Interim Corridor Strategy Highway 126 East

Interstate 5 to Oregon High way 22 at Santiam Junction

May 1998

Oregon Department of Transportation c

,%i?Ete street 7r Sialern, Oregon 973 10 Interim Corridor Strategy

Highway 126 East

Interstate 5 to Oregon Highway 22 at Santiam Junction

Prepared far:

Oregon Department of Transportation 7 E:Eite street Salem, Oregon 973 10 (54 1) 726-2509

Prepared by:

wgog Lane Council of Governments 125 East Eighth Avenue Eugene, Oregon 9740 1 (54 1) 682-4283

May 1998 Table of Contents

Executive Summary What is Corridor Planning and Why is it Being Done? Corridor Overview Major Issues Interim Corridor Strategy Next Steps

Chapter 1: Overview of Corridor Planning lntroduction Corridor Planning Description and Purpose Corridor Planning Requirements Corridor Planning Process Corridor Planning Participants

Chapter 2: Highway 126 East Corridor Overview lntroduction General Corridor Description Existing Plans and Studies Population and Employment Growth Tourism and Recreation-Related Travel Land Development Projections

Chapter 3: Existing Conditions and Facilities lntroduction Highway System Railroads Air Service Public Transit and Inter-City Bus Service Bicycle Facilities Pedestrian Walkways Pipelines Environment

Chapter 4: Future Conditions lntroduction Overview of Major Factors Impacting the Future of the Corridor Corridor Analysis Methodology Railroads Air Service Public Transit and Inter-City Bus Service Bicycle Facilities Pedestrian Walkways

Highway 126 East Interim Corridor Strategy, May 1998 Chapter 5: Issues, Opportunities, and Constraints lntroduction Transportation Balance Regional Connectivity Highway Congestion Safety Economic lmpacts Social and Land Use lmpacts Environmental and Energy lmpacts Values

Chapter 6: Interim Corridor Strategy lntroduction Vision for the Highway 126 East Corridor Goals and Objectives Transportation Balance Regional Connectivity Highway Congestion Safety Economic Social and- and Use Environmental lmpacts Energy lmpacts

Highway 126 East Interim Corridor Strategy, May 1998 List of Figures

Figure ES-1 Highway 126 East Corridor Map Figure 1-1 Corridors of Interstate and State-Wide Importance Figure 1-2 Corridor Planning Process and Phases Figure 2-1 Highway 126 East Corridor Segment Map Figure 3-1 Historic Traffic Volumes, 1975-1995 Figure 3-2 Average Daily Traffic Variations by Month, 1995 Figure 3-3 Average Daily Traffic by Vehicle Type, 1975-1995 Figure 3-4 Accidents per Million Vehicle Miles Traveled, 1994-1996 Figure 3-5 SPlS 1997 Accident Locations Figure 3-6 Federal and State River Designations Figure 4-1 Projected Traffic Volumes, 1995-2017 Figure 4-2 Current and Projected Highway Congestion

List of Tables

Table 2-1 County Population Forecasts Table 2-2 Population Trends and Projections Table 2-3 County Non-Agricultural Employment Forecasts Table 2-4 ~u~ene-springfieldBuildable Lands and Land Development Projections Table 2-5 Potential Additional Dwellings in the Corridor's Rural Communities Table 2-6 Buildable Residential Lands Inventory in the Rural Portion of the Corridor

Table 3-1 Historic Traffic Volumes, 1975-1995 Table 3-2 Truck Traffic Volumes, 1992 Table 3-3 Reported Accidents, 1994-1996 Table 3-4 Eugene Airport Intrastate Trips Table 3-5 Lane Transit District Ridership Counts, Route 91, McKenzie Bridge Table 3-6 Porter Stage Lines Schedule, Eugene to Bend

Table 4-1 Projected Traffic Volumes, 1995-2017 Table 4-2 Projected Travel Times in 2016

Highway 126 East Interim Corridor Strategy, May 1998 List of Appendices

Applicable Directives and State-Wide Plans Applicable Regional and Local Plans Advisory Committees Summary of the Public Involvement Program McKenzie River Aerial Spawning Ground Survey ODOT Overview of the Highway 126 East Corridor Description of Level of Service ODOT Accident Summary Investigative Report Corridor Segment Inventory Acronyms

Highway 126 East Interim Corridor Strategy, May 1998 Executive Summary Executive Summary

This Executive Summary presents major findings and conclusion from Phase I of the corridor planning process for the Highway 126 East Corridor, which extends from Interstate 5 in Springfield to Oregon Highway 22 at Santiam Junction. Please refer to Chapters 5 and 6 of this report for the full range of issues, goals, and objectives.

What is Corridor Planning And Why is it Being Done?

The Oregon Department of Transportation (ODOT) is developing plans for 31 transportation corridors identified in the Oregon Transporlalion Plan (OTP) as being of state-wide importance. A corridor plan is a long-range plan for managing and improving transportation facilities and services to meet needs for moving people and goods. A key element of corridor planning is consideration of the linkage between land use and transportation needs.

The benefits of long-term planning in the Highway 126 East Corridor include: resolution of major planning issues, preservation of transportation rights-of-way, protection of transportation investments, and cooperation among diverse public and private agencies and organizations to implement projects and services.

The OTP establishes the general policies and planning direction for the development of corridor plans. It also responds to related modal and program plans for freight movement, rail service, aviation, pedestrian, bicycle, public transportation, and safety. Corridor plans assist in the development of transportation projects for implementation through the Statewide Transportation Improvement Program (STIP).

Corridor planning is organized into three phases, proceeding from the general to the specific. In the first phase, Corridor Strategy development, transportation goals and management objectives are identified. The second phase includes preparation of GeneralISystem Plans, which define the transportation improvement needs and accompanying land use framework. In sections of the corridor with particular environmental, land use, or operational concerns, Refinement Plans can be developed as a third phase.

lnterim corridor strategies (strategies) address the operation, preservation, and enhancement of transportation facilities in the corridors. Strategies cover a 20-year planning horizon, building upon federal, state, and local transportation and land use policies and plans. Collaboration among political jurisdictions and planning agencies, in consultation with residents, users, and other stakeholders results in a strategy that will guide subsequent development of a corridor plan and refinement plans. It also serves as the basis for selection of individual improvement projects and implementation of new or expanded transportation services.

Highway 126 East Interim Corridor Strategy, May 1998 ES-i Development of the lnterim Corridor Strategy for Highway 126 East required an extensive public involvement program to facilitate the exchange of information between stakeholders; the general public; federal, state and local governments; and the Corridor planning staff team. Citizen involvement efforts helped to identify public issues and values regarding transportation in the Corridor. In addition to providing information and opportunities for involvement, the process developed a structure through which ODOT, local jurisdictions, and stakeholders could begin to build lasting partnerships around transportation issues. This collaborative approach has proven beneficial in gathering information locally and ensuring that local jurisdictions and ODOT are working together with their constituents and with each other at each step of the planning process.

Implementation of the Corridor Strategy and Plan is dependent upon the availability of funding. Endorsement or adoption of the Plan by the Oregon Transportation Commission (OTC) does not guarantee financial resources to carry out the projects and programs contained in the Plan, nor can the OTG commit the financial resources of other agencies or public bodies.

Corridor Overview

The Highway 126 East Corridor (Corridor) extends nearly 80 miles from lnterstate 5 to Oregon Highway 22 at Santiam Junction as shown in Figure ES-1. The Corridor is a principal route that links the southern Willamette Valley to central and eastern Oregon. Consequently, the Corridor received designation as a State-Wide Highway and is included in the National Highway System. The western 6.4-mile portion of the Corridor is a four-lane, fully access-controlled freeway. This stretch serves as a bypass around Springfield and provides convenient access from lnterstate 5 and lnterstate 105 to the McKenzie River Valley. In the Thurston neighborhood, the Corridor becomes a five- lane principal arterial until approximately %-mile west of the Springfield city limits. The remainder of the Corridor is a two-lane facility with occasional passing lanes.

The Corridor serves the Eugene-Springfield metropolitan area and connects rural communities in the McKenzie Valley. While the western portion of the Corridor is urbanized, the remainder is characterized by small rural communities, interspersed within areas of agricultural and/or public and private forest land. The Corridor is regularly used for recreational/tourist travel and for transport of goods between the southern Willamette Valley, the lnterstate 5 Corridor, and areas to the east, including Bend and Sisters, Oregon and Boise, Idaho. Area businesses use it to transport wood products and other resource materials from source to processing facilities. It also serves as an important regional freight and farm-to-market Corridor. The highway is the sole commuter route from the McKenzie Valley to jobs and services in Eugene and Springfield, the region's largest metropolitan area.

Highway 126 East Interim Corridor Strategy, May 1998 ES-ii Highway 126 East Corridor Map Figure ES-1

Map produced by LCOG

Eastern Hwy. 126 Transportation Corridor

.----'- -~anFcoUnty - - - Blue Rainbow Tourism plays an important role in maintaining the economic viability of McKenzie Valley communities. The Corridor and surrounding area have received regional and national recognition for their remarkable scenic beauty and outstanding recreational opportunities. ODOT designated the eastern portion of the Corridor as a State Scenic Byway. A stretch of the upper McKenzie River, adjacent to the highway, received both National Wild and Scenic River designation and Oregon Scenic Waterway status. In addition to numerous campgrounds and boat launches, Highway 126 also provides access to the area's 225,000 acres of designated wilderness and the 26-mile long McKenzie River National Recreation Trail.

The McKenzie River is the dominant environmental feature throughout much of the Corridor. The river and its tributaries provide critical habitat for numerous sensitive species and are the municipal water sources to over 200,000 Lane County residents. The McKenzie watershed contains some of the highest quality streams in the state and is one of only three basins in Oregon governed by the Three Basin Rule restricting issuance of new waste discharge permits in the watershed. The McKenzie bull trout population is considered the only viable population remaining in the Willamette basin, while the McKenzie watershed is considered the most important drainage for natural spring Chinook production in the Willamette basin.

Traffic volume varies significantly between winter and summer months, averaging 2,500 vehicles per day (VPD) during December through February and 4,600 VPD July through September. Ninety percent of the Corridor experiences low congestion, with moderate and high congestion levels occurring in Springfield. Truck volumes through the Corridor are low compared to the rest of the state with volumes recorded near Vida showing a slight decrease over historic corridor levels.

The average rate of travel for the Corridor is about 45 miles per hour (mph) for cars and 35 mph for trucks. Currently, 90 percent of the Corridor is subject to low congestion; 9 percent moderate congestion; and 1 percent high congestion. Moderate and high congestion occurred only within the Springfield urban growth boundary (UGB) portion of the Corridor, where recurring congestion is most acute during the morning and evening commute periods. The average accident rate in the Corridor is significantly lower than the state-wide average with the majority of accidents and injuries occurring in the urban portion of the corridor.

Public transit consists of bus service throughout the Springfield service area and extends east into the rural portion of the corridor as far as McKenzie Bridge. All buses are wheelchair accessible and are equipped with racks capable of carrying two bicycles. Paratransit service is available in the Eugene-Springfield metropolitan area. No passenger rail service operates in the Corridor and freight rail service in the majority of the Corridor is limited. General aviation airports along the Corridor include the McKenzie Bridge State Airport, on Highway 126 near McKenzie Bridge, and the Santiam Junction Airport, south of the ODOT maintenance station at Santiam Junction. Air passenger and freight services are available at the Eugene Airport, eight miles west

Highway 126 East Interim Corridor Strategy, May 1998 ES-iv of Interstate 5. Highway shoulders serve bicyclists on portions of the highway where there are adequate shoulder widths. Pedestrian facilities are generally limited to sidewalks along the highway in east Springfield.

Major Issues

Given the diversity of interests in the Corridor, it is not surprising that an extensive range of issues were identified during the course of the Interim Strategy development process. Issues were solicited from members of local governments and organizations, transportation engineers and planners, stakeholders, and the general public. Some sf the most frequently cited concerns include:

Conflicts between local traffic and the efficient and effective movement of goods and services through the Corridor.

Increasing traffic and congestion, especially in Springfield and eastward towards Walterville.

Providing for a safe and efficient highway while protecting the Corridor's scenic attributes and important natural resources.

0 Safety and congestion problems associated with the large number of residential driveways that directly access the highway.

Maintaining the Corridor's function as an important link in the state's transportation system while safeguarding the communities and rural character outside the urban portion of the Corridor.

Ensuring that transport of hazardous materials is completed safely through the Corridor.

Unsafe conditions along the Corridor for motorist, bicyclist, bus riders, and pedestrians.

Effects of growth in the Eugene-Springfield metropolitan area, Deschutes County, and new rural residential development on traffic volumes in the Corridor.

Amount of through-truck traffic given the design and character of the highway.

Highway 126 East Interim Corridor Strategy, May 1998 lnterim Corridor Strategy

The lnterim Corridor Strategy for the Highway 126 East Corridor aims to support a vision where an optimal balance between the Corridor's transportation functions and other important local, state-wide, and regional interests is met. Consequently, the vision for the Corridor is:

The Highway 126 East Corridor serves as a scenic and recreational route, an important link in the state's transportation system, and access for local communities, while transportation decisions in the corridor emphasize the importance of protecting its significant natural resources.

The lnterim Corridor Strategy was prepared by a Steering Committee, which was composed of representatives of local, state, and federal agencies with jurisdictional responsibilities in the Corridor. The Steering Committee recognized that no single approach could address all of the needs identified during the extensive outreach effort conducted for the study. For this reason, it proposed a blend of approaches to address the issues raised. The lnterim Corridor Strategy proposes to:

1. Provide a choice of travel modes for urban and rural Corridor users. - The lnterim Strategy calls for enhancement of alternative modes, including transit, bicycle, and pedestrian facilities. It recommends preserving existing bus transit service and improving service between Walterville and the Eugene-Springfield metropolitan area, developing design guidelines for rural area bus stops, providing additional Park-and-Ride lots and transfer stations where appropriate, and continuing efforts to improve the mobility of the transportation-disadvantaged population.

The lnterim Strategy proposes to widen shoulders where feasible in the rural portion of the Corridor to improve bicycle travel. Secure bicycle parking facilities at Park- and-Ride lots and at major bus stops and boat landings is also proposed. Bicycle needs along Main Street in Springfield will be provided for through-striped bicycle lanes or delineation of an alternative east-west route.

The lnterim Strategy proposes to improve pedestrian crossing opportunities, especially along Main Street in Springfield. Providing for safe and convenient pedestrian circulation within rural communities is another identified need.

The lnterim Strategy call for conducting a comprehensive study of trucking in the Corridor to evaluate the nature of truck traffic, including frequency, type of goods, truck size, origins, and destinations. It also recommends evaluating alternative freight travel routes based on origin and destinations.

Highway 126 East lnterim Corridor Strategy, May 1998 2. Develop transportation facilities within the Corridor to provide a high degree of regional connectivity and efficient connectivity between state and local roadways for Corridor users.

Existing travel times in the rural portion of the Corridor would be maintained through minor road improvements (e.g., geometrics, additional passing and turning lanes). Increased travel times in the urban portion will be minimized through the most appropriate and effective means based upon Transplan and further evaluations conducted during the second phase of the corridor planning process. Proposed development and land use changes would also be evaluated to determine their impacts on efficient traffic movement.

3. Operate and develop all transportation facilities within the Corridor at a level of service that will help mitigate congestion.

In addition to capital improvements to mitigate congestion, the lnterim Strategy supports implementation of access management measures such as local road network improvements to reduce the need for direct highway access and the consolidation of driveways. It also supports the transportation land use and demand management strategies proposed for the Eugene-Springfield metropolitan area.

4. Continually improve all facets of transportation safety within the Corridor.

The lnterim Strategy proposes to prioritize safety improvements based on the frequency and severity of accidents. Reevaluation of permitted passing areas and speed zones are also proposed. Solutions to improve safety may include minor and major design modifications as well as program solutions such as creating a heightened law enforcement presence.

The lnterim Strategy calls for evaluating the amount and nature of hazardous cargo moved through the Corridor and developing necessary improvements to accommodate hazardous freight transport needs. The strategy also recommends consultation with emergency service providers and hazardous materials response teams to identify programs, highway improvements, and changes in highway construction and maintenance practices that allow for improved emergency response time.

5. Promote economic health and diversity by providing efficient movement of goods, services, and people; maintaining safe and effective access to recreational opportunities and local businesses; and protecting the Corridor's scenic values.

The lnterim Strategy proposes improvements to business and recreation site ingresslegress, signage, and parking to better serve recreational and tourist- oriented traffic in the rural portion of the Corridor. Scheduling and publicizing construction activities to minimize traffic conflicts is also recommended.

Highway 126 East Interim Corridor Strategy, May 1998 ES-vii 6. Develop an integrated land use and transportation system that maintains the quality of life while providing a safe and efficient road system.

The lnterim Strategy advocates addressing community needs and concerns early in highway project development. Improvements should preserve livability and avoid adversely impacting cultural, historical, and archaeological resources. Large-scale vegetation removal that reduces buffers between residences and the highway should also be minimized.

The lnterim Strategy proposes to encourage transportation efficiency by applying access management techniques to limit the impacts of new development. Other efficiency measures include directing new development in the Corridor to occur within the Eugene-Springfield UGB and retaining existing rural commercial and service opportunities in the Corridor to reduce the need for longer trips.

7. Provide a transportation system that is environmentally responsible, helps protect the McKenzie River, and supports protection of natural resources in the Corridor.

The lnterim Strategy calls for creating a database that identifies areas where major improvements should be avoided or approached with extreme caution due to potential environmental conflicts. It also calls for reducing impacts to water quality that come from road runoff, unstable road cuts, and highway construction and maintenance activities. Other proposals include restricting vegetation removal in close proximity to waterways and other sensitive habitat, replacing culverts that limit fish passage, maintaining scenic views from the highway, and considering measures to reduce noise levels. Risks posed by hazardous material transport should be reduced by developing a coordinated accident response plan and redesigning highway problem areas to include catch basins.

8. Provide a transportation system that minimizes transportation-related energy consumption by encouraging the use of energy-efficient transportation modes and transit-efficient development patterns.

The lnterim Strategy proposes measures that provide incentives to use energy- efficient transportation, encourage alternatives to the use of single-occupancy vehicles, and reduce commuter-related vehicle trips. In addition, highway improvements should be coordinated with the Eugene Water & Electric Board (EWEB) so as not to adversely affect their electric power generating facilities.

Highway 126 East lnterim Corridor Strategy, May 1998 Next Steps

This lnterim Corridor Strategy will be submitted for endorsement to the OTC, City of Springfield, Lane County, and Lane Transit District. The lnterim Corridor Strategy will then serve as the starting point for development of a Corridor Plan. The corridor planning process will seek to preserve and improve the corridor through continued close coordination among local land use and transportation plans.

This lnterim Corridor Strategy proposes numerous actions to be taken by one or more of the various agencies and jurisdictions participating on the Highway 126 East Steering Committee. However, with limited financial resources, public agencies need to make a compelling case to carrying out projects and programs. While the lnterim Strategy addresses the broad set of issues and concerns in the Corridor, in its present form it can hardly be considered strategic.

During Phase II, corridor plan development, further technical analysis and outreach will be conducted, which will result in a refined strategy that reflects the Corridor's highest priorities. The Corridor Plan will apply the refined strategy to specific locations along the Corridor, identify and prioritize actions based on their long- and short-term costs and benefits, and identify appropriate public and private entities with responsibility for implementation. The Plan will contain prioritized project lists, management and operations decisions, as well as cost estimates and financing strategies.

Highway 126 East lnterim Corridor Strategy, May 1998 Chapter One Overview of Corridor Planning Chapter One Overview of Corridor Planning

Introduction

Oregon Department of Transportation (ODOT) is developing corridor plans for those corridors identified in the Oregon Transportation Plan (OTP) as being of state-wide importance. The Highway 126 East lnterim Corridor Strategy proposes a strategy and objectives for the operation, preservation, and enhancement of transportation facilities along the Highway 126 East Corridor (Corridor) from the 1-5 Interchange in Eugene to the Santiam Junction. The Corridor Strategy covers a 28-year planning horizon, building upon federal, state, and local transportation and land use policies and plans, together with a comprehensive consultation with stakeholders in the Corridor. The Corridor Strategy will guide development of the Corridor Plan and Refinement Plans for the specific areas and issues in the Corridor.

Plans call for the Corridor Strategy to be endorsed by all of the jurisdictions along the Corridor, as well as the Oregon Transportation Commission (OTC). The Corridor Plan will be included in future transportation plans and comprehensive land use plans, which will ensure that the Corridor is preserved and enhanced to the benefit of all users.

This chapter consists of a general overview of corridor planning processes. Chapter Two includes a general description of the Highway 126 East Corridor; a listing of relevant planning along the Corridor; and population, employment, and land development projections. The existing condition of transportation and land use is described in Chapter Three, and future conditions are discussed in Chapter Four. Issues, opportunities, and constraints identified during the planning process are provided in Chapter Five, and Chapter Six presents the goals and objectives that make up the lnterim Corridor Strategy.

Corridor Planning Description and Purpose

A corridor plan is a long-range (20-year) program for managing transportation systems that move people, goods, and services within a specific transportation corridor. Corridor plans are currently being developed for the 31 corridors of state-wide or inter- state importance identified in the OTP as shown in Figure 1-1 . Other transportation corridors will be studied as resources allow. Each corridor planning area includes state- wide transportation facilities, systems, and land areas that influence transportation performance.

Transportation corridors are defined as broad geographic areas served by various transportation systems that provide important connections between regions of the state

Highway 126 East Interim Corridor Strategy, May 1998 1-1 Figure 1-1 Corridors of Interstate and State-Wide Importance

LEGEND

Oregon Coast Highway ' (US 101) Medford - California (OR 62114W39) Madras - California (US 97) Portland - Astoria (US 30) Eugene - US 97 (OR 58) Klamath Falls - Lakeview (OR 140) Cannon Beach - Portland (US 26) Eugene - Santiam Jct (OR 126) Umatiila - Pendleton (US 39511-64) Linmln City - Portland (OR 18199W) Salem - Bend (OR 22NS 20) Pendleton - California (US 395) Willamina -Salem (OR 22) Gresham - Madras (US 26) MlltortFreewater- Pendleton (OR 11) Newport - 1-5 (US 2WOR 34) Sunrise Corridor ' (OR 212) LaGran.de - Wallowa Lake (OR 82) Florence - Eugene (OR 12611-105) Hood River - Mt. Hood (OR 35) Idaho - Nevada (US 95) Reedsport - 1-5 (OR 3810R99) Madras - Biggs Jct. (US 97) Washington - California (1-5) Coos Bay - Roseburg (OR 42) Sisters - Ontario (OR 126NS 26) 1-5 - Idaho (1-84) Grants Pass - California (US 199) Bend - Vale (US 20) Washington - 1-84 (1-82) Arlington - US 26 ' (OR 19)

Highway 126 East Interim Corridor Strategy, May 1998 1-2 for passengers, goods, and services. Transportation facilities are defined as individual modal or multimodal conveyances and terminals; within a corridor, facilities may be of local, regional, or state-wide importance. Examples of facilities are highways, rail transit lines, transit stations, and bicycle paths. Transportation systems are defined as networks of transportation links, services, and facilities that are collectively of state-wide importance even though the individual components in the system may be of only local or regional significance. Examples include highway, rail, public transportation, and bicycle systems.

ODOT is developing state-wide management systems and modal plans for automobile, truck, passenger and freight rail, aviation, bicycle and pedestrian modes, and intermodal facilities, in addition to a transportation safety action plan. While many modes of transportation and transportation facilities are not owned or operated by the state (e.g., railroads, bus systems, port facilities), the state has a special interest in their performance given their interaction with ODOT facilities and collective significance to the state-wide transportation system.

Benefits of Corridor Planning for the Highway 126 Corridor Include:

Resolution of Major Planning Issues Prior to the Initiation of Project Development - Consensus among local, regional, and state governments regarding project purpose and needs is essential for successful project development. Corridor planning provides a framework within which individual projects located in corridor communities can be reviewed and prioritized.

Preservation of Transportation Rights-of- Way - Costs for transportation rights-of-way increase substantially as land suitable for transportation is developed for other purposes. Uncertainty about right-of-way needs may also impact property owners, businesses, and, at times, entire communities. The scope and 20-year planning horizon of a corridor plan identifies long-range right-of-way needs that serve to direct future development, which reduces development costs and environmental, social, and economic impacts.

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

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

Highway 126 East Interim Corridor Strategy, May 1998 1-3 Corridor Planning Requirements

Several federal and state mandates impact how corridor planning is to be undertaken. The three most important of these are: the 1991 lntermodal Surface Transportation Efficiency Act (ISTEA); the OTP; and the Oregon Transportation Planning Rule (TPR). While each has very different policy initiatives, all three share several common themes: a requirement that transportation plans provide a balanced transportation system that provides transportation options; that transportation plans reduce reliance upon the single-occupant automobile and increase the opportunity for modal choice; and that transportation plans be coordinated with land use plans, and address the environmental, social, economic, and energy consequences of proposed actions.

A summary of the ISTEA, OTP, and TPR is provided in Appendix A. Appendix B summarizes applicable regional and local plans.

Corridor Planning Process

Corridor planning is being carried out in three phases that progress from the general to the specific (Figure 1-2). It is important to note corridor planning may not occur in a linear fashion, i.e., activities described in Phase I may occur after Phase 2 or Phase 3.

Phase 1 : Interim Corridor Strategy

With requirements to consider a range of transportation modes and impacts on land use and the environment, a corridor strategy is established to properly address the goals and policies of the OTP and state-wide mode plans. A corridor strategy provides a set of transportation performance and impact objectives for each corridor.

Transportation facilities and systems in each corridor are identified and analyzed for present and future performance in areas of modal balance, intermodal and regional connectivity, congestion, and safety. In addition, characteristics of the corridor and the role it plays in the region are described in terms of land use, social, environmental, and economical development impacts.

From these analyses come key findings and conclusions regarding the present and future performance and impact of the corridor. These findings and conclusions are the basis for a corridor strategy. This strategy, described in detail through a number of corridor objectives, help ODOT and jurisdictions within each corridor plan for their transportation systems in a manner consistent with the OTP and other plans and policies.

Highway 126 East Interim Corridor Strategy, May 1998 Figure 1-2 Corridor Planning Process and Phases Phase One I Develop I

Produce Corridor Plan

Phase Three

Phase Projects and Programs Four

Highway 126 East Interim Corridor Strategy, May 1998 Phase 1 corridor planning concludes with the endorsement of an interim corridor strategy by cities, counties, and metropolitan planning organizations within individual corridors, and by the OTC.

Phase 2: Corridor Improvement and Management Elements

Most of the corridor planning effort occurs in Phase 2 and focuses on developing corridor improvement and management elements, and city and county transportation planning (Figure 1-2).

During Phase 2, a corridor improvement and management element of each corridor plan is developed to test interim corridor strategy objectives, analyze alternatives, provide general cost estimates and establish implementation priorities. Implementation decisions for each corridor objective may entail transportation improvements, operations and maintenance programs, agency liaison agreements, and management system category assignments. These decisions may be regulatory (e.g., level ~f importance, access management category assignments, etc.) or advisory (e.g., proposed capital projects, maintenance programs, etc.) in nature.

In conformance with the TPR, transportation systems plans (TSPs) are currently being or will be developed for cities, counties, and metropolitan planning organizations in Oregon. ODOT staff and financial resources are contributing to these local efforts. Portions of TSPs that impact state-wide corridors are incorporated into the corridor improvement and management element of corridor plans to implement the objectives established in the corridor strategy. This process helps link corridor objectives to city and county comprehensive plans.

Counties with populations under 25,000 and cities under 2,500 may apply to the Land Conservation and Development Commission for a full or partial exemption from the requirements to develop a TSP. To meet remaining TPR requirements for these jurisdictions and complete corridor plans in these instances, ODOT is assisting exempt local jurisdictions through a process called general planning. Similar to transportation systems planning, findings of general planning that impact state-wide corridors are included in corridor improvement and management elements.

ODOT uses the general planning process to reach implementation decisions in several circumstances: for any corridor where state-wide emphasis regarding transportation facilities and systems is needed; to adequately analyze those portions of corridors that lie within exempt jurisdictions; and where non-exempt local jurisdictions desire that ODOT take the lead for transportation planning in the corridor.

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

Highway 126 East Interim Corridor Strategy, May 1998 Phase 3: Refinement Planning

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

Projects and Programs

Prioritized improvements to corridor facilities, systems, and management that are identified in the corridor plan, provide the basis for update of the State Transpoflation Improvement Program (STIP), which is responsible for distributing limited transportation resources. Corridor planning is helping ODOT, with the cooperation of local governments and the input from the citizens of Oregon, to make difficult funding decisions necessary to build and maintain a state-wide transportation system that meets the growing demand for transportation for the next 20 years.

Corridor Planning Participants

The Highway 126 Corridor traverses two counties and affects several communities and one of Oregon's largest urban areas. A multi-jurisdictional approach to planning was needed. Equally important has been the involvement of the general public and various special interest groups located both on and off the Corridor.

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

Corridor Steering Committee and Stakeholders Advisory Committee Public Involvement Program State-Wide Agency Coordinating Committee and State-Wide Stakeholders ODOT's Internal Review Team

Corridor Steering Committee and Stakeholders Advisory Committee

The Corridor Steering Committee (CSC) was made up of representatives of political jurisdictions and planning agencies with land use and transportation implementation responsibility in the Corridor. The CSC consisted of representatives from ODOT, the City of Springfield, Lane County, Lane Transit District, and the Willamette National Forest. Linn County, the City of Eugene, and the Oregon Department of Land Conservation and Development also monitored the process by receiving all materials reviewed by the CSC. Lane Council of Governments assisted in coordinating and facilitating the planning process. The CSC has acted as a review and steering

Highway 126 East Interim Corridor Strategy, May 1998 1-7 committee throughout the planning process of developing the lnterim Corridor Strategy. These agencies will be responsible for implementing the programs and projects that will be necessary to implement the plans, which will be the final outcome of the corridor planning process.

The Stakeholders Advisory Committee (SAC) was composed of stakeholders and jurisdictions who were not represented on the CSC, but who have a strong interest in the planning and operation of the Highway 126 Corridor. Thirty-seven stakeholders1 jurisdictions were invited to two joint CSC/SAC meetings held during the planning process to provide input during the development of the lnterim Corridor Strategy. In addition, the SAC was asked to review and comment on draft products.

A listing of CSC and SAC representatives appears in Appendix C.

Public Involvement Program

An extensive public involvement program was conducted as part of the strategy development process. This included providing information and soliciting input through direct mailings to over 3,500 addresses, five public open houses, and print and electronic media coverage. The public involvement program is described in greater detail in Appendix D.

Statewide Agency Coordinating Committee and Statewide Stakeholders

Federal and state agencies, tribal representatives, and transportation service providers have been invited to participate in a continuing state-wide agency coordinating committee to help facilitate their involvement in corridor planning. Public involvement in corridor planning at the state level is being facilitated by a state-wide stakeholders group. The stakeholders group includes representatives of many state-wide special interest groups in the transportation, land use, environmental, and social service areas. Those interested in a specific corridor participate in planning through involvement on the corridor steering committee and/or through meeting and corresponding with the corridor planning project team. Copies of draft documents were mailed to these groups for review. A listing of state-wide agency coordinating committee and a state-wide stakeholders group representatives appears in Appendix C.

Oregon Department of Transportation's Internal Review Team

The Internal Review Team (IRT) was composed of ODOT personnel who provided technical review and assistance by providing information about highway project, maintenance, access, and safety issues. Review and comment by the IRT helped to ensure that the lnterim Corridor Strategy met consistent standards of content, completeness, and adequacy.

Highway 126 East lnterim Corridor Strategy, May 1998 Chapter Two Highway 126 East Corridor Overview Chapter Two Corridor Overview

Introduction

This chapter provides a general description of the Highway 126 East Corridor, as well as a listing of relevant plans and studies. Included in the discussion are population, employment, and land development projections and the significance tourism and recreation-related travel play in the Corridor.

General Corridor Description

I Highway 126, from Eugene to the Santiam Junction, is important to a wide range of state-wide, regional, and local users. Consequently, the Corridor received designation as a State-wide Highway and is included in the National Highway System.

The highway extends nearly 80 miles from Interstate 5 to Oregon Highway 22 at Santiam Junction and is the principal route linking the southern Willamette Valley to the western Cascades, the Santiam Pass, and Central Oregon (Figure 2-1). It directly links Lane and Linn counties and provides access to Deschutes County via Highway 242 and Highway 20122. The City of Springfield (1997 population: 50,670), located in the western most segment of the Corridor, is the only incorporated area along the Corridor. The remainder of the Corridor is characterized by small rural communities, interspersed within areas of agricultural and/or public and private forest land. A large portion of the Corridor passes through forest land and recreational areas along the McKenzie River, which are highly valued for their scenic and environmental qualities and their natural resources.

The McKenzie River is the prominent environmental feature in the Corridor and is regionally known for its exceptional clarity and translucent blue color. The McKenzie is the municipal water source to over 200,000 Lane County residents and one of only three basins in Oregon governed by the Three Basin Rule. This Oregon Administrative Rule, in effect since 1977, recognizes the importance of protecting the McKenzie watershed's high water quality for municipal water supplies, recreation, and aquatic life and restricts the issuance of new waste discharge permits in the McKenzie watershed.

The Oregon Department of Environmental Quality (DEQ) reports that the McKenzie watershed contains some of the highest quality streams in the state. Of the 142 sites monitored by DEQ, the highest water quality was found in the upper four sites of the McKenzie Basin. The McKenzie River, its tributaries, and adjacent riparian vegetation and forests provide migration routes and critical habitat for numerous sensitive, threatened, and endangered species. The U.S. Fish and Wildlife Service considers the McKenzie bull trout population as the only viable population remaining in the Willamette

Highway 126 East Interim Corridor Strategy, May 1998 2-1 Highway 126 East Corridor Corridor Segment Map

Map produced by LCOG

Eastern Highway126 Transportation Corridor

Blue Rainbow Basin, while the Oregon Department of Fish and Wildlife considers the McKenzie watershed as the most important drainage for natural spring Chinook production in the Willamette Basin. Results of a fall 1995 aerial spawning ground survey of the McKenzie River appear in Appendix E.

In addition to automobile travel, the following travel modes are available in the Corridor. Public transit is provided by Lane Transit District (LTD) from the Eugene-Springfield metropolitan area to McKenzie Bridge. Ridesource is a private firm that contracts with LTD to provide paratransit service in Eugene and Springfield. Porter Stage Lines provides inter-city bus service in the Corridor with stops in Eugene, Sisters, and Bend. Eugene is a stop for Greyhound bus service in the 1-5 Corridor, but Greyhound does not serve Highway 126.

There is no passenger or freight rail service provided along the Corridor. Amtrak provides passenger service between California, Portland, and Washington with stops in Eugene. Union Pacific provides freight service between California, Portland, and Washington. The Central Oregon and Pacific Railroad provides freight service between Eugene and Coquille, on the Oregon Coast, and Eugene to California. The Eugene Airport is located northwest of Eugene, eight miles west of Interstate-5. General aviation airports along the Corridor include the McKenzie Bridge State Airport and the Santiam Junction Airport.

A complete description of transportation services and characteristics of the Corridor is provided in Chapter 3.

Existing Plans And Studies

A number of state-wide, regional, and local plans have been adopted to guide transportation and land use in those jurisdictions primarily served by the Corridor. Corridor planning and these plans must be consistent and supportive of each other. Applicable plans, programs, and studies are listed below.

Statewide Plans and Studies:

Oregon Administrative Rule on Transportation Planning (OAR 660-12, Transportation Planning Rule). Adopted by the Oregon Land Conservation and Development Commission April 1991 and amended May 1995.

Oregon Transportation Plan (OTP). Adopted by the Oregon Transportation Commission, September 15, 1992. Supporting the OTP are the following plans and programs:

Oregon Highway Plan, Oregon Freight Rail Plan,

Highway 126 East Interim Corridor Strategy, May 1998 Oregon Passenger Rail Policy and Plan, Oregon Transportation Safety Action Plan, Intermodal Facilities and Connections Plan, Oregon Bicycle and Pedestrian Plan, Oregon Public Transportation Plan, Oregon A viation Systems Plan, Statewide Transportation Improvement Program, and State Scenic Byway Program.

Regional and Local Plans and Studies:

Federal:

0 Eugene District Resource Management Plan And Environmental Impact Statement, Volumes I and I1 Record of Decision and Resource Management Plan, Eugene District Land Resource and Management Plan for the Willamette National Forest McKenzie Pass-Santiam Pass Scenic Byway, Willamette and Deschutes National Forests Upper McKenzie River Management Plan Upper McKenzie River Management Plan Upper McKenzie Watershed Analysis, Willamette National Forest

County, Metropolitan Area, and City:

Lane County Rural Comprehensive Plan Lane County Master Road Plan and Lane County Rural Transportation Plan Lane County Long Range Para transit Plan: Final Rural Para transit Plan Draft Lane County Transportation System Plan Linn County Transportation Plan Eugene-Springfield Metropolitan General Area Plan Eugene-Springfield Transportation System Plan Springfield Bicycle Plan, Final Draft Springfield Draft Wetlands Inventory Eugene Airport Master Plan State lmplementa tion Plan for the Eugene-Springfield Air Quality Management Area

Other Relevant Plans and Studies:

Environmental Risk Assessment of EWEB's Drinking Water Supply Final Report McKenzie River Strategic Plan McKenzie Watershed Council Action Plan for Water Quality and Fish and Wildlife Ha bitat McKenzie Watershed Council Action Plan for Recreational and Human Habitat

Highway 126 East Interim Corridor Strategy, May 1998 2-4 McKenzie Watershed Council Technical Report for Water Quality and Fish and Wildlife Habitat

Details of each of the plans and studies, including their application to the Highway 126 East Corridor, are provided in Appendices A and B.

