US 97 Bend North Corridor Project

US 97 Bend North Corridor ProjectFinal Environmental Impact Statement and Final Section 4(f ) Evaluation

July 2014

Federal-Aid Number: S004(112) • ODOT Key Number: 14020 • FHWA-OR-EIS-14-01-F

FHWA-OR-EIS-14-01-F

US 97 Bend North Corridor Project Deschutes County, Oregon ODOT Key Number: 14020

Federal Aid Number: S004(112) Final Environmental Impact Statement

and Final Section 4(f) Evaluation

Submitted Pursuant to 42 USC 4332 (2)(c) and where applicable, 49 USC 303 by US Department of Transportation, Federal Highway Administration (FHWA)

and Oregon Department of Transportation (ODOT)

Robert Bryant, ODOT Region 4 Manager Phillip A. Ditzler, FHWA Division Administrator

Date of Approval Date of Approval

The following persons may be contacted for additional information concerning this document:

Amy Pfeiffer ODOT Region 4 63055 N Highway 97, Bldg M Bend, OR 97701 (541) 388-6052

Anthony Boesen FHWA 530 Center Street NE, Suite 420 Salem, Oregon 97301 (503) 399-5749

The Oregon Department of Transportation (ODOT) and Federal Highway Administration (FHWA) plan to improve a segment of US 97 in Deschutes County, Oregon between the Deschutes Market Road/Tumalo Junction interchange and the Empire Avenue interchange. A Draft Environmental Impact Statement (EIS) for the US 97 Bend North Corridor Project was published in July 2011. The Preferred Alternative for the project is an approximately two-mile, access-controlled, four-lane bypass, expressway on a new alignment.

The Preferred Alternative will reroute US 97, from Empire Avenue to just north of Grandview Drive, east of its current alignment, adjacent to the existing railroad tracks. For this segment, the current US 97 roadway would become an extension of 3rd Street and local arterial. A new signalized intersection with US 97 and 3rd Street will be constructed at the northern end of the bypass. The project will reduce traffic congestion, improve traffic flow, and enhance public safety on US 97 between the Deschutes Market Road/Tumalo Junction interchange and the Empire Avenue interchange. Adverse impacts from the project will include the conversion of 82 acres of land to highway use; displacement of 44 businesses and 6 residences; relocation or removal of 1 historic resource; creation of 39 acres of new impervious surfaces while 95 acres of contributing impervious area will be treated; noise impacts to 55 residences and outdoor areas at 4 businesses that will not be abated; while noise abatement will be considered in final design for 12 residences that are noise impacted.

Total project construction cost for the Preferred Alternative is approximately $174 million in 2016 dollars, of which estimated right of way costs are approximately $74 million. The project will be constructed in phases. Specific phases have not yet been identified. Construction is planned to begin in 2016.

TO THOSE WHO HAVE EXPRESSED INTEREST IN THE:

US 97 Bend North Corridor Project Final Environmental Impact Statement and

Final Section 4(f) Evaluation Deschutes County, Oregon ODOT Key Number: 14020

Federal Aid Number: S004(112)

Thank you for your interest in the proposed US 97 Bend North Corridor Project.

The Federal Highway Administration (FHWA) and Oregon Department of Transportation (ODOT) have completed the Final Environmental Impact Statement (EIS) and Final Section 4(f) Evaluation for the project.

If you have questions or need additional information concerning the proposed project, please contact Amy Pfeiffer, ODOT Environmental Project Manager at: (541) 388-6052.

Thank you for your participation,

Robert Bryant

ODOT Region 4 Manager

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ES-2 | July 2014 US 97 Bend North Corridor Project

Executive Summary

This Executive Summary provides an overview of the project and its potential impacts. The US 97 North Bend Corridor Project Final EIS provides the information in greater detail.

ES.1 Proposed Action

ES.1.1 Project Identification and Description

US 97 is a strategic north-south highway that runs through the central portion of the state and complements the I-5 corridor, as shown in Exhibit ES1. It is designated as a statewide facility and freight route on the National Highway System, and as an expressway from the south end of the City of Redmond through Bend. US 97 is a critical link in moving goods and people through Central Oregon. In the Bend area, US 97 is used as a route for local residents to travel to and from home and work, and it is a connection to area shopping, dining, businesses, schools and recreation. Bend and Central Oregon have experienced significant population growth over the past decade. Between April 2000 and July 2006, Bend was the fourth-fastest growing metropolitan area in the United States (US Census Bureau 2007), although the recent economic downturn has slowed development in Bend over the last five years. Bend’s population growth, in combination with US 97 also serving as a regional facility that moves freight and traffic through the region, has led to an increase in traffic congestion and delay, disruptions in traffic flow, and an increase in the severity of vehicular crashes along US 97.

The Oregon Department of Transportation (ODOT) and Federal Highway Administration (FHWA) propose to improve an approximate 6-mile corridor on US 97 in Deschutes County, Oregon between the Deschutes Market Road/Tumalo Junction interchange and the Empire Avenue interchange to address congestion, traffic flow, and safety on this highway corridor. Exhibit ES-2 summarizes the proposed action’s location, funding, length, and project type.

This Draft Environmental Impact Statement (EIS) was prepared to analyze the environmental impacts of the proposed action.

This Final EIS documents all of the alternatives considered during the development and narrowing of alternatives. The Preferred Alternative includes modifications to the East DS2 Alternative, in response to comments received on the Draft EIS. The Draft EIS was published in July 2011 and circulated for public comment, including a public hearing. This Final EIS discloses the beneficial and adverse impacts resulting from the Preferred Alternative, identifies the Preferred Alternative, and responds to public and agency comments submitted on the Draft EIS.

DefinitionPractical Design

Practical design is a strategy to deliver focused benefits for the State’s transpor-tation system while working with the realities of a fiscally constrained funding environment.

DefinitionsArea of Potential Impact

The area of potential impact (API) is the area within which potential direct impacts from the proposed action may occur.Public Approach Road

Public approach road is an existing or planned city street or county road con-nection that provides vehicular access to and from a highway.Private Driveway

Private driveway is an approach that serves vehicular access to a roadway from one or more properties and that is not a public approach road.Peak Hour

A peak hour (or rush hour) is a part of the day with the highest traffic volume during which traffic congestion on roads is worst. Normally, the two peak hour periods (morning and evening) occur when people are traveling to or from work or school. The 2007 evening peak hour in the API is 4:00 to 5:00 pm. By 2035, the peak period will likely spread across multiple hours.

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US 97 Bend North Corridor Project July 2014 | ES-3

Executive Summary

Exhibit ES-1: Proposed Action Corridor

ES.1.2 Purpose of and Need for the Proposed Action

Purpose of the ProjectThe purpose of the proposed action is to improve safety and mobility for trucks and automobiles on US 97 by implementing a practical design solution that is affordable within the potential 20-year funding opportunities and that meets the following performance objectives for

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Executive Summary

the medium-term (5-10 years) and long-term (over 10 years) planning periods as defined by the Bend Metropolitan Planning Organization’s 2007–2030 Metropolitan Transportation Plan. Performance objectives for the proposed action include:

■ Makes incremental improvements to reduce delay, congestion, and the number and severity of crashes at the US 97/Cooley Road and US 97/Robal Road intersections within the medium-term planning period

■ Reduces delay and congestion, and improves safety and operations on US 97 as an expressway between the Deschutes Market Road/Tumalo Junction interchange and Empire Avenue interchange

■ Supports economic development consistent with local agency plans; minimizes impacts to existing and planned local economic base; and provides for existing and planned local connectivity within the long-term planning period.

Exhibit ES-2: Summary of the Proposed Action

Project Name: US 97 Bend North Corridor Project

State: Oregon Southern Milepost: 136.33

County: Deschutes Northern Milepost: 130.18

City: Bend Project Length: 6 miles

ODOT Region: 4 Improvement Type: Highway realignment (modernization)

Highway/Roadway: US 97 Number of Proposed Travel Lanes on US 97: 4

Funding Source: FHWA and ODOT

Need for the ProjectThe proposed action is needed to address:

■ Congestion at Approaches—Peak hour traffic volumes on US 97 within the area of potential impact (API) are at or exceed capacity of the current highway facility. If nothing is done by 2035, US 97 and the surrounding roadway systems, would experience severe congestion at public road approaches and private driveways during peak travel hours.

Since the publication of the Draft EIS, the 2011 Amended Oregon Highway Plan was published in January 2012. For the urban expressway portion of US 97 located within the Bend Metropolitan Planning Organization boundary the 2011 Amended Oregon Highway Plan revised the mobility standard from a v/c ratio of 0.80 to a mobility target of 0.85. On April 17, 2013 the Oregon Transportation Commission reviewed the expressway designation of this section of US 97 and decided to retain the expressway designation.

In the Final EIS the years of analysis for the No Build Alternative and the Preferred Alternative have been updated from 2007 to 2011 for the existing conditions, 2016 for the estimated year of opening, and

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2036 for the future design year. Based on a trend analysis of traffic count data between 2007 and 2011, ODOT and the Bend Metropolitan Planning Organization determined that applying a 10 percent reduction to the 2007 existing traffic volumes would more accurately represent the future conditions (2036). This reduction in traffic volumes is reflective of the reduced population change in the Bend area between 2007 and 2011. This updated traffic analysis for the No Build Alternative demonstrates that if the longterm needs are not addressed, by 2036 US 97 and other roadway systems in the project’s area of potential impact (API) would experience severe congestion during peak hours of travel.

Traffic Flow within the Corridor—Traffic flow on US 97 in the API is interrupted and slowed, especially during peak hours. By 2035, average daily traffic in the API is estimated to grow by over 40 percent. If no improvements are made, by 2035 travel times would increase substantially, average travel speeds would be reduced to less than 2 miles per hour (mph) in some areas, and longer traffic queues would further reduce traffic flow.

The result of the traffic analysis for the No Build Alternative in the Final EIS was similar to that for the No Build Alternative in the Draft EIS. If no improvements are made to US 97, the future (2036) traffic flow on US 97 would experience extensive delay and queuing; travel time would increase substantially; and average travel speeds would be reduced to 5 mph.

Safety—The number of severe injury or fatal crashes has increased in the API over the past six years. Specifically, the intersections of US 97 with Cooley Road and with Robal Road are listed in the top 5 percent of ODOT’s 2010 Safety Priority Index System, which represents the locations with the highest collision history and ODOT’s highest priorities for safety improvements. Also, the existing public road approaches and private driveways along US 97 are spaced substantially closer than current applicable design standards would recommend, further contributing to the increased risk of crashes as drivers encounter unanticipated congestion upon entering the API.

In October 2011, the Oregon Transportation Commission approved the Transportation Safety Action Plan, an element of the Oregon Transportation Plan. This document also serves as the State of Oregon’s Strategic Highway Safety Plan, a document required by federal law. The Transportation Safety Action Plan envisions a future where Oregon’s transportation-related death and injury rate continues to decline.

The Updated Traffic Analysis Report prepared for the Final EIS includes an updated crash analysis and a new predictive analysis that identifies crash frequencies expected for the No Build and Preferred

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Alternatives. The updated traffic analysis shows that number of severe injury or fatal crashes in the API has remained relatively constant, with a spike in 2008. The US 97 at Robal Road intersection has consistently been in the top 5 percent of crash locations in the state, while the US 97 at Cooley Road intersection alternates between the top 10 percent and top 5 percent. The predictive crash analysis prepared for the Final EIS also identified safety issues on the current facility, particularly at the US 97 and Cooley Road and US 97 and Robal Road intersections.

ES.1.3 Background

Project stakeholders have consistently requested the transportation infrastructure improvements associated with the proposed action should be economically feasible and support economic development.

