to Steel current casino interchange will be closed. Bridge Road just outside Willamina. Median openings with left-turn The Corridor Refinement Plan shows that channelization will be placed at A.R. Ford fatal crashes are a major highway problem and Fire Hall Roads, both west of Grand and traffic volumes along this section of Ronde. East of Grand Ronde, the same type highway have more than doubled since opening will be placed at Jahn Road near the 1994. Furthermore, the highway is expected Seventh Day Adventist Church and School. to have an additional 50% increase in traffic An opening for Rowell Creek Road will over the next 20 years. Conditions that complete the at-grade left-turn capabilities. presently exist on summer weekends will expand and will occur on weekdays from Access Management is a key plan spring to fall. component. There are more than 100 approach roads within the studied section of The plan was accomplished with the ORE-18. As construction on each phase guidance of a Steering Committee proceeds, approach roads are consolidated. comprised of elected and appointed officials The outcome will reduce the number of from the local jurisdictions, as well as staff approach roads by approximately 50 members of state agencies and local citizens. percent, with most of the remaining ones Public involvement was extensive, with high restricted to right turns only. turnouts for events. Input from the public led to an examination of numerous The Access Management plan relies heavily alternatives and variations. on using local service roads. Some of these are: a county road north of ORE-18 east of The result is a plan that contains a 20-year the Fort Hill Road/South Yamhill River program to improve safety and mobility for Road Interchange, extension of Jahn Road highway users. The various improvements and use of the abandoned railroad right-of- are programmed in eight phases to way between Valley Junction and Grand accommodate anticipated funding Ronde, and extension of Andy Riggs Road availability. and South Street in and west of Grand Ronde to connect to A.R. Ford Road.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Other driveway consolidations and access and approach road spacing. The turning limitations are also part of the plan. Expressway standard in the Oregon Highway Plan requires 3 miles (4.8 Additional improvements involve alignment kilometers) between interchanges and one- changes to ORE-22 between Valley Junction mile (1.6 kilometers) between approach and Grand Ronde Agency. roads. While this plan will result in substantial improvements to the existing During the latter stages of the planning conditions, it does not result in a condition process, ORE-18 was designated an that complies with these standards Expressway by the Oregon Transportation throughout the length of the project. Commission. Constructing the improvements called for in the Corridor The estimate (2000 dollars) for completing Refinement Plan will require deviations to all work phases is $60,500,000. standards established in the 1999 Oregon Highway Plan, most notably for interchange

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Section 1 Introduction

Purpose and Need Background

The purpose of this study and refinement Historically, ORE-18 through the Willamina plan is to develop long-range solutions for and Grand Ronde areas has met multiple the portion of Salmon River Highway, needs. It served coastal-bound traffic for Oregon Highway Route 18 (ORE-18) from economic purposes and local communities at the H.B. Van Duzer Forest Corridor at MP Grand Ronde and Valley Junction since the 18.79 to Steel Bridge Road at MP 28.21. 1800s. Heavy freight vehicles (log, lumber, chip, hay, silage, and milk tankers) have The plan was instigated because safety, been and remain important highway users. specifically fatalities, concerns and Land use in the area is largely agricultural, weekend/holiday congestion resulting from which also resulted in a number of slow- casino and coastal travel needed to be moving vehicles along the studied highway resolved. Fatalities along the stretch from section. As farm operations have increased Fort Hill to Wallace Bridge were of in size, slow-moving farm vehicles are particular concern, along with the crashes at moved via the highway between farm fields the major intersections at Fort Hill, Valley that are not contiguous. Junction, and Grand Ronde Road. Recreational use of the highway corridor has The preferred solutions were developed to a increased. ORE-18 is a principal route “planning level” detail. Exact alignments between the Willamette Valley and the and right-of-way needs will be determined Oregon Coast. Recreational travel to the during the design phase of project Oregon Coast has increased and has resulted development. However, the general layout in more vehicles on the highway. of interchanges, intersections, access Recreational travelers through the corridor controls, local service roads, and number of expect to travel at higher travel speeds, but travel lanes are intended to be completed as must compete with the slower speeds of described in this document. Phasing is heavy freight vehicles and local travel. The largely dependent upon funding, and it is co-location of ORE-18 and ORE-22 along a likely that some aspects of each preferred nearly 5-mile stretch (8 kilometers) east of solution can be broken down into even Valley Junction also increases conflicts smaller elements that can be constructed between the heavy vehicles involved in local with available funds. The converse is also farm and timber operations, and the smaller true: if sufficient funding is available, larger automobiles. segments can be constructed. For better than two-thirds of the 1900s, commercial enterprises served local residents and travelers at convenient locations along the refinement area. As travel times decreased because of road

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

improvements and better vehicles, some Junction to just west of Grand Ronde commercial operations (cabins, gas stations, Agency. Otherwise, the width is and restaurants) closed and were not approximately a mile (1.6 kilometers) either replaced; however, relatively recent side of ORE-18. construction of the Spirit Mountain Casino has marked the return of commercial During the course of the study, it was services to the refinement area. Services determined that traffic will continue provided by recreational vehicle parks and a increasing during the next 20 years. The hotel have replaced cabins. The increasing volume will reach a level when a weekday variety of vehicle types using the corridor, in the spring would have the same amount of coupled with dramatic traffic volume traffic as is now experienced on an August increases resulting from the Casino and Sunday afternoon and evening. This will other recreational development on the aggravate existing problems if solutions are Oregon Coast necessitated a detailed plan not forthcoming. Days of the week already for addressing the growing concerns. experiencing traffic congestion also can be expected to have more hours impacted by The Oregon Department of Transportation congestion. (ODOT) is involved in preparing long-range corridor plans for statewide highways. The Environmental concerns for wetlands, highway corridor from Portland to Lincoln historic structures, and threatened and City was the subject of an Interim Corridor endangered species dictated some Strategy adopted in March 1997; but in modification of various solutions. certain areas, greater analysis at a higher Throughout the study process, preferred level of detail was needed to reach solutions were developed that minimized or conclusions. Because the greater analysis negated these concerns. was needed along this 9.43 mile (15.1 kilometers) section of ORE-18, it was Key steps in the refinement plan process selected as an area for a detailed refinement include analysis of: (1) the existing plan. highway and intersecting roads; (2) environmental and traffic analysis; (3) the The planning activities were originally potential effects of the future uses of required by the 1991 Intermodal bordering lands; (4) city, county, tribal, and Transportation Efficiency Act (ISTEA) and state plans affecting the area; and (5) were continued by the 1998 Transportation solutions to expected problems through Equity Act for the 21st Century (TEA-21). 2018. The Oregon Transportation Plan (OTP) and the Transportation Planning Rule (TPR) also require corridor planning. Planning Process and Policies The study area begins at the H.B. Van Duzer Forest Corridor (MP 18.79) and terminates The refinement planning process began at the highway’s intersection with Steel when ODOT developed a list of elements to Bridge Road (MP 28.21) near Willamina. be studied and determined how the work Study area width is not specifically limited, would be accomplished. The following but generally includes portions of Three tasks were anticipated: Rivers Highway (ORE-22) from Valley

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

• involve the public in the planning A Technical Advisory Committee (TAC) process; was also formed. Its members were • manage the project to insure close technical staff from the various jurisdictions, coordination among all parties involved; DLCD and ODOT. Specialists in access • review existing plans, policies, and management, highway policy, traffic standards; engineering, and environmental issues were • analyze current and future traffic just some of the additional staff who volumes; participated from time-to-time. Steering • identify specific problem locations and Committee members and interested citizens causes; also periodically attended these meetings. • identify transportation facilities and The TAC met 14 times and provided other necessary improvements; detailed information and recommendations • develop an implementation plan; and for the Steering Committee’s consideration.

• assist with plan adoption by local Other Committees/Groups jurisdictions.

Input from three meetings with local area The Mid-Willamette Valley Council of focus groups, four meetings with the Governments (MWVCOG), an agency Regional Problem Solving (RPS) whose membership includes all jurisdictions Committee, and four public workshops was within the study area, was selected to used to develop and test various aspects of perform the work. In late January 1998, the the plan. Additional information on the MWVCOG began the study. activities of these groups is contained in

Section 6, Public Involvement, and Committees and Public Process Appendix B.

Steering Committee

The plan was completed under the policy supervision of the ODOT Region 2 Planning Relevant Regulations Unit and with guidance and direction from a Steering Committee. The Steering Two significant actions, one federal, and Committee was comprised of elected one state, occurred within a relatively short officials from Yamhill and Polk Counties, time span prompted a major transportation the City of Willamina, and the Confederated planning effort within Oregon. The federal Tribes of the Grand Ronde, as well as staff action was the adoption of requirements members from those jurisdictions, ODOT calling for each state to develop a statewide Region 2 and ODOT District 3. Interested planning process, a statewide transportation citizens also periodically attended Steering plan and funding program. These Committee meetings. The Steering requirements were established as part of the Committee met 16 times to review Intermodal Surface Transportation information, consider public input and Efficiency Act (ISTEA) and by the ultimately determine the preferred solutions. Transportation Efficiency Act for the 21st Century (TEA-21). Additionally, each state Technical Advisory Committee is required to develop, establish, and implement management systems to address safety, public, and intermodal transportation.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

conclusions. Some of these were: Oregon implemented many of these provisions requiring a coordinated network provisions by adopting the Oregon of transportation facilities adequate to serve Transportation Plan (OTP) on September state, regional and local transportation 15, 1992. This policy document contains needed (OAR 660-012-0020); and a goals defining system characteristics, determination of transportation needs (OAR livability, economic development, and 660-012-0030). OAR 660-012-0030 implementation. The method preferred for reemphasizes the jurisdictional needs and adoption was the livability approach. A the need to support movement of goods and summary of its significant points is services to support industrial and contained in Appendix C. commercial development as called for in Oregon Statewide Planning Goal 9, The OTP called for development of modal Economic Development. This section of the plans to address issues pertinent to a TPR also states that regional and local needs particular mode. An element of the OTP is must be determined based on 20-year the 1999 Oregon Highway Plan (OHP). The “population and employment forecasts…” OHP contains policies that require local/state government collaboration, a OAR 660-12-035 contains requirements for mobility standard, expressed as a volume-to- evaluating and selecting transportation capacity (V/C) ratio, for a statewide alternatives including: improvements to highway expressway of 0.70, and access existing facilities, new facilities, system and management standards for a National demand management measures, and the no- Highway System (NHS) Statewide Freight build alternative required by the National and Expressway route. A summary of issues Environmental Policy Act (NEPA) of 1969. pertinent to the OHP is in Appendix C. An Additional requirements support rural analysis of the project’s consistency with the development by providing facilities and OHP is in Appendix C-1. services to support the land uses shown in the comprehensive plan. Additionally, the Oregon Administrative Rule (OAR) 660, transportation system developed shall Division 12 was adopted in April 1991 and “minimize conflicts and facilitate most recently amended in December 1999. connections between modes of Referred to as Oregon’s Transportation transportation.” The transportation system Planning Rule (TPR), it implements Oregon must also consider issues such as air, water, Statewide Planning Goal 12 energy, etc. The TPR also requires five-year (Transportation) by mandating that state interim benchmarks to evaluate progress agencies and local governments show made to achieve the requirements. compliance with other state goals, especially where work on rural lands is concerned. It OAR 660-012-0065, Transportation also requires coordination of all aspects of Improvements on Rural Lands also applies transportation plans and prescribes certain to the project corridor. There are no predetermined outcomes such as reduction incorporated areas on the corridor, nor are of automobile use. there any areas inside urban growth boundaries. This section of the TPR Although the TPR is applicable to this plan, identifies the transportation work which is certain aspects played a more significant consistent with Statewide Goal 3 role in developing the plan and its (Agricultural Lands), Goal 4 (Forest Lands),

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Goal 11 (Public Facilities and Service), and A4. Establish park-and-ride lots Goal 14 (Urbanization). If a rural at selected locations in the transportation facility is not described in this corridor to serve carpool section of the TPR, it may require an formation. Sites could be exception to the Statewide Planning Goals chosen based on their listed above. proximity to major intersections or interchanges and for their market potential in attracting park-and-ride Goals, Objectives, Strategies, users. Candidate locations include…Willamina. and Issues B7. Resort-oriented bus The goals, objectives, strategies, and many operations such as those of the issues were identified during the serving the casinos should be strategy development phase and are expanded, possibly to include contained in the Interim Corridor Strategy. other destinations at the The Steering Committee reviewed these and Oregon Coast. selected those applicable to the refinement area. In addition, throughout the plan’s C1. The feasibility of commuter development, the public contributed site- rail and intercity rail specific issues. passenger services between Portland area… and cities in The goals, objectives, and strategies shown the corridor should be further in the following paragraphs are numbered evaluated. Excursion service and lettered based on the system used in the to Spirit Mountain Casino Interim Corridor Strategy. Not all also should be evaluated. objectives shown in the strategy are D4. Consider expansion of dial-a- applicable to this refinement area, so those ride service for the below are not numerically sequential. transportation disadvantaged in Polk County. 1. Provide for a balanced mix of modes of transportation within the corridor E1. Maintain and promote the use in order to provide a range of modal of existing freight rail lines choice for urban and rural users of (Portland and Western, the transportation system. (Goal) Willamette and Pacific) in the corridor as a viable means Actions and Objectives for freight travel.

A2. Develop other F1. Provide sidewalks where transportation demand determined appropriate on management techniques, both sides of the highway in such as vanpooling, urban and rural communities, telecommuting, and as well as convenient and flexible work schedules. safe pedestrian crossing opportunities.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

F4. Pedestrian refuge islands G6. Clean roadway shoulders should be provided where when debris accumulates, crossing distances are wide particularly in the peak and in conjunction with summer months. raised median installations. I1. Coordinate with utility F5. Consider developing separate contractors, maintaining multi-use paths for and/or replacing utility lines pedestrians and bicyclist in the corridor. along limited-access or heavily traveled portions of 2. Develop transportation facilities the corridor, or along new within the corridor to provide a high bypasses. degree of regional connectivity for all corridor users, both internal to the F6. Consider grade-separated corridor as well as those passing pedestrian crossings at through the corridor to other parts of convenient locations in areas the state and nation. (Goal) where high travel speeds limit safe opportunities for Actions and Objectives at-grade crossings. J1. Improve operations at F7. Visually distinguish areas of highway-to-highway high pedestrian activity. junctions and major Evaluate using alternative intersections. If necessary, paving materials for provide grade-separated crosswalks that contrast with interchanges in response to the road surface. operation and safety needs.

G1. Provide continuous bicycle J9. Evaluate ORE-18 between facilities ( bike lanes or McMinnville and the Van shoulder bikeways ) along Duzer Forest Corridor State the ORE 99W/18 corridor Park to determine needs for using 6-foot paved shoulders passing lanes, capacity wherever feasible. improvements, intersection improvements, grade G2. Incorporate bikeways into separated interchanges at future highway and bridge ORE-22 (Valley Junction), projects, including bypasses. and access management applications. G5. In areas where shoulders are narrow and levels of J11. Take action to reserve right- recreational bicycling are of-way needed for future high, consider, “Watch for transportation projects. Bikes on the Roadway” or similar signs.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

3. Operate all transportation facilities K12. Provide signal installations in within the corridor at a level that is rural area only as an interim both cost effective and appropriate for measure, accompanied by a the area they serve. (Goal) long-range plan for interchanges or Actions and Objectives overcrossings.

K6. Develop ORE-18 as a fully K15. Develop access management access controlled facility plans for critical highway between the Van Duzer segments. Adopt the most Forest Corridor and ORE restrictive access 99W at McDougal Corner. management category for each highway segment, K7. Construct passing lanes and consistent with the existing truck climbing lanes at and planned adjacent land appropriate locations uses and consistent with the throughout the corridor (for local TSPs and state example, eastbound passing provisions. lane from Fort Hill to Wallace Bridge). K16. Develop an access management plan for ORE- K10. Improve safety and reduce 18 in the Fort Hill, Valley congestion by providing turn Junction, and Grand Ronde lanes. Evaluate the following area. locations: K17. Evaluate the need for grade- • Extend center turn lane at separated interchanges at west end of Grand Ronde existing locations along further west. ORE-18, including ORE-22 at Valley Junction and… • Add left-turn lanes at Rowell Creek Road, Fort K18. Develop and implement an Hill Road. incident management program to address K11. Improve local street systems prevention, response, site to provide alternatives to the management, incident use of ORE 99W/18 for inter- clearance, motorist area travel. These alternative information, emergency street networks could reduce services, and alternative route the need for highway planning. capacity improvements and can be identified through the 4. Continually improve all facets of Transportation System transportation safety within the Planning process. corridor. (Goal)

Actions and Objectives

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

maintained to be highly L1. Target safety improvements visible. to sections of the corridor with the highest accident L5. Widen shoulders throughout rates. Analyze the accident the corridor to standard types at all SPIS accident widths and rebuild curves index sites and develop with sight distance solutions that reduce accident deficiencies, … rates. L7. Provide public telephones or • Consider the appropriate call boxes at approximately posted speeds through 5-mile intervals throughout developed areas (for the length of the corridor. example,….Fort Hill, and Phones can be located at Grand Ronde) grocery stores or gas stations, or may be needed as stand • Increases in traffic alone phone booths (well lit enforcement and maintained) where no development exists. • Minor design modifications such as 5. Promote economic health and changes in striping, diversity through the efficient and geometric layout, or effective movement of goods, services, illumination and passengers in a safe energy efficient and environmentally sound • Major redesign, including manner. (Goal) grade separations (for example, overpass and Actions and Objectives bridge structures, alignment, and passing M1. Enhance development of lanes) planned industrial and commercial sites through L3. Review citizen input on road facility and accident or problem locations transportation service and identify what actions improvements. might be taken to improve safety at these locations. M2. Support timely and efficient truck movements by • Specifically study the maintaining minimum levels following of service. accident/problem locations: Valley M4. Minimize adverse impacts to Junction farmland and forest land along the corridor. L4. All roadway surface striping, including fog lines, should be

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

M5. Enhance tourist travel to the length of the corridor. Oregon Coast and other Inventory the resources that destinations in the corridor. should be avoided, if possible, when developing M6. Provide adequate advance transportation improvements signing for businesses projects. Inventory should affected by actions to manage include at least the following: access. • Rare, threatened, and 6. Provide a transportation corridor that endangered plants and has positive social impacts by animals or their known providing for the safe movement of habitats. goods and people while reducing the negative impacts caused by • Wetland resources. transportation/land use conflicts. (Goal) • Water quality in adjacent creeks, streams, and Actions and Objectives rivers.

N1. Examine methods to reduce • Parks, schools, and the negative impacts and churches. increase the positive impacts of ORE 99W/18 corridor • Wildlife refuges or transportation systems on significant wildlife neighborhoods, parks, and habitat. community facilities. • Hazardous materials sites. N4. Plant trees alongside portions of the highway where it does • Archeological, historic, not impair sight distances. and cultural resources.

N5. Address impacts on historic • Soil and soil stability. properties related to widening the highway. O3. Consider enhancements or management techniques that 7. Provide a transportation system maintain or enhance the throughout the Highway 99W/18 visual quality of the corridor corridor that is environmentally by the following actions: responsible and encourages protection of natural resources. (Goal) • Improve directional and informational signing for Actions and Objectives existing attractions.

O2. Inventory sensitive • Use vegetation environmental and cultural management resources to resources throughout the

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

create and protect scenic modes of transportation for the vistas (e.g., scenic buffers movement of people and goods. (Goal) 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.

O4. Develop a coordinated accident response plan with the jurisdictions along the corridor to reduce the impact of hazardous materials spills.

O5. Design roadway improvements and new facilities to minimize surface runoff pollutants in adjacent streams and rivers. In addition, review maintenance and sanding practices near bridges.

O9. Consider parkway style improvements to complement the rural character of the corridor and to mitigate visual impacts.

O10. Develop a strategy to improve fish passage through streams and culverts in compliance with the Governor’s Salmon Recovery Initiative.

8. Provide a transportation system that minimizes transportation-related energy consumption through the use of energy efficient and appropriate

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Section 2 Existing Inventory/Conditions

Ford Road at MP 20.18 to Grand Ronde This section describes the existing Road at MP 21.18. Speeds through this conditions of the transportation facilities and section are generally limited to 45 mph. adjacent environment. Six-foot (1.8-meter) paved shoulders exist along this portion of the highway. From this point for the next 1.02 miles (1.6 kilometers), the highway returns to a two- Roads lane section with paved shoulders of 4 to 6 feet (1.2 to 1.8 meters). The speed limit is Study Area 45 mph and remains so until east of Fort Hill. There is a raised median at The study section of ORE-18 is between MP approximately MP 22.2 that continues for 18.79 (bridge over the Little Rogue River nearly 0.58 mile (0.93 kilometers). This just east of the H.B. Van Duzer Forest portion of the highway has right-turn Corridor) and MP 28.21 (Steel Bridge Road deceleration lanes for access to the Spirit near Willamina) (Figure 2-1). Mountain Casino. There is a short section of approximately 500 feet (152 meters) In the OHP, the highway is designated a without a median, then the highway again principal arterial. It serves as a primary has a painted median approaching and route for travel to and from the coastal area. through Valley Junction (MP 23.04), It is part of the National Highway System tapering back to an undivided two-lane and is classified as a Statewide (Freight) section approximately 200 feet (60.9 meters) Highway. The highway also is classified as west of Rowell Creek Road (MP 23.31). an Expressway. The designation and Most of this section has six-foot (1.8-meter) classification categories guide management paved shoulders. The route continues as a and investment decisions on the state two-lane section with 4 to 6 foot (1.2 to1.8 highway system. meters) paved shoulders until just past the Fort Hill intersection and near the entrance Throughout the refinement area, the to the ODOT weigh station (MP 24.07). At highway varies in width, number of lanes, this point, the highway transitions to a three- and right-of-way. At the Van Duzer lane section at MP 24.40. The highway’s Corridor, there are two 12-foot (3.6-meter) south shoulder is 6 feet (1.8 meter), while travel lanes and paved shoulders varying the north side varies from 4 to 6 feet (1.2 - from 4 to 6 feet (1.2 to 1.8 meters). The 1.8 meter). This section continues for speed limit is 55 miles per hour (mph). This approximately 2.37 miles (3.8 kilometers) to section continues until MP 20.03 the turnoff of ORE-18 (Business) to (approximately 800 feet [244 meters] west Willamina and Sheridan. The three-lane of A.R. Ford Road). The road then widens passing section then continues, with the to include a painted median for 1.2 miles exception of crossing the bridge, until MP (1.95 kilometers). The median is a center 27.84, where it returns to a two-lane section left-turn lane from the intersection with A.R. for approximately 0.6 mile (1 kilometer)

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

before expanding to a four-lane highway with a wide grassed median at Steel Bridge • The highest travel day in 1997 was on Road. Saturday, August 16: 29,000 vehicles/day. Traffic Volumes • The lowest travel day in 1997 was on The 1997 average daily traffic (ADT) Monday, January 6: 11,100 vehicles/day volumes for ORE-18 were determined from late September 1997 counts. The traffic Figure 2-2 volumes are shown in Figure 2-2. 1997 Traffic Volumes*

Year 1997 The heaviest traffic volumes on ORE-18 MP Location ADT occur between ORE-22 and the Wallace (ORE-18) Bridge (ORE-18 Business) interchange. (veh/day) 14.90 Tillamook-Polk County. 8,400 The volumes decrease from 17,500 ADT on Line ORE-18 west of the Wallace Bridge 20.66 West of Fire Hall Road 9,300 Interchange to 7,900 ADT on the portion of 21.17 West of Grand Ronde 10,700 ORE-18 located east of the Wallace Bridge Road Interchange. Traffic volumes change at this 22.96 East of Grand Ronde 12,200 point because the Willamina-Salem (ORE- Road 23.16 West of Three Rivers 15,800 22) Highway and the Willamina-Sheridan Highway (ORE-22) (ORE-18 Business) Highway intersect with 23.16 East of Three Rivers 18,000 ORE-18 route. Highway (ORE-22) 23.76 ATR 27-001 (0.70 17,900 The Valley Junction Automatic Traffic miles east of Three Recorder (ATR 27-001) is located 0.7 miles Rivers Highway (ORE-22) (1.13 kilometers) east of the Valley Junction 26.76 West of Willamina- 17,500 intersection. The following information was Sheridan Highway developed from the Valley Junction ATR (ORE-18 (Business)) data: 27.91 East of Willamina- 7,900 Sheridan Highway • The traffic flows on ORE-18 increased (ORE22) 29.76 Polk-Yamhill County 8,000 104 percent between the years 1983 and Line 1997 (an average of 7.4% per year). * Compiled from ODOT’s 1997 Transportation Volume Tables This is most likely due to the opening of the two casinos (one in Valley Junction There were 22 days in 1997 that daily traffic and one in Lincoln City) and other volumes exceeded 25,000 vehicles/day. The coastal development. The very high ATR indicated that the 30th highest hour1 in growth rate is not expected to continue. the year 1997 was on a Sunday in August. Approximately 62 percent of the 30th highest • In 1997, there was an average of 17,900 hour traffic flows are traveling eastbound. vehicles/day crossing the detector loops of the ATR. A year later, in 1998, there was an average of 18,600 vehicles/day 1 crossing the detector loops of the ATR. The amount of traffic flow during the 30th highest hour is This is an increase of 4.2%. important. ODOT designs projects to accommodate traffic flows efficiently that occur during the 30th highest hour.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Recent traffic counts were taken at the during off-peak traffic flow times. This following ORE-18 locations: behavior begins to even out the traffic flows, but higher traffic volumes then spread to • A.R. Ford Road other times and days. • Grand Ronde Road • ORE-22 (Three Rivers Highway) Appendix D contains additional traffic • Fort Hill Road (with both restaurants volume information. and service station approach roads) • Wallace Bridge Interchange Crash History • Eastbound and westbound ramps at the Spirit Mountain Casino Interchange. ORE-18 is perceived by many to have a great number of crashes and fatalities and it The count information and the ATR has been the subject of several newspaper information were used to determine the articles. 1998 30th highest hourly traffic volumes for this project. These volumes are from a There were 166 reported crashes from 1991 Sunday in August, 1998. through 1997 in the refinement study area. Six of these crashes resulted in 8 deaths and Operational Characteristics of Existing 12 other individuals being injured. There Facility were an additional 199 people injured in 97 other crashes. Only property damage was The portion of ORE-18 located between reported in the other crashes. Valley Junction and Fort Hill Road operated at a Volume/Capacity (V/C2) Ratio of 1.0, As a common system for measurement, and at a Level of Service F (LOS3 F) during crash rates are typically compared in the 30th highest hour in 1998. Eastbound number of crashes per million miles of vehicles travel ORE-18 at close spacing and highway traveled. These rates are therefore reduced speeds under these conditions. The dependent on the number, or volume, of close spacing makes it very difficult for vehicles traveling a given stretch of local traffic to find a gap to access ORE-18 highway. If the volumes are high, a high for eastbound travel. The Valley Junction number of crashes can result in a relative ATR indicates that the eastbound lane of low rate. Another highway or segment ORE-18 is operating at capacity between the thereof could have fewer crashes, but hours of noon and 9:00 p.m. on Sundays in combined with low volumes, have a higher August. Average daily traffic volumes rate. continue to increase on ORE-18 although From 1991 through 1993, the crash rate in this section of roadway operates at capacity the refinement area was 0.70 crashes per at numerous times during a year. Drivers million vehicle miles (a/mvm). In realize they will get caught in gridlock and subsequent years, traffic volumes increased time their trips so they go through this area faster than crashes and the rate dropped to 0.62 a/mvm for the period from 1994 though 1996. The rate further dropped to 0.61 2 Traffic volumes divided by the highway’s capacity. The result is a/mvm traveled in 1997. The yearly state used to judge mobility. average for crash rates for primary rural, 3 A qualitative measure of the effect of a number of factors on transportation service, including speed and travel time, traffic non-suburban areas for this period ranged interruptions, freedom of movement, safety, driving comfort and convenience.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

from 0.70 to 0.79 a/mvm. Figure 2-3 similar to crash rate; however, the depicts the total number of crashes per year. measurement is per hundred million miles of vehicle travel. For the years 1991 through Figure 2-3 1993, the fatality rate on ORE-18 was 1.16; Total Crashes by Year (ORE-18) however, from 1994 through 1996 the rate increased to 4.35. The rate for 1997 was YEAR NO. OF CRASHES slightly lower at 4.28. During this period, 1991 33 the yearly state average fatality rate for 1992 17 primary rural, non-suburban areas ranged 1993 16 from 2.92 to 3.52 fatalities per hundred 1994 23 million vehicle miles traveled. Figure 2-4 1995 24 1996 24 depicts the total number of fatal crashes and 1997 29 fatalities per year.

The highest number of crashes occurred at Figure 2-4 and within 700 feet (213 meters) of the Fort Fatal Crashes by Year (ORE-18) Hill intersection. The 18 crashes at Fort Hill were followed by the second high of 15 Year NO. OF NO. OF at/near the Grand Ronde Road intersection. FATAL FATALITIES CRASHES Each of these locations had one fatal crash. 1991 1 1 The third highest number of crashes 1992 0 0 occurred at Valley Junction. 1993 0 0 1994 0 0 The portion of ORE-22 (Three Rivers 1995 2 3 Highway) included in this study is a 1996 1 2 segment just under three miles (4.83 1997 2 2 kilometers) long. It begins at MP 22.00— 0.01 mile (0.02 kilometers) west of Grand Although there is no single site with a Ronde Road, and ending at MP 24.97 preponderance of the fatal crashes, most (4) (Valley Junction). Over the last 1.13 miles occurred in the segment from Fort Hill to (1.82 kilometers) of this portion, the overall Wallace Bridge. This data supports the crash rate of 3.49 is well above the state perception of local residents who feel the average for 1997. From 1995 through 1997, three-lane segment is not only an existing there were 12 crashes, with two of these hazard area but also has potential for an resulting in three deaths. One of the fatal even greater number of fatal crashes. crashes occurred at the sharp curve near Additional crash information is provided in LaChance Road and the other in the series Figures 2-5, 2-6, and 2-7. of “S” curves approximately 0.5 miles (0.80 kilometers) north of Valley Junction. This series of curves accounted for 42 percent of all the crashes.

Sheer numbers of crashes are not the only measurement used to assess a highway. Fatality rate is another indicator. The procedure for determining fatality rate is

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Figure 2-5 Crash Types

Number and Percent of Crashes Year Pedestrian Fixed Angle Head- Turning Sideswipe Sideswipe Rear Other Object On Meeting Overtake -End 1991-1993 2 - 3% 15 - 23% 1 - 2% 1 - 2% 5 - 8% 6 - 9% 3 - 5% 17 - 16 - 26% 24% 1994-1996 0- 0% 16 - 23% 3 - 4% 2 - 3% 15 - 21% 4 - 6% 3 - 4% 18 - 10 - 25% 14% 1997 0- 0% 5 - 17% 0 - 0% 1 - 3% 9 - 31% 0 - 0% 0 - 0% 11 - 3 - 38% 11%

Figure 2-6 Crashes by Environmental Factors

Number & Percent of Crashes Years Access Night Wet Icy Intersection 1991- 11 - 17% 14 - 24% 12 - 18% 5 - 7% 1993 1994- 20 - 28%* 24 - 33% 14 -20% 0 - 0% 1996 1997 8 - 28% 5 - 17% 5 - 17% 0 - 0% • There were an equal number (10 each ) of crashes at locations classified as intersections and alleys. Only in one case was an alley associated with a named street.

