1995-35613-Resolution No. 95-131 Recorded 10/12/199595-35613
j REVIEWED
LEGAL COUNSEL
BEFORE THE BOARD OF COUNTY COMMISSIONERS FOR DESCHUTES COUNTY, OREGON
WHEREAS, THE STATE OF OREGON, acting by and through its Oregon Transportation Commission,
has caused to be prepared and submitted to Deschutes County, a Corridor Strategy for Highway 97 for a
resolution of support; and
WHEREAS, said document has been developed in consultation with representatives of the Cities and
Counties within the Corridor, Federal and State Agencies with jurisdiction in the Corridor and Native
American Tribes with ceded lands in the Corridor; and
WHEREAS, said document proposes a strategy and objectives for the operation, preservation and
enhancement of all transportation modes and facilities within the Oregon Highway 97 Corridor; and
WHEREAS, the Corridor strategy and objectives will guide development of a General Plan for the
Corridor and refinement plans for specific areas and issues in the Corridor; now, therefore,
BE IT RESOLVED BY THE BOARD OF COUNTY COMMISSIONERS FOR DESCHUTES
COUNTY, OREGON, hereby supports this Corridor Strategy Document and urges support of Cities and
Counties within the Corridor and adoption by the OTC.
DATED this 11th day of October, 1995
S'
A'
Recording Secretary
RESOLUTION 95-131 (10-11-95)
BOARD OF COUNTY COMMISSIONERS OF
0148'-0153
A Resolution Supporting the Oregon Department of *
Transportation / Region 4: Highway 97 Corridor Strategy *
En
and Supporting Adoption of the Strategy by the
Oregon Transportation Commission (OTC) and Other *
`'':-
"'
Cities and Counties Within the Highway 97 Corridor
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RESOLUTION NO. 95-131
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WHEREAS, THE STATE OF OREGON, acting by and through its Oregon Transportation Commission,
has caused to be prepared and submitted to Deschutes County, a Corridor Strategy for Highway 97 for a
resolution of support; and
WHEREAS, said document has been developed in consultation with representatives of the Cities and
Counties within the Corridor, Federal and State Agencies with jurisdiction in the Corridor and Native
American Tribes with ceded lands in the Corridor; and
WHEREAS, said document proposes a strategy and objectives for the operation, preservation and
enhancement of all transportation modes and facilities within the Oregon Highway 97 Corridor; and
WHEREAS, the Corridor strategy and objectives will guide development of a General Plan for the
Corridor and refinement plans for specific areas and issues in the Corridor; now, therefore,
BE IT RESOLVED BY THE BOARD OF COUNTY COMMISSIONERS FOR DESCHUTES
COUNTY, OREGON, hereby supports this Corridor Strategy Document and urges support of Cities and
Counties within the Corridor and adoption by the OTC.
DATED this 11th day of October, 1995
S'
A'
Recording Secretary
RESOLUTION 95-131 (10-11-95)
BOARD OF COUNTY COMMISSIONERS OF
0148-"0154
Draft Final
I.S. Highway 97 Corridor Strategy
(Madras California Border)
Oregon Department of Transportation
June 30, 1997 1
0148-m0156
Table of Contents
U.S. Highway 97 Corridor Strategy Summary
Page
ExecutiveSummary ................................................. I
Introduction................................................... 1
Corridor Planning Process ........................................ 3
CorridorDescription ............................................. 4
Findingsand Conclusions ........................................ 4
(Overview and Intro. Not Included in this Executive Summary Document)... 6-40)
Corridor Objectives ................................................. 41
Corridor Strategy Goal and Themes ................................. 41
KeyThemes for Highway 97 ........................................ 41
TransportationPerformance Measures .............................. 42
A. Transportation Balance/Intermodal Connectivity ................
42
Objective AI
—Automobiles and Trucks .......................
43
Objective A2
— Freight Rail Service ..........................
43
Objective A3
—Highway/Rail Connectivity .....................
43
Objective A4
—Public Transportation Service ...................
44
Objective A5
— Intercity Bus/Passenger Rail Service and
Connectivity................................
45
Objective A6
—Air Service and Connectivity
45
Objective A7
—Bicycle/Pedestrian Facilities ...................
45
Objective A8
—Pipelines ...................................
46
B. Regional Connectivity ...................................... 46
Objective BI —Interstate Transportation Connections ............ 46
Objective B2 — Transportation Disadvantaged Services ........... 46
C. Highway Congestion, Facility Management and Roadway Conditions 47
Objective CI —Highway Level of Service and Travel Time ......... 47
Objective C2 — Transportation Demand Management/Rideshare
Measures.................................... 47
Objective C3 — Transportation System Plannign and General
Planning Coordination ........................ 48
Objective C4 — Capacity Improvements 48
Objective CS — Truck Routes ................................. 48
Objective C6 —Facilities Management ........................ 49
Objective C7 —Interchanges and Grade Separations ............. 49
0148-0156
Objective C8 —Right -of -Way Preservation ..................... .
Objective C9 —Roadway Conditions ..........................
D. Safety ...................................................
Objective DI — Traffic Calming ..............................
Objective D2 — Vehicle Recovery Zones ........................
Objective D3 — Signing/Marking at High -Accident Locations .......
Objective D4 — Vehicle/Wildlife Collisions ......................
Objective D5 —Enhanced Traffic Enforcement and Safety
Education..................................
Rest Stops and Driving Experience ...............
TransportationImpacts ..........................................
E. Environmental Impacts .....................................
Objective EI — Scenic and Cultural Resources ...................
Objective E2 —Emergency Response, Hazardous Materials
Accident and Spill Management .................
Objective E3 — Maintenance Plans for Environmentally and
Culturally Sensitive Areas ......................
Objective E4 — Wildlife Crossing Areas ........................
Objective E5 — Wildlife Mitigation ............................
Objective E6 —Air Quality ..................................
Page
50
50
50
SI
51
51
52
52
52
53
53
53
54
54
54
SS
SS
F. Social and Land Use ....................................... 55
Objective FI — Transportation -Land Use Integration ............. SS
Objective F2 —Accommodate Elderly Users .................... 56
Objective F3 — Social, Cultural and Recreational Resources ........ 56
G. Energy .................................................. 57
H. Economic Development .................................... 57
Objective HI — Strengthen Businesses and Industrial Base ......... 57
Objective H2 —Interpretive Corridor .......................... 57
Objective H3 — Intermodal Reload Facility ..................... S8
Objective H4 —International Air Freight Facility ................ 58
Implementation/Next Steps ........................................... 59
List of Figures
Page
Figure1 --- Corridor Map............................................................... 2
Figure 2 --- Three -Phase Planning Process .................................... 3
i
0148-wo157
Executive Summary
Introduction
The Oregon Department of Transportation (ODOT) has embarked upon a new approach
to identify projects for the Oregon State Transportation Improvement Program. This
new approach, named Corridor Planning, is intended to implement the goals and policies
set forth by the 1992 Oregon Transportation Plan (OTP), the 1991 Highway Plan and the
recent modal plans for rail, freight, bike/pedestrian, aeronautics and transit.