Ability to Implement the Proposed Action within the Medium-term and Long-term Planning Periods—Based on past experience and forecasts for Central Oregon, it is conceivable that the proposed action could receive up to $250 million over a 20 to 30 year timeframe. It is not reasonable to assume that such a significant amount of funding could be raised within the first 10 years. Therefore, the ability to make fundable improvements by 2020 is critical in order to begin to provide some congestion relief and improve traffic flow and safety.

Current and Future Economic Lands—The City of Bend has identified the economic lands between US 97 and US 20 as an important component to its current and future economic base. In this vicinity, land can be generally described as being inside the current urban growth boundary (UGB) or being inside a proposed expansion of the UGB that was approved by the Bend City Council on January 5, 2009. Minimizing impacts to these economic lands, such as avoiding the bisection of parcels greater than 5 acres in size, is a key factor in understanding economic impacts associated with the proposed action.

ES.2 Alternatives ConsideredFHWA and ODOT are considering three alternatives for the proposed action including two build alternatives and the No Build Alternative as required by the National Environmental Policy Act.

Based on the Draft EIS and comments received from agencies and the public, the East DS2 Alternative was modified to minimize impacts to neighborhoods east of US 97, and substantially minimize impacts to rural residential properties north of Cooley Road and west of US 97 by containing all improvements within the adopted UGB, except for the extension of Britta Street west of US 20 and the intersection improvements at Cooley Road and O.B. Riley Road. The East DS2 Modified Alternative is identified as the Preferred Alternative in the Final EIS.

More InformationThe traffic analysis for the No Build Alternative assumes construction of approximately 30 publicly-funded and privately-funded road improve-ment projects. These include widening, realignment or extensions of existing roads, new roads, and new signals or roundabouts. For additional detail on the publicly- funded and privately-funded roadway improvements assumed for the No Build Alternative see the UpdatedTraffic Analysis Report (ODOT 2014o), listed in Appendix K and available in the document library of the project’s website (www.us97solutions.org).

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ES.2.1 No Build Alternative

The No Build Alternative would maintain the current US 97 facility as it presently exists (Exhibit ES-3). The No Build Alternative consists of assigning design year 2036 travel forecasts to the financially constrained Bend Metropolitan Transportation Plan scenario. The transportation analysis for the No Build Alternative assumes construction of both publicly-funded and privately-funded roadway improvements and traffic signal projects, which include projects funded through the Oregon Statewide Transportation Improvement Program or the City of Bend’s Capital Improvement Plan, and roadway improvements in approved private developments.

ES.2.2 Build Alternatives

Two build alternatives are being considered for the proposed action: the East DS1 Alternative and the East DS2 Alternative. Both alternatives would reroute US 97 east of its current alignment, adjacent to the existing railroad tracks. Where US 97 is realigned, the current US 97 roadway would be used as a portion of the extension of 3rd Street. Within the City of Bend UGB, jurisdiction over this converted segment of US 97 is proposed to be transferred to the City of Bend under either the East DS1 or East DS2 Alternatives. ODOT would retain jurisdiction of the newly realigned portion of US 97.

The Preferred Alternative will also involve transferring the jurisdiction of the current US 97 facility to the City of Bend; this facility will become an extension of 3rd Street as a result of the Preferred Alternative. ODOT will retain jurisdiction of the newly realigned portion of US 97.

Most of the common design features of the East DS1 and East DS2 Alternatives are located south of Cooley Road. These alternatives differ in the location and type of northern interchange. The commonalities and unique features of each build alternative are described below. The East DS1 and East DS2 Alternatives are shown in Exhibit ES-4 and Exhibit ES-5.

The Preferred Alternative does not include a northern interchange as contained in either the East DS1 or East DS2 Alternatives. As a result of the Preferred Alternative, US 97 connects to 3rd Street at a signalized intersection. Other design elements of the Preferred Alternative include enhanced pedestrian and bicycle improvements, design improvements for Empire Avenue, and a signalized intersection at 3rd Street and Mervin Sampels Road (Exhibit ES-5 FEIS).

Common Design Features of the Build AlternativesBetween Butler Market Road and Cooley Road, the East DS1 and East DS2 Alternatives have a similar design. Design features that are

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Exhibit ES-3: No Build Alternative

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Exhibit ES-4: East DS1 Alternative

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Exhibit ES-5: East DS2 Alternative

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Exhibit ES-5 FEIS: Preferred Alternative Mapset Index

Note: This new exhibit was added to the Final EIS to show the design of the Preferred Alternative.

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Exhibit ES-5 FEIS: Preferred Alternative (Map 1)

Note: The design shown in this exhibit is conceptual in nature. Further refinements may be made during the final design process.Where roadway improvements shown in this exhibit end, the improvements will transition to the existing roadway cross section.

Lane Median Lane Bike &Shoulder

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US 97 south of Empire Avenue1

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Lane Lane Bike Sidewalk

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US 20 between Cooley Road and Robal Road6


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US 97 between Empire Avenue and 3rd Street 7

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common include some intersection configurations, ramps, auxiliary lanes, grade-separations, and pedestrian and bicycle facilities.

Between Butler Market Road and Empire Avenue, US 97 would be a free flow highway facility with access to and from the highway provided at the Butler Market Road and Empire Avenue interchanges. The Empire Avenue interchange would retain its configuration as a partial diamond interchange, with a widened Empire Avenue crossing over US 97 in the East DS1 and East DS2 Alternatives. An off-ramp would allow vehicles on northbound US 97 to exit the highway at Empire Avenue; there would be no off-ramp from southbound US 97 to Empire Avenue. On-ramps would allow eastbound and westbound vehicles on Empire Avenue to enter northbound or southbound US 97.

About half way between Empire Avenue and the Sisters loop ramp, the US 97 northbound travel lanes would split; the two right lanes would continue on northbound US 97, and the left lane would cross under the southbound travel lanes on US 97 to access US 20 and 3rd Street. Southbound US 97 would cross over the left lane exiting from northbound US 97 to northbound 3rd Street/westbound US 20 on an elevated structure.

Between Nels Anderson Place and Cooley Road, US 97 would shift east to be immediately adjacent to the railroad tracks; the northbound and southbound travel lanes would be separated by a median barrier. An undercrossing would be constructed for Cooley Road to pass under US 97 and the railroad tracks. There would be no connection to US 97 at Cooley Road.

North of Grandview Drive, a number of new local road connections or new local roads would be constructed under the East DS1 and East DS2 Alternatives.

An emergency service turnaround on US 97 would be provided at Fort Thompson Lane. There would be a break in the median barrier for emergency vehicles only. Expanded shoulders in this area would accommodate emergency vehicles turning around to change direction.

The build alternatives would also have access management, stormwater management, and aesthetic treatments.

The Preferred Alternative will not include the following design elements that were common to the East DS1 and East DS2 Alternatives:

■ A widened Empire Avenue crossing

■ New local road connections or new local roads north of Grandview Drive

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r 3

Affe

cted

Env

ironm

ent,

Envi

ronm

enta

l Co

nseq

uenc

es a

nd M

itiga

tion

Ch

apte

r 4

Cum

ulat

ive

Impa

cts

Ch

apte

r 5

Loca

l Sho

rt-te

rm U

ses

and

Long

-ter

m P

rodu

ctiv

ity

Ch

apte

r 6

Irrev

ersi

ble

and

Irret

rieva

ble

Com

mitm

ent o

f Res

ourc

es

Ch

apte

r 7

Com

men

ts a

nd C

oord

inat

ion


Executive Summary

■ An emergency service turnaround on US 97 at Fort Thompson Lane.

Design Features Unique to the East DS1 AlternativeUnder the East DS1 Alternative, between Cooley Road and the City of Bend’s UGB, 3rd Street would extend north with two travel lanes in each direction. North of the UGB, 3rd Street would have one northbound and one southbound travel lane and would be routed around the west side of the Deschutes Memorial Gardens and Chapel. Just north of Bowery Lane, US 97 would have a full diamond interchange with the new extension of 3rd Street. The interchange would allow all northbound and southbound movements on to and off of US 97. At the interchange, 3rd Street would be elevated to cross over US 97 and would terminate just west of the BNSF Railway.

New local road connections and new local roads that would be constructed between Grandview Drive and Fort Thompson Lane include:

■ A new road would extend east of 3rd Street to access existing properties north of the Deschutes Memorial Gardens and Chapel

■ A new road would connect Bowery Lane to Suzanne Lane

■ A new road would extend east of Harris Way to access existing properties between Harris Way and US 97

■ An upgraded connection would be provided between Fort Thompson Lane and Harris Way, and between Harris Way and Hunnell Road

■ A new road would extend north and south of 3rd Street to access existing properties east of US 97.

New county roads and private driveways have been designed to meet the appropriate standards within this urban area. Existing substandard county roads would not be upgraded by this project, but would be prioritized and developed as standalone projects in the Deschutes County Transportation System Plan and Statewide Transportation Improvement Program projects.

Design Features Unique to the East DS2 Alternative Under the East DS2 Alternative, 3rd Street would extend north with two travel lanes in each direction with a median that would also serve as a turn lane. The new extension of 3rd Street would connect with US 97 through a directional interchange on the southeast side of the Deschutes Memorial Gardens and Chapel, where 3rd Street would terminate. The directional interchange would allow southbound US 97 traffic to flow freely via an off-ramp to southbound 3rd Street.

Key PointUnique features of the East DS1 Alternative would include:

■ Diamond interchange north of Bowery Lane allowing movements in all directions

■ 3rd Street routed around the west side of Deschutes Memorial Gardens and Chapel

■ 3rd Street extension east across US 97.

Ch

apter 1


Ch

apter 2

Alternatives

Ch

apter 3



itigation

Ch

apter 4

Cumulative Im

pacts

Ch

apter 5



Ch

apter 6


mitm

ent of Resources

Ch

apter 7

Comm



Executive Summary

Northbound 3rd Street traffic would cross over US 97 and flow freely onto northbound US 97 via an on-ramp.

New local road connections and new local roads that would be constructed between Grandview Drive and Fort Thompson Lane include:

■ Bowery Lane would be upgraded and extended to the east, across US 97

■ A new road would extend north and south of Bowery Lane to access existing properties east of US 97

■ A new road would extend south of Bowery Lane to access existing properties north of Deschutes Memorial Gardens and Chapel

■ A new road would extend north of Bowery Lane to access existing properties northwest of the Bowery Lane overcrossing of US 97

■ A new road would extend east of Harris Way to access existing properties between Harris Way and US 97

■ An upgraded connection would be provided between Fort Thompson Lane and Harris Way, and between Harris Way and Hunnell Road.

New county roads and private driveways have been designed to meet the appropriate standards within this urban area. Existing substandard county roads would not be upgraded by this project, but would be prioritized and developed as standalone projects in the Deschutes County Transportation System Plan and Statewide Transportation Improvement Program projects.

Design Features Unique to the Preferred Alternative—East DS2 Modified Alternative As a result of the Preferred Alternative, 3rd Street will extend north with two travel lanes in each direction with a two-way left turn lane. Approximately 0.6 mile north of Cooley Road, the new extension of 3rd Street will connect with US 97 through a signalized intersection on the south side of the Deschutes Memorial Gardens and Chapel, where 3rd Street will terminate.

Empire Avenue improvements will include utilizing the existing bridges and containing widening work between US 97 and 3rd Street. In addition a new signal will be added at 3rd Street and Mervin Sampels Road to provide access into the Empire Avenue/Sherman Road business area.

The Preferred Alternative will extend Britta Street to US 20 at Robal Road, whereas the East DS1 and East DS2 Alternatives would extend Robal Road to O.B. Riley Road. The Preferred Alternative will also add

Key PointUnique features of the East DS2 Alternative would include:

■ Directional interchange south of Bowery Lane allowing free flow move-ments between 3rd Street and US 97

■ Termination of 3rd Street south-east of Deschutes Memorial Gardens and Chapel

■ Bowery Lane extension east across US 97.