The Safety Priority Index System (SPIS) is a area of Grand Ronde. For 1994 -1996, only method used by Oregon to identify locations one site was in the top 10%. This was at the where funds can be best spent to improve Fort Hill intersection. The latter site was safety. The SPIS is composed of three identified in the State Transportation parameters, each having different weights, Improvement Program (STIP) for work by totaling 100%. The parameters are crash 2001, but was delayed to 2002 to frequency (28%), crash rate (39%), and incorporate changes developed as part of crash severity (33%). Any location that has this plan. three crashes or a fatality in a three-year period is rated as a SPIS site. For 1991- Although data is available for 1997, the 1993, there were 15 SPIS sites in the study method of calculating SPIS values has since area. From 1994, -1996 there was 25. changed and the new calculations tend to emphasize the urban areas. Therefore, The state further breaks down the SPIS sites comparisons with previous years are by setting an index number representing the unavailable and/or misleading. However, top 10% of the SPIS sites statewide. During using the new method, no site is in the top the 1991-1993 period, three local sites were 10%. in the top 10%, all of them in the immediate

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Figure 2-7 Crashes by Month and Season

Winter

October November December January February March 1991-1993 3 2 0 8 3 3 1994-1996 7 5 1 3 3 10 1997 2 2 3 0 5 2

Summer

April May June July August September 1991-1993 5 9 7 7 11 8 1994-1996 7 4 7 9 7 8 1997 0 2 0 5 4 4

Oregon Department of Transportation Road, Grand Ronde Road, Jahn Road, ORE- (ODOT) established a Safety Corridor along 22 (Three Rivers Highway), Rowell Creek the study area in 1996 as a means of Road, Fort Hill Road, South Yamhill River responding to the crash problem. The safety Road, ORE-18 (Business), Sawtell Road, corridor begins in Yamhill County and ends and Steel Bridge Road. Six of the roads approximately two miles (3.2 kilometers) (Grand Ronde, Jahn, ORE-22, Fort Hill, west of Grand Ronde Road. This study area ORE-18 (Business) and Steel Bridge Roads) encompasses over half of the 17.5 miles connect on the north side of ORE-18. Seven (28.2 kilometers) covered by the safety (A.R. Ford, Fire Hall, Grand Ronde, corridor. Other actions taken include Yamhill River, Sawtell and Steel Bridge increased law enforcement patrols, larger Roads) connect to ORE-18 on the south signs, and warnings. Recently, ODOT has side. experimented with incident patrols. These patrols assist motorists with common The two state highways connecting to ORE- problems such as running out of fuel and 18 are ORE-22 and ORE-18 (Business). vehicle breakdowns. When crashes occur, ORE-22 runs coincident with ORE-18 the patrol places warning signs to alert between the Wallace Bridge Interchange and motorists. These actions somewhat mitigate Valley Junction. At Valley Junction, ORE- motorist frustration during highly congested 22 proceeds north, then west. Volumes periods and hopefully lessen the number of through the study area are slightly over 2000 crashes. ADT. ORE-18 (Business) connects at the Wallace Bridge Interchange area and Roads and Private Drives Intersecting extends generally northeast through with ORE-18 Willamina and Sheridan. It has a traffic count in the 5000-6000 ADT range (1997). There are eleven publicly owned roads intersecting with ORE-18. From west to The rest of the intersecting public roads are east they are A.R. Ford Road, Fire Hall under Polk County jurisdiction. A.R. Ford

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Road is classified as a local road4 and is approximately 3.5 miles (5.6 kilometers) 1.27 miles (2.0 kilometers) long. Most of long and asphalt surfaced. It is a local road the road is asphalt with the southern portion with the traffic volume at its western end of being gravel. Its traffic volume in 1998 was nearly 250 vehicles per day. It has three 580. more intersections to the south side of ORE- 18 between Fort Hill and Wallace Bridge. Fire Hall Road is a local road about 0.6 mile (1 kilometer) long. The road is partially Proceeding northeast on ORE-18, asphalt and partially gravel with a traffic approaching the end of the study area, is a volume of 320. segment of Sawtell Road. It is an asphalt local road with 47 ADT. Approximately Grand Ronde Road consists of two 0.70 mile (1.1 kilometers) long, serving as a segments. The one on the north side of the connecting road between ORE-22 ORE-18 is classified by the county as a (Willamina-Salem Highway) and ORE-18. major collector. It has an asphalt surface throughout its 1.22 mile (2.0 kilometers) The northern end of the study area, Steel length and on the north, connects to ORE- Bridge Road, intersects with both sides of 22. A short portion is in Yamhill County. the highway. The south side, which The traffic volume on the north segment of provides farmland access, is lightly used Grand Ronde Road is approximately 2300 with 40 ADT. It is gated a short distance vehicles per day. Grand Ronde Road from ORE-18. On the north side of ORE- (south) is approximately 0.32 miles (0.51 18, the ADT is approximately 100 and kilometers) long. It is classified as a local provides access to a few homes plus a road and has an ADT of 500. connection to Savage Road.

Jahn Road is gravel surfaced local road 0.31 In addition to the publicly owned roads, mile (0.5 kilometers) long with 90 ADT. there are approximately 100 more private roads intersecting with the highway from Rowell Creek Road is an asphalt/gravel farm fields, residences, and businesses. surfaced local road 0.94 mile (1.51 The following locations have highway kilometers) long with 130 ADT. approach road permits on file with ODOT District 3 or ODOT District 4: Fort Hill Road is considered a major collector with 1.19 miles (1.9 kilometers) of • MP 18.96 - John Hofenbredl asphalt road in Polk County. The road • MP 18.97 - Austin Locke divides the Fort Hill Lumber Company mill • MP 19.01 to 19.03 - C.R.Jepson site before becoming a Yamhill County • MP 19.06 - E.L. Inebnit road. Its traffic count is nearly 400. • MP 19.07 - K&G Elam • MP 19.31 - L.E. Bierce Directly opposite the Fort Hill Road • MP 19.35 - Velvia Frank intersection with ORE-18 is the intersection • MP 19.41 - Robert Finn with South Yamhill River Road. This road, • MP 19.76 - Jayel MaGruder once part of the state highway, is • MP 20.11 - N.R. Palanuk (A.R. Ford is at MP 20.18) 4 Polk County has a dual classification for some roads. A.R. Ford • MP 20.23 to 20.27 - James Hozley is also a Resource Road.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

• MP 20.26 - Jack Getzler the majority tends to have spacing in the • MP 20.50 - R. Alvord 200-foot (61-meter) range. Public roads are • MP 20.79 - Wandering Spirit RV located at intervals of ½ (0.8 kilometers) to • MP 21.00 - C. Anderson 1-mile (1.6 kilometers). • MP 21.03 - C. Anderson • MP 21.07 - C. Anderson Rural Expressway highways with speeds of • MP 21.11 - W.L. Robertson 40 to 55 mph require access spacing of 5280 feet (1.6 kilometers). Rural Statewide • MP 21.12 - Mike Arthur highways with speeds of 35 to 55 mph (Grand Ronde Road is at MP 21.18) require access spacing of 770 feet (235 • MP 21.47 - John Petite meters) to 1320 feet (402 meters). Regional (Jahn Road is at MP 21.58) highways require 600 to 990 feet (183 to • MP 21.62 - Polk County 302 meters) and District highways from 400 • MP 21.73 - West. OR. Conf. Assn. to 700 feet (122 to 213 meters). • MP 22.05 - A.D. Hubbell • MP 22.26 - Andrews & Hattensty From a review of the number, types, and • MP 22.54 - Spirit Mtn. Dev. spacing of the public and private approach • MP 22.57 - Confederated Tribes roads, it can be concluded that the corridor • MP 22.57 - J. Vanhyning currently functions at levels more • MP 22.61 - Confederated Tribes appropriate to an access management • MP 22.62 - Spirit Mtn. Dev classification between Regional and District • MP 22.68 - Spirit Mtn. Dev. Highways rather than a Statewide • MP 22.85 - Werth & May Expressway Highway. • MP 22.86 - Mederson & Weth (Valley Junction is at MP 23.06) (Rowell Creek Road is at MP23.31) • MP 23.50 to 23.52 - Mennis Oil Bridges • MP 23.55 - Mennis Oil • MP 23.57 to 23.59 - Dale Grimm In the study area, there are six bridges • MP 23.66 - Dale Grimm serving ORE-18. Five cross the South • MP 23.68 - D.K. Coblentz Yamhill River and one crosses the Rogue • MP 23.68 to 23.69 - L. Johnstone River. The most westerly bridge, Bridge (Fort Hill Road is at MP 23.85) #04573, crosses the Rogue River at the • MP 23.89 to 23.94 - J. Birchell easterly end of the Van Duzer Corridor. • MP 25.13 - Don Grimm This bridge was constructed in 1942 and is • MP 26.67 - BPA structurally sound. It is considered functionally obsolete because of deck There are approximately 67 other approach geometry. Seventy-six feet (23 meters) roads that do not have permits on file with long, its curb-to-curb width of 26-feet (7.9 ODOT. Many of these have been in place meter) is barely adequate for the two lanes for many years. the structure carries, and a combination curb/sidewalk of 3.6 feet (1.1 meter) per The permitted private driveways vary from side is below current standards. The bridge 53 feet (16 meters) apart to approximately is recommended for Seismic Retrofit 1.5 miles (2.4 kilometers) apart. However, ($86,000) + Rails ($30,000) + Widening

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

($213,000) for $329,000 (1997 costs). Bridge #01344C, located at MP 23.1, Replacement is estimated at $713,000. crosses the South Yamhill River slightly east of Valley Junction. Constructed in The bridge is included on Seismic 1992, it is 139 feet (42.4 meters) long and Vulnerability Group 2B5 with three 52 feet (15.8 meters) wide curb-to-curb substructure deficiencies (insufficient without sidewalks. It has two travel lanes column confinement ties, bar splice lengths with a painted median. Pedestrians and and anchorage into footings). Its statewide bicyclists use a shared shoulder. It is wide seismic prioritization rank is 1,777 out of enough for a four-lane highway with 6,534. substandard shoulders and no medians. Widening is a need recommended for 2004- The second bridge in the west to east 2009 due to approach-driven traffic demand direction is at MP 22.75, near the Jahn Road criteria ($354,000). Between 2008-2017, intersection. Bridge #01612A crosses the scour mitigation should be completed at a South Yamhill River. It is 122 feet (37.2 cost of $50,000. Replacement is estimated meters) long and curb-to-curb width is 40 to cost $1,846,000. It is listed in Seismic feet (12.2 meters). Rebuilt in 1981, no Vulnerability Group 3, single-span with no sidewalks exist and pedestrians/bicyclists substructure vulnerabilities but not designed are required to share the shoulders. Its for seismic criteria. Its seismic width can carry two traffic lanes with 8-foot prioritization rank is 3,200 of 6,534. (2.4-meter) shoulders. By the criteria of approach traffic demands, it is under width. Bridge #00745 is located close to the Fort Widening is estimated to cost $520,000. A Hill intersection at MP 23.77. This 1946 seismic retrofit is estimated at $170,000. structure is considered functionally obsolete Seismic vulnerability is the same as the primarily due to deck geometry with a width previous bridge for identical reasons and its of 26 feet (7.9 meters). It is 272 feet (82.9 statewide ranking for work is 1,925 of meters) long with substandard sidewalks of 6,534. Replacement is estimated at 3.7 feet (1.1 meters). A seismic retrofit $1,626,000. ($430,000) is desired between 2004 and 2009. Its narrow width, as judged by The third bridge (# 17986) on ORE-18 is approach traffic needs, can be improved located at MP 22.75 and serves as the with construction estimated at $1,501,000. overcrossing for entrance to the casino. It is If this is not accomplished, rail replacement 30 feet (9.1 meters) long and the curb-to- ($109,000) should be accomplished from curb width is also 30 feet (9.1 meters). No 2008 to 2017. It should also be widened to sidewalks exist on this 1996 structure, so meet bottleneck bridge criteria ($762,000). pedestrians/bicyclists share the highway Replacement is estimated to cost shoulder. At the existing width, it can carry $3,291,000. The bridge is in Seismic only two travel lanes. It was designed to Vulnerability Group 1A for unstable meet seismic requirements. bearings and the seismic prioritization ranking is 51 of 6,534.

The fifth and sixth bridges (# 08320 & 08321) are located at MP 27.17 and 27.28 5 Seismic vulnerability grouping is a method of respectively. This is near where ORE-18 prioritizing needed work. Group 1 is the most vulnerable to seismic activity. and ORE-22 meet at the east portion of the

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

study area. Both bridges were constructed The “shoulder bikeway” concept6 is used. in 1958. The bridge that crosses over the Excluding bridges, approximately 59% South Yamhill River and ORE-18 (considering both sides) of the highway has (Business) is a 416-foot (126.7-meter) long shoulders greater than six-feet (1.8 meters), structure. It has a curb-to-curb width of 42 with the remainder having shoulders from 4 feet (12.8 meters). The structure over ORE- to 6 feet (1.2 to 1.8 meters). The shoulders 22 is 258 feet (78.6 meters) long with a are considered safe for bicycle/pedestrian width of 30 feet (9.1 meters). Both use, although some users may not feel structures have two travel lanes with the comfortable in sections with higher speed longest bridge having enough room for wide limits and lower widths. The section from shoulders. Neither has been considered for Jahn Road to the Spirit Mountain Casino is replacement. Needs identified for the the most uncomfortable because of the overcrossing of ORE-18 (Business) in 2004- ditches and drop-offs along that area. The 2009 is a seismic retrofit ($875,000). next section that would be uncomfortable is Replacement of the structure is estimated to from Fort Hill to the Wallace Bridge area. cost $2,793,000. Unstable bearings place This is due to higher traffic speeds and the structure in Seismic Vulnerability Group volumes along the section. Crossing the 1A, and it has a seismic prioritization rank highway is difficult because of the high of 95 out of 6,534. Needs for the number of vehicles, higher speeds, and lack overcrossing of ORE-22 in 2008-2017 is a of safe crossing areas. The best location for seismic retrofit ($401,000). Replacement of crossing is at the casino interchange because the structure is estimated to cost $1,747,000. bicyclists and pedestrians are separated from Inadequate anchorage and/or seat capacity vehicles on ORE-18. The Polk County for stable bearings place the structure in Transportation System Plan designates Seismic Vulnerability Group 1B and it has a South Yamhill River Road as a shared seismic prioritization rank of 572 out of roadway 7 bicycle route. Although narrow, 6,534. it is a low volume road that has scenic qualities that make it a more comfortable All projected needs are based on the current and pleasant route for recreational bicyclists. data in the Bridge Management System (BMS) and the Highway Performance Management System (HPMS). These needs are subject to future condition changes and Public Transportation future professional judgments and are by no means as firm as the current STIP. All the There is limited public transportation in the above cost estimates are in 1997 dollars. area. Greyhound’s Portland to Brookings schedule allows for a flag stop at Grand Ronde Road. Buses pass this stop four times a day. Pickups are twice a day in the Bikeways/Walkways morning; at approximately 7:00 a.m. if traveling to Portland and about 11:00 a.m. if ORE-18 is designated as a bike route in traveling to Brookings on the coast. The accordance with requirements specified for arterials by the Transportation Planning 6 Bicyclist, pedestrians, and motor vehicles share use of a highway Rule, the Oregon Transportation Plan, and shoulder. 7 The road’s travel lanes are shared by pedestrians, bicyclists, and the Oregon Bicycle and Pedestrian Plan. motor vehicles.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

two afternoon runs through Grand Ronde Mondays and Wednesdays. Dial-a-ride occur near 4:00 p.m. for trips to Portland service only to Sheridan is available on and 11:30 p.m. for trips towards the coast. Thursdays and Fridays.

The Spirit Mountain Development Corporation operates shuttle buses for visitors to the casino. These buses operate Air/Rail/Pipeline on what is called the Salem and Portland/Vancouver schedules. The Salem Air shuttle serves Woodburn as well as Salem and Keizer. It operates every Tuesday, There is no air service available within the except holidays, between 4:10 p.m. and immediate vicinity of the refinement area. 11:30 p.m. with a 5:45 p.m. arrival time at Discounting a presently inactive Sheridan the casino and a return departure at 10:15 grass/gravel field, there is no airfield within p.m. 20 miles of the corridor. The closest general aviation airports are in McMinnville and The Portland and Vancouver shuttle Independence, but the nearest scheduled operates Mondays and Tuesdays (except passenger and freight services are at holidays) between 8:15 a.m. and 11:25 p.m. Portland International. The arrival and departure times at the casino are the same as the Salem shuttle. On Passenger Rail Wednesdays and Thursdays, it operates from 8:15 a.m. to 4:00 p.m. with a 10:00 a.m. Rail is a mode that has often been discussed arrival at the casino and a 2:15 departure. as having potential transportation benefits in Currently, the ORE-18 traffic on these days the corridor. Currently it provides freight is not a cause of congestion, so the shuttle service for forest products destined for does not provide much relief to traffic delivery to the continental United States congestion. exclusive of Oregon. The railroad extends approximately 5.3 miles (8.5 kilometers)) Spirit Mountain also provides motorcoach within the project limits, between Willamina service as far as Vancouver, WA, and and Fort Hill. It is owned by Hampton Eugene, OR, for any group of 30 or more. Railway. In Willamina, track connections to the Willamette Valley Railroad carry trains The Confederated Tribes provide limited to other points. Less than one million gross paratransit services for the tribal elders. tons are transported annually. The line is However, there are no general transit maintained to Federal Railroad services available to the disabled or Administration (FRA) Class 1 standards. transportation disadvantaged within the This standard limits freight speeds to 10 general populace. mph (16 kph) and passenger speeds to 15 mph (24 kph). Until 1985, the railroad The Community Action Agency of Yamhill continued west to Grand Ronde, but the County (YCAP) operates a Yamhill County railroad was abandoned. In some areas, the (YAMCO) transit service to/from the part of right-of-way is owned by ODOT, but much Willamina located in Yamhill County. of it is now owned by individuals owning Round-trip bus services from Willamina to adjacent property. Sheridan and McMinnville occur on

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Because of the variations in track northerly, crossing ORE-18 approximately maintenance, predictions of times for any 500 feet (152.4 meters) west of Fire Hall. It passenger travel are subjective. However, then parallels the highway on the north side the Yamhill Commuter Rail Study predicted past A.R. Ford Road and approximately 0.5 68 minutes from McMinnville to Milwaukee mile (0.8 kilometers) beyond. At this point, if the tracks were able to sustain a 60 mph the line heads northwest across country and speed. Based on the current maintained leaves the refinement area. The line is condition, train speeds generally are in the buried at a 4 to 5-foot (1.2 to 1.5-meter) 15 to 20 mph range, and none approach a 60 depth. mph capability. The distance from McMinnville to Grand Ronde is Because it is a major transmission line, approximately 24 additional miles (38 direct connections are discouraged, and one kilometers). or more regulators are used to step down the pressure. Several service lines of varying There are no current plans to expand service levels are located throughout the area. For or track through the refinement area. example, there is a four-inch (10.2- centimeter) distribution line located on the Pipelines east side of Grand Ronde Road, with service lines connecting at numerous locations. The only pipeline in the corridor refinement The natural gas capability is more than area is for natural gas. The line is owned by enough to provide services to the area for Northwest Natural Gas. It provides gas the 20-year planning period and beyond. transmission to the coastal cities and feeder- lines serve Willamina, Grand Ronde, and businesses and residences along the refinement area. Environmental Resources

The 12.75-inch (32.4 centimeters) very-high In addition to the following information, pressure line was installed in the mid-1960s greater detail can be found in the following and generally operates with a pressure of documents: the 2002 Environmental 800 pounds per square inch (54.4 Assessment and the 2004 Revised atmospheres). It enters the refinement area Environmental Assessment. from the western end of Sawtell Road, crosses the South Yamhill River and then General follows South Yamhill River Road until its closest approach to ORE-18. The line The study area is located in an east-west roughly parallels ORE-18 a few hundred trending valley occupied by the South feet further south until near the weigh Yamhill River and numerous tributary station where it once again follows South creeks and rivers. Surface elevations along Yamhill River Road to Fort Hill. At this the highways in the valley bottom range point, it proceeds generally westerly for from about 300 feet (91.4 meters) to 500 roughly 0.25 to 0.4 mile (0.4 to 0.6 feet (152.4 meters). Between Valley kilometers) south of the highway to meet a Junction and Grande Ronde, the valley is connection alongside Andy Riggs Road. It divided by an east-west trending ridge that follows Andy Riggs Road to a crossing with includes Fort Hill (602 feet (183.5 meters)). Fire Hall Road where it starts a curve The valley width ranges from 1,800 feet

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

(0.59 kilometers) at the junction of ORE-18 Nestucca Formation (Tn) is mainly fine- and 22 (Three Rivers Highway) to 3 miles grained sedimentary rock and some intruded (4.8 kilometers) between Grand Ronde and volcanic rock, deposited in marine Grande Ronde Agency. Figure 2-8 lists the environments. The Nestucca Formation is geologic formations found in the corridor. most common in the hills and mountains north of the valley. It underlies ORE-18 Topographic and soils maps indicate that east of the junction with ORE-22 and near most of the highways and local roads are the Van Duzer Corridor. The Yamhill located on nearly level (0 to 3% slopes) to Formation is a fine to medium-grained gently sloping (less than 8%) bottomlands sedimentary rock also laid down in a marine adjacent to rivers and streams. ORE-22 and environment. This formation is located ORE-18 join on the footslopes near the most mainly south of the valley but also underlies constricted part of the valley about one mile the valley-bisecting ridge that Fort Hill is (1.6 kilometers) south of Willamina. located on and the footslopes in the northern The highway travels west and northwest part of the valley. ORE-22 (Three Rivers across the terraces and floodplain of the Highway) crosses this unit just north of South Yamhill River until Valley Junction Valley Junction. The submarine basalt of (MP 23.06), where ORE-22 (Three Rivers the Siletz River Volcanics underlies the hills Highway) turns north through the valley- and mountains south of the valley and a bisecting ridge that includes Fort Hill. At short segment of ORE-22 just south of the the Yamhill County boundary, ORE-22 junction with ORE-18 near Willamina. turns west, passes through the Grand Ronde Exposures of intrusive igneous rocks (Ti) Agency area and again follows the South are scattered throughout the area. ORE-22 Yamhill River. From Valley Junction, crosses this unit near Fort Hill. The unit ORE-18 crosses the South Yamhill River also is exposed on Spirit Mountain and in just east of Grand Ronde and then crosses the Rowell Creek watershed. the floodplain and terraces of the Rogue River into the Van Duzer Forest Corridor. In western Oregon, faults are difficult to Grand Ronde Road crosses the widest part discern on the surface. However, several of the valley and connects ORE-22 and faults have been identified in the corridor ORE-18. area. The Yamhill River fault trends roughly east-west along the southern Geology corridor area. Igneous rocks (Ti) were intruded along the fault. The fault crosses Most of the highways and local roads in the ORE-22 near the junction with ORE-18 corridor area are located on quaternary south of Willamina. A northwest trending alluvium (Qal) in the bottomlands along the fault cuts across Fort Hill and the northern Yamhill and Rogue Rivers and tributary part of the valley. streams. Alluvium is earth material of various sizes transported and deposited by running water. No large landslide deposits are mapped in the corridor area, but some deposits (Qls) are found north of Willamina in the Nestucca and Yamhill Formations. Bedrock underlies the foothills and mountains surrounding the valley. The

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Figure 2-8 GEOLOGY

Map Age Symbol (years) Description Qal present to Alluvium composed of unconsolidated and poorly sorted clay, silt, sand, and gravel. Found in the 10,000 floodplains of the South Yamhill River and tributaries. About 0-50 feet (0 to 15.2 meters) thick. Tid 38 - 45 Intrusive igneous rocks: dikes and sills of basalt and diabase. million Tn 38 - 45 Marine sedimentary rock composed of tuffaceous silstone, shale, sandstone called the Nestucca million Formation. Contains some interbeds of volcanic rock: basalt flows, pillow basalts, and breccia. At least 2,000 feet (0.61 kilometers) thick. Ty 38 - 50 Marine sedimentary rock composed of tuffaceous shale, siltstone, and basaltic sandstone called the million Yamhill Formation. About 5,000 feet (1.52 kilometers) thick. Tsr 45 - 55 Submarine volcanic rocks composed of basalt and pillow basalt called the Siletz River Volcanics. million Includes some interbeds of sedimentary rock: tuffaceous shale, siltstone, and sandstone. Total thickness unknown but may exceed 12,000 feet (3.66kilometers)

The geology provides design engineers with • Waldo silty clay loam (72). information on many different factors including the difficulty of construction and Cove, Grand Ronde (in Yamhill County), associated costs, susceptibility to earthquake and Waldo soils are hydric soils. Hydric damage, and landslide potential. soils are waterlogged soils commonly associated with wetlands. Briedwell and McAlpin are prime farmland soils. Soils Briedwell and Knappa soils pose moderate limitations to roads and streets due to low The most common soils underlying the strength. Cove, Grand Ronde, McAlpin, existing highway corridor are poorly drained and Waldo soils pose severe limitations to to moderately well-drained silty clay loams roads and streets due to wetness, low and silt loams located on bottomlands and strength, and high shrink-swell terraces. In places, the road system is characteristics. underlain by well-drained silty clay loams and silt loams located on terraces and low foothills. Numerous types of soils occur in Hydrology the corridor. The most common soils along the highway are: The Grand Ronde-Willamina corridor is • Briedwell silt loam located in the western portion of the Yamhill (mapping unit 12A, C, & D), Sub-basin of the Willamette Basin in the • Cove silt loam (mapping unit 21), South Yamhill River watershed. The • Grand Ronde silty clay loam (mapping corridor crosses the 12 sub-watersheds and unit 28 or Gr), creeks shown in Figure 2-9. Twelve • Knappa silt loam (mapping unit 42B or unnamed perennial or intermittent streams KnB), flow into the South Yamhill River in the • McAlpin silt loam (48A & B), and corridor area. ORE-18, 22, and Grand Ronde Road cross the South Yamhill River

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

5 times, the Rogue River once, and various Energy-related items are expected to have creeks and ditches 15 times. minimum impact on the proposed work and, conversely, will be minimally impacted by The type and timing of precipitation in a construction. watershed influences river discharge behavior and has practical implications for water supply and flood hazards. Most Figure 2-9 (93%) of the precipitation in the Yamhill CREEKS River Watershed falls as rain between November and May. Flow in the basin Name Watershed Size Subwatersheds begins to increase rapidly in October, peaks (sq. mi.) in January, and is lowest in August (Oregon Cockerham Creek 1.7 (4.40 sq. m) Water Resources Department, 1992). Most Klees Creek 2.4 (6.22 sq. m) flow is natural because no major storage Cosper Creek 10.4 (26.94 sq. m) basins have been constructed in the sub- Agency Creek 25.6 (66.30 sq. mi.) Wind River, Joe basin. Oregon Department of Fish and Crooked Creek 1.7 (4.40 sq. m) Wildlife has identified the South Yamhill Doane Creek 1.2 (3.11 sq. m) River and most of the tributary streams as Lady Creek 0.8 (2.07 sq. m) candidate streams for in-stream water rights Gold Creek 8.64 (22.38 sq. m) Mule Tail, to protect fish populations and habitat. Lafolette, Folk Rowell Creek 12 (31.08 sq. m) Little Rowell The hydrology of the refinement area Rock Creek 23.7 (61.38 sq. m) Cow, Joe Day determines the number and type of bridges Rogue River 10.88 (28.18 sq. m) Jackass Elmer Creek 2.1 (5.44 sq. m) that must be constructed. It also influences drainage measures that must be taken.

Actions during construction must be Rocks and Minerals considered to control and reduce pollutants of the construction work and on-going Quarry rock is abundant in the corridor area highway use. When many streams are and is obtained from the intrusive rocks (Ti), candidates for fish protection, it is likely that basalt flows within the Nestucca Formation permits will have extraordinary conditions. (Tn), and the Siletz River Volcanic (Tsr).

Clays are found in the area and have been Energy used for brick production in the past. The

only other mineral resource identified in the Some rocks in the area are indicators of area is bauxite, located in the Gold Creek petroleum; but while exploratory wells watershed, but no production occurred. drilled east of the study area encountered Polk County identified the Fort Hill clay pit some gas and oil, they resulted in no as a significant natural resource, but Yamhill commercial production. The potential for County has not identified any significant geothermal use is low. No developed rock or mineral resource in the area. hydroelectric power sites are located in the study area. Transmission lines owned by Since the resources are not significant, no the Bonneville Power Administration run long-term, on-going resource operation is approximately parallel to the corridor, north expected. However, there may be temporary of the Yamhill River. gravel or rock quarries established, possibly

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

for construction of the solutions found especially in areas along the South Yamhill during the refinement process. River. If archeological resources are found or suspected, additional time and cost can be Historic Resources anticipated for construction projects. During construction, if cultural materials are Numerous historic structures and sites exist found, work must be stopped and an in the area. The importance of the area as a archeologist consulted. travel corridor is reflected by early establishment of territorial and military Water, Wetlands, and Riparian roads. Fort Yamhill, Grand Ronde Agency, Resources St. Michael Archangel Church, Grand Ronde Indian Cemetery, and the Grand Several natural and excavated ponds and Ronde Indian Community Hall are all reservoirs are located in the corridor. Most historic sites and buildings. Fort Yamhill is excavated ponds are associated with active on the National Register of Historic Places. or historic lumber mills. The Grand Ronde Polk County identifies the Fort Yamhill site, Waste Water Treatment Facility is located Grand Ronde Hotel, Grand Ronde Depot, just east of Grand Ronde, north of ORE-18. and Van Duzer Forest Corridor as The National Wetland Inventory (NWI) significant historic resources. The Van shows numerous wetlands and deepwater Duzer Forest Corridor is also designated a habitats in the project area. Hydric soils and significant open space by the county. poor surface drainage in the corridor Yamhill County identifies St. Michael’s strongly suggest that wetlands are more Church (Mission School) and the Church of extensive than what is shown on the NWI. God of Prophecy (Agency School) as Polk County requires a riparian management significant historic resources in the area. area around significant wetlands (PCZO The historical resources in the corridor are 182.050(B)(2)). Polk County’s Significant listed in the Figure 2-10. Historical Resource map shows only major wetlands resources, designated and eligible, were and none are indicated in the project area. avoided whenever possible in development The significance of the major wetlands has of alternatives for this project. not been evaluated.

Archaeological Resources

An archaeological predictive model and several field reconnaissance studies provide some information about archeological resources in the area. The area along ORE- 18 between the Van Duzer Forest Corridor and in the vicinity of Gold Creek has multiple unofficial sites, one known historic site, and surface features strongly associated with archeological sites. This places archaeology in the high probability category. Consequently, an archaeologist should test soils before construction,

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Figure 2-10 HISTORIC RESOURCES Note: These sites were identified early in the planning process and are retained in this document for general information. Specifics of eligibility for listing in the National Register and any other factors as they apply to preferred alternatives are contained in the Environmental Assessment.