The OTP, Oregon Highway Plan and modal plans provide statewide transportation goals
and policies, and identify transportation corridors and facilities of statewide importance.
Corridor plans are intended to build upon this multimodal, statewide planning
framework by focusing on long-term planning and development of all modes within
specific transportation corridors. Transportation corridors are identified as major or high
volume routes for moving people, goods and services from one point to another. Since
transportation corridors transcend jurisdictional boundaries, corridor planning also
builds upon local transportation and land use policies and plans, including the
comprehensive plans of Jefferson, Deschutes and Klamath Counties and the cities of
Madras, Redmond, Bend and Klamath Falls.
Over the next six years, ODOT intends to complete corridor plans for 31 transportation
corridors throughout Oregon, including U.S. Highway 97, which is illustrated in
Figure 1. Generally, each corridor plan will:
• translate the policies of the OTP into specific actions;
• describe the functions of each transportation mode, consider trade offs, and show how
they will be managed;
• identify and prioritize improvements for all modes of travel;
• indicate where improvements should be made;
• resolve any conflicts with local land use ordinances and plans; and
• establish guidelines for how transportation plans will be implemented.
U.S. Highway 97 Corridor Strategy
6664\-Qr-t.\"p-tX- 0696.30
FIGURE 1
US 97, Corridor Plan
Madras - California
Segments 1-4
�l21 AM
r= --- -------
Y— 'Iftm 0
--� E F R S O
�egm nt 1 `AAOP,%'
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at20 --J
126 26
--
rairi[L
Recrxs. I
97 S%A*
242 Segmentm 2 � O
�o� I �'
Segment j
D E S C H U T E S
Mr* Segment 3
-------- --- --Segment-,4--
Y
0148-0158
Border
CORRIDOR LOCATION
Segments 4-10
a,r4...
Ulke
I -- -
Segm t4
Segment
Miles
Begin
Segment
End
Segment
97 S gme t 5
91.9-118.5
26.2
r
i
'
Seg ent 5 <,
23.8
SegTent 6
I
62
I
I -- — - — - —
f?. M:mbf:
S29mignt H
China Hat Road (Bend)
Segment 7
4
Segment 7
UA%hr
Segment "4Ly
97
S ment 8
39
140 gment 9
Junction OR 58
39
Ie.RIt.C.iw
es �� '�'`''
140 Segment 9
Kav
7Segment
39
main 10
Segment
Number
Segment
Milepoints
Segment
Miles
Begin
Segment
End
Segment
1
91.9-118.5
26.2
Junction US 26(Madras)
US 97 and OR 370(Prineville)
2
118.5 -142.2
23.8
US 97 and OR 370 (Prineville)
China Hat Road (Bend)
3
142.2 -169.7
24.2
China Hat Road (Bend)
Jct. US 97 & OR31 La Pine
4
169.7 -195.2
26.5
Jct. US 97 & OR31 (La Pine)
Junction OR 58
5
195.2 - 213.5
16.2
Junction OR 58
Junction OR 138
6
213.5 - 242.5
29.5
Junction OR 138
Spring Hill
7
242.5 - 257.83
15.33
Spring Hill
Modoc Point
8
257.83 - 271.0
13.17
Modoc Point
N. Klamath Falls UGB
9
271.0 - 278.0
6.61
N. Klamath Falls UGB
S. Klamath Falls UGB
10
278.0 - 291.73
13.7
S. Klamath Falls UGB
California border
0148-0159
Executive Summary (Cont.)
Corridor Planning Process
The corridor planning process recognizes that different segments of the U.S. Highway 97
Corridor require differing levels of study to develop a corridor -wide, long-range plan.
-� Thus, corridor planning proceeds from general to specific in a three -phased approach
towards project development and construction, as illustrated in Figure 2.
Figure 2
This corridor strategy document is the outcome of the initial Strategy Development
phase of Corridor Planning. The Corridor Strategy is intended to set the stage for more
detailed analysis of modal trade offs and improvement priorities. The Corridor Strategy
evaluates long-term transportation requirements, multimodal issues and recommends
general improvement objectives to address corridor -wide requirements.
The second phase of corridor planning will specifically address the objectives set forth in
the Corridor Strategy. During this phase, specific transportation improvements will be
identified and prioritized as two types of transportation plans: general plans for counties
and systems plans for cities.
U.S. Highway 97 Corridor Strategy
6664\uA7\raU\r"-t.f. 0696.30
Adopted Inputs
Strategy
Development
Phase 1
General Systan
Plans
w
Plans
Phase 2
Refinement Plans
phase 3
(Optional)
Project Devdopment
Figure 2
This corridor strategy document is the outcome of the initial Strategy Development
phase of Corridor Planning. The Corridor Strategy is intended to set the stage for more
detailed analysis of modal trade offs and improvement priorities. The Corridor Strategy
evaluates long-term transportation requirements, multimodal issues and recommends
general improvement objectives to address corridor -wide requirements.
The second phase of corridor planning will specifically address the objectives set forth in
the Corridor Strategy. During this phase, specific transportation improvements will be
identified and prioritized as two types of transportation plans: general plans for counties
and systems plans for cities.
U.S. Highway 97 Corridor Strategy
6664\uA7\raU\r"-t.f. 0696.30
01480150
Executive Summary (Cont.)
The third and final phase of corridor planning leads to project development through
refinement planning for specific projects to resolve any outstanding environmental, land
use and design issues.
Corridor Description
The Highway 97 Corridor stretches 199.8 miles from the Highway 26 intersection in
north Madras to the Oregon/California border. Highway 97 provides important
interstate, regional and local transportation linkages. In addition to serving local needs,
the highway is used as a major truck route for the Western United States providing
relatively shorter, more direct access for goods moving between California, the
Willamette Valley, Central Oregon, east central Washington, northern Idaho and points
east. Highway 97 also serves as an "alternative" to I-5 for people and goods moving
between California and Washington.
Highway 97 is the primary transportation facility in the corridor, serving automobile,
truck, public transportation, bicycle and pedestrian modes. As indicated in Figure 1,
Segments 1-3 extend from the Highway 97/U.S. 26 intersection in Madras to the
Deschutes/Klamath County border, serving the rapidly growing communities of Madras,
Bend, Redmond, Sunriver and La Pine. Segments 4-10 extend from the Klamath County
border to California, linking small and medium-size communities, such as Crescent,
Chemult, Chiloquin, Algoma and Klamath Falls.