Population And Employment Growth

Future population and employment growth along the Highway 126 East Corridor is a critical factor to consider in developing effective strategies for improvements to transportation systems. Specific segments of the highway will be impacted at different levels, depending on population growth and industrial development patterns and trends. bane, Linn, and Beschutes counties are projected to experience substantial growth in population and employment during the next 20 years (Tables 2-1, 2-2, 2-3). The impact of population and employment growth on the Highway 126 Corridor will depend on multiple factors, such as livability, location of housing and jobs, and local economic development efforts. Population and employment growth along the Corridor will be concentrated in Springfield, with limited potential for population and employment growth in unincorporated rural communities.

Along with increases in population and employment, economic diversification will continue, with less reliance on a resource-based economy. Between 1988 and 1994 the timber harvest in Lane and Linn counties declined by 59 percent and 54 percent, respectively. As the state and local economy continues to diversify from its base in resource extraction, use of the Corridor by logging trucks is likely to continue to decline. However, rapid growth and the economic shift to service-, high tech-, and tourism- based industries will likely elevate the Corridor's importance in meeting freight, commuter, and tourist transportation needs.

Highway 126 East Interim Corridor Strategy, May 1998 Table 2-1 County Population Forecasts*

Percentage County . 1970 1980 1990 2000 2015 Change 1990-2015 Lane 1 215,401 1 275,226 1 282,912 1 330,000 1 413,300 I 46

Deschutes 1 30.442 1 62,142 1 76,066 1 112,846 1 167,231 I 120 *Lane County forecasts provided by Lane Council of Governments. Linn and Deschutes County forecasts provided by the Office of Economic Analysis, Department of Administrative Services, State of Oregon, 1997.

Table 2-2 Population Trends and Projections

*Population figures from U.S. Census data. No reliable projections of future population are available for uni'ncorporacd communities.

Highway 126 East Interim Corridor Strategy, May 1998 Table 2-3 County Non-Agricultural Employment Forecasts*

Percentage County 1990 2000 2015 Change 1990-2015

*Lane County forecasts provided by Lane Council of Governments. Linn and Deschutes County forecasts provided by the Office of Economic Analysis, Department of Administrative Services, State of Oregon, 1997.

Tourism And Recreation-Related Travel

With travel expenditures in east Lane County exceeding $233 million in 1995, tourism plays an important role in maintaining the economic viability of McKenzie Valley communities in the Corridor. The Corridor and surrounding areas have received regional and national recognition for their remarkable scenic beauty and outstanding recreational opportunities. The Oregon Department of Transportation designated the eastern portion of the Corridor as a State Scenic Byway. A stretch of the upper McKenzie River, adjacent to the highway, received both National Wild and Scenic River designation and Oregon Scenic Waterway status. In addition to numerous campgrounds and boat launches, Highway 126 also provides access to the area's 225,000 acres of designated wilderness and the 26-mile long McKenzie River National Recreation Trail.

Land Development Projections

Incorporated Areas

The Springfield portion of the Eugene-Springfield metropolitan area is the only incorporated area along the Corridor. Projections indicate that 67 to 85 percent of vacant buildable residential land in the urban growth boundary (UGB) will be developed by the year 2015 and that 22 to 40 percent of the vacant buildable industrial land in the UGB will be developed by the year 201 0. Commercial land projections are currently available only for Eugene, where it is estimated that 97 percent of the vacant buildable commercial land will be developed by the year 2010 (Table 2-4).

Highway 126 East Interim Corridor Strategy, May 1998 2-7 Table 2-4 Eugene-Springfield Buildable Lands and Land Development Projections

Land Use Buildable Land (acres) Projected Demand' Demand as a Percentage (acres) of Buildable Land

Commercial Eugene3 546 532 97 Springfield4 210 148-198 70-94 IndustrialS 3,600 650-1,172 18-33 'Projections are to the year 2015 for metropolitan residential lands and Springfield commercial lands and to the year 201 0 for metropolitan industrial lands and Eugene commercial lands 'Draft Metropolitan Residential Land and Housing Study, 1997 Eugene Commercial Land Study, 1990 4DraftSpringfield Commercial Land Study, 1995. 5Eugene-~pringfieldMetropolitan Industrial Lands Policy Report, 1993

Unincorporated Areas

Unincorporated areas along Highway 126 will be most heavily impacted by residential, rather than industrial or commercial development. Because the entire Linn County portion of the Corridor passes through Willamette National Forest, potential for future residential development is limited to the Lane County portion of the Corridor. As of 1996, Lane County estimates a potential for 274 additional dwelling building sites on rural residentially zoned land (2,331 dwellings existed as of 1996). Additional potential exists because 15 parcels are large enough to divide with current zoning and 100 parcels have the potential to be rezoned to a higher density. Since 1991, 42 new parcels have been created and six parcels have been rezoned.

While residential development is largely confined to rural residential zones, a small increment of additional development is also possible outside of rural residential zones by the way of Special Use permits and Marginal Lands zoning. Final steps in revising the forecast will include identifying how these potential home sites are distributed. Until that occurs, the best existing estimates are from the County's original 1988 estimates for rural communities (Table 2-5) and a residential lands inventory in the McKenzie Watershed conducted by Lane County Land Management in May 1996 (Table 2-6).

Highway 126 East Interim Corridor Strategy, May 1998 Table 2-5 Potential Additional Dwellings in the Corridor's Rural Communities

Rural Community " Rotentiat Additional Dwellings Walterville 8 Leaburg 5 Vida 11 Nimrod 27 Blue River 39 Rainbow 28 McKenzie Bridge 22 Lane County, 1988.

Table 2-6 Buildable Residential Lands Inventory in the Rural $oflion sf the Corridor*

Potential Rural CommunityIArea Vacant Parcels Additional Additional Years to Buildout Parcels Dwellings Walterville 14 9 I 23 10 Area around Walterville 150 35 185 10

Area Above Blue River 34 2 36 7 Rainbow 43 14 57 19 McKenzie Bridge 20 2 22 6 *McKenzie Watershed Council Primer, McKenzie Watershed Human Habitat Existing Conditions, 1996. Assumes no site development or market constraints and that vacant and underutilized acreage will be divided in five-acre minimum parcels. Buildout estimates are based on the nine-year average building permit trend for the area since 1987.

Highway 126 East Interim Corridor Strategy, May 1998 Chapter Three Existing Conditions and Facilities Chapter Three Existing Conditions and Facilities

Introduction

This chapter describes the existing conditions for each mode serving the Corridor, as well as physical and environmental conditions along each Corridor segment.

Highway 126 is important to a wide range of national, state, regional, and local users. It is a principal arterial in the National Highway system and is the primary route linking the southern Willamette Valley to the western Cascades, Central Oregon, and eastern Idaho. It provides local access for area residents and commuters, regional access for the movement of freight, and access to forest land and recreational areas along the McKenzie River, which are highly valued for their scenic and environmental qualities.

The western end of this Corridor is part of a bypass route around Springfield and provides convenient access from 1-5 and 1-105 to the McKenzie River area. It is regularly used by a large number of people for recreational/tourist travel and for transport of goods between the southern Willamette Valley, the 1-5 Corridor, and areas to the east, including Bend and Sisters, Oregon and Boise, Idaho. Area businesses use it to transport wood products and other resource materials from source to processing facilities. It also serves as an important regional freight and farm-to-market Corridor. The highway is the sole route from the McKenzie Valley to jobs and services in Eugene and Springfield, the region's largest metropolitan area.

Highway System

Traffic Volumes

ODOT monitors highway system activity with daily and peak-hour traffic counts. These counts are used to estimate annual average daily traffic (AADT), which is the average for all days of the year, including holidays and weekends. Average daily traffic (ADT) is used to refer to the traffic level on any given day.

The heaviest traffic volumes occur in the western portion of the Corridor due to the concentrated urban development (Figure 3-1). AADT volumes in 1995 ranged from 55,800 near 1-5 in Springfield to 1,500 near the Lane-Linn county line (Figure 3-1, Table 3-1).

Highway 126 East Interim Corridor Strategy, May 1998 Figure 3-1 Historic Traffic Volumes, 1975-1995

MP 3.79 MP 9.78 MP 17.67 MP 29.14 MP 36 MP 54.96 MP 13.02 MP 71.7 .30 mi. east of .O1 mi. east of .O1 mi. east of 2.7 mi. east of .9 mi. east of .01 mi. west of LinnILane .2 mi. east 1-5 Thurston Road Holden Lane Vida Nimrod Clear Lake-Belknap County Line of Clear Lake- Belknap Highway Location Springs Highway Springs Hwy. (MP = Milepost) Historic Volumes - ODOT traffic volume tables Projected Volumes - ODOT, for volumes outside the metro area. Lane Council of Governments, for volumes inside the metro area Table 3-1 Historic Traffic Volumes, 1975-1995

ODOT traffic volume tables

Daily traffic volumes in the Corridor have increased significantly during the past years. Annual average growth rates between 1972 and 1992 were between 1 and 1.99 percent for 43 percent of the Corridor mileage (33.6 miles), between 2 and 2.99 percent for 21 percent of the Corridor (16.4 miles), and between 3 and 4 percent for the remaining 36 percent of the Corridor (28.3 miles).

Traffic volume along the Corridor also varies seasonally (Figure 3-2). In 1995, ODOT's Vida permanent recorder station showed peak traffic volumes occurring during the summer months where the average traffic volume was approximately 4,600 vehicles per day (VPD). Volumes were at the lowest during the winter months where the average traffic volume was approximately 2,500 VPD.

An estimated 1.5 million tons of freight moved through the Corridor at the permanent recorder station near Vida in 1992. During that year, truck volumes through the Corridor were low compared to state-wide averages (Table 3-2). In 1992, the average daily truck traffic was more than 500 trucks per day for 16 percent of the corridor, while the state-wide average for this threshold was nearly half the length of the major route.

While average daily traffic volumes recorded at Vida showed a 60 percent increase between 1975 and 1995, truck volumes remained nearly constant during this period. In 1975, trucks accounted for slightly more than a quarter of the overall traffic volume. By 1995, trucks accounted for 16 percent. These trends indicate that trucks make up a smaller percentage of overall traffic than they did 20 years ago (see Figure 3-3).

Highway 126 East Interim Corridor Strategy, May 1998 Figure 3-2 Average Daily Traffic Variations by Month, 1995 Permanent Recorder Station, Vida, 20-010 - 2.7 Miles East of Vida

ODOT traff ic volume tables Figure 3-3 Average Daily Traffic by Vehicle Type, 1975 - 1995 Permanent Recorder Station, Vida, 20-010 - 2.7 Miles East of Vida

1985 1990 1995 Year

-Total Awrage Daily Traffic - -Number of Light Vehicles = - =Number of Heavy Vehicles Table 3-2 Truck Traffic Volumes, 1992

Truck Traffic Volume Corridor Mileage Corridor Mileage State-Wide Average (ADT) (Miles) (Percent) (Percent)

Source: ODOT.

Travel Time

The average travel times in 1996 for the length of the Corridor were 104 minutes for cars and 133 minutes for trucks. These times equate to an average travel time of 1.33 minutes per mile for cars (45 miles per hour) and 1.70 minutes per mile for trucks (35 miles per hour). There were minimal differences in travel times between different segments of the Corridor. Average travel times for cars ranged from 49 miles per hour in the eastern segments (Segments 3, 4, and 5) to 41 miles per hour in the western segments (Segments 1 and 2). The range for trucks varies less, with travel times averaging 34 miles per hour in the two eastern most segments (Segments 4 and 5) and 36 miles per hour in Segments 1, 2, and 3 (see Appendix F).

Congestion

Traffic congestion can be defined as the level of service at which transportation system performance is no longer acceptable due to traffic interference. Congestion can be of a recurring nature, as in weekday commute conditions, or may be related to incidents, such as vehicle breakdowns or accidents.

ODOT's corridor analysis identifies areas of low, moderate, and high congestion, but these calculations do not represent peak hour congestion. Low levels of congestion imply free flow of traffic with passing opportunities. At moderate levels of congestion, traffic flow is stable, but passing is restricted. With high levels of congestion, traffic volumes are at or near capacity, and traffic moves in a stop-and-go fashion (see Appendix G). In 1996, 90 percent of the Corridor shows low congestion; 9 percent, moderate congestion; and 1 percent, high congestion. Moderate and high congestion occur only within the Springfield UGB portion of the Corridor.

Recurring congestion is most acute in the urban portion of the Corridor during the morning and evening commute periods, and during a secondary mid-day peak. Additional demands associated with tourist and recreation travel can also produce recurring congestion throughout the Corridor, particularly on weekends during the summer months.

Highway 126 East Interim Corridor Strategy, May 1998 Operating Costs and Fuel Consumption

Operating costs and fuel consumption were estimated for vehicles traveling along the Corridor over a one-year travel scenario. The operating costs reflect the costs of fuel, oil, tires, maintenance, and repairs; depreciation; and the value of travel time associated with use of the Corridor. The estimated total annual operating costs in 1996 were $64.2 million for automobiles and $23.1 million for trucks. Fuel consumption during this same period was estimated to be 10.5 million gallons for cars and 4.8 million gallons for trucks.

Safety and Accident Profile

A total of 459 reported accidents occurred between January 1, 1994, and December 31, 1996, within the Corridor (see Table 3-3). A total of 393 people were injured as a result of these accidents. Eleven fatalities occurred as a result of six separate accidents.

Table 3-3 Highway 126 Reported Accidents* 1-5 to Santiam Junction, 1994-1996

lntersection of Highway 126 & Business 126 Segment 1b - Intersection of 29 29 4 53 3 95 1 115 Highway 126 & Business 126 to Springfield UGB Segment 2 - Springfield UGB 27 20 10 24 15 120 8 127 to Nimrod Segment 3 - Nimrod to 9 79 4 2 25 0 40 Highway 242 Segment 4 - Highway 242 to 2 1 1 3 0 12 2 7 Highway .20 - Segment 5 - Highway 20 to 5 38 4 2 12 0 15 Santiam Junction Totals 114 97 54 164 3 1 393 11 459 * See Appendix H for a more detailed summary of accident data for 1994-1996 by segment.

Source: ODOT.

Highway 126 East Interim Corridor Strategy, May 1998 Most accidents and injuries occurred in the western, urbanized, portion of the Corridor. The segments within Springfield UGB experienced 59 percent of the total number of accidents, with another 28 percent occurring in Segment 2, which extends eastward from the Springfield UGB to Nimrod. Only 14 percent of all accidents occurred in the three segments east of Nimrod. Eight of the eleven fatalities during this period were the result of accidents in Segment 2, although four of these fatalities were the result of one accident.

The entire Corridor, with the exception of Segment 5, experienced accident rates lower than the state-wide averages for this three-year period (see Figure 3-4). Different state- wide averages are used because the highway runs through different environments within the Corridor. Between 1-5 and Main Street (Segment la), the accident rate on Highway 126 is compared to other urban freeways. The accident rate for Segment Ib, the 2.2 mile section stretching from the intersection with Main Street to the Springfield UGB,is compared to other urban non-freeways.

Figure 3-4 Accidents per Million Vehicle Miles Traveled (AJMVM) with State-Wide Averages Highway 126 - 1-5 to Santiam Junction, 1994-1996

Segment 1 a Segment 1b Segment 2 Segment 3 Segment 4 Segment 5 1-5 to Main St. Main St. to UGB to Nimrod to Hwy. Hwy 242 to Hwy. 20 to UGB Nimrod* 242 Hwy. 20 Santiam Junction Highway 126 East Corridor Segment

* The westernmost 1.5 miles from Springfield city limits to the intersection with Thurston Road is classified as suburban non-freeway; the remaining 25.3 miles are classified rural non-freeway. The statewide average for suburban non-freeways was 1.78 AIMVM.

Source: ODOT

Highway 126 East Interim Corridor Strategy, May 1998 The accident rate for the remainder of the Corridor is compared to other rural highways throughout the state. Segment Ib had the highest accident rate per million vehicle miles traveled (NMVM) in this Corridor. The eastern-most segment of the Corridor, running from the intersection of Highway 20 to Santiam Junction, had the second highest accident rate in the Corridor and was the only segment with an accident rate greater than the state-wide average.

The travel conditions associated most often with accidents along the Corridor were darkness (25 percent) and wet pavement (21 percent). There were 164 accidents at intersections (36 percent) and 54 involved ice (12 percent). It is notable that over half of the accidents in Segment 5 occurred under icy conditions. A total of 31 trucks were involved in accidents in the Corridor during this three-year period.

One method of assessing the safety of roadway sections is through use of the Safety Priority Index System (SPIS). The SPlS is used to identify locations where funds could be spent beneficially to improve safety. SPlS is composed of three parameters, each having different weights that total 100 percent. The parameters are accident frequency (28 percent), accident rate (39 percent), and accident severity (33 percent). SPlS values are calculated on all segments of the State Highway System where three or more accidents or one or more fatalities in a three-year period occur. A highway location is considered a high accident location if it falls within the top 10 percent of this state-wide ranked listing.

ODOT identified six high accident SPlS sites for the three-year period beginning January I,1994, and ending December 31, 1996. Five of these sites were located in the urban portion of the Corridor (Segment Ib); all of these were in the vicinity of the intersection of Highway 126 (Main Street) and 58thStreet. The one remaining site was located approximately 1.5 miles north of the Lane-Linn county line. The SPlS rankings greater than zero for all reported accident locations in the Corridor are charted in Figure 3-5. This chart illustrates some additional sites that may be areas of concern, although they do not fall within the top 10 percent of SPlS values state-wide.

Highway 126 East Interim Corridor Strategy, May 1998 Figure 3-5 SPlS 1997 Accident Locations Highway 126 - 1-5 to Santiam Junction, Based on 1994-1996 Reported Accidents 60

0 15 20 25 30 65 70 0 A 40 < 60 Segment la Segment lb Segment 2 Segment 3 Segment 4 Segment 5 Miles from West to East

Source: ODOT.

Railroads

Trains passing through Lane County travel along the West Coast's most important railroad corridor. Following the acquisition of Southern Pacific in 1996, the Union Pacific Railroad extended routes from Canada to Mexico via Seattle, Portland, and the Willamette Valley.

There is no passenger rail service provided in this Corridor. However, passenger service is provided by Amtrak to Eugene. Freight Service is provided by the Central Oregon and Pacific Railroad between Eugene and the Oregon Coast. Union Pacific's Cascade line passes eastward through Eugene and Springfield. It travels parallel to and south of Main Street until 46thAvenue, where it turns southeastward, following Jasper Road.

Highway 126 East Interim Corridor Strategy, May 1998 Air Service

Air service is available at the Eugene Airport, which is located eight miles west of Interstate 5. General aviation airports along the Corridor include the McKenzie Bridge State Airport on Highway 126 near McKenzie Bridge and the Santiam Junction Airport, south of the ODOT maintenance station at Santiam Junction.

The Eugene Airport (Mahlon Sweet Field) is one of eight Level-of-Importance 1 airports in the state. Portland International is Oregon's only long-haul airport, and Eugene is one of four medium-haul facilities, specializing in non-stop trips between 500 and 1,500 miles. The National Weather Service maintains a 24-hour manned reporting station. As of 1989, 172 aircraft were based in Eugene, with 158,000 operations that year.

Non-stop commercial air passenger flights are available from Eugene to Portland (Table 3-4). From Portland, regional connecting flights can be made to the following regional destinations: North Bend (four flights), Medford (seven flights), Redmond (seven flights), Pendleton (five flights), Boise (five flights), Pasco (four flights), Walla Walla (three flights), and Klamath Falls (four flights). Periodically, United Airlines has offered non-stop commercial service from Eugene to Medford. Direct interstate service to and - from Seattle, San Francisco, San Francisco/Oakland, Salt Lake City, and Tucson is also available.

Table 3-4 Eugene Airport Intrastate Trips

Daily: 10:40 a.m., 1:

Daily: 11 :50 a.m., 3:50 p.m., 7:20 p.m. Monday-Saturday: 9:50 a.m. Monday-Friday, Sunday: 10:58 p.m. Horizon Portland to Eugene Arrival Daily: 10:20 a.m., 12:40 p.m., 2:50 p.m., 5:00 p.m. Monday-Friday, Sunday: 8:35 p.m., 11:20 p.m. Saturday: 8:35 p.m. Source: Eugene Airport, January 1998.

Highway 126 East Interim Corridor Strategy, May 1998 Public Transit and Inter-City Bus Service

Lane Transit District (LTD), formed in 1971 , provides transit service throughout the Eugene-Springfield metropolitan area. LTD also provides bus service east on Highway 126 to McKenzie Bridge (Route 91), with stops at Thurston Road, Walterville, Leaburg, Vida, Nimrod, Finn Rock, Blue River, McKenzie Bridge, and McKenzie Bridge Ranger Station. The bus has four regularly scheduled stops on weekdays and two regularly scheduled stops on Saturday and Sunday.

The Park-and-Ride facility adjacent to the McKenzie Crossing Shopping Center at the intersection of Highway 126 and Main Street has covered benches, bicycle parking, and a 100-space parking lot. Regular LTD bus runs stop at the station, along with morning and afternoon express runs between the transit station and the University sf Oregon, Sacred Heart Medical Center, and downtown Eugene.

Productivity on rural routes is measured in terms of the number of customer boardings per round trip. The current standard is 30 boardings per trip. Route 91 averages 44 boardings per trip (Table 3-5).

Table 3-5 Lane Transit District Ridership Counts Route 91, McKenzie Bridge

Weekdays 4:47 a.m., 8:20 a.m., 2:20 p.m., 5:30 p.m. 24.2 44 14 28 Weekends 8:30 a.m., 4:30 p.m. Source: Lane Transit District, winter 1997.

Porter Stage Lines makes one weekday round-trip bus run in this Corridor with stops in Eugene, Sisters, and Bend (Table 3-6). Expansion of service to Boise, Idaho may increase the amount of bus service in the Corridor. Eugene is a stop for Greyhound bus service in the 1-5 Corridor, but Greyhound does not serve the Highway 126 Corridor.

Highway 126 East Interim Corridor Strategy, May 1998 Table 3-6 Porter Stage Lines Schedule Eugene to Bend

i~eskdayOnly Service Departure Time Anivai Time Eastbound Eugene at 2:35 p.m. Bend at 5:05 p.m. Westbound Bend at 5:30 p.m. Eugene at 8:00 p.m. Source: Oregon Department of Transportation Inter-City Passenger Timetables, summer 1996.

Ridesource is a private firm that contracts with LTD to provide paratransit sewice in Eugene and Springfield.

Bicycle Facilities

Bicycle use in the Corridor can be generally characterized as either short trips, most commonly occurring in the Eugene-Springfield area, or longer distance recreational - trips. There is an extensive system of bike paths and trails in the Eugene-Springfield metropolitan area; however, there are no designated bicycle lanes in the Corridor. Bike lanes that cross or are near the Corridor within the metropolitan area include a lane on Banks Road and a lane on Thurston Road, both of which are north of and parallel to the highway. Another lane begins at the intersection of Thurston and 58thStreet. It travels southward to Forsythia, crossing the Highway at 58thStreet. Bicycle facilities, if any, are provided by shoulders in the Corridor. Shoulders are narrow in many locations, including many bridges, resulting in shared operation of bicycles and motor vehicles (refer to Appendix I).

Pedestrian Walkways

The only sidewalks along the Corridor are found from the intersection of Highway 126lMain Street in Springfield to approximately Vi mile west of the Springfield city limits (Segment 2). Other facilities related to pedestrian activity are recreational trails near the McKenzie River and its tributaries. The most prominent of these is the McKenzie River Trail.

Pipelines

No oil or gas transmission lines traverse the Corridor. The Springfield area is provided with natural gas service.

Highway 126 East Interim Corridor Strategy, May 1998 Environment

This section presents a segment-by-segment inventory of the environmental characteristics along the Corridor. The 80-mile Corridor is divided into five segments to facilitate this characterization (refer to Figure 2-1). The discussion for each segment includes physical and environmental features, land use patterns, cultural and recreational features, and transportation and travel features.

At the corridor strategy level, these inventories are general and intended to provide an overview of the constraints and characteristics of areas adjacent to the Corridor.

Segment 1: 11-5 to the Springfield UGB (MP 3.5 to NIP 8.2)

Segment 1 lies entirely within the Springfield UGB and includes all of the urban land in the Corridor. This segment falls within the Eugene-Springfield Air Quality Maintenance Area (AQMA), which is in a 20-year maintenance period for carbon monoxide and is in non-attainment for particulate matter less than 10 microns. All transportation projects within this segment require U.S. Environmental Protection Agency (EPA) project-level conformity air quality analysis. Segment 1 is divided into two sub-segments:

Segment la(MP 3.5 - MP 9.9)

Physical and Environmental Features

Overview

This 6.4-mile segment begins at 1-5 and ends at the intersection of Highway 126 and Business 126. (Note: Business 126 is not part of this Corridor analysis.) The highway along this segment is a four-lane freeway and the McKenzie River borders a portion of the north side of the highway. The endangered Bradshaw's lomatium is located within this segment and northwest pond turtles reside in a nearby slough. An active osprey nest is located on Mill Creek. Aquatic species within this segment include: cutthroat trout, spring chinook salmon, and rainbow trout.

Geology and Topography

This segment is located within the Willamette Valley and contains unconsolidated and semi-consolidated lacustrine sediments of clay, silt, sand, and gravel. In places, mudflow, fluvial deposits, and discontinuous layers of peat are also present throughout the Corridor. The topography is relatively level and continuous through the entire segment.

Highway 126 East Interim Corridor Strategy, May 1998 Habitat Type

Vegetation found along this portion if the highway is sparse. Vacant lands consist mostly of lots left fallow with sporadic deciduous trees consisting of big leaf maple, red alder, and various exotic species.

Botanical Features

Two plant species of significance grow along this Corridor: tall bugbane (federal category 2lstate candidate) and BradshawJslomatium (federally listed endangeredlstate listed endangered).

Streams/Rivers and Fish lssues

This portion of the McKenzie River is considerably wider and slower than upstream sections. Anadromous fish entering the watershed use this river section as the primary migration corridor for upstream passage and a large portion of upper river off-spring move to the lower McKenzie. Natural features associated with the McKenzie River have been altered substantially by urban development, which has resulted in the removal of riparian vegetation and rip-rapping river banks. Water corridors in this area tend to be more channelized, resulting in the lack of backwaterloff channel rearing habitat and islands. Urban and industrial storm runoff potentially influences both the quantity and quality of water entering the McKenzie. Juvenile spring chinook are particularly vulnerable to such habitat degradation. The simplification of the Lower McKenzie has reduced the watershed's production capacity and the loss of rearing capacity likely limits production in the upper basin as well.

The solitary stream in this route has a large species composition that includes spring chinook salmon, cutthroat trout, rainbow trout, large mouth bass, and bluegill.

Wetlands

There are few wetlands remaining within the city limits of Springfield. The existing waterways have been excavated and artificially flooded. Most of these wetlands are found north of the route, although the Springfield Draft Wetland Inventory also identifies wetlands south of the highway.

Terrestrial lssues

Northwestern pond turtles (federal category 2lstate sensitive: critical) are present in the Kizer Slough area. An active osprey nest is located on Mill Creek south of the route.

Highway 126 East Interim Corridor Strategy, May 1998 Land Use Patterns

Land use along this segment is dominated by urban residential, commercial, and industrial uses.

Cultural and Recreational Features

None identified.

Transportation and Travel

Phis segment is a four-lane freeway with two lanes in each direction. Shoulders in this segment are greater than 6 feet on the outside of each direction of travel. There are no sidewalks along this segment and the design of this freeway discourages either pedestrian or bicycle use.

LTD uses this segment to provide transit service to the Springfield area.

Segment Ib: Highway 126lMain Street to Springfield UGB (MP 6.2 - MP 8.2).

Physical and Environmental Features

This two-mile segment begins at the intersection of Highway 126 and Main Street and ends at the east Springfield UGB. No federal or state listed plant or animal species have been identified along this segment.

Geology and Topography

Lacustrine clay, silt, gravel, and fluvial sedimentary rocks are found in this portion of the Willamette Valley. Sedimentary rock, tuffs, and basalt surround the floodplain. The roadbed under the stretch of highway in the Thurston Hills areas is comprised largely of clay-type soils and round rock. Water draining from the adjacent hills leaches under the highway causing periodic slumping and slope failure.

The topography along this segment is relatively level except for the 1,500-foot ridge that lies south of the highway along the McKenzie floodplain.

Habitat Type

Both deciduous and coniferous trees are present in this area and are used primarily for residential landscaping. The most prominent species are red alder, bigleaf maple, black cottonwood, and Douglas fir.

Highway 126 East Interim Corridor Strategy, May 1998 Botanical Features

None identified.

Streams/Rivers and Fish Issues

None identified.

Wetlands

There are few wetlands remaining within the city limits of Springfield. The wetlands found in this segment are palustrine emergent and forested waterways.

Terrestrial Issues

A mineral spring used by band-tailed pigeons is suspected at MP 6.5 near the rock quarry, one-half mile south of the highway. A significant number of western rattlesnakes have been observed on the steep outcroppings south of the highway.

Land Use Patterns

Land use along this segment is dominated by urban residential and strip development of industrial and commercial land.

Cultural and Recreational Features

Two cemeteries are located adjacent to or near this segment: Emigrant Cemetery (TI2 S2W R3) and Springfield Memorial Garden (mile 5.2 south of the highway). No recreational facilities or designated historic structures are located along this segment.

Transportation and Travel

This segment is a five-lane principal arterial from the beginning of the segment to approximately % mile west of the Springfield city limits. The remaining k0.75 mile of the segment is a two-lane highway. There are no facilities for rail along this segment.

Pedestrian facilities include four- to six-foot sidewalks from the beginning of this segment to approximately % mile west of the Springfield city limits. Shoulders are less than four feet or non-existent until the sidewalks end; at this point a four- to six-foot shoulder begins on the eastbound side of the road.

LTD uses this segment to provide transit service to the Springfield area and to communities along the McKenzie River to the east. Porter Stage Lines makes one weekday round-trip bus run along this segment with regular stops in Eugene, Sisters, and Bend.

Highway 126 East Interim Corridor Strategy, May 1998 3-17 Segment 2: Springfield UGB to Nimrod (MP 8.2 - MP 35.10)

Physical and Environmental Features

Segment 2 extends from the Springfield UGB to the eastern edge of the community of Nimrod. This 26.9-mile segment connects the Eugene-Springfield metropolitan area with a number of small unincorporated communities along the McKenzie River. Walterville (estimated population: 320) is located at mile 12.7; Leaburg (estimated population: 220) at mile 19.9; Vida (estimated population: 458) at mile 26.4; and Nimrod (estimated population: 284) at mile 35.1 .' The highway is adjacent to the north bank of the McKenzie River from Cedar Flats (MP 10.44) to the end of the segment. The lower reaches of the McKenzie River violates the state's dissolved oxygen and temperature standard during certain periods of the year. Both threatened and sensitive plant and animal species are located along this segment.

Geology and Topography

This segment of the highway progresses along the floodplain of the McKenzie River drainage. The floodplain consists of alluvial deposits of sand, gravel, and silt. Progressing eastward beyond Walterville, the drainage area becomes narrow with steep terrain.

Habitat Type

At the west end of this segment, vegetation in the low-lying areas is diverse and includes bigleaf maple, red alder, cottonwood, and Oregon white oak ,with Douglas fir intermixed. Toward the eastern end of this segment, as elevation increases, Douglas fir, western hemlock, and western red cedar dominate the landscape.

Botanical Features

Three sensitive species are found in the segment. Wayside aster (federal category 2lstate threatened) is located southwest of Cedar Flat, at an elevation of 1,000 feet. Kincaid's lupine (federal category 2lstate threatened) and shaggy horkelia (federal category 2lstate candidate species) are present between the Walterville Canal and the Walterville Reservoir.

Streams/Rivers and Fish Issues

State-sensitive bull trout are present in the McKenzie River west of Walterville at Cedar Flat and continue to be found upriver through the remainder of this segment to

1 Population estimates taken from McKenzie Watershed Council Primer, McKenzie Watershed Human Habitat Existing Conditions, May 1996.

Highway 126 East Interim Corridor Strategy, May 1998 3-18 Tamolitch Falls in Segment 4. Anadromous fish inhabit eight of the 29 streams. Spring Chinook are located in Cedar Flat Creek, McKenzie River, Water Board Canal, and Gate Creek. Summer steelhead reside in the McKenzie River, Holden Creek, Hatchery Creek, Finn Creek, Gate Creek, and Bear Creek. Of the 29 streams in this segment, at least 17 are inhabited by cutthroat trout.

Wetlands

Many important wetlands are associated with the McKenzie River. Emergent palustrine wetlands commonly occur with lower-perennial riverine systems present. There are significant wetlands near Deerhorn between the highway and the river. Palustrine systems in this area are dependent on perennial waterways. A large portion of this area will be seasonally flooded from an increase in the water table. Snow and rain contribute to the rise in the water table.

Terrestrial Issues

Eight state and federally listed spotted owl territories are found from Deerhorn to Finn Rock along this segment. Bald eagles, also a statelfederal listed species, are observed along the McKenzie River and nests have been observed nearby. The sensitive harlequin duck (federal category 2lstate-sensitive status: undetermined) is present along the river in nesting season. Twelve osprey nests exist along the Corridor.

Significant mammals identified along the Corridor include the white-footed vole (federal category 2lstate-sensitive status: undetermined), found near the Leaburg Dam, and the Pacific western big-eared bat (federal category 2lstate-sensitive status: critical), located near Vida. More Pacific western big-eared bat locations are likely to occur.

There are several sensitive heptiles along the Corridor. The northern red-legged frog (federal category 2lstate-sensitive status: undetermined) inhabits associated wetlands of the McKenzie River south of Vida. Tailed frogs (federal category 2lstate-sensitive status: vulnerable) have been located up Bear and Rough Creeks. Clouded salamanders (state-sensitive status: undetermined) and cascades seep salamanders (state-sensitive status: vulnerable) are found between Rough and Deer Creeks, and northwestern pond turtles (federal category 2lstate-sensitive status: critical) have been observed near Finn Rock.

Land Use Patterns

Segment 2 has a very small portion of commercial and industrial land. Highway 126 is bordered primarily by a mixture of farm, forest, and rural residential land, with a few small commercial areas in Walterville, Leaburg, Vida, and Nimrod. The Walterville area has the most agricultural land. The amount of agricultural land continually decreases along the Corridor until Nimrod, where there is no land under agricultural use. Land ownership consists of private parcels intermixed with BLM, state, and county- administered land.

Highway 126 East Interim Corridor Strategy, May 1998 3-19 Cultural and Recreational Features

This segment contains a number of recreational facilities south of the highway along the McKenzie River, including: Hendrick's Bridge Wayside (mile 11.6); Lane County boat landing (mile 17.5); Deerhorn Ranch County Park (mile 17.52); Greenwood boat launch (mile 21.4); Waterboard County Park (mile 23.94); Helfrich boat landing (mile 28.6); Ben and Kay Dorris State Park (mile 29.17); Reenie Landing (Mile 32.2), and Silver Creek Boat Landing (Mile 34.0).

This segment contains three fish hatcheries along the river: McKenzie Salmon Hatchery (mile 22.1) the Leaburg Trout Hatchery, adjacent to Waterboard Park (mile 24); Lane County Fish Hatchery (24.2, on the north). The BLM has identified the Lane County Fish hatchery as an historic site.

The Lane County Historic Resources Worhg Paper identifies several additional historic resources along this segment: Goodpasture Covered Bridge (mile 26.8 on the south); the Hurd (archaeological) Site; and the Greenwood Cemetery (about two miles east of Leaburg).

Transportation and Travel

This entire segment is a two-lane highway with % mile of passing lane. There are no rail facilities. Variable shoulder width, rarely greater than six feet wide and often non- existent, affects pedestrians and bicycle use.

LTD provides public transit between Eugene and McKenzie Bridge along this segment. Porter Stage Lines makes one weekday round-trip bus run along this segment with regular stops in Eugene, Sisters, and Bend. In addition, a power line crosses the segment at mile 9.5. A refuse transfer station is located north of the highway at mile 22.1.

Segment 3: Nimrod to Highway 242 (MP 35.1 - MP 55.00)

Physical and Environmental Features

Overview

This 19.9-mile segment extends from the unincorporated community of Nimrod to the junction with Highway 242, the Old McKenzie Highway. It passes through the unincorporated communities of Blue River (estimated population: 307), Rainbow (estimated population: 41 7), and McKenzie Bridge (estimated population: 409).* The McKenzie River narrows in this segment and farm uses give way to more intensive

* Population estimates taken from McKenzie Watershed Council Primer, McKenzie Watershed Human Habitat Existing Conditions, May 1996.

Highway 126 East Interim Corridor Strategy, May 1998 3-20 recreational use. Approximately two-thirds of this segment is located within the Willamette National Forest, which supports recreational activities. The segment enters the Willamette National Forest, at mile 44.17 and travels through the forest until the segment's terminus at mile 54.97. Federally listed spotted owls inhabit the area along with other sensitive species. State-sensitive bull trout and anadromous fish are located along this route. Two sections in the segment on the McKenzie River are designated State Wild and Scenic Wateways. The portion of this segment beginning at MP 45.4 is designated as a State Scenic Byway.

The USFS has recognized the environmental sensitivity of this area in its Land and Resource Management Plan for the Willamette National Forest.

Geolsgy and Topography

The highway passes through undifferentiated sedimentary rocks, "tiffs, and basalt. At higher elevations near Belknap Springs, the highway passes through flows of basalt, basaltlandesite, and andesite. As the highway progresses eastward, the adjacent ridge steepens dramatically, narrowing the drainage. Highway location in this segment makes it susceptible to landslides and rock falls.

Habitat Type

This segment is dominated by softwoods of Douglas fir, western red cedar, and western hemlock with hardwoods species in riparian areas, including bigleaf maple, red alder, and black cottonwood.

Botanical Features

No unique botanical features have been identified along this segment.

Streams/Rivers and Fish Issues

Bull trout (federally listed, state sensitive: critical) are found in the McKenzie River. Anadromous fish, including spring Chinook salmon and summer steelhead inhabit both the McKenzie River and the Blue River. Cutthroat trout also occupy the McKenzie and Blue River and the following tributaries: Florence, 'K', Mill, and Elk.