Name / Type Comments Township/Range Designation Section/Tax lot Polk County Werth - Sunnybrook T6S R7W None, due to “insufficient integrity”. Included in inventory of Farm complex built about 1910 Farm Building Sec 7 TL 2000 historical resources of Polk County (SHPO #335) Listed on National Register of Historic Places in 1971. Designated Military fort adjacent to reservation. T6S R7W Fort Yamhill Site significant resource / balance conflicting uses and zoned Public Park. Established in 1856. Sec 8 TL 500 SHPO #272. Butler Methodist Built in 1908. Later became meeting hall T6S R7W Included in inventory of historical resources of Polk County (SHPO Chapel Building for Fort Hill Grange. Sec 15 TL 600 #35). Designated a primary/significant resource by Polk County. Established in 1840-1850. T6S R7W Included in inventory of historical resources of Polk County (SHPO Hussey Cemetery Site Family/community plot with ten Sec 15 TL 402 #302). Designated a primary/significant resource by Polk County. nternments. Designated in 1939 as the first protected Included in inventory of historical resources of Polk County (SHPO Van Duzer Forest T6S R8W forested ORE in the state. Total of 1507 #278). Designated significant resource / balance conflicting uses and Corridor Site Sec 7 acres. zoned TC. Site of mill built for reservation in the Grand Ronde Agency T6S R8W Listed in the 1978 Polk County Comprehensive Plan as a significant 1860s. Stones now at Polk County Mill Site Sec 14 historic site and a potential site for a historic marker. Courthouse/ T6S R8W Sec 12 Grand Ronde Indian Established in 1856 and used into the Included in inventory of historical resources of Polk County (SHPO TL 1600, 1700, Cemetery 1930’s. #36). Designated a primary/significant resource by Polk County. 1702 Included in inventory of historical resources of Polk County (SHPO Grand Ronde Hotel built in 1922 by Willamina and T6S R8W #37). Designated significant resource / balance conflicting uses and Hotel/Building Grand Ronde Railroad. Sec 12 TL 1000 covered by PCZO 1831. May be an historic resource potentially eligible for the National Register. More research needed. Included in inventory of historical resources of Polk County (SHPO Grand Ronde Railroad depot built in 1920 or 1921 by T6S R8W #38). Designated significant resource / balance conflicting uses and Depot/Building Willamina and Grand Ronde Railroad. Sec 12 TL 1800 covered by PCZO 1831. May be an historic resource potentially eligible for the National Register. More research needed. Bank of Grand Probably part of the Bunnsville T6S R8W May be an historic resource potentially eligible for the National Ronde community, built in 1920’s Sec 12 TL Register. More research needed. Wesley Church of Site and buildings donated by Julius and T6S R8W May be an historic resource potentially eligible for the National German Methodist Rosina Traglio to Wesley Church in Sec 12 TL Register. More research needed. Episcopal Church 1912. Part of “New Town” built in the 1920’s by timber companies. Included a hotel, depot, store, bakery, bank, barber shop, T6S R8W May be an historic resource potentially eligible for the National “Bunnsville” school, and post office. McCormack, Sec 12 TL Register. More research needed. Longbell Timber, and International Paper are names associated with community. Store is still standing. Yamhill County Site began to function as a reservation in Grand Ronde T6S R8W Included in inventory of historical resources of Yamhill County 1856. Grand Ronde Reservation created Agency/Site Sec 1 TL NA (SHPO #1403). in 1857. Built in about 1935 to serve as public Agency School/ T6S R8W Included in inventory of historical resources of Yamhill County school house. Currently called the Building Sec 1 TL 2000 (SHPO #1384). Designated an historic landmark by Yamhill County. Church of Prophecy of God. St. Michael Included in inventory of historical resources of Yamhill County Built about 1939, part of the Catholic T6S R8W Archangel Catholic (SHPO #1385, 1386, 1387). Designated an historic landmark by mission school. Sec 1 TL 2100 Church/Building Yamhill County. Grand Ronde Built about 1939 for use as a tribal T6S R8W Included in inventory of historical resources of Yamhill County. Community community hall. Sec 1 TL 1700 Was a significant resource in Phase I of inventory. Hall/Building Lamson House/ Residence built in 1883 and barn built in T6S R7W Included in inventory of historical resources of Yamhill County Building 1850. Sec 2 TL 300 (SHPO #1383). Dayton-Sheridan- Construction began in 1878 under Included in inventory of historical resources of Yamhill County Grand Ronde various Joseph Gaston. (SHPO #1401). Railroad

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001; Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Waterways and significant riparian (1-C) the corridor. Ring-necked pheasant and resources on the Polk County Significant valley quail are found in brushy areas in the Resources Map include the South Yamhill valley. Doves and band-tailed pigeons are and Rogue Rivers; and Jackass, Joe Day, seasonal residents. Two band-tail pigeon Rock, Rowell, Gold, Lady, Doane, Klees, springs have been identified in the project Cosper, and Agency Creeks. Riparian area: Fort Yamhill Pigeon Springs and Gold resources will be managed to balance the Creek Pigeon Springs. ODFW has development and conservation needs and are documented bird counts of 734 per year and subject to Polk County Comprehensive recommends that the Fort Hill Pigeon Plan’s Policy 3.3 protecting the importance Springs and adjacent wet areas be protected of riparian vegetation as fish and wildlife from disturbance. No vegetation removal, habitat through ordinances and Chapter 182, equipment operation, removal and fill, or Significant Resource Areas and Overlay timber yarding should occur at the springs. Zone, of Polk County Zoning Ordinances. Trees and springs within 300 feet (91.4 Riparian areas have setback areas where meters) of the springs should be protected. disturbance and development is prohibited. Polk County identified the site as a Setback area width ranges from 25 to 100 significant resource (1-C) to be protected by feet (7.6 to 30.5 meters). Some uses are limiting the conflicting use (3-C). excepted from setback requirements including public uses such as bridges. Rare, Threatened, and Endangered However, adverse impacts must be mitigated Species as recommended by ODFW. ODFW is not aware of, and has not had the Fish and Wildlife resources to conduct, sensitive species surveys in the area. The 2002 Cutthroat trout reside in all local watersheds Environmental Assessment also reviews in the project area. Winter steelhead are information on such species. Nelson’s found in the South Yamhill River and Checkermellow and the Willamette Valley Agency, Cosper, Gold, Rowell, and Rock Daisy have been located in the planning Creeks. The South Yamhill River is a area. Additionally, Chinook Salmon and migration route for anadromous fish, and Steelhead Trout are present in the rivers. Agency Creek and the South Yamhill River Their presence has been considered in are sites of anadromous fish spawning and developing the preferred solutions. The EA rearing. Resident trout use the South Fork reveals that Bald Eagles, Northern Spotted of the Yamhill River and Agency, Cosper, Owls, Coastal Coho Salmon and Oregon and Klees Creeks for spawning and rearing. Chub are not a factor in the preferred High angler use is noted for Agency Creek. solutions. Coho salmon, winter steelhead, and resident cutthroat trout populations are in the South Ecologically and Scientifically Significant Yamhill River. Natural Area/Wilderness Areas, Recreation Trails, Wild and Scenic Rivers Deer and elk range in the project area, favoring the foothills over the bottomlands. None are located in the study area.

Ruffed grouse, blue grouse, and mountain quail reside in the mountainous portions of

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Water Quality Noise Quality

Surface water quality in the Yamhill basin Over time, noise levels are expected to varies from good to poor. Observations of increase 1 to 3 decibels for some sections of the South Yamhill River resulted in the this highway. Construction noise will be following stream problem ratings in 1998: present when projects are underway. The severe for water quality, moderate for fish project’s 2002 Environmental Assessment habitat quality, severe for other aquatic assesses the construction factor, but it is not habitat, and severe for recreational and expected to be a significant issue. drinking water. The Yamhill Basin Action Plan recommends that storm water systems Hazardous Materials manage runoff from rural highways to Hazardous materials sites often slow the improve the water quality. Additionally, the right-of-way acquisition process because of water quality limitations may require negotiations with property owners. Figure balanced cuts and fills in the floodplains, 2-11 identifies the sites where hazardous providing or preserving shade over creeks, materials may exist. Project costs can buffers along streams, erosion protection, increase because of removal and inspections and sediment control plans. required.

Air Quality Flooding

The Oregon Air Quality implementation Flood Insurance Rate Maps for the corridor plan does not specify transportation noise area identify flood prone areas along the control measures for this area. It is a non- South Yamhill and Rogue Rivers and Rock, attainment area. Therefore, air quality is not Rowell, Gold, and Cooper Creeks. an issue in the planning area. Additional information may be found in the EA.

Figure 2-11 POTENTIAL HAZARDOUS MATERIALS SITES

Name Number Address Information Source* Erickson Hardware 1085 29695 Salmon River Hwy ECSI Grand Ronde Fort Hill Lumber 359 8885 Fort Hill Rd ECSI Willamina Pacific NW Gas 388 ORE-18 ECSI Valley Junction Royal Fiberglass 863 25245 Yamhill River Rd. ECSI Willamina Lumber 1399 Willamina Creek Rd ECSI Company- Hampton Willamina Affiliate * ECSI - Environmental Cleanup Site Information system, ODEQ

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, June 2001, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Section 3 Transportation Mobility: Current & Future

The previous section, Existing Inventory ratio of 0.75. These standards are to be met and Conditions, contains information on the during the 30th highest annual hour of traffic numbers, locations, and types of crashes in volume. In urban areas, weekday commuter the ORE-18 refinement area. A review of traffic approximates the condition for the the crash information readily shows the need 30th highest hour of traffic volume. for safety related improvements. Mobility is However, on highways with recreational also an important need for the highway user. destinations, traffic patterns are substantially This section deals with some of the factors different. that determine and influence the ability to move through the area without undue delay. Traffic volumes at the Valley Junction Automatic Traffic Recorder show a pattern typical of recreational transportation corridors. The highest traffic volumes on routes connecting to the Oregon Coast are Current on weekends, particularly the day when most of the travelers are returning home Verification of the Portland to Lincoln City before the workweek begins. Of the top 100 Corridor (Oregon Highways 99W and 18) hours of traffic volume in 1997, 82 hours Interim Strategy’s conclusion that a four- occurred on Sundays (Figure 3-1), and five lane highway was necessary to meet additional hours occurred on either mobility needs was one of the early steps in Memorial Day or Labor Day. The two the planning process. The evaluation used highest hours of traffic occurred between 1 the 1997 Valley Junction Automatic Traffic PM and 3 PM on Sunday, August 10, but Recorder data (Table 10, Appendix D), and July 20 had more hours (7) with very high 1998 traffic counts that included turning traffic volume than any other day (Figure 3- movements and vehicle classifications at 2). However, more of the top 100 hours Grand Ronde Road, ORE-22/Valley occurred during August than any other Junction, and at Ft. Hill Road/South Yamhill month. All of the highest 100 hours River Road intersections. occurred between 12 PM and 7 PM (Figure 3-3). The 30th highest traffic volume hour The 1999 Oregon Highway Plan (OHP) occurred on April 6, 1997 and again on established mobility standards for state August 16, 1997 (Table 10, Appendix D). highways. In the study area, the mobility standard for ORE-18, a Statewide Freight Traffic conditions at the 30th highest hour Highway and Expressway, is a volume/ are already worse than the OHP mobility capacity (V/C) ratio of 0.70. The Three standard between Grand Ronde Road and Rivers Highway (ORE-22), a District Fort Hill Road. It is also worse than the Highway, is expected to operate at a V/C standard for eastbound traffic between

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Grand Ronde Road and the ORE-22 Figure 3-1 Interchange at Willamina. Between the 1997 Peak Traffic Hours, Spirit Mountain Casino and Fort Hill Road, Day of Week traffic is at, or nearly at highway capacity at this traffic volume. Gaps in traffic are not Friday Saturday Sunday Monday* adequate at Grand Ronde Road, Three 2 11 82 5 Rivers Highway (ORE-22) and at Fort Hill *Monday peak traffic hours occurred on Labor Day (three hours) and Memorial Day (two hours). Road for eastbound left turns, resulting in extreme delays for this movement. Under these conditions, some drivers become Figure 3-2 aggressive and force their way onto ORE- Peak Traffic Hours by Month 18, or will avoid the prolonged delay by making a right-turn followed by a U-turn at Jan Feb Mar Apr May Jun another intersection. 0 7 3 4 9 9

Traffic conditions during weekday traffic Jul1 Aug2 Sep Oct Nov Dec conditions also are difficult for some turning 20 30 14 2 2 0 movements. The evaluation showed that 1. Sunday, July 20 experienced more of these hours (7) than any other day. volume/capacity ratios for through 2. Sunday, August 10th had 5 such hours; Sunday, August 17th had movements on ORE-18, and turning 6 hours; Saturday, August 16th had 5. movements from ORE-18, encounter no significant limitation. However, eastbound left turns at Grand Ronde Road can exceed Figure 3-3 the highway mobility standard and, at times Peak Traffic Hours by Time of Day* reach the road capacity. Eastbound left turns at Three Rivers Highway (ORE-22) 12-1 1-2 2-3 3-4 4-5 5-6 6-7 also exceed the highway mobility standard 10 19 23 18 15 10 5 and road capacity. At Fort Hill Road, *All hours are PM hours. eastbound left turns can reach a V/C ratio of 0.96—nearly at capacity. The top 100 hours of traffic volume do not show that Friday peak traffic hours are The Portland to Lincoln City Corridor becoming frequent. The data does show that (Oregon Highways 99W and 18) Interim a number of individual days experience Strategy states, “Congestion in the rural more than one hour of high traffic volume. areas will likely remain focused on weekend For example, three of the highest four hours and holiday periods. The probable effect were on August 10, between 1 PM and 4 here will be a lengthening of the Friday and PM. On that same day, there were over Sunday peak periods and increasing traffic 2000 vehicles traveling each hour from 12 levels on Thursday and Monday. There are PM through 5 PM. There were 23 days with no parallel continuous alternate routes to two or more of the top 100 hours of traffic ORE-18 that could serve diversion traffic. volume during 1997 (Table 10, Appendix Congestion in this corridor could shift trips D). to other statewide routes or to other coastal destinations.”

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

When traffic volumes are high, turning development growth projections were used movements become an even more important to develop future traffic volumes for ORE- factor in causing delays and in rear end 18 and connecting roads. crashes. In 1998, turning movement counts were conducted at Fort Hill, Valley Historical Data Junction, Grand Ronde, and A.R. Ford roads as well as on ORE-18 (Business) (Appendix ODOT has collected traffic data at the D). The counts show that most vehicles Valley Junction permanent recorder location turning onto ORE-18 proceed east. With the (27-001) since 1950. Figure 3-4 shows the exception of Fort Hill Road, this is annual ADT recorded between the years representative for all roads intersecting with 1979 and 1998. From 1979 through 1998, ORE-18. At Valley Junction, 85% of the the number of vehicles traveling ORE-18 turns from ORE-22 (Three Rivers Highway) through the Valley Junction area more than are to the east. While 1000 vehicles per day doubled. However, the increase was not at turn from ORE-18 onto ORE-22, about 87% an annually consistent rate. Figure 3-5 of these are right turns that can be made depicts the increase with the recorded with very little conflict. These turns present volumes represented by the solid line. The less delay to following traffic than a smaller dashed line is the best “fit” for the data number of vehicles making a left turn. points for those years and gives an indication of the overall rate of growth. The forecast for this highway demonstrates that not only is the ADT expected to Not only did the rate of increase at the increase, but that the number of hours, days, Valley Junction recorder location vary, but weeks, and months with high vehicle counts different points along the study area are expected to increase. This results in the increased at different rates than the Valley highway becoming more congested for Junction site. Figure 3-6 shows the traffic longer periods. Access from minor roads volume changes from 1976 through 1997 at will experience even worse conditions as the different locations along the refinement area ability to turn onto ORE-18 deteriorates. and Figure 3-7 shows the growth rate at those locations.

From the historical background, it can be Future summarized that the 20-year growth rate is roughly 1.5% per year. Using this growth A vital part of developing a long-range rate, it can be expected that there will be transportation plan is forecasting future approximately a 50% increase in through travel on the roads. During a twenty-year traffic by 2018. In addition to this increase period, many factors can influence the of through traffic, future development, forecast. An increase in population either discussed later, will add to the trips. by births or by immigration from other areas, economic conditions, land use changes, technology, and social factors all have impacts. However, although the rate of change may vary, the long-term trend is for traffic volumes to increase. Thus, historical traffic volumes, coupled with proposed

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Figure 3-4 visitation at other major tourist facilities on Twenty-Year Traffic Recorder Volumes the Oregon Coast. For example, traffic Valley Junction Location volume increased on ORE-18 during Keiko’s residency at the Oregon Coast Year ADT (Vehicles/Day) Aquarium in Newport. 1979 8,603 1980 8,569 Figure 3-5 1981 8,811 Historic Traffic Growth Pattern 1982 8,505 1983 8,760 1984 9,280 Years 1979-1998 ADT at Valley Junction 1985 9,505 ATR 27-001 1986 9,923 1987 10,381 20,000 1988 10,525 18,000 1989 10,607 16,000 1990 10,539 14,000 1991 11,001 12,000 1992 11,336 10,000 1993 11,155 8,000 1994 11,491 6,000 ADT (Vehicles/day) 1995 12,957 4,000 1996 16,275 2,000 1997 17,881 0

1998 18,610 2 7 79 88 94 9 98 9 9 99 1 1 1985 1 1991 1 1 Year Anticipated External Influences

Figure 3-6 External influences are those items that Traffic Volumes-Other Locations occur outside the refinement area, but could have some traffic impacts within the area. Historical trends include similar external MP Location 1976 1986 1992 1994 1997 0.01 West of 20.66 5300 6900 7700 5900 9300 influences that have occurred over the years. Fire Hall Rd For example, impacts from the Chinook 0.01 West of Winds Gaming and Convention Center near 21.17 Grand Ronde 5700 6500 8200 8900 10700 Lincoln City are already present in the ORE- Rd 18 traffic volumes. However, it is helpful to 0.01 East of be aware of the external influences in the 21.19 Grand Ronde 6200 8700 9200 9400 12200 Rd event they may affect timing of solutions. 0.10 West of 22.96 Valley 6300 7900 10000 11700 15800 One such influence is continued Junction 0.70 East of development on the Oregon Coast and in 23.76 Valley 7600 8500 11000 12600 18000 Lincoln City. The city has received a * Junction proposal to construct 1800 housing units, 0.01 West of 26.76 7800 10100 9600 10500 17500 primarily for sale as vacation homes. Business 18 Completion of this project is scheduled for 27.91 Sawtell Road 3500 4550 5100 4800 7900 2011. Another influence is the effect on * Automatic Traffic Recorder location

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Figure 3-7 coupled with historical data to forecast Twenty-Year Growth Rates traffic. Varied Locations Development Growth 20-year MP Location Growth (ORE-18) The use of land adjacent to ORE-18 is Rate mixed, although agricultural and forestlands 0.01 west of Fire Hall 20.66 1.32 predominate. Land zoned for commercial Road 0.01 west of Grand use is primarily near Fort Hill, Valley 21.17 1.50 Ronde Road Junction, and Grand Ronde while 0.01 east of Grand industrially-zoned lands are north of Fort 21.19 1.47 Ronde Road Hill and west of Grand Ronde Road (Figure 0.10 west of Three 22.96 1.66 3-8 and Figure 3-9). Rivers Hwy (ORE-22) 0.70 miles east of Three *23.76 Rivers Hwy (ORE-22) 1.50 A study of the area land use concluded in ATR 27-001 June 1999. The study, known as Regional 0.01 west of Willamina- Problem Solving (RPS), recommended 26.76 Sheridan Hwy (ORE-18 1.46 approximately 77 acres of commercial land Bus.) for Grand Ronde, 32 acres near Fort Hill, 0.03 east of Willamina- 27.91 1.47 and 41 acres at Valley Junction, not Sheridan Hwy (ORE-22) * Automatic Traffic Recorder location including lands belonging to the Confederated Tribes of Grand Ronde. Polk Forest harvest activity also is a variable. County evaluated the proposed land use Wildfires collectively known as the changes through the RPS process. During Tillamook Burn burned over 550 square May 2001, Polk County adopted the changes miles of forestland during the 1930s and to its Comprehensive Plan and Zoning Maps 1940s. Reforestation efforts in this area, called for through the RPS process (Figures now the Tillamook State Forest, could result 3-10, 3-11, 3-12). in an increase in truck traffic through this corridor, but harvest and processing Land belonging to the Confederated Tribes activities are likely to be distributed to of Grand Ronde along Grand Ronde Road is several locations. likely to have the most near-term impact. Funds are available to the tribe to begin use Overall, new external influences that are of their land, and construction of various anticipated will influence traffic volumes, buildings, including residences, have been but the relative increase is not so dramatic recently completed or are in progress. that it is not reflected by using the historic trend in traffic growth for projection According to a recent transportation study purposes. Although traffic volumes will based on the Tribe’s Master Plan, the increase—and associated with that, more completion of their work will result in an crashes can be expected—more of the ADT of approximately 7,200 at the ORE- conflict between traffic will occur as 18/Grand Ronde Road intersection and development increases in the refinement approximately 5,500 at its connection with area, particularly in the vicinity of Grand ORE-22. These estimates represent an Ronde. For that reason, proposed important increase from the roughly 2,000 development growth projections were ADT experienced today. Although it can be

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

expected that the Master Plan build-out will transporting visitors. Additionally, this eventually occur, the estimates of residential concept is periodically discussed by other housing for the next twenty years has been groups. Although the major portion of the reduced since the Tribe’s Master Plan was rail line is still active for freight use by the prepared. The Master Plan projected 300 Fort Hill mill, it is unlikely to be used for housing units would be constructed just passengers within the period of this plan. north of the intersection of Grand Ronde Therefore, no volume reductions were made Road and ORE-22 near the former Agency because of future rail uses. store. This is now expected to be 100 units.

Using 10 trips per housing unit as a Another factor that can influence reference, the earlier projections for traffic development is availability of water. The can be reduced by 2,000 vehicles per day. Grand Ronde Water District has projected a This is still a significant increase and it can shortage of water for large developments but be expected that crash problems (access is working on various solutions. The exact onto ORE-18 and crashes) will increase. impact is unknown for the long term of the Figure 3-13 shows proposed and assumed corridor refinement plan. (based on zoning) potential land uses. Land use on other land is expected to remain stable. Figure 3-13 Potential Land Uses Figure 3-13 includes development of Fort Yamhill State Park, located north of ORE- Area Type Use 18 between Valley Junction and Fort Hill. A.R. Ford Road (north) 10 acres of general light industrial The Oregon State Park and Recreation Grand Ronde Road 365 dwelling units Department began a Master Plan for the 10,000 sq. ft commercial park in 2002 with the goal of having the (Assumed) 96 unit RV park park open for visitation by 2006—150 years 50 more dwelling units after Fort Yamhill first opened. The park will be developed in a coordinated manner 10,000 sq.ft. commercial with the Confederated Tribes of the Grand (Assumed) Ronde, with access to the park from ORE- Casino 100 unit hotel and casino 22. A recreational vehicle campground expansion (about 60 units) is proposed at the site. The Three Rivers Highway Fort Yamhill State Park (ORE-22) and Interpretive Center Fort Yamhill Feasibility Study anticipated South of Three Rivers High turnover that the park would primarily be of interest Highway (ORE-22) commercial (Assumed) to individuals already using ORE-18. A Fort Hill Road High turnover significant traffic increase on ORE-18 from commercial the park is not expected, but there will be an All connecting roadways Some additional increase in turning movements at Valley dwelling units Junction (ORE-22). This could increase traffic delays and crashes, especially during periods of high tourist travel.

The Feasibility Study discusses use of rail from Willamina to Fort Hill as a means of

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Traffic Projections that there will be as much traffic on ORE-18 on an average May weekday in the year Design Hour Traffic 2018 as there is on an August Sunday in the year 1998. These calculations confirm the The 30th highest (design) hour traffic is conclusions contained in the Strategy. projected for the August 2018 Sunday Although the Strategy’s conclusions are hourly traffic at 1.5 times the through trips confirmed, the updated forecast volumes plus the development trips. The resulting show the earlier study’s projected volumes traffic volumes are 2018 August Sunday will be reached 15 years sooner. Therefore, design hour traffic volumes. projects to correct deficiencies and insure good mobility should be scheduled for After the August Year 2018 Sunday Hourly completion as soon as possible. Traffic Flow Volumes (30th highest hour) were developed, it was compared to the 20- Figure 3-14 year growth rate shown in Figure 3-7 which Traffic Forecast indicates a 20-year growth rate of 1.50. The 20-year growth rate was 1.48--calculated MP 1997 2000 2005 2010 2015 2018 using 1.5 times the “through” traffic plus the 20.66 9300 9719 10460 11257 12115 12661 additional trips generated from the proposed 21.17 10700 11182 12034 12952 13939 14567 area development. This is very close to the 21.19 12200 12750 13772 14767 15893 16609 historical growth rate that was previously 22.96 15800 16512 17771 19125 20583 21510 calculated at the Valley Junction permanent *23.76 17900 18707 20132 21667 23319 24369 recorder site. The future volumes are shown in Figure 3-14. 26.76 17500 18289 19683 21183 22797 23825 27.91 7900 8256 8885 9563 10291 10755 Future Average Weekday Traffic * Automatic Traffic Recorder location

In addition to the 2018 August Sunday hourly traffic volumes, future average weekday hourly traffic volumes in May were also developed. The May traffic volumes were developed using the same methodology as the August Sunday volumes. The Valley Junction ATR was used to find an average weekday in the month of May. The “through” traffic flows were multiplied by 1.5, and the developments were added to obtain 2018 May average weekday hourly traffic volumes.

The weekday traffic flows in May were then compared to the 1998 August Sunday traffic flows using the computer simulation program, SYNCHRO. When the traffic volumes were compared, it was determined

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Section 4 Preferred Solutions

Selection wetlands, threatened and endangered species, and flooding were key The Preferred Solutions were selected after considerations. Impacts on land use, and reviewing various alternatives and options especially existing business operation, for almost two years. Potential solutions played an important part in considering came from several sources, but many were several possibilities before arriving at the partially or fully based on suggestions from preferred solution. Although all the issues local residents. This section contains were considered, safety remained the solutions preferred by the Steering primary concern. If an alternative or option Committee. Steps for implementation did not improve an existing and future safety (phasing) are also included. Information problem, it was not ultimately selected as a concerning other alternatives and options is preferred solution. contained in Section 5, “Solutions Considered and Not Advanced.”

Throughout this section, the terms The Plan “solution,” “alternative,” and “option” are used. A solution is an action that will solve Figure 4-1 and Figure 4-2 depict the a problem. Alternative is used to describe a refinement area after all the improvements major, but different, action. Option is used are made. to describe a variation of an alternative. For example, an interchange at Valley Junction ORE-18 will be a four-lane highway is considered an alternative, but several through the refinement area with a non- different types or variations of interchanges traversable (closed) median along most of at Valley Junction are described as options. its length. Interchanges will replace the at- grade intersections at Grand Ronde, and The Steering Committee rated improving Valley Junction, and Fort Hill. Local safety as the critical element in the decision service roads will provide opportunities to process. A secondary purpose of ease travel constraints for automobiles, improvement is congestion relief and bicycles, and pedestrians, especially in the reduction. Cost was also a consideration, Grand Ronde and Fort Hill communities. with a focus on the ability of the State and Direct approach roads onto ORE-18 will be local jurisdictions to provide enough funds reduced by more than half, with others for a solution to be accomplished within the restricted to right-in, right-out turns. 20-year planning period. Historic Protected left-turn lanes will be located at preservation, especially in Grand Ronde, Rowell Creek, Jahn, Fire Hall, and A.R. was an important influence on judging Ford Roads. Improvements to four areas of various alternatives and options. In other ORE-22 between Valley Junction and Grand areas, environmental issues such as Ronde Agency will complete the plan.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

the highway to operate as required through The following sections and sub-sections 2018. discuss aspects of the preferred solutions in Highway widening is expected to reduce the detail. number of fatalities, but by itself, widening probably would not reduce the total number of crashes significantly. Overall, non-fatal Four-Lane Divided Highway crashes on ORE-18 are primarily associated with vehicles turning to or from other roads. CAUTION: All distances are approximate. Limiting the total number of road Final designs consider actual survey data intersections with ORE-18 and the types of and may result in some adjustments. For turning movements that can occur at the example, an interchange ramp mentioned as intersections that remain is necessary to beginning 275 feet from a certain point may address this crash condition. In the case of differ from the actual distance. This is a the major intersecting roads, this generally planning document and does not contain resulted in choosing interchanges as the engineering design-level information. Preferred Solution.

The highway will have four travel lanes that A second eastbound passing lane with a are 12 feet (3.6 meter) in width and a raised center median barrier and a Fort Hill/South median. The actual width of the median Yamhill River road Interchange are listed in may vary between 14 feet and 22 feet (4.2 to the 2004-2007 Statewide Transportation 6.7 meters), depending upon the final Improvement Program (STIP) for design. The actual width of the median may construction in 2006. The project, from MP vary depending on final design and as the 24.2 to MP 26.9 will be the first part of highway tapers to the Van Duzer Forest completing a four-lane highway from the Corridor.8 Two paved shoulders, each 6- Van Duzer Forest Corridor (MP 18.79) to feet (1.8-meter) wide, will provide space for Steel Bridge Road (MP 28.21). pedestrian and bicycle traffic. The shoulders and additional lanes also will Grand Ronde Interchange (Option GR-D) improve the highway’s ability to continue to (Figure 4-3) operate, albeit slowly, when crashes or vehicle breakdowns occur. This preferred interchange option replaces the current intersection of Grand Ronde The highway widening, in conjunction with Road and ORE-18. It is a jughandle-style median closure, is expected to reduce interchange with ramps located in the fatalities from head-on collisions. It will northeast and southwest quadrants and an also provide passing opportunities to overpass bridge crossing ORE-18 accommodate vehicle speed differences. connecting the north and south sections of Four lanes will provide the capacity to allow Grand Ronde Road.

The northeast ramp starts approximately 360 feet (110 meters) east of the current 8 It is approximately 0.75 miles (1.2 kilometers) to a intersection. The ramp connects to Grand four-lane section in the Van Duzer Forest Corridor. Ronde Road forming an intersection across Although beyond the limits of this plan, the from South Street. The connection requires committees felt that extending the widening to that section would be a prudent action. a deviation from OHP policy because of the

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

requirement for ¼-mile (400 meter) spacing Anderson’s Gardens and residence (Michael between a street and ramp connection. If J. Barnes Enterprises) site southwest of the traffic increases sufficiently, this connection interchange. may need to be signalized. Valley Junction/Casino Interchange The southwest ramp begins approximately (Option VJ-Ee) (Figure 4-4) 350 feet (106 meters) west of the current intersection and provides right-turn only This interchange is located about halfway capability. The ramp connects to the south between the current ORE-18/ORE-22 portion of Grand Ronde Road, roughly 360 intersection and the Spirit Mountain Casino. feet (110 meters) south of ORE-18. This interchange closes the existing casino connections to ORE-18. The new jug The overpass bridge, containing two 12-foot handle type interchange has the ramps (3.6 meter) travel lanes and two 6-foot (1.8 located in the northwest and southeast meter) shoulders, crosses over ORE-18 to quadrants, with an overpass bridge crossing allow local residents to travel safely through ORE-18 about 820 feet (250 meters) from the community without having to travel on Valley Junction. To the north, the the major highway. The structure also is overcrossing connects to a re-aligned ORE- important for safer pedestrian and bicycle 22. To the south, the overcrossing becomes travel, especially for children attending a road connecting to the casino’s internal school on the north side of the highway. road network.

The safety benefits of an interchange were The interchange ramps for westbound traffic the overriding consideration in its selection. connect approximately 1100 feet (335 Additionally, there are gains in levels of meters) west of the current ORE-18/ORE-22 service for citizens turning onto ORE-18 intersection. The southeast ramp begins from the county roads. This interchange approximately 530 feet (160 meters) west of option also avoids impacts on the nearby the current intersection and provides right- historical structures. turn only capability. The ramp connects to an extension of the overpass bridge 1100 The major disadvantage of selecting an feet west of the current intersection. interchange was the impact of an interchange on current land uses. On the The overpass bridge is a three-lane structure north side of the intersection, the Grand with two 12-foot (3.6-meter) travel lanes, a Ronde sewer district office, post office, fire 14-foot (4.2-meter) center left-turn lane, and station, and telephone switching utility two 6-foot (1.8-meter) shoulders. building will be displaced.9 On the south side of ORE-18, a residence containing The safety benefits of an interchange were Ken’s Gems will be displaced. In addition, the overriding consideration in selecting this it is probable that the residence at the option over others. Closure of the existing southeast corner of the current intersection casino entrance allows a greater margin of will be displaced, along with portions of safety because it removes conflicts between traffic attempting to enter and exit ORE-18 in a relative short distance. Additionally, 9 Widening to a four-lane highway through the area there were gains in levels of service for will displace the Grand Ronde Shopping Center and the Bonanza Antique Mall/former restaurant. citizens turning onto ORE-18 from ORE-22

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

and from the casino because of an the interchange to intersect with South acceleration lane. Yamhill River Road.

The major disadvantage of an interchange About 950 west of the interchange ramp on selection was the impact on current land use. the north side of ORE-18, a local access This option retains the buildings bordering road will intersect with the new service road the current ORE-22 location north of ORE- extending to Fort Hill Road. This road will 18, but displaces three residences and a cross the railroad and extend eastward to billboard located on commercially zoned provide property access to land north of the land to the west. highway. An eastern connection to ORE-18 will be provided for emergency vehicle use Buildings of the Grand Ronde Water only. All direct property access to ORE-18 District on the south side of ORE-18 will be will be eliminated. displaced. Highway approach roads to commercially zoned land and to farmland An interchange at Fort Hill Road/South would be unsafe because of the vehicle Yamhill River Road would improve vehicle movements at the interchange, and would safety and mobility for vehicles turning onto not be permitted. Property access from the ORE-18. In addition, the residents living road connecting to the casino will be along South Yamhill River Road would find considered for access to this property, but a it safer and easier to gain access to the deviation will be needed because no location existing Fort Hill service station and will meet spacing standards. restaurant.