The corridor is served by a variety of transportation modes. The rail freight system in
the corridor is comprised of the Southern Pacific Cascade Line, the Burlington Northern
Bend Branch and Bieber Lines, and the City of Prineville Railway. Amtrak's Coast
Starlight train, which runs between Seattle and Los Angeles, stops daily in Chemult and
Klamath Falls. Greyhound provides one daily northbound and southbound bus between
Madras, Redmond, Bend, Chemult and Klamath Falls. The Redmond Municipal Airport
and the Klamath Falls International Airport provide scheduled passenger service.
Pacific Gas Transmission Company's gas line also generally follows the corridor.
Findings and Conclusions
Key findings and conclusions that were identified during strategy development include:
• The Corridor's economy is primarily based on timber, tourism and agriculture.
U.S. Highway 97 Corridor Strategy
014 8--ftol6i
Executive Summary (cont.)
• Many recreational destinations along the Corridor draw large volumes of in-state and
out-of-state visitors year round while generating high volumes of peak -season
recreational traffic.
• The mix of through and local traffic along Highway 97 has created vehicular, bike,
'• pedestrian and truck/RV conflicts and safety concerns.
• Population and employment growth is projected to grow rapidly, particularly in
Segments 1 and 2 of the Corridor, increasing traffic and congestion over the next 20
years.
U.S. Highway 97 Corridor Strategy
6664\ua 7\r to\r"wtXin 0696.30
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0148-0162
Corridor Objectives
0148-063
Corridor Objectives
Corridor Strategy Goal and Themes
The purpose of the Oregon Transportation Plan (OTP) is to guide the development of a safe,
convenient and efficient transportation system which promotes economic prosperity and
livability for all Oregonians. The OTP establishes four goals for Oregon's future
transportation system — Characteristics of the System, Livability, Economic Development
and Implementation. To simplify statewide corridor analyses, "Transportation Performance
Measures" and "Transportation Impact" categories common to all corridors have been
developed by ODOT based on OTP goals and policies.
The strategy development process for the U.S. 97 Corridor included several public meetings
and workshops where corridor issues, concerns and opportunities were discussed. Based on
the input received from these meetings and relevant technical information on
transportation trends, projections and safety, the overall goal for the U.S. 97 Corridor
is.* to promote commerce by efficiently distributing goods and services, while
enhancing travel safety, maintaining environmental integrity, and preserving
regional quality of life.
The detailed strategy objectives are intended to embody this overall goal for the Corridor,
and to set direction and provide guidance for corridor -wide transportation plans and
enhancements. There are six underlying themes of the corridor strategy which were
identified during the strategy development process:
Key Themes for the U.S. 97 Corridor:
Enhancing Safety — Addressing a wide range of safety issues, including truck and
vehicular accidents, vehicle -wildlife collisions, rock -falls, snow and ice removal, and
maintenance -related concerns.
Facilities Management and Improvement — Maintaining overall travel times along the
Corridor will require careful facilities management, and in some segments, additional
capacity improvements. In general, efficient use of existing facilities will be emphasized to
the maximum extent practical prior to planning for capacity improvements. Where capacity
improvements are warranted due to inadequate level of service and safety issues, the
improvements will generally follow a four -phased approach outside urban areas (i.e., Phase
1 - passing lanes at 3-5 mile spacing; Phase 2 - continuous four land section; Phase 3 - grade
separate the higher volume road intersections, and; Phase 4 - full access control with
median barrier). For most of the U.S. 97 Corridor south of La Pine, a passing lane strategy
(i.e., Phase 1 level) will probably be adequate for the 20 year planning period. Given the
U.S. Highway 97 Corridor Strategy
5554\..97\find\REP0RT1FIN 0593.11
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0.48-0164
Corridor Objectives (Cont.)
significantly higher traffic volumes in the Madras to La Pine section, improvements beyond
a facilities management and passing lane strategy will be needed consistent with the four -
phased approach outlined above (note: about one-half this section is already four lanes). In
smaller rural service centers, such as Terrebonne, La Pine, Chemult and Crescent, the focus
will be on slowing traffic to posted speeds using a combination of enforcement, facilities
management and traffic calming techniques (extended curbs, landscaping, raised medians,
etc.).
Intermodal Connections — Improving intermodal access and multimodal connectivity
between Amtrak and local/resort destinations, and between truck, rail and air service.
Interpretive Opportunities and Preservation of Environmental Quality — Enhancing
recognition of and access to aesthetic characteristics along the Corridor through supporting
the establishment and enhancement of scenic viewing areas, interpretive signage, scenic
loop roads and pathways. Transportation improvements within the Corridor will be
sensitive to preserving and/or improving the quality of the Corridor's natural environment,
including the physical, cultural, and biotic components.
Economic Development — Assisting local jurisdictions with special economic
development -related improvements that embody Corridor goals and objectives, and
optimize the integration of transportation and land use.
Partnering — Identifying opportunities for partnerships between ODOT, local
jurisdictions, state and federal agencies, and the private sector to achieve the Corridor
strategy goals and objectives, and to implement the level and quality of transportation
facilities and services that meet the needs of the Corridor.
Transportation Performance Measures
Transportation performance objectives relate to transportation balance/intermodal
connectivity, regional connectivity, highway congestion, facility management, roadway
conditions and safety. State policies, corridor goals and strategy objectives for these
transportation performance measures are described below:
A. Transportation Balancellntermodal Connectivity
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 inherent efficiencies of each mode.
U.S. Highway 97 Corridor Strategy
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0148--0165
Corridor Objectives (Cont.)
The goal for the U.S. 97 Corridor includes maintaining and improving Highway 97 to
serve auto and truck travel needs as the primary modes in this corridor, while
maintaining and encouraging the use and connection of alternative modes, including rail,
air and intercity bus service throughout the Corridor, especially in urban, and urbanizing
areas. The objectives described for each travel mode are intended to create a more
balanced transportation system over time.
Objective Al — Automobiles and Trucks
In concert with improving systems and facilities that accommodate alternative modes of
travel (e.g., rail, bike, pedestrian), the Highway Plan indicates that Oregon must commit
to protecting and improving its highway system or risk losing its economic base and
potential economic expansion. As a statewide highway, the management objective for
Highway 97, as stated in the Highway Plan, is to provide for safe and efficient high-speed
continuous flow operation in rural areas and moderate -speed operations of flow in urban
and urbanizing areas, and rural development centers. Specific performance objectives for
the highway are described in Section C, Highway Congestion, Facility Management and
Roadway Conditions.
Objective A2 — Freight Rail Service
The OTP calls for rail lines, including the Burlington Northern Bend Branch and the
Southern Pacific Cascade Line, to be operated at not less than a minimum speed of 25
mph.
• Partner with the Burlington Northern railroad to maintain average operating speeds
of 40 to 60 mph with the exception of 25 mph maximum speeds in the Deschutes
River Canyon of the Bend Branch line.
• Partner with the Southern Pacific Railroad to maintain Federal Railroad
Administration (FRA) Class 4 standards along the Cascade Line.