Riparian zone conditions tend to be of higher quality on the south side of the McKenzie River and of poorer quality on the north side due to the presence of Highway 126 and residential development. Increasing development pressure along the mainstem may continue to have negative impacts in riparian vegetation and stream habitat.

Wetlands

A perennial wetland near Blue River is easily observed from the highway. These semi- permanently flooded palustrine systems are located south of the highway between Fern

Highway 126 East Interim Corridor Strategy, May 1998 3-21 Habitat Type

The vegetation in this segment becomes more diverse. Species include madrone, red alder, chinquapin, incense and western cedar, Douglas fir, and common low-lying shrubs such as Ceanothus. In higher elevations, near the end of the route, there are a variety of sub-alpine species of grand fir, Englemann spruce, lodgepole pine, and mountain hemlock.

Botanical Features

The Oregon Natural Heritage Program identifies the unusual Thompson's mismaiden and three species of lichen along this segment. The Thompson's mismaiden is located just west of the highway and south of Deer Creek's confluence with the McKenzie River. The lichen are upstream from Clear Lake on Fish Lake Creek and at Koosah Falls.

Streams/Rivers and Fish Issues

The main stem of the McKenzie River from Clear Lake to Scott Creek is designated as a National Wild and Scenic River, omitting the existing hydroelectric developments. The River section from Clear Lake to Paradise Campground (omitting the portion between Carmen Reservoir and Tamolitch Pool and hydroelectric developments) is designated as an Oregon State Scenic Waterway (See Figure 3-6).

Near the north end of this segment are the headwaters of the McKenzie River at Clear Lake. In addition, there are three reservoirs along this segment: Smith River, Trail Bridge, and Carmen. The river flows out of Clear Lake through a narrow gorge in volcanic rock. It is intercepted by Carmen Reservoir, which diverts the river westward into Smith reservoir. From there, the water flows south and then east, and finally returns through hydroelectric turbines at the Trail Bridge Reservoir.

There are numerous species, including migratory waterfowl, that rely on riparian areas of the upper McKenzie as primary breeding and feeding habitat. Compared to other sections of the river, the upper McKenzie has relatively high-quality riparian habitat, with the exception of Deer Creek. Among the 18 streams that are crossed by this route, only Lost Creek contains spring Chinook. Bull trout (federally listed, state sensitive: critical) are most abundant in this section inhabiting Scott, Boulder, Ollaie, Anderson, and Sweetwater creeks. Bull trout isolated above Trail Bridge Dam are at a high risk of extinction. Risks come from low population size, passage barriers, over harvest of fish, habitat degradation, competition with brook trout, and limited available spawning habitat. This Trail Bridge sub-population is in the process of being reestablished. Bull trout fry are being re-seeded upstream of the dam in an effort to reestablish spawning and rearing habitat and to strengthen the number of Trail Bridge Trout (USFS, 1995). Steelhead salmon are known to spawn in Deer Creek within this watershed. Cutthroat and rainbow trout are also found along this segment.

Highway 126 East Interim Corridor Strategy, May 1998 3-24 Wetlands

Perennial riverine systems are the most common wetlands in this segment. Beaver Marsh is a significant wetland on the west end of Carmen Reservoir. This seasonally flooded palustrine system encompasses scrub-shrub and forested areas.

Highway 126 East Interim Corridor Strategy, May 1998 Cold Water Cove Federal and State River Designations Source : U.S. Forest Service, 7 992 2000- 0 2000 4000 Feet

Belknap Hot Springs Terrestrial Issues

Two federally listed avian species are found along this segment. The northern spotted owl inhabits areas from Belknap Springs to Highway 20. A bald eagle pair is commonly seen near Clear Lake and a nest is suspected to be nearby. This section of the river is excellent habitat for harlequin duck (federal category 2lstate-sensitive status: venerable). Great gray owl (state-sensitive status: venerable) have been observed nesting and foraging east of the highway. Goshawks (state sensitive) have been observed in three locations. Six osprey nests have been documented along the river in this segment. Pine marten (state-sensitive status: venerable) have been observed in this segment. A California wolverifie (federal catsgory 2fstate threatened) was sighted east of Belknap Springs in 1994.

Land Use Patterns

The single land use category throughout this segment is forest land.

Cultural and Recreational Features

All of Segment 4 is located within the Willamette National Forest and is part of the McKenzie Pass-Santiam Pass Scenic Byway. A variety of recreation facilities are found along the segment, including access to the McKenzie River Trail at several locations, Koosah and Sahalie Falls, lkenick Sno-Park, Clear Lake Resort, Fish Lake Campground, Cold Water Cove Campground, Ice Camp Campground, Trail Bridge Campground, and the Ollalie Campground and boat launch. Carmen Reservoir and Belknap Springs can be accessed from this segment.

The USFS has designated Fish Lake as an historic site within the Willamette National Forest. This site is also listed on the National Register of Historic Places. No archaeological sites have been inventoried within this segment. According to the Cultural Resource overview of the Willamette National Forest, Western Oregon, hundreds of other historic and archaeological sites may exist along this segment.

Transportation and Travel

Segment 4 is a two-lane highway except for two three-lane segments totaling '/2 mile. No sidewalks exist in this segment and shoulders are either less than four feet wide or non-existent.

Porter Stage Lines makes one weekday round-trip bus run along this segment with regular stops in Eugene, Sisters, and Bend. The Carmen Smith Power Project is located on this segment. Several features along the segment are associated with this project, including access to CarmenfSmith Dam and Smith Reservoir and a power line crossing.

Highway 126 East Interim Corridor Strategy, May 1998 Segment 5: U.S. Highway 20 to Santiam Junction (MP 71.5 - MP 74.8)

Physical and Environmental Features

This 3.3-mile segment extends from the junction of Highway 126 and U.S. Highway 20 to the Junction of U.S. Highway 20 and Oregon Highway 22, at Santiam Junction. It is a two-lane highway segment that passes through forest land and lava flows. The segment is entirely within the Willamette National Forest. No waterways cross or come into contact with the highway in this segment. Lava flows dominate much of the landscape with sub-alpine forests present. State-sensitive greater sandhill cranes and goshawks are present, but no significant plant species have been recorded. The entire segment is located within the Willamette National Forest and makes up a podion of the McKenzie Pass-Santiam Pass State Scenic Byway.

Geology and Topography

Saywer's Ice Cave is found in this section. The highway is relatively level as it traverses basalt and basaltic andesite lava flows. The route starts to climb again at the end of the segment.

Habitat Type

Vegetation in this segment is dominated by lodgepole pine with subalpine true fir present, including grand fir, silver fir, and noble fir. Other trees noted are Englemanns spruce, Ponderosa pine, Mountain and western hemlock, and Douglas fir.

Botanical Features

No unique botanical features were identified along this stretch.

Streams/Rivers and Fish Issues

No significant rivers or streams are found in this Corridor.

Wetlands

The only water body in this segment is Lava Lake. This emergent palustrine system is seasonally fed by Crescent Creek in the spring.

Highway 126 East Interim Corridor Strategy, May 1998 Terrestrial Issues

Greater sandhill cranes (state sensitive: venerable) occupy Lava and Fish Lake areas during migratory periods. Goshawks nests (state sensitive) have been identified near the Corridor near Santiam Junction.

Land Use Patferns

Other than a ODOT maintenance facility with year-round residents found at Santiam Junction, this highway segment is bordered entirely by forest land.

Cultural and Recreational Features

All of Segment 5 is located within the Willamette National Forest and is part of the McKenzie Pass-Santiam Pass Scenic Byway. The Little Nash Snow Park is found along this segment, as well as portions of the Santiam Wagon Road.

Transportation and Travel

Segment 5 is a two-lane highway. There are four- to six-foot wide shoulders on both sides of this road starting at the intersection with Highway 20 and extending eastward about one mile.

Porter Stage Lines makes one weekday round-trip bus run along this segment with regular stops in Eugene, Sisters, and Bend. The segment provides access to the Santiam Junction State Airport (MP 74.8).

Highway 126 East Interim Corridor Strategy, May 1998 Chapter Four Future Conditions Chapter Four Future Conditions

Introduction

Multiple factors will determine the future of the Highway 126 East Corridor. This chapter reviews the long-term outlook for travel demand and transportation service in the Corridor and discusses several of the most important factors, which include growth in population, emplsyrneni and traffic volirrnes; land use managernen?;highway maintenance improvements; and modes of travel in the Corridor.

Overview of Major Factors impacting the Future of the Corridor

Growth in Population, Employment, and Traffic Volumes

With the projected growth in population and employment in the Willamette Valley and Central Oregon, travel demand in the Corridor that connects these two regions can be expected to increase over the next 20 years (refer to Tables 2-1, 2-2, and 2-3 for county population and employment forecasts). Highway use will be affected by added freight movement and commuter, personal, tourism, and recreation-related travel. Continuing development will generate trip making by automobile, bus, walking, and cycling. In the absence of highway improvements and modal shifts away from the single occupancy vehicle, deterioration in travel times, service levels, and safety can be expected.

Land Use Management

Land use management will help determine the nature and intensity of development in the Corridor. The development can have a significant impact on travel behavior and traffic volumes. Land use measures in the City of Springfield call for lot sizes and development densities that will support alternative modes of transportation. The measures are projected to help minimize traffic volumes and congestion.

Access management techniques can play a significant role in improving safety and limiting the amount of congestion on the highway. Through access management, the locations and number of driveways and other direct highway access can be controlled.

Highway Maintenance and Improvements

Highway maintenance levels and improvements will determine the actual condition and ability of the highway to move traffic. If steps taken to reduce travel demand (i.e., careful land use and access management, providing alternatives to the automobile,

Highway 126 East Interim Corridor Strategy, May 1998 4-1 etc.) are insufficient, more expenditures will be required for highway maintenance and improvement to maintain safety and travel times.

Modes of Travel in the Corridor

The management and enhancement of alternative travel modes will impact both travel behavior and land development patterns in the Corridor. Several modes are currently available along the Corridor (See Chapter 3). The extent to which each of these modes is managed and enhanced to provide a convenient choice of transportation will affect development patterns and demands on the highway.

Corridor Analysis Methodology

ODOT performed an analysis on the Corridor to determine how different levels of land use management and highway maintenance/improvements will impact the highway. The analysis was conducted using the Highway Performance Monitoring System Analytical Package, the results of which are summarized below. For a more detailed overview and explanation of the data refer to Appendix F.

Seven scenarios were evaluated: one base-year scenario for 1996 and six future scenarios for 2016. The range of scenarios helps to better understand the impact of various approaches to highway improvement and management. The scenarios are distinguished by various combinations of assumptions regarding:

* The type of highway improvements. Types of improvements include no improvements, geometric improvements, or capacity improvements. Geometric improvement scenarios straighten all sharp curves wherever needed to meet state standards. Capacity improvement scenarios add lanes or increase lane width wherever necessary to meet state standards.

The level of land use management near the highway. Levels of land use management include high management and low management. High management assumes land use management, access management, and local road construction will maintain highway performance amidst development. Low management assumes highway performance will be somewhat reduced amidst development.

The 1996 base-year scenario assumes pavement conditions that existed in 1992 and traffic volumes projected for 1996. The 201 6 scenarios all assume pavement conditions will be maintained and historic traffic volume growth trends will continue.

Highway 126 East Interim Corridor Strategy, May 1998 The scenarios analyzed were:

Scenario I: 1996, Base Year Scenario 2: 201 6, No ImprovementJHighManagement Scenario 3: 2016, No Improvements/Low Management Scenario 4: 2016, Geometric lmprovements Only/High Management Scenario 5: 2016, Capacity lmprovements Only/High Management Scenario 6: 2016, Geometric and Capacity Improvements/High Management Scenario 7: 2016, Geometric and Capacity Improvements/Low Management

The analysis indicates that high management along with capacity and/or geometric improvements will be needed to maintain current levels of service, safety, and economy especially in the urban (Segment 1) and rural residential (Segment 2) portions of the Corridor. Additional information on traffic volumes, travel times, congestion, and safety is presented below.

Traffic Volumes

Based on historic traffic growth trends (Table 4-1 and Figure 4-1 ), traffic volumes are projected to continually be heaviest in the urbanized western portion of the corridor due to the concentrated residential and commercial development. AADT projections for the year 2017 range from 87,212 near 1-5 in Springfield to 2,550 near the Linn-Lane county line (Table 4-1 and Figure 4-1).

The significant weekly and seasonal variations in traffic volume are likely to continue in the future, given the numerous recreational and tourist destinations served by the Corridor.

Highway 126 East Interim Corridor Strategy, May 1998 Table 4-1 Projected Traffic Volumes, 1995-2017*

*Annual average daily traffic volumes based upon historic patterns and linear regression analysis. Historic volumes are from ODOT traffic volume tables. Uses ODOT projections for segments outside the metro area and Lane Council of Governments' projections for segments inside the metro area.

Highway 126 East Interim Corridor Strategy, May 1998 Figure 4-1 Projected Traffic Volumes, 1995 - 2017

Historic Volumes - ODOT traffic volume tables Projected Volumes - ODOT. lor volumes outside the metro area. Lane Council of Governments, for volumes inside the metro area Travel Times

Current travel times from 1-5 to Highway 22 are about 104 minutes for cars and 133 minutes for trucks. Assuming no roadway improvements and high management (Scenario 2), travel time for the entire Corridor could increase to 114 minutes for cars (a ten-minute increase) and 141 minutes for trucks (an eight-minute increase). This represents a 10 percent increase for cars and a 6 percent increase for trucks.

In contrast, assuming all geometric and capacity deficiencies are corrected and there is a high level of management (Scenario 6), travel time could be reduced to 90 minutes for cars (a 14-minute reduction) and 121 minutes f~itrucks (a 12-minute reduction). This represents a travel time decrease of 13 percent for cars and 9 percent for trucks.

While projected changes in travel time for the entire Corridor appear relatively modest, most travel-time increases will be a result of increased volumes and congestion in or near Springfield, where the most travel on the Corridor occurs.

Table 4-2 Projected Travel Times in 201 6

* All scenarios assume high management.

Congestion

In 1996, 90 percent of the Corridor was subject to low congestion. The balance of the Corridor was subject to moderate congestion (9 percent) and high congestion (one percent), with these occurring exclusively within the Springfield UGB. Assuming no improvements and high management, 10 percent of the Corridor will be subject to high congestion, 24 percent to moderate congestion, and 66 percent to low congestion (see Figure 4-2). Increased congestion will occur primarily in Springfield and eastward toward Walterville.

Highway 126 East Interim Corridor Strategy, May 1998 Figure 4-2 Current and Projected Highway Congestion

1996 Existing

High Congestion Moderate Congestion 1 % 9%

201 6 No Improvements

High Congestion 10%

Moderate Congestion 24%

ODOT.

Notes:

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

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

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

Highway 126 East Interim Corridor Strategy, May 1998 Operating Costs

Operating costs will increase in the future due to inflation and costs associated with traveling more slowly (and less efficiently) due to greater congestion. Assuming no improvements and high management (Scenario 2), operating costs are projected to increase by over 75 percent for cars and over 60 percent for trucks by the year 201 6. Assuming geometric and capacity improvements and high management (Scenario 6), operating costs are projected to increase by about 40 percent for cars and by about 35 percent for trucks by the year 201 6.

Safety

In 1992, %heCorridor-wide accident rate was 0.52 accidents per million vehicle miles sf travel, which was below the state-wide rate of 0.83 for comparable Oregon highways. The Corridor's 0.35 high accident locations per mile was also below the state-wide average of .0.54 for the same year.

Without improvements and increasing traffic volumes, safety conditions along the Corridor could deteriorate. In areas experiencing congestion, it is typical that increasing numbers of rear-end and turning accidents would occur. The number of conflict points could increase as additional intersections and driveways are constructed. In the rural portion of the Corridor, increasing congestion manifests itself in a reduced number of opportunities to pass slower moving vehicles. Travel speeds are higher, and thus the severity of accidents is much greater. Higher traffic volumes could translate to higher numbers of fatalities unless improvement and countermeasures are implemented.

However, highway improvements, access management, and overall safety awareness could result in lower accident rates. For example, if all sharp curves were realigned, the projected accident rate for the year 201 6 drops to 0.45 for the Corridor and 0.75 state- wide.

Railroads

It is extremely unlikely that rail service will ever be introduced in the Corridor because an important east-west rail line over the Cascades serving the southern Willamette Valley is available in the adjacent Highway 58 transportation corridor to the south.

It is not yet clear how the Southern PacificIUnion Pacific consolidation will affect rail operations locally. Competition from trucking operations and general disinterest by the major railroad companies in serving shippers located on lower volume branch lines resulted in very poor rail service and railroad abandonment. However, experience on the national scale suggests that short-line operators will grow by returning lines to profitability through a combination of customer service and aggressive marketing. As railroad operations and reload facilities expand, more shippers will find rail shipment

Highway 126 East Interim Corridor Strategy, May 1998 4-8 desirable. While rail service directly through the Corridor is not available, improved rail service will positively affect highway operations by allowing greater volumes of freight to be moved in this manner rather than by truck.

Air Service

The major air service provider for the Corridor will continue to be the Eugene Airport. Factors outside the Corridor will impact future air service in Eugene. Aircraft charter, rentals, maintenance, and flight instruction activities can be expected to expand at all Corridor airports as population increases.

The Eugene Airport Master Plan describes groundside and airside considerations for major airlines, based on national standards, as well as future needs of regional commuter airlines, air cargo, and general aviation activity. The Master Plan culminates in a three-phase Capital lmprovement Program.

Most elements of the first phase, such as the extension of runway 16/34, improvement of the taxiway, relocation of the instrument landing system, a new approach lighting system, and an environmental assessment of a proposal to construct a new parallel runway are completed. Land acquisition, closure of Green Hill Road and Awbrey Lane for future expansion, and a new cargo building are also in the Phase I program and are still underway.

The second phase, expected to be complete by 1999, calls for these further improvements:

Additional auto parking, Expansion of general aviation facilities, Expansion of the terminal to expand gate capacity, Extension of runway 16/34 to the south, Construction of a new runway and taxiway east of the terminal, Additional improvements to existing taxiways, and Evaluation of design alternatives for improving ground access.

The third and final phase is anticipated between 1999 and 2009. It will include:

Additional airport hangers, Additional auto parking, and Further terminal expansion adding additional gates and loading bridges.

Highway 126 East Interim Corridor Strategy, May 1998 Public Transit and InterCity Bus Service

Current public transit service in the rural portion of the Corridor extends to McKenzie Bridge. Extension of the line beyond that point is unlikely. However, as population increases in east Springfield and in surrounding rural areas along the McKenzie Highway, more frequent bus service can be expected. LTD has noted that the potential exists for a short-line route out to Walterville, although no specifics have been discussed.

LTD has plans to improve bus service throughout the metropolitan area, including significant improvements in east Springfield and along portions of Highway 126. Current proposals being integrated into the Eugene-Springfield Transpo~ationSystem Plan ( TransPlan) include two options for expanding transit service: Enhanced Transit System and Bus Rapid Transit (BRT) System.

In the Enhanced Transit System, Highway 126 from Pioneer Parkway in Springfield to 69Ih Street and Main Street is among several major corridors for which ten-minute service frequency is proposed. Additional transit routes are proposed that would provide increased access from southeast Springfield to Main Street and to Highway 126.

The proposed BRT System consists of eight major lines radiating from downtown Eugene and a circular route around much of the metropolitan area, all of which are accessed by smaller feeder bus routes. The system would increase frequency and speed of service. Two BRT lines would cross Highway 126 at Mohawk Boulevard and several feeder routes would service the Corridor.

TransPlan identified a Park-and-Ride facility in the east Springfield area as an important addition to the region's transit facilities. Springfield's East Main Refinement Plan also stated that high-quality transit facilities should be located in this area. From a transit perspective, this station could serve as the eastern anchor for the initial BRT line and could function as a transit hub for future feeder service to both existing and future neighborhoods in east Springfield.

The Park-and-Ride facility adjacent to the McKenzie Crossing Shopping Center at the intersection of Highway 126 and Main Street is predicted to have an occupancy of 70 percent of the nearly 100-space parking lot by the year 2007. Lane Transit District (LTD) eventually plans to double the parking capacity of this facility. LTD has mentioned the possibility of another Park-and-Ride facility along the Corridor, likely in the Leaburg area. At this time, LTD does not maintain an official Park-and-Ride facility in Leaburg; however, commuters may be using private and publicly owned parking lots near the Leaburg library, community building, and fire station for this purpose.

Highway 126 East Interim Corridor Strategy, May 1998 Bicycle Facilities

There is an extensive system of bicycle paths and trails in the Eugene-Springfield metropolitan area. Currently, there are a limited number of bike lanes that cross or are near the Corridor in the metropolitan area; however, there are no designated bicycle lanes on the highway itself. Transplan identifies several planned bicycle projects in east Springfield near Highway 126. Two significant projects on or near the Corridor include:

Restriping Main Street for bike lanes. This would begin on Franklin Boulevard in Eugene and continue through Springfield on Main Street, eastward to the urban growth boundary (UGB), and

Extension of a multi-use trail from 28'h Street, north of Corridor Segment la, The trail would run adjacent to a portion of Segment 1a.

Additional lanes are being considered to connect planned and existing bicycle facilities to the planned lanes along Main Street. In the rural areas, there are several highway segments where wider shoulders would need to be constructed in order to safely accommodate bicyclist.

Pedestrian Walkways

Sidewalks and crosswalks will be provided along Main Street in Springfield as the city limit expands toward the UGB over the next 20 years. Because of the lack of pedestrian trip generators or destinations within the predominantly rural sections of the Corridor, the provision of sidewalks is generally considered a lower priority than in urban areas. This is not anticipated to change before 201 6.

Highway 126 East Interim Corridor Strategy, May 1998 Chapter Five Issues, Opportunities, and Constraints Chapter Five Issues, Opportunities, and Constraints

Introduction

This chapter presents an analysis of comments received from participants in the Highway 126 East Corridor planning process. Comments from the general public; interest groups; elected officials; and transportation engineers, planners, and other government agency staff are organized into categories based on the Oregon Transportation Plan (OTP) policies that guide transportation planning. The categories are: transportation balance, regional connectivity, highway congestion, safety, economic impacts, social and land use, and environmental and energy impacts. The discussion provided in each category summarizes the OTP direction, existing and future conditions, issues, opportunities, and constraints. This discussion may pertain to general conditions in the Corridor, only to the urban or rural portions, or to individual segments of the Corridor. These limitations are noted where applicable.

This chapter also includes an examination of the values identified through the Corridor planning process. The values reveal the characteristics and qualities of the Highway 126 Corridor that are considered important and the desired vision for the Corridor's future.

Transportation Balance

Oregon Transportation Plan Direction

It is the policy of the State of Oregon to provide a balanced transportation system. A balanced transportation system is one that provides transportation options at appropriate minimum service standards; reduces reliance on the single-occupant automobile where other modes or choices can be made available, particularly in urban areas; and takes advantage of the inherent efficiencies of each mode.

1. Automobile

Existing and Future Conditions

Cars and small trucks are the primary mode of travel for people within the Corridor, providing a high degree of accessibility and mobility. Peak period (rush hour) auto demand creates capacity problems at some intersections within the metropolitan portion of the Corridor. Traffic volumes and congestion, particularly in and around Springfield, are projected to increase. Transplan proposes a range of strategies for decreasing reliance on the automobile and encouraging the use of alternative modes of

Highway 126 East Interim Corridor Strategy, May 1998 5-1 transportation. Existing and projected traffic volumes do not indicate that highway capacity problems exist in the rural sections of the highway. More details on auto travel are discussed in the sections on regional connectivity and congestion.

General Issues

Disruption of traffic flow due to movement in and out of the myriad of driveways that connect to the highway (rural) Traffic flow problems caused by recreational trips, particularly on weekends and in summer (rural) o Traffic flow problems due te increasing amounts gf through truck traffic (urban and aural)

Site-Specific Issues

Increasing congestion in Springfield Capacity problems in east Springfield portion of the Corridor Need for more east-west arterial streets for local trips (there is currently only Thurston Road and the McKenzie Highway)

Opportunities for Addressing the Issues

Increase transit ridership during peak travel periods (urban and rural) The new Park-and-Ride lot at Highway 126 and Main Street (urban) Ramp metering at interchanges (urban) High-occupancy vehicle lanes (urban) Grade-separation at signalized intersections (urban) Raised median from 54'hStreet to city limits will eliminate mid-block left turns and conflicts (urban) Traffic signal at 6gthStreet will platoon traffic and allow more traffic gaps (urban) Managing the supply of parking (urban) Provide adequate width shoulders to ease the movement of vehicles on and off the highway (rural)

Constraints on Addressing the Issues

Some residents in Corridor oppose making capacity improvements to highway (urban and rural) Physical features and sensitive environment restrict adding capacity (urban and rural) Changing auto use behavior is difficult (urban and rural)

Highway 126 East Interim Corridor Strategy, May 1998 2. Public Transit and Inter-City Bus

Existing and Future Conditions

Lane Transit District (LTD) provides transit service throughout the Eugene-Springfield metropolitan area. LTD also provides bus service in the Corridor (bus route 91) from downtown Eugene to McKenzie Bridge with stops at Thurston Road, Walterville, Leaburg, Vida, Nimrod, Finn Rock, Blue River, McKenzie Bridge, and McKenzie Bridge Ranger Station. The bus has four regularly scheduled trips on weekdays and two regularly scheduled trips on weekends. This route averages 48 boarding per trip (winter 1996). All LTD buses are wheelchair accessible and come equipped with racks capable of carrying two bicycles. RideSource provides paratransit service in Springfield and Eugene.

Current LPD service along Highway 126 goes to McKenzie Bridge. The route exceeds the standard set for LTD rural routes (30 boardings per trip) with 44 boardings per hour. However, the length of round-trip service, three hours, reduces productivity (boardings per hour). LTD does not expect to expand service unless ridership improves significantly. Conversely, no cuts are expected. As population increases in east Springfield and in rural areas along the McKenzie Highway, more frequent bus service may be added.

LTD has plans to improve bus service throughout the metropolitan area, including significant improvements in east Springfield and along portions of Highway 126. Current proposals being integrated into the transportation plan for the Eugene- Springfield metropolitan area include two options for expanding transit service: Enhanced Transit System and Bus Rapid Transit System.

In the Enhanced Transit System option, Highway 126 from Pioneer Parkway in Springfield to 69'h and Main is among several major corridors for which ten-minute service frequency is proposed. Additional proposed transit routes would provide increased access from southeast Springfield to Main Street and to Highway 126.

The proposed Bus Rapid Transit System (BRT) option consists of eight major lines radiating from downtown Eugene and a circular route around much of the metropolitan area, all of which are accessed by smaller feeder bus routes. The system would increase frequency and speed of service. The proposal includes two Park-and-Ride lots along Highway 126 in Springfield. Two BRT lines would cross Highway 126 at Mohawk Boulevard and several feeder routes would service the Corridor.

Eugene is a stop for Greyhound bus service and Porter Stage Lines. Porter Stage Lines runs one bus per day in each direction in this Corridor with stops in Eugene, Sisters, and Bend. This run continues west with stops in Florence, Reedsport, and Coos Bay. Possible expansion of service to Boise, Idaho, may increase the amount of bus service in the Corridor.

Highway 126 East Interim Corridor Strategy, May 1998 5-3 General lssues

Need to increase use of existing transit service along Highway 126 (urban and rural) Lack of transit-supported development guidelines (rural) Need to increase LTD bus service in the rural Corridor (rural) Inconvenient bus schedule (buses do not operate early or late enough) Infrequent bus service lnadequate bus turnouts and waiting area at bus stops (bus shelters) lnadequate Park-and-Ride lots (urban and rural)

Site-Specific lssues o lnadequate transit connections to the University of Oregon (UO) and Sacred Heart Hospital

Opportunities for Addressing the lssues

LTD annual route review process allows for expansion of bus service (urban and rural) New Park-and-Ride and BRT will have direct connections to UO and Sacred Heart (urban and rural) Carpool/vanpool strategies for Corridor (urban and rural) Transit design guidelines for rural areas (rural) Bus pre-emptions (urban) Bus advance lanes Bus queue jumping at signalized intersections 0 Bus bypass lanes on ramps and at signalized intersections to connect BRT to feeder lines Ski shuttle to Hoodoo (urban and rural) City and county codes for transit enhancements with commercial building permits (urban and rural) New transit hubs along Corridor (urban and rural)

Constraints on Addressing the lssues

Low population density of Corridor (rural) lnadequate funding to expand public transit services (urban and rural) State constitutional restriction on the use of gas taxes for public transit (urban and rural)

Highway 126 East Interim Corridor Strategy, May 1998 3. Bicycle Facilities

Existing and Future Conditions

Bicycle use in the Corridor can be generally characterized as either short trips most commonly occurring in the Eugene-Springfield area or longer distance recreation trips. Highway shoulders serve bicyclists on portions of the highway with adequate shoulder widths.

An extensive system of rnultip!~use paths and trails exists in the Eugene-Springfield metropolitan area. A limited number of bicycle lanes cross or are near Highway 126 in the metropolitan area, but no designated bicycle lanes exist along the highway itself. The transportation plan for the Eugene-Springfield metropolitan area identifies several planned bicycle projects in East Springfield near Highway 126. Two significant projects on or near the highway include: o Restriping on Main Street for bicycle lanes. This would begin on Franklin Boulevard in Eugene and continue eastward through Springfield on Main Street to the urban growth boundary (UGB), and Extension of a multi-use trail from 28thStreet, north of the existing four-lane segment of Highway 126 in Springfield.

Additional lanes are planned to connect bicycle facilities to future bicycle lanes along Main Street.

General Issues

0 lnadequate bicycle facilities and unsafe environment limiting bicycle use along Corridor (urban and rural) lnadequate bridge and shoulder width for bicycles in many rural portions of the Corridor Debris on highway and shoulder create unsafe biking conditions

Site-Specific Issues

Lack of bicycle lanes on Main Street in Springfield

Opportunities for Addressing the Issues

Project-level studies and/or solutions prescribed in updates of Transplan and Springfield Bicycle Plan (urban) (Striping bicycle lanes on Main Street was identified as the number one priority in the Springfield Bicycle Plan)

Highway 126 East Interim Corridor Strategy, May 1998 5-5 ODOT funding of bicycle projects in the Statewide Transportation Improvement Program (STIP) (urban) Additional east-west bicycle routes (e.g., Thurston Road) (urban) Minimum level of service project design to bring shoulder widths up to minimum standards (rural)

Constraints on Addressing the Issues

Landscapeilandform conditions in the Corridor; narrow distances between the highway and the McKenzie River and hillsides (rural) EnvironmeriiaO issues related to widening of roadway (rural') Lack of funding for improvements (urban and rural) State constitution restricts uses of gas taxes to on-road bicycle projects (e.g., bicycle lanes and shoulders) (urban and rural) (Note: The State provides funding for shared shoulders on highways; Intermodal Surface Transportation Efficiency Act (ISTEA) enhancement funds can be used for off-road bicycle projects.)

4. Pedestrians and Walkways

Existing and Future Conditions

Additional crossing opportunities and sidewalks will be provided along Main Street in Springfield as the city limits expand toward the UGB over the next 20 years. Because of a lack of pedestrian trip generators and the greater travel distances related to rural development, the provision of sidewalks in rural areas is generally considered a lower priority than in urban areas.

General Issues

Unsafe walking conditions in the Corridor Speed of traffic (urban and rural) * Lack of continuous sidewalks (segment gaps) and sidewalks not meeting Americans with Disabilities Act (ADA) standards (urban and rural) Narrow width of the highway shoulder (rural) Location of mailboxes on the opposite side of the road from residences Difficulties of crossing the highway in rural communities (rural) Lack of pedestrian facilities between mileposts 8 and 50 (rural)

Site-Specific Issues

Crossing safety in the Springfield five-lane section

Highway 126 East Interim Corridor Strategy, May 1998 Opportunities for Addressing the Issues

Address pedestrian needs in conjunction with other projects in the Corridor (urban and rural) Provide at least one safe pedestrian crossing in each rural community (rural) Review city and county codes for pedestrian amenities in commercial areas (urban and rural) Provide raised medians/pedestrian islands (urban) Provide crosswalks at traffic signals (urban) a Complete sidewalk construction (fiii in the gapsj and bring existing sidewalks up to ADA standards (urban)

Constraints on Addressing the Issues

* Landscape/landform conditions in the Corridor; narrow distances between the river and hillsides (rural) Environmental issues related to widening of the roadway (rural) Lack of funding for improvements (urban and rural) Land use code and right-of-way constraints (rural) Maintaining efficiency of postal delivery routes (rural)

5. Truck and Rail Freight

Existing and Future Conditions

Trucks transport a variety of products within and through the Highway 126 East Corridor and virtually every product delivered to retail stores in the Corridor is dependent upon truck transportation. However, limited information exists on the nature of freight movements through the Corridor.

The western end of the Corridor is a four-lane bypass route that provides freight trucks convenient access to 1-5 and 1-1 05. Projected increases in congestion from 1-5 and eastward to Walterville will impact travel time on Highway 126. While demand for commercial freight shipments through the Corridor will likely increase with regional population and employment growth, existing truck volumes are low compared to the rest of the state. In 1992, 84 percent of the Corridor experienced average daily truck traffic in the range of 0 to 499 trucks per day. The state average for all corridors in this range is 52 percent. Eight percent of the Corridor experienced average daily truck traffic in the range of 500 to 1,499 trucks per day with the state average being 41 percent.

While average daily traffic volumes recorded at Vida showed a 60 percent increase between 1975 and 1995, truck volumes remained relatively constant through this period. These trends indicate that trucks make up a smaller percentage of overall traffic

Highway 126 East Interim Corridor Strategy, May 1998 5-7 than they did 20 years ago. However, Corridor residents perceive that truck traffic is increasing, contradicting the Vida truck counts. One possible explanation for this incongruity may be that because timber harvest activity in the Corridor is declining, commercial truck traffic is gradually replacing log-truck traffic. This could possibly create the perception to local residents of an overall increase in truck traffic. Another possible explanation may be that truck traffic is only increasing among certain segments of the Corridor.

Freight rail service in the majority of the Corridor is limited. The Central Oregon and Pacific Railroad provides service between Eugene and the Oregon Coast and Eugene and Califcrnia. Union Pacific's Cascade line passes eastward through Eugene and Springfield. It travels parallel to and south of Main Street until 46th Street where it turns southeast, following Jasper Road.

General lssues

Perception by local residents that there is an inappropriate amount of through truck traffic given the design and character of the highway (rural) Possible illegal use of highway by triple-trailer trucks (rural) Impact of truck traffic on the capacity and condition of the highway (urban and rural)

Site-Specific lssues

None identified.

Opportunities for Addressing the lssues

Improve alternative east-west routes (i.e., Highways 20 and 58) for truck freight (rural) Rail freight lines along the Highway 58 Corridor connects the southern Willamette Valley to points south (rural) Provide passing lanes at appropriate locations and improve roadway geometry.

Constraints on Addressing the lssues

0 Lack of nearby alternative eastlwest truck route (rural) Environmental, social, and capital costs associated with major highway improvements for freight trucks (rural)

Highway 126 East Interim Corridor Strategy, May 1998 6. Airports

Existing and Future Conditions

General aviation airports along the Corridor include the McKenzie Bridge State Airport, on Highway 126 near McKenzie Bridge, and the Santiam Junction Airport, south of the Oregon Department of Transportation (ODOT) maintenance station at Santiam Junction. Both of these airports operate on National Forest Land by permit.

Air passenger and freight service is available at the Eugene Airport (Mahlon Sweet Field), which is northwest of Eugene. Eugene Airport is one of four medium haul facilities in Oregon specializing in non-stop trips ranging from 500 to 1,500 miles. Nonstop flights are available to Portland, Seattle, San Francisco, Salt Lake City, and Denver. From Portland, regional connecting flights can be made to the following destinations: Astoria, Klamath Falls, Medford, North Bend, Pendleton, Redmond, Boise, Pasco, and Walla Walla.

Expansion of air service facilities is planned at the Eugene Airport. Improvements projected for completion by 1999 include the expansion of parking, general aviation facilities, terminal and gate capacity, and runway expansion and construction. Additional expansions are planned between 1999 and 2009.

General lssues e None identified.

Site-Specific lssues

None identified.

Opportunities for Addressing the lssues

Coordinate need for facility improvements with Eugene Airport and ODOT Aeronautics (rural)

Constraints on Addressing the lssues

Lack of funding for improvements (urban and rural)

Highway 126 East Interim Corridor Strategy, May 1998 Regional Connectivity

Oregon Transportation Plan Direction

The OTP encourages development of transportation facilities within the Corridor to provide a high degree of regional connectivity for all Corridor users.

Existing and Future Conditions

Regional connectivity measures how well the Corridor connects to various parts of the state and nation. This is usually quantified in terms of travel time or the level of transportation services available. Travel time overlaps with the congestion and transportation balance performance measures and both can affect regional connectivity. Increased congestion may result in slowed travel times and disc~ntinuity between regions. Congestion may be the result of a transportation system out of balance (i.e., people or goods are moving inefficiently).

Limited opportunities for crossing the Cascades make this Corridor a significant route in regards to regional connectivity in Oregon. The Corridor received designation as a state-wide highway iti the 1991 Oregon Highway Plan and is included in the National Highway System. The Corridor serves as a principal route linking 1-5 in the southern Willamette Valley to the western Cascades, the Santiam Pass, and central Oregon. The highway directly links Lane, Linn, and Deschutes counties.

Highway 126 provides access for transporting people and freight between populous areas in and near the Corridor and recreation destinations (e.g., sites along the McKenzie River, wilderness areas, Hoodoo and Mt. Bachelor ski areas). Commuters who travel to jobs in the Eugene-Springfield metropolitan area also use the Corridor.

Average travel time for the length of the Corridor in 1996 was 104 minutes for cars and 133 minutes for trucks. The average travel speed for cars is approximately 45 miles per hour and the average speed for trucks is approximately 35 miles per hour.