This interchange could impact some of the Development could result along the roads casino’s parking areas for a deceleration connecting between the interchange and Fort lane. The interchange design would allow Hill Road, and between the interchange and modification to become a full diamond South Yamhill River Road. An Interchange interchange if needed beyond the 20-year Access Management Plan will be developed planning horizon. to describe how interchange operations will be protected. There may be insufficient Fort Hill Road/South Yamhill River Road distance between the interchange ramps and Intersection (Figure 4-2) South Yamhill River Road to provide for property access. The closest approach road The interchange will be constructed about north of the highway would be expected to 4300 feet east of the current intersections. meet the Oregon Highway Plan spacing Interchange ramps will be located in the standard (1320 feet), but would not be any northeast and southwest quadrants with the closer than opposite the local access road overpass bridge crossing ORE-18. The intersection discussed above. overpass bridge would connect on the north side to a local service road linking the interchange to Fort Hill Road. Polk County’s Fort Hill Road can be re-routed to intersect with this road east of the mill site, as was suggested by the mill manager. The local service road would extend south from

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Access Management and Local accomplished by consolidating driveways Service Roads whenever possible and limiting others to right-in, right-out turns. There are ten permitted approach roads along this 1.4-mile CAUTION: The solutions shown are the segment of the refinement plan area. No best attempt at approximating the changes more than five are expected to be closed and improvements. Access management and/or consolidated. solutions could be modified at the time of construction. On the north side of ORE-18, a local access/frontage road extends to the west for An important part of developing alternatives about 2300 feet to provide business and and options was consideration of local residential access. The road intersects with service (frontage) roads and consolidation of ORE-18 opposite A.R. Ford Road. driveways. Expected to come under county jurisdiction, they are beneficial to the A.R. Ford Road to Grand Ronde Road functioning of ORE-18. Driveway (Figure 4-6) consolidation is equally beneficial and in some instances provides the need for local service roads. A.R. Ford Road to Grand Ronde Road

The study area was divided into five sub- The one-mile (1.6 kilometer) segment from areas for reviewing access management. A.R. Ford Road to Grand Ronde Road Throughout most of the planning period, includes the most new local service roads to ORE-18 access was developed using a provide property access. A number of limited access concept. However, near the private approach roads will be consolidated, end of the process, ORE-18 was designated closed, or restricted to right-in/right-out. as an Expressway. This designation Left-turn lanes will be provided at A.R. Ford mandated more stringent minimum distance Road, Fire Hall Road, and the Grand Ronde access standards. The expressway standard Interchange. is 5280 feet (1.6 kilometers) between road and/or driveway approach roads, and private On the north side of ORE-18, the Preferred approach roads are to be eliminated over Solution includes: time. Because the standards cannot be met in certain cases, deviations will be required • Closure of the approach road about 230 to allow for exceptions to policy. feet (70 meters) east of A.R. Ford Road;

• Right-in/right-out turn limitations at the Van Duzer Forest Corridor to A.R. Ford next six approach roads to the east; Road (Figure 4-5) • Closure of the middle approach road into the mill site. This may be exchanged for Access Consolidation, Closure, Limitations one of the other site approach roads, depending upon site circulation needs. Within this section of ORE-18, the four- • Right-in/right-out turn limitations at the lane, closed median highway will taper to next two approach roads to the east; meet the two-lane section in the Van Duzer • Consolidation of the two approach roads Corridor. Access management will be at milepoint 20.87, and right-in/right-out turn limitations at the resulting road;

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

• Consolidation of the two approach roads Bunnsville, South Street is extended to located between milepoint 20.97 and connect to A.R. Ford Road. The preferred milepoint 21.00 and right-in/right-out alignment for the connection is north of the turn limitations at the resulting road; and mill operations, generally along the edge of • Closure of approach roads between M.P. the industrial area. 21.00 and the Grand Ronde Road interchange. South of ORE-18, a local service road connecting A.R. Ford Road to Grand Ronde On the south side of ORE-18, the Preferred Road south of ORE-18 is constructed. The Solution includes: alignment will have a connection at A.R. Ford Road approximately 330 feet south of • Right-in/right-out turn limitations at ORE-18. The local service road generally approximately M.P. 20.26 and 20.31, will be parallel to ORE-18 from A.R. Road until a south side local service road is to King Road. From King Road, a similar constructed; then close the approach local service road will proceed to Fire Hall roads to ORE-18; Road. Crossing south of the Gaming • Limit vehicle movements at King Road Commission, the road will connect to the (M.P. 20.48) to right-in/right-out turns Wandering Spirit RV Park. until the southern local service road is constructed; then close the King Road Further south on Fire Hall Road, another approach road onto ORE-18; local service road will be constructed along • Construct left-turn lane at ORE-18 and the old road alignment to connect to Andy Fire Hall Road (M.P. 20.67) (all left and Riggs Road. A new bridge or large culvert right turns will be permitted); is required to complete the connection. • Close westernmost approach road to Grand Ronde Gaming Commission area These service roads allow full local and limit east approach road to right- circulation on the south side of ORE-18 and in/right-out turns; easy, safe automobile, bicycle, and • Limit Wandering Spirit RV Park pedestrian access to north Grand Ronde via entrance (M.P. 20.79) to right-in/right- the interchange. out turns; The Preferred Solution allows left turns • Limit approach road at M.P. 20.83 to from ORE-18 to the south at three locations right-in/right-out turns; (A.R. Ford, Fire Hall, and Grand Ronde • Consolidate approach roads for Interchange). Traffic analysis shows residences and Seaway Market into one multiple turning locations will be necessary and limit to right-in/right-out turns; and within the 20-year planning framework if • Close approach roads at M.P. 21.00, construction of local service roads is not 21.03, and 21.07. timely. Once the local service roads are

completed, additional approach road North of ORE-18, South Street will be controls should be studied and implemented reconstructed as a local service road. A as necessary. The controls may include short connection from South Street to the such old rail right-of-way will serve the commercial properties between South Street and ORE-18. Beyond the west limits of

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

concepts as an overpass at A.R. Ford Road Creek intersection. On the north side (with and/or closure of left-turn lanes. 15 approach roads), the following access controls are preferred: Grand Ronde Road to the Casino (Figure 4-7) • Consolidation of driveways at approximately milepoint 23.22 and The segment between Grand Ronde Road milepoint 23.25; and the casino is approximately 1.4 miles • Limit to right-in/right-out for the long. approach roads between milepoint 23.35 and the Berry Creek Produce Market; Left-turn lanes near the Seventh Day • Combine the remaining six residential Adventist School will be the key to access approach roads between the Berry Creek control on both the north and south sides of Produce Market and Fort Hill Road into the highway. All other approach roads to two, both with right-in/right-out turn ORE-18 will be closed. limitations. The South Yamhill River prevents using Jahn Road will serve the north side of the local service roads on the north side of highway, but the location will be moved ORE-18 in this section. Combining eastward to coincide with the Seventh Day approach roads and limiting turning Adventist School. This requires relatively movements is the only feasible solution. short, out-of-direction travel for several residents on the north. There are 13 approach roads in this segment on the south side. The following access Residential driveways just west and east of controls are preferred: the Seventh Day Adventist School will be consolidated and driveways constructed to • Closure of approach road at connect at the school. There are two farm approximately milepoint 23.19 with approach roads between approximately M.P. future access to the field from Rowell 22.73 and 22.51. A local service road Creek Road; providing access to these properties or right- • Limit Tucker’s Store approach roads to in/right out only connections is options. right-in/right-out; • Limit the wide approach road between Casino to Fort Hill approximately milepoint 23.45 and (Figure 4-8) milepoint 23.50 to right-in/right-out turns; Closure of all approach roads on the north • Closure of approach roads at and south sides of ORE-18 is planned for approximately M.P.23.56 and 23.60; the 0.44-mile segment from the Spirit • Limit of approach road near M.P. 23.63 Mountain Casino to Valley Junction. This to right-in/right-out turns; includes seven approach roads on the north • Of the remaining approach roads, the and five on the south. one furthest east remains open to right-

in/right-out turns while the others are Between Valley Junction and Fort Hill closed or consolidated. (0.79-mile), 28 businesses and homes have approach roads directly to the highway. A left-turn lane is preferred at the Rowell

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

North of ORE-18, access to commercially stations, one on each side of the highway, zoned properties east of the new Valley are proposed to be constructed east of the Junction/Casino interchange will be via an present location. Each will have two intersection with ORE-22. Property north approach roads—one for right-turn entering and west of the interchange will be served traffic and one for right–turn exiting traffic. by a local service road. A portion of the road will connect to ORE-18 via an North of ORE-18, a 1.9-mile local access extension of Jahn Road using private roads road will provide property access for and abandoned railroad right-of-way. The property east of the new ORE-18/Fort Hill properties served by this road will connect Road/South Yamhill Road Interchange. to ORE-18 at the Seventh Day Adventist This road will intersect with the new local School/Jahn Road intersection discussed service road connecting to the existing Fort earlier. Hill Road about 950 feet west of the ramp terminal in the northeast quadrant. West of South of ORE-18, no local service road the interchange, the local service road options were advanced between the Valley between Fort Hill Road and the interchange Junction Interchange and the casino. The will provide property access to adjacent distance between the interchange ramp property. intersection and the casino property is less than the 1320-foot spacing standard. If No options were developed for a south side access to the property is provided, a local service road. South Yamhill River deviation to the standard will be necessary. Road already serves that function.

In the area from Valley Junction to Fort Hill, a local service road south of ORE-18 will begin at Rowell Creek Road about 200 feet Phasing south of the highway. It will extend easterly, behind Tucker’s Store, to the As the preferred twenty-year solution was private road at M.P. 23.44. Another road selected, the scale and cost of the solution will connect from this area to the closed made it evident that construction would approach roads and the right-in/right-out happen in phases. This plan therefore approach road near milepoint 23.63. These contains a series of actions culminating in roads will allow residents to travel eight phases. This plan demonstrates that all westbound to Rowell Creek Road, then use the phases will be needed in the planning the opening at Rowell Creek to travel further horizon. Although some of these phases are west on ORE-18. already necessary, work is needed to prepare for them. For example, an interchange Fort Hill Road to the ORE-18/ORE-22 requires some local service roads to be in Wallace Bridge Interchange (Figure 4-2) place to allow traffic to move internally through an area for local needs. For the There are twelve approach roads on the phases not immediately necessary, north side of the highway and four on the implementation will be triggered by south. Two additional approach roads serve anticipated degradation in levels of service. only the weigh station. All of these approach roads will be closed with the exception of the weigh station. Two weigh

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

The phases developed for the refinement access to a large 200 (+) acre property north area are generally described as: of the highway.

1. Replace the ORE-18/Fort Hill Phase 3 continues the four-lane, closed Road/South Yamhill River Road median highway from the casino to just west intersection with an interchange and of Grand Ronde. This includes constructing construct an eastbound passing lane the Grand Ronde Road interchange, closing (2006 STIP projects); direct highway approach roads, and limiting 2. Widen highway from Fort Hill Road turning movements to right-in/right-out at to the Casino and construct an some locations, relocating the Jahn Road interchange serving ORE-22 at intersection with a left-turn median by the Valley Junction and the Spirit Seventh Day Adventist Church, and Mountain Casino; combining/controlling approach roads on 3. Widen highway between the casino the south side of the highway. and Grand Ronde and construct an interchange at Grand Ronde Road; Phase 4 would improve the Wallace Bridge 4. Improve the Wallace Bridge Interchange area with a primary emphasis Interchange. Continue widening to on shifting the eastbound ramps further from northward on ORE-18 to Steel the ramps leading to ORE-22. This portion Bridge Road; of the work may need to be accelerated if 5. Widen ORE-18 to the Van Duzer the earlier phases place too much demand on Corridor; the shortcomings of this area. Continue 6. Improve ORE-22; widening on ORE-18 to Steel Bridge Road 7. Complete local service roads from to match the four-lane section through that A.R. Ford to Fire Hall Road. area to complete the work.

Phase 1. Phase 1 consists of the current Phase 5 completes the widening of the STIP project, scheduled for construction in highway from Grand Ronde to the end of the 2006. Ideally, Polk County’s Fort Hill Road study area at the Van Duzer. The work will be relocated east of the mill at the same involves tapering the highway from a four- time. lane, closed median to a four-lane with a narrow striped median, and further tapering Phase 2. Phase 2 widens the highway to a two-lane segment to meet the cross- section from Fort Hill to the casino to a section at the Little Rogue River Bridge. four-lane with a closed median. This [Note: It is approximately ¾-mile to a four- includes replacing and/or widening the two lane section in the Van Duzer corridor. bridges, and constructing a new interchange Although beyond the strict limits of this near Valley Junction. Access treatments plan, future widening to this section should (combined driveways, local service road) be a future consideration.] between Fort Hill and the Valley Junction interchange should ideally be constructed at Phase 5 should also complete local service or prior to installing median closures. The roads along South Street (Bunnsville) to north local service road along the abandoned A.R. Ford, connecting Fire Hall Road to rail right-of-way west of the interchange Andy Riggs, and closing or limiting vehicle also needs to be constructed to provide movements at existing approach roads. Construction of the South Street extension

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

and the other local service roads can also be All estimates are 2000 costs. accomplished through conditions of approval applicable to future development The jurisdictions (State/County) shown in of the commercial and industrial properties the action item indicate the primary groups that the road is to serve. involved with completing the item. The jurisdictions are used to indicate the lead Phase 6 consists of projects to improve agency and do not imply sole responsibility ORE-22 (Three Rivers Highway). At least for the action or its financing. four sections need to have curves re-aligned. In addition, wider shoulders are needed at The action items listed for immediate the locations where the edge of the road implementation are those that need to be drops directly into the river. The latter area initiated as soon as possible. Many are is subject to washout at any time. If a actions related to needs that are already washout should occur before this phase is present, and whose delay will only scheduled, part of the work in this phase exacerbate existing problems. Others are should be accomplished at that time. steps that must be taken as a forerunner to follow-on actions. Phase 7 completes the local service road connections south of ORE-18 between A.R. The action items include proposed time Ford and Fire Hall Roads as needed. These periods for implementation. These are roads also can be constructed using dependent upon the extent and rate of conditions of approval for future development and/or traffic volume growth development. through the refinement area. Tourist attractions developed in recent years, together with good economic times has resulted in rapid traffic volume increases, Implementation which in turn has increased the number of vehicle crashes. However, these factors This section is the “action” portion of the could slow or cease for several years, plan. It is a checklist of when it is desired to delaying the immediacy of need to construct complete the preferred solutions and/or steps the phase. necessary to accomplish the solutions. See Figure 4-9. This implementation schedule should be reviewed every five years. Progress towards Some action items may carry over between completing the action items contained in this the five-year implementation blocks, i.e. section should be evaluated, and the they may begin in one phase and be completion dates modified as necessary. completed in the following or later phase.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Figure 4-9 Implementation Schedule

Immediate Implementation

The items in this section are those that should be accomplished or started by the applicable jurisdiction as soon as possible.

County/Tribe

Hold required public hearings and adopt this plan as part of the Polk and Yamhill County’s Transportation System Plans. The Confederated Tribes of the Grand Ronde should adopt this refinement plan as part of their long-range master plan.

Begin joint discussions culminating in an Intergovernmental Agreement (IGA) regarding the future jurisdiction of various roads/highways. Include any arrangements for funding commitments in the IGA.

State/County

Begin right-of-way purchase needed for future projects on an “as available (funds and lands)” basis. Costs will vary and depend on final project design.

Add right-turn lanes to Grand Ronde Road at ORE-18.

State

Complete the Revised Location Environmental Assessment.

Initiate preliminary engineering and right-of-way for 2004-2007 STIP project that replaces the ORE-18/Fort Hill Road/South Yamhill River Road intersection with an interchange.

Prepare an Interchange Area Management Plan for the interchange.

Initiate preliminary engineering and right-of-way for STIP widening project from Fort Hill to Wallace Bridge Interchange.

Enter four-lane travel section from Fort Hill Road/South Yamhill River Road Interchange to casino, including the Valley Junction interchange into STIP update 2006-2009 STIP.

County

Begin comprehensive plan amendment process for the refinement plan.

Begin coordination for re-routing Fort Hill Road to east of the mill.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

2004-2009

State

Begin environmental documents for widening ORE-18 from Fort Hill to the Casino and Valley Junction interchange, including replacement bridges, bridge widening and interchange— $320,000.

Construct new separated-grade interchange east of Fort Hill, new highway passing lane (eastbound), raised median from Fort Hill to Wallace Bridge. Construct north side local access road—$13,475,000.

Install illumination at Fort Hill Interchange, Valley Junction, and Grand Ronde Road Intersections—$240,000.

Construct four-lane travel section from Fort Hill/South Yamhill River Road Interchange to the Casino, including bridges, Valley Junction interchange, and combined driveways—$18,000,000.

Include four-lane travel section construction from casino through Grand Ronde into 2008-2011 STIP.

County

Construct local service roads (frontage) from Rowell Creek behind Tucker’s Store to connect approach roads east of the store—$310,000.

Obtain jurisdiction for South Street in Bunnsville—$1,000.

Design South Street improvements to connection with A.R. Ford—$25,000.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

2009-2014

State

Begin environmental documents for widening ORE-18 from the Casino through Grand Ronde, including replacement bridges and interchange at Grand Ronde—$450,000.

Enter Wallace Bridge section widening to Steel Bridge into 2011-2014 STIP.

Construct four-lane travel section on ORE-18 from the Casino through Grand Ronde, including replacement bridges and an interchange at Grand Ronde Road—$8,750,000.

Enter widening from Grand Ronde to the Van Duzer Forest Corridor into 2014-2017 STIP.

Begin environmental documents to widen Wallace Bridge Section to Steel Bridge Road— $275,000.

Widen Wallace Bridge Section through to Steel Bridge Road—$5,000,000.

County

Begin environmental documents for the portions of the South Street improvements necessary to connection with Grand Ronde interchange—$25,000.

Construct portion of South Street improvement necessary to connect to Grand Ronde interchange—$100,000.

Design west extension of Andy Riggs Road connection to Fire Hall Road (Includes Bridge) (2012)—$25,000.

2014-2019

State

Begin environmental documents for widening ORE-18 from Grand Ronde to the Van Duzer Forest Corridor—$350,000.

Enter improvements along ORE-22 (Three Rivers Highway) into 2016-2019 STIP.

Construct four-lane travel section from Grand Ronde to the Van Duzer Forest Corridor— $8,400,000.

Begin environmental documents for improving four sections of ORE-22—$225,000.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improve four curved sections of ORE-22—$1,750,000.

County

Begin environmental documents for west extension of Andy Riggs to Fire Hall Road—$75,000.

Construct west extension of Andy Riggs to Fire Hall Road (Includes Bridge)—$485,000.

Complete local service (frontage) road connections north (South Street to A.R. Ford Road) and south ( Fire Hall to A.R. Ford Road) of ORE-18 as needed and/or as development occurs (On- Going)—$1,000,000.

Financing federal funds. In the last few years, the state operated on the same rate of fees and taxes, while the purchasing value of these funds This portion of this section describes slowly eroded. To compensate, the state’s methods available for funding proposed transportation department began to enhance projects. Some of the projects may receive its funding by requiring contributions from funding from more than one local jurisdictions or cost-sharing when jurisdiction/entity, even when only one developments have significant impacts. jurisdiction has responsibility for and This has been done in several locations authority over the improvements being throughout the state. made. This can occur in a variety of situations. A city, county, or other entity Two recent state programs created special that wishes a project to be constructed by funding programs that could have been used the state can enhance the probability of the for the improvements called for in this plan. work being done if they contribute to the The 1999 Oregon Livability Initiative project’s financing. Conversely, the state created the Local Street Network Fund to might provide funds for a county’s project develop and improve local roads as an when that project offers an alternative for alternative to use of the highway for local reducing traffic on the state’s facility. Also, travel. The Access Management Fund, also there is a concept that those who generate enacted by the 1999 Oregon Legislature, the need for the improvement should either promoted highway safety and efficiency, pay or share in the cost. Consequently, and supported and promoted the OHP access developers are also expected to share the management objectives. The program expenses of new construction, either through provided $20 million. right-of-way dedication, the cost of construction, or both. Some funding sources The June 9, 1998 enactment of the are described in the following paragraphs. Transportation Equity Act for the 21st State Century (TEA-21) guaranteed a minimum

level of funding, and in a modification of the The state is a funding source because of the redistribution applications, Oregon will vehicle registration fees and gas taxes it receive more funds than in previous years. receives. Additionally, it is the conduit for

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

However, standards that are somewhat more generated by current or projected restrictive required on National Highway developments. System routes such as ORE-18, may increase the cost of some projects, or restrict • Place the SDCs collected in a separate design. account and provide an annual accounting of revenues received and Federal funding whose expenditures are projects that were funded. managed by the state is the source of many of the programs that could be used for • Use a resolution or ordinance to projects within the corridor. Although there establish the methodology for are many programs that may be indirectly calculating the charge, and make it used, the more likely ones are: available for public inspection.

• Surface Transportation Program (STP) - These funds are to be used for situations useful for all projects in this plan, where capacity improvements are needed including the 10% set aside for safety because of needs generated by construction activities, and 10% set developments. For example, if a housing aside for transportation enhancements development was constructed, a fee could be that encompass many environmental charged to help pay for the capital related activities. improvements needed on a road because of • Bridge Replacement and Rehabilitation - the development. This can be charged as This program is for eligible bridges on part of a building permit fee or when any public road, so may be used by the connection to the service was made. county as well as the state. • Federal Lands Highways (FLH) - These Local Improvement Districts (LIDs) funds are for Indian Reservation and Park Roads, and unlike some other Another county option is formation of a federal funds, they can be used as a local improvement district for a defined area state/local match for most types of in the study. This can be initiated by the federal aid highway projects. property owners or by the county, subject to remonstrance (protests). Polk County’s Systems Development Charges (SDCs) Cost Share Program is similar to an LID. With the LID, the cost of a project is ORS 223.297 requires local governments distributed to each property according to the who impose SDCs to: benefit that property receives. Since the work proposed in this plan accommodates • Complete a plan that lists the capital increases in traffic from future development, improvements that can be funded by it may be difficult to determine benefit to SDC fees and the estimated cost and properties that are not yet developing. The timing of each improvement. This plan cost distributed becomes an assessment or meets that requirement. lien against the property. It can be paid in cash or through assessment financing. • Limit the expenditure of SDC fees/charges to those capital Exactions (Conditions of Development) improvement that are required to increase capacity because of uses

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

System improvements can be required as a and transit capital project. Applications are condition of development. The process due in early December. In 1997, Marion requires the county to demonstrate how the County received $3.2 million through the improvements required are necessary to program. accommodate that impact generated by the development.

An exaction for transportation occurs when a traffic impact study indicates that road improvements are needed to accommodate the traffic generated by a proposed land use. As a condition of the development approval, the developer may be required to improve the intersection with turn lanes, traffic signals or other improvements.

Miscellaneous

Some economic development programs also offer a source of funds. The Immediate Opportunity Grant program managed by ODOT currently provides a maximum of $500,000 to cities and counties for public roadwork associated with an economic development-related project of regional significance, provided the underlying project creates primary employment. The program also provides a maximum of $250,000 to revitalize downtowns. Lesser amounts will be considered and the grantee must provide an equal (50%-50%) local match.

Another economic development-related source of funds is the Special Works Public Works Fund. This fund provides grants and loans for public work that supports private projects that result in permanent job creation or job retention. Loans are emphasized in this program and are available up to $11 million for a maximum of 25 years, unless the project’s life is shorter. The maximum grant is for $500,000, but may not exceed 85% of the project cost.

The Oregon Transportation Infrastructure Bank (OTIB) provides loans for highway

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

FIGURE 4-10

SUMMARY OF PREFERRED SOLUTIONS (Note: Metric conversions not used in the following table)

Improvement Estimated 2018 V/C 2018 Positive Negative Comments Cost Design Considerations Considerations Hour (Benefits) (Concerns) LOS

EXISTING STIP PROJECTS ϖ Add eastbound travel $ 4.8 million V/C = 0.54 in • Increase highway • Prevents left turns • 2002 STIP Project lane, center concrete segment (not volume capacity to access property divider, and improve 30th highest along the area and and forces out-of- channelization- Fort Hill hour) decrease fatal direction traffic. to Wallace Bridge crashes.

™ Fort Hill $1.84 million • Drivers will access • Concerns over • 1996 Top Ten Percent SPIS Intersection ORE-18 from a removal of two site. single access business approach • 2002 STIP Project (realigned Fort Hill roads directly onto • At-grade intersection is Road) that will have the highway and short-term fix. LOS E for adequate sight changing to one left-turn from Fort Hill & distance. Increases road going behind South Yamhill River Roads sight distance by the businesses and during a Wednesday approx. 800+ feet. access to them from evening peak hour. • Eliminates driver that road. confusion accessing ORE-18 from either the restaurant parking lot or the service station. • Safety is improved. • Reduces intersection related crashes.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Estimated 2018 V/C 2018 Positive Negative Comments Cost Design Considerations Considerations Hour (Benefits) (Concerns) LOS

NEAR TERM $ varies (Add options for costs). ϖ Add Right Turn Lane on $150,000 • Removes right-turning • Temporary • On the South side, Grand North & South Grand traffic from main improvements only. Ronde Road is offset from the Ronde Road at Grand travel lanes. To receive value for opposite side. This work may Ronde Intersection • Minimal land needs investment should be also reduce offset. • Some improved access completed soon. • Provisions for Bus Stop. onto ORE-18 for local • Short-term (8-10 years) relief residents. for local residents. • If ODOT approves, could be done by Polk County. ϖ Lighting at Ft Hill, Grand $480,000 N/A N/A • Low impact. • Temporary • Short-term (2-10 years) Ronde, and Three Rivers (12@ $40,000 • Improves safety by improvement. To improvement for safety. Highway (ORE-22), A. R. ea.) alerting drivers on the receive value for Ford, Fire Hall, Jahn Road primary hwy to investment should be intersection & vehicles completed soon. at intersection waiting to access hwy. • Some improvements of pedestrian and bicycle safety. ϖ Bicycle and Pedestrian $300,000 N/A N/A • Encourage short trips • Road will lose • R/W varies 50-60 feet Improvements along by walking/bike “natural” appearance • Polk County Project. Grand Ronde Road. modes. due to expansion and Widen shoulder to 5 or 6 • Improves safety for paving. ft per side children to/from • Speeds may school. increase. ϖ Local Access Road • Need agreements/methods for Improvements constructing and future maintenance • Many Polk County projects.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Estimated 2018 V/C 2018 Positive Negative Comments Cost Design Considerations Considerations Hour (Benefits) (Concerns) LOS

• Jahn Road east on R/R $250,000 N/A N/A • Shortens out-of- • Out-of-direction • Work is needed to connect all ROW ( 3 approach direction travel for travel for some when residents to Jahn Road, when roads) some residents. approach roads direct access to ORE-18 is • Prepares for future close. curtailed. access closures. • Between A .R. Ford and $1.5-2.0 N/A N/A • Provides for local area • Increases numbers of • South - via A. R. Ford to Fire Grand Ronde Road- million circulation without vehicles using south Hall. Fire Hall to Andy North & South of ORE- accessing ORE-18. Grand Ronde Road Riggs. 18. (25 Approach roads • Allows alternative for ingress/egress. • North - Extend South Street located in this10-mile entrances to areas west to A. R. Ford. section) north and south of ORE-18. • Build local service road $1.6 million N/A N/A • Reduces crash • Some driveways far • Should be completed before and close approach roads potential. apart. STIP project for eastbound between Fort Hill and • Provides for local area passing lane. Wallace-north of ORE- circulation without • Includes re-routing Fort Hill 18. (Approx. 12 accessing ORE-18. Road to east of Mill. approach roads in 3-mile • May forestall need for section) an interchange. • Close approach roads $0 • No improvements • In some cases, users • South Yamhill River Road between Fort Hill and needed. north of the highway provides alternative routing Wallace Bridge-south of • Reduces crash will have to travel around crashes. ORE-18. (Approx. 4 potential. out-of-direction to • One access authorized by approach roads in 3 mile • Farm equipment not access fields south court decision (Grim). section) accessing property in of the highway. high-speed section.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Estimated 2018 V/C 2018 Positive Negative Comments Cost Design Considerations Considerations Hour (Benefits) (Concerns) LOS

FOUR-LANE DIVIDED $28 million (44,000 vpd) LOS C or • Will handle all • Out-of-direction • At some locations, local V/C=0.65 better expected increases in traffic for some service roads cannot be HIGHWAY (Closed Median traffic over 20 years, residences along the constructed, so full access throughout) ORE-18 including peak primary highway. control may not be possible. summer periods, if • Impacts to business interchange used. property (four-lane • Turning conflicts section will remove removed at most the Grand Ronde places along route, Shopping Center and thus decreasing Old Bonanza crashes. restaurant) ϖ With Jughandle + $4 million LOS A • Grade-separated • Removes buildings • Overpass portion of Interchange @ Grand interchange improves for Grand Ronde interchange is 3 lanes, plus 6- Ronde Road (GR-D). bike/pedestrian Sanitary District, foot shoulders. highway crossing. Grand Ronde • Grand Ronde Road shifts east • Facilitates local Substation for slightly to avoid historic service road system Willamina Fire library. with connection to District, Post Office, South Street in Ken’s Gems, Bunnsville. Residence/Antique shop, Anderson’s Gardens, and SPRINT switching station.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Estimated 2018 V/C 2018 Positive Negative Comments Cost Design Considerations Considerations Hour (Benefits) (Concerns) LOS

ϖ Jughandle Interchange @ +$7.5 million VJ-D • Grade-separated • Interchanges too • Overpass portion of Valley Junction (VJ-D) or interchange improves close to Grand interchange is 3 lanes, plus 6- near (VJ-E & VJ-E) LOS B bike/pedestrian Ronde and/or Fort ft shoulders. with accel. highway crossing. Hill to meet OHP lane • Minimizes truck traffic expressway ----- on Grand Ronde Road. standards. Major ----- deviations required. VJ-E & VJ-Ee VJ-E & • VJ-D without an worse VJ-Ee acceleration lane for movement LOS D/E eastbound traffic is LOS E/F, and V/C=0.84 conflicts exist with with accel. casino interchange lane. for construction both deceleration and acceleration lanes. • Three Rivers Highway (ORE-22) north access road on R/R right-of-way requires waiver of federal standards for interchanges. (VJ-D) • VJ-E & VJ-Ee require realignment of approximately 800-1000 feet of ORE-22.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Estimated 2018 V/C 2018 Positive Negative Comments Cost Design Considerations Considerations Hour (Benefits) (Concerns) LOS

ϖ Jughandle @ re-located + $ 5 million V/C=0.21 LOS B • Safety improves at • Conflict with • Some believe an interchange Ft. Hill/South Yamhill high crash site. expressway standard may not be necessary if local River Roads (FH-C) • Phasing is easy. for interchanges. service road handles traffic. • Good visibility to Major deviation Local residents feel it is businesses. study required. important. • Concern that volume of county road traffic does not warrant cost. ϖ Left-turn Refuge • Fire Hall Road $100,000 • Access to Gaming • Out-of-direction • Final design needs to develop Comm, Wandering traffic for some uses. best precise locations for Spirit RV Park. • Will have to cross truck/RV use. • Alternative road to two lanes of traffic • Left-turns during peak travel to Rock Creek to turn left. periods will be safer if local Hideout when traffic • Does not help service road system is used to backs up waiting for secondary road user proceed to interchange at left-turns on A.R. access ORE-18 Grand Ronde. Road. (Assumes local during peak periods. service roads are built.) • Protected area for turns. • Left-turn storage area allows through traffic to continue. • A.R. Ford $100,000 • Protected area for • Will have to cross turns. two lanes of traffic • Left-turn storage area to turn left. allows through traffic • Does not help to continue. secondary road user access ORE-18 during peak periods.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Estimated 2018 V/C 2018 Positive Negative Comments Cost Design Considerations Considerations Hour (Benefits) (Concerns) LOS