• Partner with the City of Prineville to consider improvements that are required to
maintain existing Prineville Railway Freight service.
Objective A3— Highway /Rail Freight Connectivity
In addition to minimum level of service standards for highway freight, the OTP calls for
intermodal rail/truck reload facilities on rail mainlines with service areas of 150 miles,
including Klamath Falls on the Southern Pacific Cascade Line.
• Partner with carriers and receivers to facilitate transfer of highway freight to rail
where economically feasible.
• Support long-term improvements in connections to major manufacturing and
distribution facilities in Klamath Falls, Prineville, Bend, Redmond, Madras and
elsewhere as the market demands.
U.S. Highway 97 Corridor Strategy
W54\u 97\fiinl\REP0RT3. FIN 099.1.13
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0148-0166
Corridor Objectives (Cont.)
Objective A4 — Public Transportation Service
The policy of the OTP is to provide intercity passenger transit service to/from cities or
groups of cities with a population of more than 2,500 and located 20 miles or more from
the nearest Oregon city with a larger population. The targeted minimum of one round
trip per day is currently provided by Greyhound Bus lines.
• Develop a coordinated public transportation system over time with multimodal
alternatives and proper facilities.
• Begin to establish a public transportation system in Bend that coordinates the role of
special needs transportation providers and their services. Initially work with local
jurisdictions within Deschutes County to establish local bus service for the elderly
and transit -dependent population with Dial -A -Ride service between the Redmond
Municipal Airport, Bend, Sunriver, La Pine and Chemult. Eventually expand to
hourly service to selected destinations.
• Work with existing intercity bus districts (i.e., Basin Transportation District) and
special needs transportation operations to maintain or increase bus service
frequency. Explore rideshare, park and ride and other pilot program for providing
amenities and unique services that may benefit or supplement public transportation
service expansion.
Objective A5 — Intercity Bus /Passenger Rail Service and Connectivity
Amtrak's Coast Starlight line stops in Chemult and Klamath Falls twice a day, as does
the Greyhound Bus line. An Amtrak route through Central Oregon was evaluated as
part of the Oregon 1992 Passenger Rail Plan. The evaluation concluded that projected
ridership would be very low, equivalent to 15 percent of that experienced by the existing
Willamette Valley route, and the travel time between Los Angeles and Seattle would be
extended by 3.5 hours. In addition, operating a Central.Oregon route was projected to
require a $22/rider subsidy.
• In cooperation with local jurisdictions, railroads, and others, explore development of
enhanced intercity bus service as a first step to determining the feasibility of
intercity passenger rail service from Redmond to Bend (and possibly Chemult).
• Work with local jurisdictions and Amtrak to plan and implement improvements to
the Chemult and Klamath Falls Passenger Rail Station, encourage ridership, and
provide improved transit linkages with major recreational destinations. Consider
improvements relating to rest rooms, waiting areas and visitor information.
• Partner with local jurisdictions and private transportation providers to ensure that
intercity bus service and passenger rail service includes efficient and reliable
intermodal connections (bus, taxi, rental car) to destinations and activity centers.
• In accordance with the OTP, evaluate the need and feasibility of an improved
intercity transit station in the Bend urban area.
U.S. Highway 97 Corridor Strategy
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0148-0167
Corridor Objectives (Cont.)
Objective A6 —Air Service and Connectivity
The Redmond Municipal Airport and the HIamath Falls International Airport both
provide daily scheduled passenger service within the Corridor. Both commercial
airports exceed the minimum level of three daily round -trips identified in the OTP.
• In accordance with Oregon Aviation Plan, provide continued support for airport
facilities improvements and highway access management, including the Bend and
Redmond Municipal Airport and Chiloquin Airport runway expansion plans.
• Improve modal connections between Redmond, Bend and Madras airports with
surrounding major destinations and activity centers. Work with the private sector to
provide transit express bus, taxi and car rental service, as the market demands.
• Partner with the private sector and others to evaluate long-term potential for an
international air freight distribution center at Klamath Falls International Airport.
Objective A7— Bicycle /Pedestrian Facilities
Developing safe and convenient walkways, bikeways, and highway crossings are goals of
the OTP. In addition, the Transportation Planning Rule advocates the provision of
pedestrian and bicycle facilities that allow direct, hazard -free travel, such as sidewalks
and bike lanes in urban areas.
• Through all urban areas, as well as La Pine, Chemult, Crescent and Terrebonne,
provide sidewalks and bike lanes on both sides as Highway 97 and safe and
convenient pedestrian crossings. Improvements should occur primarily in
conjunction with new highway projects or major reconstruction. Retrofit projects will
be programmed based on need.
• In cases where it is anticipated that there will be little use of a sidewalk or a bike
lane on the highway and it would be of greater value to pedestrians and/or bicyclists
to construct a parallel facility, then the parallel facility may be improved in lieu of
the highway improvement.
• All pedestrian facilities and crossings should be accessible to people with disabilities,
including hearing, visual mobility and cognitive disabilities.
• Sidewalks should be buffered from the highway with adequate landscaping,
shoulders, and/or parking, in areas with design speeds of 45 mph or above.
• ODOT will work with USFS, the public, and local jurisdictions to develop, where
practical, bicycle facilities between Redmond and La Pine that are parallel to
Highway 97 using dedicated easements and right-of-way along gas pipelines, old
roads, railroads and irrigation canals. Also, work with local jurisdictions to improve
local bike/pedestrian networks in Madras, Redmond, Bend and Klamath Falls urban
areas.
• Cooperate with local jurisdictions to expand the modal share of bicycling and
walking trips -to -work within urban areas in the Corridor to at least double the state
average.
U.S. Highway 97 Corridor Strategy
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Corridor Objectives (Cont.)
Objective A8 — Pipelines
In order to make alternative fuel widely available and to support regional economic
development opportunities, the OTP calls for adequate natural gas to be available every
100 to 150 miles on major transportation corridors, when economically feasible.
• - Encourage the Public Utilities Commission (PUC) and Pacific Gas Transmission
Company (PGTC) to maintain or improve the natural gas transmission line and the
service provided to communities within the Corridor.
B. Regional Connectivity — It is the policy of the state of Oregon to identify and develop a
statewide transportation system of corridors and facilities that ensures appropriate access
to all areas of the state, nation and the world. (OTP Policy 1E). The stated overall goal
for the Corridor includes promoting commerce through the efficient distribution of goods
and services. This will involve coordinating interstate transportation linkages and
intra -state services, particularly for the transportation disadvantaged.
Objective B1— Interstate Transportation Connections
Highway 97 provides direct access to Washington and California. In addition, the
Burlington Northern, Southern Pacific and Union Pacific railroads and Amtrak Coast
Starlight lines all provide freight and passenger service within the Corridor for goods
and people moving throughout Oregon and the nation.