Traffic volume and congestion are projected to increase most dramatically in Springfield and eastward towards Walterville, which will contribute to a travel time increase for the entire Corridor of up to eight to ten minutes by 201 6. While projected increases in travel time appear relatively modest, most travel on the Corridor occurs in or near Springfield, so congestion in this area will have a significant cumulative impact.

Some proposals in the transportation plan for the Eugene-Springfield metropolitan area may help address projected increases in congestion, which could help minimize the

Highway 126 East Interim Corridor Strategy, May 1998 impact on Corridor travel time and regional connectivity. Examples of proposals include:

Land use management efforts, including nodal development and access management; Transportation demand management programs; Enhancement of alternative modes, including transit, bicycle, and pedestrian facilities; and a Road construction projects such as the Jasper Road extension and improvements to intersections at Main Street, 52" Street, and Pioneer Parkway.

Although the urban portions of the Corridor will see the most pronounced increases in travel time and congestion, rural segments with frequent driveway access to the highway can also exacerbate both issues.

General lssues a Conflicts between the highway's function as a recreational/scenic route, primary route for people living in the Corridor, and its function as a through and connecting route (rural) The need to maintain and support safe and efficient movement of through traffic Mixing of local, recreational, and through traffic contributing to congestion and longer travel times Negative impacts of fast-moving through traffic on local and recreational use of highway The need to weigh the importance of local travel use and recreational use of the highway Providing a high degree of access and transportation connections to urban areas and between the southern Willamette Valley and central Oregon (urban and rural) Impact of projected growth on travel demand Ability to maintain acceptable travel times along the Corridor for people and freight given increasing traffic volumes and local development Lack of rail service along the Corridor Limited inter-city bus service and local transit in the rural portion of the Corridor

Site-Specific lssues

East Springfield access management

Opportunities for Addressing the lssues

Access management measures (urban and rural) Carpool/LTD transitlinter-city bus service (urban and rural)

Highway 126 East Interim Corridor Strategy, May 1998 Park-and-Ride alternatives (urban and rural) Slow-moving vehicle and climbing lanes (rural) Geometric highway improvements (rural) Left- and right-turn lanes (urban and rural) Alternative routes for highway access (rural) Ski shuttles (urban and rural) a Improved parking at recreation sites (rural)

Constraints on Addressing the Issues

Limited opportunities for a bypass in the Corridor or of any portion of ihe Corridor (urban and rural) Geometric highway improvements are limited by: (urban and rural) Topography and landform in the Corridor Existing development and land use pattern Unstable slopes in grade areas Potential conflicts between maximizing regional connectivity, the desired local functions of the highway, and conflicts with other values and objectives (e.g., protection of scenic and natural resources, widening intersections degrades bicycle and pedestrian movement) (urban and rural) Increased tourism and more slow-moving recreational vehicles (rural) Limited number of alternative modes (i.e., lack of bicycle, pedestrian, and rail facilities) (urban and rural) Lack of connections between private auto and other modes of transportation (e.g., timing of connections at modal centers (urban and rural) Limited transit service operation area and frequency of service.

Highway Congestion

Oregon Transportation Plan Direction

The OTP encourages operation of all transportation facilities within the Corridor at a level of service that is cost-effective and appropriate for the area they serve.

Existing and Future Conditions

Traffic congestion can be defined as the level of service at which transportation system performance is no longer acceptable due to traffic interference. Congestion can be of a recurring nature, as in weekday commute conditions, or may be related to incidents, such as vehicle breakdowns or accidents. Recurring congestion is most acute in the urban portions of the Corridor during the morning and evening commute periods. On Fridays and weekends, the additional demands associated with tourist and recreational travel can produce recurring congestion, particularly during the summer months.

Highway 126 East Interim Corridor Strategy, May 1998 5-12 The Oregon Department of Transportation's (ODOT) Corridor analysis identifies areas of low, moderate, and high congestion. With high levels of congestion, traffic volumes are at or near capacity and traffic moves in a stop-and-go fashion. At moderate levels of congestion, traffic flow is stable, but passing is restricted. Low levels of congestion imply free flow of traffic with passing opportunities. These calculations do not represent peak hour congestion. According to ODOT1sanalysis:

Ninety percent of the Corridor currently experiences low congestion, 9 percent moderate congestion, and 1 percent high congestion; High and moderate congestion occur only near the intersection of Highway 126 and Main Street in Springfield; Peak traffic volumes along the Corridor occur between July and September; Traffic volumes are increasing most rapidly in Springfield and eastward toward Walterville; and If no improvements are made to the highway, by the year 2015, significant increases in congestion would occur primarily in the metro area and between Springfield and Walterville. (The analysis assumes a high degree of facility management.)

Proposals in Transplan for Eugene-Springfield that may affect congestion include:

Land use management efforts such as nodal development, * Expanded transit service and bicycle and pedestrian facilities, and e Road construction projects such as the Jasper Road extension; auxiliary lanes between interchanges; and improvements to intersections at Main Street, 57Ih Street, and Pioneer Parkway.

General Issues

Landform, topography, and existing highway design in some areas of the Corridor do not support higher traffic volumes (rural) Lack of sufficient passing and turning lanes Insufficient turnouts and shoulder width Concern that widening the highway to accommodate increased traffic will attract more through traffic and increase, not decrease, congestion (urban and rural) Construction-related delays (urban and rural) Increased traffic volumes (urban and rural) lncrease in number and frequency of larger commercial trucks (Note: Log- truck traffic has decreased.) lncrease in recreational traffic, especially slow-moving recreational vehicles, particularly on weekends and in the summer lncrease in development in Corridor resulting in more local traffic mixing with through traffic lncrease in number of local access points and turning movements

Highway 126 East Interim Corridor Strategy, May 1998 Impacts of growth in EugeneISpringfield and Deschutes County on traffic volumes

Site-Specific lssues

Current high levels of congestion in east Springfield and expected significant increases in congestion between Springfield and Walterville Lack of adequate passing lanes between Springfield and Deerhorn Road

Opportunities for Addressing the lssues

Relatively low-cost ways to improve design (e.g., turnouts, gassing lanes in selected areas) (urban and rural) 0 Access management measures (urban and rural) Improvements to local road network to reduce need for direct access to highway (urban and rural) 0 Existence of LTD transit routes that serve the Corridor (urban and rural) More commercial and service opportunities in rural portions of the Corridor (rural) State's vehicle miles traveled targets to help address traffic congestion issues (urban and rural)

Constraints on Addressing the lssues

Topography and landform in the Corridor (rural) 0 Steep slopes and slope stability

0 Curvy nature of the Corridor Proximity of river and riparian area to highway Desired scenic and rural character of area (rural) a Existing land use pattern and increased development (urban and rural) Limited funding for highway, transit operations, and other improvements (urban and rural) Potential conflicts between maintaining levels of service for increasing traffic volumes and other values and objectives (e.g., protection of scenic and natural resources) (urban and rural)

Safety

Oregon Transportation Plan Direction

The State's goal, as reflected in the OTP, is to continually improve all facets of transportation safety within the Corridor.

Highway 126 East Interim Corridor Strategy, May 1998 Existing and Future Conditions

ODOT monitors accidents that occur on state highways. According to accident data from January 1,1991 to December 1996:

Most accidents and injuries occurred in the western, urbanized, portion of the Corridor where traffic volume and congestion are greatest. Travel conditions associated most often with accidents along the Corridor were darkness (25 percent) and wet pavement (21 percent). Thirty-six percent of the accidents occurred at inierseciions. ODOT identified six high accident sites. Five in the vicinity of the Highway 126/5ath Street intersection and one approximately 1.5 miles north sf the lane-linn county- line. e The average accident rate on Highway 126 is lower than the average state-wide accident rate for Oregon highways.

It is important to realize that past accident data may not reflect current highway conditions. Highway improvements may have alleviated historic trouble spots, while new roadside development and traffic patterns may have created new accident prone areas. Thus, a review of trends and recent accident data is required to reveal existing high accident prone locations in the Corridor and the cause of the accidents. Even then, such an assessment will not uncover areas that experience high levels of near misses. In addition, driver error and weather conditions, rather than highway characteristics, are the cause of many accidents.

Many of the highway's characteristics are rooted in the history of how Highway 126 evolved from a wagon trail originally built in the 1860s. Perhaps because of the absence of a railroad to meet the needs of loggers, truck transportation developed earlier in the upper McKenzie Valley than in other areas of the county. This evolution from a wagon trail to a route that developed early to accommodate log transport activities resulted in highway characteristics that sometimes fail to adequately meet modern day transportation demands.

General Issues

Unsafe driving conditions associated with highway characteristics and maintenance (rural) Short sight distances Dangerous curves and narrow highway and bridges Dangerous intersections Infrequency of passing and turning lanes Narrow shoulders Poor visibility because of inadequate lighting, striping, and reflectors Lack of guardrails at hazardous locations

Highway 126 East Interim Corridor Strategy, May 1998 Rutted wheel tracks and strip pavement patching, ponding of rain water in ruts Stretches of highway that do not meet current design standards Proximity of some structures to highway Unsafe conditions for bicyclists, pedestrians, and bus riders associated with highway characteristics and maintenance (urban and rural) Narrow shoulders Debris on shoulders, gravel from unpaved intersecting roads, and potholes resulting in hazardous conditions for cyclists Lack of bus turnouts and waiting areas at LTD and school bus stops Location of mailboxes on the opposite side of the road from residences e Unsafe driving conditions associated with the number, location, and design of private driveways (urban and rural) 0 High number and frequency of turning movements e lnadequate sight distances Poor visibility and orientation Abrupt, steep driveways from highway to adjoining property Unsafe conditions created or exacerbated by driver behavior (urban and rural) Excessive speeds, especially trucks (foremost concern) (rural) Dangerous passing behavior, vehicles passing in inappropriate zones (rural) Following too closely Some speed limits are perceived to be too high for the character of highway and development along it Unsafe conditions created by weather conditions (e.g., snow, ice, flooding, slides) (urban and rural) Public perception of unsafe conditions on Highway 126 (urban and rural) lnadequate facilities and access for emergency vehicles (rural) Lack of passing lanes and narrow shoulders makes it difficult for emergency vehicles to pass traffic lnadequate shoulder width to clear accident vehicles off roadways Construction activities do not make provisions for emergency vehicle passage Long distances to emergency phones and tow vehicles 0 Distances between Rural Fire Protection District facilities and the areas they serve

Site-Specific Issues (identified by the general public)

Springfieldflhurston Area

Highway 126/52nd Street intersection Highway 126/58th Street intersection Congestion and traffic flowlpattern at Highway 126lMain Street intersection, poor illumination

Highway 126 East Interim Corridor Strategy, May 1998 5-16 Potential impact of planned traffic light at Main Street/69'hStreet on traffic on Thurston Road and Camp Creek Road Turning onto 79Ih Street from Highway 126 (from either direction), especially from the east Highway 126 (Main Street) as a barrier in Thurston area to pedestrians trying to cross the highway East Springfield congestion

Cedar Flat

Danger from shaded curves in Cedar Fiai area during winter

@ Inadequate banking on corners

@ Lack of left-turn lane and adequate shoulder width where Highway 126 intersects Cedar Flat Road

HendrickJsBridge Wayside to West Deerhorn Road Lack of turning lane for Hendrick's Bridge Wayside Danger associated with entering Highway 126 at west end of Deerhorn Road (Note: ODOT accident data from 1994 to 1995 reveal one injury accident near this location.)

E WEB Walten/ille Canal Bridge Narrow bridge Risk of vehicles traveling west being rear-ended while making left turn on Page Road to the church

Walten/ille to Leaburg Poor visibility at Ross Lane turnout Right turnoff lane to Holden Creek Lane west end Excessive speed approaching Leaburg from the west Standing water during rain at Walterville in center-turn lane and eastbound lane Effectiveness/necessity of speed zone at Walterville School On-coming traffic failing to yield to cars using the two-directional passing lanes at MP 15 and MP 19.

Greenwood Drive Danger from oncoming (passing) traffic at westbound left-turn lane at east end of Greenwood Drive lnadequate length of passing lane near Greenwood east Ponding of rainwater in passing lane near MP 23

Mt. View Lane Difficulty of getting out of driveway due to vehicle speeds passing lane at Mt. View Lane High speed and traffic at MP 23.5

Highway 126 East Interim Corridor Strategy, May 1998 Curve Near Leaburg Lake High accident location Excessive speeds Dangerous entrylexit to Leaburg Dam Highway too narrow at Leaburg Lake curve Poor visibility at intersection of Angels Flight Road (Note: The curve at Leaburg Lake is part of the Greenwood Drive to Vida project, which is currently underway, There will be a right-turn deceleration lane onto Leaburg Dam Road, the highway will be widened at the curve, and a left-turn lane to the Fish Hatchery will be addedj

Goodpasture Bridge Poor lighting at Goodpasture Bridge turnoff Inadequate design at Goodpasture Bridge curve Highway too narrow at Goodpasture Bridge curve Speeding (Note: ODOT accident data from 1994 to 1995 reveal two non-injury accidents near this location.)

Thomson Lane Westbound vehicles hidden from view as they enter the area beside MP 29

Nimrod Dangerous stretch of road (narrow, twisty, dark) between Nimrod and Finn Rock Near Nimrod Store (Note: ODOTaccidentdata from 1994 to 1995revealoneinjury accident near this location.) High accident location Dangerous passing occurs eastbound Congestion sign for the eastbound traffic is obscured by any truck or motor home going by Lack of a turn lane at Nimrod store High accident rate at MP 35 caused by vehicles turning left into businesses being passed by cars that see a straight away and do not see vehicle turn signals Dangerous eastbound passing occurs near Holeman Guard Station

Blue River Poorly defined and lighted intersection at Blue River East Narrow and dark Blue River intersection by the old pond between Finn Rock

McKenzie Bridge and Vicinity Highway 126 junction with Taylor; North Bank Road is a safety hazard and unsightly

Highway 126 East Interim Corridor Strategy, May 1998 5-18 Rutted wheel tracks (from studded tires) during heavy rainfall between MP 45 and MP 51 (Note: ODOT accident data from 1994 to 1995 reveal one non-injury accident at MP 49.78.)

Speeding Locations Highway 126 between MP 17 and 47 is narrow, crooked, and traveled at too high a speed Speeding between Nimrod and Blue River Speeding between Blue River and Rainbow

Opportunities for Addressing the Issues

Safety standards for road design (urban and rural) Access management techniques (urban and rural) Cooperative and interested Oregon State PoliceJCounty Sheriff (urban and rural) Low-cost, easy corrections (e.g., striping) (urban and rural) Highway upgrade projects to provide good, consistent road conditions through the Corridor (e.g., shoulder widening, resurfacing, restoration, and other rehabilitation projects) (urban and rural)

Constraints on Addressing the Issues

Topography and landform in the Corridor (rural) Steep slopes and slope stability Curvy nature of the Corridor Proximity of river and riparian area to highway Limited law enforcement resources and large service area (rural) Driver desire to travel at efficient speeds (urban and rural) Existing land use pattern (urban and rural) The process and standards for setting speed limits on state highways (urban and rural) Limited funding for highway improvements and maintenance (urban and rural) Potential conflicts between maximizing highway safety and supporting the desired functions of the highway and conflicts with other values and objectives (e.g., protection of scenic and natural resources) (rural) Weather impacts (rain, snow, ice) (urban and rural) Natural hazards (flooding, slides) (rural)

Highway 126 East Interim Corridor Strategy, May 1998 Economic Impacts

Oregon Transportation Plan Direction

The OTP promotes the expansion and diversity of Oregon's economy through the efficient and effective movement of goods, services, and passengers in a safe, energy- efficient, and environmentally sound manner. Further, it is a policy of the State of Oregon to develop a transportation system that supports intrastate, interstate, and international tourism, and improves access to recreational destinations.

Existing and Future Conditions

Highway 126 is part of the National Highway System and links the southern Willamette and McKenzie Valley to highways and interstate highways to the east and west. The Corridor serves as an important link to local and state markets. The highway provides for the movement of goods, people, and services between three rapidly growing Oregon counties: Lane, Linn, and Deschutes. Likewise, it provides access to popular recreation areas along the McKenzie River.

Tourism plays an important role in maintaining the economic viability of McKenzie Valley communities. Travel expenditures in East Lane County rose an average of 5.2 percent annually since 1991, with expenditures exceeding $233 million in 1995. Tourist dollars spent on gas, food, lodging, equipment, activities, and support services all contribute to diversification of the region's economy.

Between 1988 and 1994, the timber harvest in Lane and Linn counties declined by 59 percent and 54 percent, respectively. Growth and the economic shift to service-, high tech-, and tourism-based industries will likely elevate the Corridor's importance in meeting freight, commuter, and tourist transportation needs. As the state and local economies continue to diversify from the base in resource extraction, the percentage of trucks related to logging is likely to continue to decline. However, timber harvest activity in the Corridor will continue and logging and timber products trucks can be expected to use the highway with variable intensity.

General Issues

Unsafe access and inadequate parking at some boat landings (e.g., Helfrich, Forest Glen, Silver Creek, and Rennie's) and recreational sites along the highway (rural) Adverse impact on property values resulting from highway improvements (urban and rural) Summer highway construction activities adversely impact local businesses (urban and rural) Unsafe access to businesses along highway (urban and rural) Lack of left-turn lanes

Highway 126 East Interim Corridor Strategy, May 1998 Need for efficient movement of passengers, goods, and services through the Corridor (urban and rural) Conflict between local traffic and the efficient and effective movement of goods and services through the Corridor (urban and rural) Adverse economic impacts of access management policies (urban and rural) lnadequate parking and poorly designed access to recreation sites: campgrounds, boat landings, trailheads, viewpoints (rural) lnadequate signing to guide tourists unfamiliar with the area Need for highway facilities to support timber harvest activity (rural)

Site-Specific lssues

Need for a turn lane at Nimrod Store; dangerous passing occurs in this area, particularly eastbound traffic 0 High accident rate at MP 35 caused when vehicles turning left into businesses are passed by cars that see a straight away and do not see the vehicle turn signals

Opportunities for Addressing the Issues

Tourism opportunities from scenic, recreational, cultural, and historical resources in the Corridor McKenzie Valley Chamber of Commerce State Scenic Byways designation process Pull-off, passing, and turning lane opportunities to decrease congestion and improve safe access to businesses Improved access management Better tourist information signs

Constraints on Addressing the lssues

Highway capacity limits on the ability to increase economic development (urban and rural) Lack of funds to improve access and parking at existing and potential new recreational sites (rural) Landform, topography, and existing development and land use pattern limits the ability to: (urban and rural) Implement access management measures Add pull offlpassing opportunities and turning lanes that could decrease congestion and improve safe access to businesses Increase and improve parking and access at boat landings and recreational sites Seasonal congestion resulting from tourist and recreation-related traffic (rural) Slow-moving motorhomes and recreational vehicle trailers Sightseers driving below posted speed limits

Highway 126 East Interim Corridor Strategy, May 1998 Vehicles parked along shoulders * Opposition to any highway improvement from those holding anti-growth sentiments, including improvements with the aim of enhancing economic development (urban and rural) Adverse economic impacts of access management polices (urban and rural)

Social And Land Use Impacts

Oregon Transportation Plan Direction

The OTP encourages communities to develop a multirnodal transportation system that provides access to the entire state, supports acknowledged comprehensive land use plans, is sensitive to regional differences, and supports livability in urban and rural areas.

Existing and Future Conditions:

Forestry is the predominant land use in the Corridor. Urban land use patterns occur exclusively at the western end of the Corridor in Springfield. Agricultural use is concentrated to the east of Springfield near Walterville and Leaburg, in the broader and flatter portion of the McKenzie Valley.

White Springfield isthe mty h~aMdy,the tmCmty RtjmI Coffprehens-ive Plan, under Department of Land Conservation and Development rules, recognizes seven rural communities along the Corridor: Walterville, Leaburg, Vida, Nimrod, Blue River, Rainbow, and McKenzie Bridge. Historically, these rural communities developed in conjunction with a forest-related industry. Today, these communities are essentially residential in nature with some commercial development. Population growth in the Eugene-Springfield metropolitan area and in Lane, Linn, and Deschutes counties presents challenges for maintaining the rural character of the McKenzie Valley.

While much of land within the eastern portion of Corridor and surrounding area is publicly owned (U.S. Forest Service and Bureau of Land Management (BLM)), most of the property immediately adjacent to the highway from Springfield to McKenzie Bridge is in private ownership. Private holdings along this portion of the Corridor generally occur in a narrow strip of one-parcel wide lots, or in clusters of rural communities. Because existing development occurs in a linear pattern along the highway, the character of local communities and management of the highway are closely linked and create several challenges.

With no parallel alternative route in much of the McKenzie Valley, direct highway access is required from most residential properties along the Corridor. This direct access impacts highway operations. Currently more than 700 driveways directly access the highway east of the Springfield UGB, with slightly more than half occurring

Highway 126 East Interim Corridor Strategy, May 1998 5-22 on the westbound side of the highway. With approximately 900 parcels directly fronting on the highway, highway improvement projects are bound to affect adjacent private land holdings.

About 2,200 existing homes are located on residentially zoned lands in the McKenzie River basin outside the Eugene-Springfield UGB. Almost a third of these homes are located in the seven unincorporated rural communities along the highway. As currently zoned, this portion of rural Lane County has a potential for about 380 new homes. A hundred or so parcels may also qualify for rezoning to a higher density.

Another 1,400 homes are tocaaed in the Mohawk Valley's residentially zoned areas. About 180 of them are located in Marcola, the only rural community in this subarea. The potential exists for another 250 or so new homes under current zoning, and about two dozen parcels have the potential for being rezoned to a higher density. The impact of this area, which is probably rather modest, occurs at two locations along the Corridor. inside the urban area, some traffic from Marcola Road reaches Highway 126, but most is diffused on other local roads. In the rural area, traffic from the Mohawk valley meets Highway 126 at Walterville.

Allowing for every contingency permitted by the Lane County Rural Comprehensive Plan--construction on vacant residentially zoned parcels, dividing oversize parcels under current zoning, and rezoning to a higher density-the potential for new development in the McKenzie River basin amounts to less than 25 percent of what currently exists.

General Issues

Adverse impacts from truck freight traffic on the character and communities within the rural Corridor (e.g., noise created from trucks using Jake brakes) (rural) Impacts of highway projects on the character and communities within the rural portions of the Corridor (rural) The effect of growth in the Eugene-Springfield metropolitan area and Deschutes County on through and recreation destination traffic in the Corridor (urban and rural) Increased traffic and congestion directly attributed to the effects of new rural residential development in the Corridor (Walterville to Leaburg) Increase in local traffic volumes Increase in number of driveways directly accessing the highway Existing residential land use patterns along Corridor (urban and rural) Safety problems and traffic congestion created by direct access from individual residential properties Traffic noise impacts on residences adjacent to or near highway Adverse impact on property values resulting from highway improvement projects (e.g., highway and shoulder widening)

Highway 126 East Interim Corridor Strategy, May 1998 Adverse impact of through traffic on residential areas and privacy for homes along the highway (e.g., noise, difficulty entering and leaving highway from private driveways) e Many businesses and recreation sites have limited parking and rely on highway right-of-way for parking (rural) High level of access to highway adversely impacts highway operations (urban and rural)

Site-Specific Issues

Highway 126 (Main Street) splits the comm~nityin the east Springdieid/Thiirstor, area, creating a barrier to pedestrians trying to cross the highway Desire to keep Deerhorn Road a well-maintained rural road to serve local residents (i.e., do not widen it for bicycle paths, designate it a "scenic route," or otherwise mark it to attract tourists)

Opportunities for Addressing the Issues

Access management measures (urban and rural) Land use regulations and protection (urban and rural) Character and attractiveness of Corridor (rural) McKenzie River Strategic Plan (rural) e Lane County Periodic Review (rural)

Constraints on Addressing the Issues

Topography and landform in the Corridor (rural) Steep slopes and slope stability Curvy nature of the Corridor Proximity of river and riparian areas to highway Proximity of development along highway (urban and rural) Relationship between transportation balance, highway congestion, and energy efficiency on through traffic in the Corridor (urban and rural) Increased tourism attracting more slow-moving recreational vehicles (rural) Limitations on alternative modes (i.e., lack of bicycle, pedestrian, and transit and intercity bus facilities) (urban and rural) Adverse impact on area during highway project construction (urban and rural) Land use restrictions on location and type of development (urban and rural) Inadequate funding for highway and other projects and local jurisdictions (urban and rural)

Highway 126 East Interim Corridor Strategy, May 1998 Environmental And Energy Impacts

Oregon Transportation Plan Direction

The state's goal, as reflected in the OTP, is to provide a transportation system that is environmentally responsible and encourages conservation of natural resources. The OTP calls for the protection and enhancement of aesthetic values and for transportation systems that minimize transportation-related energy consumption by using energy- efficient modes of travel.

Existing and Future Conditions

The Corridor and its surrounding area have received regional and national recognition for their remarkable scenic beauty and outstanding recreational opportunities. Popular scenic stops along the Corridor include Sahalie and Koosah Falls. In addition to the many publicly operated facilities, private lodges, resorts, and cabins offer accommodations and services for visitors in the Corridor. River-related recreational activities include angling, boating, picnicking, wildlife viewing, and hiking. The Corridor also provides access to approximately 225,000 acres of designated Wilderness, the 26- mile-long McKenzie River Trail (a National Recreation Trail) and many winter recreation opportunities (SnoParks, Hoodoo Ski Bowl, and Mt. Bachelor Ski Area near Bend). Goodpasture and Belknap covered bridges cross the McKenzie River and are on the National Register of Historic Places.

Facility amenities and conditions vary widely. Some sites have extensive recreational amenities, whereas others support more dispersed recreational uses and contain few or no permanent facilities. Half the recreation sites in the McKenzie basin provide boat access, approximately one-third provide picnic facilities, and one-third provide campground facilities.

ODOT designated a portion of the highway from Aufderheide Drive to Santiam Junction as a State Scenic Byway. The route follows and/or provides access to other state and federally designated scenic byway routes. State and federal programs also designated portions of the McKenzie River adjacent to the highway as scenic. A 12.7-mile stretch of the upper McKenzie River holds National Wild and Scenic River designation while a 15.8-mile portion carries Oregon Scenic Waterway status.

The McKenzie River is the dominant environmental feature in the Corridor. The McKenzie watershed is the municipal water source to over 200,000 Lane County residents and one of only three basins in Oregon governed by the Three Basin Rule. This Oregon Administrative Rule, in effect since 1977, recognizes the importance of protecting the McKenzie watershed's high water quality for municipal water supplies, recreation, and aquatic life and restricts the issuance of new waste discharge permits in the McKenzie watershed.

Highway 126 East Interim Corridor Strategy, May 1998 The Department of Environmental Quality (DEQ) reports that the McKenzie watershed contains some of the highest quality streams in the state. Of the 142 sites monitored by DEQ, the highest water quality was found in the upper four sites of the McKenzie basin. The McKenzie River, its tributaries, and adjacent riparian vegetation and forests provide migration routes and critical habitat for numerous sensitive, threatened, and endangered species, including the bald eagle, osprey, spotted owl, bull trout, and spring Chinook salmon. The U.S. Fish and Wildlife Service considers the McKenzie bull trout population as the only viable population remaining the in Willamette basin, while the Oregon Department of Fish and Wildlife considers the McKenzie watershed as the most important drainage for natural spring Chinook production in the Willarnette basin. Increased use of riparian areas for roads, agriculture, and residential purposes has led to an increased fragmentation of the riparian landscape. For the mainstem McKennie River, 92 percent of the river has experienced alteration of the streamside forest and separation from its floodplain.

Steep gradients and the large volume of runoff make the McKenzie River system a valuable hydroelectric resource. The six dams provide hydroelectric power and flood control. Eugene Water & Electric Board (EWEB) generates power through the operation of the Walterville and Leaburg Hydroelectric Projects on the lower McKenzie and three dams on the upper McKenzie at the Carmen-Smith and Trial Bridge Hydroelectric Projects. The Army Corps of Engineers (ACOE) also operates the Blue River Dam on Blue River and Cougar Dam on the South Fork of the McKenzie. While both ACOE dams provide storage for flood control, flow augmentation, and navigation functions, hydroelectricity is generated only at Cougar Dam.

Urban development and agricultural activities at the western end of the Corridor have the greatest impact on fish and wildlife habitat. Similarly, the close proximity of Highway 126 to many segments of the river impacts riparian vegetation and stream habitat and poses a risk to water quality from runoff and the potential from hazardous materials spills.

Potential exists for hazardous material spills in the Corridor. Truck shipments through the Corridor include a wide variety of hazardous materials, however gasoline and diesel are probably by far the most common. Information regarding hazardous material cargo is based on a limited and sporadic inventory taken at the Walterville weigh station. State Fire Marshal and Public Utility Commission reports show that Highway 126 Corridor had three hazardous incidents involving non-fuel cargo since 1988. In addition, the highway had four incidents involving fuel cargo (one propane tanker accident involved no release of its contents).

The eastern portion of the Corridor lies within the Eugene-Springfield Air Quality Maintenance Area (AQMA) which is designated as non-attainment for the National Ambient Air Quality Standard for carbon monoxide (CO). The AQMA extends east just beyond the Eugene-Springfield UGB. A conformity analysis is required to demonstrate that additions to the transportation system do not jeopardize the region's attainment

Highway 126 East Interim Corridor Strategy, May 1998 5-26 and maintenance of the air quality standard. By agreement with the Environmental Protection Agency (EPA), project-level conformity air quality analyses must be considered for all projects within the Eugene-Springfield UGB.

The portion of the Corridor within the Eugene-Springfield UGB is designated as non- attainment for the National Ambient Air Quality Standard for particulate matter less than 10 micrometers (PM,,). The Eugene-Springfield PM,, Statewide Implementation Program established that emissions from motor vehicles are not a significant contributing factor to overall PM,, emissions and concluded that control of emissions from motor vehicles is not necessary to demonstrate attainment with the PM,, standards. There has not been an exceedance of the PM,? standards in this area since 1987. The Lane Regional Air Pollution Authority is preparing a request that EPA revoke this non-aftainment designation for PM,,.

In July 1997, EPA announced new air quality standards for fine particulate matter (PM,,,) and ground-level ozone. Estimated timelines for non-attainment areas to comply with these new standards are the year 2012 for PM,,, and 2010 for ozone. Motor vehicle emissions may well have a greater impact in the PM,,, range than they did for '=MI,. Transportation systems, modal choices, and fuel prices can significantly influence energy use patterns. While several modes of transportation are available, the opportunity to select energy-efficient modes varies because choices do not exist throughout the Corridor.

General Issues

Potential impacts of highway improvement projects on the natural environment (rural) Degradation of water quality and spawning habitat from runoff and siltation Encroachment or damage to riparian areas and other sensitive habitat Loss or damage to trees and vegetation Alteration of river channel function from fill and removal activities Highway and roadside maintenance practices effect on the natural environment (urban and rural) Impact of highway sanding on river and spawning beds Vegetation maintenance and removal (e.g., herbicide spraying, removal of nesting trees) (Note: Roadside herbicide spraying only occurs west of MP 43. Tradeoffs for further reductions in herbicide use may mean increased safety and highway congestion concerns associated with more frequent, low- speed mechanical roadside vegetation maintenance activities and effective control of noxious and invasive non-native vegetation.) Ensuring safe transport of hazardous materials through the Corridor (urban and rural) Threat posed to water quality in the McKenzie River from a toxic spill accident

Highway 126 East Interim Corridor Strategy, May 1998 5-27 Increase in fuel prices may create demand for efficient alternate modes of transportation (i.e., LTD and inter-city bus service, carpooling, and bicycle) Preservation of the Corridor's aesthetic and scenic qualities (rural) Impacts of highway improvement projects on the Corridor's scenic qualities through vegetation removal and road realignment Noise and air pollution Traffic noise, especially in areas where residences are in close proximity to the highway.

Site-Specific Issues

Current plans for the highway at beaburg Lake will reduce wintering duck forage o Water fowl crossing highway at Leaburg Lake

0 Concern with the plan to place fill on the floodplain in Vida, across from the Riverside Inn Redds (spawning beds) 25-feet off right-of-way near MP 37

Opportunities for Addressing Issues

Energy-efficient land use planning aimed at reducing travel needs (Transportation Demand Management strategies) (urban and rural) Oregon Scenic Byways program (rural) Northwest Power Planning Council's identifying the McKenzie as a focus watershed (urban and rural) Completed studies and watershed analyses in the Corridor (Army Corps of Engineers, BLM, EWEB, U.S. Forest Service, Weyerhaeuser) (rural) Existing procedures for hazardous material accident response (urban and rural) Lane County riparian ordinance (rural) Many highway improvements require environmental impact assessments and are subject to federal and state environmental guidelines and regulations (urban and rural) Highway improvements can create scenic vistas (urban) State's Urban Fringe Rule, which has the intent to make it less convenient for ex- urban residents to commute into town (urban and rural) Partnering with the McKenzie Watershed Council

Constraints on Addressing Issues

Changing auto-use behavior is difficult (urban and rural) Low density in rural portions of the Corridor renders Transportation Demand Management (TDM) impractical (rural) The ability to select among energy-efficient modes of travel is limited in the Corridor (i.e., lack of bicycle, pedestrian, and passenger rail facilities) (urban and rural) Limited funding for expanding public transit service (urban and rural)

Highway 126 East Interim Corridor Strategy, May 1998 5-28 Highway congestion (urban and rural) Highway maintenance and improvements can adversely impact sensitive natural areas (rural) Topography and landform in the Corridor (rural) Steep slopes and slope stability Curvy nature of the Corridor Proximity of river and riparian area to highway Limited funding for highway improvements (urban and rural)

Values

0 Rural character Small, unincorporated rural communities o Rural atmosphere and life style 0 Small businesses Livability and accessibility to neighbors/neighborhoods Privacy for homes along the highway Personality, charm, and livability of the McKenzie River Valley Retreat and sanctuary from urbanization Quality of life and river-living culture Role the highway plays in linking communities along the Corridor

Nature of people with a stake in the Corridor Active and involved population 0 Working together towards a common goal

Historic and cultural resources Covered bridges and other cultural and historic landmarks in the Corridor

Scenic qualities The Corridor's natural beauty and grace A human, spiritual, and physical source of renewal Diverse landform Tourism livelihoods

Natural environment Water quality, both in the McKenzie River and in its tributaries Lush and healthy riparian habitat Large trees Fish and wildlife habitat in general

Recreational opportunities Access to recreation areas A tourist destination

Highway 126 East Interim Corridor Strategy, May 1998 Highway safety Safe functioning highway 0 Access for emergency services

Free flowing traffic Access to Eugene o Access to the mountains and eastern Oregon

Highway 126 East Interim Corridor Strategy, May 1998 Chapter Six Interim Corridor Strategy Chapter Six lnterim Corridor Strategy

Introduction

The lnterim Strategy for Highway 126 East was developed in consultation with Corridor stakeholders who represent the various local and state, private, and public interests in the Corridor. The Strategy takes into consideration the values, issues, opportunities, and constraints identified during the strategy development process, as well as existing and projected future conditions in the Corridor (see Chapters 2-5).

Limited technical data was available to assist in framing the issues; however, additional analyses will occur in subsequent stages of the corridor planning process and in connection with other related planning activities. The information gleaned from these studies will further help define transportation needs and solutions, and is expected to result in refinements to this lnterim Strategy.

The lnterim Strategy consists of goals and objectives that, when taken as a whole, will serve to guide planning along the Corridor. At this stage in the planning for the Corridor, a wide range of alternatives is sought for later evaluation. In balancing the competing goals, it is appreciated that certain trade-offs may be required.

Goals and objectives contained in the strategy are categorized based on the OTP's policies guiding transportation planning. In some cases, individual objectives may respond to several of these categories. For example, some actions to improve regional connectivity also could be expected to ease future congestion. Similarly, programs to address transportation balance through demand management also would affect energy and environmental objectives. For these overlapping effects, the reader is urged to review the related categories.

While many objectives apply to the entire Corridor, others may apply to only a specific portion of the Corridor, such as the rural segment or the urban segment. These limitations are noted where applicable.

Vision for the Highway 126 East Corridor

The OTP, adopted in 1992, is built on the vision of a transportation system that moves people and goods in a way that provides for livability and economic prosperity for all Oregonians. As the Oregon Transportation Commission (OTC) sees it, this state-wide system will provide Oregonians and visitors with access to goods, services, jobs, and recreation, while providing Oregon industry access to national and international resources and markets.

Highway 126 East lnterim Corridor Strategy, May 1998 Most residents of the Highway 126 East Corridor share this vision, but they also point out a number of matters of local and state-wide significance that should not be overlooked. In particular, they stress the importance of protecting the scenic and environmental qualities of the McKenzie River watershed and the communities in its midst.

The lnterim Corridor Strategy aims to support a vision where an optimal balance between the Corridor's transportation functions and other important local, state-wide, and regional interests are met. Consequently, the vision for the Corridor is that:

The Highway 126 East Corridor serves as a scenic and recreational route, an important link in the state's transportation system, and access for local communities, while transportation decisions in the corridor emphasize the importance of protecting its significant natural resources.

Goals And Objectives

A. Transportation Balance Goal

Provide a choice in means of travel for urban and rural users of the Corridor.

Transportation Balance Objectives

Automobile

A1 . Increase rideshare in the Corridor.

A2. Establish Park-and-Ride lots in the Corridor, considering a site at the urban-rural periphery, in Leaburg, and where informal Park-and-Ride lots exists.

A3. Implement projects in urban and rural portions of the Corridor to maintain appropriate transportation service level standards. Congestion and safety are the principle issues to be resolved in the urban portion of the Corridor. The principal issues in the rural portion of the Corridor are related to safety, through movement of traffic, and providing for local access.

Public Transit and Inter-City Bus

A4. Address transit needs as stand alone projects and when highway facilities are replaced, added, or upgraded in conjunction with other highway construction and maintenance.

A5. Preserve existing Lane Transit District (LTD) service in the Corridor and improve service between Walterville and Springfield.