• Rowell Creek $100,000 • Protected area for • Out-of-direction turns. traffic for some uses. • Left-turn storage area • Will have to cross allows through traffic two lanes of traffic to continue. to turn left. • Does not help secondary road user access ORE-18 during peak periods. • Jahn Road $100,000 • Protected area for • Out-of-direction • Align across from Church turns. traffic for some uses. driveway. • Left-turn storage area • Will have to cross allows through traffic two lanes of traffic to continue. to turn left. • Does not help secondary road user access ORE-18 during peak periods. ™ Local Access Roads (In addition to those listed under Near Term) • Grand Ronde Road to N/A N/A • Casino • North - See Jahn Road N/A N/A • Reduces approach • Small amount of roads onto ORE-18. out-of-direction travel. • South - None N/A N/A • • Farm vehicles have • None planned at this time. no access, or limited to right-in, right-out (potential out-of- direction). • Casino to V. J. N/A N/A •

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Estimated 2018 V/C 2018 Positive Negative Comments Cost Design Considerations Considerations Hour (Benefits) (Concerns) LOS

• North - old railroad R/W $200,000- N/A • Reduces access to • Small amount of • Depends on interchange or connect to casino 300,000 ORE-18 without out-of-direction choice. interchange having to landlock travel. property. • Improves safety. • South - None N/A N/A • Traffic flow • No way to access • Access rules prevent access unimpeded. agricultural lands or road. commercially zoned lands. • V. J. to Ft. Hill N/A N/A • • North - See Ft. Hill to N/A N/A • • South Yamhill River Road Wallace serves as access road. • South - None N/A N/A • ORE-22 • IMPROVEMENTS ™ Reduce curve radii - 4 $1.5 million • Improve safety. locations • Encourage large vehicle use of ORE- 22. ™ Left-turn lanes @ Grand $200,000 • Accommodates Ronde Road (Agency increasing turning Area) movement needs as development occurs improving safety & mobility.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Section 5 Solutions Considered & Not Advanced

The Interim Strategy contains several also a study requirement. The alternatives identified as potential alternatives and options studied during solutions. During the course of the the course of preparing this long-range refinement study and its public plan were extremely varied. There were involvement efforts, local residents six significantly different alternatives identified other potential solutions. ranging from the no-build (which Additionally, the technical and steering includes two projects presently in the committees suggested still other avenues STIP), to a complete bypass of the entire to pursue. This section contains study area. Included within these discussions of the various solutions and alternatives were over thirty variations or reasons why they were not advanced. options. Throughout the section, the terms, “solution”, “alternative”, and “option” are As mentioned in an earlier section, safety used. A solution is an action that will enhancement, congestion relief, cost, solve a problem. The term, alternative, is environment, natural resources, used to describe a major but different practicality of implementation, and action, and option is used to describe a historic preservation were the variation of an alternative. For example, considerations used to judge the an interchange at Valley Junction is an solutions. alternative, but several different types or variations of interchanges at Valley Junction are described as options. No-Build

The use of the term “no-build” typically General implies that no work will be done to improve the highway. However, in this The Strategy specifically mentioned and no-build alternative, two projects are required follow-on work to look at: already in the STIP. Since these projects grade-separated interchanges (especially were correcting previously identified at Valley Junction), an eastbound passing problems, study of the No-Build lane from Fort Hill to Wallace Bridge, alternative proceeded on the assumption intersection improvements, access that the STIP projects were part of a No- management (including making the Build solution. highway fully access controlled), center turn lanes at Rowell Creek and past Grand Ronde Roads, and traffic signals. Additionally, traffic demand management and other modal possibilities were to be considered. A No-Build alternative was

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Eastbound Passing Lane • widening shoulders between the casino and Grand Ronde Road; Crash data shows most fatalities occur in • bike and pedestrian improvements on the three-lane segment of highway Grand Ronde Road; and between Fort Hill and the Wallace Bridge • local road improvements to connect area. The incidents of fatalities in the various locations off ORE-18. segment continued to occur and generate concern as the refinement study began, so Access Controls, Right Turn Lanes, the 2000-2003 STIP contained a project Shoulder Widening, Bike/Pedestrian, for an additional (eastbound passing) lane and Local Road Improvements in this segment. Although these limited improvements Although the two projects are continuing may provide some short-term benefits, to be advanced, the Steering Committee they are inadequate on their own over the rejected the No-Build alternative as the long term. Additionally, when put in final solution. The No-Build failed to place without other actions, they may address the growing crash and congestion have disadvantages for highway users. concerns in the remaining portion of the For example, combining driveways study area. For example, the bridge west would reduce conflict points but could of Fort Hill requires widening or it would increase out-of-direction travel. Local become a “choke point” for the large road improvements can provide internal amount of traffic using the highway. relief for local users but not improve their Additionally, the Valley Junction and capability to use ORE-18. However, the Grand Ronde intersections also disadvantages of the individual limited experienced high crash counts, and these improvements are overcome when are expected to increase over the 20-year combined with other actions, so they planning period. became part of the preferred solution and are discussed in that section (Section 4).

Traffic Signals Limited Build Traffic signals have the benefits of The Limited Build solution retained the relatively rapid installation and when two projects included in the No-Build compared to the improvements called for alternative but added some relatively in the Build Alternative, are small, low-cost improvements. These comparatively low cost. Considerable improvements are: effort was expended to determine if • implementation of access controls by traffic signals could solve the problem. consolidating driveways; Signals were considered at Grand Ronde, • installation of traffic signals and Valley Junction, and Fort Hill. Several lighting at the major intersections; combinations at differing locations were • adding right-turn lanes at the north tested. Although signals would allow and south approaches from Grand some local traffic to access ORE-18, they Ronde Road; would encounter long backups from highway traffic stopped by signals at the

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

next intersection. Appendix D contains historic designation. Some businesses figures showing the congestion impacts that operated along the highway used of traffic signals at the various products that contaminated the ground, intersections. The figures show that and many river crossings are required at a signals would not help attain an time when salmon recovery is becoming acceptable volume/capacity ratio either important. These concerns prompted the now, or in the future. evaluation of bypass scenarios.

The crash potential from signals was also Two bypass alternatives were considered, a major concern. ORE-18 is located in a an Extended South Bypass and a Partial rural area; and along most of its length, South Bypass (Figure 5-1). The speeds range from 45 to 55 mph. extended South Bypass began between National research has shown that drivers Wallace Bridge and the Steel Bridge in such environments are not expecting to Road, proceeded south of ORE-18 encounter traffic signals. Installing generally following the 400-foot contour traffic signals in such circumstances is lines of the foothills. West of A.R. Ford likely to increase both crash rates and Road, it curved north to connect back to severity. Installing traffic signals was ORE-18 near the Little Rogue River. rejected because they can be expected to This option included an interchange south worsen traffic safety conditions. of Valley Junction to provide a connection to ORE-22 (Three Rivers Highway) and another connection to ORE-22 (Willamina - Salem Highway) Bypasses slightly east of Wallace Bridge.

ORE-18 is located generally along the The Partial Bypass began east of Fort Hill same route developed by early settlers. near Gold Creek Road and proceeded The lack of powerful construction southerly, connecting via an interchange equipment meant roads had to follow the to Valley Junction at the same location as easiest path. As the years passed, the developed for the extended south bypass. highway was improved along roughly the The partial south bypass then proceeded same alignment. Modern equipment west following the same alignment as the allows us to construct roads almost Extended South Bypass. anywhere, but we still generally follow the old routes because that is the easiest The bypass routes were estimated to have thing to do. less impact to aspects of the environment such as wetland, floodplains, and In the last few decades, environmental threatened/endangered species. issues and costs have replaced difficulty Additionally, they had less direct physical of construction as the limiting elements in impacts to residences and businesses highway improvements. ORE-18’s along the current ORE-18 alignment. existing alignment is in a relatively flat area, roughly along the South Yamhill Despite these advantages, the bypass River. Much of the area is in wetlands alternative was not advanced. One and floodplains. Many of the buildings important reason was the inability to constructed in earlier years are subject to

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

phase construction. The bypass would concrete median through a major section have to be either totally or substantially of the highway. completed before its benefits could be realized. Also, the cost of the work was This alternative was rejected because estimated to be considerably higher than traffic volumes on ORE-18 have already other alternatives, making it unlikely increased to a level that a 5-lane section enough funds could be accumulated to would show the same crash results as begin work. Existing businesses, experienced on ORE-22. although no longer subject to being physically removed, could be expected to lose more customers than might otherwise occur with improvements along Four-Lane Divided Highway the existing alignment. (Closed Median)

This alternative consisted of adding travel lanes so that four travel lanes exist Five-Lane Highway (Center through the refinement area. In addition, Turn Lane) there would be a center median that would prevent crossovers except at As the refinement study began, this limited locations. Traffic signals and alternative was popular with many local periodic left-turn lanes were also residents. It consisted of upgrading to included as part of this alternative. four travel lanes with a fifth center lane providing a continuous left-turn Four travel lanes would provide extra capability. However, while this space for vehicles to occupy and improve alternative might provide some passing opportunities. However, the congestion relief, the relief only barely additional lanes would not appreciably meets the mobility standards of the improve opportunities for local traffic to highway. At the same time, crash obtain safe access to ORE-18. In short, potential at intersections is increased. local residents would be little better off than they are today. An example of this alternative is ORE-22 from Dallas to Salem. Although the 5- Signals lane configuration provided decent service in past years when traffic volumes As discussed earlier, the use of traffic were lower, increasing volumes made the signals would provide, at best, temporary configuration inadequate and dangerous. relief for local traffic by helping to access The ORE-22 5-lane section has several ORE-18, but cause more traffic delays on locations on the SPIS list compared to the the primary highway. one SPIS site through the ORE-18 refinement planning area. Consequently, Left-Turn Lanes in June 1999, because of crash severity caused by a combination of high speeds Placement of left-turn lanes at the more and turning movements, the center turn significant intersections ((Fort Hill, lane was closed and replaced by a Grand Ronde, and Valley Junction)

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

would facilitate traffic movement on available, it would be no longer viable for ORE-18; and the closed median would its zoned purposes. In addition, although reduce potential for conflicts at other none of the interchange options at Fort locations. However, the high traffic Hill actually removed commercial volumes on the highway still present operations, the perceptions were that loss problems for local traffic trying to access of direct access would be an obstacle for ORE-18. The local traffic would the businesses. Consequently, six continue to experience delays when interchange options at Grand Ronde, six making left turns and the hazard will at Valley Junction, five at Fort Hill, and increase with crossing additional lanes. one at A.R. Ford were tested for least impact and best traffic handling The four-lane, closed median divided characteristics. Additionally, two highway was rejected as the final interchange options near Wallace Bridge solution; although aspects were were reviewed. incorporated into the preferred solution. Grand Ronde Interchanges

Except for the ORE-22 connection near Four-Lane Divided Highway Wallace Bridge, Grand Ronde Road has the highest volume of traffic connecting (With Interchanges, etc.) to ORE-18 along the refinement area. A Grand Ronde area transportation analysis Several interchange intersection projected a considerable traffic volume combinations or related variations of increase on Grand Ronde Road from types of interchanges were studied. future home construction. Although the These included interchanges solely at increase is no longer expected to be as A.R. Ford, Grand Ronde, Valley great as predicted, it will still be Junction, or Fort Hill, and in various significant, and major improvements are combinations. needed to deal with the increased traffic. Since the needs could not be resolved by Interchanges usually provide the best signals or other means, interchange opportunity to reduce the overall number solutions were explored. of crashes and to provide for future mobility through the area. However, Grand Ronde Interchange with North- interchanges require more land than a South Collector Road simple intersection and therefore impact more local residents and businesses. While studying the Grand Ronde Efforts to determine the least impact interchange solution, consideration was solution led to studying a large number of given to the impacts of providing only options. one ORE-18 interchange, and providing it at Grand Ronde Road. The first impact The most significant interchange impact that could be expected was increased was to commercial lands/operations at vehicle travel along Grand Ronde Road Grand Ronde and Valley Junction. from and to ORE-22 north of the Because the land would be used either for community area and ORE-18. A high construction or access would no longer be

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

percentage of the vehicles would be elevated structure (overcrossing) trucks. This traffic would add to the containing a roadway with two travel increase already expected from lanes, a continuous center left-turn lane, development in the area. Even without and two six-foot shoulders for pedestrians this additional burden, the existing Grand and bicyclists. Ronde Road is inadequate to safely handle future automotive, pedestrian, and Grand Ronde Interchange Option GR-A bicycle use. However, limitations (Figure 5-2) imposed by existing constraints such as the Tribal Cemetery, bridge crossing, and Option GR-A was a Jughandle housing make improvements difficult on interchange with ramps in the northeast the existing alignment. and southwest quadrants of the intersection. The northeast ramp To accommodate the traffic, a single connected to Grand Ronde Road across interchange would include an alternate from old rail right-of-way and between collector road developed approximately the Grand Ronde Shopping Center and 700 feet (214 meters) east of the present the Fire Station. The southwest ramp was Grand Ronde Road. A review of the RPS constricted to avoid impacts to the study indicated a road in this location Anderson home. This and the other would serve proposed land uses as well interchange alternatives and options as reduce traffic over the existing road. throughout the refinement area were Some of the drawbacks of this proposal considered in conjunction with a four- were additional construction on wetlands lane divided highway. and through riparian areas, an additional river crossing, and increased traffic flow In the early stages of the process, it along the front of the Grand Ronde appeared that Option GR-A might Elementary School See related options prevent significant impacts to the old presented below. Bonanza restaurant. However, it was found that the highway widening would Valley Junction Right In - Right Out). cause removal of the Grand Ronde Shopping Center and the old Bonanza Traffic flow analysis revealed that an Restaurant building, regardless of the interchange at Grand Ronde Road and type of interchange. Despite positive ORE-18 was necessary. It was also aspects such as not affecting the post determined that an interchange at only office and SPRINT building, the option this intersection was not satisfactory was not advanced because the northeast because of the increased traffic through ramp lacked enough horizontal distance the community. Thus, the study did not for a proper design grade. advance the collector road concept but did continue to study the specific Grand Ronde Interchange Option GR-B interchange layout in order to minimize (Figure 5-2) impacts at that location. The “Jughandle” type of interchange uses the least amount This interchange option is a Jughandle of land and was therefore favored in with ramps in the northwest and southeast studying the various options. All interchange options also included an

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

portions of the quadrant. The northwest The option was rejected because of the ramp connects to South Street and impacts to the Bank of Grand Ronde and becomes the access onto Grand Ronde the northwest ramps exit location nearer Road. This option could have impacts to to the school driveway entrance. the former Bank of Grand Ronde, a Additionally, it had potential functional structure on the historic list. However, difficulties. the primary reason for its rejection was that the southeast ramp required Grand Ronde Interchange with Relocated placement on part of Rock Creek, and Highway Options GR-G & H this generated construction and (Figure 5-4) environmental complications. Two options to realign the highway south Grand Ronde Interchange Option GR-C of the Grand Ronde intersection were (Figure 5-3) also evaluated. Because of their similarity, they are discussed together. This Jughandle option is very similar to GR-B. The ramps are in the same Starting approximately 2000 feet (610 meters) quadrant, but have different curvature. east of Grand Ronde Road, these options The northwest ramp would connect to the generally would straighten the highway. Option old rail right-of-way instead of South GR-G is the straightest option. It would cross Street, and the southeast ramp connects to Grand Ronde Road approximately 300 feet (91 Grand Ronde Road to avoid a residence. meters) south of the existing intersection. The Under both options, the antique second option (GR-H) is located the furthest store/residence in the southeast quadrant south and with an interchange having would be removed. This option was also northwest/southeast ramps, it generally would not advanced because of the limits avoid the impacts and removal of most imposed by Rock Creek. structures at Grand Ronde, but would impact residential property not previously affected. Grand Ronde Interchange Option GR-D Both options required more land, including environmentally sensitive resource land; and This was selected as the preferred option both were considerably more expensive than for Grand Ronde. See previous section. Option GR-D. Construction of three bridges, a new roadbed, and the additional lands needed Grand Ronde Interchange Option GR-E elevated the costs. Figure 5-5 shows the (Figure 5-3) amount of cost and land area impacts that are greater than those anticipated occurring from an This option would place Jughandle ramps interchange at the intersection. in the northwest and southwest quadrant. As with GR-B, the northwest ramp Grand Ronde Couplet Option connected into South Street, while the (Figure 5-6) southwest ramp was in approximately the same location as shown in GR-A. The A couplet on ORE-18, in conjunction intent of this option was to avoid impact with traffic signals, was initially on property such as the Fire Station, post promising because of the opportunity to office, SPRINT building, and avoid problems associated with Rock Creek.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

use an old rail right-of-way, some of bulk of the traffic) from Grand Ronde which is owned by ODOT, and an Road. It also required considerably more opportunity to avoid impacts associated construction through resource lands. with an interchange. The option was not Consequently, this option was not advanced because the length of road advanced. between the couplet’s highway sections was well below that needed for storage of Valley Junction Interchanges turning traffic, and the rail right-of-way traveled through the center of an active Early in the refinement planning effort, lumber mill. Also, the traffic signal an alternative was discussed that closed timing required to safely allow Grand access at Grand Ronde and made Valley Ronde Road traffic to make turns would Junction the primary access for all traffic cause serious congestion problems on from Grand Ronde and other ORE-22 ORE-18. (Three Rivers Highway) users. Factors considered during the discussions were Figure 5-5 the out-of-direction (north) travel Cost and Land Use Impacts required for many users, impacts on local Option Const. Full Land Used Cost of businesses, difficulty of accessing the Cost Cost Land NE/SW N/A N/A acres comm. $771,000 school, post office, and emergency Jughandle 1.3 acres protection for those residents living along on four-lane AR-5 existing ORE-18 east, south, and west of the alignment Grand Ronde intersection. The Relocated +3.45 +6.13 acres comm. $1.192.000 four lane million million 6.58 acres disruption to the current local community AR-5 and reduced potential for further Southern +3.45 +6.13 acres comm. $827,000 development was too great to advance relocation million million 9.31 acres AR-5 this alternative. Another version of this + means in addition to the cost of the first option. Note: The would leave the Grand Ronde at-grade relocated options construction cost is approximately the same. intersection open, but this scenario would

lead to continued crash problems because A. R. Ford Interchange of the likelihood that residents would (Figure 5-7) travel the shortest distance to ORE-18

and only rarely use Valley Junction as the In another effort to avoid impacts at primary access. Grand Ronde, an interchange option at

the A.R. Ford Road intersection was Valley Junction Right-In, Right Out developed. This interchange had

Jughandle-style ramps in the northwest Although not an interchange, this option and southwest quadrants. The Jughandle was the first solution considered in the interchange option at A.R. Ford included Valley Junction area. It led to the a new road between ORE-18 and 22, west eventual consideration of an interchange. of Grand Ronde Road. Another version The option involved closing the connected only to a northern local service intersection to left-turns, which is the road. Use of this interchange option by movement made by the majority of the Grand Ronde residents would require a highway users. This option assumed that total of approximately two miles out-of- an interchange was present at Grand direction travel for eastbound traffic (the

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Ronde; and residents on Three Rivers A local service road along the rail right- Highway (ORE-22) wishing to proceed of-way would serve the land on the north. east would proceed out-of-direction to To the south, the overcrossing would Grand Ronde Road, travel south to an blend into an access road proceeding west interchange, and use the interchange to to the Casino area. As with the other proceed east. This option could lead to as Valley Junction options, this would allow much as 5 miles (8 kilometers) of ORE-22 traffic to access ORE-18, while additional travel. Another version of this allowing ORE-18 travelers to proceed to option used the ODOT-owned rail right- the park, the casino, or points along of-way as the bed for a road from Valley ORE-22. Junction to the casino interchange. Out- of-direction travel was considerably Land use was a concern for interchange reduced, to approximately ¼ mile (400 designs in the Valley Junction. The RPS meters). It was found, however, that the study invested considerable effort to topography and location of the casino determine commercial, industrial, and interchange would make it extremely residential needs along the refinement difficult for trucks with a need for wide- area. Of the 29.59 acres of commercial turning radii to use the connecting road. lands available in the Valley Junction Another consideration in rejecting this area, Option VJ-A would use option was the use of the Casino’s private approximately 5.9 acres. road system as a public travel way. Additionally, the entrance back onto the This option was not selected for highway was inadequate. advancement because of interchange spacing and safety issues between the As this option was being investigated, the existing casino interchange and a Valley proposal for a Fort Yamhill Park Junction interchange. An acceleration Interpretative Center surfaced. lane needed would terminate too close to Discussions with an official from the the Rowell Creek Road intersection. Oregon State Parks and Recreation Additionally, this option did not Department revealed the timetable for accommodate the heavy truck activity opening the park was within the planning inherent in the ORE-22 traffic stream. period and expected to be a significant tourist draw with the number of vehicles Valley Junction Interchange Option VJ-B turning onto and off ORE-22 anticipated (Figure 5-9) to be significant. With the addition of the park traffic, the option was even less Option VJ-B was a partial interchange desirable. with only one Jughandle ramp located in the northwest quadrant. This option Valley Junction Interchange Option VJ-A relied on the casino interchange for traffic (Figure 5-8) desiring to proceed eastbound from ORE- 22. Operation for this traffic would be This interchange option consisted of similar to a version of the right-in, right- Jughandle ramps in the northwest and out option. This option would use southeast quadrants with the overcrossing of ORE-18 approximately 200 feet (60 meters) west of the present intersection.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

approximately 7 acres of commercial intersection. It allowed vehicles to make land. a relatively quick right turn off or onto ORE-18. The ramp would connect to Option VJ-B was dropped from further ORE-22 forming an intersection across consideration because of interchange from a local service road to be developed spacing and safety issues between the on the old rail right-of-way. It is existing casino interchange and a Valley anticipated this intersection would have a Junction interchange. free right turn to accommodate the relatively high percentage of large Valley Junction Interchange VJ-C vehicles using ORE-22. A policy (Figure 5-9) deviation from the ¼-mile (400 meter) Oregon Highway Plan spacing A full diamond interchange was another requirement would be needed to connect option developed. Its location was the local service road as planned. approximately mid-way between Valley Junction and the casino interchange. This The southwest ramp would begin conventional interchange option would approximately 250 feet (76 meters) west remove the casino interchange. It would of the current intersection and provide use the largest amount of land at right-turn only capability. The ramp approximately 17.6 acres. would connect to an extension of the overcrossing. A two-lane structure with Option VJ-C was the first interchange 12-foot (3.6-meter) travel lanes and two option dropped from further 6-foot (1.8-meter) shoulders would cross consideration. Its cost was more than over ORE-18. It was originally twice that of the others, it used at least anticipated that this design would allow twice the amount of land, it rerouted connections to the southern local service access to the Casino, and it was overkill road to the casino, and commercially for the transportation needs of the next 20 zoned lands would have access. Late years and beyond. developments indicate a ¼-mile (400- meter) distance is required between the Valley Junction Interchange Option VJ-D ramp terminals and any intersecting (Figure 5-10) roads. A major deviation study is necessary to waiver the requirement. This interchange was to be located at, and would replace the current ORE-18 and In addition to interchange spacing ORE-22 intersection but would leave the standards, a major disadvantage of casino interchange in place. It is a selecting this interchange was its impact Jughandle type interchange with the on current land uses. On the north side of handles (ramps) located in the northeast the intersection, up to seven buildings and southwest quadrants with a structure (residence, businesses, and outbuildings crossing ORE-18 and joining a road bordering the current alignment of ORE- connecting to the casino road network. 22) would require removal. Additionally, there was concern that the location is too The two-lane (one in each direction) close to the river and may prevent future northeast ramp would start approximately 160 feet (50 meters) east of the current

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

interchange expansion. The close Again, safety benefits of an interchange location could necessitate future repairs were the overriding consideration in due to the river cutting into the land. considering this option over non- interchange options. Additionally, there Valley Junction Interchange Option VJ-E were gains in levels of service for citizens (Figure 5-11) turning onto ORE-18 from ORE-22. The location allows an acceleration lane for This interchange was located roughly traffic departing the casino. mid-way between the current ORE- 18/ORE-22 intersection and the casino. The major disadvantage of an interchange This option required the casino selection was its impact on current land interchange to be closed to use by ORE- use. This option retained the buildings 18 traffic. It was a Jughandle type bordering ORE-22 on the north side of interchange with the handles (ramps) ORE-18, but would remove two located in the northwest and southeast residences and a billboard located on quadrants with a structure crossing ORE- commercially zoned land further west. 18 and becoming a road connecting to the Buildings for the Grand Ronde Water casino road network. District south of ORE-18 would have to be removed. As with other options, the The two-lane (one in each direction) requirements for ¼-mile (400-meter) northwest ramp would start between the ramp and connecting roads approximately 1350 feet (411 meters) would prevent access to commercial and west of the current Valley Junction farmlands south of ORE-18. Because the intersection. It allowed vehicles to make Valley Junction/Casino option (VJ-Ee) a relatively quick right turn off or onto had a better road grade, VJ-E was not ORE-18. The ramp formed a “T” advanced. intersection with a re-aligned ORE-22 Valley Junction Options VJ-Ee The southeast ramp would begin approximately 950 feet (290 meters) west This interchange option is discussed in of the current intersection and provide Section 4, Preferred Solutions. right-turn only capability. The ramp connected to an extension of the Three Rivers Highway (ORE-22) overcrossing. Partial Relocation (Figure 5-12)

A three-lane structure with 12-foot (3.6 This alternative was actually developed meter) travel lanes, a 14-foot (4.2 meter) while studying options at Fort Hill. center left-turn lane, and two 6-foot (1.8 During that portion of the refinement meter) shoulders crossed over ORE-18 planning process, ODOT staff notified approximately 1100 feet (335 meters) the technical and steering committees of from the current Valley Junction potential action to designate ORE-18 as intersection. The overcrossing transitions an Expressway. As an Expressway, the into a road leading to the casino’s road minimum distance standards between system. interchanges in the 1999 Oregon Highway Plan became a factor in decision making.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

The 0.79 mile (1.3 kilometers) distance crossing over ORE-18 and connecting to between Fort Hill and Valley Junction is South Yamhill River Road. This road less than the three-mile (4.8 kilometers) would have eliminated all highway expressway requirement, so an alternative approach roads, other than the weigh was developed that re-routed ORE-22 stations, east of the new Fort Hill Road (Three Rivers Highway) to the east, intersection. Fort Hill Road would have following the old rail right-of-way connected to the ORE-18/ORE-22 between Valley Junction and Fort Hill Wallace Bridge Interchange via South and connecting to Fort Hill Road north of Yamhill River Road (Figure 5-13b). the mill. This alternative prevents any interchange at Valley Junction but However, the project cost resulted in a re- retained one at Fort Hill. evaluation during the project development phase. It was determined During discussions, a local resident noted that an interchange replacing the Fort that the new alternative passed along an Hill/South Yamhill River Road old slide area, and a cut at the toe of this intersection could be constructed at either area for roadway and bridge construction a comparable cost or for less than the could present on-going maintenance and initial preferred solution. An interchange repair problems. After an ODOT review also was strongly supported at the of the construction area and report, the November 2002 Environmental alternative was rejected because of Assessment public hearing. These construction difficulties and potential factors, in combination with the recurring repair requirements. In the environmental impacts related to the rejection, it was also suggested that interchange, resulted in a decision to phasing construction of an interchange at construct an interchange rather than Valley Junction in the earlier stages of relocate an at-grade intersection. Figure the refinement plan, gives Fort Hill traffic 4-2 shows the interchange. an opportunity to use the Valley Junction interchange for periodic out-of-direction Fort Hill Under/Overcrossing Option access needs until the interchange at Fort FH-B (Figure 5-14) Hill is constructed. Combining the relocated intersection with Fort Hill Interchanges a combination under/overcrossing located approximately 120 feet (37 meters) west Fort Hill Relocated Intersection of the current intersection and closing the Option FH-A (Figure 5-13) left-turn channel associated with Option FH-A made this option operate as an In the Draft Corridor Refinement Plan interchange. The positive aspects of this published in 2000, the Preferred option were its proximity to pedestrians Alternative included relocating the ORE- and bicyclists from the RV Park and its 18/Fort Hill Road/South Yamhill River phasing compatibility. However, this Road intersection east of the service option required either removal of the station and Fort Hill Restaurant. A restaurant/gas station if built on fill, or northside local service road also would have been constructed from Fort Hill eastward approximately 2.8 miles,

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

construction of a retaining wall Fort Hill Interchange Option FH-E approximately 13 feet (4 meters) high. (Figure 5-17) This option was unsatisfactory because of negative impacts on the businesses and This option was also a modification of the difficulty of phasing elevated highway FH-C concept. With this option, Fort Hill construction. Road retained its route through the mill, behind the restaurant/gas station, and to Fort Hill Interchange Option FH-C the eventual overcrossing of ORE-18. (Figure 5-15) This option required a slightly different overcrossing skew but had no significant Developed from a suggestion made by impacts. In evaluating this option, it was the manager of Fort Hill Lumber, this determined that retaining a road through option is discussed in Section 4. This the center of the mill’s operating center option is a contingency replacement of was not a good choice, especially in view the relocated intersection with an of projections for increasing traffic overcrossing at the same location if the volumes on Fort Hill Road. Therefore, north side local service (frontage) road Option FH-E was rejected. (shown with Option FH-A) does not provide safety and congestion relief along Wallace Bridge Interchanges the segment. Two interchange options that would Fort Hill Interchange Option FH-D replace the existing interchange were (Figure 5-16) reviewed. Although congestion was not anticipated to be a problem, the options FH-C was modified twice, thereby were considered necessary because of becoming two separate options. Option reports of a high number of crashes at the FH-D routed Fort Hill Road from a new point where South Yamhill River Road overcrossing located east of the current crosses ORE-18/22 and connects to ORE- intersection, then proceeding behind the 18 Business. restaurant/gas station to follow a path bypassing the mill to the west. This While both options would have required routing was to minimize impacts on obtaining right-of-way from the Coastal farmlands and to take advantage of a Fibre property adjacent to the existing short public road section. On closer interchange, one had a roadway examination, it was found that the west approximately through the center of the route would have to be located on a business. narrow area next to the river, traverse some wetlands, and it would remove In an effort to avoid the impact, three previously untouched residences. It development of a third option on the east was rejected as a solution for these side of the river began. This option reasons. proceeded far enough to make it obvious that a new interchange in the area would be extremely difficult to design without major impacts.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

At this stage, crash data was updated. It North Side Local Service Roads was found that modifying the interchange a few years earlier had decreased the On the north side, some different local crash number and severity to practically service road options were considered. An zero. Since the modification had resolved extension of Bunnsville’s North Street to the crash problem and congestion was not A.R. Ford Road was initially proposed. anticipated to be a problem during the This road could act as a collector for planning period, a new interchange at the traffic generated from a potential 70-unit Wallace Bridge location was not development, as well as traffic from A.R. advanced. Ford. It also provided a connection to an interchange option at A.R. Ford Road. This option was not pursued because the roadway traveled through tribal and Access Management and farmlands.