Key PointUnique features of the Preferred Alternative include:

■ Signalized intersection at 3rd Street and US 97

■ Termination of 3rd Street south of Deschutes Memorial Gardens and Chapel.

Ch

apte

r 1

Purp

ose

of a

nd N

eed

For

Prop

osed

Act

ion

Ch

apte

r 2

Alte

rnat

ives

Ch

apte

r 3

Affe

cted

Env

ironm

ent,

Envi

ronm

enta

l Co

nseq

uenc

es a

nd M

itiga

tion

Ch

apte

r 4

Cum

ulat

ive

Impa

cts

Ch

apte

r 5

Loca

l Sho

rt-te

rm U

ses

and

Long

-ter

m P

rodu

ctiv

ity

Ch

apte

r 6

Irrev

ersi

ble

and

Irret

rieva

ble

Com

mitm

ent o

f Res

ourc

es

Ch

apte

r 7

Com

men

ts a

nd C

oord

inat

ion


Executive Summary

intersection improvements at O.B. Riley Road and Cooley Road. The Preferred Alternative will provide new facilities for serving bicycles and pedestrians.

ES.2.3 Other Alternatives Considered

The alternatives development phase gathered input from technical staff, project committees, participating agencies, and the public to identify alternatives that would address the purpose and need for the proposed action. Initially, a preliminary range of alternatives was developed that comprised 21 build alternatives located along three project corridors:

■ West corridor—Reroute US 97 west of its existing alignment and closer to US 20

■ Existing corridor—Retain US 97 on its existing alignment

■ East corridor—Reroute US 97 east of its existing alignment and closer to the BNSF Railway.

A No Build Alternative was also considered and was automatically forwarded into the Draft EIS for evaluation per requirements under the National Environmental Policy Act.

This preliminary range of 21 build alternatives was assessed in terms of engineering feasibility, significant environmental impacts, and economic feasibility. From this initial assessment, the range of alternatives was revised based on how the alternatives compared to one another, and the best performing alternative(s) in each corridor were carried forward. The result yielded a combined preliminary range of 11 alternatives. Nine of the 11 build alternatives that were screened against the purpose and need and other criteria were eliminated from further consideration (Exhibit ES-6). Only the East DS1 and East DS2 Alternatives passed the screening and were carried forward for further analysis in the Draft EIS.

The Preferred Alternative was evaluated against the same screening criteria and demonstrated it addressed the purpose and need for the proposed action.Exhibit ES-6: Build Alternatives Considered but Eliminated from Further Study

West Corridor Existing Corridor East Corridor

WS West ModifiedWS West E (Modified)West 1West DS1

GM2Existing AExisting DS1TSM/TDM

WS East A Modified

Ch

apter 1


Ch

apter 2

Alternatives

Ch

apter 3



itigation

Ch

apter 4

Cumulative Im

pacts

Ch

apter 5



Ch

apter 6


mitm

ent of Resources

Ch

apter 7

Comm



Executive Summary

ES.3 Other ActionsThere are a number of current and reasonably foreseeable major development actions that are scheduled to take place in the project vicinity and may also influence future traffic conditions within the API. These projects include:

■ Juniper Ridge—Juniper Ridge is a 1,500 acre site owned by the City of Bend east of the API, of which approximately 500 acres are located within the current City of Bend limits and UGB. The master plan for the project includes area for employment, educational and research opportunities, a town center, and residential neighborhoods.

■ Roadway—Many streets and roadways under City of Bend and Deschutes County jurisdiction are scheduled for widening and/or extension, as planned in the City’s and County’s Transportation System Plans and the Bend Metropolitan Planning Organization’s 2007–2030 Metropolitan Transportation Plan. Other roadway projects include the installation of traffic signals and/or roundabouts on local streets throughout the API and greater Bend area.

■ Transit—A new park and ride facility is planned within the API by the Bend Metropolitan Planning Organization.

The Central Oregon Intergovernmental Council identified a priority need for a park and ride lot in the Cascade Village shopping center area. The Bend Metropolitan Planning Organization also identified the near-term need for a Redmond – Bend Community Connector (Route #24) stop serving Cascade Village and a future transit hub at the same location.

■ Utility—Various stormwater and wastewater facility improvements are scheduled for construction throughout the City of Bend and Deschutes County

■ Parks and Trails—Several smaller community parks and one larger regional park are scheduled for development by the Bend Park and Recreation District outside the API. As described in Section 3.6 Parks and Recreational Facilities, Bend Park and Recreation District’s Parks, Recreation, and Green Spaces Comprehensive Plan and the Bend Area General Plan Bicycle and Pedestrian System Map include pedestrian and bicycle trails planned throughout the API and beyond to connect to local and regional destinations.

Ch

apte

r 1

Purp

ose

of a

nd N

eed

For

Prop

osed

Act

ion

Ch

apte

r 2

Alte

rnat

ives

Ch

apte

r 3

Affe

cted

Env

ironm

ent,

Envi

ronm

enta

l Co

nseq

uenc

es a

nd M

itiga

tion

Ch

apte

r 4

Cum

ulat

ive

Impa

cts

Ch

apte

r 5

Loca

l Sho

rt-te

rm U

ses

and

Long

-ter

m P

rodu

ctiv

ity

Ch

apte

r 6

Irrev

ersi

ble

and

Irret

rieva

ble

Com

mitm

ent o

f Res

ourc

es

Ch

apte

r 7

Com

men

ts a

nd C

oord

inat

ion


Executive Summary

ES.4 Summary of Adverse and Beneficial Impacts of the Alternatives

The No Build, East DS1, and East DS2 Alternatives were studied and analyzed to identify their long-term and temporary impacts to the local environment. Adverse and beneficial impacts of the alternatives are summarized in Exhibit ES-7 FEIS. Adverse impacts would be mitigated to the extent practicable and as required by applicable regulations.

This Final EIS has been updated to disclose the beneficial and adverse impacts associated with the updated 2036 No Build Alternative and the Preferred Alternative. The adverse and beneficial impacts of the Preferred Alternative are summarized in Exhibit ES-7 FEIS.

More Information

Learn more about the proposed action and view the Draft EIS by visiting the project website at: www.us97solutions.orgThe Final EIS is also available on the project website.

Ch

apter 1


Ch

apter 2

Alternatives

Ch

apter 3



itigation

Ch

apter 4

Cumulative Im

pacts

Ch

apter 5



Ch

apter 6


mitm

ent of Resources

Ch

apter 7

Comm



Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Tran

spor

tati

on

Long-term impacts

■

Seve

re c

onge

stio

n du

ring

peak

pe

riod

s in

muc

h of

the

sout

hern

pa

rt o

f the

API

due

to su

bsta

ntia

l in

crea

se in

traffi

c vo

lum

es

■Si

gnifi

cant

que

uing

on

wes

tbou

nd

Empi

re A

venu

e du

e to

bot

tlene

ck

at 3

rd S

tree

t/Em

pire

Ave

nue

inte

rsec

tion

■

US

97 o

ver c

apac

ity d

urin

g pe

ak p

erio

ds fr

om so

uth

of

Butle

r Mar

ket R

oad

thro

ugh

the

US

20/3

rd S

tree

t int

erch

ange

due

to

incr

ease

in tr

affic

volu

mes

, aff

ectin

g m

erge

/div

erge

are

as fo

r th

e ra

mps

to a

nd fr

om E

mpi

re

Aven

ue

■Fr

eigh

t trip

s del

ayed

up

to 1

5 m

inut

es d

urin

g pe

ak p

erio

ds d

ue

to c

onge

stio

n al

ong

the

US

97/3

rd

Stre

et c

orrid

or

■In

crea

sed

risk

of v

ehic

le/t

rain

co

llisio

ns a

t Coo

ley

Road

atg

rade

cr

ossin

g du

e to

incr

easin

g tr

affic

and

curr

ent r

ail v

olum

es

■Su

bsta

ntia

l del

ays t

o bu

ses

trav

elin

g on

US

97, U

S 20

, and

Ro

bal R

oad

duri

ng p

eak

perio

ds,

with

cor

resp

ondi

ng d

ecre

ase

in o

ntim

e pe

rfor

man

ce d

ue to

ex

trem

e tr

affic

cong

estio

n in

the

API

■

No

impr

ovem

ents

to th

e ex

istin

g bi

cycl

e an

d pe

dest

rian

faci

litie

s

■

Alle

viat

ion

of m

ost o

f the

art

eria

l sys

tem

que

uing

not

ed in

the

No

Build

Alte

rnat

ive

as a

resu

lt of

real

ignm

ent a

nd a

cces

s m

anag

emen

t im

prov

emen

ts th

at sh

ift tr

affic

from

the

loca

l art

eria

l sys

tem

ont

o lim

ited

acce

ss a

nd a

cces

s con

trol

led

faci

litie

s

■Fr

eigh

t del

ays r

educ

ed to

less

than

5 m

inut

es, r

esul

ting

from

sepa

rate

faci

lity

for t

hrou

gh tr

ips

■

Impr

oved

ont

ime

bus p

erfo

rman

ce d

ue to

dec

reas

ed c

onge

stio

n le

vels

in th

e A

PI

■Im

prov

ed m

otor

ist s

afet

y re

sulti

ng fr

om g

rade

sepa

ratin

g C

oole

y Ro

ad u

nder

the

BNSF

Rai

lway

■

Impr

oved

ped

estr

ian

and

bicy

cle

faci

litie

s

■Q

ueui

ng re

duce

d on

wes

tbou

nd E

mpi

re A

venu

e, b

ut m

ore

cong

estio

n at

Em

pire

Ave

nue/

O.B

. Rile

y Ro

ad in

ters

ectio

n re

sults

from

relie

f of 3

rd S

tree

t/Em

pire

Ave

nue

bottl

enec

k.

■9

inte

rsec

tions

bel

ow o

pera

tiona

l st

anda

rds

(2—

US

97, 4

—U

S 20

, 3—

loca

l roa

d sy

stem

) 1

■

4 U

S 97

mai

nlin

e an

d m

erge

/di

verg

e/w

eave

segm

ents

ove

r st

anda

rds1

■

7 in

ters

ectio

ns b

lock

ed b

y qu

eues

1

■

25 m

ph o

vera

ll av

erag

e ne

twor

k sp

eed

■

30,4

00 o

vera

ll ne

twor

k st

ops

■

800

hour

s ove

rall

netw

ork

dela

y

■1,

800

hour

s ove

rall

netw

ork

trav

el

time.

1 Beca

use

low

er e

xist

ing

cond

ition

s tr

affic

volu

mes

wer

e as

sum

ed fo

r the

up

date

d N

o Bu

ild A

ltern

ativ

e an

d Pr

efer

red

Alte

rnat

ive

traffi

c an

alys

is,

thes

e pa

rtic

ular

mea

sure

s are

not

di

rect

ly c

ompa

rabl

e to

the

No

Build

A

ltern

ativ

e an

d Pr

efer

red

Alte

rnat

ive.

■

8 in

ters

ectio

ns b

elow

ope

ratio

nal

stan

dard

s (1

—U

S 97

, 4—

US

20, 3

—lo

cal r

oad

syst

em) 1

■

4 U

S 97

mai

nlin

e an

d m

erge

/di

verg

e/w

eave

segm

ents

ove

r st

anda

rds1

■

19 in

ters

ectio

ns b

lock

ed b

y qu

eues

1

■

22 m

ph o

vera

ll av

erag

e ne

twor

k sp

eed

■

45,1

00 o

vera

ll ne

twor

k st

ops

■

1,00

0 ho

urs o

vera

ll ne

twor

k de

lay

■

2,00

0 ho

urs o

vera

ll ne

twor

k tr

avel

tim

e.