• Work with the Washington Department of Transportation and California
Department of Transportation to coordinate policies and enhance the connection
between the Corridor and Interstate 82 in South Central Washington and Interstate
5 in Northern California for all appropriate modes of travel.
Partner with Burlington Northern, Southern Pacific, and Union Pacific railroads to
identify rail freight transportation issues and to facilitate transfer of highway freight
to rail.
Partner with Amtrak, public transportation providers and local jurisdictions to
enhance access to and ridership (hoardings/deboarding) at the Chemult and Klamath
Falls Amtrak station areas.
Objective B2 — Transportation Disadvantaged Services
Transportation disadvantaged populations in the Corridor have their transportation
needs met by a variety of service agencies. Coordination of these services could save
money and allow for more efficient levels of transit service and reduced reliance on the
automobile.
• Work with local jurisdictions, public transportation providers, and community-based
social service agencies to identify and respond to the needs of the transportation
disadvantaged population. Coordinate the services of existing providers to serve all
population segments more effectively.
U.S. Highway 97 Corridor Strategy
.%54\u.97\6n.i\REP0RT.. FIN 099.5.12
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" 0148-0169
Corridor Objectives (Cont.)
C. Highway Congestion, Facility Management and Roadway Conditions — It is the
policy of the state of Oregon to define minimum levels of service and assure balanced,
multi -modal accessibility to existing and new development within urban areas to achieve
the state goal of compact, highly livable urban areas. It is also the policy of the state of
Oregon to provide interurban mobility through and near urban areas in a manner which
minimizes adverse effects on land use and urban travel patterns. (OTP Policies 2B and
2C).
Highway congestion is a very important issue, particularly in the rapidly growing
central section of the Highway 97 Corridor. The management goal for the Corridor is to
provide for safe and efficient high-speed continuous flow operation in rural areas and
moderate- to high-speed operations of flow in urban and urbanizing areas, and rural
development centers. The Corridor goal is to address overall congestion by working with
local governments to accommodate local mobility needs while maintaining through
travel needs, using Transportation Demand Management (TDM) programs, multimodal
facilities and other strategies, in addition to highway capital improvements. The
tendency of Highway 97 to act as a linear barrier to east -west movement of people, goods
and wildlife needs to be reduced, or at least should be minimized by careful design and
improved facilities management.
Objective Cl — Highway Level of Service and Travel Time
Establishing minimum level of service (LOS) standards are important for maintaining
the quality of life of residents in the Corridor and effectively moving commerce
throughout the state. Capacity improvements are required to reduce existing and
projected levels of congestion in rapidly expanding areas of the Corridor. However,
alternatives such as access management, development of a good local road system and
improved land use planning will be essential for effectively managing congestion and
where practical, should be implemented prior to, or in concert with, any needed capacity
improvements. It is also important to note that maintaining a high level of service and
low travel times can adversely affect other quality of life factors such as wildlife, open
space, etc.
• Maintain existing average overall travel times within highway corridors.
• Provide highway design -hour LOS B in rural areas and C or better in urban areas,
urbanizing areas and rural development centers. Lower levels of service in selected
urbanized segments may be acceptable, as determined during the systems planning
process.
Objective C2 — Transportation Demand Management/Rideshare Measures
TDM measures include facilities and services designed to reduce peak period highway
congestion and reduce single vehicle occupancy. Measures include park and ride
facilities, vanpool, carpool, express bus, local bus system, subsidized transit fares,
parking management programs, trip reduction ordinances, flex time, walking and
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bicycling promotion, telecommuting and impact fees.
• Continue to expand and support TDM and pedestrian -oriented "mixed-use"
development measures in Bend, Redmond, Madras and Klamath Falls urban areas.
Build upon the existing Rideshare Program in Deschutes County with other TDM
measures, such as parking management provisions, traffic impact fees, and support
for employer -based commute options such as vanpools, compressed work
weeks/staggered work hours, walking, bicycling and telecommuting.
• Step up outreach programs to help facilitate TDM objectives. Programs should focus
on informing and educating local residents, employees and employers about
available TDM measures, efforts and transportation options.
Objective C3 — Transportation System Planning and General Planning Coordination
This objective acknowledges the current statewide requirement set forth by the
Transportation Planning Rule (TPR) for all cities and counties that do not qualify for an
exemption to the TPR to complete a Transportation System Plan by May 1997.
• In cooperation with the cities of Madras, Prineville, Redmond, Bend and Klamath
Falls and counties of Deschutes, Jefferson and Klamath, develop integrated
transportation plans for urban areas and counties that are consistent with the
statewide role of the Highway 97 Corridor as set forth by this Corridor Strategy and
other state planning policies and goals.
Objective C4 — Capacity Improvements
Given the rapid level of population and employment growth and development that has
occurred and is projected within the Corridor, specific highway capacity improvements,
such as construction of passing lanes, widened shoulders and grade -separated
intersections, will likely be required in addition to enhanced facilities management to
address congestion, travel time and safety issues.
• Alternatives such as access management, development of a good local road system
and improved land use planning will be essential for effectively managing congestion
and where practical, should be implemented prior to, or at least in concert with any
capacity improvements.
• Partner with local jurisdictions to plan, design and construct highway improvements
along Highway 97 in accordance with volume/capacity, safety, environmental and
needs analyses.
• Within rural highway segments (between communities), focus capital improvements
on providing high-speed, safe and continuous flow operation. Rural capacity
improvements, particularly those near urban areas, should be designed to limit
unplanned development and changes in rural land use.
• Cooperate with Bend and Redmond systems planning efforts to evaluate the need
and feasibility of bypass routes.
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Corridor Objectives (Cont.)
• As funding becomes available, proceed with developing construction projects
identified in the statewide Transportation Improvement Program.
• Provide spot safety and capacity improvements, which have favorable cost/benefit
ratios, to enhance safe access for all modes to and from major destinations.
• For sections of the Corridor south of La Pine that demonstrate substandard levels of
congestion and safety performance, provide passing lanes at 3-5 mile spacing, with
adequate shoulders to accommodate bicycles and emergency vehicles.
• In high growth sections of the Corridor between Madras and La Pine that
demonstrate substandard levels of service and safety performance, provide roadway
widening in accordance with a four -phased approach.
Objective C5 — Truck Routes
Work with local jurisdictions to evaluate the need, feasibility, cost and desirability of
truck route modifications (such as the North Canal Boulevard option in Redmond).
Support implementation where practical.
Objective C6 — Facilities Management
Facilities management helps avoid premature obsolescence of highways and related
transportation facilities by safely accommodating growth and increased traffic.
Examples include regulating the number, type and location of driveways and
intersections, and enhanced utilization of parallel local streets. When carefully
implemented, these measures can also improve pedestrian and bicycling conditions. The
OTP calls for adopting specific access management classifications, ranging from full
access control (freeways) to partial control (regional or district highways).