Local Service Roads Another local service road, which followed the old rail right-of-way, was The study area was divided into five sub- also developed. This road also provides a areas for reviewing access management. connection to A.R. Ford Road. Its Throughout most of the planning period, advantage was that it proceeded through access onto ORE-18 was developed using lands zoned for industrial use. However, a limited access concept. However, near following the old rail line placed the road the end of the process ODOT initiated through the middle of an active mill site. actions to designate ORE-18 as an Because of the potential conflict Expressway with the associated stringent problems with log trucks from the mill, minimum distance standards. this option was rejected. Additionally, many of the access possibilities depended on the type of Another variation was a true frontage interchange under review and were road from A.R. Ford proceeding in front rejected along with the associated of Jim’s Trading Post and parallel to the intersection or interchange. highway before curving to the north to connect up with an extension of either Van Duzer Forest Corridor to A.R. North or South Streets of Bunnsville. Ford Road This variation was rejected because of conflicts between right-of-way needed for The first segment is from the Van Duzer the work conflicting with right-of-way Forest Corridor to A.R. Ford Road. needed for the main highway. There were no rejected access management options for this section. South Side Local Service Roads

A.R. Ford Road to Grand Ronde Road The south side of the highway is discussed in Section 4, Preferred The second segment from A.R. Ford to Solutions. Grand Ronde Road is the area with the most new local service roads. See Section 4, Preferred Solutions.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Grand Ronde Road to the Casino North Side Local Service Roads The third segment is between Grand Ronde Road and the casino. The variations on the north side of ORE- 18 between the casino and Valley North Side Local Service Roads Junction involve use of the ODOT-owned old rail right-of-way. One option was The north side of the highway is discussed under the Valley Junction discussed in Section 4, Preferred Right-In, Right-Out alternative. Other Solutions. options vary based on the type and location of an interchange. The access is South Side Local Service Roads generally off Three Rivers Highway (ORE-22) proceeding west to a dead end. A 0.6-mile (1.0-kilometer) easterly extension of Andy Riggs Road to connect East of Valley Junction to Fort Hill, the to the casino internal road system was limited width from ORE-18 to the river suggested early in the planning process. prevents construction of a local service The impetus for the concept was a desire road on this side of the highway. It was to allow casino workers living in Grand noted that any local service road would Ronde get to and from work without have to be across the river necessitating having to enter the heavy traffic on ORE- one or more bridges. The cost factor was 18. It was estimated this would remove the determinate in not advancing any approximately 1000 trips per day from north side local service road. the major highway. Additionally, it was anticipated this would allow RVs to South Side Local Service Road proceed between the casino and the RV Park on the local service road. However, No local road access options were later data revealed that full development advanced from the casino to Valley of Grand Ronde and the subsequent Junction. This is due to ODOT’s growth of employees living in Grand determination that all possibilities Ronde and also working at the casino developed were considered either part of would not be as great as originally the interchange or do not meet the anticipated. This option required a bridge minimum ¼-mile (0.40-kilometers) to be constructed. The cost, both distance requirement between an access financial and environmental, associated and an interchange ramp. with a lack of local support and uncertainty of the need, combined to See Section 4, Preferred Solutions for cause the option to be rejected. It is local service roads discussion from possible that the need will develop past Valley Junction to Fort Hill. The only this plan’s 20-year period and should that rejected solution was a no-build, which occur, this option should be reevaluated. would leave all approach roads in place. If so, designers need to be aware of the Natural Gas Pipeline any extended road will cross.

Casino to Fort Hill

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Fort Hill to Wallace Bridge possibility for some residents and Interchange commercial operations.

Turnarounds Beginning approximately in the middle of east side of Fort Hill Lumber, two options The preliminary review of access paralleled the Hampton Lumber management strategies along this roughly Company rail line until a point just east 3-mile (4.8-kilometers) section was based of the river’s closest point to ORE-18. At on installing a series of two to four left- that point, one option continued to follow turn protected median breaks. These the rail line until just north of Coastal allow residents on the north side of the Fibre, where it proceeded easterly to highway to (depending on the turnaround connect to ORE-18 Business. This option location) make either eastbound turns was not advanced because of construction onto ORE-18 or to turn out-of-direction and future landslide and maintenance westbound and proceed to a turnaround to concerns related to a steep hillside next to proceed back east. The greater number the railroad in the easterly section of the was to reduce the out-of-direction travel studied alignment. that would be necessary from some of the ten different direct access locations. Environmental analysis indicated that a road next to and parallel with the railroad This strategy has some success in the for its entire length would be highly Lincoln City area, but it was not likely to impact endangered species, advanced in this plan. There was concern wetlands, and a family cemetery. This over the capability of wide, slow farm rail parallel alignment was rejected, and a equipment and long logging trucks to new one developed. make a rapid turn and to maneuver across extra lanes of higher speed traffic. This, The northside local service road shown in coupled with the preference of some local Figure 5-13b was selected as part of the residents, led to the consideration of Preferred alternative in the 2000 Draft frontage or local service roads. Refinement Plan. However, this Additionally, the construction cost of alternative would have resulted in several median breaks and turnarounds problematic intersections at the route’s approaches the cost of a local service intersection with South Yamhill River road constructed to county requirements. Road and with the ORE-18 ramp connections at the ORE-18/ORE- North Side Local Service Road 22/Wallace Bridge interchange. It also would have increased the number of large Four variations of local service roads vehicles on South Yamhill River Road in were considered on the north side of a section where the road is on the South ORE-18. Yamhill River’s riverbank.

As previously discussed, the first variation was consolidation of driveways, associated with out-of-direction traffic or turnarounds. These were rejected because of the excessive out-of-direction

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

South Side Local Service Road can be accomplished by being amenable to modifying work periods for employees No options were developed for a south wishing to carpool and/or by maintaining side local service road because the a bulletin board listing employees existing South Yamhill River Road serves interested in carpooling. that purpose.

Bicycle/Pedestrian Travel Demand Management (TDM) Non-motorized (pedestrian and bicycle) travel amenities are included in the Demand management techniques are preferred alternative by incorporating generally accepted as a tactic to reduce wider shoulders, sidewalks, bikeways, automobile travel on a congested and crossing safety improvements. roadway. According to the U.S. However, these improvements are not Department of Transportation, these expected to reduce congestion, although techniques become more productive as they will improve safety for children and traffic congestion worsens. However, recreational users. these techniques are more appropriate to commuting traffic in an urban setting, rather than vacation or tourist traffic in a rural setting. Public Transportation

As discussed in the Introduction, the Public transportation services are unlikely study area’s largest employer, Spirit to be effective in reducing congestion on Mountain Development Corporation, the summer Sunday. Vehicle trips to the presently uses shuttle services for visitors coast begin Friday and continue through from Portland/Vancouver and Salem Saturday and even Sunday morning. The areas. These services are provided during users are traveling on schedules to fit the mid-part of the week and have their personal desires, and the time- minimal effect on reducing congestion. spread on the outbound phase of travel is Staggered times are used for shift too large to make public transportation changes and this helps prevent a sudden effective for these users. However, the infusion of vehicles onto ORE-18, but the return trips are concentrated, and public effect is, again, minimal. For their transportation could have an impact on employees benefit, the corporation should congestion occurring during that period. consider summer Sunday shift times But its use is predicated on using public which avoid the period from transportation for the initial trip. approximately 1:00 p.m. through 6:00 p.m. For a few more years, avoiding Overall, it is likely that TDM will benefit those times may prevent the employees the small percentage of local travelers in from experiencing delays entering ORE- the area but without major impacts to 18. The corporation should also traffic conditions. It was therefore encourage employee carpooling. This rejected as a preferred option.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Passenger Rail

Passenger rail has often been suggested, either as a means of reducing traffic through the corridor, or as an economic development strategy. However, the easterly portion of the rail line is being used by the Fort Hill Lumber Company for freight hauling and would require upgrading to handle passenger rail. Additionally, re-construction of the rail line to Valley Junction and Grand Ronde would involve purchase of the vacated rail right-of-way. Although no complete study has been done on the passenger rail service through the study area, the Yamhill Commuter Rail Study did a review of an excursion train to Grand Ronde. In that study, it was concluded that a regular off-peak and weekend service would probably not be justified in the foreseeable future. Because of the variations in track maintenance, predictions of times for any passenger travel are subjective. However, the Yamhill Commuter Rail Study predicted 68 minutes from McMinnville to Milwaukee if the tracks were able to sustain a 60 mph speed. Based on currently maintained standards, the speeds available generally are in the 15 to 20 mph range, and none approach a 60-mph capability. The distance from McMinnville to Grand Ronde is approximately an additional 24 miles (38 kilometers)

The Rail Study also offers some insights into the cost of improvements that run well into the tens of millions, and operations costs estimated at $1,417,000 per year.

For the reasons noted above, rail was also not advanced as a preferred solution.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

FIGURE 5-18 SUMMARY OF SOLUTIONS NOT ADVANCED (Note: metric conversions not used in the following table) (Note: Some solutions in the following are minor and are in addition to those in the earlier text)

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

NO BUILD: $0 17,900 • Maintains existing • Both road capacity limits and • Traffic volumes as low as Maintains the highway AADT features. increasing travel volume will 11,097 vehicles/day on through corridor in its (average • No direct cost. increase the number of high January 6, 1997 present configuration. annual • No direct private property travel hours on ORE-18. It (Monday). (projects on present daily impacts (removal of will take longer to pass • Traffic volumes as high STIP listed in traffic) in buildings or need for through this section of road on as 29,035 vehicles/day Preferred Solutions year right-of-way). more days and hours of the (August 16, 1997 – Summary) 1997 F year. Saturday). (year • Grand Ronde Road, Three • In year 1997, there were 18,600 1999) Rivers Highway and Fort Hill 22 days when traffic AADT Road traffic will have more flows at the Three Rivers (at increasing problems turning Highway (Hwy 22) traffic capacity) onto ORE-18. recorder exceeded 25,000 30 hours F • Increasing crashes/fatalities vehicles/day. of LOS associated with traffic growth. • LOS D approaching E at F/year • Does not address bicycle or 10,000 ADT pedestrian needs as well as 28,500 other modes. AADT in • Will not maintain state the year standard in OHP at V/C of 2018 – 0.70 (Rural Lands and many Unincorporated Communities hours of (LOS C)) LOS F

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

LIMITED BUILD: $ varies See Options Below See Options Below See Options Below Some minor changes (Add & local improvements options (Some portions for costs). included on Summary of Preferred Solutions) ϖ Install Traffic $600,000 F • Allows easier access from • Fails to meet drivers’ • Current traffic counts on Signals @ Fort (200K minor roads. expectations of no signals in side roads indicate no Hill, Three Rivers each) • Negligible impacts on rural area. large traffic increase in Highway (ORE- buildings/land. • In August 1998, a signalized the near term; however, 22), and Grand • Would give an improved Grand Ronde Road/ORE 18 with a signal, users may Ronde (Includes V/C for a short period. intersection would have assume they get onto the minor widening to Fort Hill , at current operated at LOS D (V/C = main highway, and there accommodate turn traffic counts, would be 0.79); a signalized Three may be an increased use lanes) – one lane in LOS F (V/C=1.00) Rivers Highway/ Highway 18 of the side roads. both eastbound and instead of LOS F intersection would operate at • Grand Ronde Road and westbound (V/C=1.76). By 2008, the LOS E (V/C = 0.90). These Three Rivers Highway directions (existing V/C would be at LOS F are below standards. (ORE-22) will only meet roadway) (V/C=1.16) • The signalized Three Rivers preliminary signal Highway/ORE-18 warrants if a two-lane intersection may drop to LOS approach is used. A F during the maximum travel realigned Fort Hill Road hour of the year, which in meets preliminary signal turn, could fail the entire warrants in 1998 for one transportation system. lane approach and 2008 • All are V/C=1.20 (LOS F) in for two lanes. 2018 with 2-lane highway. With 4 lanes, LOS/(V/C) is better but still below standards. • Although some congestion problems may slightly improve, safety concerns are great.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

ϖ Caution ( Blinking $180,000 N/A • Alerts drivers to • Studies show that blinking Yellow ) Light at (3@ intersection. lights help drivers unfamiliar Fort Hill, Grand 60,000 with an area, but within 4-6 Ronde, and Three ea.) months, drivers who routinely Rivers Highway use the road no longer pay (Hwy 22) attention to the light.

ϖ Widen approx. 0.5 $300,000 • Minor capacity • Will occur as part of miles of shoulders improvements. upgrading to 4-lane east of Jahn Rd. • Minor reduction in delays highway. access. from crashes through the area. Improved pedestrian and bicycle capability and safety. ϖ Redo bridge $25,000- • Reduce crashes. • Bike/pedestrian connections • Railings prevent drivers railings just west of $80,000 • Potential to improve bike from bridge are inadequate or on Ft Hill Road, and Fort Hill to and pedestrian non-existent. South Yamhill River improve visibility opportunities and safety. Road from seeing for vehicles vehicles on ORE-18, even accessing from side with lights on. roads. • Retrofitting bridge for (MP-23.77 Bridge bike and pedestrian will #00745) also allow rails to be reconstructed at increased spacing. ϖ State Law to $50,000 • Prevent crashes by • Opposition to government • Most valuable in rainy, require drivers to increasing vehicle regulations. foggy portions of the use headlights at visibility. • Daylight running lights are state. all times not yet mandatory features. • Accommodates increasing • Older cars remain in public number of older drivers. ownership and use. Extends beyond scope of this plan.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

ϖ Improve Old Fort $1,000,00 • Removes traffic from • State Parks Department’s • Road has historical Road to Park from 0 Valley Junction plans for the park do not significance and cannot Ft Hill Road intersection and Three include an entrance from the be improved. Rivers Highway (ORE- east, and the park is not 18). conducive to a through road. ϖ Local Road • Need agreements/methods Improvements for constructing and (Some portions future maintenance included on Summary of Preferred Solutions) ♦ Between Three $500,000 • Increases safety for • Out-of-direction travel for • ODOT ownership of Rivers Highway vehicles entering/exiting westbound trips R/W. (ORE-22) and to/from residences. • Large trucks cannot make • This alternate solution casino area along • Accommodates traffic turn into casino’s used the casino old R/R Track from potential future interchange. interchange to reverse R/W (north of commercial development. direction. ORE-18) (6 • Provides for local area • Retains use for local Approach roads in circulation without service road to support 0.36-mile section) accessing ORE-18. interchange.

♦ Between Three $400,000 • Accommodates traffic • Potentially could split lots. • Final design needs to Rivers Highway from potential future • Through some exception avoid mitigation site. (ORE-22) and commercial area. casino (south of developments. • Does not comply with ¼-mile ORE-18). (4 • Provides for local area restriction for access road approach roads in circulation without from ramp terminal. 0.36-mile section) accessing ORE-18.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

♦ Between Three $1 million • Comes closer to • Through some exception • R/W in private Rivers Highway complying with areas. ownership. (ORE-22) and expressway interchange • Landslide potential. Fort Hill along old spacing standards. R/R R/W

♦ New collector $400,000 • Negates need to widen • Potential to increase ORE-22 • Traffic use highly N/S Road Grand Ronde Road. truck traffic through Grand dependent on preferred Between ORE-18 • New construction Ronde area. alternatives. and ORE-22 east facilitates ease of • Separates new tribal housing of and roughly providing sidewalks. from Grand Ronde Road. parallel to Grand Ronde Road (GR-F)

FIVE LANE HIGHWAY $38 41,000 C • Near-term congestion • Congestion and crash relief is • All bridges (except Three (Center turn lane million relief. Keeps tourist temporary and problems begin Rivers Highway (ORE- throughout) OR 18 traffic moving both east to reoccur as traffic volumes 22)) will require and west. increase replacement or widening. • Near-term crash relief. • Five-lane roadways are not • Near-term relief is • No physical barriers to pedestrian-friendly. predicated on property access. • Left-turning vehicles have construction beginning more conflicts at significant almost immediately. intersections (Grand Ronde, Three Rivers Highway (ORE- 22), Fort Hill) • Impacts to business property. Inconsistent with ODOT policies.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

FOUR-LANE DIVIDED 44,000 C or • Will handle all expected • Out-of-direction traffic for • At some locations, local HIGHWAY (Closed vpd better increases in traffic over most residences along the service roads cannot be median throughout) 20 years, including peak primary highway; turnaround constructed, so full access OR 18 (Some portions summer periods, but only capability needed. control may not be included in Summary if interchange is used. • Impacts to business property possible. of Preferred Solutions) • Turning conflicts (any four-lane section would removed at most places impact the Grand Ronde along route, thus Shopping Center). decreasing crashes.

ϖ Traffic Signals at +$450,00 V/C=0.8 D @ • Grand Ronde Road traffic • Requires dual left-turn Fort Hill, Three 0 0 G.R. backs up 750’; Fort Hill 300’; lanes on Grand Ronde Rd Rivers Hwy, Grand Casino 500’; and ORE-22 (North) Ronde Road V/C=0.7 D @ approx. 500’. • See Signals under limited 9 V.J. • Slow speeds on ORE-18 & up build. to 5-mile backups at Grand V/C=0.9 D @ Ronde. 0 F.H. • See Signals under limited build.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

ϖ With Interchange +$ 3.7 V/C = A @ • Minimizes truck traffic on • Removes buildings for Grand • Overpass portion of @ Grand Ronde million 0.79 G.R. Three Rivers Highway Ronde Sanitary District, interchange is 3 lanes, Road & Signal at (ORE-22) Grand Ronde Substation for plus 6-foot shoulders. Three Rivers D @ V.J. • Minimizes delay for Willamina Fire District, Post • Right in, right out turns Highway (ORE- Grand Ronde Road users. Office, Grand Ronde only to Grand Ronde. 22), Grand Ronde • Grade-separated Shopping Center, Ken’s Road shifted to interchange improves Gems, Anderson’s Gardens, east to avoid bike/pedestrian highway and old Bonanza Restaurant. Library. Jughandle crossing. Probable removal of SPRINT interchange design. • Facilitates local service switching station. road system with connection to North Street in Bunnsville.

ϖ Interchanges at +$3.5 V/C=0.6 D for • Grade-separated • Removes buildings for Grand • Overpass portion of Grand Ronde million 1 for NW NW interchange improves Ronde Sanitary District, interchange is 3 lanes, (NW/SW) each ramp ramp left bike/pedestrian highway Grand Ronde Substation for plus 6-foot shoulders. (NW/SE) (2 styles) onto turn crossing. Willamina Fire District, Post (GR-A, B, C, &E) Grand • Right-in, right-out only at Office, Grand Ronde Ronde Grand Ronde. Shopping Center, Ken’s Road • Facilitates local service Gems, Anderson’s Gardens, road system with and old Bonanza Restaurant. connection to North or Probable removal of SPRINT South Sts. in Bunnsville. switching station.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

ϖ Grand Ronde + $7.0 • Will allow some existing • It is unlikely the state will • About 0.70 mile long. Interchange with million A businesses at Grand maintain two essentially • Requires 2 new state Relocated 4-Lane Ronde to remain. parallel highway systems. bridges & 1 new county Highway Section • Substantially reduces Current ORE-18 may become bridge. south of Grand ORE-18 existing part of local service road • Removes an estimated Ronde (GR-G & curvature. system. 5.40 Commercial and 6.6 H essentially the • Moves drop-in tourist traffic Agricultural/Residential - same) away from current Grand 5 acres (2.7 commercial Ronde businesses. and 9.3 Agricultural/ • Anderson Gardens will be Residential - 5 acres - removed, plus some homes. GR-H) • Shifts highway impacts to properties not currently impacted. • Will still require interchange at Grand Ronde for local access. ϖ Diamond + $ 8.2 A • Grade-separated • Provides more capacity than Interchange @ million interchange improves needed at high cost. Three Rivers bike/pedestrian highway • Nullifies almost all Highway (ORE- crossing and auto safety. commercially zoned land in 22) (VJ-C) area. • Requires closure of direct entrances/exits to Casino. • Requires removal of more buildings than other options.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

ϖ Partial Jughandle $3.5 V/C=1.6 LOS F (D • Grade-separated • Federal interchange access (NW) with second million 9 with interchange improves standards nullify use of all connections at 90° accel. bike/ped highway commercial lands south of angle to highway at lane) crossing and auto safety. highway. Grand Ronde • Facilitates local road Water District access on north side of Building @ Three highway. Rivers Highway (ORE-22) (VJ- B) ϖ Interchange @ $3.5 V/C=1.0 LOS F (B • • Not conducive to traffic Valley Junction million 9 with movements. with NW/SE accel. • Located close to the river. Jughandles (VJ-A) lane) ϖ Over/Under $1.2 • Greater sight distance. • At-grade and potential for Intersection @ Fort million difficult truck crossings. Hill (FH-A) • Requires major deviation study. • Did not coincide with location for eventual interchange.

ϖ Over/Under $3.7 V/C=0.2 • Greater sight distance. • Raises highway Intersection @ Fort million 1 • Improve safety. approximately 13 feet. Hill (FH-B) • Phasing easy. • Difficult to phase. • Major deviation study required. • County road remains through mill. ϖ Interchange @ Fort $3.7 V/C=0.2 • Improved safety. • Environmental impacts to Hill (FH-D) million 1 • Phasing easy. river. • Leaves access to business. • Residences require removal. • Major deviation required.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

ϖ Interchange @ Fort $3.5 V/C=0.2 • Improved safety. • County road through mill. Hill (FH-E) million 1 • Phasing easy. • Major deviation required.

ϖ Interchange @ $5.5 • Avoids Grand Ronde • Out-of-direction traffic from A.R. Ford Road million A area. Grand Ronde or little used by with North/South • No truck traffic through residents. road to ORE 22 Grand Ronde. • North/South terrain and/or Grand • Conflict with compounds construction Ronde Road business/historic considerations. • Landslide potential. ϖ Signal @ Grand + $ 4.7 F at • Encourages truck traffic • Congestion and crash Ronde Road & million Grand to avoid Grand Ronde problems will occur at Jughandle @ Three Ronde Road. signalized intersection. For Rivers Highway • Avoids property impacts example, at the signal on (ORE-22) on Grand Ronde Sanitary ORE-22 the SPIS rating is District, Grand Ronde 78.12, and everything over Substation for Willamina 48.60 was in the top ten Fire District, Post Office, percent. So, although signal SPRINT switching station allow secondary roads to Ken’s Gems, and access the primary road, they Anderson’s Gardens. do not help with reducing crashes FOUR-LANE HIGHWAY Divided Highway with Periodic Left Turn Lanes (Some portions included in Summary of Preferred Solutions)

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

♦ Grand Ronde $300,000 F • Protected area to wait for • Will have to cross two lanes • LOS E for left-turns from Road opportunity to turn. of traffic. north. Grand Ronde • Left-turn storage area • Does not help secondary Road during a current allows through traffic to road user access ORE-18 Monday evening peak. continue. during peak periods.

♦ Three Rivers $285,000 F • Protected area to wait for • Will have to cross two lanes • LOS E for left-turns from Hwy. opportunity to turn. of traffic. Three Rivers Hwy. and • Left-turn storage area • Does not help secondary road LOS C for left-turns from allows through traffic to user access ORE-18 during ORE-18 during a Monday continue. peak periods. evening peak. •

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

COUPLET @ GRAND $ 3 F • May save removal of • Both couplet intersections of Traffic signals on high-speed RONDE million existing businesses. Grand Ronde Road/ORE-18 facilities use traffic loops to • Uses approx. 700 feet of will meet preliminary ADT sense gaps in the traffic flows. ODOT-owned rail right- traffic signal warrants. These minimize the number of of-way. • Both of these couplet traffic times that a traffic signal turns • Less turning vehicle signals will have to be green to red while vehicles are conflicts for Grand Ronde “interconnected” to minimize approaching the intersection. Rd. traffic may aid in the storage requirements on This increases safety. reducing crashes. Grand Ronde Road between However, the couplet needs • Improve bike/pedestrian the two traffic signals. two signals and both traffic crossing safety. • This “interconnecting” of the signals must turn at the same • Uses existing right-of- two signals will decrease time. Thus, one ORE-18 way. safety on ORE-18. direction will be stopping at • The storage distance for left- random. Therefore, traffic turning vehicles between the signal loops on ORE will be couplet (between Bonanza & useless at both intersections. Grand Ronde Shopping Without them, the number of Center) is inadequate (only times that traffic will be 150’). stopped on ORE 18 will • ORE-18 will come very close increase considerably and to Grand Ronde Shopping safety is decreased. Center. Reduced sight distance to east for vehicles crossing south to north. Somewhat mitigated by only having to look in one direction. • Only short length of rail r/w can be used. Remainder takes highway through active mill site. Several curves will have to be built in to avoid, thereby decreasing safety. • Future use of developable lands is hampered.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

EXTENDED SOUTH + $103.34 A • Residents along current • Cannot be constructed • Approximately 10 miles BYPASS million ORE-18 will not be incrementally (greater funds all new construction; (west of Steel Bridge impacted by coastbound needed in shorter period). including 3 interchanges, Rd. to Van Duzer traffic. • Need to construct connecting 2 flyovers, 1 Corridor) • Does not physically road to existing highway overcrossing, 13 creeks to remove existing (Three Rivers). cross. businesses. • Removes drop-in tourist trade • Type of connection at • Would be fully access originating off current ORE- west and east end controlled. 18 highway along entire undetermined. May/may • Estimated 25-30% less refinement plan length. not be full interchanges. encounter Heavy impact to existing rare/threatened/endangere businesses. d species. • It is unlikely the state will • Fewer large structures to maintain two essentially build/improve. parallel highway systems. At • Reduced floodplain (est. minimum, expect current 90%)/ wetland (est. 50%) highway’s level of impacts. importance to be degraded. • Little to no • No longer a connection to historic/archeological ORE-22 (Three Rivers conflicts. Highway) and state park, unless indirect via old ORE- 18, or interchange constructed. • Ancient landslide areas may exist on foothills route. • Casino waste treatment facility may interfere with design.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Improvement Est. Cost 2018 2018 Positive Considerations Negative Considerations Comments V/C Design (Benefits) (Concerns) Hour LOS

PARTIAL SOUTH + $71.6 A • Uses improvements • Same issues as full bypass. • Approximately 6 miles of BYPASS million shown in existing/draft new construction (west of Gold Creek to STIP. including 2 interchanges, Van Duzer Corridor) • Reduced floodplain 1 flyover, 1 overcrossing (90%) and wetland (25%) and 8 creek crossings. impacts. • Estimated 15-25% less impact on rare/threatened/endangere d species. • Does not physically remove existing ORE-18 businesses.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Section 6 Public Involvement

This section describes the methods, solutions. Additionally, as solutions were chronology, and results of participatory developed into various options and sessions with citizens, elected officials, and alternatives, the public was able to voice staff members of Willamina, Polk and their feelings about the positive and negative Yamhill Counties, and the Confederated aspects of each. For several of the options Tribes of the Grand Ronde. and alternatives, public input was a primary factor in the final decision to drop or pursue Another aspect of the public involvement a solution. process was the Steering Committee. The committee’s membership consisted of The Steering Committee held its first county, city, tribal officials and staff along meeting at the Tribal Community Center in with local citizens representing the Regional Grand Ronde on May 4, 1998. The Problem Solving committee. The Steering committee discussed the plan’s purpose and Committee provided direction to the process the first public open house. Additionally, and made the final choices based on goals and issues from the Interim Strategy recommendations from a Technical were reviewed during this meeting. Advisory Committee (TAC) and public Committee members were provided with an input. The Steering Committee meetings aerial map of the refinement area, the were regularly attended by concerned segment map from the Strategy, and citizens from the area. background traffic and zoning information. Refer to Appendix B for these and other The TAC was established to provide the Steering Committee minutes. technical background needed to address the issues and to develop preferred solutions The first open house was held on May 18, that reduced crashes and provided for 1998 at the Tribal Community Center in growth while attaining the OHP mobility Grand Ronde. The meeting was advertised standard for the highway. The committee, twice in the Sheridan Sun, once in Smoke composed of staff members from Polk and Signals, and 2400 flyers were sent to Yamhill Counties, the Confederated Tribes, landowners, businesses, churches, and the Mid-Willamette Valley Council of individuals in the area. Planning Governments, ODOT Region 2, ODOT Commission members from Polk and District 3, and ODOT’s Preliminary Design Yamhill Counties and members of Regional Section and Traffic Development Branch Problem Solving study group were included met as needed during the study process. in the mailings. The four-page flyer announced the study, its purpose, the Four formal public meetings and three process, and timelines, as well as the informal local site meetings were held to location and time of the open house. The engage the public in the planning process. open house was attended by thirty-three These meetings provided the public with the individuals, and forty-three others sent opportunity to participate in problem- comments via phone, mail, or e-mail. The solving by identifying issues, concerns, and open house featured a video of the

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

refinement area; displays of current land Committee representative from the area. The uses, traffic counts, crash locations, and initial meeting, on September 16, was under opportunities to identify problem sites and the auspices of the Arts Guild and was held solutions. at the Methodist Church in Grand Ronde. Approximately a dozen individuals attended The second Steering Committee meeting this informal meeting. New alternatives was held at the same location on June 8, were suggested by the group, and concerns 1998. Members discussed expanded goals were expressed over loss of business and objectives and reviewed preliminary property at the Grand Ronde intersection. crash data from 1994 through 1996. They On September 30, two follow-up meetings were briefed on the findings of the Yamhill were held. One was with the Arts Guild, Commuter Rail Study and results of the with approximately 10 individuals attending. Open House. These individuals expressed concern over alternatives which would increase traffic On July 13, 1998, the third Steering along Grand Ronde Road and which may Committee meeting was held. Additional adversely impact businesses or historic (or information regarding traffic volumes, eligible) sites. Additionally, there were including future projections, was provided several positive suggestions for to the members, and discussion was held to improvements. That evening, another review some of the potential solutions meeting, specifically geared for businesses, suggested in the Strategy, STIP, and at the was held towards the west end of the area, at Open House. the location of George and Kathy Thole’s business. There was general dissatisfaction After the introductory meetings with the expressed with any solution which closed Steering Committee, the TAC began its direct business access to the highway, or meetings, with the first one on July 21 and which would cause removal of structures. another on August 25. The group discussed However, there were a few suggestions for various intersection improvement some minor improvements (e.g., right-turn possibilities, most notably at Fort Hill, lanes on Grand Ronde Road) which may Valley Junction, and Grand Ronde, and help improve the local situation. widening the highway to four travel lanes. Notes from these two meetings are Between the dates of the informal meetings contained in Appendix B. with local area residents, a third TAC meeting was held. Local area suggestions The Steering Committee met the fourth time for an interchange at A.R. Ford Road in lieu on September 14, 1998. At this meeting, of Grand Ronde Road had been partially members reviewed the options/alternatives developed and were discussed. Possibilities amplified and developed by the technical for local service roads were also reviewed. committee and had a discussion of New interchange options at Valley Junction potentially new ideas. were also reviewed.

Following the Steering Committee meeting, the MWVCOG staff member held a short series of meetings with local residents, primarily from Grand Ronde. These meetings were organized by the Steering

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

On October 7, MWVCOG staff attended the and the potential for extending the RPS’s RPS Steering/Policy Committee meeting, mandate to insure opportunities remained gave the group a status update on the for adequate synchronization of the progress of the Corridor Refinement Plan, preferred transportation alternative with land and reviewed the options/alternatives. uses. This meeting, as well as the several before it, was attended by local residents The fifth Steering Committee meeting was and/or business owners. Since the public held on October 19, 1998 with the agenda audiences had been relatively small, consisting of providing the members with a interaction with the committee was largely summary of the local residents’ and informal. Because it was often different technical committee meetings and an update people attending, many options/alternatives and discussion of new options/alternatives. explained early in the process required To facilitate coordination with the RPS, two repeating at several meetings. new members joined the committee, both of whom also serve on the RPS. While the Steering Committee recessed for the holidays, the MWVCOG staff on On November 9, the second open house was December 16 again briefed the RPS held at the Grand Ronde Elementary School. Committee on the options/alternatives for The purpose of this event was to show the the Corridor Refinement Plan. The briefing various options and alternatives developed emphasized the interchange options and to date and to solicit public comment on the impacts of construction on lands zoned for positive and negative aspects of each. commercial use. Nearly 100 citizens attended this event. A summary of their comments are contained in The TAC met on December 2 and 18. the Public Involvement Appendix B. During the December 2 TAC meeting, emphasis was on a no build and limited The sixth Steering Committee meeting was build alternative. During the December 18 held on November 16. Members were meeting, the TAC focused on options that updated on public comments from the open should not be pursued further. The house, and an update of the latest discussion of recommendations to reduce options/alternatives was conducted. The the number of solutions continued at the committee also agreed to eliminate four January 21, 1999, TAC meeting. During variations of interchanges at Grand Ronde these meetings, a summary of the positive from further consideration and to retain the and negative aspects of the option that provided the maximum option/alternatives was recorded on an in- transportation benefit. A major reason was progress matrix of the various choices. This that the negative land, historic building, and matrix is included in the sections on commercial impacts of each variation were Preferred Solutions and on Solutions essentially identical. The only real Considered but Not Advanced. difference was their varying abilities to safety handle traffic. The alternative On January 25, the Steering Committee met combining an interchange at A.R. Ford for the seventh time. The committee heard Road with a northerly connection to ORE- recommendations to eliminate the full 22 was also dropped from further diamond interchange and partial jughandle consideration. Discussion was held on at Valley Junction, the couplet through improving coordination with the RPS group

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Grand Ronde, and the local road extension no-build and various bypass options. They along Andy Riggs to the casino. After also continued discussion on discussion of the positive and negative recommendations for phasing construction. aspects, the Steering Committee concurred with the recommendations. The committee The Steering Committee, on March 22,1999, also saw visuals of various access reviewed the TAC’s recommendations and management options including combined additional information on the relocated four- driveways and median openings at various lane options at Grand Ronde. The relocated locations. The Steering Committee also options were attractive in many ways, but provided consensus that safety the additional $3.5 to 6 million costs and improvements should be the high priority additional lands required were severe for work that must be phased to meet the drawbacks to these two options. The No- ultimate preferred transportation solution. Build alternative was dropped.