1 Beca

use

low

er e

xist

ing

cond

ition

s tr

affic

volu

mes

wer

e as

sum

ed fo

r the

up

date

d N

o Bu

ild A

ltern

ativ

e an

d Pr

efer

red

Alte

rnat

ive

traffi

c an

alys

is,

thes

e pa

rtic

ular

mea

sure

s are

not

di

rect

ly c

ompa

rabl

e to

the

No

Build

A

ltern

ativ

e an

d Pr

efer

red

Alte

rnat

ive.

■

5 in

ters

ectio

ns b

elow

ope

ratio

nal

stan

dard

s (1

—U

S 97

, 3—

US

20, 1

—lo

cal r

oad

syst

em)

■

2 U

S 97

mai

nlin

e an

d m

erge

/div

erge

/w

eave

segm

ents

ove

r sta

ndar

ds

■0

inte

rsec

tions

blo

cked

by

queu

es

■19

mph

ove

rall

aver

age

netw

ork

spee

d

■35

,500

ove

rall

netw

ork

stop

s

■1,

100

hour

s ove

rall

netw

ork

dela

y

■1,

900

hour

s ove

rall

netw

ork

trav

el ti

me.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apte

r 1

Purp

ose

of a

nd N

eed

For

Prop

osed

Act

ion

Ch

apte

r 2

Alte

rnat

ives

Ch

apte

r 3

Affe

cted

Env

ironm

ent,

Envi

ronm

enta

l Co

nseq

uenc

es a

nd M

itiga

tion

Ch

apte

r 4

Cum

ulat

ive

Impa

cts

Ch

apte

r 5

Loca

l Sho

rt-te

rm U

ses

and

Long

-ter

m P

rodu

ctiv

ity

Ch

apte

r 6

Irrev

ersi

ble

and

Irret

rieva

ble

Com

mitm

ent o

f Res

ourc

es

Ch

apte

r 7

Com

men

ts a

nd C

oord

inat

ion


Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Long-term impacts

■

12 in

ters

ectio

ns b

elow

ope

ratio

nal

stan

dard

s (2—

US

97, 4

—U

S 20

, 6—

loca

l roa

d sy

stem

) due

to in

crea

sed

cong

estio

n du

ring

pea

k pe

riod

s

■15

inte

rsec

tions

blo

cked

by

queu

es

■5

mph

ove

rall

aver

age

netw

ork

spee

d

■66

,100

ove

rall

netw

ork

stop

s

■4,

700

hour

s ove

rall

netw

ork

dela

y

■5,

300

hour

s ove

rall

netw

ork

trav

el

time.

Temporary construction

impacts

Non

e.C

onge

stio

n re

sulti

ng in

del

ay, r

educ

ed tr

avel

spee

ds, a

nd in

crea

sed

trav

el ti

me

duri

ng c

onst

ruct

ion

(23

year

s) o

f im

prov

emen

ts to

inte

rsec

tions

and

exi

stin

g ro

adw

ays

Del

ays a

nd o

ther

impa

cts t

o tr

ansit

serv

ice

alon

g Ro

bal R

oad

and

into

and

out

of C

asca

de V

illag

e Sh

oppi

ng C

ente

r dur

ing

cons

truc

tion

Tem

pora

ry c

hang

es to

priv

ate

driv

eway

s for

bus

ines

ses o

n N

els A

nder

son

Road

, Coo

ley

Road

, and

Rob

al R

oad

duri

ng

cons

truc

tion.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apter 1


Ch

apter 2

Alternatives

Ch

apter 3



itigation

Ch

apter 4

Cumulative Im

pacts

Ch

apter 5



Ch

apter 6


mitm

ent of Resources

Ch

apter 7

Comm



Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Lan

d U

se

Long-term impacts

■

Inco

nsis

tent

with

stat

e, c

ount

y, re

gion

al, a

nd c

ity tr

ansp

orta

tion

plan

s, U

S H

ighw

ay 9

7 C

orri

dor

Stra

tegy

, Ore

gon

Hig

hway

Pla

n,

Bend

Are

a G

ener

al P

lan,

and

N

orth

east

Ben

d Tr

ansp

orta

tion

Stud

y

■N

o ex

cept

ions

to st

atew

ide

plan

ning

goa

ls, b

ut in

cons

iste

nt

with

Goa

l 12

■

No

exis

ting

land

use

s con

vert

ed

■N

o pr

ime

farm

land

con

vert

ed.

■

Gen

eral

ly c

onsi

sten

t with

stat

e, c

ount

y, re

gion

al, a

nd c

ity la

nd u

se p

lans

.

■In

cons

iste

nt w

ith c

ount

y, re

gion

al, a

nd c

ity tr

ansp

orta

tion

plan

s. A

men

dmen

ts to

200

7-20

30 M

etro

polit

an T

rans

port

atio

n Pl

an, D

esch

utes

C

ount

y Tr

ansp

orta

tion

Syst

em P

lan,

and

Ben

d U

rban

Are

a Tr

ansp

orta

tion

Syst

em P

lan

requ

ired.

■In

cons

iste

nt w

ith st

atew

ide

plan

ning

goa

ls. 2

exc

eptio

ns to

Sta

tew

ide

Plan

ning

Goa

ls 11

and

14

from

Des

chut

es C

ount

y re

quire

d fo

r con

stru

ctio

n of

a n

ew ro

ad a

nd n

ew in

terc

hang

e ou

tsid

e of

the

UG

B.

■

Con

sist

ent w

ith st

ate,

cou

nty,

regi

onal

, and

city

land

use

and

tr

ansp

orta

tion

plan

s

■N

o ex

cept

ions

to th

e st

atew

ide

plan

ning

goa

ls re

quire

d.

■

180

acre

s of l

and

conv

erte

d to

righ

t of

way

■

10 a

cres

of p

rime

farm

land

and

12

4 ac

res o

f far

mla

nd o

f sta

tew

ide

impo

rtan

ce c

onve

rted

to ri

ght o

f w

ay.

■

131

acre

s of l

and

conv

erte

d to

righ

t of

way

■

2 ac

res o

f prim

e fa

rmla

nd a

nd

90 a

cres

of f

arm

land

of s

tate

wid

e im

port

ance

con

vert

ed to

righ

t of

way

.

■

App

roxi

mat

ely

82 a

cres

of l

and

conv

erte

d to

righ

t of w

ay

■A

ppro

xim

atel

y 0.

07 a

cre

of p

rim

e fa

rmla

nd a

nd a

ppro

xim

atel

y 59

acr

es

of fa

rmla

nd o

f sta

tew

ide

impo

rtan

ce

conv

erte

d to

righ

t of w

ay.


impacts

■

Non

e.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apte

r 1

Purp

ose

of a

nd N

eed

For

Prop

osed

Act

ion

Ch

apte

r 2

Alte

rnat

ives

Ch

apte

r 3

Affe

cted

Env

ironm

ent,

Envi

ronm

enta

l Co

nseq

uenc

es a

nd M

itiga

tion

Ch

apte

r 4

Cum

ulat

ive

Impa

cts

Ch

apte

r 5

Loca

l Sho

rt-te

rm U

ses

and

Long

-ter

m P

rodu

ctiv

ity

Ch

apte

r 6

Irrev

ersi

ble

and

Irret

rieva

ble

Com

mitm

ent o

f Res

ourc

es

Ch

apte

r 7

Com

men

ts a

nd C

oord

inat

ion


Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Rig

ht

of W

ay a

nd

Uti

liti

es

Long-term impacts

■

No

right

of w

ay a

cqui

sitio

n

■N

o ut

ility

relo

catio

ns.

■

Acq

uisit

ion

of 1

62 p

arce

ls to

talin

g ap

prox

imat

ely

180

acre

s of r

ight

of

way

.

■

Acq

uisit

ion

of 1

42 p

arce

ls to

talin

g ap

prox

imat

ely

131

acre

s of r

ight

of

way

.

■

Acq

uisit

ion

of a

n es

timat

ed

103

parc

els t

otal

ing

appr

oxim

atel

y 82

acr

es o

f rig

ht o

f way

.

■Re

loca

tion

of u

tility

faci

litie

s.


impacts

■

Non

e.

■Sh

ort i

nter

rupt

ions

to u

tility

serv

ices

.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apter 1


Ch

apter 2

Alternatives

Ch

apter 3



itigation

Ch

apter 4

Cumulative Im

pacts

Ch

apter 5



Ch

apter 6


mitm

ent of Resources

Ch

apter 7

Comm



Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Envi

ron

men

tal J

ust

ice

Long-term impacts

■

No

disp

ropo

rtio

nate

ly h

igh

and

adve

rse

effec

ts o

n m

inor

ity o

r low

-in

com

e po

pula

tions

.

■

No

disp

ropo

rtio

nate

ly h

igh

and

adve

rse

effec

ts o

n m

inor

ity o

r low

-in

com

e po

pula

tions

■

Envi

ronm

enta

l jus

tice

popu

latio

ns

and

othe

rs w

ould

acc

ess U

S 97

th

roug

h th

e no

rthe

rn in

terc

hang

e,

a fu

ll di

amon

d in

terc

hang

e,

with

acc

ess t

o no

rthb

ound

and

so

uthb

ound

US

97.

■

No

disp

ropo

rtio

nate

ly h

igh

and

adve

rse

effec

ts o

n m

inor

ity o

r low

-in

com

e po

pula

tions

■

Envi

ronm

enta

l jus

tice

popu

latio

ns

and

othe

rs w

ould

trav

el fa

rthe

r on

loca

l str

eets

, inc

ludi

ng B

ower

y La

ne

and

Hun

nell

Road

, to

acce

ss U

S 97

. Se

gmen

ts o

f Bow

ery

Lane

and

H

unne

ll Ro

ad w

ould

be

unpa

ved.

A

cces

s to

sout

hbou

nd U

S 97

wou

ld

occu

r at E

mpi

re A

venu

e. A

cces

s to

nort

hbou

nd U

S 97

wou

ld o

ccur

at

Empi

re A

venu

e or

via

3rd

Str

eet

nort

h of

Coo

ley

Road

.

■

No

disp

ropo

rtio

nate

ly h

igh

and

adve

rse

effec

ts o

n m

inor

ity o

r low

-in

com

e po

pula

tions

■

Envi

ronm

enta

l jus

tice

popu

latio

ns

and

othe

rs w

ill m

aint

ain

exis

ting

acce

ss to

nor

thbo

und

and

sout

hbou

nd U

S 97

. The

new

sig

naliz

ed in

ters

ectio

n at

US

97 a

nd

3rd

Stre

et w

ill p

rovi

de a

con

nect

ion

to lo

catio

ns w

ithin

the

API

and

gr

eate

r Ben

d.

■

A m

ulti-

use

path

will

con

nect

the

mob

ile h

ome

park

s to

the

signa

lized

in

ters

ectio

n, a

llow

ing

safe

r tra

vel f

or

pede

stri

ans a

nd b

icyc

lists

alo

ng U

S 97

an

d a

safe

r cro

ssin

g of

US

97.


impacts

■

No

disp

ropo

rtio

nate

ly h

igh

and

adve

rse

effec

ts o

n m

inor

ity o

r low

-in

com

e po

pula

tions

.