Highway 126 East Interim Corridor Strategy, May 1998 6-2 A6. Develop design guidelines for bus stops in rural areas, including bus turnouts, shelters, and safe waiting areas for LTD, school, and inter-city buses.

A7. Develop multi-modal hubs along the Corridor at commercial areas where connections can be made with other travel modes.

A8. Evaluate existing transit service in the Corridor for Park-and-Ride development, and provide additional Park-and-Ride lots and transit transfer stations in the Corridor where appropriate.

A9. Work with inter-city and local transit providers to assess demand for services and intermodal hubs. Identify recreational and employment destinations along the Corridor served or potentially served by local or inter-city services.

A1 8. Design passenger intermodal transportation hubs to comply with the Americans with Disabilities Act (ADA).

A1 1. Improve the mobility of the transportation-disadvantaged population (e.g., elderly, disabled, and welfare to work participants) living within the Corridor using a coordinated approach involving state, local, and private providers of paratransit, specialized social and medical services (e.g., LTD, Ridesource, wheelchair- accessible taxi companies, and private non-emergency medical transportation)

Bicycle Facilities

A12. Address bicycle needs (e.g., add bicycle lanes, widen shoulders) as stand alone projects and when highway facilities are replaced, added, or upgraded in conjunction with other highway construction and maintenance.

A1 3. Provide shoulders where feasible along the entire rural portion of the Corridor.

A1 4. Provide secure bicycle parking facilities at Park-and-Ride lots and at major bus stops and boat landings.

A1 5. Evaluate striping bicycle lanes or provide an alternative bicycle route along Main Street in Springfield.

A1 6. Increase efforts to clean roadway shoulder of debris, particularly during the peak summer cycling season.

Pedestrians and Walkways

A17. Address pedestrian needs as stand alone projects and when highway facilities are replaced, added, or upgraded in conjunction with other highway construction and maintenance.

Highway 126 East Interim Corridor Strategy, May 1998 6-3 A1 8. Provide shoulders where feasible along entire rural portion of the Corridor.

A19. Revise Lane County codes to require pedestrian amenities (e.g., sidewalks, crosswalks, raised medians) in urban areas and rural communities.

A20. lmprove pedestrian crossing opportunities (e.g., crosswalks, pedestrian islands, raised medians) in the Corridor, especially along Main Street in Springfield.

A21. Provide continuous sidewalks (fill in the gaps) along Main Street in Springfield.

A22. Provide walkways or sidewalks as appropriate to provide safe and convenient pedestrian circulation within rural communities.

A23. Bring existing sidewalks up to ADA standards.

Freight Movement

A24. Evaluate whether additional passing lanes or improvements to existing passing lanes are needed in the Corridor. Determine whether additional passing lanes or improvements to existing passing lanes would be safe and cost-effective and then provide passing lanes where appropriate.

A25. lmprove roadway geometry.

A26. Conduct a comprehensive study of trucking in the Corridor to include an analysis of: The nature of truck traffic including frequency, type of goods, size of truck, origins, and destinations; Driver behavior such as speed, courtesy, and safety; Violations of weight and size limits; Amount and nature of hazardous cargo; and Alternative freight travel routes based on origin and destination.

B. Regional Connectivity Goal

Develop transportation facilities within the Corridor to provide a high degree of regional connectivity and efficient connectivity between state and local roadways for Corridor users.

Highway 126 East Interim Corridor Strategy, May 1998 Regional Connectivity Objectives

81. Maintain existing travel times in rural portions of the Corridor through improvements in roadway geometry, addition of climbing and turning lanes, and other improvements where appropriate and feasible.

B2. Minimize the increase in existing travel times in the urban portion of the Corridor through the most appropriate and effective means based upon Transplan and studies conducted during Phase II of the Highway 126 East planning process.

B3. Evaluate the level-of-serviceof major intersections in the urban area to determine the need for future improvements.

B4. Evaluate the affects on the Corridor from the Jasper Road Extension project, which will improve access into Springfield from the south and improve the function of Highway 126 by removing some indirect trips.

B5. Provide turning refuges at major intersections (e.g., Thurston Road, Deerhorn Road) and at significant recreation sites to improve safety and traffic flow.

B6. Use the Highway Pavement Management System to guide maintenance of the road surface at a fair or better pavement condition.

87. Alert drivers to hazards such as slow and recreational traffic through signs, radio and/or electronic message boards.

88. ldentify locations in the Corridor where different modes of travel can be linked (e.g., inter-city bus, school bus and transit stops, bike parking facilities, Park-and- Ride lots).

ldentify types of services needed to create regional and local hubs. ldentify potential regional and local providers who could serve the identified hubs.

B9. Evaluate development proposals and changes in land use plans and ordinances for their impacts on efficient movement of traffic in the Corridor.

C. Highway Congestion Goal

Operate and develop all transportation facilities within the Corridor at a level of service that will help mitigate congestion.

Highway 126 East Interim Corridor Strategy, May 1998 Highway Congestion Objectives

C1. Maintain state level of service standards for vehicle traffic while improving service and accessibility for alternative modes of travel (e.g., bicyclists, pedestrians, and bus riders). The Oregon Department of Transportation (ODOT) will work in cooperation with local jurisdictions to meet local level of service (LOS) standards or at a minimum, not allow the local LOS to degrade.

C2, lmprove highway conditions through selective addition of passing, deceleration and turning lanes; turnouts; wider shoulders; and intersection improvements. Specific proposals may include:

0 Provide additional passing lanes between Springfield and Deerhsrn Road, e Upgrade the Goodpasture Bridge curve, Right-turn lane into Walterville School, and Consider realignment or other improvements at intersections with limited sight distance.

C3. Minimize the impact of projected congestion in the urban portion of the Corridor by implementing the following strategies through Transplan:

Land use management efforts, including nodal development and access management; Transportation Demand Management programs; Enhancement of alternative modes, including transit, bicycle, and pedestrian facilities; System management techniques to improve traffic flow (e.g., improve signal timing); and Preparation of a detailed study of the intersection at Highway 126lMain StreetIJasper Road extension to try to maintain operations at acceptable levels of service.

C4. Implement minor modifications such as change in striping and illumination to improve traffic flow.

C5. lmprove or clarify signs in high traffic areas (e.g., passing zones, intersections, curvy areas, rural communities, and high traffic and pedestrian congestion areas).

C6. Promote and encourage the use of transit service.

C7. lmprove school and LTD bus stops to reduce traffic conflicts.

C8. Reduce congestion by:

Implementing access management measures;

Highway 126 East Interim Corridor Strategy, May 1998 Consolidating driveways, particularly for new development; Improving the local road network where possible to reduce the need for direct access to the highway (e.g., "A Street and Aster Street inside Springfield); Improving intersections (e.g., turning lanes, alignment); Providing adequate parking at recreation sites; Providing additional lanes or deceleration lanes at intersections where appropriate; Providing consistent wider shoulder widths and improving road geometry in the rural portions of the Corridor; Making capital improvements to reduce congestion in the urban portion of the Corridor where appropriate; and Identifying potential intermsdal transfer locations and evaluate them for improvements.

C9. Encourage use of carpools, vanpools, and charter buses for all travel purposes including recreational outings.

Work with recreation providers to identify daily and seasonal peak flow and evaluate alternate transit strategies.

C10. Examine techniques to shift travel for major employers to off-peak hours.

C11. Regularly monitor traffic conditions and proactively identify options to address emerging congestion in the urban fringe to preserve the greatest flexibility of alternatives for the final project design.

C12. Develop and implement an access management plan for the urban section of the Corridor near the intersection at Highway 126lMain Street and for other identified congestion and safety problem areas in the Corridor. Access management plans should be developed in context of what will be necessary to accommodate future traffic conditions.

C13. Develop an Access Management Plan for the rural portion of the Corridor that manages highway facilities in a manner that at least maintains the following minimum standards: Level of Service "C" in rural unincorporated communities. Level of Service "B" in rural areas other than rural communities. Identify concentrations of rural development outside rural unincorporated communities and evaluate whether Level of Service "C" standards are warranted.

Highway 126 East Interim Corridor Strategy, May 1998 D. Safety Goal

Continually improve all facets of transportation safety within the Corridor.

Safety Objectives

Dl. Coordinate with Oregon State Police, Lane and Linn County Sheriff's Departments, ODOT, and other agencies to reduce speeding and other traffic violations in the Corridor.

Evaluate speed zones through rural communities and at known problem locations and consider appropriate changes in speed limits. Candidate locations for further investigation include: - School zone near Walterville School, and - Goodpasture Bridge curve. Expand speed limit enforcement by: - Utilizing mobile digital speed indicators and available enforcement technology, and - Developing inter-agency saturation speed enforcement programs to create an enforcement presence. Investigate reports of illegal triple-trailer operations in the Corridor and if found, take appropriate actions.

D2. Prioritize safety improvement projects based on the severity and frequency of vehicle accidents (e.g., Safety Priority Index System).

Verify problem locations by reviewing state accident records and citizen input on accidentlproblem locations. Identify contributing factors and solutions that can be taken to improve safety in verified problem locations. Create a public input process to solicit safety concerns in the Corridor.

Project solutions may include minor design modifications (e.g., striping and illumination) and major redesign (e.g., street alignment changes, turning lanes, wider shoulders, passing lanes) to improve safety. Program solutions may include: heightened traffic law enforcement, drivers' education and training, and other proposals outlined in the Oregon Transportation Safety Action Plan.

D3. Consider improving visibility along the Corridor, especially in safety problem areas by:

Improving lighting and installing reflective devices at key locations, Maintaining all roadway delineation (e.g., fog lines, sight delineator posts) to be highly visible,

Highway 126 East Interim Corridor Strategy, May 1998 6-8 Using longer-lasting materials for striping, Considering realignment or other improvements at intersections with limited sight distance, and Pruninglcutting roadside vegetation.

Candidates for further investigation include the following:

Poor illumination at the Main StreetIHighway 126 intersection Poorly defined and illuminated intersection at the east end of Blue River Drive Goodpasture Bridge turnoff Trees on north side of road at MP 17 and at west end of Leaburg Drive

D4. Analyze alternatives to reduce accident risk near locations with a high number of turning or passing vehicles.

Candidates for further investigation include the following locations:

7gthStreet, Thurston Road, Cedar Flat Road, West end of Deerhorn Road, Page Road, ROSSLane, West Holden Creek Lane, Passing lane and westbound left-turn at east end of Greenwood Drive, Thomson Lane, a Nimrod store, TaylorINorth Bank Road, Angels Flight Road, and Goodpasture Road.

D5. Consider opportunities to improve highway safety conditions associated with the number, location, and design of private driveways through implementation of access management measures. Through Transportation System Plans and Refinement Plans, examine alternatives for amending or augmenting the existing local street network in the Corridor to reduce points of access and to improve public safety.

D6. Consult with emergency service providers and hazardous materials response teams to identify programs, highway improvements, and changes in highway construction and maintenance practices that will allow for improved emergency response time. Review and modify, if needed, the current hazardous materials response program. Identify potentially unsafe locations and develop necessary improvements to accommodate hazardous freight transport needs.

Highway 126 East Interim Corridor Strategy, May 1998 6-9 D7. lmprove or clarify signs (including flashing yellow warning lights) in accident prone areas (e.g., passing zones, intersections, bus stops, curvy areas, areas of high pedestrian activity, and where farm equipment is on the road).

D8. Work with rural route postal carriers to explore relocating mailboxes on the same side of the highway as residences.

D9. Provide shared shoulder where practical to provide an area for turning movements, safe refuge for slow and disabled vehicles, and to improve safety for bicyclists and pedestrians.

Dl0. Work with federal, state, and county recreation providers to improve highway safety by correcting ingressfegress problems to recreation sites in the Corridor

Dl1, Reevaluate permitted passing areas in the Corridor.

Candidates for further investigation include, but are not limited to the following locations:

Two-directional passing lane at MP 15 Two-directional passing lane at MP 19.

D12. Implement effective low-cost improvements, including improved lighting, signing, striping, and other measures before making major improvements, such as highway widening or realignment to address safety problems.

E. Economic Goal

Promote economic health and diversity by providing efficient movement of goods, services, and people; maintaining safe and effective access to recreational opportunities and to local businesses; and protecting the Corridor's scenic values.

Economic Objectives

El. lmprove recreational and tourist-oriented traffic flow in the rural portion of the Corridor by developing common signs for community entrances, local points of interest, recreational and tourist opportunities, and cultural attractions.

E2. Pursue Oregon Scenic Byway designation for the remaining scenic portions of the Corridor that are not currently designated.

E3. Investigate the availability of federal enhancement funds for the Scenic Byway designated portion of the Corridor.

Highway 126 East Interim Corridor Strategy, May 1998 E4. Facilitate communication between ODOT and local businesses in identifying ways to correct ingresslegress problems to local businesses and ways to fund needed safety and traffic flow improvements.

E5. Work with federal, state, and local recreation providers to provide adequate and appropriate parking at recreational sites (e.g., Helfrich, Forest Glen, Silver Creek, Rennie's Landing) to minimize conflicts with through traffic.

E6. Improve the intersection of Blue River Drive and Highway 126 (eastern portal to Blue River) by better defining traffic flow, eliminating the large asphalt island, and installing a welc~mesign to promote safe and easy access to the community of Blue River. Identify, prioritize, and conduct similar visual enhancement projects in other portions of the Corridor.

E7. Publicize construction schedules through news releases, notices, the ODOT Internet site, and highway signs. Coordinate construction schedules with special events in the Corridor to minimize traffic conflicts.

E8. Construct and improve existing scenic pull-outs, viewpoints, and interpretive sites at appropriate locations along the Corridor to minimize turning conflicts; improve traffic flows; and promote the Corridor's scenic, environmental, and historic values.

E9. Work with local businesses and recreation providerslusers to assess their interest in or need for alternative transportation modes.

F. Social and Land Use Goal

Develop an integrated land use and transportation system that maintains the quality of life while providing a safe and efficient road system.

Social and Land Use Objectives

F1. Encourage transportation efficiency and minimize vehicle miles traveled through land use actions that:

* Concentrate urban development in nodal development areas (a mixture of housing, retail, services and employers where people can shop, obtain services and work near their home); Retain existing commercial and service opportunities in rural portions of the Corridor to reduce the need for longer trips; and Enhance access to pedestrian, bicycle, and transit connections.

F2. Address community needs and concerns early in highway project development.

Highway 126 East Interim Corridor Strategy, May 1998 6-1 1 F3. Coordinate current and long-range land use planning to improve transportation efficiency.

F4. Design transportation improvements to:

Preserve the livability of the communities within the Corridor; and Avoid, minimize, or eliminate impact on sensitive cultural, historical, and archaeological resources.

F5. Apply access management techniques to limit the impacts of new development on transportation efficiency, including the number and location of driveways.

F6. Encourage jurisdictions to notify and to provide other affected jurisdictions the opportunity to comment on proposed developments or actions that may impact transportation efficiency in the Corridor.

F7. Minimize large-scale removal of vegetation that provides visual and sound buffers between residences and the highway.

F8. Direct new development in the Corridor to occur within the Eugene-Springfield urban growth boundary.

F9. Implement development standards, such as street trees, sidewalks, and other pedestrian amenities in the Springfield urban area and in rural communities where appropriate.

F10. Evaluate development proposals and changes in land use plans and ordinances for their impacts on transportation efficiency in the Corridor.

F11. ldentify transportation facilities that should be completed with historic design components when replaced.

F12. ldentify areas likely to be subject to environmental justice3 issues.

G. Environmental Impacts Goal

Provide a transportation system that is environmentally responsible, helps protect the McKenzie River, and encourages protection of natural resources.

Environmental justice has been defined as the pursuit of equal justice and equal protection under the law for all environmental statutes and regulations without discrimination based on race, ethnicity, andlor socioeconomic status.

Highway 126 East Interim Corridor Strategy, May 1998 6-12 Environmental Impacts Objectives

GI. Reduce surface runoff impacts on water quality by:

Designing roadway improvements that utilize infiltration, detention facilities, and natural filtration techniques to minimize surface runoff pollutants into adjacent waterways; Instituting erosion control measures during highway construction; and Stabilizing roads and road cuts so that they do not contribute to increased sedimentation.

G2. Reduce risks posed by hazardous material transported through the Corridor by:

Designing roadway improvements that include catch basins to prevent spilled hazardous materials from contaminating surface water and groundwater; Developing a coordinated accident response plan and communication network to improve response time in the event of a hazardous spill. Agencies that should be integrated into the network include: Eugene Regional Hazmat Team, Rural Fire Protection Districts, Eugene Water & Electric Board, Springfield Utility Board, Rainbow Water District, ODOT District Office and Maintenance Shops, Emergency and Disaster Coordinator in Lane County Sheriff's Office, Springfield Police, Oregon State Police, U.S. Forest Service Ranger Districts, Lane County Public Works, etc.; a Performing a truck traffic surveylstudy to determine the extent and type of hazardous material being transported through the Corridor; and Fix known highway problem areas.

G3. Reduce use of herbicides through integrated vegetation management techniques.

G4. Restrict vegetation removal in close proximity to waterways and other sensitive habitat.

G5. Identify and replace culverts that limit passage of fish and other aquatic life.

G6. Create an environmental overlay and priority index that can be consulted prior to highway improvement projects. The overlay should include those areas where major improvements should be avoided or proceed with extreme caution due to potential conflicts. Items to be inventoried should include:

Rare, threatened, sensitive, and endangered species and their known habitats; Wetlands; Waterways;

Highway 126 East Interim Corridor Strategy, May 1998 Significant wildlife habitat including spawning beds (e.g., spawning bed in close proximity to highway near MP 37); Scenic Byway designations; Federal and state river designations; Hazardous materials sites; and Archaeological, cultural, and historic resources Areas subject to transportation-related noise impacts

G7. Maintain scenic views from the highway by:

Working with the Bureau of Land Management, USFS, large private timber landowners, and the Oregon Department of Forestry to minimize visual impacts from timber harvest activities; Identifying scenic viewpoints and vistas to preserve; e Working with Lane and Linn counties, property owners, and businesses to establish a sign ordinance that limits the number, size, and placement of signs in the rural portion of the Corridor. Remove scenic intrusions such as billboards and other non-essential signs; and Implement design guide for the State Scenic Byway designated portions of the Corridor.

G8. Evaluate the impact of transportation improvements and increased vehicular traffic and emissions on air quality, particularly within the urban portion of the Corridor. Coordinate with Lane Regional Air Pollution Authority and integrate with Transplan to ensure compliance with the federal Clean Air Act Amendments.

G9. Maintain the integrity of the McKenzie State Scenic Waterway and National Wild and Scenic River by:

Working with the Oregon Parks and Recreation Department during the design, development, and construction of projects in order to comply with state scenic waterway regulations; Working with the Willamette National Forest during the design, development, and construction of projects in order to comply with Section 7 of the National Wild and Scenic Rivers Act and the NW Forest Plan's Aquatic Conservation Strategy.

GI 0. Identify areas subject to traffic noise impacts and consider measures to reduce noise levels as traffic levels increase.

Highway 126 East Interim Corridor Strategy, May 1998 H. Energy lmpacts Goal

Provide a transportation system that minimizes transportation-related energy consumption by encouraging the use of energy-efficient transportation modes and transit-efficient development patterns.

Energy lmpacts Objectives

HI. Provide opportunities to use energy-efficient modes of travel by improving transit service, promoting carpooling, and encouraging other means ~f reducing single- occupancy vehicle use.

HZ?. Reduce commuter vehicle trips by encouraging strategies such as telecommuting, four-day work weeks, and increased transit service.

H3. Provide incentives to use energy-efficient transportation means of travel in the Corridor.

H4. Coordinate with EWEB on highway improvement projects that could adversely affect their electric power generating facilities.

Highway 126 East Interim Corridor Strategy, May 1998 Appendix A Applicable Directives and State-Wide Plans lntermodal Surface Transportation Efficiency ACT (1991)

While not a State directive, the 1991 Federal lntermodal Surface Transportation Efficiency Act (SITEA) establishes standards and guidelines for transportation nation- wide. To qualify for federal funding, ISTEA requires states to develop integrated state- wide transportation plans, show cooperation among various units of government, and provide meaningful public input. Oregon's plan to meet the ISTEA requirements includes the OTP and the corrid~rstrategies.

The federal rules adopted to carry out ISTEA includes a list of items that must be considered in the development of state transportation plans. They are as follows:

The transp~rtationneeds (strategies and other results) identified through the management systems required by 23 U.S.C. 3Q3;

Any federal, state, or local energy use goals, objectives, programs, or requirements;

Strategies for incorporating bicycle transportation facilities and pedestrian walkways in projects where appropriate throughout the state;

International border crossings and access to ports, airports, intermodal transportation facilities, major freight distribution routes, national parks, recreation and scenic areas, monuments and historic sites, and military installations;

The transportation needs of non-metropolitan areas [areas outside of metropolitan planning organization (MPO) planning boundaries] through a process that includes consultation with local elected officials with jurisdiction over transportation;

Any metropolitan area plan developed pursuant to 23 U.S.C. 134 and Section 8 of the Federal Transit Act 49 U.S.C. app. 1607;

Connectivity between metropolitan areas with the state and with metropolitan areas in other states;

Recreational travel and tourism;

Any state plan developed pursuant to the Federal Water Pollution Control Act, 33 U.S.C. 1251 et seq. (and in addition to plans pursuant to the Coastal Zone Management Act);

Highway 126 East Interim Corridor Strategy, May 1998 Transportation system management and investment strategies designed to make the most efficient use of existing transportation facilities (including consideration of all transportation modes);

The overall social, economic, energy, and environmental effects of transportation decisions (including housing and community development effects and effects on the human, natural, and manmade environments);

Methods to reduce traffic congestion and to prevent traffic congestion from developing in areas where it does not yet occur, including methods that reduce motor vehicle travel, particularly single-occupant motor vehicle travel;

Methods to expand and enhance appropriate transit services and to increase the use of such services (including commuter rail);

The effect of transportation decisions on land use and land development, including the need for consistency between transportation decision making and the provisions of all applicable short-range and long-range land use and development plans (analyses should include projections of economic, demographic, environmental protection, growth management and land use activities consistent with development goals and transportation demand projections);

Strategies for identifying and implementing transportation enhancements where appropriate throughout the state;

The use of innovative mechanisms for financing projects, including value capture pricing, tolls, and congestion pricing;

Preservation of rights-of-way for construction of future transportation projects, including identification of unused rights-of-way that may be needed for future transportation corridors, identification of those corridors for which action is most needed to prevent destruction or loss (including strategies for preventing loss of rights-of-way);

Long-range needs of the state transportation system for movement of persons and goods;

Methods to enhance the efficient movement of commercial motor vehicles;

The use of life-cycle costs in the design and engineering of bridges, tunnels, or pavement;

Highway 126 East Interim Corridor Strategy, May 1998 The coordination of transportation plans and programs developed for metropolitan planning areas of the state under 23 U.S.C. 134 and Section 8 of the Federal Transit Act with the state-wide transportation plans and programs developed under this subpart, and the reconciliation of such plans and programs as necessary to ensure connectivity within transportation systems;

Investment strategies to improve adjoining state and local roads that support rural economic growth and tourism development, federal agency renewable resources management, and multipurpose land management practices, including recreation development; and

o The concerns of Indian tribal governments that have jurisdiction over lands within the boundaries of the state.

Transportation Planning Rule (OAR 660-12) (Adopted April 1991, and amended May 1995)

The Transportation Planning Rule (TPR) is a rule adopted by Land Conservation and Development Commission to implement Statewide Planning Goal 12 (Transportation) and to describe how transportation planning is to be undertaken to be consistent with the other Statewide Planning Goals. This rule establishes the range of alternatives to be looked at in developing a transportation plan including:

Improvements to existing facilities or services; New facilities and services, including different modes or combinations of modes that could reasonably meet identified transportation needs; Transportation system management measures; Demand management measures; and A no-build system alternative required by the National Environment Policy Act of 1969 or other laws.

The TPR also establishes several plan evaluation standards that are most relevant to the development of a corridor strategy. These standards are as follows:

The transportation system shall support urban and rural development by providing types and levels of transportation facilities and services appropriate to serve the land uses identified in the acknowledged comprehensive plan.

The transportation system shall be consistent with state and federal standards for protection of air, land, and water quality, including the State Implementation Plan under the Federal Clean Air Act and the State Water Quality Management Plan.

Highway 126 East Interim Corridor Strategy, May 1998 The transportation system shall minimize conflicts and facilitate connections between modes of transportation.

The transportation system shall avoid principal reliance on any one mode of transportation and shall reduce principal reliance on the automobile. In MPO areas, this shall be accomplished by selecting transportation alternatives that meet the requirements in 660-12-035(4).

Oregon Transportation Plan (September 1992)

The Oregon Transportation Plan (OTP) is a policy document developed by the Oregon Department of Transportation (ODOT) in response to the federal and state mandates calling for systematic planning for the future of Oregon's transportation system. The OTP serves as the framework for all general, corridor-specific, and local transportation policy and system planning projects in Oregon. The OTP meets the statutory requirement that the Oregon Transportation Commission (OTC) develop and maintain a plan for a multimodal transportation system for Oregon. The OTP also carries out the federal ISTEA requirements for a state transportation plan. Finally, the OTP meets land use planning requirements for state agency coordination and the Goal 12 Transportation Planning Rule.

The OTP has three sections: a goals and policy element, a systems element, and a section on implementation. The goals of the OTP are to:

1. Enhance Oregon's quality of life and comparative economic advantage by providing a transportation system that is balanced; efficient; accessible; environmentally responsible; connective among places, modes, and carriers; safe; and financially stable.

2. Develop a multimodal transportation system that provides access to the entire state, supports acknowledged comprehensive local land use plans, is sensitive to regional differences, and supports livability in urban and rural communities.

3. Promote the expansion and diversity of Oregon's economy through the efficient and effective movement of goods, services, and passengers in a safe, energy efficient, and environmentally sound manner.

4. Implement the transportation plan by creating a stable but flexible financing system; by using good management practices; by supporting transportation research and technology; and by working cooperatively with federal, regional, and local governments, tribal governments, the private sector, and the public.

Highway 126 East Interim Corridor Strategy, May 1998 There are several specific policy statements and specific action statements to implement the goals of the OTP. Policies with specific action relevant to corridor planning are:

Policy IA - Balance

It is the policy of the State of Oregon to provide a balanced transportation system. A balanced transportation system is one that provides transportation options at appropriate minimum service standards; reduces reliance on the single-occupant automobile where other modes or choices can be made available, particularly in urban areas; and takes advantage of the inherent efficiencies of each mode.

Action 1A. I Design systems and facilities that accommodate multiple modes within corridors, where appropriate, and encourage their integrated use in order to provide users with csst- effective choices of travel and shipping within corridors.

Policy 1B - Efficiency

It is the policy of the State of Oregon to assure provisions of an efficient transportation system. The system is efficient when (1) it is fast and economic for the user; (2) users face prices that reflect the full costs of their transportation choices; and (3) transportation investment decisions maximize the net full benefits of the system. (Full benefits and costs include social and environmental impacts, as well as the benefits of mobility to users, and construction, operations, and maintenance costs).

Action IB. I Employ economic, social, energy, and environmental impacts as part of the transportation planning and project design process. This should be done on a total system basis rather than optimizing the cost effectiveness of one mode at the expense of another.

Policy 1C - Accessibility

It is the policy of the State of Oregon to promote a transportation system that is reliable and accessible to all potential users, including the transportation disadvantaged, measured by availability of modal choices, ease of use, relative cost, proximity to service, and frequency of service.

Action 1C. 1 Cooperatively define acceptable levels of accessibility through the establishment of standards in transportation system plans for minimum levels of service and system design for passengers and freight for all modes.

Action IC.4 Develop public transit, bicycle, and pedestrian systems in urban and rural areas.

Highway 126 East Interim Corridor Strategy, May 1998 A-5 Policy 1D - Environmental Responsibility

It is the policy of the State of Oregon to provide a transportation system that is environmentally responsible and encourages conservation of natural resources.

Action 10.3 Positively affect both the natural and built environments in the design, construction, and operation of the transportation system. However, where adverse impacts cannot be avoided, minimize or mitigate their effects on the environment.

Action ID.6 Assure the safe, efficient transport of hazardous materials within Oregon. For the purposes of this action, the definition of hazardous materials includes radioactive materials.

Work with federal agencies, the Public Utility Commission, the Oregon Department of Energy, and local governments to assure consistent laws and regulations for the transport of hazardous materials, including the development of standards for containment and crash-proofing such transport and the development of requirements for the visible signing of contents of carriers.

Participate in the work of the state Interagency Hazard Communication Council.

Require that local, regional, and state transportation systems plans provide for safe routing of hazardous materials consistent with federal guidelines, and provide for public involvement in the process.

Develop hazardous materials accident and spill management skills to deal with potential accidents.

Action 1D. 7 Minimize transportation-related noise impacts through improved enforcement of noise regulations, facility design, and compatible land use, and cooperate with regulatory agencies.

Policy I E - Connectivity among Places

It is the policy of the State of Oregon to identify and develop a state-wide transportation system of corridors and facilities that ensures appropriate access to all areas of the state, nation, and the world.

Action 1E.1 Identify a multimodal network of facilities to meet requirements for the movement of people, goods, and services throughout Oregon and develop a plan to implement that system.

Highway 126 East Interim Corridor Strategy, May 1998 A-6 Action IE.3 Develop and promote service in state-wide transportation corridors by the most appropriate mode including inter-city bus, truck, rail, airplane, passenger vehicle, and bicycle.

Policy 1F - Connectivity among Modes and Carriers

It is the policy of the State of Oregon to provide a transportation system with connectivity among modes within and between urban areas, with ease of transfer among modes and between local and state transportation systems.

Action f F.2 Encourage development of a system of open access passenger facilities throughout the state to expedite transfers between modes, routes, and carriers.

Action 1F. 3 Encourage development of efficient intermodal freight facilities, open to access to all where feasible, to encourage effective shifts among modes.

Policy 1G - Safety

It is the policy of the State of Oregon to improve continually the safety of all facets of state-wide transportation for system users, including operators, passengers, pedestrians, recipients of goods and services, and property owners.

Action 1G.4 Improve the safety in design, construction, and maintenance of new and existing systems and facilities for the users and benefactors, including the use of techniques to reduce conflicts between modes using the same facility or corridor. Target resources to dangerous routes and locations in cooperation with local and other state agencies.

Action I G. 10 Promote high safety standards for trucks and truck operators.

Work with national transportation organizations to accurately determine the safety implications of alternative truck sizes, weights, and configurations.

Expand the truck inspection program and have strong sanctions for consistent violators of trucking regulations. Continue to develop and institute a mobile enforcement plan to provide more effective size and weight enforcement utilizing weigh-in-motion, automatic vehicle identification, and other Intelligent Vehicle Highway System technologies.

Take action to minimize conflicts between trucks, automobiles, and recreational vehicles.

Highway 126 East Interim Corridor Strategy, May 1998 Policy 2A - Land Use

It is the policy of the State of Oregon to develop transportation plans and policies that implement Oregon's Statewide Planning Goals, as adopted by the Land Conservation and Development Commission (LCDC).

Action 2A.3 Coordinate state transportation planning with local and regional land use plans as described in the certified ODOTILCDC State Agency Coordination Agreement.

Action 2A.6 Restrict access from state facilities for incompatible activities and development where land use plans call for rural or resource developments.

Policy 2B - Urban Accessibility

It is the policy of the State of Oregon to define minimum levels of service and assure balanced, multimodal accessibility to existing and new development within urban areas to achieve the state goal of compact, highly livable urban areas.

Action 2B. 1 Cooperate with local governments and metropolitan planning organizations to develop integrated transportation plans for urban areas that meet the needs for urban mobility, and inter-city, interstate, and international travel within and near each urban area.

Action 2B.3 Increase the availability and use of transit, walking, bicycling, and ridesharing. Promote the design and development of infrastructure and land use patterns that encourage alternatives to the single-occupant automobile.

Policy 2C - Relationship of Interurban and Urban Mobility

It is the policy of the State of Oregon to provide interurban mobility through and near urban areas in a manner that minimizes adverse effects on land use and urban travel patterns.

Action 2C. 1 Plan and design interurban corridors in and near urban areas to preserve their utility for interurban travel. Appropriate means to manage highways might include ramp metering, limited interchanges, high-occupancy vehicle lanes, access control, separated express lanes for through traffic, and tolls. Appropriate means for other modes might include station and stop locations. The State of Oregon shall avoid highway capacity improvements that primarily serve commuters from outside of urban growth and urban containment boundaries.

Highway 126 East Interim Corridor Strategy, May 1998 A-8 Action 2C.2 Promote alternative modes and preservation and improvement of parallel arterials so that local trips have alternatives to the use of inter-city routes.

Action 2C.3 Encourage regional and local transportation system plans and land use plans to avoid dependence on the state highway system for direct access to commercial, residential, or industrial development adjacent to the state highway.

Action 2C.4 Promote the development of interurban bus and rail passenger service t~ improve urban accessibility and achieve land use goals.

Policy 28 - Facilities for Pedestrians and Bicyclists

It is the policy of the State of Oregon to promote safe, comfortable travel for pedestrians and bicyclists along travel corridors and within existing communities and new developments.

Policy 2F - Rural Mobility

It is the policy of the State of Oregon to facilitate the movement of goods and services and to improve access in rural areas.

Action 2F. 1 Improve rural highways, minimizing the interaction of passenger vehicles, bicycles, recreational vehicles, and freight vehicles by providing passing lanes and paved shoulders, wherever practical.

Policy 2H - Aesthetic Values

It is the policy of the State of Oregon to protect and enhance the aesthetic value of transportation corridors in order to support economic development and preserve quality of life.

Action 2H. 1 Include aesthetic considerations in the design, maintenance, and improvement of corridors and rights-of-way for all modes.

Policy 38 - Linkages to Markets

It is the policy of the State of Oregon to assure effective transportation linkages for goods and passengers to attract a larger share of international and interstate trade to the state.

Highway 126 East Interim Corridor Strategy, May 1998 Action 3B.3 Maintain, preserve, and improve the highway system in order to provide infrastructure for the efficient movement of goods by truck and bus.

Policy 3E - Tourism

It is the policy of the State of Oregon to develop a transportation system that supports intrastate, interstate, and international tourism and improves access to recreational destinations.

Action 3E.2 Identify certain transportation corridors as scenic routes and consider scenic values in corridor planning, improvements, and maintenance.

Policy 4G - Management Practices

It is the policy of the State of Oregon to manage effectively existing transportation infrastructure and services before adding new facilities.

Action 4G. I Place priority on preserving, maintaining, and improving the transportation infrastructure and services that are of state-wide significance.

Action 4G.2 Manage such factors as the number, spacing, type and location of accesses, intersections, and signals in order to operate the transportation system at reasonable levels of service and in a cost-effective manner.

Action 4G.3 Use demand management and other transportation systems operation techniques that reduce peak period single-occupant automobile travel, that spread traffic volumes away from the peak period, and that improve traffic flow. Such techniques include high- occupancy vehicle lanes with express transit service, carpools, parking management programs, peak period pricing, ramp metering, motorist information systems, route diversion strategies, incident management, and enhancement of alternative modes of transportation including bicycling and walking.

Action 4G.4 Protect the integrity of state-wide transportation corridors and facilities from encroachment by such means as controlling access to state highways, minimizing rail crossings, and controlling incompatible land use around airports.

Other policies and action statements concerning programmatic, system level, and state- wide function will also be addressed as needed during the corridor planning process.

Highway 126 East Interim Corridor Strategy, May 1998 A-1 0 The policies and actions featured in this section are those that give the most specific guidance for c~rridorplanning.

Statewide Modal and Multi-Modal Plans

Modal and multi-modal plans identify system needs, classify facilities, and establish policies for their operation, improvement, and financing. These plans include the:

Oregon High way Plan, Oregon Rail Freight Plan, Oregon Rail Passenger Policy and Plan, Oregon Transportation Safety Action Plan, Oregon Inter-modal Facilities and Connections Plan, Oregon Bicycle and Pedestrian Plan, Oregon Public Transportation Plan, and Oregon Aviation Systems Plan.

The more pertinent of these plans to the Corridor are described in greater detail below.

Oreson Hiah wa v Plan (June 199 1, currently being updated)

The Oregon Highway Plan (OHP) feeds into the OTP by carrying out Oregon Transportation Commission directions and policies relating to highways. The OHP outlines the policies and strategies that guide the Highway Division's operating and fiscal activities and called for the development of corridor plans.

The OHP includes a Level of Importance Policy that classifies the state highway system into four levels of importance (LOI). The policy provides overall direction for managing the system and provides a basis for developing funding strategies for improvements. Each LO1 is described in terms of its primary and secondary functions, key characteristics, and objectives for managing the operations of that class of highway. The Highway 126 East Corridor is classified as having state-wide level of importance with the management objective of providing for safe and efficient high-speed continuous flow operation in rural areas and high- to moderate-speed operations with limited interruptions of flow in urban and urbanizing areas.

The OHP also contains an Access Management Policy. This policy provides a framework for making access decisions which will be consistent with the function and operation levels of service identified in the LO1 policy.

Oreson Bicycle and Pedestrian Plan (1992, updated in June 1995)

The Oregon Bicycle and Pedestrian Plan provides direction and guidance to bikeway and pedestrian programs in Oregon. Goals and strategies are discussed in terms of

Highway 126 East Interim Corridor Strategy, May 1998 A-1 1 OTP Policy 2D "to promote safe, comfortable travel for pedestrians and bicyclists along travel corridors and within existing communities and new developments."

Goals of the plan include:

To provide safe, accessible, and convenient bicycling and walking facilities. To support and encourage increased levels of bicycling and walking.

The strategies providing the most explicit advice for corridor planning are:

Strategy IA Integrate bicycle and pedestrian facility needs into all planning, design, construction, and maintenance activities of the Oregon Department of Transportation (ODOT), local units of government, and other transportation providers.

Strategy 1B Retrofit existing roadways with paved shoulders or bike lanes to accommodate bicyclists, and with sidewalks and safe crossings to accommodate pedestrians, where needed.