On February 2, 1999, MWVCOG staff A full and partial southern bypass route was briefed the Polk County Planning discussed. The partial bypass generated Commission on the active options and some interest as an alternative because of alternatives, and the planning process’ the reduced impacts to natural resources, current status. The Commission was also although considerably more resource lands reminded of the overall corridor planning were required. The cost of the partial was in program, the long (20-year) aspect of the the tolerance range for the committee, but refinement plan, and the intent for the the need for “all at once” construction meant finished plan to be adopted by Polk County the total funds would be needed almost at as part of the county’s Transportation the same time. Additionally, state policy System Plan. would have to be wavered.

The seventh TAC meeting was held on April 7, 1999, was the date of the third open February 18, 1999. The committee house. This was again held at the Grand developed recommendations for preferred Ronde Elementary school. Seventy-two options at Grand Ronde, Valley Junction, citizens attended to review solutions and Fort Hill. Some discussion of the best developed to date. This was a joint open phasing of construction also occurred. house with the Regional Problem Solving committee. One item of interest to attendees The following Monday, February 22, 1999, was a local service road from Fort Hill to the the Steering Committee held its eighth Wallace Bridge area. Local residents meeting. They approved the Valley expressed support for such a road. A Junction option recommendation and the summary of the comments is included in Fort Hill option contingent on some land Appendix B. zoning changes by the RPS. The committee requested more cost estimates and The TAC met again on April 22 and information on land use impacts before they continued with compiling recommendations made a choice on the preference at Grand for phasing projects that seem to be front- Ronde. runners as preferred solutions. Additionally,

On March 18, 1999, the TAC held its eighth meeting to finalize recommendation on the

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

a new option to drop the interchange at recommendations. The committee’s Valley Junction and connect Three Rivers decision was to not advance the ORE-22 re- Highway to Fort Hill Road using an old rail route solution because of constructability right-of-way alignment was discussed. and long-term maintenance issues. The committee expressed its desire that the Fort On April 26 , the Steering Committee Hill interchange with its overpass remain in continued discussion of the phasing and the plan and that the two options (overpass changed the order to accomplish highway to South Yamhill River Road and road widening earlier in the planning period. behind Coastal Fibre) for east-end points They also were briefed on the new options continue to be reviewed. A draft Corridor but needed more information on the slide Plan was provided to the Steering area bordering the location, and comments Committee for review. from the parks department. The interchange with the east re-route of the county road at The TAC met again on September 22 to Fort Hill was reconfirmed as the preferred review new options for a Valley Junction option after a report that Mr. Shenk’s re- interchange. The new options were zoning request were included in the RPS developed because ODOT staff were recommendations. concerned that the option favored by the Steering Committee did not sufficiently No TAC or Steering Committee meetings address spacing issues between the casino were held in May and June; however, an interchange and a new Valley Junction update of the refinement plan status was interchange. Because of TAC discussions, given to several Willamina City Councilors the members revisited their previous at a committee meeting and in June to the recommendation and stated their consensus Polk and Yamhill Commissioners. The for the new option(s). update was given because of expectations that the addition of the Environmental At the twelfth Steering Committee meeting Analysis to the process would delay the on September 27, 1999, at the Willamina plan’s completion. The original completion City Hall, members were introduced to the date was the first of August. This update new Valley Junction interchange option. was also an opportunity to inform these There was considerable discussion regarding groups of the expected delay. the pros and cons of the new proposal, but a decision on the preferred interchange The TAC held its tenth meeting on July 22, solution was deferred. At the meeting, 1999. A complete draft Corridor Plan was minor adjustments to the preferred re- provided to the members for their review. routing of Fort Hill Road east of the mill Discussion was held on a solution that were discussed, and the committee was closed ORE-22’s connection to ORE-18 and shown the alignment that roughly straddled rerouted ORE-22 along an old rail right-of- the mill’s property line. The mill’s manager way to connect to Fort Hill Road north of concurred with this adjustment, and Wes Fort Hill Lumber Company. Also, east-end Shenk noted he was happy to see less of his treatment of the local service road from Fort farm property split. Early environmental Hill east was discussed. reports indicated the local service road from

The eleventh Steering Committee meeting on July 26, 1999, was held to act on TAC

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Fort Hill to the east would require some intersection (FH-A); accept the Valley realignment to avoid environmental impacts Junction/Casino interchange (VJ-Ee) and and the committee concurred with a not advance VJ-D as a preferred solution; realignment. accept the continuation of Jahn Road On October 21, 1999, the TAC met to alignment east to the Tribe’s interchange, review and discuss land use/cost impacts of circling that to the North, and connecting to the new Valley Junction interchange a private drive. On the south side of the options, impacts of a recent action to have casino to Grand Ronde, a local service road ORE-18 designated an Expressway, and from the Seventh Day Adventist property impacts of the proposed access management area to the east was tentatively accepted rule. The MWVCOG staff report showed pending consultation with legal the land cost and amount of commercial representatives. The final alternative land removed were similar. The calculation recommended was a local service road assumptions were based on gross following South Street in Bunnsville and information. Since there were no factors proceeding west to connect to A.R. Ford requiring revaluation, the TAC continued its Road. Other access treatments, alternatives, endorsement of the new interchange options and local service roads had been previously at Valley Junction with a preference for the determined. one with the flatter overpass approach grade. The TAC was also informed that the new Phasing was also discussed at the TAC access rules and expressway standards mean meeting. Phasing recommendations were to that the access management plans developed construct the current STIP projects (Fort will not meet either road or interchange Hill realignment and eastbound passing distance requirements. This will necessitate lane) as Phase One, followed by major deviation studies to complete the constructing a project from Fort Hill to the actions thus far planned. Casino as Phase Two. The project includes a frontage road from near Fort Hill to an At the thirteenth Steering Committee overpass near the junction of ORE-18/22; a meeting on October 25, 1999, discussion four-lane, closed median; an interchange continued regarding the new interchange between Valley Junction and Casino; and option at Valley Junction. Some key consolidation and closure of various jurisdictions were unable to attend, so there driveways along with construction of local was no final consensus. The committee was service roads. Phase Three is to continue also briefed on the expressway and access widening ORE-18 to four lanes with closed rule implementation status. medians from the casino west past Grand Ronde. This work includes an interchange The TAC met again on February 24, 2000 to at Grand Ronde and associated access finalize its recommendation for remaining management and local service roads. Phase preferred solutions. The recommendations Four is to widen the Wallace Bridge were to: accept the revised frontage road interchange area (Junction ORE-18/22) and alignment from Fort Hill to an overcrossing continue to meet the four-lane section at just east of the Junction of ORE-18 and 22; Steel Bridge Road. The recommended remove interchange option at Fort Hill (FH- Phase Five is to complete the four-lane C) as a preferred solution because of the widening towards the Van Duzer Forest probability it will never be needed and Corridor progressing from a four-lane closed retain only the relocated at-grade median, through a striped median,

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

tapering to a two-lane section to meet the local access road as recommended was cross-section at the Van Duzer Corridor. accepted by the committee. Since the TAC This work also includes the local service meeting, a legal opinion allowed the road along South Street to A.R. Ford and the southern local service road concept to be connection of Fire Hall Road to Andy Riggs dropped and a right-in, right-out farm access south of ORE-18. Realigning the four-curve substituted. There was considerable section of ORE-22 is the recommendation in discussion of this item and the committee Phase Six, and Phase Seven is to finish the agreed to eliminate the southern service road local service roads between A.R. Ford and as shown if design changes and/or Fire Hall as needed and/or as development negotiation with the tribe provided a more occurs. acceptable alternative. In the Grand Ronde area, the committee accepted the service The fourteenth Steering Committee meeting road alignment along Bunnsville’s South was held at the Tribal Governance Center on Street to A.R. Ford. The south side local March 13, 2000. It was well attended by service roads were re-approved while members as well as local residents. The concerns regarding right-in, right-out access committee accepted the TAC to the Seaway Market were noted. recommendations for the Fort Hill to the east frontage road alignment. The Regarding recommendations for phasing the committee also encouraged ongoing efforts work, there was strong sentiment and to obtain funding for the frontage road to be consensus that the proposed Fort Hill constructed prior to or concurrent with the frontage road should receive a higher eastbound passing lane. The Steering priority in the STIP. There were minor Committee, while reaffirming the Fort Hill clarifications to the second and third phases. at-grade intersection as a preferred solution, A new Phase (Six) was added after retained the interchange as an option to be completion of the Grand Ronde to the Van considered, contingent upon a review of the Duzer Forest Corridor segment. This phase frontage road success in resolving crash is to assess whether the problems in the Fort problems. The Valley Junction/Casino Hill area have been adequately resolved by interchange option, VJ-Ee, was also selected the frontage road. Depending on the as the preferred solution based on its findings, construction of an interchange may technical and engineering benefits. Property be pursued, using previous plans and access was a concern to the members and designs as much as possible, if similar the selection was made with the standards exist. The remainder of the understanding that ODOT would continue TAC’s phasing recommendations was researching access concerns. Between the accepted. casino and Grand Ronde, the north side

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Appendix A Definitions and Acronyms

separated from the roadway: multi-use path. Access Management: Measures regulating access to streets, roads, and highways from Capacity: Maximum volume of traffic that public streets or roads and private the roadway section is able to carry on a driveways. Measures may include but are sustained basis. not limited to restrictions on the siting of interchanges, restrictions on the type and Continuous two-way left-turn lane amount of access to roadways, and the use (TWLTL) (AKA: Center Turn Lane): A of physical controls, such as signals and traversable median that is designed to channelization, including raised medians to accommodate left-turn egress movements reduce impacts of approach road traffic on from the opposite direction. the main facility. (Ref. OAR 660-12-005) Complementary Paratransit: Comparable Alignment: Geometric arrangement of a transportation service required by the ADA roadway (curvature, etc.). for individuals with disabilities who are unable to use fixed-route systems. Arterial: Higher-speed highways within and between cities. They are the routes that Corridor Plan: A long-range plan for carry the majority of commuter traffic, managing and improving transportation goods and services each day. Movement is facilities and services to meet needs for more critical than access to adjacent moving people and goods. property. Demand Management: Actions that are Average Daily Traffic (ADT): The designed to change travel behavior in order average number of vehicles passing a certain to improve performance of transportation point each day on a highway, street, or road. facilities and to reduce need for additional It includes all lanes at that point. It road capacity. Methods may include, but represents the total traffic for the year, are not limited to, the use of alternative divided by 365. modes, ride-sharing and vanpool programs, and trip reduction ordinances. (Ref. OAR Bike Lane: A portion of a roadway that has 660-12-005) been designated by striping and pavement marking for the preferential or exclusive use Demand - Response Service: Non-fixed of bicyclists. route service utilizing vans or buses with passengers boarding and alighting at Bikeway: A bikeway is created when a prearranged times at any location within the road has the appropriate design treatment for system's service area. Sometimes referred to bicyclists, based on motor vehicle traffic as "dial-a-ride," it is designed to carry volumes and speeds: shared roadway, passengers from their origins to specific shoulder bikeway, bike lane, or bicycle locations on an immediate basis or advanced boulevard. Another type of facility is reservation basis.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Divided Highway: A two-way highway on Service Level A: Describes completely which traffic traveling in opposite directions free-flow conditions. The operation of is physically separated by a median. vehicles is virtually unaffected by the presence of other vehicles, and operations Elderly: People 60 years of age and over. are constrained only by the geometric features of the highway and driver Frontage Road (Local Service Road): A preferences. Vehicles are spaced at an local street or road generally located parallel average of 440 feet at a maximum of 12 to an arterial highway for service to abutting passenger cars per mile. Maneuverability properties for the purpose of controlling within traffic is good. Minor disruptions to access to the arterial highway. flow are easily absorbed at this level without a change in travel speed. Volume-to- FRA: Federal Railroad Administration capacity ranges from 0.00 to 0.31.

FTA: Federal Transit Administration, Service Level B: Also indicative of free formerly Urban Mass Transit flow, although presence of other vehicles Administration (UMTA). A federal agency begins to be noticeable. Average travel under USDOT charged with carrying out the speeds are the same as in LOS A, but drivers transit provisions of the ISTEA of 1991. have slightly less room to maneuver. Vehicles are spaced at an average of Heavy Rail: An electric railway with the approximately 264 feet at a maximum of 20 capacity of a "heavy volume" of traffic and passenger cars per mile. Minor disruptions characterized by exclusive rights-of-way, are still easily absorbed at this level, multi-car trains, high speed and rapid although localized deterioration in levels of acceleration, and high platform loading. service will be more obvious. Volume-to- Also known as "subway," elevated capacity normally ranges from 0.47 to 0.52. (railway)", etc. Service Level C: A range in which the Interchange: A facility that separates influence of traffic density on operations intersecting roadways and provides becomes marked. The ability to maneuver directional ramps for access movements within the traffic stream is now clearly between the roadways. The structure and affected by the presence of other vehicles. the ramps are considered part of the Average travel speeds begin to show some interchange. reduction for multi-lane highways with free- flow speeds over 50 mph. The average Intercity; intercounty: Between or among spacing of vehicles is reduced to cities, counties. approximately 189 feet at a maximum density of 34 passenger cars per mile. Level of Service: A qualitative measure of Minor disruptions may be expected to cause the effect of a number of factors on serious deterioration in service, and lines transportation service, including speed and may form behind any significant traffic travel time, traffic interruptions, freedom of disruption. Volume-to-capacity normally movement, safety, driving comfort, and ranges from 0.66 to 0.72, although the convenience. higher part of this range may approach LOS D. Level of Service (LOS) Criteria:

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Service Level D: A range in which ability to maneuver is severely restricted Light Rail: An electric railway with a because of traffic congestion. Travel speed "light volume" traffic capacity, operated on begins to be reduced by increasing volumes. city streets, semi-exclusive rights-of-way, or The average spacing of vehicles is 155 feet exclusive rights-of-way and may have high with a maximum density of 34 passenger or low platform boarding and single or cars per mile. Only minor disruptions can multi-car trains. be absorbed without formation of extensive lines and the deterioration of service to LOS Local: A road intended primarily for access E and LOS F. Volume-to-capacity normally to abutting properties, but protected from ranges from 0.79 to 0.86 with the higher through traffic. Local roads entail all those numbers approaching LOS E. not otherwise defined as arterials or collectors. While connectivity is Service Level E: Represents operation encouraged for all streets, through traffic at or near capacity and is quite unstable. movement is not the intended purpose of The densities at LOS E vary depending upon local roads. the free-flow speed. At LOS E, vehicles are operating with the minimum spacing at Local Access Road (AKA: Public Use which uniform flow can be maintained. Road): A road dedicated to public use, and Thus, as the limits for the level of service ownership has been accepted by the county, are approached, disruptions cannot be but without obligation, responsibility, or dampened or readily dissipated, and most agreement for improvement or maintenance. disruptions will cause lines to form and However, the term is used in this document service to deteriorate to LOS F. For the to mean any road intended to support local majority of multi-lane highways with free- use other than the state highways. flow speeds between 45 and 60 mph, passenger-car speeds at capacity range from Modes of Transportation: Mass transit, 40 to 55 mph, but are highly variable and air, water, pipeline, rail, highways, bicycle, unpredictable within that range. Volume-to- and pedestrian. The terms "modes," "mode capacity normally is less than 1.00 with the connectivity," and "intermodal" refer to higher end approaching F. these transportation means.

Service Level F: Forced or breakdown Multi-Use Path: A path physically flow. It occurs either at a point where separated from motor vehicle traffic by an vehicles arrive at a rate greater than they open space or barrier and either within a leave, or at a point on a planned facility highway right-of-way or within an where forecast demand exceeds computed independent right-of-way, used by capacity. Although operations at such bicyclists, pedestrians, joggers, skaters, and points (and on sections immediately other non-motorized travelers. downstream) will appear to be at capacity, lines will form behind these breakdowns. Paratransit: Flexible transportation service Operations within lines are highly unstable, which are operated publicly or privately, are with vehicles experiencing brief periods of distinct from conventional fixed-route, movement followed by stoppages. Average fixed-schedule, and can be operated on the travel speeds with lines of traffic are existing highway and street system, generally less than 30 mph. generally with low capacity vehicles.

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Examples include shared-ride taxis and dial- a-ride, and other demand-responsive type Section 5311 (Formerly referred to as services. Section 18): Small City and Rural Area Transit Assistance Program, an ISTEA-FTA Public Use Road: See Local Access Road. law providing funds for public transportation service in non-urban areas. RPS: Regional Problem Solving Section 504: Nondiscrimination against Rural: Any area not included in a business, persons with disabilities as a condition of industrial, or residential zone of moderate or federal funding. high density, whether or not it is within the boundaries of a municipality. Small Transit Vehicle: Vehicle smaller than the 35 or 40-foot standard transit bus. Rural Service Center: An unincorporated community consisting primarily of SOV: Single occupancy vehicle. commercial or industrial uses providing goods and services to the surrounding rural TPR: The state Transportation Planning area or to persons traveling through the area, Rule contained in Oregon's Administrative but which also includes some dwellings. Rule, Chapter 660, Division 12, which implements the statewide planning goal 12 Shared Roadway: A type of bikeway (Transportation). where bicyclists and motor vehicles share a travel lane. Title XIX: State Medicaid Program funds.

Shoulder Bikeway (AKA: Shared Transportation Disadvantaged: A term Shoulder): A type of bikeway where used to denote individuals without the bicyclists travel on a paved shoulder. ability or capability to use personal conveyances to travel. For example, these STF: The Special Transportation Fund for individuals may be the working poor, Elderly and Disabled is a dedicated resource students, or physically or mentally to support special transportation service. challenged. The fund is administered by ODOT and funded by Oregon cigarette tax revenues. UGB: Urban Growth Boundary. A line Three-fourths of the dedicated revenue is drawn around a geographic area which distributed by population formula to separates urban use lands from resource, or counties of transportation districts through rural, use land. the formula program (STF). One-fourth is discretionary and awarded on a competitive Unincorporated Community: A basis through the Community settlement which is; made up of lands Transportation Program. subject to either/ or a Goal 3 or 4 exception; designated in county’s comprehensive plan Section 5310 (Formerly referred to as as a “rural community”, “service center”, Section 16(b)(2)): Elderly and Disabled “rural center” or similar; lies outside of a Capital Assistance Program, an ISTEA-FTA city’s UGB, meets the definition in sections law providing capital funds for nonprofit (5) through (8) of OAR 660-22. organizations and certain local governments.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Urban: Any territory within an The seating capacity of modified vans is incorporated area or with frontage on a approximately 9 to 18 passengers. highway that is at least 50 % built-up with structures devoted to business, industry, or V/C: Volume/Capacity Ratio. Road traffic residences for a distance of a quarter mile or volume divided by the road's capacity. The more. resulting number is used to judge levels of service. Urbanizing: Areas within an urban growth boundary that are undeveloped. VMT: Vehicle miles of travel.

Van: A vehicle that has a typical seating capacity of 5 to 15 passengers and is classified as a van by vehicle manufacturers.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Appendix C- Document Listing/Summaries

This Appendix contains a list of documents and other materials used in the preparation of this plan. Following the list is a summary of portions of the documents that provided key policies pertinent to decision making. Publication Date State of Oregon

Crash Data 1991 through 1997 Aerial Photographs May 1998 Directory of Public Transportation Services January 1996 Interim Corridor Strategy, Portland to Lincoln City March 1997 Corridor ODOT, CH2M Hill, Jeanne Lawson, Assoc. Interim Corridor Strategy, Willamina to Salem Corridor June 1996 ODOT, W & H Pacific, Jeanne Lawson, Assoc. Oregon Administrative Rules, Chapter 660, Division 12 December 1995 Oregon Benchmarks January 1997 Oregon Bicycle and Pedestrian Plan June 1995 Oregon Highway Plan March 1999 Oregon Inter-city Passenger Times-tables Fall 1999 Oregon Public Transportation Plan April 1997 Oregon Rail Freight Plan August 1994 Oregon Transportation Plan September 1992 State Agency Coordination Program December 1990 1998-2001 Statewide Transportation Improvement Program (STIP) December 1997 2000-2003 Statewide Transportation Improvement Program (STIP) Draft January 1999 Traffic Volume Tables 1975, 1980, 1985, 1990, 1992, 1993, 1994, 1995, 1996, 1997 Safety Priority Index System (SPIS) 1991 through 1996 Transportation System Planning Guidelines August 1995

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Van Duzer Forest Corridor to Willamina Interchange Refinement Study (Draft) March 2000 Willamette Valley Transportation Strategy- Phase I report May 1996

City of Willamina Willamina Transportation System Plan October 1997 Willamina Comprehensive Plan 1987

Yamhill County Yamhill County Road Management Plan February 1992 Yamhill County Comprehensive Plan, 1974 with addendum February 1978 Yamhill County Transportation System Plan March 1996 Yamhill County Commuter Rail Study January 1998

Polk County Polk County Comprehensive Plan 1978 Polk County Comprehensive Plan Update 1995 Polk County Transportation System Plan July 1998

Miscellaneous

Transportation Services, Utilization and Needs of the Elderly in Non-Urban Areas USDOT December 1994 Regional Transportation Enhancement Plan SATDM August 1998

Grand Ronde/Willamina Regional Problem Solving Project (Final Report) June 1999

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Summary of Plans and Studies

connectivity among places and Federal Plans modes, safety, and financial stability.

• Livability. To develop a multimodal Transportation Equity Act for the 21st transportation plan that provides Century (1998) access to the entire state, supports

acknowledged comprehensive land The Transportation Equity Act for the 21st use plans, is sensitive to regional Century is the new federal act that differences, and supports livability in authorizes highway, highway safety, transit urban areas. and other surface transportation programs for six years (1998 -2003). It replaces the Intermodal Surface Transportation • Economic development through Efficiency Act of 1991 (ISTEA). TEA-21 expansion and diversity. builds on the initiatives of ISTEA. The new act combines the continuation and • Implementation through flexible and improvement of current programs with new stable financing, good management initiatives to meet the challenges of practices, and cooperation with improving safety, protecting and enhancing public and private sector communities and the natural environment organizations and interests. and advancing America’s economic growth through efficient and flexible transportation. The OTP Steering Committee selected one of several alternatives considered in the OTP as the Preferred Plan for adoption: The Statewide and Regional Plans Livability Approach. This alternative includes many general goals for the entire state transportation system and one element Oregon Transportation Plan (September specifically applicable to this part of the 1992) Portland-Lincoln City corridor.

The Oregon Transportation Plan (OTP) is a • Intercity bus or commuter bus policy document developed by the Oregon service available to cities of over Department of Transportation (ODOT) in 2,500 population. response to the federal and state mandates calling for systematic planning for the future Oregon Highway Plan (March 1999) of Oregon’s transportation system. It serves as a take-off point for all general, corridor- The Oregon Highway Plan (OHP) represents specific, and local transportation policy and one modal element of the overall system planning projects in Oregon. transportation planning effort. As a modal plan, the OHP feeds into the OTP by The OTP defined four goals: defining policies and investment strategies for the state highway system for the next 20 • System characteristics including years, including corridor plans and balance, efficiency, accessibility, transportation system plans. However, these environmental responsibility,

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latter plans will identify specific projects Major improvements are addressed in Policy and modal alternatives. The Policy Element 1G. The policy is for the State to maintain of this Plan is the key portion for the goals, highway performance and improve safety by policies, and actions applicable to this improving system efficiency and corridor plan. management before adding capacity. It also tasks ODOT to work in partnership with The Policy Element of the OHP replaces the regional and local governments to address Level of Importance and Access Oregon performance and safety needs. classification system with the National Highway System (NHS) while retaining the The OHP also contains Access Management district and regional categories. It also policies. They provide a framework for provides special designations for land use, balancing access to developed land while freight, scenic byways, and lifeline routes. insuring movement of traffic safely and Policies on system and access management efficiently, and are required to be applied to are also included in this element. The travel corridor plans. ORE-18 has a function alternatives portion focuses on reducing consistent with purchasing access rights. demands on the highway, while the The spacing standards vary dependent on environmental and scenic resources speeds, as follows: 50 mph - 1100 feet; section’s policies bring those issues into 40/45 mph - 990 feet. Additionally, a non- consideration for planning, construction, traversable median must be considered operations and maintenance. Some of the under several criteria, including forecasted policies particularly applicable to the ADT of 28,000 vehicles per day within the corridor refinement process are: state and 20 year, and crash rates higher than the state local government working together and average. Access controls also apply to collaborating on decisions relating to the interchanges. There are several spacing highway, and mobility standards measured standards applicable and dependent on the by volume to capacity (V/C) ratios. (V/C is type of interchange and its components. the ratio of the hourly volume of traffic on a highway segment to the maximum hourly Oregon Bicycle and Pedestrian Plan (June traffic volume that can pass along the 1995) segment under good conditions). The Oregon Bicycle and Pedestrian Plan is a ORE-18 is classified as a Statewide (NHS) statewide plan that provides direction and and a freight route. It is also sub-classified guidance to bikeway and pedestrian as an Expressway. Thus, the corridor’s programs in Oregon. Goals of the plan management objective is to provide a V/C of include: 0.70 through unincorporated communities and rural lands. Both of these standards are • To provide safe, accessible and for areas outside urban growth boundaries. convenient bicycling and walking When the V/C is substandard and facilities. transportation improvements are not planned within a 20-year period to bring • To support and encourage increased performance up to standard, the effort shall levels of bicycling and walking. be improve as much as possible and to avoid further degradation. These goals will be implemented through the following three actions:

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Oregon Shines II (January 1997) • Provide bikeway and walkway systems that are integrated with other Oregon Shines II contains benchmarks that transportation systems. provide a planning guide for use by all State agencies to track quality of life issues • Create a safe, convenient, and throughout the State. The process evolved attractive bicycling and walking out of the Oregon Futures Commission’s environment. Emerging Trends 2010 Report in 1986 and former Governor Goldschmidt’s Oregon • Encourage and promote bicycle and Shine Strategic Plan in 1989. The first pedestrian safety education Oregon benchmarks were published in 1991. programs. Former Governor Roberts directed State agencies to give priority to critical near-term Oregon Rail Freight Plan (1994) benchmarks in 1992. In that same year, the Governor’s Task Force on State The Oregon Rail Freight Plan describes the Government recommended in their report, existing rail system in Oregon and analyzes New Directions, that Oregon Benchmarks be possible rehabilitation improvements to the integrated in the goals of state agencies, and system. This plan is used to help qualify their planning and budgeting be directed improvement projects for federal funding. towards addressing the significant Within this section of the corridor there are benchmarks. no proposed upgrades to the rail system now owned by Hampton Lumber. The benchmarks have been revised and the current ones are contained in Oregon Shines Statewide Transportation Improvement II. What was a large number of Program (STIP)(1998-2001; Draft 2001- transportation-related benchmarks have been 2003) reduced and these are repeated in the draft OHP. The Statewide Transportation Improvement Program (STIP) supports the OTP through Willamette Valley Transportation scheduling for high priority highway, transit, Strategy (1995) and bikeway capital improvement projects (including transit vehicle acquisition). The Willamette Valley Strategy is strategy developed to address the problems and The STIP includes three categories of opportunities of “transportation funding authorization. Projects listed for interdependence” among the Valley construction have been approved by the communities. The Willamina to Grand Oregon Transportation Commission for Ronde corridor refinement area passes development and construction financing in through the Willamette Valley Strategy the federal fiscal year indicated. An study area. Three goals were identified for intersection realignment at Ft Hill is in the the valley: mobility, industrial growth, and 1998-2001 plan but has been deferred to livability. The transportation development 2003, and widening to four lanes from Ft portion of the strategy focuses on: the Hill to Wallace Bridge is presently in the development of urban transit, intercity rail draft 2001-2003 STIP. passenger systems, and other alternatives to the single-occupant automobile; improved

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

intermodal domestic freight facilities and located within the County. However, the rail connection to the Port of Portland; travel County’s goals, policies, and improvements demand management; and user fees. The are compatible with the needs of this section coordination portion of the strategy calls for of ORE-18. the formation of a Valley Livability Council and continuation of the Willamette Valley Policy Advisory Committee on Yamhill County Commuter Rail Study, Transportation (VPACT) to counsel ODOT January 1998 Regions One and Two on valley-wide issues and projects. Subsequently, the Mid- The commuter rail study’s emphasis was on Willamette Valley Area Commission on the line from McMinnville to Milwaukee; Transportation (MWACT) was formed to however, it did include a brief examination advise the Oregon Transportation of an excursion service from Grand Ronde Commission on transportation in Polk, to McMinnville. It concluded that an Yamhill, and Marion Counties. This group excursion service was not viable. The cost superseded the role that would have been estimate in the study is useful for general played by the VPACT in this area. comparisons of costs to upgrade the excursion line to passenger service. None of the individual strategy elements are specific to this Corridor. However, the POLK COUNTY overall intent of the Willamette Valley Strategies should be considered as the Polk County Comprehensive Plan, 1993 corridor strategies are developed. The comprehensive plan contains policies Portland to Lincoln City Corridor, that affect this section of ORE-18. These Interim Corridor Strategy (March, 1997) are:

This plan is the forerunner of the Willamina- • Discourage direct access from adjacent Grand Ronde Corridor Refinement Plan, and properties onto those highways the key aspects applicable to the refinement designated as arterials whenever area are included in the main body of the alternative access can be made text and are not repeated here. available. • Discourage the construction of new roads within areas designated as forest lands, with the exception of secondary County Plans roads necessary for harvesting purposes.

YAMHILL COUNTY Polk County Transportation System Plan, Yamhill County Transportation System July 7, 1998 Plan, March 1996 Several portions of the Polk County TSP The Yamhill County TSP does not contain items applicable to the corridor specifically address the issues on this refinement plan. These are: section of ORE-18 because the section is not

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• Existing shared shoulder bikeway on The Regional Problem Solving process was Highway 18, the full length of the on-going through most of the period of the refinement area, and beyond. corridor refinement planning process. The • Proposed shared roadway on South documents contain existing land use and Yamhill River Road & Grand Ronde future zoning changes proposed in the Fort Road. Hill, Valley Junction, and Grand Ronde • Reducing the high number of crashes on areas. That information was used for ORE-18. comparisons of land use impacts of the • Contains project to re-align Ft various alternatives. Hill/South Yamhill River Roads. • Contains project to add paved shoulders on Grand Ronde Road for bike/pedestrian use. • Proposed adoption of the Willamina- Grand Ronde (Highway 18) Corridor Refinement Plan in 1999. • Begin coordination meetings for sub- regional paratransit service.

Local Plans

Sketch Transportation Analysis, Grand Ronde Tribal Master Plan, February 1996

The analysis was completed as an adjunct to the Tribal Master Plan. It calls for several transportation upgrades through the area. One of these is widening of Grand Ronde Road to accommodate bike and pedestrian traffic ($434,000). Other improvements to Grand Ronde Road and connecting roads are also included in the analysis. The Analysis notes that in previous years ODOT has identified a need for a four-lane segment from Grand Ronde to Fort Hill at an estimated cost of $8.91 million, and adding a fourth lane from Fort Hill to Wallace Bridge at an estimated $1.99 million. These needs were identified prior to consideration of a casino development.