■

No

disp

ropo

rtio

nate

ly h

igh

and

adve

rse

effec

ts o

n m

inor

ity o

r low

-inco

me

popu

latio

ns

■Pe

rson

s with

lim

ited

Engl

ish p

rofic

ienc

y co

uld

be m

ore

affec

ted

if th

ey a

re u

nabl

e to

und

erst

and

notifi

catio

ns a

bout

co

nstr

uctio

n ac

tiviti

es; h

owev

er, n

otifi

catio

ns w

ould

be

prov

ided

in E

nglis

h an

d Sp

anish

, the

pre

dom

inan

t lan

guag

es o

f th

e A

PI

■Te

mpo

rary

stre

et c

ross

ings

in c

onst

ruct

ion

zone

s cou

ld b

ecom

e ob

stac

les f

or d

isab

led

and

elde

rly in

divi

dual

s.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apte

r 1

Purp

ose

of a

nd N

eed

For

Prop

osed

Act

ion

Ch

apte

r 2

Alte

rnat

ives

Ch

apte

r 3

Affe

cted

Env

ironm

ent,

Envi

ronm

enta

l Co

nseq

uenc

es a

nd M

itiga

tion

Ch

apte

r 4

Cum

ulat

ive

Impa

cts

Ch

apte

r 5

Loca

l Sho

rt-te

rm U

ses

and

Long

-ter

m P

rodu

ctiv

ity

Ch

apte

r 6

Irrev

ersi

ble

and

Irret

rieva

ble

Com

mitm

ent o

f Res

ourc

es

Ch

apte

r 7

Com

men

ts a

nd C

oord

inat

ion


Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Soc

ioec

onom

ic A

nal

ysis

Long-term impacts

■

Resid

ents

’ qua

lity

of li

fe im

pact

ed

by fa

ilure

to a

ddre

ss v

ehic

ular

sa

fety

con

cern

s with

in th

e A

PI

■N

o ch

ange

to c

omm

unity

coh

esio

n

■Im

peda

nce

of tr

avel

rout

es to

an

d fr

om d

estin

atio

n bu

sines

ses,

dete

rren

ce o

f new

dev

elop

men

t, di

fficu

lty a

ttrac

ting

and

reta

inin

g bu

sines

ses,

and

decr

ease

d effi

cien

cy o

f loc

al a

nd re

gion

al

frei

ght m

ovem

ent a

s con

gest

ion

wor

sens

and

traffi

c flo

w sl

ows

■

No

resid

ence

s, bu

sines

ses,

or

rent

al st

orag

e un

its d

ispl

aced

■

PM p

eak

traffi

c vo

lum

es B

ower

y La

ne b

etw

een

Hun

nell

Road

and

3r

d St

reet

: 7 v

ehic

les/

hour

.

■H

unne

ll Ro

ad: 2

70-9

20 v

ehic

les/

hour

.

■Em

erge

ncy

serv

ice

prov

ider

re

spon

se ti

mes

wou

ld in

crea

se

as c

ompa

red

with

the

exis

ting

cond

ition

s.

■

Incr

ease

d ai

r, no

ise,

and

vis

ual

impa

cts o

f new

and

exp

ande

d lo

cal

road

s, el

evat

ed st

ruct

ures

, and

th

e re

alig

nmen

t of U

S 97

clo

ser t

o re

siden

tial n

eigh

borh

oods

cou

ld

impa

ct q

ualit

y of

life

for r

esid

ents

in

the

API

■

Con

nect

ivity

and

safe

ty fo

r ve

hicl

es, p

edes

tria

ns, a

nd

bicy

clis

ts g

ener

ally

impr

oved

pa

rtic

ular

ly a

ssoc

iate

d w

ith th

e lo

cal s

tree

t net

wor

k (in

clud

ing

trav

el to

and

from

are

a bu

sines

ses)

. H

owev

er, i

n th

e vi

cini

ty o

f 3rd

St

reet

nor

th o

f Coo

ley

Road

, the

H

unne

ll N

eigh

borh

ood

wou

ld b

e bi

sect

ed b

y 3r

d St

reet

, dec

reas

ing

com

mun

ity c

ohes

ion

in th

is

loca

lized

are

a

■In

crea

sed

effici

ency

of l

ocal

an

d re

gion

al fr

eigh

t mov

emen

t, cr

eatin

g op

port

uniti

es to

enh

ance

lo

cal a

nd re

gion

al e

cono

mie

s.

■

Incr

ease

d ai

r, no

ise,

and

vis

ual

impa

cts o

f new

and

exp

ande

d lo

cal

road

s, el

evat

ed st

ruct

ures

, and

th

e re

alig

nmen

t of U

S 97

clo

ser t

o re

siden

tial n

eigh

borh

oods

cou

ld

impa

ct q

ualit

y of

life

for r

esid

ents

in

the

API

■

Con

nect

ivity

and

safe

ty fo

r veh

icle

s, pe

dest

rian

s, an

d bi

cycl

ists

gen

eral

ly

impr

oved

par

ticul

arly

ass

ocia

ted

with

the

loca

l str

eet n

etw

ork

(incl

udin

g tr

avel

to a

nd fr

om a

rea

busin

esse

s). H

owev

er, c

omm

unity

co

hesio

n w

ould

dec

reas

e in

the

vici

nity

of B

ower

y La

ne b

etw

een

Hun

nell

Road

and

3rd

Str

eet

beca

use

of th

e in

crea

sed

pres

ence

of

cut-

thro

ugh

traffi

c.

■In

crea

sed

effici

ency

of l

ocal

and

re

gion

al fr

eigh

t mov

emen

t, cr

eatin

g op

port

uniti

es to

enh

ance

loca

l and

re

gion

al e

cono

mie

s.

■D

ispl

acem

ent o

f 13

resid

ence

s, 51

bu

sines

ses,

3 bi

llboa

rds,

and

200

250

rent

al st

orag

e un

its

■PM

Pea

k Tr

affic

◆

Bow

ery

Lane

bet

wee

n H

unne

ll Ro

ad a

nd 3

rd S

tree

t: 60

—90

ve

hicl

es/h

our.

◆

Hun

nell

Road

: 180

—26

0 ve

hicl

es/h

our.

■

Incr

ease

d ai

r, no

ise,

and

vis

ual

impa

cts o

f new

and

exp

ande

d lo

cal

road

s, pr

imar

ily lo

cate

d w

ithin

the

Bend

UG

B, a

nd th

e re

alig

nmen

t of

US

97 c

lose

r to

the

Boyd

Acr

es

Nei

ghbo

rhoo

d co

uld

impa

ct q

ualit

y of

lif

e fo

r res

iden

ts in

the

API

■

Com

mun

ity c

ohes

ion

enha

nced

w

ith im

prov

ed c

onne

ctiv

ity fo

r ve

hicl

es, p

edes

tria

ns a

nd b

icyc

lists

. C

omm

unity

coh

esio

n ad

vers

ely

affec

ted

by p

rope

rty

acqu

isiti

ons

and

resid

entia

l dis

plac

emen

ts; t

he

mag

nitu

de o

f thi

s im

pact

is le

ss th

an

unde

r the

Eas

t DS1

and

Eas

t DS2

A

ltern

ativ

es.

■

Incr

ease

d effi

cien

cy o

f loc

al a

nd

regi

onal

frei

ght m

ovem

ent,

crea

ting

oppo

rtun

ities

to e

nhan

ce lo

cal a

nd

regi

onal

eco

nom

ies.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apter 1


Ch

apter 2

Alternatives

Ch

apter 3



itigation

Ch

apter 4

Cumulative Im

pacts

Ch

apter 5



Ch

apter 6


mitm

ent of Resources

Ch

apter 7

Comm



Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Long-term impacts

■D

ispl

acem

ent o

f 19

resid

ence

s, 43

bu

sines

ses,

4 bi

llboa

rds,

and

200

250

rent

al st

orag

e un

its

■PM

pea

k tr

affic

volu

mes

◆Bo

wer

y La

ne b

etw

een

Hun

nell

Road

and

3rd

Str

eet:

20—

50

vehi

cles

/hou

r.

◆H

unne

ll Ro

ad: 8

0—14

0 ve

hicl

es/h

our.E

mer

genc

y se

rvic

e pr

ovid

er re

spon

se ti

mes

w

ould

dec

reas

e w

hen

com

pare

d to

the

No

Build

Alte

rnat

ive

for

2 ou

t of 6

sam

pled

rout

es a

nd

wou

ld in

crea

se fo

r 4 o

ut o

f 6

rout

es. R

espo

nse

times

wou

ld

incr

ease

com

pare

d to

exi

stin

g co

nditi

ons d

ue to

incr

ease

d tr

affic

volu

mes

and

out

-of-

dire

ctio

n tr

avel

.

■A

cces

s to

US

97 w

ould

requ

ire

long

er ro

utes

on

loca

l str

eets

, in

clud

ing

Bow

ery

Lane

and

H

unne

ll Ro

ad. S

egm

ents

of B

ower

y La

ne a

nd H

unne

ll Ro

ad w

ould

be

unpa

ved.

Acc

ess t

o so

uthb

ound

U

S 97

wou

ld o

ccur

at E

mpi

re

Aven

ue. A

cces

s to

nort

hbou

nd

US

97 w

ould

occ

ur a

t Em

pire

Av

enue

or v

ia 3

rd S

tree

t at t

he

nort

hern

inte

rcha

nge.

■

Emer

genc

y se

rvic

e pr

ovid

er

resp

onse

tim

es w

ould

dec

reas

e w

hen

com

pare

d to

the

No

Build

A

ltern

ativ

e fo

r 2 o

ut o

f 6 sa

mpl

ed

rout

es a

nd w

ould

incr

ease

for 4

out

of

6 ro

utes

. Res

pons

e tim

es w

ould

in

crea

se c

ompa

red

to e

xist

ing

cond

ition

s due

to in

crea

sed

traffi

c vo

lum

es a

nd o

ut-o

f-di

rect

ion

trav

el.

■

Acc

ess t

o U

S 97

wou

ld re

quire

lo

nger

rout

es o

n lo

cal s

tree

ts,

incl

udin

g Bo

wer

y La

ne a

nd H

unne

ll Ro

ad. S

egm

ents

of B

ower

y La

ne a

nd

Hun

nell

Road

wou

ld b

e un

pave

d.

Acc

ess t

o so

uthb

ound

US

97 w

ould

oc

cur a

t Em

pire

Ave

nue.

Acc

ess t

o no

rthb

ound

US

97 w

ould

occ

ur a

t Em

pire

Ave

nue

or v

ia 3

rd S

tree

t at

the

nort

hern

inte

rcha

nge.

■

Dis

plac

emen

t of 6

resid

ence

s, 44

bus

ines

ses,

2 bi

llboa

rds,

and

250

rent

al st

orag

e un

its

■PM

pea

k tr

affic

volu

mes

◆

Hun

nell

Road

: 100

-595

veh

icle

s/ho

ur

■Em

erge

ncy

serv

ice

prov

ider

resp

onse

tim

es w

ill d

ecre

ase

whe

n co

mpa

red

to th

e N

o Bu

ild A

ltern

ativ

e fo

r 5 o

ut

of 6

sam

pled

rout

es a

nd w

ill in

crea

se

for 1

out

of 6

rout

es. R

espo

nse

times

w

ill in

crea

se c

ompa

red

to e

xist

ing

cond

ition

s due

to in

crea

sed

traffi

c vo

lum

es.

■

Acc

ess t

o no

rthb

ound

and

so

uthb

ound

US

97 w

ill o

ccur

at

Empi

re A

venu

e an

d th

e no

rthe

rn

signa

lized

inte

rsec

tion

of U

S 97

and

3r

d St

reet

.


impacts

■

Non

e.

■Re

siden

ces a

ffect

ed b

y te

mpo

rary

road

clo

sure

s, de

tour

s, de

lay

and

cong

estio

n, m

odifi

ed tr

avel

rout

es, a

ppro

ach

chan

ges

■

Busin

esse

s affe

cted

by

tem

pora

ry ro

ad c

losu

res,

deto

urs,

dela

y an

d co

nges

tion,

mod

ified

trav

el ro

utes

, app

roac

h ch

ange

s.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apte

r 1

Purp

ose

of a

nd N

eed

For

Prop

osed

Act

ion

Ch

apte

r 2

Alte

rnat

ives

Ch

apte

r 3

Affe

cted

Env

ironm

ent,

Envi

ronm

enta

l Co

nseq

uenc

es a

nd M

itiga

tion

Ch

apte

r 4

Cum

ulat

ive

Impa

cts

Ch

apte

r 5

Loca

l Sho

rt-te

rm U

ses

and

Long

-ter

m P

rodu

ctiv

ity

Ch

apte

r 6

Irrev

ersi

ble

and

Irret

rieva

ble

Com

mitm

ent o

f Res

ourc

es

Ch

apte

r 7

Com

men

ts a

nd C

oord

inat

ion


Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Park

s an

d R

ecre

atio

nal

Fac

ilit

ies

Long-term impacts

■

Non

e.