• Work with local jurisdictions to adopt and implement access management policies
along the entire corridor that are consistent with the Oregon Highway Plan. Specific
access management classifications should be adopted along Highway 97 during the
Transportation System Planning and General Planning process.
• ODOT and local jurisdictions should adopt and implement consistent standards
regarding left turn lanes, raised medians, driveway spacing, acceleration/
deceleration lanes, turn refuges and means to enhance the local street network (e.g.,
better use of parallel local streets and service roads) to safely handle local traffic,
improve pedestrian access and crossings, and relieve congestion in urban and
urbanizing areas, and rural development centers along Highway 97.
Objective C7— Interchanges and Grade Separations
Increased through and cross -traffic volumes will generate high levels of congestion and
poor safety performance at some intersections. ODOT policy does not allow signalization
of intersections in rural 55 mph highway segments. Consequently in rural highway
segments, when intersections are projected to meet signal warrants, are on the Safety
Priority Index System (SPIS), or are needed to address a strategic element of a more
detailed system plan for a high growth area, plan for interchanges or simple grade
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Corridor Objectives (Cont.)
separations. Other alternatives, such as median treatments, or local road closure will be
considered prior to planning for the grade separation, and if practical, will be
implemented. As appropriate, seek cost participation by private developer(s) and/or the
county.
Objective C8 — Right -of -Way Preservation
In high growth areas such as Deschutes and Jefferson counties, transportation
requirements increase rapidly along with property values, and new development
occupies needed right-of-way. As available and environmentally suitable land
diminishes, the cost of transportation improvements rises significantly, and
improvements tend to have a greater impact on the character of the natural and man-
made environment.
Where cost-effective, sufficient right-of-way should be preserved for planned
transportation improvements. Wherever practical, this step should occur through
the local land -use process.
Objective C9 — Roadway Conditions
Highway 97 should be designed to meet the Highway Plan's definition of minimum
tolerable conditions (MTCs) for statewide highways. This includes upgrading the
highway to meet geometric and pavement MTCs over time.
• Focus improvements on segments with above average accident rates, high congestion
and a favorable cost/benefit ratio.
• Consider new regional partnerships between ODOT and counties to share roadway
maintenance and funding for capital improvements, particularly in areas
experiencing economic downturns from reduced timber revenues.
• Provide minimum paved shoulder of six to eight feet, in accordance with design
standards, as roadway segments are modernized.
• Develop an aggressive surface preservation program that achieves 88 percent fair or
better conditions and reduces the "winter breakup" pavement problem.
D. Safety — It is the policy of the state of Oregon to continually improve the safety of all
facets of statewide transportation for system users, including operators, passengers,
pedestrians, recipients of goods and services and property owners. (OTP Policy 1G).
According to the Safety Priority Index System, in 1992 there were 27 high -accident
locations along Highway 97 and the accident rate in the section from Madras to La Pine
far exceeded the statewide average.
The Corridor goal is to identify and give priority to improving safety conditions along the
Highway 97 Corridor through necessary improvements, while addressing problems
associated with game crossing areas, speeding through rural centers and congestion in
urban areas.
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Corridor Objectives (Cont.)
Objective DI — Traffic Calming
In small communities along Highway 97, there is a concern over the existing and
projected mix of through traffic, especially trucks, and its impact on local vehicular and
non -vehicular (bicycle and pedestrian) traffic.
• In selected small communities (e.g., Madras, Terrebonne, La Pine, Crescent and
Chemult) consider traffic calming measures (e.g., curb extensions, signage, raised
medians), Intelligent Transportation Systems (i.e., electronic monitoring), and
facilities management measures to help slow traffic to posted speed limits and to
improve safety. These measures will be planned and developed in cooperation with
the local community.
Objective D2 — Vehicle Recovery Zones
Highway 97 is predominantly a two-lane highway with large volumes of north and
southbound through traffic. In the section from La Pine to the California border, head-
on accidents accounted for approximately 8 percent of the total accidents recorded in
years 1989, 1990 and 1991. There are also more than 400 deer/elk vehicle collisions
each year between Bend and Klamath Falls.
• From Sunriver to the peak of Spring Creek Hill, plan for separating the northbound
and southbound lanes with a wide natural vegetation median, wherever possible.
Median vegetation will emphasize plant species that maximize motorist safety while
minimizing ecological impacts including wildlife/vehicle collisions, non-invasive
species and aesthetics.
• Provide tree thinning in segments of corridor to reduce sun glare/strobe effect,
improve driver visibility, help melt snow/ice and possibly reduce wildlife -vehicle
collision, particularly between Bend and Modoc Point. Preserve selected trees and
shrubs to improve aesthetics and ecological conditions.
Objective D3 — High -Accident Locations
The number of existing and potential accident locations was a major concern expressed
by citizens and stakeholders along the Corridor.
• In cooperation with local officials, identify and develop strategies where warranted to
provide proper signage and necessary mitigation measures at high -accident locations
such as sharp curves, areas prone to icing, rock falls, significant wildlife crossings
and areas of high pedestrian activity.
• During the Corridor Planning process, consider and plan for facilities management
improvements such as acceleration/deceleration lanes, left turn lanes, and enhanced
local street network and signalization (i.e., blinking yellow lights) to improve safety
performance at high -accident intersections.
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Corridor Objectives (Cont.)
Objective D4 — Vehicle/ Wildlife Collisions
In addition to more than 400 vehicle/deer collisions between Bend and Klamath Falls
each year, there are many other impacts on various types of wildlife, such as owls,
snakes, and ground squirrels.
• Work with the Oregon Department of Fish and Wildlife during the county
Transportation General Planning process to identify and implement measures to
reduce vehicle -wildlife collisions. Consider fencing and passage, seasonally
concentrated enforcement, driver education and signage as a means to improve
safety to motorists and wildlife.
• Medians in high collision areas should be designed to allow wildlife movement across
the highway.
Objective D5 — Enhanced Traffic Enforcement and Safety Education
In regard to the concern expressed by citizens and stakeholders over speeding through -
traffic and community safety, an objective addressing traffic enforcement and motorist
education was requested.
• Consider additional traffic enforcement measures such as electronic monitoring in
selected small communities (e.g., Madras, Terrebone, La Pine and Chemult).
Provide Intelligent Transportation System (ITS) techniques, such as automated
signage and advisory radio service to inform motorists about travel conditions (e.g.,
delays from congestion/accidents, seasonal wildlife migration, in climate weather,
forest fires and rock falls).
Work with local jurisdictions to consider safety improvements related to cross -traffic
movements on adjacent roads that are impacted by Highway 97.
Objective D6 — Rest Stops and Driving Experience
Although ODOT has difficulty in funding the maintenance for existing rest areas in the
state and does not foresee constructing new public rest stops, opportunities to "partner"
with commercial establishments, (e.g., gas stations and truck stops), local jurisdictions
and state or federal agencies will be considered to provide new or enhanced facilities.