Regional Problem Solving Final Report, June, 1999

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Appendix C-1 Project Consistency with Oregon Highway Plan

H.B. Van Duzer Forest Corridor to Steel Bridge Road Corridor Refinement Plan

Consistency with Oregon Highway Plan

Note: Requirements have been edited from their exact wording in the OHP. The word “Statewide” or “Agency” at the end of a requirement indicates the requirement is a State or ODOT tasking generally involving policy or procedure.

GOAL # 1-To maintain and improve the safe and efficient movement of people and goods and contribute to the health of Oregon’s local, regional, and statewide economics and livability of its communities. OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph Policy 1A - Apply the state highway classification to guide ODOT priorities for system investment and management. • Action 1A1 - Use Statewide Highways 2-1 Left 3 4 to 12 Yes (NHS), District, and Local Interest Roads classifications to guide decisions. • Action 1A2 - Use Expressway as a 2-1 Left 3 9 to 12 Yes subset classification for kind and number of approach roads allowed. • Action 1A3 - Study of highway N/A N/A N/A N/A Yes classification. (Statewide) Policy 1B - State and Local Governments work together, share responsibility for the road system. Coordinate land use and transportation decisions. • Action 1B1 - Develop and implement ------Yes Provides parallel and interconnected local road plans to support compact development, networks, bike and pedestrian facilities. especially community centers and Land uses adjacent to roadway through resource commercial centers. Support plans with zones are protected from development by EFU

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OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph the following.: and Farm-Forest zoning. Polk County has √ Parallel and interconnected local road indicated they would consider “super-EFU networks. zoning” for additional protection. √ Transit, bicycle, and pedestrian facilities. Regional Coordinating Council may also be a √ Buildings accommodating bicycles and partner in evaluating potential land use changes. pedestrians. √ Public and shared parking. √ In-fill and redevelopment. √ Guide urban development away from state highways. • Action 1B2 - Work with Local Yes ODOT has been involved in Regional Problem Governments to protect state highway Solving effort, and will review any land use function by collaboration in developing changes or partition requests through plan or land use and subdivision ordinances. zone amendment processes, and through the permit process, where ODOT facilities are involved. • Action 1B3 - Work with Local ES-1 Left 3 1 to 5 Yes Access management was a key element in Governments to development access 4 to 10 development of the refinement plan. management in corridor plans. 1-3 Left 3 • Action 1B4 - Work with Local 3-5 Right 1 to 4 All Yes Adequate local network is provided in the Governments to maintain highway 3-6 Both 5 All refinement plan through local access roads, mobility standards by limiting expansion 4-4 Figure N/A N/A access control and consolidation, and key road of development along the highway using 4-5 4-1 N/A N/A connections. the following: 4-17 to 4-33 Figure N/A N/A Development along local access roads will be √ Adequate local network to limit use of 4-2 discouraged as identified above (1B.1 and 1B.2 state highway or interchanges for local Both above). trips. and The Regional Problem Solving effort has √ Reduce access to state highway by using Figures identified allowable zoning in the plan area. shared approach roads, access from side or back roads, and frontage roads and by developing the local network as redevelopment occurs. √ Clustering development off state highways in compact development patterns.

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OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph √ Avoid expansion of UGB along Interstate and Statewide Highways and around interchanges unless there is an interchange management plan. • Action 1B5 - Work with Local 4-7 Figures N/A N/A Yes Government to develop corridor plans 4-11 4-3, that protect existing limited access 4-13 4-4, interchanges according to functional 4-15 4-5, priorities. and 4-6 • Action 1B6 - Develop design guidelines N/A N/A N/A N/A N/A for highways. (Agency) • Action 1B7 - Use STAs, Commercial N/A N/A N/A N/A N/A Center, Urban Business Areas, Urban highway segments to foster development patterns in communities. • Action 1B8 - Use classification and N/A N/A N/A N/A N/A objectives in 1B7 for planning and decision making for: √ Access Management √ Corridor Plans √ Review MPO and TSPs √ Review local comprehensive plans √ Review local plans and zoning amendments √ Review of major development designs √ Review of site acquisition √ Review of UGBs √ Development of MIS √ Facility Design • Action 1B9 - Relates to STAs N/A N/A N/A N/A N/A • Action 1B10 & 1B11 - Relates to STAs N/A N/A N/A N/A N/A • Action 1B12 - Encourage local N/A N/A N/A N/A Yes See 1B.1, 1B.2, 1B.3 and 1B.4. governments to cluster commercial development in community centers or

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph Commercial Centers • Action 1B13 - Designation of Urban N/A N/A N/A N/A N/A Business Areas • • Action 1B14 - Outside UGB and in 2-12 Both 3 All Yes unincorporated communities, address 4-1 Right 3 6 to 10 pedestrian crossing safety. 12 to 4-2 Left 3 15 6 to 9 All 4-9 Left 2

5-16 Right 2 Policy 1C - Balance need for movement of goods with other uses. Recognize importance of efficient through movement on major truck routes. • Action 1C1 - Apply performance 2-1 Left 3 6 Yes standards appropriate to movement of 3-1 Left 2 1 to 5 freight on freight routes.

• Action 1C2 - Prepare statewide freight N/A N/A N/A N/A N/A study. (Statewide) • Action 1C3 - Corridor Plans- Work with 2-1 Left 3 6 to 10 Yes local governments to examine options to: √ Treat designated freight routes as Expressways √ Balance freight needs in STAs • Action 1C4 - Consider freight route 3-1 Left 2 1 to 5 Yes timeliness in developing plans and projects on freight routes. Policy 1D - Preserve and Enhance designated N/A N/A N/A N/A N/A Scenic Byways Policy 1E - Provide secure lifeline network ------Yes Provision of local access roads increases usability of streets and bridges to facilitate emergency of road network in emergency situations.

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OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph response Policy 1F - Use highway mobility standards to maintain acceptable and reliable. Use standards for: √ Implementing performance expectations for planning & plan implementation. √ Evaluate impacts of amendments to transportation plans pursuant to the TPR. √ Guiding operation decisions such as access management and traffic control systems. • Action 1F1 - Do not exceed V/C=0.70. 3-1 Left 2 1 to 5 Yes Local roads may be 0.80 at intersections N/A C-22 N/A N/A • Action 1F2 - Apply mobility standard 3-1 Left 2 1 to 5 Yes over 20 years when doing corridor plans. N/A C-22 N/A N/A • Action 1F3 - Establishing alternative N/A N/A N/A N/A N/A mobility standards in MPOs. • Action 1F4 - Develop corridor plans for 3-1 Left 2 1 to 5 Yes designated freight routes & standards to N/A provide adequate levels of mobility. C-22 N/A N/A • Action 1F5 - For planning purposes on Section 4 All All All Yes highway when V/C is substandard and (All improvements cannot be made in the improvements planning horizon, the standard shall be are intended to to improve as much as possible and be avoid further degradation. Examples of implemented actions are: within the √ Reconfigure approach roads to minimize planning traffic conflicts. period, but if √ Limit parking at signalized intersections. circumstances √ Coordinate traffic signals to improve dictate, they traffic progress. could be √ Relocate driveways and improve local implemented

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OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph roads to direct traffic away from in smaller overburdened intersections. increments. √ Improve turning radii at intersections used by heavy trucks to avoid lane blockages. √ Install raised medians to reduce traffic conflicts. √ Improve approach roads for minimal flow interruptions. √ Manage land uses to favor types that generate less traffic or traffic peaks at different times than the highway. • Action 1F6 - Evaluate plans on N/A N/A N/A N/A Yes substandard (V/C) segments using a standard to avoid further degradation. Policy 1G - To maintain performance and improve safety, first improve system efficiency and management before adding capacity. • Action 1G1 - Use following priorities in 3-1 Left 3 1 to 10 Yes planning, funding, and project 5 to 8 development. 3-1 Right 2 7 √ Protect existing system. 2 to 4 √ Improve efficiency and capacity of 3-1 Right 3 1 to 3 existing system. 3-2 Left 3 All √ Add capacity to the existing system. All √ Add new facilities to the system. 3-3 Left 3

4-33 to 4-34 Phasing All 4-34 to 4-40 Section All Implem entation

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph • Action 1G2 - Only support N/A N/A N/A N/A Yes Project developed through extensive public improvements in local comprehensive involvement effort. Regional Problem Solving and TSPs meeting the following included in evaluating alternatives. conditions: Environmental analysis done beyond minimal √ Satisfies a state transportation objective. fatal flaw level. Polk County has indicated √ Scope is reasonably identified support for developing zoning to protect local considering long range need. access roads from further development. √ Improvement identified through: Plan amendments, zone changes, and road ~ Public Involvement approach permits will be evaluated by ODOT for ~ Evaluation of reasonable transportation impacts to the transportation corridor. and land use alternatives. ~ Environmental analysis at fatal flaw level. √ Plan includes measures to manage, but management is not enough. √ Would be a cost-effective means. √ Timing is consistent with priorities in corridor plan and regional transportation plan. √ Funding can be expected when project is ready. If needed the local government schedules funding in its financing program. √ Plan includes policies that protect the corridor. • Action 1G3 - Use IGA to implement 4-36 N/A 3 1 to 3 Yes To be evaluated cost sharing when project has major benefits to local system. • Action 1G4 - Design major Section 4 All All All Yes Extensive access management study was improvements for limited access. incorporated into refinement plan development. Develop and implement access management IGA. • Action 1G5 - Project Development- N/A N/A N/A N/A N/A Transfer jurisdiction for bypass improvements

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OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph • Action 1G6 - Consider purchase or N/A N/A N/A N/A Yes Would be considered if funding available. protecting right of way in locations with future projects.(Agency)

GOAL#2 - System Management. To work with local jurisdictions and federal agencies to create an increasingly seamless transportation system with respect to the development, operation, and maintenance of the highway and road system that: • Safeguards the highway system by maintaining functionality and integrity; • Ensures that local mobility and accessibility need are met; and • Enhance system efficiency and safety

OHP Requirement Plan Reference Consistent Comments

Page Column Para- Line graph Policy 2A - Establish cooperative partnerships between ODOT, state and federal agencies, regional governments, cities, counties, tribal governments and the private sector. • Action 2A1 - Support planning of N/A N/A N/A N/A Yes highway and local road projects which enhance seamless qualities and balance state, regional and local needs. • Action 2A2 - Continue and increase N/A N/A N/A N/A Yes Local jurisdictions, tribe, Regional Problem partnerships to share planning, Solving, and regulatory agencies involved in development, operational and planning process. maintenance responsibilities. • Action 2A3 - Investigate legality of N/A N/A N/A N/A Yes combining jurisdictional funding. (Agency) • Action 2A4 - Establish partnership with N/A N/A N/A N/A N/A private sector. • Action 2A5 - Bi-state Columbia River N/A N/A N/A N/A N/A bridges.(Agency)

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Policy 2B - State policy to provide state financial assistance relating to improvements when cost effective • Action 2B1 - Establish statewide criteria N/A N/A N/A N/A N/A to identify and prioritize potential off- system improvements.(Agency) • Action 2B2 - Develop model N/A N/A N/A N/A N/A intergovernmental agreement.(Agency) • Action 2B3 - Participate in local N/A N/A N/A N/A N/A transportation and land use planning to identify and mitigate potential adverse impacts to state highways.(Agency) • Action 2B4 - Corridor plans, TSPs, and ES-1 Left 3 1 to 5 Yes This is a significant element in development of project plans - work with local All the refinement plan alternatives. governments to identify and evaluate ES-1 Right 5 4 to 10 off-system improvements that will be 1-3 Left 3 All cost-effective in improving the state All highway performance. 3-3` Left 1 & 3 N/A Section 4 All All C-22 N/A N/A Policy 2C – Consider, with local ------Yes Will be evaluated as specific projects developed governments involvement, interjurisdictional and implemented. transfers. (Statewide Policies, Procedures) Policy 2D – Ensure citizens, businesses, ------Yes Local jurisdictions, tribe, Regional Problem regional and local governments, state Solving, regulatory agencies, businesses and agencies, and tribal governments have citizens involved in planning process. opportunities to have input into decisions regarding proposed policies, plans, programs, and improvement projects. • Action 2D1 – Conduct public Section 6 Both All All Yes Extensive public involvement effort included in involvement programs that create Appendix D All All All refinement plan development. opportunities to comment. • Action 2D2 – Increase public N/A N/A N/A N/A N/A information about construction, operations, and maintenance activities. • Action 2D3 – Coordinate with local ES-1 Left 3 1 to 5 Yes governments and other agencies to 4 to 10 ensure public involvement target those 1-3 Left 3 All

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

affected. Section 6 All All • Action 2D4 – Evaluate agency public N/A N/A N/A N/A N/A involvement programs.(Agency) Policy 2E – Consider a broad range of ITS services to improve system efficiency and safety. • Action 2E1 – Establish processes within N/A N/A N/A N/A N/A ODOT. • Action 2E2 – Expand capabilities in N/A N/A N/A N/A N/A metropolitan areas. • Action 2E3 – Expand incident 2-8 Left & 4 & 1 All Yes management capabilities in metropolitan Right areas and along freight and recreational routes. • Actions 2E4 through 2E11 – Statewide N/A N/A N/A N/A N/A Actions • Action 2E12 – Support ITS planning, N/A N/A N/A N/A N/A development, and implementation in corridor plans and TSPs. Policy 2F – Continually improve safety for all users using solutions involving engineering, education, enforcement, and emergency medical services. • Action 2F1 – Establish process to N/A N/A N/A N/A N/A develop and implement most cost- efficient solutions to high priority safety problems.(Agency) • Action 2F2 – When safety 1-1 Left 2 All Yes Safety was a key element in the decision-making improvements is the stated objective of 1-3 Left 4 All process, especially given that this plan involves a the project, include goals and a process 1-7 Right 3 to 7 All Safety Corridor. to evaluate the outcome and further refine the project selection and solution process. • Action 2F3 – Consider solutions Section 4 Both & All All Yes Additional work could be done to determine if including: Figures additional traffic enforcement could be funded 9 Increasing traffic enforcement. through Safety Corridor status, and encouraging 9 Involving business and community business and community groups to assist in

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

groups in education efforts. education effort. Access management is key 9 Making engineering improvements such element in refinement plan. as geometrics, signing, lighting, striping, signals, improving sight distance, and appropriate speeds. 9 Construct appropriate bicycle and pedestrian facilities including crossings. 9 Managing access. 9 Uniformity of traffic control devices. 9 Developing driver information systems. • Action 2F4 – Develop and implement N/A N/A N/A N/A N/A Safety Management System to target resources to sites and routes.(Statewide) • Action 2F5 – Seek additional funding N/A N/A N/A N/A Yes Additional work could be done to determine if for state and local law enforcement. additional traffic enforcement could be funded through Safety Corridor status. • Action 2F6 – Work with citizens and 1-1 Left 2 All Yes Alternatives were developed with extensive local jurisdictions to address safety 1-3 Right 1 All involvement of citizens and local jurisdictions. concerns. 1-8 Left 2 to 3 All Safety concerns raised by citizens and jurisdictions, as well as by ODOT, were incorporated into alternatives development. Policy 2G – Increase safety and transportation efficiency through reduction and prevention of railroad and highway user conflicts. • Action 2G1 – Eliminate at grade N/A N/A N/A N/A N/A crossings wherever possible. • Action 2G2 – Design projects to avoid N/A N/A N/A N/A N/A or reduce rail crossings at grade. • Action 2G3 – Target resources to N/A N/A N/A N/A N/A increase safety with automated devices and enforcement at specific crossings. • Action 2G4 – Coordinate design, N/A N/A N/A N/A N/A construction, etc. with ODOT Rail Division.. • Action 2G5 – Address bicycle and N/A N/A N/A N/A N/A pedestrian when designing grade- separated crossings.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

GOAL#3 - Access Management. To employ access management strategies to ensure safe and efficient highways consistent with their determined function, ensure the statewide movement of goods and services, enhance community livability and support planned development patterns, while recognizing the needs of motor vehicles, transit, pedestrians and bicyclists.

OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph Policy 3A – Manage location, spacing and type of road and street intersections and approaches on state highways to assure the safe and efficient operation of state highways consistent with classification. • Action 3A1 – Manage access based on ES-1 Right 1 to 5 All Yes following access management 2-1 Left 3 4 to 12 classification. 9 Freeways 9 Statewide (NHS) – Rural Expressways, Rural Others, Urban Expressways, Urban Other, Urban Business Area, Special Transportation Areas 9 Regional 9 District and Local Interest. • Action 3A2 – Establish spacing Section 4 Both All All Yes standards based on highway 5-13 to 5-16 and All All classification and speed. B-4 Figures 5 & 7 All 9 Apply standards to the development of Both all ODOT construction, reconstruction N/A or modernization projects, permits, as well as plans such as corridor plans. 9 Standards are not retroactive until redevelopment, change of use, or construction, reconstruction, or modernization occurs. 9 Goal is to meet standards when in-fill occurs. 9 When right-to-access exists, and no other option is available, less than

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph standards distance may be allowed. 9 If property is landlocked, except by self- inflicted hardship, and all other options rejected, and approach road unsafe, ODOT may be required to purchase the property. • Action 3A3 – Manage location and 5-2 Right 2 All Yes spacing of traffic signals. 5-3 Left 3 All • Action 3A4 – In general, traffic signals 5-2 Right 2 All Yes should not be installed on rural high- 5-3 Left 3 All speed highways. C-20 C-21 • Action 3A5 – Private approach road N/A N/A N/A N/A N/A operating with public road characteristics and signal installation. Policy 3B – Plan for and manage median placement and location. • Action 3B1 – Plan for median placement ES-1 Right 1 1 to 3 Yes consistent with highway classification. 1 to 3 Corridor plans and TSPs shall identify 4-1 Right 3 2 to 6 planned median treatment. N/A 4-2 Left 3

4-4 Figure N/A 4-1 • Action 3B2 – Design and construct non- ES-1 Right 1 1 to 3 Yes traversable medians for: 1 to 3 9 All new multi-lane highways on new 4-1 Right 3 alignment. 9 Modernization of all rural, multi-lane Expressways. • Action 3B3 – Consider construction of ES-1 Right 1 1 to 3 Yes non-traversable medians for : 1 to 3 9 Urban Statewide and Regionals. 4-1 Right 3 9 Multi-lane highways with 3-R and 4-R

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph improvements. 9 When a median could improve safety. 9 Certain conditions apply. • Action 3B4 – Full and directional ES-1 Right 3 All Yes median openings shall be : 4-1 Right 3 13 to 9 Restricted to locations that conform to 15 ODOT spacing standards. 9 Designed with a left-turn bay and deceleration. Full median openings will be given preference to a public road connection that is part of a continuous and comprehensive public road network. • Action 3B5 – Continuous two-way left- N/A N/A N/A N/A N/A turn lanes are primarily used on urban highways • Action 3B6 – Raised median pedestrian N/A N/A N/A N/A N/A islands in urban areas Policy 3C - Plan and manage grade separated interchange areas. • Action 3C1 – Develop interchange N/A N/A N/A N/A Yes management plans to protect function between connecting roadways and minimize need for major improvements of existing interchanges.(Agency) • Action 3C2 – Improve existing or 4-2 Right 4 8 to 12 Yes Interchange spacing standards incorporated into construct new interchanges; N/A preferred alternative. 9 Use interchange management spacing 4-7 Figure N/A All Funding likely over the 20-year planning period. standards. 4-9 4-3 All All Plan alternative to be incorporated into local 9 Standards are not retroactive until 4-10 to 4-17 Right All comprehensive plan; road network, redevelopment, change of use, or All channelization and access control are construction, reconstruction, or incorporated. Funding for two of the projects modernization occurs. within the refinement plan area is scheduled. 9 Supporting improvements, such as road networks, channelization, medians, and

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph access control must be in local comprehensive plans and committed with identified funding. 9 Interchange standards supersede access standards. 9 Where possible, interchanges on Expressway shall connect state highway, major and minor arterials. 9 Interchanges on Statewide, Regional, District may connect state highways, major or minor arterials, county or city roads, or private roads, as appropriate. 9 Urban Interchange Design 9 When possible, access control shall be purchased on crossroads for a minimum of 400 meters from a ramp intersection. • Action 3C3 – Establish criteria for when N/A N/A N/A N/A N/A to consider deviations. (Agency) • Action 3C4 – When new approach roads 4-9 to 4-17 All All All Yes or intersections are planned or constructed near existing interchanges, property is redeveloped or there is a change of use, the following standards should be applied in the Interchange Access Management Area. 9 Approach roads on the crossroads no closer than 230 meters, and between 230 meters and 400 meters, shall be limited to a right-in, right-out. 9 The first intersection on a crossroads should be no closer than 400 meters. • Action 3C5 – As opportunities arise, N/A N/A N/A N/A Yes Access management incorporated into rights of access shall be purchased on refinement plan preferred alternative. crossroads around existing interchanges. When possible this should be for a distance of 400 meters.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph • Action 3C6 – Traffic Controls within N/A N/A N/A N/A Yes Interchange Access Management Area. • Action 3C7 – Use grade separated N/A N/A N/A N/A Yes crossings without connecting ramps to provide crossings corridors that relieve traffic crossing demands through interchanges Policy 3D Manage request for deviations ------Yes Refinement plan alternative included extensive from adopted access management standards efforts to meet access management standards. through an application process. Where this was not feasible, deviations to standards will be requested—however, this need was minimized to the extent possible. Policy 3E Manage appeals for statewide ------N/A consistency.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Goal#4 – Optimize efficiency and utility of state highway through the use of alternative modes and travel demand management strategies.

OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph Policy 4A – Maintain and improve freight movement efficiency. Balance need of long distance and through freight movements with local transportation needs • Action 4A1 – Identify obstacles to 2-10 Right 4 All Yes Widening roadway and bridges, reducing efficient truck movement. Include 2-11 to 2-12 All All All approach roads, improving road and access weight-limited bridges. Set up STIP connections will improve efficient truck process to improve the hindering movement. segments systematically. • Action 4A2 – Uniform regulations at N/A N/A N/A N/A N/A regional and national levels • Action 4A3 – ITS Commercial Vehicle N/A N/A N/A N/A N/A Operating technology in the western U.S. (Agency) • Action 4A4 – Maintain and improve N/A N/A N/A N/A N/A intermodal freight facilities. Support facilities that are part of local or regional TSPs. • Action 4A5 – Support funding or N/A N/A N/A N/A Yes financing for transportation system benefiting freight efficiency • Action 4A6 – Work with private sector N/A N/A N/A N/A N/A to improve planning coordination between highway and freight infrastructure. • Action 4A7 – Support maintenance and N/A N/A N/A N/A Yes Provision of local access roads and improved improvement of non-highway road networks will result in overall infrastructure that provides alternate improvement of alternate freight-moving. freight-moving capacity in critical corridors. Policy 4B - Advance and support alternative passenger transportation systems when

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph potential for successful and effective development of it exists. • Action 4B1 – Promote alternative N/A N/A N/A N/A Yes Park and ride provided at Wallace Interchange. passenger services in commute corridors Discussions included support for continued to maintain or meet performance Casino vanpool efforts. standards. • Action 4B2 – Promote services off the N/A N/A N/A N/A Yes Local road network improvements (including system that help to preserve the local access roads) will provide opportunities performance and function of the state for services off-system. highway system. • Action 4B3 – Encourage development of 4-4 Figure N/A N/A Yes alternative passenger services and 4-5 4-1 N/A N/A systems as part of broader corridor 4-17 through Figure Section All strategies. Ex. Land use regulations, 4-29 4-2 titled collector-distributor roadway. Varied North or South Local Service Roads plus Figures • Action 4B4 – Encourage alternative N/A N/A N/A N/A Yes ODOT supports the Casino vanpool services for passenger modes to reduce trips where local trips. limited facilities accommodate large numbers of intercity and local trips. • Action 4B5 – Support development of N/A N/A N/A N/A N/A alternative intercity passenger services in congested corridors through additional peak hour services, use of excess freight rail system capacity. Policy 4C - Utilize High Occupancy Vehicle (HOV) facilities in favorable locations. • Action 4C1 – Promote HOV where: N/A N/A N/A N/A N/A 9 They are supported in local or regional

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph TSPs. 9 Current or projected demand will allow efficient operation. 9 HOV facilities will function as part of the overall system. • Action 4C2 – Support conversions of N/A N/A N/A N/A N/A existing mixed-flow facilities for HOV when it would close gaps in the HOV network. • Action 4C3 – Promote HOV support N/A N/A N/A N/A N/A facilities such as park and ride. • Action 4C4 – Support High- N/A N/A N/A N/A N/A Occupancy/Toll lanes when this supports objectives of plans. Policy 4D – Invest in traffic demand management • Action 4D1 – Strategies that reduce peak 5-16 Left 3 & 4 All Yes Traffic flow will be improved by period SOV travel, reduce peak period implementation of the refinement plan demand and/or improve traffic flow on alternative. the state highway. • Action 4D2 – Investigate tolling and N/A N/A N/A N/A N/A congestion-based pricing. • Action 4D3 – Support existing programs N/A N/A N/A N/A N/A in Portland, Salem, Eugene, etc.. Policy 4E – Develop and use of park-and- rides • Action 4E1 – Provide facilities at N/A N/A N/A N/A Yes Park-and-ride provided at Wallace Interchange. appropriate locations after coordination Additional evaluation of park-and-ride at Grand with local jurisdictions and analysis of Ronde would be warranted. needs and use. • Action 4E2 – Acquire right-of-way for N/A N/A N/A N/A Yes Park-and-ride provided at Wallace Interchange. park and ride facilities during Additional evaluation of park-and-ride at Grand construction or expansion. Consider at Ronde would be warranted. highway interchanges.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

OHP Requirement Plan Reference Consistent Comments Page Column Para- Line graph • Action 4E3 – Partner with other N/A N/A N/A N/A Yes Park-and-ride provided at Wallace Interchange. jurisdictions to site facilities. Additional evaluation of park-and-ride at Grand Ronde would be warranted. • Action 4E4 – Convert informal areas in N/A N/A N/A N/A Yes Park-and-ride provided at Wallace Interchange. highway right-of-ways to formal park- Additional evaluation of park-and-ride at Grand and-rides when appropriate. Ronde would be warranted. • Action 4E5 – Use surplus ODOT N/A N/A N/A N/A Yes Park-and-ride provided at Wallace Interchange. property for park-and-rides when Additional evaluation of park-and-ride at Grand appropriate. Ronde would be warranted. • Action 4E6 – Park-and-ride in urban N/A N/A N/A N/A N/A areas.

Goal#5 – Protect and enhance the natural and built environment throughout the process of constructing, operating, and maintaining the state highway system. . OHP Requirement Plan Reference Consistency Comments Page Column Para- Line graph Policy 5A – The design, construction, operation, and maintenance of state highways should maintain or improve the natural and built environment including air quality, fish passage and habitat, wildlife habitat and migration, sensitive habitat, vegetation and water resources. • Action 5A1 – Implement best N/A N/A N/A N/A Yes management practices to minimize effects of construction, operations, and maintenance. • Action 5A2 – Attain and maintain air See N/A N/A N/A Yes Air quality is not an issue in this area. quality in highway-related plans, Environmental programs, projects, and maintenance. Assessment • Action 5A3 – Partner with other N/A N/A N/A N/A Yes Location of local access roads adjusted to avoid governments to identify sensitive habitat and minimize threatened and endangered species

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

OHP Requirement Plan Reference Consistency Comments Page Column Para- Line graph areas with high value that are affected by and wetland areas. ODOT facilities. Incorporate design features to avoid, minimize, or mitigate impacts. • Action 5A4 – Design, construct, and N/A N/A N/A N/A Yes maintain all stream crossings with anadromous fish using Oregon Department of Fish and Wildlife standards. Policy 5B - Use best management practices to protect and enhance scenic resources in all phases of planning, development, construction, and maintenance. • Action 5B1 – Coordinate scenic and 2-14 through All All All Yes Impacts to historic resources avoided and cultural resources with appropriate 2-22 minimized through refinement plan governments and agencies. See development. Environmental Assessment • Action 5B2 – Coordinate with See ------Yes miscellaneous groups to encourage Environmental aesthetic considerations outside the state Assessment right-of-way. • Action 5B3 – Design transportation N/A N/A N/A N/A Yes facilities that consider visual qualities with functional requirements. • Action 5B4 – Use best management N/A N/A N/A N/A N/A practices to minimize impacts to scenic resources. • Action 5B5 – Identify criteria, and N/A N/A N/A N/A N/A measure and evaluate scenic resource management performance. • Action 5B6 – Develop an inventory N/A N/A N/A N/A N/A system that identifies scenic resources on unsold state lands that may be used for visual mitigation. (Statewide)

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

OHP Requirement Plan Reference Consistency Comments Page Column Para- Line graph • Action 5B7 – Inventory and map historic 2-18 & 2-19 All All All Yes Historic resources potentially impacted by the resources within the state highway right- See proposed roadway were inventoried, mapped, of way Environmental and impacts avoided or minimized. Assessment • Actions 5B8 – In project design, include N/A N/A N/A N/A Yes aesthetic elements.

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Contributors

Listed are individuals from ODOT, other state agencies, local government agencies and the Mid- Valley Council of Governments that contributed to the completion of this ORE-18 Corridor Refinement Plan through participation on the Project Steering Committee, Technical Advisory Committee, or in preparation of materials used to develop this plan. This listing was compiled in June 2003. Any omissions are inadvertent. ______

Mike Propes, Polk County Commissioner Gene Clemens, Polk County Community Development Jim Allen, Polk County Planning Department Tony Snyder, Polk County Public Works Mark Fancey, Polk County Planning Mark Mercier, Tribal Council, Confederated Tribes of the Grand Ronde John Mercier, Public Works Division Manager, Confederated Tribes of the Grand Ronde Ted Lopuszynski, Commissioner, Yamhill County Bill Gille, Yamhill County Public Works Francis Eddy, Councilor, City of Willamina Wayne Rickert, Mid-Willamette Valley Council of Governments1• Jean Fromm, Mid-Willamette Valley Council of Governments Richard Van Ohrman, Mid-Willamette Valley Council of Governments Doug White, Department of Land Conservation and Development Larry Ksionzyk, Department of Land Conservation and Development

David Bishop, ODOT Area 3 Manager Don Jordan, ODOT District 3 Assistant Manager John deTar, ODOT, Region 2 Planning Interim Manager2 Nancy Reynolds ODOT, Region 2 Planning Unit Dan Fricke, ODOT Region 2 Planning Unit Harlan Nale, ODOT Transportation Planning Analysis Unit Roxanne Rivord, ODOT Transportation Planning Analysis Unit Dorothy Upton, ODOT Transportation Planning Analysis Unit Brian Dunn, ODOT Transportation Planning Analysis Unit Farshad Yazdi-Doust, ODOT Transportation Planning and Analysis Unit Jim Beuttner, ODOT Preliminary Design Unit Erik Havig, ODOT Preliminary Design Unit Ed Cantrell, ODOT Region 2 Area 3 Unit, and ODOT Roadway Unit Steve Cooley, ODOT Area 3 Unit, and ODOT Roadway Unit John Smith, ODOT Right-of-Way Unit Susan Whitney, ODOT Environmental Services Unit

1• Principal preparer of the Refinement Plan 2 Document amended and edited by John deTar, June 2003-February 2004

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004 Mini-RFP 33499 - Exhibit A

Jim Cox, ODOT Environmental Services Unit Donna Kilber, ODOT Environmental Services Unit Tim Murphy, ODOT Environmental Services Unit Hal Gard, ODOT Environmental Services Unit Rosalind Keeney, ODOT Environmental Services Unit John Riedel, ODOT Environmental Services Unit Vince Carrow, ODOT Environmental Services Unit Luis Rivas, ODOT Environmental Services Unit Rose Owens, ODOT Environmental Services Unit Nick Testa, ODOT Environmental Services Unit Ron Francis, ODOT Environmental Services Unit William Fletcher, ODOT Environmental Services Unit Don Crownover, ODOT Environmental Services Unit Dave Goodwin, ODOT Environmental Services Unit Larry Pierson, ODOT Environmental Services Unit Jim Norman, ODOT Environmental Services Unit

H.B. Van Duzer to Steel Bridge Road ORE-18 Corridor Refinement Plan, Amended and Edited May 2004