■N

one

No

conv

ersio

n of

exi

stin

g pa

rk o

r rec

reat

iona

l fac

ilitie

s or a

ltera

tion

of e

xist

ing

trai

ls

■C

onne

ctiv

ity a

nd fu

nctio

n of

pla

nned

trai

ls re

tain

ed

■Re

quire

s refi

nem

ent o

f the

con

cept

ual a

lignm

ent o

f the

Rai

ls w

ith T

rails

Cor

rido

r at c

ross

ing

with

Coo

ley

Road

■

No

impa

cts t

o Se

ctio

n 4(

f) o

r Sec

tion

6(f)

reso

urce

s.

■Re

quire

s refi

nem

ent o

f con

cept

ual a

lignm

ent o

f the

ext

ensio

n of

the

Nor

th

Park

way

Tra

il be

twee

n Em

pire

Ave

nue

and

Roba

l Roa

d.

■

Requ

ires r

efine

men

t of c

once

ptua

l al

ignm

ent o

f the

ext

ensio

n of

the

Nor

th P

arkw

ay T

rail

betw

een

Empi

re A

venu

e an

d Ro

bal R

oad;

tr

ail u

nder

cros

sing

incl

uded

in

desig

n of

Pre

ferr

ed A

ltern

ativ

e w

ill

acco

mm

odat

e re

alig

nmen

t of t

his

futu

re tr

ail


impacts

■

Non

e.

■Tr

ail u

sers

exp

osed

to c

onst

ruct

ion

nois

e, v

ehic

le, a

nd w

ork

light

illu

min

atio

n, a

nd a

ir an

d du

st e

mis

sions

.

His

tori

c R

esou

rces

Long-term impacts

■

Non

e.

■Fi

ndin

g: A

dver

se e

ffect

to o

ne h

isto

rical

ly si

gnifi

cant

pro

pert

y, re

sulti

ng in

a

“use

” und

er S

ectio

n 4(

f)

■

Find

ing:

No

adve

rse

effec

t to

four

five

his

toric

ally

sign

ifica

nt p

rope

rtie

s, re

sulti

ng in

a “d

e min

imis

impa

ct” u

nder

Sec

tion

4(f)

.

■

Sect

ion

106

findi

ng o

f adv

erse

effe

ct

and

Sect

ion

4(f)

indi

vidu

al e

valu

atio

n fo

r the

Nel

s and

Lill

ian

And

erse

n H

ouse

impa

cted

by

relo

catio

n or

re

mov

al.

■

Sect

ion

4(f)

de

min

imis

find

ings

for:

Ore

gon

Trun

k Ra

ilway

and

Sw

alle

y Ri

ley

Late

ral.


impacts

■

Non

e.

■Te

mpo

raril

y aff

ect h

isto

ric re

sour

ces w

ith d

ust,

nois

e an

d vi

brat

ion.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apter 1


Ch

apter 2

Alternatives

Ch

apter 3



itigation

Ch

apter 4

Cumulative Im

pacts

Ch

apter 5



Ch

apter 6


mitm

ent of Resources

Ch

apter 7

Comm



Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Vis

ual

Res

ourc

es

Long-term

impacts

■N

one.

■

Dec

reas

e th

e vi

sual

qua

lity

in th

e ar

ea b

etw

een

Coo

ley

Road

and

For

t Th

omps

on L

ane,

incl

udin

g th

e H

unne

ll ne

ighb

orho

od.

■

Min

imal

dec

reas

e in

vis

ual q

ualit

y w

ithin

the

API

.


impacts

■

Non

e.

■Te

mpo

rary

vis

ual i

mpa

cts d

ue to

con

stru

ctio

n eq

uipm

ent,

mat

eria

ls, a

nd w

ork

activ

ities

■

Gla

re fr

om c

onst

ruct

ion

light

s.

Wat

er Q

ual

ity,

Sto

rmw

ater

Ru

nof

f, an

d H

ydro

logy

Long-term impacts

■

44 a

cres

of i

mpe

rvio

us su

rfac

es

■50

% st

orm

wat

er tr

eatm

ent

(inci

dent

al tr

eatm

ent o

nly)

■

0 st

orm

wat

er p

onds

and

0

stor

mw

ater

swal

es

■N

o ch

ange

to ro

adw

ay p

ollu

tant

lo

ads p

er y

ear

■

No

dryw

ells

and

drai

nwel

ls re

mov

ed o

r sto

rmw

ater

trea

tmen

t in

stal

led.

■

49 a

cres

of n

et n

ew im

perv

ious

su

rfac

es

■99

acr

es o

f im

perv

ious

surf

aces

tr

eate

d

■10

0% st

orm

wat

er tr

eatm

ent (

56%

fo

rmal

trea

tmen

t, 44

% in

cide

ntal

tr

eatm

ent)

■

6 st

orm

wat

er p

onds

and

3

stor

mw

ater

swal

es (2

.3 a

cres

)

■In

crea

sed

road

way

pol

luta

nt lo

ads

per y

ear.

■

40 a

cres

of n

et n

ew im

perv

ious

su

rfac

es

■90

acr

es o

f im

perv

ious

surf

aces

tr

eate

d

■10

0% st

orm

wat

er tr

eatm

ent (

63%

fo

rmal

trea

tmen

t, 37

% in

cide

ntal

tr

eatm

ent)

■

6 st

orm

wat

er p

onds

and

4

stor

mw

ater

swal

es (2

.4 a

cres

)

■In

crea

sed

road

way

pol

luta

nt lo

ads

per y

ear.

■

39 a

cres

of n

et n

ew im

perv

ious

su

rfac

es

■95

acr

es o

f im

perv

ious

surf

aces

tr

eate

d

■10

0% st

orm

wat

er tr

eatm

ent (

59%

fo

rmal

ly tr

eate

d, 4

1% in

cide

ntal

ly

trea

ted)

■

15 st

orm

wat

er p

onds

and

6

stor

mw

ater

swal

es (2

.7 a

cres

)

■In

crea

sed

road

way

pol

luta

nt lo

ads

per y

ear.

■

Exis

ting

dryw

ells

and

drai

nwel

ls re

mov

ed a

nd st

orm

wat

er tr

eatm

ent f

acili

ties i

nsta

lled

to b

enefi

t gro

undw

ater

by

rem

ovin

g a

rout

e fo

r con

tam

inan

ts to

reac

h gr

ound

wat

er a

nd d

rink

ing

wat

er


impacts

■

Non

e.

■Po

tent

ial s

oil e

rosio

n, in

crea

sing

sedi

men

t and

susp

ende

d so

lids f

rom

cle

arin

g an

d gr

adin

g of

115

–140

acr

es

■Po

tent

ial c

oncr

ete

spill

s or c

onta

min

ant m

ovem

ent f

rom

stor

mw

ater

runo

ff.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apte

r 1

Purp

ose

of a

nd N

eed

For

Prop

osed

Act

ion

Ch

apte

r 2

Alte

rnat

ives

Ch

apte

r 3

Affe

cted

Env

ironm

ent,

Envi

ronm

enta

l Co

nseq

uenc

es a

nd M

itiga

tion

Ch

apte

r 4

Cum

ulat

ive

Impa

cts

Ch

apte

r 5

Loca

l Sho

rt-te

rm U

ses

and

Long

-ter

m P

rodu

ctiv

ity

Ch

apte

r 6

Irrev

ersi

ble

and

Irret

rieva

ble

Com

mitm

ent o

f Res

ourc

es

Ch

apte

r 7

Com

men

ts a

nd C

oord

inat

ion


Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Nat

ura

l Sys

tem

s an

d C

omm

un

itie

s

Long-term impacts

■

No

rem

oval

of s

trat

egy

habi

tat

■

No

loss

of h

abita

t lin

kage

feat

ure

■

Rem

oval

of 6

6 ac

res o

f wes

tern

ju

nipe

r woo

dlan

ds h

abita

t and

sa

gebr

ush

shru

blan

ds/s

hrub

-st

eppe

stra

tegy

hab

itat

■

Loss

of a

ppro

xim

atel

y 95

0 lin

ear

feet

of h

abita

t lin

kage

feat

ure

thro

ugh

pipi

ng o

f the

Sw

alle

y C

anal

.

■Lo

ss o

f app

roxi

mat

ely

70 li

near

feet

of

hab

itat l

inka

ge fe

atur

e th

roug

h pi

ping

of t

he S

wal

ley

Rile

y La

tera

l.

■

Rem

oval

of 6

2 ac

res o

f wes

tern

ju

nipe

r woo

dlan

ds h

abita

t and

sa

gebr

ush

shru

blan

ds/s

hrub

-ste

ppe

stra

tegy

hab

itat

■

Loss

of a

ppro

xim

atel

y 2,

300

linea

r fe

et o

f hab

itat l

inka

ge fe

atur

e th

roug

h pi

ping

of t

he S

wal

ley

Can

al.

■

Loss

of a

ppro

xim

atel

y 70

line

ar fe

et

of h

abita

t lin

kage

feat

ure

thro

ugh

pipi

ng o

f the

Sw

alle

y Ri

ley

Late

ral.

■

Rem

oval

of 1

6 ac

res o

f wes

tern

ju

nipe

r woo

dlan

ds h

abita

t and

sa

gebr

ush

shru

blan

ds/s

hrub

-ste

ppe

stra

tegy

hab

itat

■

Loss

of a

ppro

xim

atel

y 70

line

ar fe

et o

f ha

bita

t lin

kage

feat

ure

thro

ugh

pipi

ng

of th

e Sw

alle

y Ri

ley

Late

ral.


impacts

■

Non

e.

■St

rate

gy h

abita

ts te

mpo

raril

y ex

pose

d to

incr

ease

d no

ise,

dus

t, an

d hu

man

act

ivity

dur

ing

cons

truc

tion.

Wet

lan

ds

and

Oth

er W

ater

s

Long-term impacts

■

No

new

can

al p

ipin

g as

a re

sult

of

the

prop

osed

act

ion.

■

Pipe

app

roxi

mat

ely

950

feet

of t

he

Swal

ley

Can

al.

■

New

pip

ing

of la

tera

l lin

es

conn

ectin

g to

Sw

alle

y M

ain

Can

al

Pipe

line:

515

feet

.

■

Pipe

app

roxi

mat

ely

2,30

0 fe

et o

f the

Sw

alle

y C

anal

.

■N

ew p

ipin

g of

late

ral l

ines

co

nnec

ting

to S

wal

ley

Mai

n C

anal

Pi

pelin

e: 5

15 fe

et.

■

New

pip

ing

of la

tera

l lin

es c

onne

ctin

g to

Sw

alle

y M

ain

Can

al P

ipel

ine:

380

fe

et.


impacts

■

Non

e.

■N

o im

pact

s to

wet

land

s and

oth

er w

ater

s bec

ause

con

stru

ctio

n of

can

al c

ross

ings

wou

ld o

ccur

dur

ing

dry

cond

ition

s.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apter 1


Ch

apter 2

Alternatives

Ch

apter 3



itigation

Ch

apter 4

Cumulative Im

pacts

Ch

apter 5



Ch

apter 6


mitm

ent of Resources

Ch

apter 7

Comm



Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Th

reat

ened

an

d E

nd

ange

red

Sp

ecie

sLong-term impacts

■

No

habi

tat r

emov

al fo

r thr

eate

ned

and

enda

nger

ed sp

ecie

s.

■Re

mov

al o

f 1 a

cre

of m

argi

nal h

abita

t for

a st

ate

thre

aten

ed p

lant

.


impacts

■

Non

e.

■N

one.