The updated plan discusses rural highways. Access Oregon Highways are anticipated to meet standards that accommodate touring cyclists as they are upgraded with paved shoulders of adequate width. Under corridor planning, it is further noted that planning for adequate shoulders will generally accommodate bicycle travel and the occasional pedestrian traffic found in rural areas. Within communities along the corridor, sidewalks, and safe pedestrian crossings will also need to be provided.

Oreclon Transportation Safetv Action Plan (Adopted June 1995)

The Oregon Transportation Safety Action Plan (OTSAP) was developed as the safety element for the OTP and is considered part of the Statewide Transportation Plan required by ISTEA. The Plan identifies a safety agenda to guide ODOT and the State of Oregon for the next 20 years. Within ODOT, the focal point for transportation safety programs is the Transportation Safety Section (TSS), with guidance from the Oregon Transportation Safety Committee. The TSS organizes, plans, and conducts a state- wide transportation safety program by coordinating activities and programs with other state agencies, local agencies, non-profit groups, and the private sector.

The OTSAP encourages partnerships among state and local governments, community groups, businesses, and media to achieve a safer transportation system. Among the 70 actions, there are several key actions that pertain to Corridor planning. Responsibility for implementing these actions varies among specific ODOT Units (e.g., TSS, Planning, Research, etc.) and other agencies.

Highway 126 East Interim Corridor Strategy, May 1998 Statewide Transportation lmprovement Program (1996-1998)

The Statewide Transportation lmprovement Program (STIP) supports the OTP through scheduling funding for high-priority highway, transit, and bikeway capital improvement projects (including transit vehicle acquisition). It also identifies regionally significant local projects within MPO areas.

The STIP includes three categories of funding authorization. Projects listed for construction have been approved by the OTC for development and construction financing in the federal fiscal year indicated. The development section includes projects for which a need has been identified, but a final solution has not been determined. Projects are typically funded only through the completion of environmental studies or through the preparation of construction plans. The reconnaissance category provides for studies to determine the feasibility of a proposed improvement or for the determination of needed improvements within a study area that would yield more than one project.

Programmed improvements in the Corridor include:

A preservation project on Highway 126 from Greenwood Drive East to Vida (MP 22.5-26.2). Pavement will be widened to 36 feet in most places, bridge structures will be upgraded and widened, and a surface overlay will occur. A right-turn, deceleration lane will be constructed onto Leaburg Dam (MP 24.3) An horizontal cure improvement will occur at Leaburg Lake and a left- turdright-turn channelization will be constructed to access the Old Trout Hatchery.

McKenzie and Santiam Pass Scenic Byway enhancements.

e Construction of a traffic signal at the intersection of Highway 126 and 6gth Street.

Oregon Scenic Byways Program (Established in 1993)

The Oregon Scenic Byways Program is intended to achieve the following primary goals:

Create a unified, state-wide network of scenic highways that would recognize and manage Oregon's most outstanding scenic routes. Preserve or enhance the natural, scenic, historical, and cultural, recreational, and/or archaeological qualities of Oregon's byways. Provide a pleasurable attraction for in-state and out-of-state travelers.

ODOT designated the eastern portion of the Highway 126 East Corridor as a State Scenic Byway in 1997.

Highway 126 East Interim Corridor Strategy, May 1998 A-1 3 Appendix B Applicable Regional and Local Plans Discussions of regional and local plans and studies in this appendix are organized by the following categories:

Federal Plans and Studies County, Metropolitan Area, and City Plans and Studies Other Relevant Plans and Studies

Federal Plans and Studies

Eugene District Resource Management Plan And Environmental Impact Statement, Volumes l and I1 (Draft 1992)

Prepared by the Bureau of Land Management (BLM), the Eugene District's Resource Management Plan will establish guidelines for the management of BLM administered land in the Eugene District for approximately ten years.

Seven alternatives were developed and are presented in Volume I of this report to provide a range of responses to major issues identified earlier in the planning process. The issues are: Timber production practices; old growth forests; habitat diversity; threatened and endangered species habitat; special areas; visual resources; stream, riparian, and water quality protection; recreation resources, including wild and scenic rivers; land tenure; and rural interface areas. The plan includes a preferred alternative put forth by the BLM.

There are a number of management directions common to all alternatives. In regard to the transportation system the following is common to all:

"New roads would be kept to a minimum needed for management, and would be located, designed, and constructed to standards appropriate to the expected road use and the resource values affected. BLM Oregon manual Supplement H- 5420-1 would be used in preparing road construction requirements for timber sale contracts. . . . Construction standards (i.e., stream crossing requirements, subgrade width, ditch, cut-and-fill slope requirements, and type of surfacing) would be determined during the annual timber sale planning process."

Within the Roads Section, the document states that "Road construction would be sited and scheduled in order to avoid mass movement of soil." In general, roads are to be constructed in such a way that significant resource damage is minimized.

All road construction is to be guided by Best Management Practices. Within the Corridor, BLM land is concentrated in the general vicinity of Nimrod adjacent to the south side of the highway.

Highway 126 East Interim Corridor Strategy, May 1998 Record of Decision and Resource Management Plan, Eugene District (June 1995)

The Proposed Resource Management Plan detailed in this BLM document was developed partially in response to the BLM August 1992 Draft Resource Management Plan, discussed above. It defines the final management strategies for BLM and National Forest Land, which reduces conflict and redundancy in management practices for federal lands. The Plan emphasizes a balance between ecosystem conservation and the provision of raw materials. Conservation efforts focus particularly on remaining late successional timber stands, old growth timber stands, and on wetland and riparian areas due to the impact these efforts will have on stream health. This Alternative Plan was found to "allow the smallest amount of human-induced effects on the physical environment." The implementing actions of this Plan will be based on watershed analyses. There are no substantial changes in regard to road management or other issues that would significantly impact the corridor. Road management policy calls for cooperation with federal, state, and county agencies, and private parties with road use agreements to achieve consistency in road design, operation, and maintenance necessary to attain Aquatic Conservation Strategy Objectives.

Land Resource and Management Plan for the Willameffe National Forest

In this Plan, the USFS has designated specific land uses to various parcels within the Willamette National Forest. Each land use has a management objective, which may include guidelines and/or restrictions affecting road construction, improvements, and use (for both future and current roads). Following is a list of areas along Highway 126 and which are affected by Forest Service designations:

Threatened or Endangered Species Habitat

Areas along both sides of Highway 126 from MP 41.9 to MP 51 and from MP 52 to MP 55.4 pass through potential bald eagle and peregrine falcon habitat. The bald eagle is a threatened species and the peregrine falcon is an endangered species.

Old Growth Groves

Two areas south of Highway 126 near MP 45 and MP 47.5 have been designated old growth groves.

Special Interest Areas-Restricted

The goal of special interest area designations is to "preserve lands that contain exceptional scenic, cultural, biological, geological, or other unusual characteristics" and to foster public use and enjoyment in selected areas through facility development. Restrictions are designed to protect these significant characteristics. This designation applies to areas along both sides of the highway between MP 35 and MP 47, between

Highway 126 East Interim Corridor Strategy, May 1998 B-2 MP 48 and MP 50.6, and along the north side of the highway between MP 52 and MP 55.

Visual Resource Management Area

The U.S. Forest Service (USFS) has emphasized, in varying degrees, the scenic qualities of numerous stretches of forest in the vicinity of this segment. These "visually sensitive landscapes" will be managed by the USFS for a modest to high level of scenic quality (depending on the emphasis) and with the goal of creating and maintaining "desired visual characteristics of the forest landscape." The areas along both sides of the Corridor between MP 52 and MP 55.4 have been designated as a visual resource management area.

Big Game Habitat Areas

The USFS has also designated big game habitat areas along this segment. Each designated area is given a rating of low, medium, moderate, or high depending on the quality of habitat conditions. In some or all of these areas, road construction or reconstruction projects may require completion of a habitat effectiveness analysis prior to initiation to determine impacts on habitat areas.

McKenzie Pass-Santiam Pass Scenic Byway, Willamette and Deschutes National Forests

Management Strategy (1992)

The McKenzie Pass-Santiam Pass Scenic Byway Route is an 81.5-mile loop drive through portions of the Oregon Cascade Mountains. It is a low-speed scenic route made up of portions of three highways, 126, 242, and U.S. Highway 20. It provides access to recreation and scenic drives.

The Strategy includes goals and guidelines for the development of entry portals (to include some or all of the following: interpretive centers, signs, information kiosks, parking, telephones, restrooms, and map displays. Portals are planned for the junctions of Highway 126 with Highway 242, and U.S. Highway 20. Scenic quality enhancements; development and/or enhancement of interpretive information; increased recreational opportunities; replacement and improvement of signs; and public safety improvements are also planned for numerous points along Highway 126.

Highway 126 East Interim Corridor Strategy, May 1998 In addition, Element Seven deals entirely with transportation issues. Statements that refer specifically to Highway 126 include the following:

Assure, through coordination with ODOT, clear and adequate warning to the traveling public of vehicle speed limit enforcement; and vehicle size limitations on State Highways 20, 126, and 242; In cooperation with ODOT, determine the size and types of vehicles that are appropriate for use of Highways 20, 126, and 242; Coordinate highway widening projects along Highways 20 and 126 with scenic byway management needs; Consider major improvements of Highway 126, specifically widening and passing lane projects, through cooperation with ODOT. Consider possible interchange developments at the junctions of U.S. Highway 20 with Highway 126 to address travel safety needs in cooperation with the ODOT; and Seek cooperation with ODOT on closure of unauthorized access roads along Highway 126.

Interpretive Plan (1 993)

This document contains additional information on specific sites that are planned to have the interpretive improvements mentioned above. Many of the sites are located along Highway 126.

Design Guide (1993)

This document provides specific design guidelines to provide focus and design continuity for implementation of initial project plans discussed in the McKenzie Pass- Santiam Pass Scenic Byway Management Strategy.

Upper McKenzie River Management Plan (1991)

The Joint River Management Plan, developed by the USFS and the Oregon State Parks and Recreation Department, guides management of both the federal and state designated portions of the McKenzie River. The Plan provides for protection and enhancement of resource values in the river corridor, and allows public use and enjoyment of those resource values. The Plan also includes an environmental assessment that describes alternative methods for managing the river.

The State Scenic Waterway Management Program requires an evaluation of any proposed land use changes and development within 34 mile from each side of the river, including private property road construction.

Highway 126 East Interim Corridor Strategy, May 1998 Upper McKenzie Watershed Analysis, Willamette National Forest (August 1995)

The intent of the USFS watershed analysis was to develop and document a scientifically based understanding of the processes and interactions occurring within the Upper McKenzie watershed. The analysis includes a description of the watershed, including its biotic and abiotic resources, key issues, past and current conditions and processes, trend and potential effects of future land management actions, recommendations for future management actions, and guidance to be considered in future site-specific analysis and project-level planning.

County, Metropolitan Area, and City Plans and Studies

Lane County Rural Comprehensive Plan (adopted by the Board of County Commissioners in 1984 and acknowledged by LCDC in 1991)

The Lane County Rural Comprehensive Plan (RCP) designates more than 90 percent of unincorporated Lane County for forest use. It also identifies 18 different farm regions, most of which are in the Willamette Valley. This land is zoned for agricultural use. Few homes are located in these areas, and Oregon's land use regulations prevent many more from being built. The only areas where new homes may be built are in existing rural communities and residential settlements where the land is no longer available to grow crops or timber. About 18,000 existing homes are located throughout Lane County in these "developed and committed" areas. Another 3,000 or so are located in farm and forest zones, therefore in all there are about 21,000 existing homes in unincorporated Lane County. The RCP provides a potential for about 4,000 more- an overall increase of less than 20 percent. The areas with the greatest potential are along the coast and southwest of Eugene. Future development is encouraged in each of Lane County's incorporated cities, where public facilities are now available or planned within established UGBs.

In general, the Transportation Element of the Plan calls for a coordinated and balanced transportation system that helps fulfill land use policies stated elsewhere in the Plan. Specific transportation objectives include:

0 Safe, convenient, and economical transportation for all people, materials, and services; An effective distribution of transportation options; A transportation system responsive to changing needs and conditions; Consideration of direct and indirect impacts of proposed transportation projects on the environment, energy resources, economy, and general resources; Public participation in the transportation planning process; Coordination with the development of state-wide comprehensive transportation plans; Encouragement of energy-eff icient modes of transportation;

Highway 126 East Interim Corridor Strategy, May 1998 6-5 Safe and convenient opportunities for bicycle and pedestrian travel throughout populated areas of Lane County; An efficient public transportation service that meets demonstrated needs for an alternative transportation system; and An appropriate level of general and commercial aviation development.

The associated land use objectives include:

Provide transportation services as necessary to accommodate growth concentrated within existing communities; Discourage the spread of residential development in agricultural and forest areas; Guide the transportation pattern of newly developing areas and aural communities; Ensure that transportation improvements are consistent with adopted public policies and plans; Ensure that road development or improvement is consistent with (the) adopted plan and policies; Make improved safety for the traveling public a primary consideration in the expenditure of resources; Ensure that all road construction meets adopted uniform standards unless excepted for substantial reason; Provide for timely development of streets and roads in community development centers; Include aesthetic considerations in maintenance, construction, or improvement within county road right-of-way; Minimize frontage access onto the County's collector and arterial roads; Ensure that future route selection considers the indirect costs as well as the direct costs of construction; Discourage strip development between the County's urban service areas and their satellite communities; To the extent possible, coordinate implementation of new highway facilities with land and development needs to minimize stimulation of untimely land development; Ensure that street and highway development or improvement is integrated with and complementary to other transportation modes; Maintain county roads and bridges adequately to meet the needs of the trucking industry consistent with adopted land use plans for the area; and Establish priority trucking routes that minimize conflicts with incompatible land uses and areas of construction.

Highway 126 East Interim Corridor Strategy, May 1998 Specific transportation policies of the RCP are as follows.

Lane County shall strive for a coordinated and balanced transportation system that complies with LCDC Goal 12 (Transportation) and is responsive to the economic, social, and environmental considerations, and that will work toward the following objectives: a. Safe, convenient, and economical transportation for all people, materials, and services. b. An effective distribution of transportation options. c. A transportation system responsive to changing needs and conditions. d. Consideration of direct and indirect impacts of proposed transportation projects on the environment, energy resources, economy, and general livability. e. Public participation in the transportation planning process. i. Coordination with the development of state-wide comprehensive transportation plans. g. Encouragement of energy-efficient modes of transportation. h. Safe and convenient opportunities for bicycle and pedestrian travel throughout population areas of Lane County. i. An efficient public transportation service that meets demonstrated needs for alternative transportation. j. An appropriate level of general and commercial aviation development. k. The development of the Port of Siuslaw consistent with adopted policies and plans.

2. In managing the transportation system toward the fulfillment of adopted county land use goals and plans, Lane County shall: a. Provide transportation services as necessary to accommodate growth concentrated within existing communities. b. Discourage the spread of residential development in agricultural and forest areas. c. Guide the transportation pattern of newly developing areas and rural communities. d. Ensure that transportation improvements are consistent with adopted public policies and plans. e. Ensure that road development or improvement is consistent with adopted plan and policies.

Highway 126 East Interim Corridor Strategy, May 1998 3. Lane County shall seek an efficient, safe, and attractive highway network to serve the existing and future arrangement of land uses by striving toward the following objectives: a. Make improved safety for the traveling public a primary consideration in the expenditure of resources. b. Ensure that all road construction meets adopted uniform standards unless excepted for substantial reason. c. Provide for timely development of streets and roads in community development centers. d. Include aesthetic considerations in maintenance, construction, or improvement within County road right-of- way. e. Minimize frontage access onto the County's collector and arterial roads. 6. Ensure that future route selection considers the indirect costs as well as the direct costs of construction. g. Discourage strip development between the County's urban service areas and their satellite communities. h. To the extent possible, coordinate implementation of new highway facilities with land development needs to minimize stimulation of untimely land development. i. Ensure that street and highway development or improvement is integrated with and complementary to other transportation modes. j. Maintain County roads and bridges adequately to meet the needs of the trucking industry consistent with adopted land use plans for the area. k. Establish priority trucking routes that minimize conflicts with incompatible land uses and areas of congestion.

Lane County Master Road Plan and Lane County Rural Transportation Plan (1980)

The Master Road Plan and Rural Transportation Plan (RTP) were published as one document in 1980; however, only the Master Road Plan is described in detail in Chapter 15 of the Lane County Code. Chapter 15 includes road classifications, design standards, special setbacks, improvement requirements, etc.

The RTP is a special-function plan concerned with state land use Goal 12 requirements (Transportation), and contains a number of goals, objectives, and recommendations on various components of the County's transportation system and Goal 12 requirements. The Plan, as amended, is being applied where appropriate; these recommendations shall be

Highway 126 East Interim Corridor Strategy, May 1998 considered to be mandatory actions that are ultimately binding on the County.

Lane County Long Range Paratransit Plan: Final Rural Paratransit Plan (June 1992)

This capital plan is required for federal programs enabling providers to purchase vehicles and equipment for transportation of the disabled and elderly of the communities. No policy language is contained therein. However, it does provide equipment for transportation services for the elderly and disabled.

Draft Lane County Transportation System Plan (currently being completed)

Lane County is preparing a transportation system plan (TSP) that will supersede the Master Road Plan and RTP. The draft TSP will be released in the fall. Since the TSP has not been completed, it is not available for incorporation into this Study. When it is completed, however, its policies should be incorporated into this policy compilation.

Linn County Transportation Plan (Adopted 1994)

A small segment of Highway 126 passes through Linn County and is classified as a major arterial in this plan. The plan does not identify Highway 126 as an area of concern. Among other elements, the plan contains:

Goals, policies, and procedures concerning improvement and development of transportation facilities and the relationship between land use and transportation facilities; and A list of State projects that are part of the STlP and projects that the County would like to see included in future STIPs.

The Plan states that based on the capacity analysis of the road network and population and economic projects for the region, future levels of development in unincorporated areas will not result in adverse impacts to the transportation system. However, the county does require access management review on a case-by-case basis for all development.

Eugene-Springfield Metropolitan Area General Plan (Adopted in 1980 and updated in 1987)

The Eugene-Springfield Metropolitan Area General Plan (Metro Plan) is the official long- range general plan of metropolitan Lane County and the cities of Eugene and Springfield. The Plan sets forth general planning policies and land use allocation and

Highway 126 East Interim Corridor Strategy, May 1998 B-9 provides a basis for coordinating other development and planning programs. The Plan is intended to designate enough urbanizable land and to identify the major public facilities required to accommodate a metropolitan area population of 293,700.

The following goals are included in the Transportation Element:

Provide for a more balanced transportation system to give mobility to all segments of the community. Serve the existing and future arrangement of land uses with efficient, safe, convenient, and economic transportation systems for the movement of people and goods. Maximize the efficiency and safety of existing transportation facilities and services for the movement of people and goods. Promote the use of alternative modes such as bicycle, pedestrian, and paratransit to meet some of the trip needs of metropolitan residents, lmprove the efficiency of energy use resulting from transportation demands. Provide transportation opportunities for the disadvantaged. lmprove the interface of local transportation systems and private inter-city transportation systems. Promote land use arrangements that will optimize use of existing and planned transportation facilities and services and will allow for choice in using alternative transportation modes. Reflect changes in conditions, community needs, and technologies appropriate for this community when developing transportation alternatives through future studies and updates of existing plans. Provide for present and future needs of commercial general aviation and the land and facilities necessary to meet those needs.

Eugene-Springfield Transportation System Plan (adopted in 1987 and currently being updated)

The Eugene-Springfield Transportation System Plan (TransPlan) is the long-range transportation plan for the Eugene-Springfield metropolitan area. The Plan promotes a more balanced transportation system that provides mobility to all segments of society. It is also supposed to serve the existing and future arrangement of land uses with efficient, safe, convenient, and economic transportation systems for the movement of people and goods. The first Eugene-Springfield Transportation Plan, T-2000 Plan, was adopted in 1978. It was updated in 1987 and renamed TransPlan. The 1987 update identified the following objectives:

Balance the need to move people and goods on the street and highway system with the access needs of adjacent property owners. Nine policies were adopted to regulate land use, acquire right-of-way, encourage the use of arterials instead of local streets, and specify routes for pedestrians and bicyclists.

Highway 126 East Interim Corridor Strategy, May 1998 B-18 Minimize the demand on, and maximize the capacity of, existing transportation facilities through Transportation System Management (ISM). Three policies were adopted to deal with traffic control devices, flexible work hours, and alternatives to the single-occupant vehicle.

Cooperate with all affected local agencies and coordinate transportation with the land use planning process. Eight policies were adopted regarding data collection, new technology, uniform design standards, keeping watch on air quality, adapting new development to all modes of travel, finding ways to increase transit ridership, and annual monitoring of travel patterns.

Provide a safe and efficient system for motorists, transit riders, pedestrians, and bicyclists through capital improvements and TSM techniques. Thirteen policies related to project implementation, funding, maintenance and rehabilitation of existing facilities, and project design.

Maximize the use of existing funds and develop additional sources of revenue. Three policies were formulated to provide funding.

Balance the need for additional parking with other modes of travel. Nine policies pertaining to on-street and off-street parking requirements, and emphasis on compact vehicles were adopted.

Promote alternatives to the single-occupant automobiles. Eight policies were adopted in support of improving transit service and other modes of travel.

Promote other modes of inter-city travel. Five policies were adopted bolstering transit service to outlying areas, inter-city bus service, and air travel.

Each of these objectives is reflected in the new requirements of the TPR; however, like its predecessor, the T-2000 Plan, TransPlan is based on the assumption that the automobile will continue to be the primary form of transportation. Future travel demand predicated on an average of 9.5 household trips per day for each single-family dwelling (and 5.4 trips per day for each multi-family unit and mobile home) would almost double the number of vehicle miles traveled by the year 2000.

However, the TransPlan update in 1987 emphasized that this demand would be met by improving the existing road system rather than constructing new routes. It listed more than 150 specific improvement projects, many of which have since been built.

TransPlan also promotes opportunities for people to walk, bike, carpool, or ride public transit. Specifically, the Plan assumes that transit, walking, bicycling, and carpooling will play a significantly larger role in the future than they do today. This assumption has an impact not only on these modes, but also on the proposed street and highway projects and the required parking facilities.

Highway 126 East Interim Corridor Strategy, May 1998 9-1 1 Sixteen new transit stations were planned, including a major facility at 58th Street and Main Street in Springfield.

Springfield Bicycle Plan, Final Draft (originally adopted as Springfield Bikeway Plan in 1982; updated and re-titled in July 1996)

The Springfield Bicycle Plan presents strategies for the next 20 years that are designed to implement a safe and convenient bicycle system that works as an integral part of the City of Springfield's overall transportation system.

The section of the Corridor inside of the Springfield urban growth boundary is included in the Plan. Implementing actions pertaining to this area include:

Work with ODOT to improve nonmotorized access in the highway corridors. 0 Schedule the projects in the city of county capital improvement program, or in the STIP, as appropriate to the project.

Capital improvement projects were identified and categorized as short, medium, and long range, based on certain criteria, including coordination with other city, county, and state road work. Site-specific projects are organized by wide-area and local-area. Main Street (Highway 126 Business) is identified as a wide-area project and has first priority for completion (short-range projects are scheduled for completion between 1995-2001).

The Plan notes that Main Street in east Springfield is a five-lane arterial that is nearly unavoidable to bicyclists needing to travel east-west. However, the shared outside travel lanes do not provide an adequate buffer from traffic for most bicyclists at the 40- 45 miles per hour posted speed and heavy truck use.

Five alternatives for Main Street have been proposed:

A two-mile path on the north side of Highway 126 between Marcola Road and High Banks Road. A 4.5-mile path heading east from where G Street ends at 28th Street and continuing all the way to the east city boundary (much of this opportunity appears to have been lost). A short path linking the two halves of Daisy Street across the Weyerhaeuser Truck Road. Bikeway development of the Weyerhaeuser and Booth Kelly Truck Roads. Improvement of Jasper Road (currently underway).

Highway 126 East Interim Corridor Strategy, May 1998 Springfield Draft Wetlands Inventory

This wetlands inventory is currently undergoing final Division of State Lands review.

Eugene Airport Master Plan (1990)

The Eugene Airport Master Plan serves as a development guide for the airport's short- term (five to ten years) and long-term (20 years) needs. The goal of the master planning process is to provide general facility development guidelines that satisfy aviation demand while remaining compatible with the environment, community development, and other modes of transportation. The overall objectives of the Plan include:

Prepare a 2O-year development plan that is technically correct, environmentally sound, financially sound, and implementable; Identify the overall land requirements that will ensure the airport's long-term operation viability; and Establish a process that allows ample opportunity for public participation.

Specifically, the Eugene Airport Master Plan describes groundside and airside considerations for major airlines, based on national standards, as well as future needs of regional commuter airlines, air cargo, and general aviation activity. The Master Plan culminates in a three-phase Capital Improvement Program.

State Implementation Plan for the Eugene-Springfield Air Quality Management Area (€PA approval, 1994)

This plan guides air quality management in the Eugene-Springfield metropolitan area so as to attain and maintain federal air quality standards.

Other Relevant Plans and Studies

Environmental Risk Assessment of E WEB'S Drinking Water Supply Final Report (1995)

The environmental risk assessment covered the portion of the McKenzie watershed above EWEB's intake facility at Hayden Bridge. The study's focus was to identify and evaluate potential sources of pollutants whose impacts to the water supply might be prevented or reduced. The assessment identified environmental risks occurring in the study area, assessed them with regard to both the relative likelihood and relative magnitude of their potential impact on the water supply, and provided suggestions for possible prevention and/or mitigation efforts.

Highway 126 East Interim Corridor Strategy, May 1998 8-13 The highest-ranked potential transportation-related risks to EWEB1sdrinking water supply include:

0 Runoff from road surfaces, 0 Roadside vegetation management, and

0 Hazardous material transport accidents.

McKenzie River Strategic Plan (1996)

The Strategic Plan was developed by McKenzie Valley residents to help determine and guide the future of the valley. It addresses the area from Cedar Flats to McKenzie Bridge. Goals and strategies were developed from survey results and public meetings. Goals that may have an impact on Highway 126 include the following:

0 Goal 1.2: lmprove the safety, safe use, and appearance of the McKenzie Highway. - Strategy 1.2.1: Provide input for ODOT1sCorridor Management Plan to (1) reduce traffic (especially truck) and speed (especially at known hazardous locations); and (2) minimize the transport of hazardous materials. - Strategy 1.2.2: Create highway rest areas and waysides that provide rest rooms, picnic tables, garbage and recycling containers, and visitor information. Provide for maintenance of these areas. - Strategy 1.2.3: Complete implementation of common signing for community entrances, local points of interest, visitor information/education, recreation opportunities, and historic locations. - Strategy 1.2.4: Extend safe bicycle lanes along the highway. (Highway 126 is the west end of the national Bike Centennial Route). - Strategy 1.2.5: Work with ODOT to plant wildflowers along the highway right- of-way. Goal 2.1 : lmprove law enforcement as measured by 24-hour availability with 20- minute response time. - Strategy 2.1 .l:Continue to support the tax base, or other alternative funding for law enforcement, considering formation of a McKenzie Valley police district. - Strategy 2.1.3: Encourage volunteer participation in policy, fire, and emergency services. Goal 2.3: Provide services for seniors. - Strategy 2.3.3: Centralize communication and transportation for ride-share, prescription pick-up, doctor visits by means of wheelchair accessible van, with assistance to clients' door.

Highway 126 East Interim Corridor Strategy, May 1998 Goal 3.3: Provide a safe and high-quality recreation experience on the McKenzie. - Strategy 3.3.1 : Provide adequate and well-maintained rest areas. - Strategy 3.3.2: Provide safe bike lanes along the highway. - Strategy 3.3.3: Increase presence of law enforcement. Goal 4.3: Water and air quality are improved and maintained. - Strategy 4.3.1 : Work with officials to increase compliance with existing regulations (i.e., septic, riparian, air quality, water quality, non-point source pollution, etc.). Goal 4.4: Native fish and wildlife populations are thriving. - Strategy 4.4.1: Stabilize roads so that they do not contribute to increased sedimentation. Goal 5.1: Maintain the rural character of the valley by enforcing existing zoning regulations, discouraging high-density residential subdivisions, and concentrating growth in existing communities. e Goal 6.1 : Economic growth will focus on year-round visitor/recreation attractions and supportive businesses. Goal 6.2: Expand local businesses to meet resident and visitor needs. - Strategy 6.2.1 : Expand the variety and quality of goods and services available in the valley, encouraging the development and marketing of local products and produce.

Mc Kenzie Watershed Council

The McKenzie Watershed Council (MWC) is not a regulatory or enforcement agency. It does not adopt plans in a legal sense, but makes recommendations to decision makers, landowners and managers.

M WC Action Plan for Water Quality and Fish and Wildlife Habitat (January 1996)

This plan contains the MWC's goals and priority actions relating to water quality and fish and wildlife habitat issues. Although the plan does not specifically address transportation issues, its actions follow the path of the MWC's mission of fostering stewardship of the watershed's resources.

MWC Action Plan for Recreational and Human Habitat (March 1997)

This plan contains the MWC's proposed goals and priority actions relating to water- based recreation issues and human habitat issues linked to the land base. It also includes discussions of existing conditions and trends related to these issues.

Highway 126 East Interim Corridor Strategy, May 1998 The plan specifically addresses transportation issues in the Corridor relating to:

Access and parking congestion at recreation sites, Pollutant runoff from roadways, Road impacts to floodways and riparian zones, Community-based solutions to traffic concerns, and Safety (e.g., improve visibility, signs, etc.).

MWC Technical Report for Water Quality and Fish and Wildlife Habitat (February 1996)

This repofl supplements the MWC action plans by providing additional technical background and analysis. The report includes a basin characterization and existing conditions for water quality and fish and wildlife habitat.

Highway 126 East Interim Corridor Strategy, May 1998 Appendix C Advisory Committees Corridor Steering Committee

John Allen Lisa Gardner McKenzie Ranger District Lane Transit District McKenzie Bridge, OR 97413 PO Box 7070 Eugene, OR 97401 Nick Arnis ODOT District 5 Harvey Hoglund 3260 Gateway Lane County Public Works Springfield, OR 97477 3040 North Delta Highway Eugene, OR 97408 Elizabeth Beyer Springfield City Councilor Kent Howe 1439 Lawnridge Drive Lane County Land Management Springfield, OR 97477 125 East 8'h Avenue Eugene, OR 97401 Tom Boylan ODOT District 5 Masood Mirza 3260 Gateway City of Springfield Public Works Springfield, OR 97477 225 5'h Street Springfield, OR 97477 John deTar ODOT Region 2 Al Peroutka 2960 State Street SE City of Springfield Engineering Salem, OR 97310 225 5Ih Street Springfield, OR 97477 Don Ehrich ODOT District 5 Eileen Stein 3260 Gateway City of Springfield Public Works Springfield, OR 97477 225 5'h Street Springfield, OR 97477

Cindy Weeldreyer Lane County Commissioner 125 East 8thAvenue Eugene, OR 97401

Highway 126 East Interim Corridor Strategy, May 1998 Stakeholder Advisory Committee

Sven Anderson Tom Hewlitt Keith Sherman Oregon Department of Oregon State Police Oregon Trucking Parks and Recreation Association Gene Highfill Jim Baker Springfield Fire and Life Dan Shults McKenzie Guardians Safety Department Oregon Department of Forestry Bryan Begnaud Gordon Howard Lane County Sheriff's Lane County Planning Craig Starr Department Commission Lane County Public Works Ruth Bissett Natalie lnouye (garbage haulers) McKenzie School District Convention and Visitors #68 Association of Lane Rex Storm County Associated Oregon W.G. (Willie) Combs Loggers Oregon Forest Products Kurt Jensen Trucking Association Second Nature Bicycles Rick Williams Highway Contractors Ralph Core Bob Keefer Association McKenzie Residents Lane County Parks (postal carrier) Association Kris Kley Monty Wilson Lew Edmonds Greenwood Drive Blue River Community Rural Community Neighbors Association Development Corporation Improvement Council Don McClure Mike Woodruff Ken Engelman McKenzie Highway McKenzie Rural Fire McKenzie Highway Association Protection District Association Pam McCorkle Jeff Ziller Tom Griffith Blue McKenzie Lions Oregon Department of Draco Group Fish and Wildlife Neighborhood Watch Bob McKellar Oregon Forest Products Nan Harrison Trucking Association Thurston Hills Neighborhood Association Steve Roland McKenzie River Linda Hebert Neighborhood Watch Springfield Neighborhood Watch Nancy Shelton Springfield School District Dick Helgeson #19 Eugene Water & Electric Board

Highway 126 East Interim Corridor Strategy, May 1998 State-Wide Agency Coordination Committee

Jim Coker Oregon Economic Development Fred Patron 755 Summer Street NE Federal Highway Administration Salem, OR 97310 530 Center Street NE #I00 Salem, OR 97310 Bob Cortright Department of Land Conversation and Sam Sadler Development Oregon Department of Energy 1175 Court Street NE 625 NE Marion Street Salem, OR 97310 Salem, OR 97310

Howard Harris Joel Shaich Oregon Department of Environmental U.S. Environmental Protection Agency Quality 81 1 SW 6thAvenue 81 1 SW 6thAvenue Portland, OR 97204 Portland, OR 97204 Loren Simonds Jan Houck Oregon Department of Human Oregon Department of Parks and Resources Recreation 500 Summer Street NE 1 I15 Commercial Street NE Salem, OR 97310 Salem, OR 97310 Patty Snow Bill Kolzow Oregon Department of Fish and Wildlife USDA Forest Service PO Box 59 PO Box 3623 Portland, OR 97207 Portland, OR 97212

Highway 126 East Interim Corridor Strategy, May 1998 State-Wide Stakeholders

Ken Armstrong James Howell Oregon Public Ports Association Citizens for Better Transit 1288 Center Street NE 61 10 SE Ankeny Street Salem, OR 97310 Portland, OR 97215

Keith Bartholomew Dell lsham 1000 Friends of Oregon Government Relations Consultant 534 SW 3"#300 P.O. Box 13024 Portland, OR 97204 Salem, OR 97309

David Berenberg Michaei Meredith League of Oregon Cities Oregon Trucking Association Salem, OR 97310 5940 North Basin Avenue Portland, OR 97221 Rex Burkholder Oregon Bike Advisory Committee Fred Nessbaum 1912 NE 11th AORTA Portland, OR 97212 651 0 SW Barnes Road Portland, OR 97225 Naveen Chandra Dave Tovey Ernest Palmer Confederated Tribes of Umatilla Oregon Transit Association PO Box 638 1130 Adams Street Pendleton, OR 97801 Klamath Falls, OR 97601

John Charles Bill Penhollow Oregon Environmental Council Association of Oregon Counties 520 SW 6th#940 P.O. Box 12729 Portland, OR 97204 Salem, OR 97217

Sherrin Coleman Jackie Shepherd Rogue Valley Transit CORlL 3200 Crater Lake Avenue 20436 Clay Pigeon Court Medford, OR 97405 Bend, OR 97702

Terri Cowling Jim Witty Oregon Association Of Convention and Association of Oregon Industries Visitors Bureau 317 SW Alder Suite 450 801 SW Highway 101 #I Portland, OR 97204 Lincoln City, OR 97367 David Zagel Everett Cutter AORTA Oregon Railroad Association 3104 NE Schuyler 6441 SW Canyon Court #260 Portland, OR 97225 Portland, OR 97221

Highway 126 East Interim Corridor Strategy, May 1998 Appendix D Summary of the Public Involvement Program Purpose

The public involvement program was designed to facilitate the exchange of information between stakeholders; the general public; federal, state and local governments; and the Corridor planning staff team. Public involvement was used to identify public issues and values regarding transportation in the Corridor. In addition to providing information and opportunities for involvement, the process developed a structure through which the Oregon Department of Transportation (ODOT), local jurisdictions, and stakeholders could begin to build lasting partnerships around transportation issues. This collaborative approach has been beneficial in gathering information locally and ensuring that local jurisdictions and ODOT are working together with their constituents and with each other at each step.

Objectives of the public involvement program included:

Developing a structure through which ODOT can build lasting partnerships around transportation issues with local jurisdictions and Corridor stakeholders. Maximizing stakeholder involvement. Informing stakeholders about Corridor planning, its goals and objectives, and how they can participate in the process. Soliciting input from stakeholders on key issues in the Corridor. Soliciting input from stakeholders on alternative strategies to address key issues. Soliciting stakeholder reaction to draft interim strategies.

Participants

Public involvement for this planning process included several different groups, each reaching a different audience and requiring a different level of involvement.

The General Public

This group includes all residents, property owners, businesses, and users along the Corridor and adjacent areas. Direct mailings, newsletters, the media, and open houses were the primary tools used to keep the public informed and to encourage input during strategy development.

Corridor Steering Committee

The Corridor Steering Committee (CSC) was made up of elected officials and staff of political jurisdictions and planning agencies with land use and transportation implementation responsibility in the Corridor. The Committee consisted of representatives from ODOT, the City of Springfield, Lane County, Lane Transit District, and the Willamette National Forest. Linn County, the City of Eugene, and the Oregon Department of Land Conservation and Development also monitored the process by

Highway 126 East Interim Corridor Strategy, May 1998 D- 1 receiving all materials reviewed by the CSC. These agencies will be responsible for implementing the programs and projects that will be necessary to implement the plans, which will be the final outcome of the Corridor planning process.

Lane Council of Governments assisted in coordinating and facilitating the planning process. The CSC held regular meetings and acted as a review and steering committee throughout the planning process of developing the lnterim Corridor Strategy. Specifically, the CSC assisted in developing the public outreach program; identifying issues, opportunities, and constraints; reviewing feedback from public outreach activities; and developing the interim strategy. CSC members agreed to continue their active involvement in Phase 2 of the Corridor planning process.

Appendix C contains a complete listing of CSC members.

Stakeholders Advisory Commiftee

The Stakeholders Advisory Committee (SAC) was composed of stakeholders and jurisdictions who were not represented on the CSC, but who have a strong interest in the planning and operation of the Highway 126 Corridor. Stakeholder groups were identified with the assistance of the CSC and included various groups and organizations that have a significant interest in the Corridor. Each stakeholder group was asked to appoint a representative to the SAC.