• Ensure some type of a "rest area," with access to public or private commercial
restroom facilities, is provided, and meets federal Americans with Disabilities Act
(ADA) standards for motorists, at a spacing consistent with state standards.
Consider the placement of seasonal "wildlife migration" signs at the rest area exit
lane.
As sections of Highway 97 are improved or upgraded, attempt to enhance the visual
experience of the drive to reduce boredom and mitigate accidents, especially between
Spring Creek Hill and Sunriver. Consider a variety of means to enhance corridor
landscape using vegetation management, scenic vistas, interpretive signage and
vehicle pull-outs.
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Given the importance of tourism to the regional economy, as well as the scenic and
recreational potential of the Corridor, highway improvement design should reflect a
high level of aesthetic sensitivity. This includes design of transportation facilities
that improves facility appearance, as well as views from the facilities. This will
require balancing additional design costs with the functional nature of the
improvement, and may require cost participation by local developers and/or
jurisdictions.
Transportation Impacts
E. Environmental Impacts — It is the policy of the state of Oregon to provide a
transportation system that is environmentally responsible and encourages conservation of
natural resources. Also, to protect and enhance the aesthetic value of transportation
corridors in order to support economic development and preserve quality of life are also
policies of the OTP. (OTP Policies, 1D and 2H).
The Corridor goal is to promote the efficient and effective movement of goods, services
and passengers and to avoid, whenever possible, impacts to areas/locations of
environmental and cultural significance, and create opportunities for scenic and
interpretive signage, viewpoints, and turnouts, and to assure consistency with local and
state agency plans and policies.
Objective El — Scenic and Cultural Resources
Highway 97 follows the oldest known trail in the Pacific Northwest, including the Modoc
-Klamath slave trail. Historically, Highway 97 is composed of three pioneer roads
including: the Huntington Road between Redmond and Klamath Falls; the Shaniko-
Prineville Road; and The Dalles Military Road between Biggs and Shaniko. The OTP
encourages preservation of significant view sheds along any state highway.
• Develop scenic and interpretive opportunities throughout the Corridor.
• Utilize programs of educational signage for scenic resources, wild and scenic rivers,
state scenic waterways, and other natural features consistent with Scenic Byways
Program.
• Encourage land use controls to protect corridor view sheds, (i.e., along mile points
145.6-147.6 and 150.5-159.0).
• Support the development of viewing and educational opportunities for the public,
focusing on sensitive, threatened and charismatic wildlife (i.e., Swainson's hawks,
bald eagles, antelope), and display the scenic, geologic, and recreational resources.
• In cooperation with federal and state resource agencies, local governments, American
Native Indian Tribes, and the public at large, reduce impacts on identified scenic,
environmental and cultural resources along the Corridor.
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Corridor Objectives (Cont.)
In cooperation with local jurisdictions, state agencies and Klamath Tribes, consider
enhanced recreational access/amenities to upper Klamath Lake and the Williamson
River.
In cooperation with federal and state resource agencies, local governments, Native
American Tribes, and the public at large, develop strategies that will educate people
about, and provide opportunities to enjoy, the natural resource attributes found
along highways. Explain how agencies are working cooperatively to assure
continuance of these natural attributes, and explain how those traveling the
highways can help conserve these attributes.
Objective E2 — Emergency Response, Hazardous Materials Accident and Spill
Management
Concerns regarding emergency vehicle access (i.e., forest fire trucks, police, ambulance),
and remediation of accidents involving hazardous materials were raised during meetings
with federal and state/local agency staff. Specific objectives regarding facilities and
programs to address accidents, fires, hazardous spills and related issues were requested.
• Provide minimum shoulder width for emergency response vehicles, such as fire
trucks.
Manage shoulder vegetation to reduce wildfire hazard.
In cooperation with local governments, Native American Tribes, federal/state
agencies, Southern Pacific and Burlington Northern Railroads, and Pacific Gas
Transmission Company, participate in regional emergency response and hazardous
materials accident and spill management programs for the Corridor.
Objective E3 — Maintenance Plans for Environmentally and Culturally Sensitive Areas
The Corridor contains several significant cultural and environmental sites, some of
which are not readily apparent. Highway and railroad maintenance activities can
negatively impact these resources.
• In cooperation with state and federal agencies, develop maintenance plans, including
special signing and crew training to avoid, minimize or mitigate adverse effects of
highway maintenance operations on environmentally sensitive portions of Highway
97 Corridor (e.g., scenic resources, federal wild and scenic waterways, state scenic
waterways, wetland and riparian habitats). Encourage Burlington Northern and
Southern Pacific Railroads and Pacific Gas Transmission Company to develop and
abide by similar plans.
Objective E4 — Wildlife Crossing Areas
As mentioned previously in the Safety section, the Corridor contains several high
vehicle/wildlife accident locations. Consistent with Oregon statewide policies and
planning goals, and Oregon Department of Fish and Wildlife mission statements "to
protect and enhance Oregon's fish and wildlife and their habitats for use and enjoyment
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Corridor Objectives (Cont.)
by present and future generations," specific objectives were requested to address this
issue.
• In cooperation with federal and state resource agencies, local governments, Native
American Tribes, and the public at large, develop strategies to allow the safe
movement of wildlife across highways and the maintenance of their forage base and
habitats, thus ensuring healthy fish and wildlife communities.
In cooperation with local officials, Oregon Department of Fish and Wildlife (ODFW)
and Oregon State Police (OSP) identify and implement strategies to address high
wildlife crossing and accident locations.
In cooperation with ODFW, identify and reduce "attractive nuisance" aspects of
highway developments that might attract and hold wildlife near roadways.
Work with the Klamath Tribes and the Confederated Tribes of Warm Springs to
determine and meet their cultural fish and wildlife needs impacted by highways.
Objective E5 — Wildlife Mitigation
In cooperation with ODFW, identify acceptable mitigation for engineering designs that
increase wildlife impacts such as population loss or habitat loss. Mitigation measures
could include wildlife water developments or habitat improvements (i.e., forage or cover).
Objective E6 —Air Quality
Presently, only one community within the Corridor is in nonattainment for meeting the
Oregon Department of Environmental Quality (DEQ) air quality standards. Klamath
Falls was found to be a nonattainment area for Particulate Matter 10 (PM10).
• Work with DEQ, the City of Klamath Falls and others to bring Klamath Falls area
from non -attainment to attainment for the PM10 air quality standard.
• Work with other jurisdictions to maintain their attainment status.
F. Social and 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. It is also the policy of the state of
Oregon to provide a transportation system consistent with, yet recognizing differences in,
local and regional land use and an economic development plan. (OTP Policies 2A and
2E).