Non

-Th

reat

ened

an

d E

nd

ange

red

Sp

ecie

s

Long-term impacts

■

No

loss

of h

abita

t for

stra

tegy

sp

ecie

s

■N

o lo

ss o

f urb

an h

abita

t.

■

Loss

of 6

6 ac

res o

f hab

itat f

or

non-

thre

aten

ed a

nd e

ndan

gere

d,

stra

tegy

spec

ies a

ssoc

iate

d w

ith th

e w

este

rn ju

nipe

r woo

dlan

ds h

abita

t an

d sa

gebr

ush

shru

blan

ds/s

hrub

-st

eppe

stra

tegy

hab

itat.

■

Loss

of 6

2 ac

res o

f hab

itat f

or n

on-

thre

aten

ed a

nd e

ndan

gere

d, st

rate

gy

spec

ies a

ssoc

iate

d w

ith th

e w

este

rn

juni

per w

oodl

ands

hab

itat a

nd

sage

brus

h sh

rubl

ands

/shr

ub-s

tepp

e st

rate

gy h

abita

t.

■

Loss

of 1

6 ac

res o

f hab

itat f

or n

on-

thre

aten

ed a

nd e

ndan

gere

d, st

rate

gy

spec

ies a

ssoc

iate

d w

ith th

e w

este

rn

juni

per w

oodl

ands

hab

itat a

nd

sage

brus

h sh

rubl

ands

/shr

ub-s

tepp

e st

rate

gy h

abita

t.

■

Loss

of 3

4 ac

res o

f urb

an h

abita

t.

■Lo

ss o

f 24

acre

s of u

rban

hab

itat.


impacts

■

Non

e.

■N

on-t

hrea

tene

d an

d en

dang

ered

spec

ies t

empo

raril

y ex

pose

d to

incr

ease

d no

ise,

dus

t, an

d hu

man

act

ivity

.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apte

r 1

Purp

ose

of a

nd N

eed

For

Prop

osed

Act

ion

Ch

apte

r 2

Alte

rnat

ives

Ch

apte

r 3

Affe

cted

Env

ironm

ent,

Envi

ronm

enta

l Co

nseq

uenc

es a

nd M

itiga

tion

Ch

apte

r 4

Cum

ulat

ive

Impa

cts

Ch

apte

r 5

Loca

l Sho

rt-te

rm U

ses

and

Long

-ter

m P

rodu

ctiv

ity

Ch

apte

r 6

Irrev

ersi

ble

and

Irret

rieva

ble

Com

mitm

ent o

f Res

ourc

es

Ch

apte

r 7

Com

men

ts a

nd C

oord

inat

ion


Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Inva

sive

Sp

ecie

s

Long-term impacts

■

No

impr

ovem

ents

to ro

adw

ays

near

prio

rity

inva

sive

spec

ies.

■

Incr

ease

d ro

adw

ay a

ctiv

ity a

long

Coo

ley

Road

and

Cla

usen

Dri

ve re

sulti

ng fr

om ro

adw

ay im

prov

emen

ts, p

oten

tially

sp

read

ing

prio

rity

inva

sive

spec

ies.


impacts

■

Non

e.

■A

ppro

xim

atel

y 15

2 14

0 ac

res

of g

roun

d di

stur

bed

durin

g co

nstr

uctio

n, re

sulti

ng in

the

pote

ntia

l spr

ead

of in

vasiv

e sp

ecie

s.

■

App

roxi

mat

ely

132

acre

s of g

roun

d di

stur

bed

durin

g co

nstr

uctio

n,

resu

lting

in th

e po

tent

ial s

prea

d of

in

vasiv

e sp

ecie

s.

■

App

roxi

mat

ely

115

acre

s of g

roun

d di

stur

bed

duri

ng c

onst

ruct

ion,

re

sulti

ng in

the

pote

ntia

l spr

ead

of

inva

sive

spec

ies.

Air

Qu

alit

y

Long-term impacts

■

Redu

ctio

n of

regi

onal

and

loca

l lev

el m

obile

sour

ce a

ir to

xic

emis

sion

s due

to n

atio

nal e

mis

sions

con

trol

pro

gram

s reg

ardl

ess o

f any

loca

l inc

reas

e in

veh

icle

-m

iles t

rave

led

on U

S 97

■

Sinc

e no

alte

rnat

ive

is p

redi

cted

to a

ffect

regi

onal

VM

T, b

ackg

roun

d po

lluta

nt c

once

ntra

tions

are

not

exp

ecte

d to

incr

ease

and

loca

lized

pol

luta

nt

conc

entr

atio

ns a

re n

ot e

xpec

ted

to e

xcee

d th

e N

atio

nal A

mbi

ent A

ir Q

ualit

y St

anda

rds (

NA

AQ

S).


impacts

■

Non

e.

■Te

mpo

rary

deg

rada

tion

of a

ir qu

ality

resu

lting

from

exc

avat

ion,

gra

ding

, hau

ling

and

vari

ous o

ther

act

iviti

es

■Sh

ort-

term

em

issio

ns fr

om c

onst

ruct

ion

equi

pmen

t, in

clud

ing

carb

on m

onox

ide,

nitr

ogen

oxi

des,

vola

tile

orga

nic

com

poun

ds, d

irect

ly-e

mitt

ed re

spira

ble

and

fine

part

icul

ate

mat

ter,

and

toxi

c ai

r con

tam

inan

ts su

ch a

s die

sel e

xhau

st

part

icul

ate

mat

ter.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apter 1


Ch

apter 2

Alternatives

Ch

apter 3



itigation

Ch

apter 4

Cumulative Im

pacts

Ch

apter 5



Ch

apter 6


mitm

ent of Resources

Ch

apter 7

Comm



Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Noi

seLong-term impacts

■

Noi

se im

pact

s at 1

8 sit

es, i

nclu

ding

46

resid

ence

s and

5 b

usin

esse

s.

■N

oise

impa

cts a

t 23

sites

, inc

ludi

ng

59 re

siden

ces a

nd 5

bus

ines

ses.

N

oise

impa

cts a

t 26

sites

, in

clud

ing

63 re

siden

ces a

nd

5 bu

sines

ses.

■

Noi

se im

pact

s at 2

1 sit

es, i

nclu

ding

67

resid

ence

s and

out

door

are

as a

t 8

busin

esse

s.


impacts

■

Non

e.

■N

oise

tem

pora

rily

gene

rate

d by

con

stru

ctio

n ac

tiviti

es, e

quip

men

t, an

d de

liver

y ve

hicl

es.

Ener

gy

Long-term impacts

■

Vehi

cle-

mile

s tra

vele

d in

the

API

: 41

1,28

4 m

iles/

day

■

Fuel

con

sum

ptio

n: 1

5,66

3 ga

llons

/da

y

■En

ergy

con

sum

ptio

n: 2

,022

mill

ion

Briti

sh Th

erm

al U

nits

(Btu

)/da

y.

■

Vehi

cle-

mile

s tra

vele

d in

the

API

: 67

0,44

9 m

iles/

day

■

Fuel

con

sum

ptio

n: 2

5,48

7 ga

llons

/da

y

■En

ergy

con

sum

ptio

n: 3

,293

mill

ion

Btu/

day.

■

Vehi

cle-

mile

s tra

vele

d in

the

API

: 63

4,14

4 m

iles/

day

■

Fuel

con

sum

ptio

n: 2

4,22

0 ga

llons

/da

y

■En

ergy

con

sum

ptio

n: 3

,128

mill

ion

Btu/

day.

■

Vehi

cle-

mile

s tra

vele

d in

the

API

: 43

6,45

7 m

iles/

day

■

Fuel

con

sum

ptio

n: 1

6,44

2 ga

llons

/day

■

Ener

gy c

onsu

mpt

ion:

2,1

19 m

illio

n Bt

u/da

y.


impacts

■

Non

e.

■Fu

el c

onsu

mpt

ion:

7.5

mill

ion

gallo

ns

■En

ergy

con

sum

ptio

n: 9

32,1

70

mill

ion

Btu.

■

Fuel

con

sum

ptio

n: 7

.6 m

illio

n ga

llons

■

Ener

gy c

onsu

mpt

ion:

953

,114

m

illio

n Bt

u.

■

Fuel

con

sum

ptio

n: 7

.0 m

illio

n ga

llons

■

Ener

gy c

onsu

mpt

ion:

880

,245

mill

ion

Btu.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apte

r 1

Purp

ose

of a

nd N

eed

For

Prop

osed

Act

ion

Ch

apte

r 2

Alte

rnat

ives

Ch

apte

r 3

Affe

cted

Env

ironm

ent,

Envi

ronm

enta

l Co

nseq

uenc

es a

nd M

itiga

tion

Ch

apte

r 4

Cum

ulat

ive

Impa

cts

Ch

apte

r 5

Loca

l Sho

rt-te

rm U

ses

and

Long

-ter

m P

rodu

ctiv

ity

Ch

apte

r 6

Irrev

ersi

ble

and

Irret

rieva

ble

Com

mitm

ent o

f Res

ourc

es

Ch

apte

r 7

Com

men

ts a

nd C

oord

inat

ion


Executive Summary

Exhi

bit E

S-7

FEIS

: Sum

mar

y of

Adv

erse

and

Ben

efici

al Im

pact

s of t

he P

ropo

sed

Act

ion

Res

ourc

e El

emen

tN

o B

uil

d A

lter

nat

ive

East

DS

1 A

lter

nat

ive

East

DS

2 A

lter

nat

ive

Pref

erre

d A

lter

nat

ive

Geo

logy

Long-term impacts

■

No

grou

nd d

istu

rban

ce.

■

152

140

acre

s of g

roun

d di

stur

banc

e.

■13

2 ac

res o

f gro

und

dist

urba

nce.

■

115

acre

s of g

roun

d di

stur

banc

e.


impacts

■

Non

e.

■Er

osio

n of

exp

osed

soils

.

Haz

ard

ous

Mat

eria

ls

Long-term impacts

■

No

dist

urba

nce

or re

med

iatio

n of

kn

own

cont

amin

ated

site

s.

■Po

tent

ial d

istu

rban

ce a

nd re

med

iatio

n of

1 in

divi

dual

and

3 m

ulti-

prop

erty

kno

wn

cont

amin

ated

site

s.


impacts

■

Non

e.

■Po

tent

ial e

xpos

ure

or m

obili

zatio

n of

con

tam

inan

ts fr

om g

radi

ng

■Po

tent

ial c

onta

min

atio

n of

wat

er d

isch

arge

are

as fr

om d

ewat

erin

g

■Po

tent

ial d

istu

rban

ce o

f unk

now

n co

ntam

inat

ion

(und

ocum

ente

d st

orag

e ta

nks,

asbe

stos

-con

tain

ing

mat

eria

ls an

d le

ad-b

ased

pai

nt) f

rom

exc

avat

ion,

ear

thw

ork,

gra

ding

, and

util

ity w

ork

■

Pote

ntia

l mer

cury

gro

undw

ater

con

tam

inat

ion

and

wor

ker e

xpos

ure

to m

ercu

ry fr

om h

igh

inte

nsity

disc

harg

e m

ercu

ry

vapo

r lam

ps.

Not

e: Th

is re

vise

d ex

hibi

t refl

ects

cor

rect

ions

to th

e im

pact

s tha

t wou

ld re

sult

from

the

East

DS1

and

Eas

t DS2

Alte

rnat

ives

, inc

lude

s upd

ated

info

rmat

ion

for t

he 2

036

No

Build

Alte

rnat

ive

whe

re

appl

icab

le, a

nd in

clud

es th

e im

pact

s and

ben

efits

of t

he P

refe

rred

Alte

rnat

ive.