Thirty-seven stakeholders1jurisdictions were invited to two joint CSCISAC meetings held to provide input during the development of the lnterim Corridor Strategy. The primary function of the SAC was to provide insight into Corridor issues, opportunities, and constraints; to begin identifying approaches to address those issues; and to review and comment on draft documents. Appendix C contains a complete listing of SAC members.

State- Wide Participants

Participation in all corridor planning efforts across the state poses a challenge for state- wide agencies and interest groups. To help meet this challenge, ODOT assembled a state- wide agency coordinating committee and a state-wide stakeholders group.

The state-wide agency coordinating committee was the mechanism used to facilitate involvement in the corridor planning process by federal and state agencies, tribal representatives, and transportation service providers. Public involvement at the state level took place through the state-wide stakeholders group. This group included representatives of many state-wide special interest groups in the transportation, lands use, environmental, and social service areas. Copies of draft documents were sent to both groups for review and comment. A listing of these groups is included in Appendix C.

Highway 126 East Interim Corridor Strategy, May 1998 D-2 Additional review by ODOT staff was provided through the Internal Review Team and the Modal Planners. These groups reviewed drafts and provided input into strategy development.

Elements of the Public Involvement Program

Public involvement was organized into the following three stages:

1. Introduction and description of the corridor planning process and study area, and identification and review of issues, values, opportunities, and constraints. 2. Development and review of goals and objectives. 3. Review of draft Interim Strategy document.

Direct Mailings

Direct mailings to over 3,500 addresses were used to provide information and solicit input. These mailings went to all Corridor addresses east of the Springfield urban growth boundary, non-resident property owners, the McKenzie Watershed Council mailing list, and others who requested to receive these mailings. Newsletters and draft documents were also made available at public places throughout the Corridor.

Newsletters were developed and distributed in stages I and II. The newsletters contained basic information describing the planning process, provided progress updates, and announced open houses. Each newsletter described how the public could provide input into the process, and the first newsletter included a response form to solicit transportation-related issues and concerns in the Corridor. Approximately 100 recipients used the response form to provide input. In addition to the newsletters, a postcard was mailed out between phases to provide a progress update. Copies of the newsletters and postcard are included at the end of this appendix.

Open Houses

Open houses were held in the evening over a 3- to 4-hour period at several locations to provide an opportunity for the general public to learn about the planning process and provide input. The public was invited to stop by at any time and learn about the process through display boards, maps, printed materials, and interaction with staff and CSC members. Open houses were advertised in the newsletters, local newspapers, and flyers posted at public places throughout the Corridor. Display ads advertising the open houses are included at the end of this appendix.

Three open houses were held during stage I of the public outreach process:

Leaburg Community Center, Leaburg, November 4, 1996 McKenzie High School, Blue River, November 12, 1996

Highway 126 East Interim Corridor Strategy, May 1998 EWEB Training Center, Eugene, November 13, 1996

During these open houses, citizens where introduced to the Corridor planning process and asked to provide input on issues, opportunities, and constraints. Over 70 people attended these open houses. Attendance was higher at the two rural locations.

Two open houses were held during stage II.

McKenzie High School, Blue River, May 29, 1997 Walterville Community Center, Walterville, June 4, 1997

During these open houses, citizens where updated on the issues identified during stage I and ask to comment on the draft Issues Analysis and draft Strategy Goals and Objectives documents. Approximately 60 people attended these open houses.

In addition to the Corridor-sponsored events, staff-attended display booths that described the Corridor planning process were at the following events:

Share Fair open house sponsored by the McKenzie River Strategic Plan Steering Committee, May 1996 Greenwood Drive to Vida Project open house sponsored by ODOT, June 1996

Media

Ongoing coordination with the media was an important means for informing the general public of the planning process and opportunities for involvement. Press releases were distributed to all local news media covering the Corridor area. Several articles appeared in local papers, with local television and radio stations providing additional coverage of important events. In addition, display ads were placed in The Springfield News, The Register Guard, and McKenzie River Reflections announcing the open houses and encouraging public participation in the process. Copies of the display ads and articles appearing in local newspapers are included at the end of this appendix.

Presentations

Presentations describing the corridor planning process were given to the following interested groups:

McKenzie Valley Residents Association, McKenzie Highway Association, Eugene Water and Electric Board, Lane County Board of Commissioners, and McKenzie Watershed Council.

Highway 126 East Interim Corridor Strategy, May 1998 SIX WAYS YOU CAN 60INVOL KD IN CORRIDOR P64 NNING: J Attend public workshops (see inside for details). J Complete and return the survey inside this newsletter. J Talk with project staff. J Contact staff to arrange for a speaker to talk with your local group. J Review and comment on draft reports. J Take every opportunity to tell us what you think!

E Eastern Hwy. 126 Transportation Corridor N

Lane Council of Governments 125 East Eighth Avenue Eugene, OR 97401

Postal Patron

The Oregon Department of Transportation, Lane County, the City of Springfield, Lane Transit District, and the U.S. Forest Service invite you to participate in planning for the HIGHWAY 126 TRANSPORTATION CORRIDOR (1-5 to Santiam Junction)

Highway 126 East kc Corridor Planning

d What are the main transportation-related issues in this corridor and how can they be addressed? d What kind of road and transportation service improvements are needed? d How do we coordinate local development and highway improvements? d How will we manage this corridor over the next 20 years?

Look inside for more information on how to get involved

Highway 126 East Interim Corridor Strategy, May 1998 Because future funding for transportation improvements is extremely limited, local, state, and federal jurisdictions need to work together to identify priorities that meet both local and state transportation needs. The Transportation Corridor Planning process is intended to facilitate this cooperation by involving all governments and agencies with implementation responsibility, collecting input from corridor citizens and stakeholders, setting priorities, and developing a 20-year manage- ment plan.

A "transportation corridor" is defined as a major transportation link between cities and regions in Oregon. Transportation corridors may include rail, highway, bus, bike, and other means of transportation; their interconnections; and their interac- tions with adjacent land uses.

Corridor Planning for Highway 126 is an Opportunity to:

cf Provide a forum for jurisdictions, agencies, and the general public to work together on a management plan; cf Coordinate local planning with state transportation planning; cf Balance local and corridor-wide needs; V' Provide early identification and prioritization of needed corridor improvements; cf Help local, state, and federal jurisdictions establish funding priorities; and d Establish how the corridor should be managed over the next 20 years.

OPEN HOUSES Come to one of our open houses to find out more about this planning process and to share your concerns and ideas.

Leaburg November 4, 1996 I Questions? d Drop in any time. 4:30-7:30 p.m. Leaburg Community Center Comments? cf Get more information Contact Larry Schaffner at about this Highway 126 Lane Council of Governments, Blue River project. 125 East Eighth Avenue, c/ Talk with staff about November 12, 1996 Eugene, OR 97401 or call or your concerns. 4:30-7:30 p.m. e-mail at (541) 687-4341 or I--L-Y--"mI^-^ ^^^ ^ -..-- v' Refrestlments wiii be McKenzie High Schoo! 1 cIac.llaill~m~w I~IIP.CIU~.UI.U~T. provided. EugeneISpringfield cf Children are welcome. Hlghway 126 Earl % November 13,1996 Conldor Pl~nlng 5:30-7:30 p.m. --d' EWEB Training Center, EWEB

SHARE YOUR TUOUWTS ON THC: HIWWAY i26 TRANSPORTATION CORRIDOR Please fill out the short survey below and mail it to Larry Schaffner at Lane Council of Governments, 125 East Eighth Avenue, Eugene, OR 97401; bring it to the Open House; or call or e-mail Larry at (541) 687-4341 or

Do you live along the corridor? Yes- No Why do you usually use Highway 126 (between 1-5 If yes, with an "x,"please indicate the approximate location and Santiam Junction)? Check as many as apply of your home on the map on the reverse side of this form. Most of the time I travel from: -To travel to and from work -For recreation and shopping to: -For travel associated with my job -Other

What are your most important concerns or issues about the Highway 126 transportation corridor? Please indicate specific locations if applicable.

Highway 126 East Interim Corridor Strategy, May 1998 The Oregon Department of Transportation, Lane -- County, the City of Springfield, Lane Transit District, HIghw t26Eai?$- Conidor Plannlng and the U.S.Forest Service want to hear from you. -,,/ HIGUWA Y 126 Hlghmy 126 Easl 'i Conldor Plannlng TRANSPORTATION CORRIDOR (1-5 to Santiam Junction)

This newsletter updates progress in developing a transportation corridor strategy for Highway 126. The strategy is the first step in creating a 20-year plan that addresses issues in the Corridor.

DROPIN ANY T/ME 0 Get more information on what we've learned so far. 0 Share your ideas for solutions. 0 Refreshments will be provided. 0 Children are welcome.

I QUESTIONS? COMMENTS? Contact Larry Schaffner at Lane Council of Gov- ernments, 125 East Eighth Avenue, Eugene, Oregon 97401, (541) 682-4341 (TT 682-4567) or at .

The sites are wheelchair accessible and an American Sign Language interpreter is available with 48 hours notice. Display Advertisement

The Oregon Department of Transportation is working with local jurisdictions and agencies to develop a Corridor Strategy, the first step in developing a I 20-year plan that deals with issues in the Highway 126 Corridor. Share Your Issues and Ideas! Comment on Draft Documents! w' Draft Issues Analysis w' Draft Strategy-Goals and Objectives I I Drop in at These Open Houses Blue River ...Thursday, May 29; 4:30-7:30; McKenzie High II School Cafeteria Walterville ...wednesday, June 4; 4:30-7:30; Walterville II Community Center; 39259 Camp Creek Road Pick up a Draft Strategy Before the Open House!

These documents are available at: /U.S. Forest Service Offices: McKenzie Bridge and Blue River Ranger Districts /McKenzie River Chamber of Commerce /Harbick's Country Store /Springfield City Hall, Public Works /Blue River and Walterville post offices /Meyers General Store, Blue River /Leaburg and Blue River libraries /Lane Council of Governments, Eugene d At an open house. Questions? Comments? Contact Larry Schaffner at LCOG, 125 East Eighth Avenue, Eugene, OR 97401 or call him at (541) 682-4341 (TTY 682-4567), or e-mail him at cIschaffnerQlane.cog.or.us>.

Sites are wheelchair accessible and an American Sign Language interpreter is available with 48 hours notice.

Highway 126 East Interim Corridor Strategy, May 1998 Media Coverage

McKenzie River Reflections 1111 2/96

ODOT highlights Highway 126

LEABURG: There were plenty of maps to look at when Le Oregon Dept of Transportation held the 6rst of three open houses to discuss the public's peraptions of traveling Highway 126. Curves, passing lanes. intaseaions and congestion all made their way to comment cards and flip char& set up for public input. 7.h-..,, --.&Gw..--..A p~ ut-r- a xacwid~--.- cfhi iu cieveiop --or ph- for key routes through Oregon. Goals of the process. according to an ODOT spokesman include coordhhg local and state planning efforts. balancing local and corridor-wide needs, providing early identification and prioritization of pojects. helping establish funding priorities and establishing how the corridor should be managed ova Ihe next 20 years. Two other open houses to discuss Highway 126 Eas( war. scheduled far November 12 in Blue River and November 13 in Eugene.

Highway 126 East Interim Corridor Strategy, May 1998 Oregon Daily Emerald Emehld 11/13/96 An independent newspaper Volume 98, Issue 51 Highway 126 to be subject of open house

CORRIDORS: The meeting is part oJ a larger plan to allow people who live near highways to have input By Jennifer Schmitt CcKnmunity Edilw In an effort to simplify future transporta- Some of the issues residents have raised tion projects, the Oregon Department of include concerns over the speed limit on Transportation is using a new program the highway and the increased flow of traf- called "corridor planning." fic in the area. The plan was designed to get input from "Quite a few folks want to maintain the people about highway corridors, stretches of community feel and scenic qualities of the highway designated for attention, through- highway," Schaffner said. "But there is the out the state before improvements are need- fact that traffic is increasing in the area." cd. Soiiie iesidents dao ksve ~qresc~dCGI- An open house will give residents and lo- cerns regarding access to the highway and cal government officials a chance to ask the transfer of hadousmaterials. questions and voice concerns regarding im- Following the open house, all of the is- provements on the Highway 126 corridor from Interstate 5 to Santiam Junction, said sues and concerns will be sorted and used LaySchafher, program coordinator. along with suggestions from government working groups to identify planning strate- "Pr8viously, the state addressed issues on gies. a project-by-project basis, and sometimes they would miss the big picture," Schaffner Based on the information gathered, said. "This is a way to address the issues ODOT will establish and prioritize needed and concerns of the local governments and improvements throughout the state. residents. It really fosters a better working The corridor plan, which is expected to relationship between all parties involved." be finished by October 1997, also looks at long-term transportation needs, Schaffner A series of open houses is the first step in said. ODOT will use the information gath- the new program. The open houses are a ered to work with local officials in deter- mechanism to get people to take interest in mining how the corridor should be man- the project and identify their concerns up aged during the next 20 years. front, Schaffner said. The open house will take place at the "It provides an opportunity for people to EWEB Training Center today from 5:30-7:30 learn more about the corridor plan, and p.m. there will be staff on hand to answer any questions," he said. "People will also be asked what they want to see remain in the corridor. It is a chence to discuss opportuni- ties and constraints regarding improve- ments."

Highway 126 East Interim Corridor Strategy, May 1998 McKenzie River Reflections 1111 9/96

Hwy. 126 planning undemray C5 ta-santlam process aims at October '97 deadline EUGENE: Transportation Government staffer assigned to the designed to get people to talk plamiig for Highway 126's future project. "Personally, I think people about how they'd like to see the appears to be off to a rolling start. were more than ready for this to McKenzie Hlghway managed "People have said it was re- happen. They were waiting for the from Interstate 5 to the Santiarn freshin that ODOT (Oregon opportunity to express their opin- Junction in the High Cascades. Dept. o rTransportation) was even ions, issues and concern." Irnpomnt to most people was asking their opinion," said Schaffner spoke after the con- the scenic quality of the highway. Schaffner, a Lane Council of clusion of three open houses Hwy 126 -Continued On Page 8

Hwy. 126 CONTINUED FROM PAGE 1 Frequently mentioned issues included congestion and speeding in certain areas, truck traffic, challenges posed by the large number of driveways entering the roadway, and transportation of hazardous materials. Schaffner said some people also recognized the constraints of funding as well as limitations put on possible improvements by the topography of the Valley. The open houses were a part of an overall Corridor Planning process underway through Oregon. Earlier in the fall, a newsletter and opinion swey were mailed to area residents and property owners. A "stakeholder's advisory group" has been meeting as well. Weweren t sure if just the vocal minority would come to the open houses." Schaffner said. "We decided to call people directly to get a wide range of opinions." Some three dozen people agreed to serve as stakeholders, representing a number of diffexent c~ranizafions. Among the stakeholder groups are the Lions Clubs, Nelghbdrhood Watches, Highway E ontractors Association, Planning Commission, McKenzie Guardians, McKenzie Highway Association, Residents Association, fire districts, school districts. ODFW, Dept. of Forestry, State Parks, State Police, and the Oregon Trucken Association. q Schather said the stakeholders group will be meeting to review some of the ideas presented by the public, develop ideas and possible ap ches to problem solving. Their findings are expected to be part of another newsletter and series of open /?=ouses tentatively set for next spring. "It would be a real disastei to go through this process and not have buy-in from the agencies and juris- dictions ultimately responsible for implementing if" SchafEaer said. Running along a parallel course to the stakeholders is a conidor planning steering committee comprised of staff and elected officials from the cities of Springfield and Eugene, Lane County, ODOT, LTD,Willamette National Forest, and Linn County. "Part of the process," SchaEner said, "is to seek endorsements on the strategies from the steering committee members and intepte them into federal state and local programs." The process is expected to wind down by October of 1997. But before then, Schaffner promises, "the public will have a number of opportunities to help refine all this."

Highway 126 East Interim Corridor Strategy, May 1998 D-13 McKeslzie River Reflections 5/27/97

1 Tuesday, May 27,1997 Hwy. plans unveiled Studies detail ODOTs corridor project At the same time, Schaffner said, the needs of through traffic must be FINN ROCK: Plans for im- A draft of the planning strategy dealt with. proving Highway 126 will be the for the next 20 years is available "Some of the statewide and local issues differ," he said. "For example, focus of a Thursday night open for review. The document notes we need to maintain regional connectivity - the east/west link that might house at the McKenzie High that Hwy. 126 serves a number of not be much of an issue locally. There will be conflicts in local and School cafeteria. The informal functions. Among them arc the statewide views. The question is how do we resolve those?" gathering is sponsored by the Ore- way it links eastern and western The issue of freight movement could be a sticky one. Schaffner said gon Dept. of Transportation Oregon, providing both a scenic truck traffic seems to be an issue locally "but not much has been learned (ODOT) and the Lane Council of and recreational route, and a route recently about what is actually travelling through the corridor." Governments (LCOG). linking residents to the local State traffic studies between 1975 and 1995 in the Vida area showed "The public may drop in at any communities. a 61) percent increase in total traffic, while truck volumes remained about time from 4:30 to 7:30 p.m. to talk Some of the study's transpor- the same. According to ODOT's "Issues Analysis" report, those trends with project staff, get information tation goals involve striking a indicate trucks now make up a smaller percentage of overall traffic than on what we've learned so far, and balance between cars and buses as they did 20 years ago. The study goes on to note that "Conidor residents share ideas for solutions," said well as bicyclists and pedestrians. perceive that truck traffic is increasing, contradicting LC.: Vida counts. Larry Schaffner, LCOG's project One possible explanation for this incongruity may be that since timber Hwy. plena -, ConUn* On:P. 6 coordinator. harvest activity is declining, commercial truck traffic may gradually be replacing log vuck traffic. This could possibly create the perception to local residents of an overall increase in truck traffic " Similarly, Schaffner said, planners will look at saiety concerns to de- termine if "it is a reality or a perception." A positive change in the planning process so far, he said, "is the recognition that accident data doesn't necessarily reflect whether or not there is a problem. There could be a lot of near misses that just haven't amassed into accident reports. We'll study not only the accident reports but also the public input we've received about problem areas." Besides the open house mettings, comments have been gathered from a "stakeholders" group composed of representatives of local gov- ernment, agencies, and the public at large. More information is also being solicited at the state level, through an ODOT planners group In the Salem office and a statewide agency coordination committee. Schaffner said the overall process for collecting input should end in October, followed by a Phase Two planning process likely to deal with specific design issues. Some areas likely to gain attention include where ro add new passing lanes, how to deal with congestion in the Walter- villelSpringfield area, and ways of providing hubs in the Valley for users of mass transit like LTD buses. In addition to the Finn Rock meeting, LCOG and ODOT staffers will hold another open house downriver. That meeting is set for Wednesday, June 4, also from 4:30 to 7:30 p.m. It will be held in the George Millican Hall on Camp Creek Road.

Highway 126 East Interim Corridor Strategy, May 1998 Appendix E McKenzie River Aerial Spawning Ground Survey McKenzie River Aerial Spawning Ground Survey 25 September 1995

The Eugene Water and Electric Board (EWEB) and the Oregon Department of Fish and Wildlife (ODFW) conducted the annual aerial spawning ground survey of the McKenzie River on Tuesday, 25 September 1995. EWEB continues to fund this annual survey. Tim Downey (EWEB) and Ken Homolka (ODFW) conducted the survey. We used the larger Bell Jet Ranger helicopter, piloted by John Henderson of Henderson Aviation, for the third consecutive year. The larger helicopter allows two observers to make comparative counts. In 1993 and 1994 the separate counts made by the two observers were generally close, and the higher of the two counts was used for data analysis. In 1995 we had some substantial differences in counts, with one counter sometimes being higher and sometimes lower. We continued to use the higher counts for data analysis in 1995 to be consistent with previous surveys.

Weather conditions were cloudy and cool at 7:00 a.m., and we considered rescheduling the survey. Tim called EWEB personnel at the Carmen-Smith hydro project who informed us that weather conditions in the upper McKenzie Basin consisted of high cloud cover, but visibility was generally good with no fog in the valleys. We did encounter rain when surveying the lower river sections, but overall the weather did not interfere with the survey. River turbidity was typical of most previous surveys with low r. ... I-I-I!&. . 1.- 11- .... ----I..-II.. :-I -I -...-- A ---- I I:-L--+ A..~L:A:+.,..,-- rurululry 1r1 rrle upper river, yrauually 11 lr;reas~i~y uuwr I~LI~~III.nlyl lest iu~uru~iyvvaa observed below Hayden Bridge, although redds and fish could have been observed had some been present.

A total of 1,620 spring chinook salmon were counted passing over Leaburg Dam as of 1 October, this is the lothlowest count in 26 years of monitoring. No salmon were trucked from McKenzie Hatchery and released into the river in 1995. We observed a total of 174 salmon during the survey, with 27 below Leaburg Dam and 147 above the Dam. We observed 9.1 % of the Leaburg Dam count in the upper survey sections. The average percentage observed from 1989-94 was 4.4%.

We observed a total of 255 redds, with 66 below the Dam and 189 above the Dam. The total redd count was the fourth lowest aerial count since 1965 (figure 1). The percentage of redds in the upper survey sections was 74% which was the highest percentage ever observed during the aerial surveys and is consistent with trends observed since 1989 (Figure 2).

Redd distribution by survey section from Leaburg Dam to the Walterville Tailrace was similar to the six year mean. We observed about 26% of the total redds in these five sections (Figure 3). There were no redds or fish observed in the lowest three survey sections from the Walterville Tailrace to the confluence with the Willamette River.

Highway 126 East Interim Corridor Strategy, May 1998 E-1 Figure 2. Percentage of Salmon Redds Counted Above Leaburg Dam, 1965-95

Highway 126 East Interim Corridor Strategy, May 1998 1995 AERIAL SPAWNING SURVEY MCKENZIE RIVER SPRING CHINOOK

PERCENT FISH REDDS REDDS

SOUTH FORK 26 25 9.80

BELKNAP SPRINGS TO TRAILBRIDGE 3 1 23 9.02

BELKNAP SPRINGS TO MCKENZIE BRIDGE 25 27 10.59

MGKENZIE BRIDGE TO BLUE RIVER 39 55 21.59

BLUE RIVER TQ ROSBORQ BRIDGE 19 38 14.90

ROSBORO BRIDGE TO LEABURG DAM 7 2 1 8.24

LEABURG DAM TO HAWN GUAGE 7 26 10.20

HAWN GAUGE TO WALTERVILLE INTAKE 14 34 13.33

WALTERVILLE INTAKE TO HENDRICKS BRIDGE 3 5 1.96

HENDRICKS BRIDGE TO WALTERVILLE TAILRACE 3 1 0.39

WALTERVILLE TAILRACE 0 0 0.00

WALTERVILLE TAILRACE TO HAYDEN BRIDGE 0 0 0.0

HAYDEN BRIDGE TO ARMITAGE BRIDGE 0 0 0.00

- -- -

ARMITAGE BRIDGE TO MOUTH

TOTAL 174 255

Redds above Leaburg Dam Redds below Leaburg Dam

Highway 126 East Interim Corridor Strategy, May 1998 McKenzie River Basic ChS Spawning Ground Surveys 1995

Total New Location Date Adults Jacks Redds Redds Carcasses Remarks 7- Lost Creek 8/28 0 I 0 0 0 1 Unspawned female (Hwy-Yale) 915 0 0 0 0 1 Unspawned male 911 1 1 0 0 0 0 9/20 1 0 3 3 1 Spawned female 9/28 1 0 4 1 0 1016 4 0 5 1 1 Spawned male 10113 1 0 5 0 0

Lost Creek 8/28 0 0 0 0 0 (Cmpgrnd) 915 0 0 0 0 0 911 1 0 0 0 0 0 9/20 1 0 1 1 0 9/28 5 0 4 3 0 1016 4 0 9 5 0 1 011 3 0 0 9 0 0

Horse Creek 8/29 12 0 0 0 0 (Delta-CG) 916 9 0 2 2 0 911 2 1 0 3 1 0 911 9 9 0 5 2 0 1013 1 0 5 0 0

Horse Creek 8/28 0 0 0 0 0 (W. Delta) 916 0 0 0 0 0 911 2 1 0 1 1 0 911 9 0 0 1 0 0 9/28 0 0 2 1 0 1016 0 0 2 0 1 Spawned female

u..*..- ,-*..-I, 01COolnn .-. 1 IVIJG VIEiCN 0 0 0 0 (E. Delta) 916 3 0 3 3 0 911 2 9 0 7 4 2 Spawned females 911 9 10 0 13 6 1 Spawned male 9/28 2 0 14 1 0 1016 0 0 14 0 1 Spawned female

Horse Creek 8/29 2 0 1 1 0 (CG-Ave Ck) 916 10 0 8 7 0 911 2 8 0 9 1 1 Spawned female 911 9 27 0 23 14 1 Spawned female 1013 4 0 29 6 3 Spawned females

Carmen 8/28 0 0 0 0 0 Spawning Ch 916 6 0 2 2 0 911 2 9 0 5 3 0 9/20 19 0 16 11 0 9/28 9 0 2 1 5 1 Spawned female 1016 4 0 22 1 2 Spawned females

Gate Creek 8/31 0 0 0 0 0 911 3 0 0 1 1 0 912 1 2 0 2 1 0 1019 0 0 2 0 0

COMMENTS: Surveys were conducted by Robert Bradley and Ken Homolka, with assistance from Amy Ambrosier and Giles Thelen on Gate Creek. Spawning redds were flagged each week for easy identification. High water prohibited surveys on upper Horse Creek and Gate Creek the week of 9/25-29.

Highway 126 East Interim Corridor Strategy, May 1998 E-4 Appendix F ODOT Overview of the Highway 126 East Corridor OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Eugene - Santiam Junction

Transportation Fachties and Services

This conidor includes OR Route 126 from the junction with Interstate 5 in Springfield to the junction with Oregon Route 22 at Santiam Junction.

Rail Lines

No rail lines are present in this corridor.

Airports and Air Passenger Service

The Eugene Airport is located northwest of Eugene. Nonstop air passenger flights are available to Portland (7 flights). From Portland, connecting flights can be made to the following destinations: North Bend (4 flights), Medford (7 flights), Redmond (7 flights), Pendleton (5 flights), Boise (5 flights), Pasco (4 flights), Walla.Walla (3 flights), and Klamath Falls (4 flights).

The following general aviation airports are located in the vicinity of the corridor: McKenzie Bridge State Airport located next to OR 126 near McKenzie Bridge. (Level 4) Santiam Junction State Airport located to the south of the ODOT maintenance station at Santiam Junction. (Level 4) Note: The level numbers shown in parentheses identify the state importance levels of the respective air- ports.

Ports

No ports are present in the comdor.

Intercity Surface Public Trans~ortation

Porter Stage Lines makes two round trip bus runs in this corridor with stops in Eugene, Sisters and Bend. Eugene is a stop for Greyhound bus service in the 1-5 corridor.

Oil and Gas Pipelines

No oil or gas transmission lines traverse or cross this comdor. The Eugene area is provided with natural gas service.

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 6/95

Eugene - Santiam Junction

Travel In The Corridor

1992 Highway Traffic Volumes* in the Corridor

"Includes all motorized traffic

1992 Highway Truck Traffic Volumes in the Corridor Truck Volume Corridor Mileage Corridor Mileage Statewide Average (ADT) (miles) (percent) (percent) 0 - 499 65.4 84 52

1972 = ? 992 Annu=! !-!igh:.:sy Rsfflc G:o\t.A,h Rstes Growth Rate Corridor Mileage Corridor Mileage Statewide Average I (percent) (miles) (percent) (percent) 1-1.99 33.6 43 38 2.00 - 2.99 16.4 21 46 13.00 - 4.00 28.3 36 16 1992 Freight Movement in the Corridor Travel Mode Freight Moved Notes (thousands net tons) Rail - 1,500 ATR 20-01 0 East of Vida Water

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95 --

Eugene - Santiam Junction

Analysis of fighwa~Travel Time

Travel Times of Cars and Trucks

Changes in Travel Times

Comparison of the Effects of Management and lmprovements on Time Travel 2016 Scenario Travel Time Travel Time Travel T~me MinutesfTrip Reduction* Percentage of 1 I Average AIIVehlcles M~nuteslTnp iviax~rnurniieciuci~on No lmprovementslLow Management 125 0 0 No Improvements/High Management 117 8 26 ImprovementsfLow Management 107 18 58 ImprovementsRtigh Management 94 31 100 "~eductlon from Worst Case Scenario of No Improvements/l-ow Management

Time. .. . . - Savinas*- - - " at Various Ca~acitv. lm~rovement . Investment Levels 11 Improvement Costs 11 Time Saved' I Time Saved* I Statewide Average 11 (thousands) Minutes 1000 Vehicles Hours 1000 Vehicles Hours Per Trip Per Year Per Year $1,000 1 67 108 $5,000 3 237 41 5 $10,000 5 438 688 $25,000 10 925 1159 $50,000 15 1551 11581 $100,000 18 21 35 2037 '2016 lmprovements vs. 2016 No lmprovements

Average Cost of Capacity improvements that Compensate for Low Management: $44 Million* *2016 No Improvement/Low Management vs. 2016 No ImprovementlHigh Management: (100,000118) x 8.

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 1 1/95

Eugene - Santiam Junction

Analysis of fighway Congestion, Safety and Operating Costs

Proportion of Corridor Subject to Congestion in 1996 and 2016 (percent) 11 Congestion Level 11 1996 1 2016 No Improvements I Statewide Average il . 2016 No Improvements 1 10 17 9 24 21 Low Congestion 90 66 62

Congesti~nReduction at Various Capacity Improvement investment Levels

(thousands) Of Corridor

1 2 $10,000 3

Number of High- Accident Locations 1 Corridor 11 Statewide Average 11

Comparison of Accidents and Accident Rates YearlScenario Accidents Accident Rate* Statewide Average ( Per year) Accident Rate 135 0.52 0.83 2016 No Improvements 139 0.52 0.83 2016 Improvements'" 0.45 0.75 I:*Accidents Per Million Vehicle Miles of Travel119 "All sharp curves realigned

Comparison of Car and Truck Total Yearly Operating Costs YearlScenario* Total Operating Costs Ill(thousands)

2016 Improvements ' 1) 89,607 I 31,576 *All Scenarios Assume High Management

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 6/95

Eugene - Santiam Junction

Motorist Survev Results

Reason for Using Corridor

Commuting to Work

Personal Needs I 1 I

Percent of Rsponses

Frequency of Corridor Use

Daily 2 or More Times Weekly Weekly Twice Monthly Monthly Few Times Yearly 1 - I 0 10 20 30 40 50 60 70 80 Percent of Responses

Scenery br- Short Travel Time Safety Ease of Access Other I 0 10 20 30 40 50 60 70 80 Percent of Responses Allocation of Discretionary Funds Travel Time I Safety Environment Public Transportation Ped/ Bic y c le Other I 0 10 20 30 40 50 60 70 80 Rrcent of Funds AllStatewide Corridors o Eugene - Santiam Jct. Corridor

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 6/95

Eugene - Santiam Junction

Traffic Volume Trends

All Traffic 5,000 3-

YEAR

Trucks

YE*.!?

Automatic Recorder 20-01 0 Hwy #I5 M. P. 29.14 (East of Vida)

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STmwIDE CORRIDORS ODOT Review Draft - 6/95

Eugene - Santiam Junction

Automobile and Truck Travel Times

Car

g loo * I- z3 75 I- z z 50 25 Q 1996 2016 2016 2016 2016

Truck ; 175 T C)C) 141 4 ec . 1.w 150 a 133 124 121 g 125 -- g 5 loo-- FZ 75-- 50- 25 -- 0~ 1996 2016 2016 2016 2016 WSTlNG NO GEOMETRIC CAPACrrY GEOMETRIC & iMPROMMEMS MPROMMENTS MPFaMMENTS WACrrY IMPROVEMENTS

Highway 126 East Interim Corridor Strategy, May 1998 OW3W'Ew OF s1[IA=TEWTT>ECORRIDORS ODOT Review DraR - 11/95

Eugene - Santiarn Junction

Effects of Management on Travel Time

MISTING NO NO GECMEIWC & GEOG%IC& IMPROVEMENTS IMPROVEMENTS CAPACITY CAPACITY LOW MOMT. HIGH MMT. IMPROVEMENTS WPROVEMENTS LOW MGMT. HIGH hlGMT.

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - I1/95

Eugene - Santiam Junction

Relative Cost Effectiveness of Saving Travel Time Time Saved Per Dav

0 20,m 4Woo 60,ooO 80,OoO 100,000 120,000 140,000 CUMULATIVE COST ($000)

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STmWIDE CORRIDORS ODOT Review Draft - 6/95

Eugene - Santiam Junction

Relative Cost Effectiveness of Saving; Travel Time Time Saved Per Trip

CUMUbATNE COST ($000)

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 6/95

Eugene - Santiam Junction

Present and Future Hinhway Congestion

1996 - Existing HIGH CONGESTION MODERATE 1% CONGESTION

LOW CONGESTION 90%

2016 - No Improvements HIGH CONGESTION 10%

MODERATE ONCESTION 24%

LOW CONGESTION

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Eugene - Santiam Junction

Relative Cost Effectiveness of Reducing Congestion-

20,000 QooO CUMMULAWE COST ($000)

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 1 1/95

Eugene - Santiam Junction

Total Yearlv Operating Costs*

Car

Truck

EXISTING NO GEOMEiRlC CAPAClTY GEOMETRIC 6 MPROVEMENTS MPROVEMENTS WROMMENTS CAPACITY MPROMMENTS

Total operating cost is the sum of travel time, ownership and vehicle running costs.

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Eugene - Santiam Juncti~n

Yearlv Fuel Consumption

Car

"J , 5 15,000 :$ 10.000 0 - 5,000 0 1996 2016 2016 ' 2016 201 6 WSTlNG NO GEOMFFRC CAPACrPl GEOMETRIC & WROMMENTS IMPROVEMENTS MPROMMEKTS CAPACITY MPROMMENTS

Truck 10,m , - --- 1 7,448 7,430 WJ'J'J 6,450 rJ¶ 8 2 6,000 -- 4,818 . J 0 3 zO- 4,000 -- a;000 -- 0 - 1996 2016 201 6 2016 2016 EXISTING NO GEOMETRIC CAPACrrY GEOMETRIC & IMPROVEMENTS IMPROVEMENTS MPROMMENTS CAPACrrY WROMMENTS

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 12/95

Eugene - Santiam Junction

Highwav Congestion

LOW CONGESTION a MODERATE CONGESTION m HIGH CONGESTION

1996 EXISTING

2016 NO IMPROVEMENTS, HlGH MANAGEMENT

2016 GEOMETRIC IMPROVEMENTS, HlGH MANAGEMENT

2016 CAPACITY IMPROVEMENTS, HlGH MANAGEMENT

2016 GEOMETRIC AND CAPACllY IMPROVEMENTS, HlGH MANAGEMENT

SEGMENTS SCENARIO

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 6/95

Eugene - Santiam Junction

Highway Congestion

Miles of High Congestion By Section

Miles of Moderate Congestion By Section 1

Miles of Low Conaestion- By Section

SCENARIO.- - . - .- 1 SEC.- - II SEC. 2 1 SE.C. 3 SEC. 4 SEC. 5 I I 1996 Existing 8.1 20.4 19.7 19.2 3.3 201 6 No Improvements, 2.9 10.7 19.2 15.1 3.3 High Management 201 6 Geometric Improvements, 2.9 16.8 19.7 19.7 3.3 High N lanan~menf.,..,,, 201 6 Capactty Improvements, 7.1 26.9 19.7 19.8 High Management 201 6 Geometric & Capaclty Improvements, 7.1 26.8 19.7 19.7 3.3 I

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 12/95

Eugene - Santiam Junction Travel Time

CAR .TRUCK

- - 1996 EXISTING

2016 NO IMPROVEMENTS, HIGH MANAGEMENT

2016 NO IMPROVEMENTS, LOW MANAGEMENT

2016 GEOMETRIC IMPROVEMENTS, HIGH MANAGEMENT

2016 CAPACITY IMPROVEMENTS, HlGH MANAGEMENT

2.4 ------22 r------2016 GEOMETRIC 2.0 ...... ANDCAPACITY ------IMPROVEMENTS, . HlGH MANAGEMENT

------2.2 ...... 2016 GEOMETRIC ...... ANDCAPACITY ------IMPROVEMENTS, ------LOW MANAGEMENT

SEGMENTS SCENARIO

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STHEWIDE CORRIDORS ODOT Review Draft - 12/95

Eugene - Santiam Junction Travel Time

ALL VEHICLES

- - 1.8 I------3!*.:.xe+ 2816 NO IMPROVEMENTS.

2016 NO IMPROVEMENTS, LOW MANAGEMENT

...... 2016 GEOMETRIC ...... IMPROVEMENTS, - - HIGH MANAGEMENT

...... 2016CAPAClTY ...... IMPROVEMENTS, ...... HlGHrvUNAGEMENT

2016 GEOMETRIC ANDCAPACllY IMPROVEMENTS, HIGH MANAGEMENT

2016 GEOMETRIC AND CAPACITY IMPROVEMENTS, LOW MANAGEMENT

2 3 4

SEGMENTS SCENARIO

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Eugene - Santiam Junction

Travel Time

Car Travel Times in Minutes Per Mile By Section CAR MINUTES ( SEC. I ( SEC. 2 1 SEC. 3 ( SEC. 4 I SEC. 5 I I I I 11 1996 Existing I 1.5 1 1.4 / 1.2 1 1.3 1 1.2 11

Truck Travel Times In Minutes Per Mile By Section

Average Travel Times In Minutes Per Mile By Section -. ALL MINUTES SEC. 1 SEC. 2 SEC.3 SEC. 4 SEC. 5 1996 Existing 1.5 1.4 1.3 1.4 1.3

201 6 Geometric & Capacrty Improvements, 1.9 1.4 1.4 1.3 1.3 Low Management

Highway 126 East Interim Corridor Strategy, May 1998 OVERWEW OF STATEWI.DE CO~~ORS ODOT Review Draft - 6/95

Eugene - Santiam Junction

Highwav Accident Analvsis

Highway Accident Rates 1991 - 1993 CORRIDOR AND

STATEWIDE AVERAGE EUGENE -

' Reported acddents. Rde expressed as number of accidents per million vehicle miles of highway travel. For all non-freeway sections of primary highways. 'Only includes cities over 5,000 population.