Objective FI — Transportation -Land Use Integration
Planning within the Corridor must attempt to balance the expansion of transportation
facilities and enhanced management of local roadway systems, with new development
and the protection of social, cultural and environmental resources.
• Work with local jurisdictions to optimize the local street network, utilize access
management, and manage land use development patterns.
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Corridor Objectives (Cont.)
• Work closely with small communities, such as La Pine and Chemult, to consider
refocusing their local comprehensive plans in accordance with an available land and
existing/planned transportation infrastructure. Assist communities, as appropriate,
in planning for development of commercial centers on parallel or adjoining local
Y roadways.
• Concurrent with local transportation systems and general plans, assist larger
urbanized areas in amending local comprehensive plans to encourage higher density
mixed-use development at designated nodes or activity centers, along with
pedestrian and transit -oriented design features.
• Support patterns of development that avoid or eliminate significant at -grade railroad
crossings, whenever possible. Assist local jurisdictions in amending local
comprehensive plans to avoid, consolidate and/or eliminate at -grade crossings.
• Work with local jurisdictions to minimize land use conflicts near airports.
• Rural capacity improvements, particularly those near urban areas, should be
designed to limit unplanned development and changes in rural land use.
Objective F2 —Accommodate Elderly Users
The central section of the Highway 97 Corridor, particularly Deschutes County, has
displayed rapid growth in the number of elderly residents. The growth rate for
population over the age of 55 is projected to outpace the average overall population
growth in the county.
• Evaluate needs of elderly transportation users, especially in urban areas where
elderly population is rapidly increasing. Work with local jurisdictions to provide:
better lighting and signage; paratransit service; transit connections to airports and
medical facilities, and enhanced medical emergency response systems.
Objective F3 — Social, Cultural and Recreational Resources
The existing parks, historic resources and cemeteries that exist within the Corridor
should be preserved and protected whenever possible.
• Avoid impacts to cemeteries, parks and historic resources including: the Hale
Cemetery (MP 102.7); Peter Ogden Wayside Park; Robert W. Sawyer State Park;
Terrebonne Ladies Pioneer Club (MP 116); Harper School (MP 154); La Pine
Commercial Club Building (MP 168); Vendervert Homestead (MP 155.7); Wilson
Cemetery (MP 251.9); Collier State Park, and Hegelstein County Park.
• Develop strategy to accommodate livestock crossing, with consideration for wildlife
crossing needs.
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Corridor Objectives (Cont.)
G. Energy — It is the policy of the state of Oregon to assure provision of an efficient
transportation system. (OTP Policy IB). The Highway 97 Corridor policy is to minimize
transportation -related energy consumption through the use of fuel-efficient modes of
travel, enhanced vehicle efficiencies, and improved design, construction and operation of
transportation facilities.
Implementation of the other corridor objectives regarding transportation balance,
highway congestion and safety is expected to improve energy efficiency through the
reduction in highway congestion and an increase in alternative mode usage.
H. Economic Development — OTP Goal 4 is to promote the expansion and diversity of
Oregon's economy through the efficient and effective management of goods, services and
passengers in a safe, energy efficient and environmentally sound manner. (OTP Goal 4).
As population within the Highway 97 Corridor increases, and the economic base shifts from
timber and agriculture to high-tech manufacturing, trades and services, the Corridor will
become increasingly utilized for recreational trips and local trip distribution. Truck freight
through -traffic on Highway 97 is also projected to increase as international trade
opportunities emerge. Hence, the national, state and Central Oregon economy will become
increasingly dependent on the Highway 97 Corridor for the efficient movement of people,
goods and services over the 20 -year planning period.
Objective HI — Strengthen Business and Industrial Base
The economic base within the Corridor is projected to continue to shift away from
traditional forest and agricultural industry to service and other industry sectors. Several
communities and counties within the Corridor will need to identify new resources for
financing roadway maintenance as timber receipts decline.
• Continue to work with existing business and industry to identify issues and concerns
regarding U.S. 97, while promoting Travel Demand Management (TDM) programs,
including telecommunications.
• Expand tourism by combining traffic calming measures with signs marking
amenities and attractions in small communities; providing rest stops/scenic way
sides; and developing interpretive sites within the Corridor.
Objective H2 — Interpretive Corridor
Highway 97 passes through numerous areas of environmental and cultural importance.
Many of these areas have mandates from federal/state agencies and Native American
Tribes to protect these resources. The coordination of resources for interpretive facilities
could enhance the touring experience and benefit the tourism industry sectors of the
local and regional economies.
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• Work with federal and state resource agencies, local governments, Native American
Tribes, local businesses, and the public to identify scenic, environmental and cultural
resources along the Corridor that can be protected, enhanced, and/or restored, while
being developed as interpretive sites.
•� Consider partnerships with the above-mentioned groups in the development of
funding and management agreements to develop and enhance interpretive centers
and way sides.
Objective H3 — Intermodal Reload Facility
Large volumes of rail and highway freight pass through the Corridor, particularly in the
south section near Klamath Falls. An intermodal facility would provide an opportunity
for the local economy to further tap into this stream of commerce, while helping to
reduce highway freight through traffic along the entire Corridor.
• Work with the Burlington Northern and Southern Pacific railroads and Klamath
County Economic Development staff, key businesses, and other interested parties to
explore new or redevelopment of a rail/truck intermodal facility in the Klamath
Falls/Bend/Redmond urban area.
• In accordance with the Oregon Transportation Plan, work with Burlington Northern
Railroad, local economic development officials, selected industries and other rail
freight reload facilities in the Bend Urban Area.
Objective H4 — International Air Freight Facility
The OTP indicates the potential of an international air freight facility being developed
at the Klamath Falls International Airport.
• Work in cooperation with Klamath County and Klamath Falls jurisdictions and the
airport to evaluate long-term potential of developing a new international air freight
facility at the Klamath Falls International Airport.
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Implementation/Next Steps
The Corridor Strategy objectives for the U.S. 97 Corridor are intended to embody the overall
goal for the Corridor and to establish direction and provide guidance for corridor -wide
transportation plans and enhancements over the next 20 years. Each objective is intended
to be predicated upon existing federal, state and local policy, perceived local need, and
supporting technical information. The Corridor Strategy, once endorsed by local
jurisdictions and ODOT, will become the guiding document for detailed transportation
system plans and general plans, which establish corridor improvement priorities for state
funding; thereby ensuring that future transportation facilities and services optimize the
needs of Oregon's Corridor stakeholders.
Endorsement of the Corridor Strategy by local jurisdictions and subsequently ODOT is
expected to occur during the Fall/Winter of 1995/96. During this time period, all comments
and questions pertaining to the Corridor Strategy are welcome, and should be provided in
writing and sent to:
Mark DeVoney
Oregon Department of Transportation, Region 4
P.O. Box 5309
Bend, OR 97708
(503) 388-6342
Fax: (503) 388-6231
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