Ch

apter 1


Ch

apter 2

Alternatives

Ch

apter 3



itigation

Ch

apter 4

Cumulative Im

pacts

Ch

apter 5



Ch

apter 6


mitm

ent of Resources

Ch

apter 7

Comm



Executive Summary

ES.5 Unresolved Issues There are several outstanding issues that will need to be resolved prior to publishing the Final EIS. These issues were identified by the project team earlyon and are expected to be successfully resolved.

All of the unresolved issues identified in the Draft EIS have been resolved for the Preferred Alternative, as demonstrated in the following sections.

Goal Exceptions Construction of roadways outside of the UGB would require exceptions to Oregon Statewide Planning Goals 11 (public facilities and services) and 14 (urbanization). Two goal exceptions are anticipated for the East DS1 and East DS2 Alternatives: one for the new US 97/3rd Street interchange and one for the Robal Road extension west of US 20 to OB Riley Road. Through the goal exception process, the proposed action would need to demonstrate that it meets the applicable standards for exceptions for transportation improvements, which are listed in OAR 660-012-0070. They require the applicant to:

■ Identify the transportation need

■ Demonstrate that the need cannot “reasonably be accommodated” through alternatives not requiring goal exceptions, such as through improvements to existing facilities or in locations not requiring new exceptions (such as on lands inside the UGB)

■ Compare the economic, social, environmental and energy consequences of the recommended alternative with other alternatives, and select the recommended alternative only if the net economic, social, environmental and energy consequences of that alternative, with mitigation, are not significantly more adverse than the net consequences of the other alternatives

■ Provide measures to minimize development pressures on rural lands and protect such lands for rural uses.

The Preferred Alternative will not require any exceptions to the statewide planning goals. All of the improvements will be contained within the City of Bend’s UGB except for the extension of Britta Street and the modification of the Cooley Road/O.B. Riley Road intersection to construct a roundabout, which will be constructed to County standards.

Interchange Area Management PlansInterchange area management plans would be developed to protect the function of the existing interchange at Empire Avenue and a future interchange in the northern portion of the API. The interchange area management plan for the Empire Avenue interchange would

DefinitionOregon Statewide Planning Goals

The Oregon Statewide Planning Goals were established in 1973 and constitute the framework for the statewide land use planning program.

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help ensure that this facility continues to provide safe and efficient connections between US 97, US 20, and the local roadways within the vicinity of the interchange. The interchange area management plan for the new northern interchange under the East DS1 and East DS2 Alternatives would serve a similar function; to ensure that the US 97 facility would operate as intended over a long-range planning horizon. Both interchange area management plans would identify land use management strategies, short-term and long-term transportation improvements, access management goals, and strategies to fund identified improvements. The City of Bend and Deschutes County would adopt policies and ordinances necessary to implement the interchange area management plans prior to the publication of the Final EIS. The interchange area management plans would be adopted by the Oregon Transportation Commission prior to the beginning of construction.

Since the publication of the Draft EIS, ODOT determined that no changes to land use along Empire Avenue would occur, so an interchange area management plan would not be required for the US 97/Empire Avenue interchange. The Preferred Alternative does not include a northern interchange and no changes to land use along Empire Avenue will occur; thus an interchange area management plan is not required.

Highway DesignationsUS 97 is currently classified as a highway of statewide significance and is designated as an expressway and as a freight route on the National Highway System. The proposed new alignments associated with the build alternatives would be constructed and operated as an access controlled expressway consistent with the bypass policies in the Oregon Highway Plan and Bypass Policy. The remaining portion of US 97 would be reclassified by the Oregon Transportation Commission or transferred to the local jurisdiction.

ODOT will coordinate with the Oregon Transportation Commission to apply the bypass, expressway, and freight route designations to the portions of US 97 that will be realigned under the Preferred Alternative.

Local Plan Amendments and Land Use PermitsThe Preferred Alternative to be identified in the Final EIS would need to be adopted and amended into the Bend Metropolitan Planning Organization’s 2007–2030 Metropolitan Transportation Plan. The 2007–2030 Metropolitan Transportation Plan is a 20-year long-range transportation plan that addresses all modes of transportation, establishes transportation policy and project priorities, and includes a financially constrained project list. Part of the long-range planning process is development of a long-range revenue forecast. Only projects

DefinitionInterchange Area Management Plan

An interchange area management plan is a joint ODOT and local government long term (20+ years) transportation and land use plan to balance and manage transportation and land use decisions in interchange areas, and is an important tool in protecting the function of state highway interchanges and the support-ing local street network (ODOT 2006b).

DefinitionBypass

Bypasses are highways designed to maintain or increase mobility for through traffic. Generally they relo-cate the highway alignment around a downtown, an urban or metropolitan area or an existing highway to provide an alternative route for through traffic using that highway.

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that fit within or can be funded with forecasted revenues are included in the 2007–2030 Metropolitan Transportation Plan. ODOT is coordinating with the Bend Metropolitan Planning Organization for adoption of the Preferred Alternative into the next update of the plan (FHWA 2011).

The Preferred Alternative would also need to be adopted and amended into the Bend Area General Plan, Bend Urban Area Transportation System Plan, Deschutes County Comprehensive Plan, and Deschutes County Transportation System Plan. Any new local roads outside of existing right of way could require land use permits from the City and County.

Portions of the Preferred Alternative have identified funding and are included in the financially-constrained list in the 2007-2030 Metropolitan Transportation Plan. On August 15, 2013, the Bend Metropolitan Planning Organization voted to amend the 2007-2030 Metropolitan Transportation Plan to include the remaining portions of Preferred Alternative in the Plan’s illustrative list, thereby making the Preferred Alternative consistent with this plan.

As determined by Deschutes County in June 2013, the Britta Street extension in unincorporated Deschutes County, which is part of the Preferred Alternative, is already included in the Deschutes County Transportation System Plan (see Appendix M). The roundabout at Cooley Road and O.B. Riley Road has been designed in coordination with Deschutes County. On June 14, 2013, ODOT and Deschutes County agreed that this improvement will be added to the Deschutes County Transportation System Plan when the project is funded for construction. Therefore, the Preferred Alternative is consistent with the Deschutes County Transportation System Plan and the Deschutes County Comprehensive Plan.

The City of Bend’s Bend Urban Area Transportation System Plan has been amended to include the Preferred Alternative (March 5, 2014).

Areas Remaining to be SurveyedSome areas within the area of potential effect (APE) have not yet been surveyed for archaeological resources due to land owners not granting permission for surveys and design changes to the alternatives that occurred since the surveys were conducted. Upon gaining right of entry ODOT would survey all remaining areas and comply with Section 106 of the National Historic Preservation Act prior to construction.

All areas within the design footprint of the Preferred Alternative have been surveyed for archaeological resources, with the exception of small areas adjacent to the existing right of way on eight parcels that

DefinitionArea of Potential Effect (APE)

The APE is the area within which an undertaking may cause direct or indirect effects to the character or use of his-toric properties.

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total approximately 1.8 acres. The Final EIS includes a commitment by ODOT to survey these remaining areas for archaeological resources prior to construction as ODOT purchases right of way and takes ownership.

ES.6 Identified Areas of Concern Throughout the alternatives development process a number of issues were raised by the public, participating agencies, and the ODOT-sponsored committees. Generally, the primary areas of concern were:

■ Changes to Approaches and Travel Routes—Visibility of businesses from the realigned US 97, travel routes to businesses from US 97, and changes to businesses’ private driveways, public street connections, and public approach roads are concerns that have been raised repeatedly

■ Emergency Service Providers—Impacts to emergency response time as a result of altered travel routes and loss of emergency response vehicle maneuvering (U-turn) on US 97 between Empire Avenue and Cooley Road have been raised as an area of concern by emergency service providers

■ Business and Residential Displacements—Representatives from individual businesses, established business areas, and the residential areas in and around the API have expressed concern about displacements resulting from right of way acquisition and availability of commercial, industrial and residential properties that would be suitable for relocation

■ Quality of Life—Concerns regarding potential impacts to quality of life have been raised by residents and business representatives throughout the API. These impacts could include:

● Increased air, noise, and visual impacts of new and expanded local roads, elevated structures, and the realignment of US 97 closer to residential neighborhoods

● Availability of affordable housing for relocated residents ● Roadway connectivity and travel routes to existing and future

destinations, including out-of-direction travel once access is modified and private driveways on US 97 are eliminated.

The Preferred Alternative was specifically developed to address many of these concerns either through avoidance, such as replacing the northern interchange with a signalized intersection that is wholly contained within the City of Bend UGB, or minimization, such as decreasing impacts to rural residential lands.

More InformationThree ODOT sponsored committees conducted formal meetings through-out development of the proposed action, including:

■ Citizen Advisory Committee ■ Agency Coordination Committee ■ Steering Team

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ES.7 Permits and Approvals NeededFederal, state, and local actions, permits, plan amendments, and approvals would be required for the proposed action, as listed in Exhibit ES-8 FEIS.

ODOT will obtain these permits, approvals, plan amendments, and licenses for the Preferred Alternative prior to initiating construction.

ES.8 Avoidance, Minimization, and/or Mitigation Commitments Incorporated into the Preferred Alternative

Avoidance, minimization, and mitigation commitments incorporated into the Preferred Alternative may be found in each subsection of Chapter 3.Exhibit ES-8 FEIS: Permits and Approvals Required

Agency Permit/Approval/License Updated Final EIS Status

Federal Highway Administration

Section 106 determination with Memorandum of Agreement Completed

Federal Highway Administration

Section 4(f ) Evaluation Approval Completed

Oregon Department of Environmental Quality

National Pollution Discharge Elimination System General Construction Permits (including 1200-CA)

To Be Obtained During Final Design


Oversight of hazardous materials issues To Be Obtained During Final Design


Site preparation permits for grading, erosion, blasting, and air and noise emissions


Oregon Department of Transportation

Permit for relocation of utility lines in a state road right of way To Be Obtained During Final Design

Oregon Department of Transportation

Compliance with Oregon Senate Bill 408 To Be Obtained During Final Design

Oregon Department of Water Resources

Water Rights To Be Obtained During Final Design

State Historic Preservation Office

Section 106 Historic Resource Concurrence Completed

Bend Metropolitan Planning Organization

Amendment of 2007-2030 Metropolitan Transportation Plan Completed

Deschutes County Amendment of Deschutes County Comprehensive Plan Not Required for the Preferred Alternative

Deschutes County Amendment of Deschutes County Transportation System Plan Not Required for the Preferred Alternative

Deschutes County Compliance with Deschutes County Code To Be Obtained During Final Design

Deschutes County Goal Exception Application for Statewide Planning Goals 11 (Public Facilities and Services) and 14 (Urbanization)

Not Required for the Preferred Alternative

Deschutes County Grading Permit To Be Obtained During Final Design

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Exhibit ES-8 FEIS: Permits and Approvals Required

Agency Permit/Approval/License Updated Final EIS Status

Deschutes County Land Use Permit To Be Obtained During Final Design

Deschutes County Noise variance To Be Obtained During Final Design

Deschutes County Utility Permit To Be Obtained During Final Design

City of Bend Amendment of Bend Area General Plan Completed

City of Bend Amendment of Bend Urban Area Transportation System Plan Completed

City of Bend Approval of a Special Planned Areas application (Lava Ridge Refinement Plan Area)


City of Bend Land Use Permit To Be Obtained During Final Design

City of Bend Landmarks Commission Approval for relocating or removing the Nels and Lillian Andersen House


City of Bend Demolition Permit To Be Obtained During Final Design

City of Bend Noise variance To Be Obtained During Final Design

City of Bend Compliance with Bend Development Code To Be Obtained During Final Design

BNSF Railway Encroachment/Crossing Permit To Be Obtained During Final Design

Swalley Irrigation District Encroachment/Crossing Easements To Be Obtained During Final Design

Note: This exhibit was updated to identify the status of each permit or approval at the time of publication of the Final EIS. Additional permits and approvals identified during the development of the Final EIS are shown in the colored text.

Documents

US 97 Bend North Corridor Project