Highway Fatalities iggi .. 1993

' Number of accidents that involved only fatalii. Number of fatalities per hundred million vehicle mil& of travel. only includes cities over 5,000 population.

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft -- 6/95

Eugene - Santiam Junction

Highway Accident Analvsis

Highway Accidents By Accident Type 1991 - 1993

Highway Accidents By Vehicle Type 1991 - 1993 CORRIDOR AND PERCENT OF ACCIDENTS CORRIDOR SEGMENTS AUTO I TRUCK 1 OTHER'

' Bicycle, pedestrian, motorcycle, farm vehicle, etc.

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 6/95

Eugene - Santiam Junction

Highwav Accident Analvsis

Highway Accidents By Environmental Factors 1991 - 1993

'These accidents were attributed to the intersedim or drive way and were relxAed as such in the accident data.

Highway Accidents By Driver Factors 1991 - 1993

' Percent of penons involved in accidents who were wring safety belts Percent of fatality or injury accidents that involved a driver who was driving under the influence (DUI) of alcohol or drugs.

Highway 126 East Interim Corridor Strategy, May 1998 OVERVIEW OF STATEWIDE CORRIDORS ODOT Review Draft - 1/96

Eugene - Santiam Junction

fighwav Performance Characteristics

2 1 3 1 4 15 1 CORRIDOR SEGMENT CLEM LAKE - BELKNAP SPRINGS HIGHWAY

SPRING~~RD I I PLACES ------>------L ------I ------

SPEED REDUCTmN

H I nlrre SAVED - L COST EFFECTIVENESS

CONGESTION LEVEL - 1996

H M L CONGESTION LEVEL - 2016

ACCIDENT LEVEL

HORIZONTAL CURVATURE

VERTICAL GRADE

Highway 126 East Interim Corridor Strategy, May 1998 Explanation of Data

Travel in the Corridor

This set of tables complements the description of transportation services by providing information on highway traffic volumes, traffic growth rates, and the tonnage of freight moved on rail, highways, and water. Following is a brief explanation of each of the tables in this section.

1992 Hiahwav Traffic Volumes in Corridor

The table shows the number and percentage of miles in a Corridor whose average daily traffic (ADI) volume is within each of the seven listed categories. For comparison, it shows the percentage of miles of all state-wide highways in each of the traffic volume categories. This information is based on traffic counts taken by the Oregon Department of Transportation (ODOT).

1992 Hiahwav-Truck Traffic Volumes in Corridor

The table shows the number and percentage of miles in a Corridor whose truck ADT is within in each of four traffic volume categories. For comparison, it shows the percentage of miles 6n all state-wide highways-in each of the truck volume categories. This information is based on traffic counts taken by ODOT.

1972 -1992 Annual Hiahwav Traffic Growth Rates

The table shows the number and percentage of miles in a Corridor for each of three traffic growth rate categories. Traffic growth rates were estimated through a linear regression analysis of ODOT traffic count data over the 1972 to 1992 time period. (Traffic growth trends are shown in graph form in a later section of the report.) For comparison, the table shows the percentage of miles of all state-wide highways in each of the growth rate categories.

1992 Freiaht Movement in the Corridor

The table shows the tons of cargo moved in the Corridor by rail, truck, and water. Rail cargo is only shown for major rail lines, not for branch lines. Freight rail information comes from the respective railroads. Truck freight information was estimated by multiplying the traffic volumes for each truck size category by the average cargo weights for each size category as determined in ODOT1shighway cost responsibility study. The source of waterborne freight information is the U.S. Army Corps of Engineers (ACOE) document, Waterborne Commerce of the United States (1 990).

Highway 126 East Interim Corridor Strategy, May 1998 Analvsis of Hiqhwav Travel Time

The set of tables on this page show travel time related information under various scenarios. The information included in these tables was calculated using the Highway Performance Monitoring System Analytical Package (HPMSAP). Travel times calculated by the HPMSAP are based on speed limits, congestion levels, development types (rural, community, or urban), number of lanes, passing sight distance (rural only), pavement conditions, curves, grades, speed changes and stop cycles, and idling times.

Seven scenarios were analyzed:

@ 1996 (Base Year) e 2016, No Improvement, High Management 2016, No Improvement, Low Management e 2016, Geometric Improvements, High Management 201 6, Capacity Improvements, High Management 2016, Geometric and Capacity Improvements, High Management 2016, Geometric and Capacity Improvements, Low Management

1996 was chosen as the base year to coordinate the Corridor analysis with the development of local transportation system plans that are to be completed by 1996. The 1996 base scenario considers the condition of the highway as it existed in 1992 and traffic levels projected for 1996. Improvements identified in the Statewide Transportation Improvement Program (STIP) but not yet buiit were not inciuded in the base scenario analysis because of uncertainties in knowing the full nature of these improvements and which might be completed by 1996. The planning horizon, 201 6, was established 20 years later than the base year. The future year scenarios combine several improvement and management levels. The purpose of the scenarios is to give people an understanding of a range of possible futures and their effects on highway performance.

The no-improvement scenario assumes that pavements will be maintained, but that neither roadway geometry (width, curvature, grades) nor roadway capacity (number of traffic lanes) will be improved. The geometric improvement scenario assumes that all geometric deficiencies are improved. The capacity improvement scenario assumes that all geometric deficiencies are improved. Geometric and capacity deficiencies are defined when performance levels fall below the minimum tolerable conditions (MTCs) identified in the 1991 Highway Plan within the planning horizon. The MTCs are less than design standards in a number of respects. Therefore, the geometric and capacity improvement scenarios do not assume upgrading a highway Corridor to present design standards.

Highway 126 East Interim Corridor Strategy, May 1998 The two management options estimate the possible effects of future land development on performance. The ITIS database identifies city limits, urban growth boundaries, and the general character of the roadside environment (urban, community, rural). The high-management option assumes that despite changes in land use, the general operating characteristics of the highway will not change. This might be accomplished through judicious land use planning, local road construction and access management. The low-management scenario assumes that changes in highway operating characteristics will change as a result of future changes in land use. Specifically, it is assumed that urban fringe areas within urban growth boundaries would become urban in character and that lower speed zones would be imposed in these areas for safety purposes (45 mph and 40 mph speed zones would be reduced to 30 mph and 25 mph respectively).

The HPMSAP computes travel times as a weighted average of travel times over the range of traffic flows present in the Corridor. Rather than using a peak hour or average condition, the model divides the 24-hour day into several time periods with each reflecting the different levels of congestion that occur. A maximum of 12 different time periods or congestion levels are used, based on the ADTIcapacity ratio and the facility type. The calculations for each of these periods are then aggregated as a weighted average.

Travel Times of Cars and Trucks

The table shows the average car and truck travel times under the base case scenario, a no-improvement scenario, and an improvement scenario. Both the 201 6 scenarios acci imn hinh manannmnnt Thn imnrn\rnmnnt e~an-rinnee1 lmne thqt r.nrrmntr;rr nmA UVVUI 1 IV I a~yas I I IUI IUYWI I IWI I.. I I IW II I I~IWV~I I IGI IL OU~I1-1 IV UOUUI I IGO LI IUL YGVI I IGLI ICI ai iu capacity deficiencies identified in the planning period are corrected. The information in the table is presented as the average number of minutes to travel the length of the Corridor as well as the average minutes per mile of travel. The average travel speed for the Corridor can be calculated by multiplying the reciprocal of the second column by 60. The average travel rate in minutes per mile is also presented for all state-wide highways for comparison.

Chanaes in Travel Times

The table shows the difference in travel times between the base year scenario and each of the future year scenarios presented in the table above. The information is presented in the same format as that of the previous table as well.

Comparison of the Effects of Manaaement and Improvements on Travel Time

The table shows the average travel times of all vehicles to travel the length of the Corridor under four future year scenarios that combine improvement and management options. (Note that automobile and truck travel times are averaged in this table.) The second column shows the difference in travel time between the no-improvement,low-managementscenario and each of the other scenarios. This

Highway 126 East Interim Corridor Strategy, May 1998 F-27 enables the reader to compare the relative effects of improvement and management on travel times. The last column provides the same information for all state-wide highways for comparison purposes.

Time Savinas at Various Ca~acitvlm~rovement Investment Levels

The table shows the amount of travel time savings that might be achieved relative to the 201 6 no-improvement scenario at various levels of investment in capacity improvements. Only capacity improvements are presented because the cost data on geometric improvements are inadequate to make such an assessment. One-hundred million dollars is the maximum investment level shown in the table even though the HPMSAP identified even greater amounts necessary on some corridors to correct deficiencies. The time savings are presented in terms of minutes per trip to travel the length of the Corridor and in thousands of vehicle hours saved per year. The latter quantity is also presented for all state-wide highways to provide a comparison.

Averaae Cost of Capacitv Improvements that Compensate for Low Manaaement

The last item presented on this page provides a rough estimate of the value of management in terms of the average cost of capacity improvements that would be necessary to make up for the difference in travel times between the low-management and high-management scenarios. The time difference that goes into the calculation is the difference in travel time in minutes per trip between the no-improvementllow- management scenario and no-improvementlhigh-managementscenario. The reader should note that access management has significant safety benefits that are not coiisidered in this; caiciiiation, Also, the costs of pljtting sccess fianagsfient measures in place are not included because no generalized data on it are available.

Analvsis of Hiqhwav Conqestion, Safetv, and Operatinq Costs

The first two tables on this page present congestion information calculated using the HPMSAP. The analytical package computes volume to service flow (VISF) ratios at peak hour conditions (30th highest hour) using procedures as outlined by the 1985 Highway Capacity Manual. VISF ratios were translated into categories of low, moderate, and high congestion as follows:

Low congestion corresponds to vlsf ratios that indicate stable to free flowing traffic conditions with low to moderate traffic volumes (Level of Service (LOS) A, B or C). Speed is restricted only slightly by traffic, if at all. There is high maneuverability and driving comfort and convenience with little or no delays.

Moderate congestion corresponds to VISF ratios for traffic flows approaching unstable levels LOS D). On rural two-lane highways, speeds fall below 50 mph, fairly long lines of cars form, and passing becomes extremely difficult. In urban areas, average travel speeds fall to about 40 percent of free-flow speeds and small increases in traffic can significantly increase delay at intersections.

Highway 126 East Interim Corridor Strategy, May 1998 High congestion corresponds to VISF ratios for traffic flow conditions that are unstable or that exceed roadway capacity (LOS E or F). Under conditions of high congestion, a driver on a rural two-lane highway will be traveling in long lines of traffic at considerably less than the posted speed and passing will be virtually impossible. A driver on an urban road will be traveling at substantially reduced speeds and will experience considerable delay at intersections. Under these conditions, even minor incidents can trigger stop and go traffic.

Proportion of Corridor Subject to Conqestion in 1996 and 201 6

The table compares congestion levels for the 1996 scenario and 201 6 no-improvement scenario. High management Is assumed so that the scenarios can be compared. The information is presented as the percentage of the Corridor at each congestion level. The average for all state-wide highways is also presented for comparison purposes.

Conqestion Reduction at Various Capacitv Improvement Investment Levels

The table shows the amount of reduction in the percentage of the Corridor that is highly congested at various levels of investment in capacity improvements. Only capacity improvements are presented because the cost data on geometric improvements are inadequate to make such an assessment. One-hundred million dollars is the maximum investment level shown in the table even though the HPMSAP identified even greater amounts necessary on some Corridors to correct deficiencies. This infermatien is a!sc presented fcr a!! state-wide highi~~ayst~ pre\/ide 2 comparison.

Number of Hiah Accident Locations

The information in this table comes from ODOT's Safety Priority Index System (SPIS). Highway sections are categorized by accident frequency, accident rate and accident severity. High accident locations are those places with a SPIS index that is within the top 10 percent for all locations on state highways. The table normalizes the data as the number of high accident locations per mile and provides a comparison with the average for all state-wide highways.

Com~arisonof Accidents and Accident Rates

The table presents the number of accidents and accident rates from 1992 and projections for the 2016 no-improvement and 201 6 improvement scenarios. Under the no-improvement scenario, it is assumed that the accident rate will not change from the 1992 rate. The projected number of accidents for this scenario is therefore the 1992 accident rate multiplied by the number of vehicle miles projected to bee traveled in 201 6 in millions. Under the 201 6 improvement scenario, the effects of curvature

Highway 126 East Interim Corridor Strategy, May 1998 reduction are computed to yield an estimated number of accidents and accident rate. Only the effects of curvature reduction are calculated for this table.

Com~arisonof Car and Truck Total Yearlv Operatina Costs

This table compares operating costs for the 1996 base year, 2016 no-improvement scenario, and 2016 improvement scenario. The total operating costs presented in this table include the costs of fuel, lubricating oil, tires, maintenance and repairs, use-related depreciation, and the value of time. These costs are based on speed and grace with adjustments made for the effects of curves, speed change and stop cycles, pavement condition, and idling time. The averages for all state-wide highways are provided for comparison.

Motorist Survev Results

This section displays some of the results from a survey administered to 4,000 randomly selected licensed drivers living in Oregon. Each person surveyed was shown a map identifying all of the Corridors and was asked to choose two Corridors with which they were most familiar. They were then asked a number of questions about those corridors. The charts presented in this section illustrate the responses to the following four questions:

What is your primary reason for using this transportation Corridor?

On average, how often do you use this corridor?

What do you like most about this transportation corridor?

ODOT is interested in knowing how you feel they should spend money in this highway Corridor. Using the categories listed below, please assign the percentage of available funds that you feel should be allocated for each of the factors listed. Please be sure that your numbers add up to 100 percent.

The survey is documented in 1993 Oregon Department of Transportation Highway Corridor Study by the University of Oregon Community Planning Workshop.

Traffic Volume Trends

Traffic volumes at permanent traffic recorder sites on the Corridor are shown for all vehicles and for trucks. The projected 1996 and 201 6 traffic volumes are also shown.

Automobile and Truck Travel Times

Two sets of bar graphs show automobile and truck travel times for all of the high-management scenarios. The scenarios are described above.

Highway 126 East Interim Corridor Strategy, May 1998 Effects of Manaqement on Travel Time

The bar graph shows the same information presented in the table Comparison of the Effects of Management and Improvements on Travel Time with the addition of 1996 base year information.

Relative Cost Effectiveness of Savinq Travel Time (Time Saved Per Dav and Time Saved Per Trip)

These two graphs show the amount of travel time savings that might be achieved relative to the 2016 no-improvement scenario at various levels of investment in capacity improvements. Only capacity improvements are presented because the cost data on geometric improvements are inadequate to make such an assessment. The time savings are presented in terms of minutes per trip to travel the length of the Corridor and in terms of the total time saved per day by all vehicles.

The cost of improvements was estimated using the same unit costs as those used by the 1993 Oregon Roads Finance Study. These are average costs differentiated by improvement type and by terrain (level, rolling, or mountainous). They do not, however, take into account areas where extraordinary costs would be required.

Present and Future Hiqhwav Conqestion

Two pie charts illustrate the information contained in the table titled Proportion of Cg,r,ri&,r S~bje~ff,n Co~gesf.;cl~ i~ 1996 2nd 20 6.

Relative Cost Effectiveness of Reducinq Conqestion

A graph illustrates the proportion of the Corridor that would be highly congested in 2016 with various levels of spending on capacity improvements. Only capacity improvements are presented because the cost data on geometric improvements is inadequate to make such an assessment.

The cost of improvements was estimated using the same unit costs as those used by the 1993 Oregon Roads Finance Study. These are average costs differentiated by improvement type and by terrain (level, rolling, or mountainous). They do not, however, take into account areas where extraordinary costs would be required.

Total Yearlv Operatina Costs Comparisons

The bar charts in this section illustrate total yearly operating costs for automobiles and trucks. These charts provide information on more scenarios than is provided in the table Comparison of Car and Truck Total Yearly Operating Costs. As with that table, operating cost include the costs of fuel, lubricating oil, tires, maintenance and repairs, use-related depredation, and the value of time.

Highway 126 East Interim Corridor Strategy, May 1998 Yearlv Fuel Consumption

These bar charts illustrate projections in car and truck fuel consumption. Values are based on speeds and grades with adjustments made for the effects of curves, speed change and stop cycles, pavement conditions, and idling time. It should be noted that these effects on fuel consumption are not necessarily straight forward or cumulative. Geometric improvements will generally increase speeds and thus increase fuel consumption, but may also affect speed change cycles, especially for trucks, and possibly reduce fuel consumption. Similarly, capacity improvements will reduce congestion and increase speed and fuel consumption, but may also reduce speed changes, stop cycles and idling times, and fuel consumption as well.

The bar charts and tables show the number of miles of each segment of the Corridor in each of the congestion categories for all of the high-management scenarios. Only the high-management scenarios were simulated to maintain comparability of results, Low- and high-management scenarios can not be compared to one another because of differences in V/SF calculations that result from differences in the classification of highway sections. (The same highway sections can be classified urban vs. community under the two management scenarios.)

Travel Time (seqment bar charts and tables)

The t?n?c!sets nf bar charts and fah!es show trave! times in minutes per mile for each segment. One set of bar charts shows auto and truck travel times. The other set of bar charts shows average travel times for all vehicles. Average travel times can be converted to average speeds by multiplying the reciprocal of numbers in the table by 60.

Hiqhwav Accidents

Six tables present a variety of accident information by Corridor segment. The information comes from ODOT's accident database and includes averages for 1991- 1993. More current accident information can be found in Appendix H,

Hiqhwav- Accident Rates

For the Corridor as a whole and for each segment, accident rates were computed for urban and rural portions. The state-wide average rates for urban and rural portions of all non-freeway sections of primary highways are provided for comparison.

Highway 126 East Interim Corridor Strategy, May 1998 Hiahwav Fatalities

Information is presented in the same format as for accident rates. The number of fatalities is presented as well.

Hiahwav Accidents bv Accident Tvpe

The percentage of accidents in standard accident categories is presented for the Corridor as a whole and for segments of the Corridor.

Hiahwav Accidents bv Vehicle Tvpe

The percentage of accidents that involve automobiles, trucks, and other vehicles are presented. The other vehicle categories include bicycles, pedestrians, motorcycles, farm vehicles, and any other vehicles. Pedestrian, bicycle, and motorcycle accidents were aggregated into the other category because a very small percentage of accidents involve these modes of transportation.

Hiahwav Accidents bv Environmental Factors

The percentage of accidents related to accesses and intersections, nighttime, wet conditions, and icy conditions are presented in this table. Accidents that occurred within 100 feet on either side of an intersection or driveway were identified as being related to an access or intersection.

This table presents information on safety belt use and driving under the influence of alcohol or drugs (DUI). The safety belt information presents the percentage of persons involved in accidents who were wearing seatbelts. The DUI information presents the percentage of fatality or injury accidents that involved a driver who was driving under the influence of alcohol or drugs. DUI information was compiled for fatality or injury accidents only because information is reported most accurately for accidents involving injuries or fatalities.

Hiahwav Performance Characteristics

A variety of highway performance characteristics are presented in a series of bar charts that are keyed to location along the Corridor. At the top of this chart is a corridor mileage scale. The location of Corridor segments is identified here as are highway names, route numbers, and places.

The analysis done with the use of the HPMSAP for each section of highway is shown in bar graphs for several categories of information. (Sections, as opposed to segments, are small portions of a highway that have uniform characteristics.) Each section along the Corridor is identified as high (H), moderate (M), or low (L) with

Highway 126 East Interim Corridor Strategy, May 1998 F-33 respect to each category of information. The categories and the meanings of ratings are described below.

The chart is set up to help the reader visually identify highway needs and opportunities. Sections where there are high or moderate conditions in several categories stand out as places where there are needs and opportunities for improvements.

Speed Reduction

This bar chart identifies speed zones by the degree to which they reduce speeds below 55 mph. High speed reduction indicates a posted speed of 35 mph or less. Posted speeds of 40 mph to 45 rnph indicate a moderate speed reduction. A low speed reduction indicates posted speeds of 50 mph or greater.

Time Saved - Cost Effectiveness

This bar chart shows the relative cost effectiveness of making highway improvements to reduce travel times from what they would otherwise be under the no-improvement scenario. Cost effectiveness for each section of highway is calculated by dividing the amount of time saved by the cost of improvement of the section. This ratio was computed for all of the state-wide Corridor mileage. Categories of cost effectiveness were then established as follows:

High: Includes improvements that would have the highest cost effectiveness for redncing tra\!e! time. !mpmvements in the high cafegoy wou!d result in QZ3Q minutes or more reduction in travel time per million dollars of improvement cost. This was defined to be five percent of the mileage of all state-wide highways that has the highest cost effectiveness for reducing travel time.

Moderate: Includes improvements that would reduce travel time but not as cost effectively as improvements included in the high category. Improvements in the moderate category would result in up to 0.29 minutes of reduction in travel time per million dollars of improvement cost. Twenty-five percent of the mileage of all state-wide highways is included in this category.

Low: Includes all portions of state-wide highways where improvements would not reduce travel time or where improvements were not identified. Seventy percent of the mileage of all state-wide highways is included in this category.

Conaestion Level - 1996

This bar chart shows the level of congestion predicted along the Corridor in 1996. The high, moderate, and low ratings are those described above in the section titled Analysis of Highway Congestion. Safety and Operating Costs.

Highway 126 East Interim Corridor Strategy, May 1998 Conaestion Level - 201 6

This bar chart shows the level of congestion predicted along the Corridor in 201 6 under the no-improvement scenario.

Conaestion Reduction - Cost Effectiveness

Categories of relative cost effectiveness for reducing congestion were then established as follows:

High: Includes improvements that would have the highest cost effectiveness for reducing congestion. lmprovements in the high category would result in 0.2 points or more of congestion reduction per million dollars of improvement cost. This was defined to be the 5 percent of the mileage of all state-wide highways that has the highest cost effectiveness for reducing congestion.

8 Moderate: Includes improvements that would reduce congestion but not as cost effectively as improvements included in the high category. lmprovements in the moderate category would result in up to 0.19 points of congestion reduction per million dollars of improvement cost. Twenty-two percent of the mileage of all state-wide highways- is included in this category.

Low: Includes all portions of state-wide highways where improvements would not reduce congestion or where improvements were not identified. Seventy-three percent of the mileage of all state-wide highways is included in this category.

Accident Level

Accident level is a measure of the accident frequency, accident rate, and accident severity based on the Safety Priority Index system (SPIS). A high accident level identifies a highway sections that are in the 90th percentile or above in terms of SPlS index. A moderate accident level identifies all other highway sections that have a SPlS index value greater than zero. A low accident level indicates areas with no SPlS values.

Horizontal Curvature

Horizontal curvature is a relative measure of the amount of curvature of a highway section. Low horizontal curvature indicates areas where all curves can be safely and comfortably negotiated at the prevailing speed limit. Areas with moderate horizontal curvature have occasional curves with design speeds then the prevailing speed limit. A high horizontal curvature indicates an area with a number of curves uncomfortable and/or unsafe when traveled at the prevailing speed limit, or the speed limit is severely restricted due to the design speed of curves.

Highway 126 East Interim Corridor Strategy, May 1998 Vertical Grade

Vertical grade is a measure of the steepness of the roadway. A low vertical grade indicates that grades do not substantially affect the speed of trucks. Areas with infrequent grades that may reduce truck speeds have a moderate vertical grade. A high vertical grade indicates frequent grades that severely reduce truck speeds.

Width lnadeauacv

Width inadequacy is a measure of the inadequacy of highway pavement width. Areas with three lanes or greater are designated as having low width inadequacy. The moderate category is applied to two lane highway sections having lane and shoulder widths that meet the MTCs. Two-lane highway sections that have lane or shoulder widths that are below the MTCs are identified as having high width inadequacy.

Highway 126 East Interim Corridor Strategy, May 1998 Appendix G Level of Service Level of service (LOS) is a qualitative estimate of the performance efficiency of transportation facilities. These standards can be based on many measures, including traffic congestion. Treff ic congestion LOS standards have been developed and revised over the years by the Transportation Research Board (TRB). One of the TRB systems uses volume on a road and the capacity of the road to define a ratio, called a V/C (volume/capacity) ratio, which can be classified by degree of congestion. The classifications range from A (the best) to F (the worst).

LOS A - Low volume, high speeds, no delay. High freedom to select desired speed and maneuver within traffic stream. V/C 0.3.

LOS B - Stable flow with reasonable freedom to select speed. V/C 0.5.

LOS C - Stable flow, but speed and maneuverability is affected by the presence of others and requires care on the part sf the driver. V/C 0.75.

LOS B - Approaches unstable flow. Speed and maneuverability are severely restricted. Small additions to traffic flow will generally cause operational problems at this LOS. V/C 0.90.

LOS E - Represents operating conditions at or near the capacity of the highway. Low speeds. Freedom to maneuver is extremely difficult. Any incident can cause extensive queuing. V/C 1.O.

LOS F - Represents forced flow operation at very low speeds. Operations are characterized by stop-and-go traffic. Vehicles may pmgress at reasonable speeds for several hundred feet or more then be required to stop. V/C > 1.O.

Similar LOS classifications have been developed for intersections, and use volume, capacity, and signal phasing to determine average delay at the intersection, and thus a level of service. Level of service formulas for pedestrian and transit service have also been developed; however, there is much debate as to how effective they are in assessing situations in smaller cities and suburban settings.

LOS is the basis for determining whether there is sufficient capacity for development and for analyzing the operating efficiency of transportation facilities. The TPR requires that land use and transportation planning be coordinated so that transportation capacity exists at the time development occurs.

Highway 126 East Interim Corridor Strategy, May 1998 Appendix H ODOT Accident Summary Investigative Report Segment 1a

Oregon Department of Transportation Accident Summary Database Investigative Report Based on 1994, 1995, 1996 Accident Data Eugene-Springfield Highway MP 3.48 to MP 9.90 All Prefixes Report Date: 4/8/98

Accident Totals lnjuries and Fatalities Head On 3 [ Injury A (Most Severe) 3 1 Angle 1 lnJuGB (Moderate) . Turning 26 Injury C (Least Severe) Rear End 82 Fixed Object 19 Total Injuries Side Swipe Meeting 0 Fatalities Overtaking 15 Pedestrian 2 Backing 1 Additional Statistics Parking 0 I Daylight Accidents 113 1 Non-Collision 4 rucks Involved Miscellaneous 1 Intersection Accidents Wet Pavement Accidents I Ice Involved Accidents [ Total accidents 154 1 Average Daily Traffic (ADT) 47,529 Safety Priority Index System (SPIS) Computed Accident Rate 0.46 1997 Summary (AJMVM) High SPlS Value 40.40 First Accident at Milepost 3.49 Low SPlS Value 9.50 Last Accident at Mileoost 9.86 Total SPlS Sites 29 1997 Cutoff 42.67 Property Damage Only (PDO) Accidents SPlS Sites on 1997 Number of Accidents 75 I Top Ten Percent List 0 1 Vehicles Involved 21 8

Highway 126 East Interim Corridor Strategy, May 1998 Segment 1b

Oregon Department of Transportation Accident Summary Database Investigative Report Based on 1994, 1995, 1996 Accident Data McKenzie Highway MP 6.20 to MP 8.20 All Prefixes Report Date: 4/8/98

Accident Totals Head On 0 Angle 1 Turning 4 1 Rear End 63 Fixed Object 3 Total injuries Side Swipe Meeting 2 Fatalities Overtaking 3 Pedestrian 2 Backing 0 Additional Statistics Parking 0 Daylight Accidents 87 Non-Collision 0 Trucks Involved 3 Miscellane~us 1 Intersection Accidents 53 Wet Pavement Accidents 29 Ice Involved Accidents 4 I Total accidents 116 Average Daily Traffic (ADT) 21,642 Safety Priority Index System (SPIS) Computed Accident Rate 2.45 1997 Summary (AIMVM) High SPlS Value 52.38 First Accident at Milepost 6.22 Low SPlS Value 13.68 Last Accident at Milepost 8.01 Total SPlS Sites 38 1997 Cutoff 42.67 Property Damage Only (PDO) Accidents SPlS Sites on 1997 Number of Accidents 56 Top Ten Percent List 5 Vehicles Involved 169

Highway 126 East Interim Corridor Strategy, May 1998 Segment 2

Oregon Department of Transportation Accident Summary Database Investigative Report Based on 1994, 1995, 1996 Accident Data McKenzie Highway MP 8.20 to MP 35.10 All Prefixes Report Date: 4/8/98

Accident Totals Head On Angle Turning Rear End Fixed Object Total injuries Side Swipe Meeting Fatalities Overtaking Pedestrian Backing Additional Statistics Parking Daylight Accidents 100 Non-Collision Trucks Involved 15 Miscellaneous Intersection Accidents 24 Wet Pavement Accidents 20 Ice Involved Accidents 10 Total accidents 127 Average Daily Traffic (ADT) Safety Priority Index System (SPIS) Computed Accident Rate 1997 Summary (AIMVM) High SPlS Value 39.67 First Accident at Milepost Low SPlS Value 14.80 Last Accident at Mile~ost Total SPlS Sites 22 1997 Cutoff 42.67 Property Damage Only (PDO) Accidents SPlS Sites on 1997 Number of Accidents 5 1

Top Ten Percent List 0 Vehicles Involved 132 A

Highway 126 East Interim Corridor Strategy, May 1998 Segment 3

Oregon Department of Transportation Accident Summary Database Investigative Report Based on 1994, 1995, 1996 Accident Data McKenzie Highway MP 35.10 to MP 55.00 All Prefixes Report Date: 4/8/98

Accident Totals Head On 2 Angle 2 Injury B (Moderate) Turning 10 lnjury C (Least Severe) Rear End 8 Fixed Object 11 I Total injuries Side Swipe 25 1 Meeting 2 I Fatalities 0 I Overtaking 1 Pedestrian 0 Backing 0 Additional Statistics Parking 0 Daylight Accidents 3 1 Non-Collision 1 Trucks Involved 2 Miscellaneous 3 Intersection Accidents 4 Wet Pavement Accidents 7 Ice Involved Accidents 9 I Total accidents 40 Average Daily Traffic (ADT) Safety Priority Index System (SPIS) Computed Accident Rate 1997 Summary (AIMVM) High SPlS Value 0.00 First Accident at Milepost Low SPlS Value 0.00 Last Accident at Mile~ost Total SPlS Sites 0 1997 Cutoff 42.67 Property Damage Only (PDO) Accidents SPlS Sites on 1997 Number of Accidents 20 Top Ten Percent List 0 Vehicles Involved 46

Highway 126 East Interim Corridor Strategy, May 1998 Segment 4

Oregon Department of Transportation Accident Summary Database Investigative Report Based on 1994, 1995, 1996 Accident Data Clear Lake-Belknap Springs Highway MP 0.00 to MP 19.00 All Prefixes Report Date: 4/8/98

Accident Totals lniuries and Fatalities Head On lnjury A (Most Severe) Angle lnjury B (Moderate) Turning lnjury C (Least Severe) Rear End Fixed Object Side Swipe Meeting Fatalities 2 Overtaking Pedestrian Backing Additional Statistics Parking Daylight Accidents Non-Collision Trucks Involved Miscellaneous Intersection Accidents Wet Pavement Accidents / Ice Involved Accidents Total accidents 7 Average Daily Traffic (ADT) 1,886 Safety Priority Index System (SPIS) Computed Accident Rate 1997 Summary (AIMVM) High SPIS Value 43.39 First Accident at Milepost Low SPlS Value 43.39 1 1.40 Total SPlS Sites 1 1997 Cutoff 42.67 Property Damage Only (PDO) Accidents SPIS Sites on 1997 I Number of Accidents 3 1 Top Ten Percent List 1 I Vehicles Involved 5 1

Highway 126 East Interim Corridor Strategy, May 1998 Segment 5

Oregon Department of Transportation Accident Summary Database Investigative Report Based on 1994, 1995, 1996 Accident Data Santiam Highway MP 71.50 to MP 74.80 All Prefixes Report Date: 4/8/98

Accident Totals Injuries and Fatalities Head On I Injury A (Most Severe) 1 / Angle Injury B (Moderate) Turning lnjury C (Least Severe) Rear End Fixed Object Side Swipe Meeting I Fatalities 1 I Overtaking Pedestrian Backing Additional Statistics Parking I Daylight Accidents 7 ( Non-Collision Trucks Involved Misc Intersection Accidents Wet Pavement Accidents 1 Ice Involved Accidents Average Daily Traffic (ADT) 2,400 Computed Accident Rate 1.38 (AIMVM) First Accident at Milepost 71.50 Last Accident at Milepost 74.75 Total SPlS Sites 1997 Cutoff Property Damage Only (PDO) Accidents Number of Accidents 4 Vehicles Involved 11

Highway 126 East Interim Corridor Strategy, May 1998 Appendix I Corridor Segment Inventory CORRIDOR STRATEGIES MAP LEGEND EXISTING CONDITIONS FOR FURTHER INFORMATION REGARDING FEDERAL FUNCTIONAL CLASSIFICATION, STATE OTHER CONTACT THE O.D.O.T. REGION OFFICE Interstate City Limits Principal Arterial , Urban Growth Boundary Minor Arterial ISd " '+ National - State Forest Urban Collector - National - State - County Park Rural Major Collector National - State - County Wildlife Refuge Functionally Classed Road Indian Reservation Within Federal Aid Urban Boundary + + Commercial - General Aviation Minor Collector Sno-Park Local * w Safety Rest Area - Weigh Stetion Oregon Route - US. Ro&e - P Public Building - ODOT StwileSib Interstate Route Q a Gravel Pit -Quafly +=+++- Bridge Gmde Separation @ National Highway System Roub -

SIGNALIZED CENTER LANE INFO. INTERSECTION STRUCTURE CONDITION Left Turn Lane SD = Structurallly Defident # OF LANES Continuous Left Turn Lane FO = Functionally Obsolete Painted Median ND = Not Deficient Non-Traversable Median NA = Not Applicable -.- PAVEMENT CONDITIONS PAVED SHOULDER Very Good WIDTHS SIDEWALKS ---- Good Over 6' Over 6' ADT (1993) Fair Poor 4' -6' 4-6' 0- 1,499 Very Poor Under 4' Under 4' 1,500 - 2,999 3,000 - 4,999 ACCIDENT LOCATIONS -- 5,000 - 9,999 BY MILEPOINT (1992-94) 10,000 - 19,999 Accidents 20,000 - 45,000 A SPIS SiTop 10% OVER 45,000 1992-94

PLANNING LAND USE ZONING

Agricultum Natural Resource Rural Industrial Coastal Non Resource Rural Residential Forestry rn Park and Recreation Rural Setvice Center Indian Reservation Public Facility Urban Mixed Ag and RR Rural Commercial Water 2 2) 4 2 ACCIDENT L6CATION .A ...i*$ " "i..*5. 3 a 5;; *. . " .*.- . - - . ------.. --. - - .-...... -* 48,000 - - -- - *a - -. . - . ------r4w 54th St ------'"'0' nby. NO. 2i7 Conn. (M.P. 1~10.09). lama 3 Conn. No. I (M.P. IC6.32) S. 58th St. S. 59th St. 60th PI. fn 62nd PI. S. 63rd St.

65th PI. I! 66th St. 67th St. 68th St. S. 68th PI. 69th St. S. 70th St. 71st St. S. 72nd St. S. 72nd St. '1 S. 73Rd St. 79th St.

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ACCIDENT LOCATIONS Appendix J Acronyms AADT Annual average daily traffic ACOE U.S. Army Corps of Engineers ADA Americans with Disabilities Act ADT Average daily traffic AIMVM Accident per Million Vehicle Miles Traveled AOH Access Oregon Highway AQMA Air Quality Maintenance Area BLM Bureau of Land Management BMPs Best Management Practices BRT Bus Rapid Transit CO Carbon Monoxide CSC Corridor Steering Committee DEQ Oregon Department of Environmental Quality DUI Driving Under the Influence EPA U.S. Environmental Protection Agency EWEB Eugene Water & Electric Board HPMSAP Highway Performance Monitoring System Analytical Package 1-5 lnterstate 5 1-1 05 lnterstate 105 iRT 6BOT internai Review Team ISTEA intermodal Surface Transportation Efficiency Act IVM Integrated Vegetation Management LCDC Land Conservation and Development Commission LO I Level of Importance LOS Level of Service LRAPA Lane Regional Air Pollution Authority LTD Lane Transit District MP Mile Post or Mile Point MPH Miles per Hour MPO Metropolitan Planning Organization MTCs Minimum Tolerable Conditions MWC McKenzie Watershed Council OAR Oregon Administrative Rule ODFW Oregon Department of Fish and Wildlife ODOT Oregon Department of Transportation OHP Oregon Highway Plan OR 126 Oregon Highway 126 ORSAP Oregon Transportation Safety Action Plan OTC Oregon Transportation Commission OTP Oregon Transportation Plan PDO Property Damage Only PM10 Particulate matter less than 10 microns R-6 Forest Service Region 6 RCP Lane County Rural Comprehensive Plan

Highway 126 East Interim Corridor Strategy, May 1998 SAC Stakeholders Advisory Committee ST1 P Statewide Transportation Improvement Program SPlS Safety Priority Index System TPR Oregon Transportation Planning Rule TRB Transportation Research Board TSM Transportation System Management TSP Transportation System Plan TSS ODOT's Transportation Safety Section UGB Urban growth boundary UO University of Oregon U.S.C. United States Code USDA United States Department of Agriculture USFS United States Forest Service VIC Volume/capacity VMT Vehicle Miles Traveled VPD Vehicles per Day VIS F Volume to Service Flow

Highway 126 East Interim Corridor Strategy, May 1998